The Sun.
London, England, 1846-03-23 00:00:00

GROUP XII.

GLASGOW, PAISLEY, E.II.MAENOCZ, AND
AYR, No. IL (IRVINE BRANCIEES.)
(Continued from our Afternoon Edition.)

The allegation having been concluded,
The agent to the Bill said there were some statements in
the end of the petition, about "errors and fraudulent con-
trivances," which had made a great noise in the country, but
which had not been proved.

The Committee said they had nothing to do with such
statements, as they had not been entered into.
HAINXIMON AND STRATNA.VEN LINE.
This line was opposed by John Tenant and others.
The agent to the Bill said they had given notice in this
case of their intention to lease and to sell to another line. The
line would not pass through any county but Lanarkshire.
The length of the line is 9} miles ; the estimated cost
117,000/., or at an average of 13,000/. per mile.
The first allegation of the petitioner was that the sections
and plan did not show any datum horizontal line.
The agent to the Bill admitted the allegation to some
extent, but explained the error by reason of an accident
having occurred to the engineer; but it was afterwards
corrected.

Standing orders not complied with.
Several other errors of this class were alleged, some of
which were admitted by the agent.
The standing orders were declared not to have been com-
plied with, and the Committee then adjourned.

GROUP XIV.
NORTH RENT LING.
(Continued from our Afternoon Edition.)
In the course of these cross-examinations, Mr. Vignoles
stated that the cost of the line between Southwark and the
point of junction with the Croydon Railway would be about
292,904/., and the cost of land and stations for the
same portion of the line would be perhaps 300,0001. This
part of the lines would be partly on a viaduct, partly on
embankments, and partly on retaining walls. The estimate
was not sufficient to make a viaduct the whole length, but
it was sufficient for the purposes of the railway, laid out in
the manner he had just stated.

The CHAIR LAN-Will yeur estimate enable you to provide
for openings under the viaducts and embankments ? Mr.
Vignoles—Certainly it will. There will be several openings.
The CamumAx—Besides those for existing roads? Mr.
Vig,noles—Yes.
The Cumitat.tx—How much of this part of the line goes
over fields and gardens ? Mr. Vignoles—About a mile and
a half.

The CIIAIRMAN—Do you contemplate that this will at
some time be built upon? Mr, Vignoles—Yes, I do ; and I
have provided 'for openings accordingly.
Mr. CaLvERT—Are there no sewers on this part of the
line? Mr. Vignoles—Not many; and the consequence ig,
the land is marshy and a nuisance. The other day a child
fell into one of the ditches, and was smothered before assist-
ance could arrive. Had there been a sewer, there would
have been no ditch.

Mr. CALvErr—When was your estimate made ? Mr.
Vignoles—About three months ago.
Mr. CALVERT—Have you made no allowance since for the
increase in the price of labour and materials which has taken
place since that time ? Mr. Vignoles—No, lam not aware
that the price of labour and materials has increased; at all
events, I have not found it so where I have works in different
parts of the country.

The witness was then re-examined by Mr. Sergeant
WIUNOHAM on behalf of the promoters of the North Kent
line. The witness stated positively that the Kent had a
priority of claim to the North Kent district, for in
1836 he assisted in bringing a line before Parliament
passing through North Kent, and running from
London to Dover. That line, which was identical with the
present one from London to Chatham, was opposed by the
South-Eastera Company, and thrown out by Parliament In
1843 he proposed a line to Sittingbourne, and at this time
there was only one other line in the field, but that one did
not go fluffier then Gravesend. With respect to that part of
the line between Southwark and New-cross, the station
at London-bridge was quite inadequate for the traffic
likely to come upon the North Kent line, while
it must be evident to every one that his own
station in Union-street, was amply sufficient for the North
Kent traffic, and so situated that it would give better access
to the west, and as good access to the east of the metropolis,
as the station at Londen -bridge. The bridge crossing the
Medway hsd been approved of by the Admirelty. His line
of last year went much nearer to the Powder Mills of
Faversham than the present one, but he did not
alter the direction of the line, because he
thought passing so near to the powder-mills would be dan-
gerous, but because he wished to remove the prejudices of
the people in the neighbourhood.
Mr. J. O'CONNELL-NOW, Mr. Vignolles, I wish to ask you
a question ; but for fear yon should not be competent to
speak to this point, I will mention the matter first. It re-
lates to third class fares.

