The Sun.
London, England, 1846-04-30 00:00:00

(YESTERDAY.)

OF LORDS
raxsv. NO T 1 ITxDLaI n.

HOUSE

The Committe, to which this Bill had been referred met this =M-
ing, at 11 o'clock, at No. 5, Abingdon.street, the Marquis of Salisbury
in the chair, and after the usual formal p-oofs had been hattd.d in,
adjourned, at 2 o'clock, until 11 o'clock to-morrow.

lIOUSE OF COMMONS.
GROUP IV.

The Select Committee spoof/tie:lk) ceiniiier the merits of—the Bills
inept in the o'o-op reassembled at the usual hour this month*,
Mr. B. Hope in the chair.

Tar. O=ILT ZTOSITIC OP SCOTLAND.

Mr. AND3EWS opened the case for the promoters of this scheme.
The line w is to ran from Aberdeen to the south of Inverness, and was
the last link of the chain of railway communication between London
and Inverness. The effect rf the formation of the line, therefore,
would be to give a commualcation between the whole of the south of
England and north of Scotland. It would pass through five
counties, namely, Aberdeen, Banff, Moray, Inverness, and Nairn,
Which included 1,734 square yards of arable land, and a population of
313,001 The Southern terminus commenced at the Aberdeen ter-
minus of the Aberdeen Railway, and was connected with the docks
of Aberdeen, the population of which town alone was 70,000, and
ran on to Inverness, a distance of about 107 miles. Independently
of this main line, there were four branches—one to Banff, another to
Portsoy, another to Garinouth, and another to Burghead ; and the
length of the main line and branches together was 137 miles. There
were two other Hues connected with this scheme—namely, the Eastern
Extension of the Great North of 'elcotland and the Alford Valley Rail-
way, butthese would come before the Committee at a subsequent
stage of their proceedings. Out of the 137 miles they had 109 miles
of assenting owners, and this fact alone war sufficient to convince
the Committee of the high estimation in which this scheme was held
by the inhabitants of the different counties through which the line
passed. Now, with regard to the merits of the line, there was no
doulst the promoters were in the field first, and their engineerhat
ample opportunities for selecting the best line. The engineer r
after a very careful survey, that the districts admattheeit ported,
after now four
practical lines, but that upon the whole he recommended
before the Committee. That engineer was Mr. Gibe la,
districts agentleman well
through
acquainted with Scotland, and particularlyh
which thl, line passed, but the promoters thoughtotwas not immediately
it advisable to have
the four lines looked over by a gentleman wh
connected with or acquainted with the district, and they, therefore,
secured the services of Mr. Cubitt. That gentle Rae, alter care-
fullyw examining the whole ther nded to the four lines. came to the some
ecomme promoters
conclusion as Mr. Gibb, and he
the adoption of theline recommended by Mr Gibb. The estimated cost
whileit was calculated the working expenses
of t heline was 1,500,0001..
wow() be 331. per cent on that amount,
leaving an ample balence to
be aepropriated to a dividend vow
this line was opposed by the
promote sof three schemes. The first of them was the Aberdeen,
Banff, and Elgin Railway, which competed with the first section of
the Great North of Scotland from Alerdeen to Elgin, pin suing the
routes of Terrill' to Banff, and thence followleg the line of coast by
Portnoy and Cullen to Elgin. The second was the Llverness and
7.1g1n Junction Railway, or a line from Elgin re Nairn,
which ran parallel to the corresponding portion of the Great
North of Scotland. The third was the Perth and rupernesst.
a "
line which commenced passing the ter to Perth, and line or the
Highlend road across the mountains, proposed to strike the coast
at Nair from which point to Inverness it ran P
anodflel to, and corn-
petel with, the Inv -mess en.! of the Great North
Scotlamtlatagiel: way. Nom all there rail rays would be under separate
ments, and woun involve breakages of line AM stoppages between
the extreme terminus and the metropolis, while the Great North of
Sew land Railwtywonld be under one management, and would in-
volve no bree'ettee or change of carriage bet;reen. London and In-
Veraese. The rutin; ge :Client on the Great North of Scotland
Wal nic
of the grtlients were of so objectionable a character thartheesline -at •
Some parts coned not be worked with the leeornolve, while at some
points there was only a single line of way. It avoided, moreover,
the population of the district, and he might say it would only
accommodate the groan, while in the winter it would be liable to
Interruptioee from snow 'trifle, none of which objections could be
Urged against the Great North of Scotland. On the whole, then, he
considered that the Great North of Scotland would give better local
acoommodation, better stations; better termini, and better gradients,
and in the end he confidently anticipated its competitor would be
condemned to the tomb of all the Capulets.
_ .

