The Sun.
London, England, 1846-07-25 00:00:00

TWNCTIOD.T.

The opposition to this Bill having 13.een withdrawn, the Committee
decided that the preamble was proved.

MOZZTYLOUTHSZIXILE.
The preamble of this Bill was proved.

Room C.

AND It 0 cy: EsTzza CANAL
ATJD UILILWAY PIIILCIILELSZ.

'Mtn is merely a Bill to allow the Soath-Eastern company to pur-
chase this property, and there being no opposition, the Bill was
allowed proved In its integral state.

Mr. Aitsys having stated that be did not anticipate so early a con•
elusion of the rtruggle for the London and Gravesend line, and that
he was not ready with the next Bill, their Lordships adjourned till
to-morrow.

Room I).

GLASGOW, DUMFRIES, AND CARLISLE.
At eleven o'clock this morning, the hour named for the assembling
of the Committee, the parties interested in the Bill were called in,
when

The CHAIRMAN (the Earl of St. Germans) said that he was sorry
to inform them that they had not been able to constitute the Com-
mittee, on account of the absence of Lord Orford, through indispo-
sition. His Lordship had been unwell for the last few days, but had
borne up against it until now. Now there was a standing order
of the House which explicitly precluded a Committee from sitting if
any member was absent without the permission of the House. Un-
fortunately the House was not sitting this morning, as it usually did
on Friday, and the only course left him appeared to ho an adjourn-
ment till to-morrow. He shouli, in the meantime, take care, in the
likelihood of Lord Orford not being able to attend then, that per-
mission was obtained to-night to proceed without him.

An adjournment, in consequence of this intimation, immediately
afterwards took place.

Mr. Locke, cross-examined by Mr. Burr—lt is proposed to form
a communication with Yeovil by Means of a branch from the main
line.

Cross-examined by Mr. Sergeant KinoLain—The length of the
junction line at Exeter was about three-quarters of a mile ; it curved
slightly from the main line, it then went in a straight direction
through the tunnels and again made a small curve in approaching
the station of the Bristol and Exeter Railway, the distance from the
station of the company at Exeter, at which the junction line was
proposed to leave the main line, was about 30 chains.
Re-examined by Mr. HopE—The junction of the two lines at Exe-
ter formed no part of the integral scheme. It was merely a line
added for the convenience of the passengers at the stations. He did
not think there would be any difficulty in communicating from the
Exeter and Yeovil line, with the Crewkerne branch In such a manner
as to afford the means of exchanging traffic. There was no impor-
tant difference between the two lines as between Exeter and Yeovil,
if anything the superiority was in favour of the line he had laid out ;
there was a less amount of tunnelling, and the steepest gradients
compared together were as 1 in 87 to 1 in 91 in favouraf the line
before, the Committee. The Loudon and South-Western Railway
Company were largely interestei in the Southampton and Dorchester
line. The construction of the proposed line would not, there-
fore, be supposed to interfere with the interests of that line,
It was not to be supposed that the line from Sherborne to Yeovil on
the broad gauge would be constructed, as it was not likely that per-
sons going from Sherburne to London would go westward to Yeovil,
when they could at once proceed direct, via Salisbury to London. The
objection, therefore, which might be raised to two lines running
parallel with each other would be totally removed. With refer •
ence to the deviation line to the north of Sherborne, he thought
it would be legs expensive to tunnel through the whole of the pro-
perty of Lord Digby than to make the deviation line as suggested.
The working expense of the line would be about 41 per cent.
Mr. Vignoles, C.E., examined by Mr. Hors—Had been through
the districts through which this line proposed to pass, and thought
the line had been laid out in the best possible manner, taking into
consideration the nature of the country. He thought it desirable to
have a through communication between Exeter and Londcn on the
narrow gauge, and under the management of an independent com-
pany.

Cross-examined by Mr. TatuoT—Was decidedly in favour of the
broad gauge as a means of communication, viewed as an abstract
question. He thought the junction at Exeter between the two lines
would be useful, as it would prevent the city of Exeter being over-
crowded with the traffic of the two Hues.

