The Sun.
London, England, 1846-05-29 00:00:00

C °ENV/AMA,

The CHAIRMAN read a communication, which he said he understood
to have been sent by the Admiralty to the parties to thisund
which was to the effect, that 'a meeting of the Admiralty would be
held to day, and that they would be able after that meeting to give
their decision as to the cresaing of the Clyde. It was, therefore, pro-
posed by the Chairman that this Lill should further stand over till
the meeting being over, the decision of -.lle Admiralty should become
known. They certainly could go on with the proposed alternative
line, but as that line would b.e opposed by the West of Scotland
Junction, it would not be worth while to go into it unless it appeared
certain that the Admiralty would refuse their consent to the crossing
of the Clyde.
This was assented to, and after some discussion as to which case
should now be proceeded with, the case for the

GLASGOW SOUTHERN TERIVCINAL
wan opened by Mr. EILDTAZD. The Learned Counsel said that this
line was projected by the proprietors of the Glasgow. liarrhead, and
NeiLston Direct Railway, who obtained their Bill last session. By
that Bill they had proposed to cross the Glasgow and Paisley Canal
upon a swivel bridge and on a level, but, In consequence of the op-
position of the Canal Company, a clause was inserted by which the
parties were compelled to cross the canal upon a fixed
bridge, giving nine feet clear headway. The necessary
alterations of level resulting from this clause would require
a deviation beyond the limits. Mr. Dixon, the owner of property
through which the Barrhead line would pass, had agreed to give his
consent to the extra deviation, on condition of his receiving 3,0001.
from the company; but not otherwise. In consequence of this de-
mand the company had lot their line unfinished, and had made use
of the goods station of the Greenock Company as a terminus ;having
ne terminus of their own. ICy this .I',Ul they proposed to make
a line from the Barrheact It.iiiway, near Titwood, to the
Caledonian Railway, which was, in fact, the same concern
with this, an agreemert ;; an amaLomation having been
made. By this means they would have a communication with a
station at their own disroettl.

, •
Mr. Graham, the secrets!y to the Darrlicad Company, gave evi-
dence in support of Mr. liildyard's ?tatement, 1.:1,1 Mr. Robson,
the engineer to the hue, gave the usual engineering evidence.
The length of the lind is one, mile, ow furlong, and five chains. Thy;
steepest gradient was 1 in and the sharpest curve had a radius
of six furlong. The estimate was 531,C001. Is. tid. _ _

Several oilier witnesses were called, and cross-examined by Mr.
Hot,-,: on the part of Mr. Dixon, who petitions against the 8;11, u,
the ground that it would do great injury to iron works on his i:roperty
The Learned Counsel set up two hn,,s, either of which would
all the injury to prop,rty, hut
impracticable, 01 1(
head Act, an,

Committee r' jested both as
-,Eition to a clause to the Larr-

lie:it of

where it wou;

Mr. Hors %,
deuce had n.;_,
The prea, '

The i2oheil
01.4.5 EZ. 0 ViT,

P.A.-

(POZ,LO

_61211Y, .S.IVD GI:LE .1, IVO r; X
aOl 11.17 23 Zit II MT ) •

The elaus
mil the Bill

CALZDOZiriI27

Tzr.:47.z:zz 111V33

i~~ i i ~6~7iL ~~'d Aa)

A mas3aga

•alty

;heir

to the crossing
A Claus: was
pany to make a ,
ca-.e of their o,taining t 1
time, in which c thry
as originally
The Cominitt,,e
to aaout a quamr-;,-,sz
Laving now dispo, i vf r

the corn

11 make their ter

wth s!,l

cd ;a .4et,:!;;A• the Oat

their 1;3

Jce 1.

thrcO.y adj.

