The Sun.
London, England, 1846-03-25 00:00:00

GROUP XII

GLASGOW, PAISLEY, ICILVIARNOCK, AND
AYR (naI,A.7:::CHE3 TO 3,A.INIPITS AND LES-
AND OPPOSITION scuEram.
(Continued front our Afternoon Edition.)

Mr. John Brown, provost and builder, stated that the inhabitants
of Kilinaniock were in favour of the line.

The Earl of Eglinton spoke to the wishes of the district for a
direct line. The one under consideration would greatly aid the
development of the mineral fields, which were at present locked for
want of that accommodation.

Mr. Archibald Finney, coal-master, said that the opening up of
this line would be a great benefit to himself and other masters in
.Ayrshire.
Mr. Crum, Thornlie Bank, proved the amount of coal consumed in
their works. Tile average quantitylwas 20,000 tons per annum. The
proposed line would be a great accommodation.
Mr. Brown, landowver, proved the benefit which the proposed line
would confer on the town of Stewarton.
The Committee then adjourned.

GROUP XIV.
NORTH KENT liiir4M

Mr. G. ll. Graham (in continuation from our Afternoon Edition)—
Is Sir 'l'. Wilson's confidential agent. Is aware that Sir T. Wilson
offered to agree to the line, on certain conditions, last year, but is
not aware of such an engagement this year. Sir T. Wilson has never
told him anything referring to that proposed agreement. The main
1 Inc passes nearer to Sir T. Wilson's property this year than it did
last. There is 150 yards diderence in the plan of this year and the
plan of last year. The line is to pass is the south side of the house,
and the house looks due west. The line will' not run where the deer
are at present. With regard to the wall spoken of, be'ng on the edge
of the park, nothing has been done for the last two or three years.
The pare con talus alscut 120 acres of land. There are some build-
ings on the land, which were occupied at. Michaelmas last. They
ar, eccupitel a young woman, Nrho opens the gate, a groom, and
a lanadry-inald. The railway will pass near the rectory, in a cut-
ting twenty-seven feet deep. That will hide the train but not ha
smoke, noiszi, and steam. It will also pass the house belonging
)nintly to t.ir T. Wilson and Mr. Itoupel on an embankment. '1 he
cathankinent is on Mr. Iloarel's laud, and cannot be seen from the
h tit door of the Teams. It can be seen from th s State apartments.
IN, i come land belonging to Mir. Poopel between the proposed
er.nbatilemeiA and the house. Cannot say whetla,r that land is laid
out for the purpose of building. Never m de any practical xperi•
nulls to ascertain whether the proposed embankment could be seen
from the state apartments.
By the CEIAIRMJ N —The proposed embankment will be much below
the level of Sir T. Wilson's house.
By Mr. Sergeant WRANGUAM —With regard to the house lately
oceuptei by Sir T. Hislop, on'y a very small portion indeed belongs
to Mr. Roupel. All the out offices and starling belong to him.
Ire-examthed by Mr. RICKARDS—The dining-room of the house
spoken of ha bekts enlarged, and the enlargement has be,etrbuilt out
on lioupers land, so that is his claim to part of the house.
Mr. J. Davis, sudert itendent of the works at Charlton House—
Agrees with the last witness as to the Injury the line would cause to
Sir T. Wilson's land. The damage would be caused by the line
cutting through the portion of land desired by Sir T. Wilson, as an
addition to his park, ant the cutting through the "Bull Pits." Sir
T. Wilson has been at some considerable expense to divert tie main
road from the portions of land spoken of. Has received instructions
front Sir T. Wilson to build a wall round the park. Has taken levels
of the ground where the embankment is to be raised, and is con-
vinced that it can be seen from the upper portion of Sir T. Wilsen's
house. . . _

