The Sun.
London, England, 1846-03-31 00:00:00

GLASGOW' JUNCTION.

llipsort he promoters, Mr. Kildyard
and r
and Greenock Company.
Mr. liosz opened the ease for the promoters, He stated that
i oPe
ForsythandS7 for Thomas
the opposing i'
Glasgow
the proposed line was promoted by the Glasgow and Ayr Company,
in order to supply the wants of Port Glasgow and Harbour, and the
intermediate district. The line was above 15 miles in length ; the
estimated cost was 300,0001. The Learned Counsel stated that the
Glasgow and Greenock Company had, on the passing of their Bill,
taken powers to supply a branch to the Pert Glasgow Harbour, which
they had, however, neglected, until the powers had expired. Sub-
sequently, in 1840, they had been again before Parliament ; they had
again been granted these powers, and again they had thrown the
people of Port Glasgow overboard, and given all their energies to the
furthering of the Greenock traffic. He should call witnesses to
prey., that by the line proposed the district he had referred to
would be more fully accommodated than by the opposing scheme
patronised by the Glasgow, Paisley, and Greenock Company.
Mr. Murray, Provost of Paisley, proved that omnibuses left that
town to catch the Ayr Railway at Johnstone, and the ordinary mode
of reaching the Bridge of Weir was by taking that line at Johnstone.
He thought the construction of the line would be of great advantage
to the town of Paisley, as it would connect it more immediately with
the now neglected portions of Ayrshire. Crossly, Hurston, and Bridge
of Weir would be greatly benefited by a short and direct line to
Paisley and Glasgow.
Mr. Montgomery Johnstone, a millowner, consumed about 260
tons of cotton-wool per year, which, if the present lines were con-
structed, would probably be brought into Glasgow, but lifted at
Port Glasgow. The branch promoted by the Glasgow and Ayr Com-
pany was much superior to its rival, the Glasgow, Paisley. and
Greenock branch. _

Mr. Henderson, millowner, Linwood, gave similar evidence.
Mr. Colquhoun, M.P , proved that a clause had been inserted in the
Bill of the Glasgow and Greenock Company, in 1840, compelling them
to lay down a branch line to the Port Glasgow Harbour, simultane-
ously with the constructing a line to the Greenock Harbour. fhis
clause had, however, been avoided by the trustees of the Greenock
Harbour—not the Company—having constructed the branch to the
quay.
Mr. Fordyce had been land agent for several proprietors in nen-
frewshire. He spoke to the benefits which would be conferred on the
district by the importation of minerals from places in Aytahire. The
oy wing scheme would not be nearly so beneficial.
Captain Spiers and Mr. Maxwell Alexander gave similar evidence.
Mr. Brown, a magistrate of Port G asgow, referred to the
periods of 1835 and 1840, when powers were given to the
Greenock Railway Company to make a branch to the town
and harbour, the insertion of the clause alluded to by Mr.
Colquhoun, and the non-construction of the branch afterwards.
A branch was made to the Greenock Harbour, which gave
that port an undue advantage. The area of the Port Glasgow
Docks was thirteen acres. The tonnage inwards was 42,300, mid
outwards 39,000, and they had a good foreign trade with the East
and West Indies, with the United States, and other countries. This
line would be highly beneficial to them.
Mr. Archibald Burrell and Mr. McLaehlan, alto merchants and
shippers, of Port Glasgow, corroborated the previous witness.
The Committee then adjourned.