I; II u;,

(Continued 0r.7 Attenloon Edition of :,-Estm3ay.)
C 11.7ACIDONIA ( ZE, AIZT:I3 COAT
g mai T.1:7,1.-Z nltalqC )
This Bill, which izlst of t! !..,Totto, was thin
Mr. Fonsmt staZ,l tne ;,roatutor
this 331;1 was a ver:
should not he of
3 ketch:A the detail=
were generally
tho Inquiry resisce';:g
he submitted that tl:o
agreed to 'with a clnuEe
carrying out the Airdrie purl
dine, and Mceiklands
other prortion of the lii:e
that as it wag not a coati,:
mitten would allow it
The CHAIRMAN' WaS ctlki
seterae was disposed of by lir, de,cisic
the Glasgow, Airdr'e, an.l. Itmiklqn
eeive the evidence which the protam,
Mr. Errington, the c
Mr. WitrrltonE as to It

shcr`, 1

aid l:!,3 speech
I:avir:g I:rier!),

W'' ich

c

ir Ti
il'itt

_,,,

y bra,

rs iron
cv. Air.
t to tic

[My fn

ilway, the Com

r:e If,rti.,n of the

irnittce i
thpv

4. IT '• •

Mr. Kfrg, Inanager
Cartsherrit., the extc

t

this bnzneh,

Mr. lIILDYARD, Q.C.,
The room was thcil
On our re-admission,
The CHAT :ULAN stated
preamble of the Bill, so far a;; it
portico, was not proved.
The Committee adjouraed at f!

.;;; an-,1

t favour of
would. re-

mined by

leis departn)ent.
A-ny, :Fad Mr. Bahl, cf

t~ ~. 7~

cufttee. tuld w.?ei,lel that the
t o the 2..ir+Lie Coaticidge

ics,,A till one t

GROUP XIII.

c-luorrow;

This Committee met to-day at the usual hour, Sir William Clay
In the chair, when the case was resumed on behalf of the
cAzzaDoaaaza (MATCGT.SOIaiI 21=11.NC11);
and in opposition to the case of the promotevs of the
NOZTII (C nmaslor. EXTENSION).
Mr. Collister, civil engineer, eras recalled and examined. 113 said
there were one or two mints which he had not explained on Tues-
day. One was that he lied not viided to the estimate of the North
British scheme the expente ortiie appU,:.tion to Parliament for their
Bill (30,0001.), which would mike the total estimate 550,000/.,
in-
stead of 66.0,0001., as st.,ted by them. The other point was in re-
ference to their entering the Carlisle station. The North British
proposed to use the ;ante station as the other lines that converged at

Carlisle—the Lamas!
of the former line wal
of eigiAt ieet, whereit
of two feet. Besjeg,

and Carlisle, the Maryport, &e. The level
fi'erent in level to the others, to the extent
the Parliamentary deviation only admitted
ere wal n t room for more than the tour'

companies that i.

r. and tlisre was uut land scheduled

to make up the differ.

LIDDELL -

w!re no lines of railway

Cross-eicaminc.
in Carlisle at prey
was a branch of ?be 3t:tr.
British line up to Crown-s
Lancaster and Carlisle lin(
British scheme had sehedu!,
a junction. The difference
street. The Lancaster and Car

tortil of Crown-stteet. Ito wag

e level as the

case' with the

Int aware thet the North

d lan i at Crwn-street, in 0

the lev

S toot

rose from Cro'

at eorough-

street to

Borough-street, which it crossed • at It feet elevation ; whergag the
North British crossed at an elevation of only 10 feet, according to
the plans. He was aware that the land for the joint station was
between Crown-street and Borough-street. If land in that position
was obtalsed, and the North British sanctioned to join
the Maryport line, then the jrutcticu would take place
by the North British with a gradient of lin 270. That was an ob-
jectionable gradient at such a position. Though there wis a station
at the place of junction, still it would be a through traffic that would
pass along there, and therefore the gradient was objectionable. Sup-
posing the North British :ine to be elevated two feet. in crossing
Borough-street, that weal flatten the gradient all along to about I in
600. The Caledonian, in its approach to Carlisle, went up on a
gradient ot'l In 110, arct again descended on a gradient of I in 420.
There was not much ohjc^tion to this, as the descending gradient
beim', so slight, It overcan i the effect of the ascending gradient.
The Cusiastaza admitted that ihey need not pursus the point fur-

ther, as it did not appear from tl
ous engineering difficulty. It was more a q
engineering.
Witness—He had set down the expenses of the Caledonian appli-
cation to Parliament at 40,0001., of this about 8,000/. was set down
for the Langhoha branch. lie d.

