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

toe, chairman, Lord EvelYi4 deieral LYgon, Mr. I. O'Connell, and
Mr. Grogan.
Mr. Ansi* intS'dined the examinatiell 01 Mr. Georg/011(1de, who
Stattld that the South-Eastern line joins the Ashford and Canterbury
line at Cnitiri. The country between Canterbury and Dover is a
difficult country for railway operation, and the Works on both lines
are, necessarily heavy. There are two ridges to cross. After passing
the second ridge both lines get into the same valley. There Is no
other course. On the South-Eastern line, the aggregate
amount of tunnelling is 2,796 yards in length, and on
Mr. Vignoles's line the total amount of tunnelling Is 2,760 yards,
being a difference of 36 yards in his favour. On the South-Eastern
line there are to be two stations, one for general purposes and the
other for lecal traffic. The South-Eastern Company's station will
join with the Dover terminus of the existing line from London to
Dover. Such a junction will afford many facilities and conveniences
to both lines. A pilot-engine should always be kept at the tetrainia,
to go forward in case of any emergency arising. Such emergency
would be most likely to arise on the existing heavy gradients between
Dover and Canterbury. In case of the junction of the two stations,
the expense of maintaining two separate pilot-engines Would be
I avoided and many advantages would be gained, The Deal branch,
as proposed by Mr. Vignoles, is a good line ; but the traffic of
Deal would not support the lite. The length of the
branch is seventeen miles. The cost of the branch would
be about 200,0001., exclusive of stations, and varicits other incidental
expenses. The entire cost of the Sotith‘Eastern line would be
2,600,000/., and the cost of the N'ofth Kent would be 3,200,0001., but
the South-Eastern would have to raise 350,0001. more for the Graves-
end and Rochester branch, still leaving a balance of 230,000/. in
favour of the South-Eastern line. The Parllaffientary estimate of
the North Kent is only 3,000,0001., het Witness believes that it will
test 200,000/. more. The Smith-Eastern scheme, if in connexion with
the existing lines would afford travelling accommodation from Maid.
r stone to all parts of the county without any change of carriage. The
North Kent line is to be an independent editipahy, and is is be
worked on a plan of its own. Tile ttuth-Eastern Company will
have less station outlay at Canterbury, Dover, and Deal. Mr. Vig-
notes proposes to werk the traffic by quarter-hour trains to Wool-
wich, half,hour trains to Chatham, and one-hour trains to
Denr. There are also to be two independent quarter-hour trains to
Woolwich, not going beyond Woolwich. One independent half-hour
train to Chatham, also stopping there, and that train will accom-
modate one of the quarter-hour trains to 'Atoolwich, and also one in-
dependent hourly train to Dover, which will accommodate both the
Chatham and Woolwich trans. Suck an arrangement would net be
a difficult on% bet it Mild occasion considerable intotiVenience and
delay to the pith& and to the traffic. me through traffic of the
South-Eastern from Dover would be carried up from Chatham by
the southern loop, taking tip at Chatham the passengers to London
from the Sheerness branch, and transferring to the Sheerness train
there ttle ite.al passengers for conveyance to Woolwich by
the northern loop. The adoption of the system proposed would
cause difficulty at Dartford by the clashing of the through and
local traffic. The express trains would take precedence of the local
traffic trains at Chatham and Stroud. The superiority of the levels
of the South-Eastern at the London end would compensate for their
inferiority at the Canterbury end. The relative merits of the two
schemes being taken into consideration, witness- is decidedly of opi-
nion that the South Eastern scheme is preferable.
The Ciaiiamats here stated, for the convenience of all parties con-
cerned, that on Thursday next the Committee would adjourn until
the Tuesday week following.
The Committee then adjourned.

