The Sun.
London, England, 1846-05-01 00:00:00

Tng srw, Lown ON, PSIDA t M-ORNING, MAY

• '
a great deal of the public money was squanderstd in that vray,
and moues should be taken to krennt,l,tich proceedings by this
Bill. Y
After a few words from Fir G. CLERK, the motion was
put and carried.
MR. SMITH O'BRIEN.
Sir ROBERT PEEL said, circumstances have recently
coma to myknow ledge in which it appears desirable, although
no notice has been given of a motion, that a decision
should be dome to on Ow part of this House. The ercum-
stances are these, a Committee of the House of Lords, now
inquirit* into the operation s.f the poor-law in Ireland, Nile
exi rested a wish some time since, that Mr. Smith O'Brien
t,uld have leave from this House to attend on that
Committee to give evidence. Mr. . O'Brien expressed
his readiness to attend, and the House . gave him
permission to do so. The Committee is fixed for
to-morrow, end I have reason to believe that to-morrow is the
last day on which they will sit, and there will be no other op-
portunity of giving his evidence to the House of Lords. I find
two precedents which appear to me to be bearing on this point,
arid on which the House may nsake an order in this matter.
Thes,t two c,:s s are, where persons being in thecustotly of the
l'ervant-at-Arms. the House had given order to the Ser-
,tei:tit to permit their pretence to give evidence in the. House of
Lords. reder that opinion I propose.to move that the record
of the 16‘h of March, 1841, be read. And I also propose that
ibis House Co give leave to :Mr. Smith C'Brien to attend and
, onee in the Lord's Committee, as he himself is de-
sirous of doing so.

The motion was then put and carried.
The other orders of the day were then disposed of, and the
House adjourned at Ten o'clock.

&J TARN: BUSINESS.
From the Voles and Proceedings of the :House. of Commons. )

WEDNESDAY:APRIL 29.

The following Petitions for Railways were reported, and the RIPs
mdered to be brought in !,.) the undernauned lion. diembers :
corthern and Southern Connecting—Colonel T. Wood, dlr. Broad-
wood- and )Ir. Baldwin.

;t. Albores, Hatridd, and Hertford—Mr. 'Ward and Mr. Harcourt

Bristol ami Birmingham (Ashchurch, Tewkesbury, and Malvern
Line) —Mr. 'Hudson and Mr. Phillpotts,
- SECOND READINGS OF RAILWAY DILLS.
MONI►AY, MAY 4.
.:astern Counties (Stations Enlargement).
astern Counties and Thames Junction Branches.
:orth Gravesend.

:astern Counties (Tottenham and Farringdon•street).
aw Yale Extension.

EPORT FROM TIM SPLECT COMMITTEE ON GROUT (0
OF RAILWAY BILLS.

GLASGOW HARBOL ‘iitAND iON RAILWAY BILL.
Lord Wors•cy reported from his Sel-ct Committee on Group
9) of Railway Bills, that in the case of the Glasgow Harbour Grand
Tunction Railway Bill, to whom several petitions against the said
[hills were reterred, that they had heard counsel hi support of several
if the said pAitions, and had also heard counsel in favour of the Bid,
end had examined the allegations of the preamble of the Bill, but
.hat the same had not bee% proved to their satisfaction.
REPORT FROM THE SELECT COMMITTEE ON GROUP (9)

OF RA ILWAYS.
GLASGOW HARBOUR MINERAL RAILWAY BILL.
Lord Worsley reported fl-cm the Select Committee on Group (9) of
lailway Rids, that hi the case of the Glasgow Harbour Mineral
tailway Bill, to whom several petitions against the said Bill were
•cti:rred, they- had heard counsel in support of the said pi.titions, and
tail also heard counsel iu tacour of the Bill, and had examined into
he allegations of the preamble of the Bill, but that the same had not
teen proved to their satisfaction.
lEPORT FROM TIIE SELECT COMMITTEE ON GROUP (6)

OF RAILWAYS.
PERTH AND CRIEEF RAILWAY BILL.

Sir John Cam ll;,hhouse reported from the Selec. committee to
.coup (6) of Railway Bills, to whom severed petitions against the
lilLs comprised in the said group were referred, that in Be case
i the Perth and Crieff Direct. halfway Bill they had heard counsel
n support of some of th, said petitions, i,:nd had also heard counsel in
avour of the Bill, and that they had examined the allegations con-
ained in the preamble of the BR but the same had not been proved
o the satisfaction of the Committee.