GROUP XIV.
NOR'= KENT.
The Committee on this line met to-day at twelve o'clock.
Mr. Maaasserrnea called
Mr. Robert Wilke of the firm of Plgon and Wilks, of Dartford, who
stated that the composition called " mill cake" is an extremely ex-
plosive material, more so than when finally made into gunpowder. An
explosion of mill cake occurred at his mills in 1833. The quantity
ignited was 2 cwt. A man and a boy were killed. The boy was 52
yards distant from the ignited composition. The man who was in
the charge house when the explosion took place was blown to a dis-
tance of 195 yards 11-om the mill; nine incorporating mills were de•
stroyed. The nearest was 30 yards, and the most distant was 90
yards from the place of the explosion, The fire communicated to
the second charge house and fired 40 barrels of powder, and destroyed
two-thirds of witness's house.
The CHAIRMAN said that he did not see the objeet of this examina-
tion. The Committee were sufficiently well acquainted with the
dangerous qualities of gunpowder.
Mr. MEREWETHER said that his object was to show the danger of
the proximity of the proposed line. He also appeared as counsel for
the South-EasteruCompany, and the asking of these questions now
would save trouble at a future time.
Mamma in oontinaaticfn —An esisfloston has taken *tee at his
mills caused by a spark from a chimney 204 yards distant. Has
signed a petition, which was signed by nearly every powder menu_
facturer in the kingdom. It was against the adoption of so dun_
gerons a precedent as the formation of railways near powder mane
factories.
Mr. Sergeant Bloomy proposed to put in the consent of the Board
of Trade to the line, as proposed last year, passing within 40 yards
of the mills at Dartford.
Mr. MEREWETHER objected to the production of the document.
Mr. Sergeant Muarny said that the report of the Committee of the
Board of Trade had been founded on the representation of General
Pasl y, who had been sent to examine the premises.
The CHAIRMAN asked if the promoters did net intend to adopt the
precaution which the Board of Trade recommended in the document?
Mr. Sergeant Mverny said that they would do so, and would also
adopt any other precaution the Board of Trade might advise.
Mr. CALVERT, who appeared in support of a petition against the
proposed line by several landowners. in ihe parishes of Chalk, Shawn,
Finsbury, and ,trotiel, called several witnesses, who proved the ha-
jury these parishes would sustain by the formation of the North
Kent Line, and agreed that the South-Eastern Line would be pre-
ferable.
At the conclusion of the evidence, the Learned Counsel briefly ad-
dressed the Committee.
Mr. libutswETnza then proceeded to open the case of the
SOU rH-EASTERN LINE.
The Learned Counsel commenced by stating to the Committee that
the line would be comprised in three separate Bills, but which he
preferred treating as a single Bill, as they referred to the same object.
The Rev. William Greenlaw stated that he is the rector of Wool-
wich, and one of the commissioners for paving and lighting the town.
The commissioners gave a decided preference to the South-Eastern
line. Some few months ago a resolution in its favour was unani-
mously passed by them, and a petition was pre-ented to Parliament
in favour of the line. The Commissioners consider that the passage
of the North Kent line through Woolwich by a viaduct would be a
public injury. The present rate levied at Woolwich is from ss. to 6s.
in the pound. The North Kent line would injure the rateable value
of the land. Witness gives his evidence as representing the body of
the paving commissioners. The commissioners object on purely
public grounds.
Mr. Sergeant Muses! objected to this evidence, as the com-
misioners had no petition before the Committee, and the petition
they presented to Parliament contained matter irrelevant to th
inquiry.
Mr. MERREVIETHER said that he was not examining the witness on
any petition, but as the representative of a body, who expressed
themselves against the Bill of the North Kent line, as likely to cause
a public injury.
Mr. Sergeant MURPHY said he had no objection to Mr. Greenlaw's
giving his opinion, but he could not express the opinion of a body
unless those opinions were embodied in a petition to the Committee.
The CHAIRMAN said that Mr. Greenlaw could give evidence as to
the result of a public meeting, and, also as a paving commissioner
individually, but he could not appear to express the opinions of any
public body.
Examination continued—lf the line passed through Woolwich at
an elevation of 28 feet above the level of the ground, the inhabitants
wold have to draw their goods up to that level.
By Mr. Sergeant MURPHY—If the height of the line was to be
16 feet, that would diminish the objection to the proposed line. Has