Group XIX.
BRIDGEWATER AND 111rNz8!sikro

WAY AND PIER.
(Continued from our ♦fternoon Edition of yesterday.)
Mr. Conway and Mr. Adams, merchants, residing in and carrying on
their business in Cork, were then examined. Their evidence showed
the trade existing between this country and Ireland, more especially
regarding the trade at present subsisting between Bristol and Cork.
Mr. Conway stated that, during the last year, the number of pigs
shipped from Cork for Bristol was 67,853 ; black cattle, 4,300 ;
sheep, 7,600 ; bacon and butter, 2,000 tone ; and salmon, 520. The
latter was quite a new article of export, and, he believed, greatly in
demand In the English market. They were favourable to the pre-
sent scheme, as it shortened the distance of water transit, so much
desired in the conveyance of live stock.
several other witnesses were then called, who all gave their evi-
dence in favour of the proposed scheme, among whom was Col.
Lutrell, the line going through six miles of his brother's property,
and passing close to Dunster Castle, his residence.
The Committee adjourned, shortly before four o'clock, until twelve
o'clock to-morrow.

GROUP XXI.
LONDON AND OXFORD.
(Continued from our Afternoon Edition of yesterday.)
Mr. Addis= examined by Mr. TALBOT—They might avoid the
house of Mr. Neale at Wycombe, if necessary, Without exceeding
their line of deviation, but they could not be less than 100 yards
from the house. In this Asti they would run almost on a level.
Unless they were to devziate they would intersect his carriage road.
If they made thtete deviations they should cross the Amersham road,
which Was ettep, close to Wycombe, on a level. He considered that
they might obtain equal speed to that Oh the London and Brighton
Railway, with moderate loads. They should not carry such heavy
loads as the Great W estern, on account of the diversity of gauge and
the difftectite in the weight of carriages. An empty broad gauge
and a full narrow gauge carriage weighed the same. On the Man-
chester and Leeds, which was a succession of bad gradients from end
to end, as great speed as en the London and Birmingham or Great
Western Rallway4 Mit obtained. Crossed the property of Sir John
Dashwood At Bradenham for about two miles, partly by cutting and
embankment. The extreme depth Of the cuttings was fifty-two
feet. He believed that nO part of the embankment could be
seen from the liaise (which was situated OR the other
side of AO turnpike road, about three-quarters of a mile
distant, although some portion of the line was within half a mile)
en account of the trees. The line passed through the property of
Colonel Spiller, four Miles west of Uxbridge, within 150 yards of his
house, and en an embankment of 30 feet to 35 feet high. Lady Wen-
man's property at 'name, was crossed in several places, about four
miles altogether. The longest run was about five miles, but the
line would only interfere with the agricultural portion of her pro-
perty. Was engineer to Leicestershire and Warwickshire projects,
which had been handed over to other companies. He was a small
shareholder in the Warwickshire project. He declined to say whe-
ther he had tried to sell shares in the London and Oxford.
Estimated Cost.—Contraction, 739,8781., land, at Is. per yard
throughout, 100,6001.—total, 840,4751.
The following are the chief items:—Stations, 22,2181.; bridges,
78,6151. ; level crossings, 13,0001. ; permanent way per mile, 6,0001. ;
fbncing, 4s. per yard ; contingencies, 101. per cent. ; ballast, 103. per
yard ; rails, 121. a ton. ; chains, 125. per yard ; viaducts, 751. yer
yard ; tunnels, 42,7031. The expense of the stations depended con-
siderably on the approaches. The stations at Reading and at Derby
would each have cost as much as the sum named. None of the ori-
ginal subscribers bad complained that the line was not to be extended
beyond Oxford; none of the committee had " bolted."
By Mr. CALvEIT—On the proposed Wycombe branch of the Great
Western Railway there was a gradient of I in 72 for a mile and a
quarter, which crossed three public roads on a level at its foot. On
the Worcester and Porthdynallen, of which Mr. Brunel was the
engineer, there was a gradient of lln 63. On the proposed Chelten-
ham and Worcester there was a gradient of 1 in 50 for five miles.
Mr. Rastrick, C.E. to the London and Brighton Railway, investi-
gated the whole of the proposed line and the plans, and considered
that it was pretty well selected. The works would not involve any
engineering difficulties. The estimates are sufficient for their con-
struction. Stations are first made with the view to the con-
struction of others of a permanent character. The gradients,
as in strict conformity with the natare of the Company
and its requirements. Advised Mr. iddison about the slopes.
There must always be some inconvenience where branch lines exist
on account of the necessary delays to prevent accidents, and, there-
fore, he considered that Oxford would be benefited by the proposed
11 sa. r:Ma‘sltrAly:illl,9 z.A.*?a, if -Am „a= f.Prilyizie‘hs,ollJl2, EtßititiV
the trains would not have to be hooked on to others.
_ _ _

