The Sun.
London, England, 1846-03-30 00:00:00

COR/C AND NATATIII27.IIOI3,D.

The Committee, consisting of Lords Stafford (chairman), Cadogan,
Bishop of Elf, Ranfurly, and De Morley, met this day shortly atter
eleven o'cl-ock, and entered on the merits of this line.
The "I'm. J. C. Talbot, Q.C., and Sergeant Murphy, were counsel
for the promoters of the Bill ; and Mr. Hatohell, Q.C. (Irish bar), and
Mr. ?aerewether, were counsel for several gentlemen opposing the
Lir

The Hon. Mr. Thum stated the case for the promoters, and de-
detailed the facts, as set forth in the preamble of the Bill, touching
the correctness of which Thomas Wyse, Esq., was examined. He
proved to the importance of the cities of Cork and Waterford, the
amount of traffic existing between them, also the amount of exports
and Imports, and several other material facts, all of which he con-
ce:ved established the necessity for a line of railway communication
between both cities. The- projected line contemplates the connexion
of several imr,ortant towns by means of branches, such as Midleton,
Teughai, lasmore, Cappurgin, Tallow, and Dungarven.

DUDIAEN AND ENNISKILLEN.
Tire Select Committee of the Lords on the Dublin and Enniskillen
Railway resumed their labours this morning in the Rolls' Court ;
present the Marquis of Salisbury (in the chair), Lord Jersy, the Earl
of Waldegrave, Lord Charleville, and the Bishop of Oxford.
Mr. Sargeant was the first witness called this morning in support
of the promoters' case. His evidence was similar to that given by
the poeceding witnesses on Friday last.
Cross• examined by Mr. Mtatpur (counsel for the Dublin and Bel-
fast Junction Railway Company)—Did not believe that a railway
from Kells to Drogheda would give considerable accommodation to
the public. Did not consider it a matter of public inconvenience if
the Dublin and Enniskillen should run from Kells, and exclude Drog-
heda ; it might cause inconvenince to a few parties-
Re-examined —I think that the mere intervel between the two
termini, in the town of Navan, would be of very little importance
compared with the sending of people round from Navan byDrogheda
to Dublin.

Rev. Robt. Hamilton, incumbent of certain parishes in the county
of Meath, preferred the Dublin and Enniskillen to the two other
competing lines, and the feeling of the people of that district was
of the same description. He was present at a county meeting held in
Cavan, where it was decided that this line would undoubtedly gi,ve
better accommodation than its rivals. He fully concurred in ruch
parts of the previous evidence as he had heard.
' "

Cross-examined by Mr. BOYLE—The meeting alluded to was in
March, 1845. He did not know when the North Midland, project
came into existence. Of the two projects that were brought 'ander the
consideration of the county meeting, they decided that the
Dublin and Enniskillen should be preferred. He bellevred that there
had not been any public meeting at which the North MAdland scheme
was brought under consideration, but he was of •pinion that the
people would prefer the Dubin and Enniskillen to it,
Re-examinedl.—Had heard that the promoters of the Belfast Junc-
tion and the worth Midland were the same parties,
Mr. Wm,:fteiran gave similar evidence.
air.
Jo n Needham, merchant, Londouderrj, deposed that he had
been enr aged in mercantile transactions upwards of 20 years ; that
he had had during that period considerab'ic intercourse with the
flier& to of the counties of Donegal, Tyrone, Londonderry, and
Fe anagh, and he believed that they woe of opinion that a combi-
n ion of the Dublin and Enniskillen an
,d Coleraine Railways would
fford excellent communication between the metropolis and those
counties.

Mr. Hassard, civil engineer, statr4 that he (under the directions
Of Mr. Stephenson, the Company's engineer) had surveyed the whole
of the line (77 miles and 2 furlonps) and the branches. There were
engineering difficulties. The estimated cost of the works would
he for excavation, 217,2981. ; nv.sonry, bridges, public roads, culverts,
Sc.., 111,500/. ; tunnelling, '.1,7001. ; permanent way, 433,9001.;
s'ations, 32,000/. ; continger.cles, 101. per cent. • purchase of land,
2.33 2901., making an aggregate of 900,2771. That portion of the
line between Dublin and KEII3 would be single, but provision had
been made to convert it ir.tp a double one if necessary.
Mr. ROWE, on the patt ut the Dublin and Belfast Junction, said
that Mr. Stephenson. thee, engineer in chief, ought to have given this
evidence ; but the objec'don was overruled.