written to Mr. Vignoles, approving of a station in the centre of the
town. The proposed station of the North Kent is to be in the centre
of the town.
By 3[r. Mmtnewentms—Two stations in the town would certainly
be preferable to one, and would afford more convenience to the
town. Any line that would interfere with the sewers would be in-
jurious. The South-Eastern does not interfere with the sewers.
Mr. IL Bland, examined by Mr. ALEXANDER—Is one of the com-
missioners for carrying into effect the Greenwich Act of Parliament.
llus heard the evidence of Mr. Greenlaw, and his own opinion is
quite in accordance with it.
Mr. G. Clubb, a clerk in the Ordnance, stated that the North Kent
line would not give any adequate recompense for the injury it would
cause to Woolwich. The pa'sengers that disembark from the packet
companies' boats at Woolwich, amount to 1,500,000 annually. The
South-Eastern line would accommodate the town of Woolwich more
than the North Kent Line, He had known the town of Woolwich for
fifty years, Is connected with the Woolwich Si eam•boat Company
Believes that the inhabitants of Woolwich are in favour of the
South-Eastern lisle. It would give great accommodation to the dock-
yard and arsenal, and could facilitate the transmission of troops.
Mr. George Corbett, an auctioneer, residing at Lewisham, stated
that he had been in business for 25 years. The want of railway com-
munication is very much felt there. The ordinary conveyance to
London is by omnibus. The feeling of the Inhabitants is in favour of
the South-Eastern line, which passes nearer than the North Kent
line, and would be more serviceable to the inhabitants.
Mr. Lewis, a magistrate for the county of Kent and a churchwar-
den of the pariah of Eltham, stated that the South-Eastern line would
be a considerable accommodation to the parish, which contains over
2,000 inhabitants, most of whom have their daily occupation in Lon-
don. The North Kent would be too distant from Eltham to give it
any accommodation.
Mr. Lansdowne Hull stated that he is a landowner, residing at
Sidcup. The South-Eastern line would be an advantage to the dis-
trict. The North Kent line would be of no advantage to Sidcup.
By Mr. Sergeant WRANGHAM—The Hamlet of Sidcup contains
about 100 inhabitants.
Mr. Grey, an auctioneer, proved that the population of Bexley is
between 8,000 and 6,000. The South-Eastern line would accommodate
that place. The North Kent is at too great a distance to be of any
benefit to it. The opinion at Bexley is more favourable to the South-
Eastern line.
By Mr. Sergeant WRASIGHAM—BexIey-heath is more populous than
the village of Bexley, which contains only 2,000 inhabitants. The
North Kent line would accommodate Bexley-heath.
Mr. Clarke, a brewer, residing at Erith, stated that the North Kent
Railway would not be so beneficial to Erith as the South-Eastern.
The North Kent is too distant to be of any service.
By Mr. Sergeant WRANGHAM—There is no place of any note
between Erith and Pluinpstead, and there is only the village of Cray-
ford between Erith and Dartford.
Mr. Ward stated that he resided at Dartford. Is well acquainted
with the courses of the North-Kent and South-Eastern lines. The
South-Eastern is better, as it is to have a double line.
By Mr. Sergeant WaasicaLam—There is no very great difference
in the distance of " the Crays" from the lines.
Mr. Saddington, an alderman of Gravesend and a director of the
Diamond Steam Packet Company, said the South-Eastern would afford
greater accommodation to Gravesend than the North Kent line
would. There are two piers at Gravesend.
By Mr. Sergeant Waste:mem—Cannot say whether there is a yard
difference between the proposed Gravesend station of either line. There
is a struggle dctween the Star and Diamond Steam-packet Com-
panies to have the station nearest to their own pier.
Ite-examined b Mr. MERREWETIIER—The South-Eastern Railway
station will be equi-distant between the piers of the Company's. The
opinion of the inhabitants of Gravesend is in favour of the line.
Mr. Steele, a surgeon r, siding at Rochester, stated that he is one
f the corporation of Rochester Believes that the South-Eastern
line will be more advantageous to Rochester than the North Kent
line, which Will pass through the town on an embankment thirty
feet high. That will cause a deterioration in the value of property.
Has been at public meetings where an opinion condemning the North
Kent line, and in favour of the South-Eastern line, had been passes.
By Mr. Sergeant WEANOR
StroudAM -There was a meeting of the Corpor-
ation of Rochester and , and a preference was given to the
North Kant line.
ommembers of that corporation were
eArsusiTnitte—he the me
pany.
Cannot
say
if
they
had
The Committee then adjourned until twelve o'clock toto-morrow.ashnanyryephlMaoilrid.before them. l '