Mr. Vignolles—Ob, yes, I can speak to that point. Our
Parliamentary low fares will be three farthings per mile, and
I propose for the short traffic, such as to Woolwich, the
same description, or perhaps a better description of accom-
modation will be given to third-class passengers than is
found on the Dublin and Kingston Railway.
Mr. O'CONNELL—No doubt the accommodation on the
Dublin and Kingston Railway is very good; but great com-
plaints are made of some lines that they keep their third-
clasa passengers a long time on the road.
Mr. VIGXOLES-It is my wish and intention that third class
carriages should be attached to every first class train. In
my opinion companys will always find this to be the best
• le prineip .
Mr. O'CoxNELL—With regard to Sunday travelling, how
do you propose to run the trains?
Mr. VIGNOLES—I propose that except during divine ser-
vice trains shall run for the short traffic as often as possible,
and I think it is much less a desecration of the Sabbath to
give the working man an opportunity of breathing the fresh
country air, than leaving him to drink in public houses, aad
entail the air of a smoking atmosphere.
Mr. Tite, the architect, proved that the estimated cost of
the land on the line was 894,8181. to which he added
100,0001. for building stations. This estimate included
everything.
In the course of cross-examikation, he said his estimate
was based upon the calculation that the minimum width of
the line between London and New Cross was 60 feet, and
maximum between 80 and 90 fees.

The Committee adjourned at Four o'clock till Twelve
o'clock to-morrow.

GROUP XV.

The Comntittee met, at twelve o'clock, in the Bail Court ;
present, Mr. O'Connell, chairman, Mr. Mackinnon, Captain
Hatton, Sir R. Price.
111ZIGHION AND CRICHES'rEIit (BOGNOR
AND LITTLEHAIVINTON BEANCEES).

Counsel, Mr. Austin and Mr. Merewether.
Agents, Burke and Co.
CRICRESTBR AND BOGNOR.

Counsel—Mr. Johnstone and Mr. Clarke ; Agents—Deans,
Dunlop, and Co.

Mr. 'llowE opposed the Brighton branches, on the part of
the Duke of Richmond and other landowners, and the Com-
missioners of the Felpham Level.
Mr. JOHNSTONE complained that the line he appeared for
had been considered as an opposing line to the Brighton
branch, and that if so considered, he had been unfairly
treated, inasmuch as the Bill having been read a second time
on Thursday last, the standing orders of the House had not
been complied with, giving them seven clear days' notice.
His objections were overruled.
31r. AUSTM said the Bill on which he appeared was for two
branches. The one, to Littlehampton, started from the Leo-
minster station, on the Brighton and Chichester line, would
be 114 miles long, and would cost 10,0001. The other
branch left the earns line at Woodgate, for the town of Bognor,
a bathing-place well known, and n ly.l g eight mile
Littlehampton, and seven miles south-east of Chichesstewresl;;f
The
length would be Bi miles from
Weougate to the sea, con-
structed at a cost of 85,000/. Thera would be no engineering
difficulties on the line, and it would be of great importance,
as connecting, through:the Brighton
line, Bognor and
Brighton and Lewes. The opposing line from
things an
to
Chichester was in the present state of
an
absurd project. Mr. Austin said it was six
leading to no town except Chichester, and that welithotnte
existing communication,
r
g,
the distance by that line toßrigrgehattoein
and to Lewes, and to London, would be eight miles
than by the other, and besides that disadvantage, the cost of
constructing it would be 80,000/.
The opposition to the Brighton line was unimportant ;
the Duke of Richmond was the owner of only one field ;
and the opposition of the Commissioners of the Felphant
Level was met by a clause which he (Mr. Austin) was pre-
pared to introduce into the Bill, binding themselves to clear
all embankments and dikes on the level.
Mr. MEREWETHER proceeded to prove these things by
tritnesses.
Mr. Rastrick, thelengineer, being called, gave evidence that
the eections of the Bognor and Chichester line showed erro
meows levels, in consequence of which, that line would be 16
feet below the other rails, where it was proposed to join them
at Chichester, and that they had been tested by survey, and
found incorrect.