Re-examined by Mr. HOPS—He thought that what the narrow
gauge could do the broad gauge could do better, at an increased cost,
of course. The inconvenience of break of gauge must continue to
exist so long as there were different gauges in the country. In his
opinion, it was desirable that the break of gauge should take place at
populous towns, 'such as Exeter, which as a point in the western
traffic would afford the best place for a break of gauge. At present
the interests of the Great Western Company were identified with the
broad gauge—in fact the Great Western line formed the key to the
broad gauge.

Mr. ;rite, architect, was then examined by Mr. HOPE —He had
been over the whole of the line of the proposed railway, and had su-
perintended the valuation of the land. The estimates he had pre-
pared were for the districts between
Basingstoke and Salisbury •• • • • .
Salisbury and Yeovil ..... .•••.•• • • • • • • 131,000
Yeovil and Exeter .. • • ....... • • ... •• 95,000

Makir.,, a total of • •
Be had specially examined the property of the Earl of Digby, and
he did not think that the interests of the town of Sherborne should
be sacrificed by making a line to the south for the purpose of avoid-
ing interference with his property. In no part of the property of the
Noble Lord could the proposed railway be seen. There was a con-
siderable quantity of fine-grained stone of the lower oollte in the
neighbourhood of Tilsbury, which would bo most extensively used
in London If there was the means of communication. The London
University was built of that stone.
Cross-examined by Mr. Burr—The line from Salisbury to Bishop-
stoke went through the property of Sir C. Bathurst in precisely the
same manner as the present railway was proposed to be made through
the property of Lord Digby.
Cross-examined by Mr. TALBOT—The church lately built at Tile-
bury was not built of stone from that neighbourhood ; it was of too
hard a nature for the purposes required, and it would be very diffi-
cult to produce the elaborate caryings required for that church.

Mr. S. Robinson, assistant to Mr. Locke, handed in a table of the
distances, and also a list of assents, and dissents, and neuters, upon
which he was examined at considerable length by Mr. Talbot.
Lord Morley was then examined by Mr. Hopz—He considered the
proposed lines of importance not only to the city of Exeter and the
metropolis, but also for the districts westward of Exeter, including
the counties of Devon and Cornwall, which might be advantageously
supplied by an extension of the lines before the Committee through
the centre of Cornwall.

Cross-examined by Mr. TALBoT—Did not know that a resolution
had lately been come to by the Town Council of Plymouth in favour
of the Exeter Great Western Railway.
Re-examined by Mr. Horz—Was aware that there Was consider-
able feeling in Cornwall in favour of a second line.
Mr. Sidney Herbert, the late Secretary-at-War, examined by Mr.
HopE—Considered that the proposed line was much needed both for
the purpose of giving accommodation to the districts west of Salis-
bury, at present destitute of railway accommodation, but also as af-
fording the means of forming an uninterrupted narrow gauge com-
munication with the different ports on the sea coast, which were im-
portant as defences of the country, each as Sheerness, Dover, Has-
tings, Portsmouth, and Southampton ; and it was also of considerable
Importance that the proposed line should be continued to the ports of
raimouth and Plymouth.
Cross-examined by Mr. TALBOT—It was a matter of indifference
to him which lice was constructed, whether on the broad or the
narrow gauge, provided it would afford a continuous and unbroken
line of communication between the different ports.
The examination of this witness concluded the case on behalf of
the promoters. _ _

Mr. Brpr then proceeded to address the Committee on behalf of
Lord Digby, whose property was intersected by the proposed railway.
The ClimaxAN interrupted the Learned Gentleman by stating
that it was the opinion of the Committee that protection should be
given to Lord Digby, and the Committee would certainly refuse to
sanction the passing of s i much of the line as proposed to pass
through the property of Lor4 Digby.
Mr. GORDON then made an application to the Committee, desiring
them to fix the two points between which the line should not be
made.
The CnArituaN said that ho could not do that until he had had an
opportunity of consulting the other members of the Committee.
Mr. BUTT then said he also represented the case of Mr. Bridge,
but as the evidence which he had to offer on that subject was not
quite prepared, in consequence of this unexpected decision of the
Committee, he hoped the Committe would adjourn till Monday
next to afford time for obtaining the necessary evidence.