GROUP XVI.
illairom AND FARNHAM LINE.
The Committee met at twelve o'clock ; all the MeMbei a preacit, Sir
Charles Douglas in the chair.
Mr. HILL, Q.C., opened the proceedings by calling the attention of
the Committee to the map on which was the district to be effected by
this country, and stated; that the proposed line went from a little
below the Woking station, thence to the village of Stoke,
which was a line which was already authorised, but not yet
made ; thence it was to proceed to Ashe, and so on to Farnham,
which lies in a very fertile district. After that the line was
to go on to Alton, celebrated for its ales as well as other
things. By the notices which the Company had given to Parlia-
ment they provided for the acquisition of a right to go by Parbright.
By the latter route the line would be about two miles shorter to London
but, by taking the longer route, the inhabitants of Alton would ob-

thin a much better access to their county town ; while, by a clause II
in the Bill, the public were saved from any extra charge on account
of the greater distance, and a much more efficient line to London
was provided for the inhabitants of that part of the country. All the
landowners, except those two for whom Mr. Wordsworth appeared,
had withdrawn their opposition. The Reading, Reigate, and perking
Company were satisfied with a clause, and had also disappeared as a
competing company, so that the only opposition to the line was that
of his Learned Friend. Farnham contained a population of 7,000,
and the union, of which Alton is the centre, comprises 12,000, which
the breweries at that place consuming a large quantity of coals, com-
ing from Winchester and Southampton, would have great convenience
for those breweries. Farnham was six miles from the station on the
South-Western line, and nine miles from Guildford, the county town.
Both of those difficulties would be obviated by the line proposed by
the South-Western Company. The cost of the line would be
300,0001., a considerable portion of which was for land, in conse-
quence of their passing through a very fertile portion, and the land
therefore was of considerable value, and bore a high price.
Mr. WORDSWORTH, having inquired whether Mr. Hill had
finished his case, stated that it was a hard case which he had
to submit to the Committee, for Mr. Halsey, for whom
he appeared, bad heard of it for the first time that morning, and
that gentleman had been compelled to bear very considerable
expenses in coming before the Committee, which opposition might
have been obviated by a frank avowal of the Company as to which
line they intended to take. He was aware that the Committee did
not possess the power to award costs, but he (Mr. Wordsworth)
trusted they would express such an opinion as would induce the
Company to make that compensation for the outlay made by Mr.
Halsey, was fair and just. This was the more necessary and fair,
inasmuch as on the 16th of March, a letter had been addressed to the
solicitors of the Company, asking explicitly for a statement
of the Company's intention. The reply was received
the same day which was in its terms altogether vague and uncertain,
and from the 24th to the present day Mr. Halsey had been put to
inevitable expense in order to protect his interests. This he thought
was a sufficient ground for the expression of that opinion and for its
consequence, to which he had alluded. The main line already passed
through his property, and this branch would also pass through his
estate, and thus would it be divided into three parts. On this account
he thought that a compensation was fully due.
Mr. Mu. conceived that, as this branch would not bring one
single passenger which did not already come to town by their main
line, and as they were about to lay out the large sum of 300,0001.
for the accommodation of the public only, and had altered their line
so as not in the slightest degree to affect Mr. Halsey's property ;
such being the case, he really conceived that, considering the posi-
tion of this gentleman, that it was an opposition and a claim which
ought never to have been made.
Mr. WORDSWORTH, in reply, thought that although the Committee

.. -
Lad not the power to grant costs—and he regretted that in cases of
extreme hardship they had Rot that power—yet they had an indirect
power of rendering compensation, and as the Committee had decided
on hearing evidence in Mr. Evans's case last week against the pre-
amble of the Egham and Staines Branch Bill, he trusted that as
this was a great public question, the Committee would tale this
matter in such a way as would recompense an individual petitioner
for the cost to which be had been so unnecessarily subjected.

At this point the room was cleared, and on the re-admission of
parties
The CHAIRMAN stated, that although they conceived Mr. Halsey's
case one of great private wrong, they had not the power to interfere.
Mr. G. F. Nicholson, of Waverley Abbey, where he had resided 18
years, testified that the price of coals had been reduced from 21. to
275. 6d. a ton, and that great convenience would result from the for-
mation of the railway, and that a considerable saving would be ob-
tained to the county in the transmission of prisoners, many of whom
were committed at Newington, at the extremity of the county, at 40
miles distant. There would of course be a convenience fer those who
attended Guildford assizes.