Mr. JonssToxi: begged, on the part of the Bognor and
Chichester line, to have the examination postponed till
Wednesday, that he and his friends might have the oppor-
tunity of considering the point of error which had been un-
expectedly raised, and especially that the engineer might
survey the ground.
The Committee having decided on going on with the case
to-morrow, adjourned.

GROUP XVI.
EAMPTON BRANCH.

The Committee on Group No. 16 met at twelve o'clock t o-
day. The objects of its inquiries are the several railways
projected to complete the communication between the
metropolis and the southern coast between Beachy Head
and Portland. It is but a duty to the public and
the other gentlemen who act as the official clerks
,'4 the House of Commons to observe, that the first instance

I of incivility, and a want of that obliging disposition which
' I forms one of the greatest amenities of life, and which is cer-
tainly one of the greatest expeditors of business, was expe-
rienced by us to-day in the deportment of the person who
officiates as the clerk of this Committee. The public have a
right to know the whole of the proceedings in the several Com-
mittees, and the duty of a reporter is sufficiently arduous and
the responsibility sufficiently important, without being sub-
jected to the impediments of a jack in office, who appears to
have a greater experience of puerile self-sufficiency than of
a sense of gentlemanly urbanity and of public duty. Hap'
pily the House of Commons is sensible of the importance
of the opinions of the public, and the Members themselves
, invariably exhibit that courtesy of which their subordi-
i nate has, in this instance, shown a most sadly deficient
knowledge, the exhibition f which to-day was for a time an
impediment to the obtaining of that information to which by
prescription at least the public have acquired a title.
After some discussion on the arrangement of the business be-
fore the Committee,
Mr. ALEXANDER said, that he wished to inquire what
course the Committee intended to pursue. It was decided that
the Hampton Court branch should be taken to-day, and that
the Epsom branch should be taken on Wednesday.
The Committee, which comprises Sir Charles Douglas,
chairman, Mr. Lockhart, Lord Pollington, the Hon.
0. Duncombe, and Mr. Blewitt, having thus arranged, the
Chairman called upon
Mr. HILL, who appeared on the part of the South-Western
Company, said that the object of this Company was rather
with a view to the accommodation of the public than with a
view to profit. It was intended to deviate from the present
established line at about a mile below Ditton Marsh, and
to terminate near to the bridge at Hampton. The cost
would be about 40,0001., half of which was for land.
It having been intimated that opposition was to be pro-
duced on behalf of the Western Green Chapel Trustees,
Lord Hotham, and another gentleman,
Mr. Him, called Mr. John Wilson Croker, who stated that
he lived at Monlsey, within about a mile and a
half of the proposed line, and was satisfied that it
would be of great convenience both to the public in the
metropolis, and at Hampton and its neighbourhood. As an
illustration of the utility which this line was likely to be, he
might say that the first passenger line which had been esta- '
blished between Paris and Versailles, which places bore re-
spectively much the same positions as existed between
Hampton and London, and in France, they had not been
content with one line, but had established two; one on
each bank of the Seine. Between Hampton-court and
London there were no less than twenty-two omnibuses and
coaches constantly passing, while on the main line of the
railway there was not a single conveyance of that kind.
Every landowner but one was in favour of the line. Mr.
Sharpe, the principal landowner, though not summoned to
give evidence, had requested him to state his perfect con-
currence in the plan of the Company.
To the inquiry of Mr. H. J. HODGSON, who appeared for
Lord Hotham, Mr. CROKER said that his Lordship had not
signed the petition for this extension.
Mr. Edward Jesse, conservator of the royal parks at Hamp-
ton, and author of the celebrated works on natural history,