__ _.... _.
The Rev. Arthur Drummond, examined by Mr. RICKARDS, stated
that the embankment would be visibk from his house. Even if the
parties adhered to tile Parliamentary line, it would be objectionable.
The Rev. Mr. Delamere stated that there was a portion of land
on the west side of Woolwich which had beet apportioned by Sir T.
Wilson for the building of a church. The proposed line cuts exactly
through the centre of the ground, rendering it unfit for the purpose
The population of the district is 30,000,—and they have no church ac-
coinnexiatiost whatever. There is no other site where a church could
be built.
By Mr. Sergeant WRANGTIAM—The subscriptions for the church
are not stoppet by the railway passing through the ground. Does
not think that there is any other site so convenient for the church.
Mr. Ric Kettles here stated that his ease was closed, and inquired
whet' e • the North Kent Railway intended to call witnesses in answer?
Mr. Sergeant WRANCIT AM said that they did not.
Mr. RICK ARDS then proceeded to address the Committee at some
length on the evidence that had been adduced on the part of Sir T.
Wilson. At the conclusion of his widress
Mr. MER£WETITER (who appeared in support of a petition against
the proposed line by Captain Drake) then called
Id riCharies Sinith, a surveyor. lie stated that lie was acquainted
with Captain Drake's property in the parish of St. Paul's, Deptford.
The property has been in Captain Smith's family for a considerable
period. Hai observed the Intended course of the line across it. A
great many houses have recently been built near the land. The pro-
perty of Captain Drake only came into his possessioninlB43 or 1844.
The property was held jointly by Captain Drake and his family, and
witness, at tits request 'of all parties, divided the land between thous.
The extent affected by the line is about 130 acres. If Captain Drake
were offered 60,0001. for the land, witness would advise him not to
take it. Piet of it abuts on the highroad to Lewisham, and that makes
the land possess adeltional value. The projected line runs almost
parallel to the turnpike road and severs the main portion of the
land from the high road. Witness has even been Prevented from
letting a cons!derable portion of land in consequence of the Vale being
projected. A part of tile ground is leesed to a person named Myers.
By Mr. Sergeant Witeetenam—There is a brickkiln near the pro-
perty, lint it is separated by a very large fled. Would like the
neighbeurhood of the railway, but does not like it to run through the
property.
a'r. sergeant WRANGIT 111 —That is, you would like the line to run
through somebody else's pro;) rty btu not yours ? - (Laughter.)
Witness—Exactly so. Has spoken with Mr. Tite about leaving
the cat to arb:tration, hut insiste: on the Company admitting the
land to be building land. Mr. Tite would not do so on the part of
the Company. Witness told him that he could not listen to any
offer of compensation unless the Company gave a very hand:son:a
appreech by one or two expensive and ornamental bridges. The
land 1.4 at present garden ground and it is asproductive as any ground
near the neetropol s. There is a plain farm-house on the laud called
the " Manor firm." Never had any definitive offer of reference.
Does not remember any offer of having a barrister as arbtrator. If
such an offer were made now cannot say that he would have the
power to accept it.
Mr. Sergeant WRANGII eat said. that as he understood-that his friend
had done with leis case, ho would say that the promoters of the Bi:1
were quite willing to reTer the whole matter to arbitration in anyway
that might meet the views of the parties.
Mr. Recsaina said chat his Learned Friend made this proposition
as Mr. Smith he.l declared that he had not the power to accept it,
and ho therefore wished to prejudice Captain Drake in the eyes of the
Committee by offering to do what was fair when there was no person
present who could des de on the matter of acceptation or rejection.
The ClLtiamaN intimated that the Committee were entirely of
opinion that the ease was one fur compensation.
Neere ;ea, Ir lijcliAßDS then proceeded to produce evidence in support of a
.14. liN ZellltleitiliVeg: Lord Dartmouth, at Blackheath, against the proposed
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also runs past the house occupied by the vicar of Lewisham and the
house of the Ladies Legge, the sisters of Lord Dartmouth. The line
passes sixty yards from Dartmouth, and enters a tunnel just op-
posite the house. There is also a cutting leading to the tunnel ;
understands that the tunnel is to go completely under Blackheath.
It will be a very considerable annoyance to the Inmates of the house.
After emerging from the tunnel the line goes close to two houses
called the Windmill Houses, which are the property of Lord Dart-
mouth. The vibration of the trains would injure the houses, and
the tunnel would dry up the wells from which they obtained their
water.
By Mr. Sergeant WRANGITAM—The houses called the " Windmill
Houses" might h ive cost about 1,5001. each building. Cannot say
whether they are called " Windmill Houses," from their being built
on the etc of Jack Cade's Mill. Could see the cutting from the
lower windows of Dartmouth House, but could not see the tunnel.
It being four o'clock, the Committee here adjourned.