Examination resnmr.A—lie had been careful in the surveying of
the line not to interfere with gentlemens' estates, although there was
one trifling glantatic n which would he crossed. The North Midland
selteme was not brcught out before last summer, and since that time
they had been asidmilating their project as much as possible to that
of the Dublin ar Enniskillen Company.
Crest-exam:aled—Mr. Robert Stephenson, the engineer-in-chief,
heal been tvcite or three times over the proposed line. The plans
were ma^!.6 in the autumn of last year, partly by witness, and super-
Litended by 31r. Stephenson. This company proposed having a ter-
minus in --Ilassington-strect, Dublin, but it was probable that an ar-
rangenr,nt would be entered into with the Mußinger Company, in
whleti event the two companies would have a common terminus.
The proposed terminus of this comdany would be about three and
une-third furlongs from the Dublin Canal; that would be in the out-
skirts of Dublin. The cost of that terminus, including the branch
&run the Mullingar line, had been estimated at 32,7001., 10,0001. of
that sum being set apart for the expense of making the
station. Only three mud-wall cabins would have to be removed.
The would pass Eccles-street by an arch 17 feet from the roadway
to th? rails, leaving 16 feet clear headway to the public. That was
the distance of 450 feet from the station. At the terminus they
mould be about the level of the ground. They would pass the cir-

celar road, which was 60 feat wide, and was not very much fre-
quented, at any rate, not more than any other public road in Dublin.
They proposed to pass it by three arches ; one for carriages, and two
rmaller ones for toot passengers on each side of the road. They
would also have to cross the Phibsborough-road, being about 50 feet
wide; they proposed to leave 35 feet for a carriage way, and 15 for
foot Is ays. They would have also arches ever the canal and Eccles-
street. The expense of the bridge across the circular road would be
f,131/., and of iron, the abutments being brickwork. The expense of

the arch over the Phlbsborough-road would be 2,507/. ; of that over
Eccles-sheet, 3,1091., and of that over the canal, 1,2001. The ex-
. . _ _

pence of the embankments there would be 4,8221.

They would ot,tain

tts greater portion of the earth-work from a cutting of their own, and
the reminder from the spoiled embankment of the Mullingar Com-
pany The expanse of the arch of the Royal Canal, at Clonsilla, would

be 1,8001. The above estimates were according to the present prices of
labour and material. The line ran through a grazing country, and it
was necessary to take extra care about the level crossings ; but gates
would be erected to prevent cattle from straying upon the line, and
part os would be appointed to guard the gates. The steepest gradient
in the proposed line was 1 in 104, which would extend over three-
quarters of a mile. He consulted Mr. Stephenson about steep gradi-
ents, and lie did not express any disapprobation of them. He first
went over the proposed line ie. 1844. He was not aware at what time
Mr. Stephenson first saw the line. The deepest cutting would be 200
feet, and the highest embankment 34 feet. The expense of the Boyne.
Lricige would be 3,2001.; there would be three arches.
1:e-examined—The whole of the roads which the line would pass
on the level (with the exception of one; were mere roads to farms,
&c. Engneers of the present day did not consider 1 in 104 to be a
steep gradient.
At the stage of the proceedings,,
The NohloCiisfamen stated ihat the Dublin and Mulllngar Hall-
way Company had presented a pettion against the scheme, but he
was afraid that he must report to their Lordships that that company
hid no right to be heard, inasmuch as this was not a compcilng
line, and (we believe) also on account of their petition not having
been •od;ed in sufficient time. •
'fir Ross, as;istant to Mr. Hansard, was the next si itness called in
support of this lino.
The opposing counsel insisted on having the evidence of Mr. Ste-
phenson, the engineer-;n-chief of the line, but as that gentleman was
not in attendance, the Committee adjourned until Wednesday.

HOUSE OF COMMONS.
GROUP IX.
(Continued from oar Afternoon Edition.)
mingsT or SCOTLAND JUNCTION.

The caso on behalf of this line was then resumed.
Mr. COCKBURN, on behalf of the promoters of the BM, said that he
proposed to meet the difficulty stated on Saturday by laying down a
third line of rails in the tunnel, by which the mineral trains going up
ant down to Glasgow Harbour would pass along it without the possi-
bility of meeting with the passenger trains. The Learned Gentleman
jhen called his witnesses on the point.
Mr. Miller, civil engineer, was examined, and said, his attention
hat; bees given to the point submitted on' Saturday last. He
consie::.red the difficulty would be got rid of by laying
down a third lire of rails. The Bill of last session for
forming a {Willa gave powers sufficient to make it wide eonngh for
fgeree lines of real. This would do away with the junction in the
tunnel. There would still be a junction at the point where the
mineral branch diverged from the main line, but that would be in the
open space or lantern in the tunnel, which was_in daylight. This
opcsing was about 80 yards long and 27 feat wide. The cutting was
about 35 feet deep, and perpendicular. The space could be made
much wider if required. This woald remove the danger, in his
opinion. The junction in the open space or lantern would be from a
gradient of one in 42. The electric telegraph would also be worked
eo as to give information at any point.
The cross-examination did not elicit any points of importance.
Mr. Rastrick, engineer of the London and Brighton Railway, and
who laid down the Edinburgh and Glasgow line, gave evidence in
corroboration of Mr. Miller's evidence. He was perfectly satisced
that with the laying down of the extra line of rails and the pre: au-
tons proposed to be taken, all danger would be removed. A tunnel
of a similar character, with a single line of rails, was worked on the
Gravesend and Rochester line with perfect safety.
„Mr. Eadie, the working engineer of the Edinburgh and Glasgow
lice, gave evidence strictly as to the ease and safety with which the
pre,ent tunnel was worked. He was satisfied that the junction
could be worked with perfect safety.
Mr. Brine!, who was to give evidence on the same side, being de-
tained in another Committee-room, it was arranged, till that gentle-
man wits at liberty, in order to save the time of the Committee, that
Mr. Robert Stephenson Should be called and examined against the
proposed junction in the tunnel, and on behalf of the petitioners
against the Bill.
Mr. Robert Stephenson, examined by Mr. Hers—He had ex-
eunt e l the plans and sections of the West of Scotland Junction, and
he et nsidered that with two such junctions as proposed, the charges
would be considerable. The proposition of that morning for la) ing
down an extra line of rails would, to some extent, meet the
difficulty, still not to such an extent as to meet his objection. He
was entirely opposed to any divergence in a cutting which would be
Dearly as bad as in a tunnel, and as dangerous. The whole diffien ty
would be net if two tunnels parallel to each other were formed. Still
lie thought It would be better to go four or five miles round to avoid
such a junction.
The witness was cross-examined at some length with the object
of showing that as great difficulties were prominent in working lines
elsewhere. With only one engine at work in the tunnel at a time,
the danger would be removed, but the traffic would be so great as to
render such a plan inoperative. It could not at all accommodate the
traffic. Generally he was satisfied that, if the through traffic was
properly accommodated, it would not be impossible to work the tun-
nel with safety. There must be often more than one train passing in
the tunnel, hence the possibility of danger.
Mr. Locke, civil engineer, gave evidence almost precisely to the
simile effect.