stated that he had known the neighbourhood for many years
and believed this line would be highly advantageous
to the public, in consequence of the great influx of visitors to
the palace at Hampton-court, of whom as manyas 8,000 had
been there in one day. In the winter the visitors chiefly
consisted of the lower classes, who generally came Were on
Mondays and Tuesdays. During that season the visitors
were certainly few, but there was a large influx from early in
April to the end of October, to whom this railway would be
a great convenience.
Mr. Giffard, of the Admiralty, gave similar evidence, and
then further stated that for himself and other gentlemen,
whose duties required their constant presence in London,
it would be a great convenience, inasmuch as it would very
greatly reduce the time of the journey. At present
it took him twenty minutes to get to the train,
and three-quarters of an hour to get from the train
to his own residence at Hampton, a distance of only four
miles. The amount of traffic might be gathered from the
fact, that on his journey to town three omnibuses drove up at
once to the station. He felt assured that by the construe
tion of this line the value of property at Hampton would be
greatly increased.
After a little discussion respecting the right of Mr. Evans
to be heard in behalf of the trustees of the Weston-green
Chapel, he was allowed to proceed, after stating that the two
grounds on which the trustees opposed the line were, firstly,
that the line would take their ground and chapel ; and se-
condly, that the congregation would be disturbed by the
passage of the trains, which would be only 80 yards distant.
The first ground was done away with, by the declaration
of the Company that they would use their powers of devia-
tion, and leave the chapel the distance stated from the line.
As to the second ground of objection, Mr. Giffard stated
that there had been a church built lately with the appro-
bation of the ecclesiastical authorities, within sixty yards of
the line, and that the congregation in that church were not
disturbed by the passage of the trains. He thought there was
a doubt of this, because a relative of his had a house upon
the brow of the cutting through which the railway passed,
and where no disturbance was experienced.
On Mr. TALBOT inquiring as to the course the Committee
would pursue with respect to the traffic tables which he had
to put in, and which were very extensive,
Mr. Eva.ss again pressed his objection, which Mr. Talbot
proposed to meet by going to a jury for the value of the
chapel, which was both small and' unconsecrated. It was at
last determined by the trustees, as announced by Mr. Evans,
that they would not withdraw their opposition.
Mr. Locke, the engineer of the Company, was then called
by Mr. Austax,who stated that the line commenced near the
12th mile on the main line, near the Ditton station, the
length of the branch being nothing less than two miles,
throughout which there would no engineering difficulty
whatever—the cost would be 40,0001. the smallest carve
would be one of twenty chains throughout three furlongs.
The line affected no ornamental or residential property what-
ever, and there is a good deal in the neighbourhood.
There was no petition from landowners upon
this point. The line was intended to be a
double one, the working expenses amounting to 2,181/.;
the returns, according to the traffic table, would amount to
something more than 5,0001., leaving a profit of about 3,0001.
a year. One public road would be crossed on a level.
To Mr. HonosoN, Mr. Locke replied that there was in-
tended to be a station near part of Lord Ho-
tham's property, the line being conducted partly on
an embankment, and partly on piles. No difficulty
was apprehended from the flooding of the mill stream, be-
longing to Lord Hotham, as, whether the station were
erected solid from the ground, or on piles, it would in no
way affect the stream, which could go off in no other way
than by the direction which it was now intended should be
given to it by the line. If any objection were raised to a
fixed bridge, he was was quite prepared to give a swing I
bridge instead.