...., .. .. ........
By Mr. TALBox—Went over the line in about twelve hours, which
was quite sufficient for him to form an opinion on its merits.

The Committee then adjourned.

GROUP XXV.

The Select Committee appointed to consider the merits of the Bills
comprised in this group re-assembled at one o'clock this afternoon,
in the Westminster Sessions-house, Mr. Monckton3llllloB in the chair.
STOVE VALLEY.

The business of the day was commenced with the examina-
tion of Mr. Petet trough, the engineer of the line. He
had made repeated surveys for a line of railway in the
district of the Stour Valley, and he considered this was the
best line that could possibly be laid out. He had taken in t➢at
part of the Eastern Counties line between Colchester and hionkstay,
because it would be exceediagly expensive to make another line in
that portion of the district ; indeed, he was of opinion that a direct
line from Colchester to Sudbury would never prove remunerative, se
large an outlay would such an undertaking involve. The Hythe
branch Commenced at the Eastern Union line, and ran down to the
Reays in the port of Colchester. It stopped at the commencement of
the quays, because there was a Bill now before Parliament for im-
proving the port, but when those improvements were effected the line
could be easily extended. The severest gradient on the proposed line
was I in 90, between Mawkstay and Sudbury for about two miles.
On this gradient there was a bridge crossing the Caine, but neither
the gradient nor the bridge would interfere with the working of the
line. The line entered Sudbury and Halstead on the level. His esti-
mate for the line was 250,0001. The line would be single, but the
estimate was sufficient to include culverts, viaducts and bridges for
a double line, should it ultimately be found necessary.
The witness was cross-examined by Mr. JAMES on behalf of several
landholders who objected to the line. The distance between Colches-
ter and Sudbury by this line would be 17 miles. The distance from
Hewers to Colchester was about 7 miles, and from Hewers to Sudbury
5 mres, making the distance, as the crow flies, from Sudbury to
Colchester about 12 miles. His difficult works were between Hewers
and Markstay. His embankments and cuttings would be only for a
single line. The whole expense of earth work for the single line
would be 66,8211. ss. 9Xd., and the expense of the same work for a
double line would be about one-third more.
In answer to a question from Mr. Dvscsac, the witness stated that
the probable cost of the line, had it been double, would have been
3 I 4,0001., or thereabouts.
Captain Moorson► had also examined the: line, and considered it
the best the character of the district could afford. A more direct
line might be got between Sudbury and Colchester, but it would not
afford so much public accommodation as the present.
The Member for Colchester (Sir H. Smith), the Mayor of Col-
chester, and other witnesses from the neighbourhood, gave same
general evidence in favour of the line, and the case for the promoters
closed.

Mr. Josue then addressed the Commitree on behalf of the oppos-
ing landholders who resided in the neighbourhood of Sudbury, and
producing one of the original prospectuses issued by the Company,
read one of its paragraphs, in which it was stated that the object of
the Company was to effect a direct route between Sudbury and Lon-
don, and upon the faith of that statement the peosle of Sudbury had
been induced to subscribe their money towards the undertaking.
That object, however, was now abandoned, and the parties
now relied upon getting their line for local purposes. Well
then, he would show that this was not the best line
that could be procured for local purposes. Ho would
show the Committee that there was a shorter, a better, and an easier
line, which would rua from Sudbury to Bewers, and from Bewers
direct along the valley of the Colne, and shortening the communica-
tion by four miles to Colchester, without diverting the traffic and
touching upon the Eastern Counties, or the Eastern Union line.
Mr. Braithwaite, the engineer and originator of the principal
eastern counties projects, proved that there was a better and shorter,
by three miles and three quarters, and a more easy line, between
Bewers and Colchester than the one now proposed. The earth
works over his line would be very much lighter than Mr. Brough's,
and of course cheaper.
His evidence was corroborated by two of his assistants.
The Committee re-called Mr. Brough, and asked him if he ever
examined the country between Bewers and Colchester. He re-
plied that he had ; but the expensive nature of a line running in that
direction had indneed him to take the other route.