GROUP XV.
The Committee met at twelve o'clock in the Ball Court, present
Mr. O'Connell, chairman, Sir It. Price, Captain Batton, Mr. Hind-
ley, and Mr. Mackinnon.
BOGNOR. AND CHICHESTER.
The CHAIRMAN begged to know from the counsel, what had been
the result of the re-examination of the levellings, whether the fact of
error was admitted.
Mr. J. J. JOHNSON said error was admitted, but lie preferred giving
the details in evidence.
Mr. Rastrick's examination being continued, he said he had sent
down his resident engineer, Mr. Cox,• and also Mr. Gregory, to test
the surveys in the neighbourhood of Chichester.
Cross-examined by Mr.Joiessosr—ln crossing the Felpham Level,the
Brighton Company's rail, by agreement, since coming into Committee,
would pass over the embankment. The consequence of that agree-
ment would he a variation from the deposited sections, and the
gradient there would be lin6o in a stretch of 246 feet. He ad-
mitted that would be a severe gradient. On the projected Chi-
chester line, at the point four miles and eight furlongs going to
Chichester, the gradient was one in 11,444, which would give 5 4-10
inches in a mile. At the fifth mile the deviation of Ills own surveys
from those of the Chichester Company would be 14 feet. At the
canal bason, taking the datum line and the turnpike-road, the va-
riation from the sections was 13 feet, and the sections proposed
raising the road three feet, which would make the variation 16 feet.
Slopping short of the basin and the road the variation was 14 feet.
On being asked whether it had not occurred in his practice that he
had constructed only part of a line, of which plans had been de-
posited,
Mr. Mee objected to the question, as Mr. Rastriek was not an en-
gineer of standing orders.
It was admitted by the Committee and Counsel, that cases had
occurred in which this liberty was given; the South Wales was
ins' arced. .
The CHAIRMAN here intimated that the position of parties before
the Committee, was that Mr. Rastrick's evidence was uncontradicted.
Mr. J. J. Jonarsox said ;he was sorry to have to admit that he
was not in a condition to contradict it.
The CHAIRMAN said he had laid the case before the Speaker of the
House, whose opinion was, that the error being found to be fact,
would be fatal to the Bill before the Select Committee. The Speaker
had referred to his (the Chairman's) opinion, and he, after consulting
the standing orders, concurred with the Speaker, whose decision
would always have great weight with him.
Mr. JOHNSON said, notwithstanding what had occurred, he felt
that he ought to address the Committee on the merits of his own
line, and the demerits of the line he opposed. He had hoped that
the Chichester line might have been constructed even on the
plans deposited, but he had himself discovered that it crossed
a ,turnpike-road with a putting of four feet, which was
not permitted by the standing orders. As it was, there-
fore he could not hope to have the Bill passed for the present
session. He said he had proved by the esidence brought before the
Committee that four-fifths of the landed property were represented
by gentlemen in favdur of the line, and that the popular feeling in
both towns was strong in favour of the same line. Considering,
therefore, this strong feeling, and that the obstruction which had
unexpectedly occurred was a mere technical difficulty, to which
any man of science was open, he thought there was still
the question before the Committee, the alternative whe-
ther they would adopt the one line or the other; for, al-
though he was not in a position to construct his line, yet he
would ask the Committee to reject the other line, that both lines
might meet par/ passu on a fair field, and at another time. The
Learned Gentleman then adverted to the character "of the evidence
given on the other side, and concluded with hoping that the Com-
mittee, considering the connexion with London by Guildford, which
would, no doubt, be made a direct route, connecting the towns in the
west with the metropolis, who were urgent to be accommodated with
locomotion, but which would be denied them if the other line were
granted them—that the Committee would decide that the other Bill
should not be passed.
The CHAIRMAN intimated that the Southampton branch must at
lest be granted.
Mr. Rowe whit essed the Committee against the Brighton Com-
pany's branch, on behalf of the Duke of Richmond, Lord George
Lennox, and the landowners, and called,
Mr. Stapely, who said that the pasture land passed through by the
rail from Woodgate would be injured by the lying water, which
could not get off. The gardens of Lord George Lennox
were sometimes flooded by the sea where the railway
passed, which would of course choke up the drainage.
Mrs. Smith's residence would be seriously interfered with,
by the station at Bognor. It was not a country villa but a mansion,
which could accommodate 500 at a time; and the Duke of Cam-
bridge and the nobility frequently visited there. The view of the
mansion to the sea would be interfered with. The place contemp-
lated for a station was brook land, which lay under the sea every
winter.
Examined by Mr. NEALE (for Mr. Clark, a proprietor near Bognor)
—The flooding on the field numbered 32 was twice as deep as 12 feet.
A dock, as proposed by Mr. Clark, and a sea-wall, would be a great
advantage to Bognor.
The CHAIRMAN intimated here that the Committee were of opinion
that they could not allow the Company to stop short on Mr. Clark's
land of the station laid down on the sections without Mr. Clark's
eonsent, steel, therefore, the counsel's attention would be confined to
the terminus iu Bognor.
I he Committee pressed that the case of Mr. Clark might be settled
by arbitration, but the counsel refused ars, compromise, and pro-
ceeded to call evidence to show the value of the land in question for
building on.
Mr. Galloway said he made surveys in last September at Mr.
Clark's request preparatory to a dock being constructed. He ad-
vised the projected line of railway to terminate on different property
from Mr. Clark's. Plans were prepared for the docks with a view to
going to Parliament.
Mr. Brown, solicitor, said he got up the company for the railway
projected by Mr. Clark, previous to the publishing of the prospectus
Mr. Resnick agreed to become engineer, and his name was published
accordingly in the prospectus. lie laid the thing before the Brighton
board, and they were pleased with his report. Afterwards, on call-
ing at Mr. Rustrick's for the plans which had been sent up, Mr. leas-
trick said the Brighton Company had elected to make the line them-
selves. He called to see the Brighton board, but did not get
admission-200 . expenses had been incurred.
Mr. Baker, parliamentary agent, was examined as to the line pro-
jected by Mr. Clark. His expenses ameunted to 3001., of which he
had recovered nothing.
The Cnenteta sr here tock the liberty of suggesting that, as far as
it appeared to the Committee on evidence, the Brighton Company
ought to see Mr. Baker awl Mr. Brown as to compensation for their
professional expenses.
31r. Mee said the Brighton direetore were interested in the state-
ments made in evidence, for they were prepared to deny them if the
Committee thought it necessary ; but as men of honour, and as hav-
ing generosity, they were prepared to submit to the arbitration of a
gentlemen on the subject. Mr. Ilin suggested that one of the Com-
mittee might act in the ease.
Mr. Iltxnety consented to arbitrate as to the compensation proper
to be allowed to the two gentlemen.
Mr. NEALE, baying examined . Mr. Terrell, rose to address the
Committee, when
The CHAIRMAN reminded him that the Committee could not award
compensation, and suggested that it was unnecessary to address
them, for their mind was that the Bill ought to be repoited, proved,
and passed.
Mr. NEALE felt it to be his duty to his client to address the Com-
mittee, and proceeded to do so, asking them not to pass the Bill
without a clause prohibiting the railway from going through Mr.
Clark's land without his consent, and instanced the case of Mr. God-
son, M.P., who had got a similar clause in similar cireumstances.
The Committee then decided that the preamble of the Bill for the
London and Brighton (Bognor and Littlehammou branches) was
proved.
The several clauses of the Bill were read and passes.
Mr. NEALE moved the insertion of a clause prohibiting the Com-
pany from entering on Mr. Clark's land without his consent.
The Committee decided against the clause.

GROUP XVI.
EPSOM BRANCH.
(Continued from our Afternoon Edition.)
In his eross-examination Mr. doss replied, twat on the opening
of the meeting the Chairman had intimated that the meeting was ex-
pressly called for those who were favourable to the branch of the
South-Western Company, and that discussion of the merits would be
deprecated. No other meeting had been called, and the reason he
believed why this discussion had been avoided was, because it might
have occasioned unpleasantness, but could be productive of no good.
The meeting was attended by from fifty to sixty persons, several of
whom were not Epsom people. He had not heard that a petition had
been presented. signed by upwards of 200 individuals ; but he be-
lieved that the inhabltauts gm. rally were favourable to the South
We tern project. The traffic he presumed had increased since 1844,
as the tolls had been let for MI. more last year than in the year
before; but he could not say whether the intercourse with
London would support two lines. Two coaches had
certainly been taken off the road, but there was one which
instead of coming to London, was employed in running between
Epsom and the Kingston station on the South-Western Line, and he
conceived that the formation of the Chichester and Brighton branch
would take off much of the usual Epsom traffic to Arundel, Worthing,
and other places in that direction. Of the traffic to the West-end he
knew nothing ; ror could he say what was the population of the 'dis-
trict through which the branch was to pass.
To Mr. ELLIOTT (who appeared for the South-Western Company)
Mr. Goss replied that he knew nothing of the petition presented on
bdialf of the South- Western Company, but he believed that the im-
pression of the inhabitants of _Epsom was decidedly In favour of the
Waterloo-bridge terminus.
To the CIIAIBMAX, the witness said, that for the public the two
lines would be better than one from Epsom.