Sir Andrew Leith Hay, M.P., was the first witness called. He
laid he was decidedly of opinion that tbg Great North of Scotland
Railway was the best that could be devised for accommodating the
trade and tratliz of the districts through which it passed. It was
the shortest and most direct line between Aberdeen and Inverness.
On cross-exami•nt,lon, the Hon. Batonet said he thought the rival
line was more 11.0,1. to be interrupted in the winter season by snow
drills than the Great North of Scotland line,

The Cu 4.IIMAN said it appeared to tha Committee that there were
two lines before them far connecting Aberdeen ant Inver-
ness which ran along the coast, namely, the Great
North of Scotland and Aberdeen, Banff and Elgin, and
Elgin and Inverness, and a direct throu•th line known
as the Perth and Inverness, joining the second coast line at Nairn.
Now, the. Committee thought the best course to be adopted was for
the Great North of Scotland to endeavour to show that the traffic of
the districts would not justify the construction of two lines —namely,
a through and a coast line, and that in this state of things their line
was the best; while, on the other hand, it was for the Perth and
Inverness, and the Aberdeen, Banff, and 'Fight. and Elgin and Inver-
ness Companies, to produce evidence tending to show that the traffic
was quite snflreient to justify all these lines.
Mr. Sergeant BELLasis said he should be prepared to show that
there was sufficient traffic between Elgin and Aberdeen to justify
the construction of a railway without having reference to a line
running from Elgin to Aberdeen, and of course it would be open to
him to prove that the Great North of Scotland did not give so much
accommodation to those places as the Aberdeen, Banff, and Elgin.
Mr. Sergeant WRANGHAN said he appeared for the through line
from Nairn to Perth, which, as between Inverness and Perth, was 66
miles shorter than the Great North of Scotland ; but the promoters
csmended that the through line would net reisuneratg them without
they had the traffic between Inverness and Elvin in their own hands.
Mr. ANDREWS said he had Intended to follow out the views of the
Committee, as intimated by the Chairman, by calling witnesses to
prove that the traffic of the district would only admit of one line,
and that under these circumstances the Great North or Scotland was
the most favourable scheme.
Lord Lovell gave evidence is favour of the Great North of Scotland
line. His Lordship, however, admitted .hat the Perth and Inver-
ness was the best for the through trattic.
The Committee adjourned shortly alter four o'clock.

ROUI.
This Committee mot at twelve in aim No. 24. Present, Iklr. Pal-
mer (in the chair), Lord J. Chie'tester, Colonel Powell, 3lr. Staunton, and Mr. Seymour. ii
They proceeded with the case of the
EDINBURGH AND NORTHERN (STRATH.
ZARNE DEVIATION) LINE.
The preamble of which was declared proved.
A long discussion on the subject of the clausfs, in which Mr. Lang,
on the part of the promoters of the Bill, and Mr. Austin for the pro-
moters of the Scottish Central line, took a part, ensued, and occu-
pied the Committee for a considerable time.
A clause, to be numbered as clause 7, was proposed by the Chair-
man, the object of which was to provide, that compensation should
be given to Captain Hay, for any injury that he might sustain from
the passing of the line through his property. It was proposed, by
Mr. AUSTIs, that this clause should stand over till Friday, in
order that the Committee might hear the decision of the Committee
on Group No. 6, us to the Dundee and Perth line, in which a point
had been raised which resembled this. This proposal was assented
to; but, after some flintier discussion, it was agreed that the Com-
mittee should adjourn until Friday, and they accordingly rase at
about half-past one o'clock, and adjourned till that day.