The Committee adjourned aeco xdingly till eleven o'clock on Mon.
day.

eom
IMILIKINGEILIVL aNRD
OXFORD 3171CCTION.
The Committee met at eleven o'clock ; present the Earls of Ripon
(chairman), Eldon, Sondes, Montfosd, Mse..
Mr. a
landowner en tXANDER
he proposed line proceeded to offer evidence on behalf of Mx. Wyse.
Mr. Greenway, a banker, at Warwick, having been called.
Mr. ALEXANDER stated that the witness bad not been sworn.
After some discussion, the Committee declined to admit theevi-
dance, as it would open the door to a practice from which consider-
able inconvenience might arise.
Mt. James Bateman,
a surgeon, and agent to Lord Dormer, proved
that very considerable injury would arise from the formation of the
line of; deviation to the property of Mr. Bexley, a tenant of his
Lordship's.
Mr. Sechell, a builder, also proved the Injury which would be done
to Mr. Wyse's property.
Mr. CocitßuaN said that the promoters of the scheme were willing
terleave the case of Mr. Bexley to arbitration.
TbeCnanistan said that it was clear that injury, to a great extent,
would be indicted upen the property, and it was for the promoters
to say whether they would purchase it entirely.
Mr. COCKBURN—The promoters will abide by the result of an arbi-
tration, and pay the expense of it.
Mr. Lana then proceeded to call evidence on behalf of the com-
peting lines in Warwickshire.
Mr. Robert Stephenson stated that the lines called the Warwick-
shire lines, which were competing lines with the Birmingham and
Oxford Junction, were to run betel can Hampton, Leamington, War-
wick, and Banbury, and also from Leamington and Warwick to
Stafford and Tewkesbury. It would also run from the latter place to
a point called Ashchurch. There was a project of a line from Weedon
to Stafford and Worcester, but it was considered as a competing
line. The line from Worcester to Weedon, with a branch to Al-
eater, was to be 59 miles long, and was to cost 1,366,0001., and was
to have two tunnels and two viaducts. The Hampton, Banbury,
and Aschurch line was to be 63 miles in length, and was to have four
tunnels and two viaducts. The estimated cost was 1,423,0001.
Mr. Edward Green, a banker, proved the benefit which these lines
would cease to the surrounding country.
Othcr evidence of a similar tendency was then entered into and
the Committee adjourned at five o'clock. ,

Room E.
zzztrzjra, YEOVIL, AMID DORCHESTER..
The Committee met at the usaal hoer, Lordßeaumont, ebairnia,
Lord Westminster, the owner of considerable property between.
Salisbury and Yeovil, considered that the prepesea line
would be et
groat advantage to the country.
Mr. Locke's cross-examination was resumed this morning by 3fr.
Tetsot —The short branch which was proposed to connect the
line
of the Exeter and Yeovil Railway with the Bristol and Exeter, at
conse-
Exeter, would be on an incline of 1 in 83, and there would be two
short tunnels upon it. This gradient wasnecessarily-
steep in
quence of the station :f the Exeter and Yeovil Railway being upon
ground so meek w ;her than that of the station of the Bristol and
Exeter Railway There could be no inconvenience resulting from
the working of t is steep gradient, as the trains would not consist of
more than three sr four carriages.

GROUP H.
MITSTOL AND zaumnwanance (GLOUCZB•
TER AND STONEHOVSE JUNCTION).
AI tarstrietatifiven o'clock, the „Earl of Strafford in the
4111 iarigned by Mr. ITlLDrsan—Was engi-
(
/nfitia.the na cester and Stonehouse, en which there
.... ;fW4
al, ti
o and south. The traffic to the iouth
.e. 1.,.,
::flaiSUPlNUatisti, Olvitattothlind VW to Me wee, 17111cli
k,I;(
.1 , 3.41
4e.:.-,-- ---•:_( i is-../.,--/Nr
XI a s