Mr. G. M. Evans, solicitor at Farnham, stated that Guildford was
ten miles distance by the road, and that there was a population of
1,500 in the eight villages near Farnham, the parishes of which
comprised 52,000 acres. Farnham is a central postal town, and
there is a cattle market every fortnight. At this market there
has been 9,284 sheep, 1,285 beasts, and 2.380 horses sold on
an average per annum. The number of quarters of malt made in
the year ending July, 1845, was 2,604. He also testified to the
general advantage to all the business carried on in that district.
This witness, and several others, testified to the advantage which
would be obtained by the formation of the railway to Guildford,
Farnham, Alton, and the surrounding places.
Mr. Turner, of Bentley, stated that he sent 1,500 or 1,600 tons
of corn per annum to Guildford, in the carriage of which he would
save five sixths of the expense. Great advantage would also accrue
from the transmission of corn and hay by Farnborough.
To the Chairman and Mr. Lockhart the witness stated that the
distance to Winchtleld station was eleven miles over a bad road, and
the distance to the canal was eight miles. _ _ _

Captain Mangles gaN e evidence as to the increase of the traffic to
Guildford since the formation of the branch line to that town—that

the price of coals had been greatly reduced—and that the feeling was
decidedly ha favour of the line.
Mr. Rand, town clerk of Guildford, where he had practised for
many years, and had been solicitor to the Guildford branch, testified
that the opening of that branch had contributed greatly to the pros-
perity and activity of business in that town. As an Instance of the
benefit, he had learned that the coat of the carriage of wine in casks
had been reduced twin 2d. to 54d. per gallon, and in bottles from is.
to 2d. the dozen; f 3 carriage of manure there woald be a saving
of N per cent, an d zroceries of 30 per cent. In the carriage of
lime and o her pri IN a there was a similar advantage obtained. His
anticipations of the ..attic when he first applied to Parliament had
been exceeded by six-fold, and it was a universally expressed opinion
that the railway was necessary.
Mr. Crowley, of Alton, the brewer of Alton as well as at Croydon,
engaged also in the corn and coal line.—The nearest canal to Alton
was at Odiham, and the nearest railway station is at Winchfleld, which
was 11 miles, and thence by rail to London, 38 miles. Last year he sent
3,300 tons of ale to London, the carriage of which was at Bs. a wale
for waggon conveyance, and the same expense of Bs. for the 38 miles
by rail. This cost was 2,6401.. He also sent 640 tons of coallf, which
cost the same by waggon, but 45. 9d. by rail. He also sent 200 tons
of culm, at a cost of 16s. a ton, making a total for carriage of 3,4401.
If the railway was made, the carriage of those goods woull come to
1,9271, making a saving to the public on his own business alone of
1,5001. a year. At present it cost him 13s. to get to London, where

he came very frequently, while by the proposed line he would be
charged only 9s. 6d., with a saying of an hour and a half of time.
Mr. Crowley also testified to the advantage of procuring manure for
the district from Loudon.

Mr. Smith, civil engineer, who had laid out the line, under Mr.
Locke's direction, said that it was intended to have the Guildford
branch about one quarter of a mile below Woking, then proeeeding
directly westward, In order to avoid the high ground from the high
street, and the high hills of that range, thence across the valley to
Farnham, and so on to Alton. The length of the line would be 19
miles. No inclined plains or engineering difficulties of importance.
Gradients and curves easy. The steepest gradient was 1 in 157,
which was about two miles long. The shortest radius was one of
three quarters of a mile, except that at the junction, where the
train was always slow. Some roads, but no turnpikes, were
crossed at a level, but provision was made to save inconvenience.
The cost would be 300,000/., including 45,0001. for contingencies ; a
sum abundantly sufficient for all the purposes of the line. The
working expenses would be somewhat less than 40 per cent., but
that might be allowed as the maximum.
To the Committee, the witness stated that he thought this was
the best line that could be adopted for that on the south of the Hogs-
back.

To the CHAIRMAN, the witness replied that an extension had
been surveyed in the direction of Winchester.
To Lord Fora.isarom, Mr. Smith said that the line would be two
miles shorter from Farnham by Parbright.