GROUP VIII.
The Committee assembled at the usual hour this morning, Mr.
HiliVin (chairman).
ERIN ArTitG33 a!QD ZEZTH ATMOSPHERIC.
Mr. Mum applied on the part of the promoters of the Bill for the
postponement of its consideration. Ile founded his request on the
ground that the consideration of this line could not be proceeded
with until the Left:: and Granton Bill (the competing line) was in a
At state to come before the Committe.
The application was objected to by the opposing counsel, but ulti-
mately they agreed to the delay asked.
The CHAIZMAN then pronounced the Committee adjourned until
Twelve o'clock on Monday next.

GROUP XI.
NOBTB 88ITXS8.

The Committee met this morning at twelve o'clock, Mr. 'Hawes In
the chair.

The clauses r*f this Bill could not ba proceeded on account of the
petition, which had been del osited at the Board of Trade. not being
forthcoming. The subject was therefore adjourned till Monday.
EDTATI3ITE4II AND LEITH A.TNIOS:nIEIZIC.
This hill was also postponed until Monday.
The Committee then adjourned till that day.

GROUP XIV.
SOUTH-TaiSTZ3LN AND IMANCHISS.
Th.? Committee to which this group of railways is referred met to-
day, at half•pa3t twelve o'clock, iu Room No 30 ; present—Mr.
Prstheroe tirmin), Lori Emlyn, Mr. J. ,O'Con.iell, and Mr.
Grogan. General Lygon was absent, in consequence of the death of
Larry Beauchamp.
Mr. Norton, of the firm of Hoggart and Norton, a vaMer, was
called on the part of the South-Eastern Company, by Mr. MERRE-
WETiTER.
Mr. TALBOT (for the North Kent Company) said that his Learned
Friend had two or three surveyors present. It would bo easy for the
Korth Kent Company to call counter-evidence, a course which the
Committee would regret.
The Committee decided on hearing one witness on either side.
Mr. NORTON stated that the property proposed to ba taken by the
North Kent, between Chatham and London, would cost 48604161. The
number of claimants would be 1,200 or 1,300. The sum mentioned
included nothing but the value of the property to be destroyed,
the rent of which is 17,4001. per annum.
By 21r. TALBOT—Neves valued any town property for a railway
eompany. Cannot say how many houses to he taken down were oc-
cupied 1)y weekly tenants. Has taken that into consideration In his
valuation. Houses let to weeldy tenants are not worth 28 years'
purchase. There are not 400 li•Jus2S let to weekly tenants on the
proposed route.
Re-examined—Though the amount state] is 28 years' purchase,
was not 21 years' rcntal, but on qu to another princlp:e.
Mr. G. Smith, a surveyor of Mercer's Hall, valued the whole of
the metropolitan property of the Greenwich Railway. The value of
the property to be taken by the North Kent was 491,7971. .
By Mr. Tar.alT —Valued the property last year for the London and
York. Valued the property to be taken at a distance of two and an
eighth miles, front Battle-bridge, including a clear ince An* the station,
and the removal of the Small-Pox Hospital, at 300,000'.
By Mr. MeartEWETltEa —The land to bo taken by 'the London
and York is ~tie ,r in comparison with th it of the North Kent.
Mr. Wakley produced the table of the tolls required on the South-
East ere Railway.
Mr. MEREwEruEIt pat i
stating that in consequence of the introduction of a certain
the
Board the south clau,e In
the was removed, en'
Company
all o!sjectlon on the part of
and also some correspondents with the
Lords of the Admiralty i which they agreed to the formatiou of the
iron bridge over the Meta
Mr. Massv Dawson, Zedhac,Yl.l4.rearcil on the part of Mr. Evelyn, a
landowner on the prom
then called evidence to prove the
damage that his client's propc;i
would sustain trona the proposed
ralwaY-
At the conclusion of the evidence,
The Learned Cm:Jen'. addressed the Committee at Some length.
Mr. CALVERT then called evidence on the Part of
a landowner on the line, and proved the very serious.d.at""rstetr'
property. At the cnoattgcei utstat
the line would cause to Mr. Angerstein's
of the evidence the Committee adjourned wadi two,. to-
morrow.