Captain Montram, a magistrate at Ewell, testified to the same
efr ct and especially spoke to the advantage to be derived to the
poor in the reduction in the price of coal by the formation of this
line. He also corroborated Mr. Goss's evidence as to the respect-
ability of the pet inners In favour of the South-Western branch.

Mr. Palmer, M.P., gave similar testimony, , xin:essicig—a7r7at In-
disposition to use, the attmosAeric system, and said that he had
never seen an atmospheric carriage in action. It was his impression
tnat the branch would open a considerable business with Kingston,
and that part of the country.
Sir Thomas Weeding, a magistrate, residing at Ma'don, thought
this branch would be of service in bringing lime from Ashden for the
farmers, a manare of which the ground was much in need. He con-
firmed the evidence of the previous witness( s as to the probable ad-
vantages of the line to the country, and the feelings of the inhabitants
respecting it. Maldon is about a mile at present from the mainline of
the South-Western Rai.way, but the branch was proposed to run
through Maiden, and would pass through one of his farms for three-
quarters of a mile. The parish comprised about 1,200 acres, and
this branch was necessary to enable the farmers to keep their heads
above water. He made a personal sacrifice to get the railway, be-
cause he believed it would be for the advantage of his neighbours
generally.
Mr. F. Garner, who holds Coomb Farm, which comprised 700
acres, under the Diitu, of Cambridge, expretsed a belief that as many
as 15,000 acres would be benefited by the railway. Ile himself used
about 600 tons a year. Now it required a whole day to fetch
'a waggon load of chalk, and it cost about 101. an acre to dress the
land with chalk. If the railway were made they would be able to
have four loads a day instead of one, and the expense of carriage
would not be .more than one-fourth of what it is at present. If he
could, however, obtain it in this way he would use at least 1,200 tons
in a year.
To Mr. ALEXANDER'S cross-examination the witness replied that
he did not expect to derive this advantage until the railway was
made as far as Ashden ; and on re-examination by Mr. Hope, he
stated that itlhe lime was put on the rail at Epsom he would get
all the advantages which he anticipated. There were, however,
chalk-pits at Epsom itself, about half a mile from the proposed
railway.
The Committee then adjourned till twelve o'clock to-morrow.

GROUP Xi K.
(Continued from our Afternoon Edition.)
Mr. Whitehead was the first witness called, who stated he was an
engineer. Ins evidence went to show that the Exeter, Topsham, and
Exmouth proposed line was the best, and moat direct communica-
tion, the probable expense of which would be about 100,0001. ; the
purchase of land he included in that sum.
Mr. Brunel, engineer of the South Devon Railway, was the next
witness. He considered that the sum of 100,0001. sufficiently ade-
quate to carry out the proposed line, and that no difficulty or impe-
diment, as some person had entertained, would be encountered from
a drawbridge on the river Axe, as he clearly showed that by
atmospheric power, all difficulty would be set aside, and that at a
moderate expense.
lit Mr. Samuda, an atmospheric engineer, was then called, who corro-
borated the testimony of Mr. Brunel as to the application of the at-
mospheric principle in this case.
The examination of this witness was proceeding when, at four
o'clock, the Committee adjourned until twelse o'clock to-morrow.

GROUP XXI.
art2(CaenTtitiaWed FrEon3,TOU7 DISTRICT.
ftNernoonEdition.)
Mr. lIILDTARD then proceeded to state the case on behalf of the
promoters of the Bin. Besaid
was of a more extensive characletrhtteh°arni gtih
that
now conceptionaad
oer threthime mlinee-
y beyond Oxford,
it was Intended to have
toarbethcealCleodn'tnuhe Londo,o.cxford, Clielteahani, and
and into the west of
at e
England,con sai due:
was
n
been extended considerably
be in the
perhaps,la session
Gloucester and Hereford Railway. Bat it
recollection of the Committee, that duriunlgd
of Parliament, two Bills were pasted which pro-
moters to alter their determina ton -one, more the
particu-
larly, giving accommodation to the districts which e
posed to traverse, namely the Oxford, Worcester, and Wolverhamp-
ton pro.
ton Railway, which' ran precisely into that district to which trhelunPo-
moters of this line originally intended to afford railway accommoda-
tion, and by a Bill, which had been introduced Into Parliament this
session, of constructing a branch from the Oxford, Worcester, and
Northampton Railway to communicate with Cheltenham and Glou-
cester. ,The promoters of the line, not wishing to enter into
an unnecessary competition- with those lines, contented them-
selves with proposing to supply those districts whit they
felt particularly required the assistance of direct railway
t 0 nmunication between London and Oxford. He need not shte to
the Committee that the enormous expense of bringing a separate
terminus to a convenient position in London would be such that the
promoters of a railway of the description before them could not
fail to be etntarrassed by this part of their scheme. They, there-
fore, proposed either to avail themselves of the London and Bir-
mingham Railway, by a Junction with it immediately before enter-
ing Loudon. Or by a junctiou 'with the Cheat Western itailYrsh And
. „