TO Mr. EvAxs, Mr. Locke replied that the gradients on
the line, were one of 1 in 1,560, one of 1 in 396, and one of 1
in 126; the rest of the line would be level, and none of
those gradients in any way interfered with the chapel property.
The nearest point from the centre of the line, fromthe front of
the chapel, was about 80 yards, and there would be about 57
yards from the foot of the embankment to the chapel
and he thought it very possible that the passing of a
train or of a carriage alenglthe common road might possibly dis-
turb the congregation in the celebration of divine worship.
The South Western Railway now passes within thirty yards
of Trinity Church, in Argyle-street, Lambeth, and that of the
Church of St. Mark's, the railway having been sanctioned by
the Archbishop. Every provision had been made for the
safety of passengers along the road, which was crossed on a
level near the chapel.
To Mr. AUSTIN, Mr. Locke replied that he had given a
full assurance to Lord Hotham that he would undertake
that the construction of the bridge should not stop the mill one
quarter of an hour sooner, or obstruct its working one minute
longer than before the making of the line, with which assu-
rance his Lordship had expressed himself as being perfectly
satisfied.

To Mr. HODGSON, Mr. Locke said that he could firmly
assert that no backwater should exist after the construction
of the railway.
Mr. HODGSON said, that notwithstanding the proposition
of Mr. Ausitn, in consequence of Lord Hotham not having
been put into a position to oppose the Bill in the Standing
Orders' Committee, he should still continue his opposition
elsewhere.

Mr. CRAWFORD stated that the value of the land to be

taken was, 2,8801. is. 9d., including all collateral damage.
If any injury was done to the mill-stream it would be easily
calculated in money, for he had made such decisions himself.
After some observations by Mr. EVANS, who, on the part
of the trustees of Western-green Chapel, showed the diffi-
culty in which that body would be placed in finding another
site,

Mr.
Schofield was called, who stated, that he was one of
the trustees—that the chapel bad been erected in 1804, that
its dimensions were 46 feet by 28 feet, beside the vestry and
other adjoining buildings ; that there was a garden attached,
and that the value of the property, which was freehold, was
6001. or 700/., if another such property were to be found by
the trustees.
A clause was then tendered by Mr. Hope for the Company.
which, he thought, ought to satisfy the trustees. On this
the Committee divided,:and on the r e-admission of strangers
the Chairman stated that the Committee had decided that the
preamble had been proved, subject to the introduction of the
clause tendered by Mr. Hope, which the Company expressed
their readiness to include.

The Committee then went through the clauses, which were
agreed to, with a few unimportant amendments, and the re-
port was ordered to be brought up.

REIGATE BRANCH.

Mr. HOPE made an application to the Committee to abridge
the time for taking the consideration of this branch, upon
which the Committee decided that as the private opponents
of the Bill had appeared they would dispose of the uncon-
tested Bills, and then take the Reigate branch as the first of
the competling lines.

CHENTSETI AND SOUTH-EGNAM.