at there was any geri-
ition of property than

now flu

her it W:LS ❑sual

to add such expenses to the estimates c
did it. He was not aware that the surveyors of the North
British were iMerfered with by the order] of the Duke of
Buccleuch as weli as the Caledonian surveyor!. The
Caledonian line was the first he had been engaged
on. The works were not lett); competition, but they were let before
the Passing of the gill; conditional on its enactment. He thought the
system of public competition .decidedly objectionable, as they mild
get works done that way at any price. He knew that Mr. Biller
had had extensive experience• in making railways in Scotland. Mr.
Miller had constructed large works last year on the Edinburgh and
Glasgow Rail6wi,bu
but
In that he had made a tunnel which he esti-
mated at
mate of the ttina r which cost i,5007. The original esti-
\jag for a single line of rails, and
It Was made for ea
the difference. The base 90afble, but that ought not 20 make
yes
heit embankment he calculated at ten
yards breadth. The sloset down at one to one.half. Mr.
Millerpricmalcuolfatecdutttihneg bhreeadsetth at the base to be thirty-two, feet.
The
at 3s. a yard for whinatene
rock, and ordinary earth is. downl ;, red sandstone la. lid.
a yard. He estimated tlic_q
isula_n.t‘ii)...oef cutting to be nearly the 1
same as that furnished .b.rthecojaatuuttitry; but the great dire,
ence between them was in ofemdbaument, which
Ohe made 717,000 hl.: feet more, one in the
the various works. With regard to the tunnel, heT' eesetimseatteddoit to wn
be
501. a yard. The breaclth of the tunnel he represented to be 28 feet.
The tunnel Mr. Blythe bad sec down at 321. a yard. He was not
,netructed a similar tunnel last year
aware that Mr. Miller had e,
through similar strata en i tie North British ice at 301. a yard.
The CHAIRMAN did not see what the course of examination would
end in but in a difference of opinion h. tweet' the two engineers,
which the Committee weld have h weigh at the close. The differ-
ence at present between the too in regard to the estimates was

he alwAys

230,0001. -
Mr. LIDDELL said he MS w
in the hands of the Con:2rlitt

mntter where it was
others wvuid agree to the

same course.
Mr. COCKBURN could net t They had Mr. Erring•
i) do se. -
ton and Mr. Locke, the engineers, to call ; or, if the Committeego
thought fit, he was Willing that an independent engineer should
down at the expense of the parties to survey the line, /tad report the
result of the Committee.
Mr. LIDDELL was quite wining to leave the matter as it was, and
let the Committee decide between the estimates ; but if the other
side were determined to go on in the course they named, they would
have to follow up their cross-examination.
After some conversation the cross-examination was resumed.
The witness was then cross-examined with the object of showing
that similar bridges as t'.nse set flown for the present scheme had
been constructed in that part of the country, and on the North
British line. He had s,t down the rails at 751bs. He was not aware
that the weight they had cal,ulitted v-as 6.11b5., and that that was
tite weight of the r.tii tor the N. rth British line. The price err ton

lie ealeilated at 117. las!,
on another li]le.

lie• examined—
nate in thelr brid.

could testily.

Ile use' ealeulatect
Caledonian line. 'kite v
best conUlietors
31.`Kenzie. The lin:et!,

two principal prop:
Graham. The line went thron;
t
embankments.

he

roperty

auto of Mr.

.ti.;gs :izrt.

Mr. Vignoles was examined with reference to the enginziering fea-
tures of this line. His evidence went to support the statements made
by Mr. Locke on a previous occasion.
Mr. Hawkshaw also gave evidence of a similar nature.
The Committee then adjourned.

GROUP I.Y.
The Members met in Room 7 (Cloisters), at twelve o'clock, Lord
'Morsley in the chair.
CALEDONIAN' (GLASGOW mmaxvinvz AND
13722131 CBES).
- - - -