Mr. Hume, principal traffic officer of the Company, and secretary
of the Guildford branch, stated that this branch was promoted at the

express desire of the inhabitants, but in consequence of the oppositioi

of hose residing towards Winchester, that extension had been aban-
doned. The total returns he calculated at 24,2231., which, deducting
40 per cent. for working expenses, would leave a profit of 41. 16s. Id.
per cent. on the outlay of 300.0001.
Mr. Locke replied to Lord Pollington, that the Portsmouth Direct
Railway was now before a Committee of the Lords, but he doubt.'
its passing. The difficulties between Farnham and Hilton are exces-
sive, and these between Farnham and Godalming were great, but not
insurmountable ; certainly the line they had taken was far better than
any such line could be. The main reason for promoting this line
was the desire of the district, and the reason of deviating from Par-
bright was the opposition of the landowners in that quarter.
Mr. Bircham, solicitor of the South-Western Company, testified
that, with reference to the 'difference with Mr. Halsey, the Company
had only come to a decision on Friday last. With respect to the de-
viation from Parbright, it rested upon the feeling of the inhabitants
and an arrangement with the Reading and Reigate Company. As

to the extension to Winchester, the design had been much debated in
the boardroom, but that extension depended upon the result of the
present application of the Company for lines to the west.
The room was then cleared, and en the re-admission of the parties
the Chairman declared the preamble not proved.

On the inquiry of Mr. MELLOR, as to whether there was any pro
bability that a different result would have been come to if additiona'
. . .

evidence of the traffic had been furnished ;the Chairman replied,
that he thought it was the extension to Winchpster which decided
the case.

The Committee then adjourned till after Easter.

GROUP XIX.

The Committee assembled this day at the usual hour. Present—
Lord Harry Vane (Chairman), the Earl of March, Hon. Francis
Scott, Mr. D. Morris, and Mr. Philip Bennett.
The further consideration of the proposed line of the
EXETER. AHD EXMOUTH

was proceeded with.
Mr. Rows opened the business by observing that he should sot
proceed at present with the examination of witnesses as to the at-
mospheric principle, hut should call
Mr. Thomas Whittiker, a civil engineer, residing at Exeter. Had
laid out this line, in conjunction with Mr. Locke. Considers this
line the most convenient, as it affords greater accommodation to the
public. His opinion was, that the estimates of the several engineers
of the opposing 'chew were insufficient to carry it out. He weu:
into a very eiaboraterdiscussion of the eligibility of the line he ad-
vocated.

Mr. Basswell, Thomas Wright, and William Henry Blay, were
then respectively examined regarding the success of the working of
the atmospheric system now in operation on the London and Croy-
don Railway.
The assents and dissents were then handed in.
This closed the case of the promoters of this line.
Mr. COCKBURN then addressed the Committee in support of
the Exeter and Exmouth proposed line. He proceeded to
call the attention of the Committee to the advantages
and accommodation which this line offered over its rival,
not only to the inhabitants of Exmouth, Topsham, and Exeter, but
to the whole community at large. It was the unanimous wish and
desire of the inhabitants of these towns that this should be
the line. Why should they select and give a preference to one
objectionable to the inhabitants of these places, one attended with
inconvenience, danger, and delay ?—he adverted to the cross-
ing of the drawbridge on the canal. He supposed the
case of the bridge open, allowing a vessel to pass, and
a train, unexpected or delayed, might arrive, what would
be the consequence? Why, a frightful loss of human life.
He would not only say it was possible, but was sure he might safely
add exceedingly probable to occur. With respect to the atmospheric
principle, he considered it quite in its infancy, and he did not see why
the inhabitants of Exeter, Topsham, and Exmouth were to have
this n,w and experimental mode of travelling thrust upon them.
The Learned Counsel having concluded his address, the Committee
adjourned till o'clock to-morrow.

Group XX.

The Committee on this group, assembled this morning, in Room
No. 14. Present, Mr. Sotheron, chairman, Mr. Ross, Sir It. Pigot,
Lord H. Bentinck, and Mr. Tancred.
The Bills referred to thic Committee ware—The Staines and
Richmond—the Windsor, Slough, and Staines—the London, Houns-
low, and Western, and Richmond New Branch—the London and
Windsor—the London and Brighton (Wandsworth Branch), Mlcham
and South-Western. . _