RAILWAY SHARE MARKETS.

BRISTOL, APRIL 29

STOCK EXCHANGE. —The sales are—Bristol and Exeter, 84—Ditto,
New, 9%---Caledonian, G W —Great Western, Quarter Shares, 184—
idland, New. 3.3 —Newcastle awl Berwick, 21% —South Devon,
~idlanet, 18s. p.--Tart Vale, New, 114.

ict,:-AY COM)IITTEES.
(YESTERD .)
HOUSE OF LORDS. -

DunmlN A. 3 D ENNIS xitisn
N 0 ITt. T MI )LAND, DU:k3 SI:A D it DM-
_

EAST ZUNCTIOIV, NAVAN BRAN Cll.

Tli, Committee On these Bills met this morning at eleven o'clock
in Abingdon-street. Present, the Marquis of Salisbury (chairman),
the Earl ofJersey, Lord Charleville, and the Bishop of Oxford.
Mr. Ceetseezy occupied the whole of the morning in addressingthe
Committee in favour of the Dublin and Enniskillen Railway, and in
opposition to the other two projects. Be expatiated at great length
on the advantages which would accrue to those portions of Ireland
which the line was proposed to traverse on account of its direct
character, and as being the course which was admitted by Pll the
-eitnesses to embody a greater stream of traffic than that possessed
by any other part.of the county. After commenting with great
severity on the evidence of fir John M'Neile, the engineer 01 the
Irish North Midland, he proceeded to say tlezt the fact that share-
holders in the line which he represented having been able to pay up
led. per cent., whilst their o;•penents had only laid 51., showed that
they coul,l command the necessary capital for its construction; besides,
was any doubt in Ihe melds ot heCommittee as tis the wishes of
the shareholders with r•sl act to it, the ',rimesters anted, If allowed
time, call a Inceing, and ad. tic. evidence before th-, Comn liter that
the shareholders as a body were .mxi. ,us tint to le, thdraw the Bill
than Parliament, but to proceed o ith it. the concluded by calling OM
the committee to pass the ;ireatntae of the MI
A petition, }aurportitig on he le in several shareholders of the line,
praying that the Bill might be abandoned, and the CoMptury
di.solved, was placed before the Committee, hut was rejected on
account el il,e signatures not having been append it by the persoes
whose mines appeared, but by a fir. Barnett, a clerk in the employ
of Mr. Layard, who h et se• t a eircukr to the various par ties on the
subject, limn some of Whom l e had received alithority to append
their mimes to the petitkin, which was accordingly done.
The Committee held that this was altogether inadmissible, and re-
jected the petition.
The CHAIRMAN then ordered the room to be cleared, in order that
the Committer mhud t give their decision on the Bills.
On the admission of the prinks,
The I HAMMAN stated that the Committee had come to the fol-
lowing reeolin :

•' 111 Committee are of opinion that the line from Newtonbutler
to Czcaa, with a branch to Belt urbet. shoal be given to the Dublin
and Enni,k.ille❑ Company. That the line fr. in Kells to Navan
should he nl9O given to them. on condition of their making a junction
with the Navan and I),iightht, and that it 1w recommended to the
lit Vast Jtinctiw: bi take advantage o!' their present Bill to form this
junction. The Cemmittee ILA adopt any 11»e south of l'avan,
The Irish Norih 3lidland have mit pro‘ed thei, BB."
The Committee then adjourned lint)] to-morrow, when the clauses
of the successful Bills will he I,roceeded with.

BM :SE 4 ,F C. xi MONS'
CIIZOUP Iv.
The ;;:dect Committee appointed to consider the merits of the Bills
cOmprised in this group, r,-..seeneded at the usual hour this morning;
Br. B. 'lope in the chair.