Mr. HOPE in bringing this branch before the Committee,
said, that this was another of those small branches which the
South .Western Company had projected with a view to the
accommodation of the public than to profit, like that of which
the Committee had just disposed. The line was to be
six miles in length, and was to run from the main line,
near Weybridge to the foot of Staine's-bridge. The distance
would be materially shortened, and the two chief towns of
Surrey, Guildford and Kingston, the two chief towns on
which Chertsey and Egham depend, would be relieved from
long and circuitous routes. The several details would be
given to the Committee, so that he would not anter npou
:hem. The Company were quite ready to accede to
a desire expressed by the Commissioners of Woods
and Forests, and carry the line into Staines itself.
Staines had a population of between 4,000 and 5,000
placed in the centre of a rich agricultural district, which
greatly required railway accommodation. One instance of
thish
this was shown in the heavy cost of the carriage of lime, a
aanaure much required by the seil in the neighbourhood.
That cost
cost
wt /.
woulda tboen,rewdhoecreead
to
sbyttsh. eBdfo. ramattoinon
to
Cvehreyrtusesyefaunl din2s. 6d. to Egham. The line was likely also to be
of Guildford andinga better access to the county towns
both
Kingston during the holding of petty ses-
sions and the assizes. A
good avenue would further be
opened for the trade,
districts of the country.
One other
the eastern and western
other advantage would be one
which ought not altogether to be
the facility of access which the construction
over—that was
would give to the Court, to the Isle of White,t Brighton.ionanotifl.his line
The only opposition was offered on the part of vans,
late Sheriff of London, but whose objections the Company
were anxious to meet by every means in their power; x;
several of the witnesses were required to be at the Assizes
to-morrow at Kingston he (Mr. Hope) trusted the Committee
would pass through the evidence as quickly as they could.
Colonel Thomas Challenor, of Portland Park, on Virginia
Water, a considerable landowner, testified that the traffic by
that of
his property had so decre
wed
ad thirty-two
G
coaches, which hod been put off the roinstead b Y the reat
Western and South Western Railways, there was only one
every other day. Property had consequently declined in
value. It now cost him 245. to get a waggon load of
chalk from Guildford, and that he could only get oc-
casionally in the winter. The railway would .reduce this
expense, that both he and his neighbours could obtain
this manure, and thus would render their land twice as pro-
ductive as it was now. So far as the Court was concerned,
he had to observe that Windsor was now eighteen miles from
the Farnborough station, and there WU no emir), post be-

tween the two places, a distance far too great to send an
escort of cavalry. As a magistrate, he conceived that this
branch would be very advantageous in improving the com-
munication between the several parts of the country and the
country towns. Indeed, in every way the line would be
beneficial.

By a cross-examination of Mr WORDSWORTH, who ap -
peared on behalf of Mr. Evans, it was shown that the dis-
distance between the neighbourhood of Colonel Challoner's
estate and Guildford, would be increased in consequence of
going by the railway by 7 miles, and to London by 2i miles.
About sixty prisoners were annually sent from his part of the
country to Guildford, the expense of whose transmission
would be reduced to one third by the railway.
Captain CAVENDISH, a magistrate and agriculturist, con-
firmed Colonel Challoner's evidence, particularly as to getting
coal and chalk from the south east, as also the transmission
of prisoners.
The Committee then adjourned till to-morrow at twelve
o'clock.

Sub-Committee No. 1.

PAISLEY, BARILIIEAII, AND EYELET
LINE.
(Continued from our Afternoon Edition.)
The Learned Courtsm. commented upon the opposition
offered, and then proceeded to call witnesses in support of his
case.

Mr. Sergeant BELLASIS, who now entered the Committee-
room, argued that he was entitled to be heard in opposition
for the Ardrossan Company. They were a competing Com-
pany, inasmuch as they proposed to carry coals from the
Penton collieries to Irvine.
Sir T. PHILLIPS replied. He contended that his Learned
Friend should not be heard as competing, for he proposed
only to accommodate the town of Irvine, whereas the parties
he (Sir T. Phillips) represented intended to carry the line on
to the port itself.
The Committee decided that the only branch to the Pen-
ston Collieries should be held as competing.
Mr. Miller, C.E., then, after explaining the course of the
present Ayrshire Railway, described the proposed branch to
the port of Irvine as commencing three miles from Kilmar-
nock in order to remedy the preseet very circuitous route.
The country was peculiarly even ; there would be no tunnel-
ing; the steepest gradient would be 1 in 75; the smallest
radius of a curve of 15 chains. The estimated cost 80,0004
Cross-examined by Mr. WHEATLEY, Q. C.—The Preston
branch did go through some fields belonging to Mr. Guthrie,
and very near one of the farm-Louses. If the line were
diverted the estimated cost of 4,000/. would be nearly doubled.
The Company was most anxious to meet the wishes of Mr.
Guthrie as far as possible.
It was suggested by the Committee, that. Mr. Miller should
try to effect an arrangement with some engineer representing
Mr. Guthrie.
Mr. WHEATLEY contended also, that the compensation
should be made to Mr. Guthrie for " way leave," this branch
proposing to yield a way to certain private collieries, which
would come into opposition with Mr. Guthrie's.
Sir T. PHILLIPs replied that no claim of the kind could be
made by Mr. Guthrie.
After a few words from Mr. WHEATLEY
The Committee decided that Mr. Guthrie was not entitled
to compensation for " way leave."
Mr. Robertson, Provost of Irvine, was then called to prove
the benefit to Irvine from the opening of these several
branches.