construct their line on the". narrow gauge. They would perceive, by
the plan, that the railway which they had adopted started
from the London and Birmingham Railway, at Harrow
parish, at a distance of Beret' miles from its terminus
at Euston-square, and ran by the valley of the Brent up to
High Wycombe, from Uxbridge. It then took a northerly direction,
and approached within a mile of Prince's Risborough. It ran up
and made that detour in order to avoid Stoke Church-hill, which in-
volved serious engineering difficulties and expense. To get to
Prince's Risborough it proceeded through a natural gap in the range
of Chiltern Hills. It then descended upon a rich agricultural dis-
trict, perhaps the richest in Oxfor,:shire, and so approached the city
of Oxford, where it would have a double terminus—one independent
terminus in the parish of St. Clement's, near the 53d mile station on the
London road, the other a short branch one mile, seven furlongs and
two chains in length, which was to be connected with the Great
Western terminus in the city of Oxford. The merit of the inde-
peadeat terminus at Oxford was this, that it would afford very great
facility for continuing the line, so as to join the two lines to which
he had referred as having received the sanction of Parliament,
namely, the Oxford and Rugby, and the Oxtord, Worcester, and
' Wolverhampton Railway. There was also another branch, three
males and two furlongs in length, to Theme, a town of considerable
importance, speaking as he did of the whole agricultural dist ict which
the whale lt,.e traversed. There was another branch which, how-
ever, was net delineated on the map, for reasons which he would
presently state, whereby a communication was effected with the
Great Western Railway, by a a deviation a little east of Uxbridge,
affording communication between this line and Southall. This was
the line as described in the plans and sections deposited at the Board
of Trade, in pursuance of the sanding orders of Parliament. The
Committee would remember that at that period 110 report had been
made by the Commissioners appointed by the Crown, in pursuance
of a resolution of the House of Commons to report on the relative
merits or demerits of the broad and narrow gauges. They
therefore thought it necessary to provide schemes on which they
might adopt either of those gauges, in accordance with the decision
of the Committee—in the one case, by forming a junction with the
London and Birmingham ltallway, and using the narrow gauge;
or in the other, by connecting it and its branches and termini with
the Great Western; and adopting the broad gauge throughout its
whole course. Since the presentation of the report of the Commit-
tee they had abandoned their intention of connecting the line
with the Great Western Railway, and proposed to connect it with
the London and Birmingham, as delineated and as he had described,
and to construct an independent terminus at 'Oxford. One great
merit of this terminus was, that it would enable them to connect
the line with the two lines to which he had eeferred, which would,
he believed, be laid down on the narrow gauge, because he
believed that the Government approved of that report, and because
the Board of Trade had the power to compel the Great Western Com-
pany to adopt a narrow gauge, ifthey thought proper to do so. If the
recommendations of the report were adopted by Parliament (and he
believed it was satisfactory to everybody except the Great Western
Company), there would be, by means of this line, one continuous
narrow gauge, extending through all that district which was tra-
versed by the Oxford, Worcester, and Wolverhamaton Railway, and
the branches, proposed to accommodate Gloucester and Cheltenham,
of the Oxford and Rugby Railway ; a continuous narrow guage
would then extend through these districts, to the Euston-square
station of the London and Birmingham Railway. They were prepared
for an opposite decision, and intended to abide by the decision of the
Commissioners, and should have been able to construct their line,
either on the broad or narrow gauge, within their estimates. He
hoped the Committee would not adopt the course generally pursued
by the Legislature with regard to railways through agricultural dis-
tricts, and adopt this line, especially as that part of the country wits
very deficient in that railway communication which had been readily
conceded to the manufacturing portions. Besides, the line followed the
course which the traffic originally took before railways were con-
structed, and so 'far from seeking to draw traffic from any existing
channel, they were now struggling to get back that traffic which, but
a few years ago, passed through it. Forty or fifty of the best ap-
pointed coaches in the world formerly ran between Oxford and Lon-
don, along the exact course of the line. Uxbridge was the second
corn market In England, and Wycombe was the centre of a district in
which a great quantity of beech was grown, the soil being dry, and
particularly favourable for its production, and contained a number of
beech manufacturers, which gave employment to great numbers of
people. The population in all these districts had a right to have their
legitimate grievances considered and redressed as well as those large
districts which had been and were so clamorous far railway commu-
nication. If they were to be overlooked on account of their dispersed
condition, they would languish :in poverty and retrograde, whilst
other parts of the country advanced in prosperity. They required
speedy and cheap communication for their agricultural produce and
fabrics, and particularly for coals, which were 10s. per ton dearer
than they would be if they had a railway. The line proposed by the
(treat Western did not offer the advantages which their line did, as
their connexion with London was superior and not circuitous, with
a station in the best part of London. The (treat Western was not a
had west-end terminus ; but what facilities did it offer
to persons who had business to transact in the City
and in the east of London ? The inhabitants of High Wycombe
and Uxbridge were extremely energetic in favour of the line, and
considered that the lines proposed by the Great Western did not offer
the accommodation they requ red, and he was therefore at a loss to
know on what ground the Great Western came forward to oppose the
whole of their project. With regard to the opposition of the land-
owners, there was a formidable list of petitions on the table of the
Committee ; but it happened that all these petitions came from the
same workshop—from the Great Western Railway. He would
just allude to one passage in these petitions to corroborate what he
had stated, because the Committee might be prejudiced against the
scheme on account of their number. The petition of a Mr. S.
Cousin, who resided in Oxford, set forth " That the Great Western
Railway at present affords every facility for the trade of
Oxferd and neighbourhood, by sate and speedy communication,
and the petitioner therefore submits that another line to Oxford
Is not required for the public.or private wants of the district." This
passage occurred in the petition of a Mr. Dunkley, of Berkshire, and
in other petitions emanating from Bucks and other places, and,
besides, the name of the solicitor of the Great Western Railway ap-
peared on the back of twenty-two of :these petitions, show-
nig that they were all produced by the sante master.
inind.--(Laughter.) The Great Western Railway was con-
centrated in two persons—Mr. Saunders and Mr. Brunel—
the former of whom was examined last year with respect to an
opposition line from Birmingham. He begged the attention of the
Conunittee to an extract—which was very creditable to him, as his
doctrines were correct—but he did not like to come
there to oppose their line, and to excuse himself
on the ground of " his opinions having undergoee a change."—
(Laughter, in which the Committee joined.) With respect to a
question concerning the South Staffordshire Railway and communi-
cation as far north as Liverpool, he said he thought a second line to
London could not fail to be of great public importance, as it would
reduce the fares, and would give greater accommodation, and benefit
the Companies; that such competition lowered fares; and that the
interest of Companies, even when they ran into the same county,
would be thereby promoted. After some further observations, he
concluded by calling on that Committee to 'pass the preamble of
the Bill.