opening abandoned that part of their line, end 'that being the case
It could not now come under the consideration of the Committee.
Thy CHAIRMAN said that their duty was not to consider what the
'South-Eastern Company had abandoned, but to coiljder the public
belie et that wculd re s ult froi n the formation of any. particular line. The
,South-Eastern Company had retained the fircOlvtich'branch of their
line upon the map, aad therefore he consid,ic-d-it -competent to the
Committee to decide upon it.
Sir. Bloc, who appeared on the part of the Thames and Medway
Canal Company against the South-Eastern line, caLed
James Smith, the lock-keeper on the canal at Maidtbane, who
stated that there is a luck above Maidstone-bridge, and in time,. of
flood there is great difficulty in navigating a barge through the lo,k
at the bridge. It is a very common occurrence for two or three
barges to get across the pier of the bridge. The width of the bargee
is about 15 feet 6 inches, and the arch of the bridge was about 24 feet
span. The barges going through the bridge are much affected by the
westerly winds, furl there is difficulty in keeping them straight in
going through the bridge. If there was a bridge formed sixty yards
farther down, the bargee would have to be kept straight in going
through both bridges. Even as the present bridge is, the barges
often sustain seriout damage in passing through it.
By Mr. MeaRENVETHER—Believes that the new bridge will be about
60 or 70 yai-ds from the present bridge. The barges, when loaded,
draw from 3 leet to 3 feet 6 inches of water.
Mr. Dewhurst, a member of the Committee of the Medway Navi-
gation Conmany.--The company owns the river tom a little below
Maidstone to Tonbrige, a distance of 15 or 16 miles. The com-
pany are extensive deaers In coal as well as carriers. The Medwhy
company entirely supported the water portian of Slid Kent with
coal before Cite introduction of railways. NVlnti railways were int: o-
duced they were compelled t^ avail themselves of the South-hasten:
Company to carry their coal, but ;bat company charged so high that
frequent remonstrances were addressed to them. The North Kent
Company, on the contrary, exercised their powers with much fair-
Less. The Navigation Company at length proposed to run a loco-
motive on the Knuth-Easters: line, but the Soutb-Eastern Company
reamed to allow it.
Mr. MEIUM:WETIIER objected to that circumstance being taken
into consideration, ns ,t was already the subject of proceedings In
the Court to Queen's Bench.
Mr. Moo consha red that it was perfectlycompetent to him to make
that circumstance a Fart of th:s case.",
The Clumsiest decided that the Committee could not attend to
that point-as it wa- betbre a civ,l court.
Mr. Inca then addressed the Committee at some length, on the
part of his clients, al commented on the table 01 chlrges altich the
South-Eastern Company had themselves s,pplied, and which showed
that the company had chargea the Navigation Company tor carriage
more than double the amount which they made taker persons pay.
At the conclusion of his address, the paper was handed in to the
Committee.

