The Sun.
London, England, 1846-04-03 00:00:00

GROUP IX.

WEST OT SCOTLAND JUNCTION.
The Committee met to day at the usual hour, Lord Worsley In F;e
chair, when the Greenock Company's opposition was resumed.
In answer to a question thrown out by the Chairman at the close
of yesterday's sitting, Mr. ANDREWS said that a junction could ke
effected a ith the Greenock line without at all touching the goods'
station of that Company. They would also bind themselves down
by a clause that no portion of the passenger station should be touched
but that which was exclusively used by, and the property of, the
Ayr Company. Respecting the engine and coke sheds, the pro-
moters of the West of Scotland Junction would pledge themselves
to give as good accommodation as that which they took away, and
that the matter might be settled by arbitration.
Mr. Miler, engineer, was called, and deposed as to the locality
with which a jut.ction could be effected nearer Glasgow than at the
goods' station of Use Greenock 4_ company. This junction would take
plitt e on that portion of the mala line which was the joint property
of the two companies. The witness also deposed, on the other points
respecting the passenger station and the engine and coke shed, to the
effect laid down by the Learned Gentleman.
Mr. Ransil tine gave evidence that the few rights of property at the
Bridge-sheet station belonged to the Ayr Company. The half of
the station was only given under an agreement between the two
companies ; otherwise the Greenock Company would not have any
right to the use of the station whatever.
Sr. iinight deposed that the greater part of the passengers' station
was rated to the Ayr Company, and the back part to the Greenock

Company.
A conversation here sprung up as to the true definition of the
dotted line Ai the map, showing the limit of deviation, Mr. Andrews,
bsc.tited by Mr. Miller, engineer, contending that the dotted line
meant the extreme deviation of the middle of the line to be con-
struct. u ; and Mr. ilildyard, supported by Mr. Erringtou, engineer,
that it meant the ,xtreme verge. According to the latter definition,
it was e tended that the second junction proposed to avoid the goods
statio- , could not be formed, in agreement with the standing orders.
31r. sruoNsa thought. the latter definition was the correct one.
The CHAIRMAN said that Committees had in some instances decided
otherwise, an-. that it was a mustier for consultation.
_ _

The room was then cleared. On oar return,
The t'ustameT intimated that the Committee had decided that,
with respect to the limit of deviation, they were of opinion that the
utmost emreme of deviation was that marked on the map by the
dotted line.
The CuatamAN, ruler a few minutes pause, said that it might
he as welt to state, that yesterday eveniug the Committee were
unanimously of opinion that the interference with the Greenock line
contemplated by the original line should not be aliowed. With that
opinion and the other decision just given, it would be for the counsel
on behalf of the ISM to decide what course they intended to pursue.
Mr. ANDREWS hoped they would reserve any final decision till the
whole case was one into.
The Cuataxas said they had thus early expressed their opinion—
the whole ca-e for the promoters being closed—in order to save ex-
penses, which um:t be very great if the whole case for the opposition
was gone through.
Mr. lltunatto, on the part of the opposition. was Trilling to
leave his case where it was, in order to save the time of the Com-

wittee.
Mr ;ANDREWS said he was prepared to prove, by the Parliamentary
p a. nee ut the present session, through Mr. Burke, a Parliamentary
agent, that the principle of deviation was such as he had stated it

to be.
After some conversation on the point the room was again cleared.
The CHAIMMAN asked Mr. Ilildyard, or Hr. Hope, who appeared in
his place; when:kr lie admitted that it was the invariable practice to
decide differently to what the Committee had done ?
31r. Elora said he could not du so, whatever might have been the
practise under the form, r Act of Parliament. The present Act he
didknot think had ever been construed in agreement with the position
of his Learned Friend. Indeed, he could not see in reading the Act
how such a constnic.ion could be put upon it. (Mr. Hope then read
the clause that bore upon the point at issue.)
Mr. ANDaews replied, and contended that the present Aet of Par-
liament was in etfe,t exactly the same as the previous Actin operation,
under will, h Mr. Baron Parke had decided In favour of the inter-
pretation he Mr. Sergeant Andrews had given.
After &nee further argument, the Committee intimated that they
stool by their decision, that the i,roiliwers should not exceed the ex-
treme verge of the and represented by the dotted line. They did
this in their capacity as a Parliamentary Committee, and should carry
out their decision by clauses, were the preamble of the Bill agreed to.
Mr. ANDREWS said, if they were not to be allowed to construct
works beyond the dotted line, they could not form the junction pro-
posed south of the Bridge-street station. They would therefore give up
that junction at present, which would cut them off from connexion
with the lines ruiming south into Lanarkshire, and the promoters would
confine themselves at present to the junction with the Ayr line at the
Bridge-street station, after crossing the river, which would not at all
rff ct the Greenock line, as the new line would run into that portion
of the station which beongeil exclusively to the Ayrshire Company.
After the examination of Mr. Miller tor, and Mr. Erringtan:agairist
this point of junction,
The Committee expressed themselves satisfied, and the consldera-
Von of the case for the opposition of the Clyde River Trust was next
guile into.
Mr. Joseph Hume, M.P., and one of the Tidal Commissioners, was
generally examined as to the injury that would arise from construct-
ing a via !net over the Clyde. Ile was opposed to all weirs or bridges
that in!erfered with the flow of the tidal waters. Instead of allowing
any new stone grid; es, he would advise that those already built be
pulled down, and bridges of Iron be erected, and of such a construc-
tion as would not interfere with the currents of the river.
The Committee then adjourned till to-morrow, at twelve o'clock.