Mr. litmus replied.
After which the Court was cleared and the Committee, after a
short consultation, decided that the preamble of the Bill was proved.
This closet the labours of the Committee.

GROUP XXIX.

The Committee to whom the consideration of the merits of the
different lines comprised In this group were referred re-assembled
this morning at the usual hour ; present, the Right Hon. H. La-
bouchere (Chairman), Sir W. Molesworth, Sir J. Duckworth, Mr.
John A. Smith, and Col. Rawdon.
RUGBY AND STAMFORD RAILWAY.

The evidence on the part of the promoters of this project was re-
sumed, and as the Committee had yesterday expressed themselves
satisfied with the sufficiency of the evidence which had been brought
before them, as to traffic and the accommodation required by the
country through which the line would pass, the engineering evi-
dence was gone into this morning, and the first witness called was
Mr. Charles Liddell, who was engineer for the line, deposed to the
general course of the railway, and that it would be a complete and
integral lino between the London and Birmingham Railway at
Hu gby, and the Syston and Peterborough Railway near Stamford.
That there were no peculiar engineering difficulties—that there
would be one tunnel of 440 yards in length which would not be diffi-
cult of construction, as the strata through which it would run was
indurated blue clay tending to shales—that the steepest gradient on
the line was 1 in 148, and the sharpest curve three furlongs, which
occurs at the junction with the London and Birmingham Railway,
at Rugby. The length of the proposed line was 34 miles and 7 fur-
longs—there were no branches—that a number of highways would
be c-ossed on the level, the general reason of which was stated to be,
the greater inconvenience that would arise to the public from carry-
ing the roads by bridges over that line, which, from the level nature
of the country, would occasion an ascent and descent in crossing such
bridges —and that the traffic on many of these roads was so small
that the convenience of a level crossing would be scarcely felt.
The following was the expense of the different works required :
Excavations, 114,009/. ; tunnels, 26,400/. ; fencing, 14,971/. ; bridges
and level crossing for turnpike and public roads, 29,137/. ; for occu-
pation roads, 17,000/. ; river bridges, 11,320/. ; culverts and common
drainage, 9,537/. ; stations, 35,000/. ; permanent way, 157,010/. ;
purchase of land, severance, and building, 99,345/. ; Parlamentary
and contingent expenses about 10 per cent., or 55,2811., making a
total of 600,0001. The estimated expense of maintaining the railway
was about 10,0001. a year, inclusive of the cost of working, but en-
tirely depending on the amount of traftle. There were of owners
33 assents, embracing 11 miles 6 furlongs, 47 dissents, 10 miles 6 fur-
longs ; neuters, 1 mile 2 furlongs. Of lessees, there was 1 assent and
I dissent ; of occupiers, there were 53 assents, 188 dissents ; and
neuters, 6. by Mr. FLOOD, on chaff of Mr.
the len th of railwaom-
Marshal , cross-examined
This witness was cerrososn-
y Company, when he was interrupted by the
munication Constructed by and under the control of the Lon doneend
CnataxAN.
Birmingham itwarea- asked what was the object of the present line of
examination ?
report of the Amalgamation Com-
project militated against the London and Birmingham Com-
pany Mr. FLOOD explained that he wished to show that the present
mince, and was an attempt by the
to obtain a new main line in
th xami
the direction of the not th- east.
seln isbeachand the East to
lion as to the diffenrent communications to NY
The Leared Cou then proceeded to Continue
be effected effected by the present line, when he was again interrupted.
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