. 31r. Sergeant WRANGHAM, on the part of the North Kent line, pro-
ceeded to call rebuftine evidence to the case made out by the South-
Eastern Company. lie called
- elr. Vignoles, who stated that the evidence given on the South-
Eastern side had not altered his opinion of the North Kent line. The
low level of the South-Eastern had been adopted to secure easy gra-
dients, but that object had not been attained. The highest vertical
elevation on the South-Eastern between Greenwich and Dartford Is
116 feet, and on the North Kent 13.1 feet ; but the South-Eastern
Company lobes its advantage by the amount of undulation. Be-
tween Dartford mid Gravesend the level is in favour of the
South-Eastern line, but Gear undulations again lose the alvantage.
Although Mr. Stephenson's summit level is 90 hat lower than the
summit level of the North Kent, yet his rises are 30 per cent higher
than on the North Kent. between Gravesend and Chatham the
summit level of the North Kent is 75 feet, and on the South Eastern
it is the reverse, there is a fall of 16 feet. The amount of undelatioe
is greater on the South Eastern. From Chatham to Sittinghourne
the highest soinfes 98 feet on ;the North Kent, but on the South
Eastern the highest summit is only 45 feet. There are no rises
on the North Kent in that distance, hut the rises of the South East-
ern line are altogether 75 feet, thus losing the advantage they gain
by a lower level. Between Canterbury and Favershern, the highest
point on the eouth Eastern tete is 150 feet, and on the North Kent it
is let feet. The sum of the rises on the North Kent is 150, and the
sum of the rises on the South Easters) is 166, thus losing 16 feet.
Between Dover and Canterbury the highest pohat on the North
Kent is 132 feet, and the sum of the rises a also 132 feet, giving no
undulation. The South Eastern's highest level, between these points,
is 276 feet, and the sum of the rises is 3.16, giving 80 feet amount
of undulation. The amount of all the undulations on the North
Kent line is 61 feet ; and the total amount of the undulation out
the South Eastern is 154 feet, giving an excess of undulation of 19.,
Set on the South Eastern scheme. It is hot fair in ascertaining
ruling gradients to take a line in sections—the whole of the line should
ee taken into consideration, In order to ascertain the real ruling
gradient. Such a division would only be fair, suppcsing that a fresh
enghte was to be put on at every section, and regulated to the
amount of resistance it had to incur by gradients. Well, take the
sections of the two lines and compare them. On the North Kent
line, from Greenwich to Mutton', the ruling gradient is 1 in 132,
and it is the same on the South Eastern. The distance by the
North Kent is 12 miles, 7 ferlongs, and I chain, and en the South-
Eastern it is 12 miles, 7 furlongs, and 2% chains ; but on the north
loop, over which all their Gravesend and Sheerness traMc mast go,
the distance is 14 miles, three furlongs, and 24 chains. On the North
Kent there are no level crossings, but there are fourteen on the
South-Eastern. The North Kent has 2,960 yards of tunnelling in that
distance, while the South-Eastern has none, but on the'southern lobe
there are let yards. Between Dartford atiAravesend the ruling gra-
dient of the Non h Kent is I in 132, and on the South-Eastern 1 in 182.
By the North Kent the distance is 19 miles 6 furlongs mid l(N
chains. On the South-Eastern it is 19 miles 6 furlongs and 3 chains ,
but on their southern loop, on which, on their own showing, all their
Gravesend truffle must pass, the distance is 21 miles 3 Writings 4
chains. The Eorth Kent has no level crossing,. but the South-
Eastern has three. There is no tunnelling on the North Kent in that
distance, but en the South-Eastern there are 264 yards. Front
Gravesend to Chatham the ruling gradient is one in 264, and on the
South-Eastern it is quite level. The distance on the North Kent is
28 miles 6 chains, and on the south ]cop of the South-
Eastern it is 28 miles I furlong 9 chains, and on the
north loop, 29 miles 7 furlongs. The North Kent has no
level crossings, but the South-Eastern has 7. Between Chatham
and Sittingbourne the ruling gradient on the North Kent is I in 132,
and on the South-Eastern it is lin 168. The distance by the North
Kent is 38 miles 2 furlorgs 53¢ chains, and by the South-Eastern 30
miles, 4 furlongs 3 chains. The North Kent has 1,000 yards of Ault-
netting in that distance, and in the South-Eastern there are 1,790
yards. The South-Eastern has 1,100 yards of viaduct and a swing-
bridge, while the North Kent has neither. Between Sittingbettrne
and Faversham the North Kent distance is 45 mike, 2 filrlongs,
and half a chain ; on the South-Eastern it is 46 tulles, 7 furlongs, and
1 chain. The North Kent Railway gradient is 1 in 330, and the
South-Eastern lin 106. There are no level crossings on the North
Kent, and five on the South-Eastern; Ito tunnelling on the North
Kent, and 242 yards on the South-Eastern. Between Faversham
and Canterbury the North Kent distance is 54 miles, 2% chains, and
the South-Eastern distance is 55 miles, 8 :chains The North Kent
gradient is lin 172, and the South-Eastern gradient is lin 100. The
North Kent has 1,500 yards of tunnelling, and the South-Eastern none.
The North Kent" has ;one level (Tossing, and the South-Eastern five.
Between Canterbury- and Dover the Nevi' Kent ruling gradient
is 1 in 132, and the South-Eastern 1 in 79. The total distance of
the North Kent, from the Greenwich Railway to Liverpool-terrace,
is 70 miles 1 furlong, % chain, and on the South-Eastern line the
distance is, fromithe same point to their local station, 73 miles, 2 fur-
longs 4 chains. The North Kent tunnelling is 2.280 yards, and by
the alternative line 2,760 yards, while the South-Eastern has 4,370
yen's. The North Kent has only one level creasing, and the South-
Eastern Company six on the Maidstone branch. The North Kent
riling gradient from Rochester to 31akistone is 1 in 13e.
There is a short gradient, half a mile, of 1 in 90.
The South-Eastern ruling gradient between Maidstone and Rochester,
is lin 83. The North Kent distance is 9 miles, 5 fitriongs to the
centre of the town, but to term a junction with the Paddock Wood
branch the distance exceeds 10 miles. The south-Eastern distance
is 11 miles 6 furlongs 1 chain. The North Kent has 200 yards ut
tunnel, and the South Eastern 440 yards. The Sheerness branch has
both hetes level, and the North Kent distance is 6 miles 7 furlongs s
chains; while the South Eastern distance is 5 miles 7 furlongs 6
chains. On the North Kent there are two level crossings, aid three
on the South Eastern. Both lines have a swivel bridge.
Atter some nuttier evideuee, of no public intereet, the Committee
adjourned until 12 o'clock to-morrow.