GROUP XIV.
SOUTH EASTERN.

The Committee to which this line is referred, met to day at twelve
o'clock.
Some discussion arose as to whether the request of Mr. Merry-
weather, that the evidence should be printed day by day, should be
granted. Mr. Sergeant Wrangliam opposed the printing of the CVI-
- in that manner.
Tire CuAIIiMAN decided that the evidence should not be so printed.
Mr. J. O'CONNELL said that he had received a letter fsom the
party to whom he had alluded on a former occasion as having
written a letter to him complaining of the injury his land would sns•
tain by ti e formation of the North Kent line. The letter contained
an apology for the first, and stated that the writer was ignorant of
the impropriety of his proceeding. The author of the letter was a
petitioner ai;ainst the line, but_did not appear by counsel.
Mr. Geor,e P. Bidden caoss•exatnined by Mr. Sergeant WRANG-
LUX—First surveyed North Kent with a view to the formation of a
railway in 1825. tie again surveyed it in 1832. Sir T. Goldsnild
was a party to the last scheme. The carrying out of the South
Eastern scheme would came a great accession to the traffic at
Lordon-tridge, but the formation of a second station at South-
war k•briiige would render the working of the four leas
co .vcnient. Sioted be surprised to hear that the
station 01 the Sou' h-Western is only two and a half acres. The
traffic on that line is considerable. The metropolitan property tra-
ve it h, the South-Eastern line is equally valuaule with that trg-
versed by' the North Kei•t.
Mr. Sereennt WEANGBA3I wished to know the value or the amount
estinia!ed for the metropolitan property traversed by the North
Kent.
Mr. 31EIEWETtiEn oi-ji.cted to the question.
fir .ierceant WEANLHAM submitted that he had a perfect rt^,ht to
ask the qui stli.n in order to test Mr. Beddie's judgment in showing
the IVg ei-tinrire he placed ,ipon the property required by the North
Keut, and the 1. w estimate /or the same sort of property required by
thz sutult Eastern. _ _

The C, mint ti e retired to consider the question.
On their return the CHAIRMAN said that the Committee hail decided
that the exaildnation with reference to that point might proceed in a
general manlier.
Examiliation continued—The Parliamentary estimate for the four
mile' c,f viddu.t aver the south-Ea-tern line ;5680,000/. The works
would cost about 250.01101. Had last year estimated the cost of two
and a half miles of vi.iduct at 138,000/. The London-bridge station
might he as easily enlarged as the one at Union-street. The Mint
Is behind Union-street. The property there is bad but of
an expensive description. Mr. Vignoles worst gradient
between London and Canterbury is 1 in 122. There
are between Canterbury and Dover by the South-Eastern line 17
as steep or steeper than 1 in 107. The junction of the South
Eastern live with the existing Folkstone line would be on a gradient
of 1 in 106 ; but a double set of rails would be formed, so that both
trains might run separately until they joined on a level platform, where
all the trains stop. The northern loop of the South-Eastern line has
been at present abandoned, in consequence of the refusal of the Ad-
miralty to allow of the proposed extension of the Greenwich line to
pass through Greenwich park. The refusal of the Admiralty has been
decided, but witness believes that permission will eventually be
given. Believes that the only objection to allowing the park to be
traversed is the apprehension of the effect of the vib: ation of the trains
upon the astronomical experiments at the observatory. l'rom the most
careful experiments that have been instituted, it is proved that
there will be nothing to affect the astronomical instruments. Flax
not seen any letter fr .m the Commissioners of Woods and Forests
refusing to allow the railway to pass through the Park. Was not
aware that any such letter had been received. Does not think that
sidings." or side lines, to draw upon while landing passengers, in
order to allow other trains to pass in the meantime, are sate. The
most serious accidents and collisions might result from their use.
The South- Eastern train will not stop at Canterbury when proceed-
lit: from Dover to London, but the carriage containing the Canter-
tury passengers will be detached and left behind. On its way from
Loudon to Dover the train will stop at Canterbury.
With regard to the main road at Faversham, with a gradient of 1 in
17, it would requ.re nine horses to draw a laden waggon up that
incline. The length of the incline is 57 yards. The weight of the
waggon would be thur tons, and its load dye tons. The dead pull
which each horse would have to exercise would be one hundred
and lorry lbs., and the ordinary work got out of a horse
for a day, at a rate of two miles and a-half per hour, does not
exceed a dead pull of more than bOlbs. The Company will have to
avail themselves of the Gravesend and Rochester Railway, at a cost of
350,000/. The price to be given is 310,0001., and the rest would
have to be expended in making it a double line. At present it is single.
The length of the railway is 51,4 miles. The Company will have for
the 330,0001. the docks, wharfs, and quays. Those docks and wharfs
will be of great use, even thoiigh the canal should he filled up—in
fact, of more use than with the canal. Does not think that the sum
of 40,0001. will quite cover the expense of enlarging and bricking the
tunnel. Cannot say whether the line of the South-Eastern, as at
present proposed, is identical with the one proposed by Mr. Vignoles
last year. The line will pass through Woolwich, in a cutting. Dees
net think that it will interfere with the sewerage of the town.
'The Committee here adjourned until twelve o'clock on Monday.