On the sitting of the Committee some) discussion arose as to the
order of taking the Bills. The Windsor lines were all competing,
and some of these were not read a second time, others had not passed
the standing orders.
The room was cleared for the Committee to decide the order of
proceeding. This system of clearing the rooms is a most ridiculous,
and at the same time most inconvenient and o►jectionable one. In
the case before us the time occupied in clearing the room and filling
it agate► was ten minutes, and the decision upon the point raised was
come to in two minutes. In consequence of the motion of so many
feet leaving the room at the same time, a cloud of dust was raised—
typical it may be—ef some of the decisions come to in some of the
rooms, but certainly not pleasant to encounter and inhale. During the
two minutes' deliberation of the Committee, the counsel on both sides
were allowed to remain in the room, so that in fact the public were not
excluded during the awful period of the deliberation of the Commit-
tee. Surely some mode, by which the crowding, inconvenience, and
delay which are attendant upon clearing these Committee-rooms
during trifling discussions, might be adopted, without the decisions
which are come to being at all deteriorated n value, or the dignity
of the members and the Committee in any way reduced.
The Committee decided that they would postpone the considera-
tion of the lines running to Windsor until after Easter. They would
to-morrow take the London and Brighton, Wandsworth Branch. and
the Mitcham and South-Western.
The Committee then adjourned.

GROUP XXI.
OZPORD AND LONDON.

The Committee re-assembled this morning at the usual hour, Dlr.
Finch in the chair.

-ABANDONMENT OF THE BRANCHES TO THE GREAT

WESTERN.

Mr. Ilimman said it would be in the recollection of the Com-
mittee that on Friday they desired the promoters of the Bill finally
to determine to-day, what really would be the plan of railway which
they wished to submit for the consideration of the Committee. They
would also recollect that he told them, in opening the case, that the
reasons which actuated the promoters in proposing the Southall and
Oxford branches to the Great Western was, because they were in
Ignorance of the decision at which the Gauge Commissioners would
arrive, and because they wished to be in a condition to adopt either
of the gauges in favour of which those Commissioners might
report. They would further recollect that he told Mr.
Talbot, when he pressed him to reply to his questions respecting these
branches that he would do so if he would inform him what would be
the effect of the report of the Commissioners. Mr. Talbot, of course,
declined doing so, but as the Committee intimated that they wished
to have the matter settled, he had, with the assistance of his Learned
Friend, arrived at the conclusion that it would be perfectly safe to
rely on that report, and also that all lines to be made would be con-
structed on the narrow instead of the broad gauge, and therefore he
should conduct the case on the assumption that those branch lines
were not to be made, but he should reserve to himself to show by
the evidence of the engineer that the terminus at Oxford was
proposed, in order that they might form a junction with
the Oxford, Worcester, and Wolverhampton Railway, if it
were constructed on the narrow gauge, and aho that
he might be permitted to give some evidence as to the expense of
carting minerals from the existing and proposed stations at Oxford
to", their own. The Committee would keep in mind that it was
possible the promoters of the line might apply in the next session,
and before the line was completed, for permission to form a junction
with the Oxford. Worcester, and Wolverhampton Railway, at Ox-
ford. He should, therefore, proceed on the assumption that these
branches formed no portion of their plan of railway.
The ComMittee expressed their satisfaction at this decision, and
that portion of the preamble was erased.

The promoters then proceeded to give further evidence In support
of their line.
Mr. Peel, partner in a brewery, wine and spirit, and hop, malt,
and coal business, in which 60,0001. had been invested, and also pro-
prietor, with Ids brother, of GOO acres of land, spoke to the advan-
tages which the line would confer on himself and others, a d that
he should use it for the transit of his goods from London, in preference
to the Great Western Railway ; was a eonsLierable distance from his
part of the county. The branch to Thome, an I the proposed exten-
sion of the Aylesbury branch, by the London and Birmingham Com-
pany, to Thame, would enable him to obtain his coals from the
midland counties at much less expense than at the present moment.
The line would run through his property.
Mr. Abet Staples. landowner, timber merchant, and chair-maker,
at Thame, said the line would save him 1501. a year, out of the 400/.
a year he now paid for the conveyance of timber from Woodstock,
13icester, Litehenton, &c. A direct communication, instead of a num-
ber of cross lines ,would be of great advantage.
In his cross-examination, by Mr. Wears, he said the country be-
tween Thame and Oxford was a well populated part of the country.
Mr. John Wearing, corn-dealer and seedsman, cross-examined
by Mr. GREARRY—About 250 tons of all sorts of grain are sent to Lon-
don from Oxford weekly, which would, no doubt, go by the direct
line. A great quantity of corn was sent from the vicinity of Ayles-
bury, via Miltons, Haziey, east of Oxford, to be sent by the railway
to London, which, in the event of the line being made, would go
to Thame and more eastern parts of the line, to be sent to
London. The conveyance to London of all kinds of grain
cost him from 1,5001. to 2,11001. per annum, which he would send by
the line, even if the charges were at the same rate as those of the
Great Western. The Birmingham station at Euston-square was
vastly superior to the Great Western terminus, whether for passen •
gers or goods, as it was nearer the markets and the City
Cross-examined by Mr. GRIFFIN—A line from Wycombe to Ux-
bridge would he of advantage.
Cross-examined by Mr. WELLs—The carriage of goods from the
station of toe London and Birmingham to the markets was 3d. per
quarter less than the amount charged by carriers from the Great
Western station at Paddington.
. _