CI:OLT XVI.

SOITTEI•WESTERN itLICON AND FAUN.

HAM nitAArca).

The Committee on thi4 group (sir Chirles Douglas in the chair,
and all the other members pre4eot) took the clauses of this Bill to-
dav ; and after a feff amendments, which referred to private pro-
perty,,the clauses were passed. and the report WAS or lered to be
presented.

312.2116D1NG, auxr.Droup, AND EMI 111.11 E

IL hevlng been ascertained that counsel were present on behalf of
the several pelitiontrs, the Chairman wished to know which line it
was clOslrthle ro take, when Mr. Cockburn su..fgestel that the longest
Une eimild be taken, and that was the Reading, Guildford, and Rei-
gate line.
JIG ttoe, who appeared for Dr. Fellowes, said, that he was Inter-
ested in neither of the lints, but was about to suggest a particnlar
Course, when he was interrupted by

Mr.- Cocs.aux.,l, who conceived that his Learned Friend was quite
Out of order, and after souse further conversation it was decided that
the gcading, Gaildfurd, and Reigate britiiCh should be taken; and
Mr. COCIrsCaN opened the case by putting in the formal proof,
through 31r. Noyes, one of the solicitors-of the line, who subadotted
the returns required by the House of Commons ktst session, .n
which the name; of the sevcral iAlcials of the Company were stated.
Th 4 capital was 800,000/., tile n:unher of shares 40.000 of 29/. each,
the whole of Mitch were allotreit The deposit being' 32,642/. Is.;
no shsrer.being reserved thr provisional coniinittee. ,
To thoLlisiansx the vrithes replied, that allitit 6,000 shares had
heeit allotted to the provisional committee, upon all of which they
Lad Sid. •

The original sui,seribers' agreement was then put in and proved.
The -Mew)* in hand was 11,1971. 18s. 4d., deposited with the Ac-
eonntant.G.n
it„,t 35, eTZ.I F.,860/. ; deposits on allotments 92,738/. 10s. ;
• ' •••*•.(1 • expentlitttre 12,9881. 12s. ; eagineering and
traffic 7.635'. las, td.V
ries, commlssum, itc,c
..i,rinting and stationery 2,3191. 183.6 d.; sala-
To 31r. Itt.zvr,-rr, 'the' w3l-. 1,68. 34.platned that the broker's com-
missi:m was ls. 3ii a shar,anbu'"l.
and silting' mhares on bet,toi ttunetilinZ had been pall for buying
s=on amounted to ahattt tßit. r e dircotors; the broker's commis-
:qr. Cocionas titqa pideeeded to':pe the ctse, when he was in-
have to ask some
tempted hy Mr. Mellorstating th t he sl
barn
ob.ktemttilvrt oe..leoiaand stz,
questiontimpeitinA .1W returns of the lastvit
ted, th, ralthou,.lr the Corn-
; but 31r. Cock-
pimijetttekto. qm etl,,n the validity of the re-
mitt IN
ti • ' ,TBEFWifrer:77lTelertiilli 11:u1 1,2E11 reek:lvo, altiough the I
sses the •
Ct
w ,j/Maly_lmve Vie-now*. -n niport to Parliament upon the turns,
". illtiom *e. way,prescribed .4 the resolution.
To tiUi *; 4t../Lkm-otlieetel," and after reading part of the res.-
] ation whir* exttiFiseil the rule, that in the event of counsel differ.
in; among, titent4.'7,.,l t 1.,, (..(»md7 tree were entitled to decide the
quipt,t win-41w counsel shoed-tie heard or not,
Sle.‘vocairt,iisTrep:ied by eitifig the re, 'lotion, and stated that '
tho Committee ought to require the reiurns to be prvtitiveti gut! to