Mr. Chrisler, mineral surveyor, estimated the traffic on
minerals by the new lines at 5,364/. lls. Bd., and the increase
on the existing one of 5,833/. ss. Bd.
Mr. Anderson calculated that the goods traffic between Kil-
marnock and Irvine would be 4641. 12s. 10d., and pas-
sengers 757/. lds.

Tho Bill was then ordered to stand over as previously ar-
ranged, and the Cummittee adjourned.

Sub-Committee No. 2.
CRELMSPOND AND BURY.
(Continued from our Afternoon Edition.)
It was then alleged that the proportion of the rate of incli-
nation at various points was inaccurately marked.
Several instances of the alleged omission were established.
Several allegations to the same effect were not sustained.
It was then alleged that on the section at a certain point
one road on the main line at the 10th mile and seven and a.
half furlong which was to be lowered was not correctly
marked on the Stowmarket branch.
This allegation was abandoned.
It was then alleged that the alterations on the cross sec-
tions were not marked in figures on the said branch.
This allegation was not sustained, the Committee being of
opinion that the allegation was not sufficiently specific.
It was then alleged that there was no specific reference to
certain cross sections on the Stowmarket branch.
This allegation was sustained with respect to the road, 3 Ar
which was omitted on the plan deposited with the Clerk of
the Peace for Suffolk, and 6 A.
The next allegation was, that the plans deposited with thee
Clerks of the Peace for the Counties of Suffolk and Essex,
were not duplicates.
This allegation was substantiated with reference to the
point at the road marked on one plan 17 feet 6 inches, and out
the other 16 feet.

Mr. WEBSTER objected that the allegation should have
stated upon which plan the respective figures were marked.
The Committee overruled the objection, and found th.tt
the allegation was sustained.
Some other allegations to the same effect were anmittfid ,
which terminated the case for this petition.
Mr. ELLICOMBE said he appeared in support of the neon t
petition from Mr. W. Stevens. He was unwilling to occup y
the time of the Committee by going into that ipf—
tition as it contained several allegations which bazd
been sustained in those which had preceded. The number of
allegations substantiated was so large that he advised kis
client not to press his petition.
After some discussion, it was agreed to take or two distinct
allegations, which was accordingly done.
These allegations stated that there were some inaccures ies
as to the marking of the gradients on the plan deposited in
the Private Bill-office, which were sustained.
There was another petition, which was not pressed, .and
the CHAIRMAN announced that in the case of this BilL the
standing orders had not been complied with.
The Committee then adjourned till to• morrow.

Sub-Committee, No. 6.
(Continued from our Afternoon Edition.)
SCOTTISH SOUTHERN.
This line is to commence at Stranear and terminal, at
Dunmore. The length is seventeen miles, and the satins tted
cost 30,000/. Engineer, Mr. Miller; Parliamentaty a; nts,
Messrs. Deans, Dunlop, and Pope; solicitor, Mr. Di‘Ge verge.
The Committee decided that the standing orders ha d not
been complied with, in respect of the datum fixed p oint
which was not near one of the termini. In all other re ep ects
they declared that the standing orders to have been cor ap.lied
with.
LESMAHAGOW, DALSERP, AND COR