By Mr. WARREN—The-college authorities have always been op-
posed to railways, especially those which would in any way affect their
property. They were even opposed 0 the branch from the Didcot
station of the Great Western to Oxford. . _

By the CHAIRMAN —lf a greater quantity of corn was sent from
Oxford to London than now, the Oxford market would not be in-
jured, because the farmers must come there to sell their produce.
The line would open a new field of competition, and it was unreason-
able to suppose that the chargeS on the new line would be greater
than those on the Great Western ; as a matter of course the charge
would be less, because the line was shorter.
By Mr. LAwsox—Considered that the people of Oxford were in
favour of the line. _

Mr. LAWSON—I perceive by the list that there are but two share-
holders who are bankers, poss.bly the bankers of the Company at
Oxford. _ _

Mr. Spyer, chemist, druggist, and grocer, at Wallington, also gave
evidence in favour of the line; as did Mr. Wm. Hopkins, who had
followed the business of carrier for 31 years at Oxford. About 5,000
tons of English grown timber were sent annually to Loudon from O-
xford. The Great Western had only carried timber during the last
season. About 3,000 iota would annually go by the Great Western.
A great quantity of this timber was unloaded at the Bullsbridge sta-
tion of the Great Western. By the proposed line it would go direct
into London ; in fact, the whole of the timber, which now was partly
conveyed along the Thames, would go on the line. 150 to 200 tons
came to Oxford .from London weekly. The Great Wes-
tern Railway would not send cattle to London urtleta they
were sent to their terminus three hours before the starting of the
trains by which they were to be conveyed. Thus on :"undays, for
instance, the sheep and cattle intended to be conveyed by the 6
o'clock train went through the town during church hours, almost

making one believe that they were being driven to church.—
(Laughter.)
By Mr. l'ExAßLEs—The country through which the line passes is
a thickly-populated agricultural district.
Mr. Tarry, linen-draper, Oxford, gave evidence in favour of the
line. The goods' rates on the Great Western, especially for " small

parcels," were far too great, considering the small expense of convey-
ing such traffic ; and, besides, competition would reduce fares on
both the lines. The fares on the new line would be a sixteenth less
than the Great Western, because it would be a sixteenth shorter.
Alr. 11. D. Hoskins, a member of the Town Council of Oxford, and
the manager of a brewery, then said, the trade of the town had de-
creased since the opening of the Great Western. since the opening
of the Didcot branch to the town it had further decreased. This was
attributable to the want of a direct line, which he believed would
greatly imp! eve the trade. The branch was made subservient to the
main line, the traffic was consequently taken away from the town ;
which, if they had the new line and another to the west, would pass
through it, and a great portion remain in it for a limited period.
Some shops were now untenanted ; for instance, a very eligible one
in his neighbourhood for the last two or three years. In the "good old

times," before the days of the Great Western Railway, a very ditTerent
and more prosperous state of things preva:led. He saw a petition in
favour of the line, signed by several of the most influential and re-
spectable inhabitants of Oxford.
Mr. A. Smith, hop and coal merchant for the last twenty-five
years in oxford, and Mr. S. L. Evans, mercer, Oxford, also gave
evidence in favour of the line.
The Committee then adjourned.