The Committee then adjourned till to-morrow at twelve o'clock
wiles Yr, Brunel will be examined.

GROUP XII.

zorEsninz rinximr. of IVEXE AND PO=
GLASGOW ZUN CTION.
(Continued from our Afternoon Edition.)

Mr. Montgomery Johnstone, a min-owner, consumed about 2GO
tons of cotton-wool per year, which, if the Present lines were eon-
struet,d, would probably be brought into Glasgow, but lifted at
Port Glasgow. The branch sroraoted by the Glasgow and Ayr Com-
pany was much superior to its rive', the Glasgow, Paisley. and
Greertech breach.
Mr. Henderson,millowner, Linwood, gave similar evidence.
'.ndr.:Colquhenn, 51. P , proved that a clause had been inserted in the
Bill of the Glasgow and Greenock Company, in 1840, compelling them
to lay down a branch line to the Port-Glasgow Harbour, simultahe-
ously with the coestructing a line to the Greenock Harbour. Phis
clause had, however, been avoided by the trustees of the Greenock
Harbour—not the Company—having constructed the branch to the
opay.
Mr. Fordyce had been land agent for several proprietors in Ren-
frewzhire. Ile spoke to the benefits whichwould be conferred on the
district by the Importation of minerals from places in Aynthire. The
poling scheme would not be nearly so beneficial.
Captain Spcirs and Mr. Maxwell Alexander gave similar evidence.
Mr. Brown, a Magistrate of Port-G asgow, referred to the periods
of 1835 and 1840. when powers were given to Greenock Railway to
make a branch to the town and harbour, the insertion of the clause
alluded to by Mr. Cokuhoun, and the non-construction of the branch
afterwards. A branch was made to the Greenock Harbour, which
gave that port an endue advantage. The area of the Port Glasgow
:Docks was thirteen acres. The tonnage inwards was 42,300, and
outwards 39,000, and they had a good foreign trade with the East
and West Indies, with the United States, and ether countries. This
lino would be highly beneficial to them.
Mr. Archibald Burrell and Mr. McLachlan, also merchants and
shippers, of Port Glasgow, corroborated the previous witness.
The Committee then adjourned.

GROUP XIV.
SOITTN-E.ASTERN LINE.
(Continued frers our Afternoon Edition.)
The Bey. William: Greenlaw stated that he is the rector of Wool-
wich, and oneof the co,:missioners for paving and lighting the town.
1‘7.1., The commissioners gave a decided preference to the South Eastern
14, line. Some few months ago a resolution in its favour was unani-
C ~. 4 ' f .StrZy passed by them, and a petit;; fl was prevented to Parliament
'• • —.1,---,---1 mot the line. The Commissionec.! consider that the passage
e••.,%% -_,.•-",.._- Ar-theZaKent line through Woolwich by a viaduct would be a
;.-,/:;".,'---`".., j, •u I c • The present rate levied at Woolwich is from ss. to 6s.
"-I ..,,(-:,',,..'.7,,..- - , •:n The North Kent line would injure the rateable value
!, r-,7gf.1,:t.:` \44, land., Witness gives his evidence as representing the bolt of
•-'.'tq:ic!! tt", '‘4l.Viiiir..mtnissioners. The commissioners object on purely
..",. • 7.::. c, ... , s.
~, •
11.% i:-;-.-1 __•,:_.;iirr : .
•-•:-,-, -,,,.. ,• , t 2duarLiT objected to this evidence, 1' the L,Olll-
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