GROUP XIX.
BILIXIDITATT.A.TM% AN.° IKINEHEILD RAIL.
WAVE' AND PIER.
(Continued trout our Afternoon L dition.)

The cross-examination of Mr. George Hennett, with reference to
his estimate, plans, gradients, &c., occupied nearly the entire day.
'This evidence was confined exclusively to the engineering features of
the railway. . _

GROUP XXI.
LONDON AND OZPORD.
(Continued Iron our Afternoon Edition.)

GROUP XXIX.
RUGBY AND mnrrreranoN.
(Contn.ued tem our Afternoon Edition.)
In cross-examination Mr. Vesey said, he was not interested In the
scheme, except in regard to the public acromn►odation. lie did not
lock to the r,turns which might be expected from the lire,
as grounds to justify the outlay of a million of money,
Mr. RAWLINSON cross-examined this witness on the part of Dady
Dray, whose property would be iuterferod with, with I view to

3ir. Symons, a More-keeper, residing at Dnnster, was then called.
In order to show the traffic existing between that place and the sur-
rounding district. The examination of this witness closed the busi-
ness of the day.

The CAgnrniitee then adjourned till twelve o'clock on Monday next!

Mr. (I. IT. Gregory, examined by Mr. Wzr.L3—Generally oeaking
t
the grad ents cntnpensated for by the dec:inuelesi.iTstbacctiotimate for
,
hut the
stations on the line was inadequate for perm
expense of st,dions depended principally on ',ne way in which they
are ortoniented. The expense of statio:is was frequently included in
the „ should not recontin:nd the erection of a smaller sta.
tion at Oxford than at Croydo,ll, the expense of which he could not
ra:ollect. _ _

To the CIIAIRMAN- :M A% that an independent train on the Great
'Westera might lie able to travel from Ox! rd to London rather
faster than one on the proposed line, but thinks that the dependence
on the long traffic would counterbalance that.
mr. George Rennie had been over the line and examined the gra-
dients, curves, sio'es, tunnels, &c. Thought the line judicioui..ly
chosen, and the estimate sufficient.
To Mr. Lawsost—There would be no danger in the junction with
the London and Birmingham.
Mr. Brooks, superiute,,dent of the station of the London and Bir-
miimhain Railway at Euston-seinare, examined by Mr. CaLvERT—
There era twenty trains each way running into the station. It could
W.'ecininsidate all the anticipated traffic from the London and Oxford.
Mr. Dixon, !and-surveyor at Oxford, produced the calculations
eviiiels he had formed as to the expected traffic ofcattic and produce
41l the line. Expected a traffic of upwards of 29,0001. per annum,
including' beechwood.
Mr. Ilawkahaw had gone over the gradients. Thinks they could
be worked without the slightest difficulty. Was himself working
worse g.rsdients on the Leeds and Manchester line.
To Mr. Tatuot---The gradients on the Great western line are better
than Ou this line.
Mr. Rolfe. land valuer of Beaconsfield,
examined—Had valued the
land required for the line, and had put
it down at 901. per acre, and
had also allowed 1001. per acre for severance, convenience, &c. The
otal sum is 95,000/.

Mr. TALBOT objected that the subscriptisr contract was totally_
.valuel,?ss, the subscribers haviag become parties to a scheme la
different to the line now proposed. The scheme W. 48 originally a
lima to Hereford, with a capital of two and a half millions, and now
It only goes to Oxford, and a subscribed capital of 648,0001. Conse-
,quently, the line now adopted by the promoters was not the
same to which the subscribers had affixed their signatures.
Mr. HILDWD contended that the directors had only acted ac-
cording to powers vested in them by the original contract.
The Committee adjourned their decision upon the point until to-
morrow.