Witnesses were then called on behalf of the promoters.
3lr. Hull, a miller and mealman, who had resided in Uxbridge 25
years, which was a great " pitch" market (corn sold in bulk), and
had suffered much from the want of direct communicatiox with
London. The carriage of flour to London was Is. 2d. per sack ; by a
direct railway it would be one-half. The average demand of wheat
was about 3,000 quarters a week, but Uxbridge and its iimnediatc
vicinity could not supply more than 2,000 quarters.)
Mr. IL Norton, corn inspector, at Uxbridge, spoke to the same
facts.

Mr. W. Pratt, cattle salesman, at Southal and Hillingdon —On the
average 2,000 sheep, 300 beasts, 50 or GO calves, 70 or 80 pigs, came
to Southall market weekly ; many of them earns from Bucks and
Berks.

Dr. Beasland. a teacher in Uxbridge, said he occupied the chair
at a meeting held in October last, at which those present were una-
nimous in favour of the line.
Mr. Blinks, butcher, Beacinsfield, said the price of coals in that
town were 40s. a tcn, arid that he apprehended that a railway would
considerably reduce their price.
Sir H. Lambert, of Stockechurch, considered that the railway
would be of great advantage to himself personally, and to his tenants.
A number of other witnesses were called, who testified to similar
facts, and were all in favour of the line, and that it would confer
great advantnes on the districts through which it was designed
to pass.
The Commitee then adjourned until to-morrow.

GROUP XXV.
(Continued from our Afternoon Edition.)

Il A ItV7I C H AND EASTERN COUNTIES
JUNCTION.

The next line called was the Harwich and Eastern Counties Junc-
tion. T. e case for the promoters was stated by Mr. Cockburn.
7he sche re was f, r making a line from Colchester to Harwich, and
thus connecting the latter port with the metropolis. The distance
between Colchester and Harwich was eight:en miles, and five miles
of his route being already occupied by the R:tstern Union Company,
there wouid now only be required thirteen miles of railway. There
could be no doubt of the importance of the line, for previous to the
establishment of steam navigation, Harwich was the port of embar-
kation for the foreign mails, and for passengers proceeding to Nor-
thern and Central Europe, and now ueder the recommendation of
the Harbour of Refuge Commissioeers, the Government were going
to improve the harbour, and again restore it to its former position.
Now, the present line was projected by Mr. Locke in 1844, in opposi-
tion to an. Eastern County line, laid down by .31-. Itrathwaite,
but some of these lines were thrown out, notwithstanding that Mr.
Locke, 3:r. Si.ephenson, and Mr. Bidder, stated that the former was
the best that could be laid out. Subsequently the Eastera:CountieS
amalgamated with the Company with which Mr. Locke was con-
nected, and at the instigation of the two Companies, Mr. Locke
laid out another line to Harwich ; but the other one whieh he had
promoted beiug manifestly the best of the two, Mr. Braithwaite
adopted it, and found E 0 difficulty in geiting a company of capitalists
to support him. The two lines came before Parlfament in
the last session, but they were both thrown out on standing orders.
Now, Mr. Locke's new lice passed along the banks of a navigable
river, while his old one and the line now promoted by Mr. Braith-
waite passed through the interior of the county, and, of course, ne-
connuolatcd more population. The woks on the old line were much
taller than on the new, and in point of distance, the former was
sh rter by half a mile than the latter, The old line was sanctioned
t y the Admiralty, but the new One was not. The estimate for the
works, which included a pier at Harwich, was 180,0001.
Mr. Lawrence, one of the senior clerks of the General Post-office,
proved that Harwich, previous ti; the establishment of steam navi-
ga,loll, was the port of embarkation for the northern mails. At
present, owing to the difficulty of navigating the Thames in foggy
wee. her, the mails were of.en delayed, wh:le, if there was a direct
communication with Harwich from the metropolis, this difficulty
would be overcome. •

Mr. JAMES was proceeding to call general evidence in support of
the line, but was Interrupted by the
The CastaxAN, who said there was no necessity for the time of the
Committee being taken up with general evidence, because It must
be admitted by every one that a line ought to be made between Col-
chester and Harwich.

Mr. JAMES—And the only question is who shall make it.
The CHAIRMAN-1 think that is all we have to decide.
Mr. Jamas—Then I will not trouble the Committee with general
evidence, but confine myself to evidence relating to the pier at
Harwich.

Capt. Washington, one of the Tidal Harbour Commissioers, was called
to speak to the Importance of Harwich, as a port of embarkation. Going
by way of Harwich, the journey to Hamburgh and Rotterdam, was
performed in half the present time. It was the only harbour of re-
fuge between the Thames and the Humber, and he anticipated shortly
that it would be made a mail and packet station.
- Mr. John Ittathwaite, the engineer who laid out the line, proved
that the gradients were good, and the curves easy. It would be
half a mile shorter than the rival line, and pass from a place called
hovels Hall to Harwich, 13 miles, and he estimated the cost of the
works at 180,0001., which included 30,0001. for the pier at Harwich.
The estimate was 15,0001. more than it would have been formerly.
owing to the increase In the cost and price of labour and materials.
On cross-examination by Mr. Aunts, on behalf of the competing
line promoted by the Eastern Counties and the Eastern Union
Company, the witness admitted that the distance between Harwich
and Ipswich by the rival line would be six miles shorter than his
own, while the time saved in performing the journey by his own
line from London to Harwich would not be more than a minute.
The witness was also cross-examined by Mr. BAOSHAW with a
view of showing that this independent line would do more damage
to his property at Harwich than the rival line.
The Committee then adjourned.

Sub-Committe No. 2.
(Continued from our Afternoon Edition.)
LEEDS AND THXESIC.

The of of this Bill was to construct a line of railway from the
Leeds and Thrisk Railway near Ripon, through Northallerton, Yarn,
Stockton, to Hartlepool. The length of the line was thirty. one
miles, and the amount of capital 456,5t0/. Engineer, Mr. Thomas
Grainger; Parliamentary Agents, Messrs. Burke and Co. The
standing orders were complied with, except with respect to the
evidence of one of the parties serving, who was absent through
illness.

The CHAULMAN said that the Committee would receive an affi-
davit of the service the next day they sat.
The Committee then adjourned.

STANDING ORDERS' COMMITTEES.
HOUSE OF COMMONS.
The sittings of this Committee commenced this morning at the
customary hour.
The Members present were Mr. T. B. Estcourt (chairman), Mr.
Ord, Mr. Pendarves, Sir W. Heathcote, Mr. H. Drummond, Mr. W.
Patten.
THE NEWPORT AND PILLGWNLLY RAILWAY
was allowed to be proceeded with.
The decision in the case of the
BEDFORD AND CAMBRIDGE RAILWAY
was postponed till Friday next.
Th,rs not being any parties in sup Part cf the
BIRKENHEAD, LANCASHIRE, AND CHESHIRE, HULL,
AND LINCOLN,
we were not able to ascerta:u the decision of the Committee in re-
ference to them..
The Committee then adjourned till Friday next.

Sub-Committee, No. 1,
(Continued from our Afternoon Edition.)
raORAYBIZIILE rtAILWAY.
The result of the investigation of this ease showed that It ought
to have been divided into two separate lines, and that, as a datum
lino was: given for only one, that the standing orders were not
complied with.- Several other allegations respecting want of num-
bers, want of enlarged plans, &c., were then gone into, 501320 of
which were sustained, and some not.
cmroxn, soirrzEarazwroiv, GOSPOZT, AND
POR.TamOUTH rutzLway.
The formal proofs of this line having been gone into, the Com-
mittee were occupied with the consideration of the case up to four
o'clock, when they adjourne I.
Sub-Committee, No. 2.
(Continued from our Afternoon Edition.)
BRITISH AND IRISH UNION RAILWAY.
Tho decision of its oouitnittes on this iliac Wigs that Pun of the

allegations of the petitioners were sustained, and were, therefore,
non-compliant with the standing orders.
The Committee reported accordingly.
SOUTH WALES RAILWAY (No. 1.)

The promoters of hue withdrew it, and further proceedings
were of course daopped.
LEEDS AND THIRST( (NORTH-EASTERN EXTENSION,
HATH TO HAR PLEPOOL) RAILWAY.

The formal proofs having been given, the Committee declared that
the standing orders had been complied with.
The Committee adjourned at four o'clock.
Sub Uommittee No. 3.
(Continued from our Afternoon Edition.)
WILTS, SOMERSET, AND WEYMOUTH RAILWAY.

The petition of Henry Haman, agent of Mr. Vivian, alleged that
the required notice had not been served by the promoters on him or
Mr. Vivian, who was the owner of a large property through which
the proposed line would pass, and who was abroad when the notices
were served.

' After a lengthened examination the room was ordered to be
cleared, and on our re-admission
The Cnainmert gave the following decision on the point :—The ee-
cision of the Committee is, that inasmuch as it is not alleged in the
petition that Mr. Vivian was absent on the 30th of November, and
his absence at that particular time is the only ground upon which
Mr. Haman could complain of non-compliance with the standing
orders, as being his agent, and not having received notice, that sup-
posing the whole of te facts in this petal in to have been proved,
they do not amount to non-compliance with the standing orders;
and he could not, therefore, admit proof of the absence of Mr. Vivian
tn the 30th of November, inasmuch as it is not dleged in the petition.

Several allegations were then gone into, one especially, respecting
the plans not being in the same state as when they were deposited
with the clerk of the peace.
The Committee were of opinion that this was not sustained.
The Committee adjourned at four o'clock.

Bab-Committee No G.
(Continued from our Afternoon Edition.)
LANARKSHIRE AND LOTHIANS.

The Committee, atter a lengthened investigation of the objections
already referred to, decided that in several important points the
standing orders were not complied with. The only point of general
interest which arose was, that where plans and sections had been un-
necessarily lodged, such plans, though not required by the standing
orders must be correct, and any inaccuracy in such plans would be as
detrimental to the Bill as if they had occurred in those required by
the standing orders to be deposited.
The Committee adjourned at four o'clock.

BELGIAN EASTERN JUNCTION
RAILWAY.—(THIS DAY.)
A meeting of the shareholders and directors of this
Company was held this day at the London Tavern, Sir
Frederick Smith in the chair, for the purpose of consi-
dering the expediency of dissolving the Company.
The SECRETARY read the report of Mr. Stevenson as
to the feasibility of forming the line.
The CHAIRMAN said he wished to make a few ob-
servations upon that report. He had the pleasure of
being able to state that the Belgian Government were
favourably disposed towards the line if the shareholders
should th nk fit to approve of its being made. He next
took up the report of Mr. Baily, the resident engineer,
which, he said, contained all the statistical details, and
was a very voluminous document; but he would read it
if the met tiny; thought fit.—(Cries of " No, no.")
A SHAREHOLDER expressed a wish to have the ac-
count of receipts and disbursements read.
The CHAIRMAN said he would read it, and proceeded
to do so. The amount paid up, at the rate of 2/. 10s.
per share, was 80,0001.
Caution money £30,000 0 0
Exchequer Bills
Cash in Bank
Note bearing interest
Cash at the office l9 6 11
In answer to a question from a SHAREHOLDER,
The CHAIRMAN said that " the note bearing interest,"
meant a sum that was to be paid for the concetson of
the French Government. He then read the items of the
expenditure, which amounted in the aggregate to about
2,0001.
A SHAREHOLDER, who spoke in a strong foreign ac-
cent, said the 12,0001. was paid before this Company
had actually any existence. He was of opinion that the
Company should be dissolved. He would like to know
how many shares had been allotted to the directors?
The CHAIRMAN said they had 400 shares each, on
which they had paid up in full, and they had had not
one single share reserved to them.—(Hear.)
Mr. LAMERT suggested that the Directors' report
should be moved and seconded, as he had an amend-
ment to move to it.
The SOLICITOR to the Bill said that the Company as
yet was not formed, and therefore it would be better
that the report should be printed and circulated, and
perhaps consider the adoption or reception of it at a
future meeting.
Mr. LAMEST hoped that day would never arrive.—
(Loud cries of " Hear, hear.") He hoped the Company
we pfd be dissolved, and he had no doubt they would
eet back their 30,0001. due from the Belgian Govern-
ment. lie held in his hand a map received this
morning from Brussels, by which it appeared there were
66 lines projected, which would cross their proposed line
like a spider's web, but he hoped their money would not
be the fly to get into that web.—(Hear, hear.) With
regard to Mr. Steeenson's rtport, he would say that
that gentleman had a great many other railways
in hand, and he had been hunted for two
months before this report could be got, and now when
it appeared suddenly before them the line was found in
the position he had stated. He concluded by proposing
that the Company be now dissolved.—(Hear, hear.)
Mr. FIELD seconded the resolution, and asked a ques-
tion relative to the 12,0001.
The CHAIRNAN said that all the directors, except two,
were concessionaires, and all were liable to the payment
of the 12,0001.
Mr. FIELD expressed himself satisfied with the answer,
as I thought that the directors had acted all through in
an honourable manner.
The SOLICITOR to the Bill said, that he thought the
12,0001. was pail to a Belgian subject for property of
his over which the proposed line was to pass, and the
opinion of coutvel had been taken, which was to the
effect, that, whether the Bill did pass or not, the Company
were liable to the payment of the 120001., and to 3,0001.
in addition if the Bill should pass.
Mr. FIELD could not see the use of this meeting if it
was to do no more than hear reports read. They had
heard that there were 10,000 shares which had not been
taken up, and that means were being taken to compel
the parties to do so. He thought that was a strong fact
in favour of dissolving the Company, though he had
heard it said that there was a ;eget difficulty in the way.
But he looked upon it as utterly hopeless to go on.—
(Hear, hear.)
Mr. AMPSINK said he did not think the• Chairman
could put the resolution.—(Cries of " Oh, oh," and cla-
mour.) No Company could be dissolved unless by the
consent of all the partners, or unless Chancery com-
pelled it.
A SHAREHOLDER would like to have the opinion of
the solicitor now behind the chair upon this question,
for this was a Company held together by no other deed,
or act, or bend than the prospectus he now held in his
hand.
The CHAIRMAN said the directors had foreseen the
necessity of adopting the course, and they had taken an

opinion.
The SOLICITOR then read the opinions of Messrs.
Turner, Wigram, and Palmer, upon the case submitted
to them, and which was a very lengthened document ;
the opinions were to the effect that the Company could
not tie dissolved without the consent of alt the
holders;share-
and that if the directors did dissolve the Com-
pany, they would be liable, not only to dissentient share-
holders for the whole amount of their deposits, but also,
perhaps, an action for breach of contract.
Mr. LAMERT said he had taken an opinion als-. 11,
contended that all the shares had not b, en paid for at
the time of the agreement about the, 12,0001. and the
spectus did not state that fact at all.
The SoniciTort said that all the shares had been
allotted at the time, which was the same thing.
Here the proceedings became exceedingly boistareus
and irregular, and cries of (" llt.cidc," and " put law
agsinst law,") arose from different parts of the room,
which was crowded to excess. •
The opinion Mr. Limcrt had taken was then read ;
it was from Mr. Chambers, who was of opinion that the
withholding of the fact as to the 12,0001. from the pro-
sp: ctus, would be a sufficient ground for him to seek to
recover his deposits.
Mr. LAMERT asked if an instance could be named in
which the Belgian Government, failing to ratify an
undertaking, refunded the 30,000/. deposited?
Mr. AMPSINK said he knew of several, but that the
Belgian Government never promised without intending
to perform.
Mr. LAMERT begged of the Chairman to put his re-
solution.
The CHAIRMAN said he could not do so, and then pro-
ceeded to speak of the many advantages the line pos-
sessed, and said it would be impossible that it could have
any line competing with it.
The meeting shortly after separated, having come to
no determination; but the understanding appeared to be
that the work should go on, as there appeared to be no
legal mode of dissolving the Company.

EIGHTH REPORT FROM THE SE-
LECT COMMITTEE ON RAILWAY BILLS
CLASSIFICATION.
The Select Committee appointed for the Classification of Railway
Bills according to the Resolutions adopted by the House, and who
are empowered to report from time to time ; have further con-
sidered the several matters referred to them, and agreed to report
as follows :
Your Committee recommend that the Edinburgh and Northern
Railway (Branches from Dundee and Arbroath Railway, and Tay
Ferry Improvement) be transferred from Group No. 7 to Group No. 8.