The Sun.
London, England, 1846-04-02 00:00:00

GROUP XII.

TZZ GLASGOW, PAISLEY, GREENOCK,
(NITRSTON AND BRIDGE OF WEIR
BRANCII).
(Continued from our Afternoon Edition.)
Mr. Andrew Bunn, manufacturer at Linwood, thought the pro-
posed line would facilitate trade in the district. He codsidered it su-
perior to the blue (or Ayr extension) line.
The witness was cross-examined by Mr. Hope on minute points,
whieh fully established the equality, if not the superiority, of the Ayr
over the Greenock extensions.
Mr. William Hardee gave similar traffic evidence.
The CiTAIRMAN suggested that this was but a repetition of evidence
they had had on former days, but the witness was allowed to pro-
ceed.
The general impression in the district was, that the real line would
not be made, beeause the traffic between Johnstoun and Pert Glas-
gow could not possibly pay the cost of construction. lie knew the
country, and quite coincided in this opinion.
Cross-exomined by Sir T. PIIILLIPS—He knew that many of the
gentlemen of the country were in favour of the red line. lie did not
think that they would deceive the public.
Mr. Malloch, manfacturer, Johnstone—He employed 400 hands,
and 29,000 spindles were at work. The markets for the milli were
Glasgow and Paisley. He knew the lines, and he thought the blue
line would best serve the wants of the district. They had many fa-
vourite watering places on the coast, he might mention Gourock,
Helmshurgh, Dunoon, Vtothesay, and Larga
useful in carrying persons there, The and the line would he
witness gave evidence similar
-to that which had been given by the other
Mr. James witnesses.
air. John William-
Mr. George Stirling Napier,
son, Mr. M'Clintock, and Mr. Robertson, an
as giving greater advantages to the district.PT eared the blue line,
Mr. Davidson, C.E., had prepared the plans and estimates of the
blue lino. The steepest gradient on the main line was 1 in 100, and
on the brance lin 92. The witness was not examined
es-
timates and detail these having been given in former eilidaten,ethe.: e:
n
Mr. Buchanan, goods manager of the Greenock Railway,
think that the Ayrshire trade would ever increase to Greenockydi
Port Glasgow. the great markets for Ayrshire being Glae gww or
and
Paisley.
The counsel on either side consented to prefer their right of ad-
dressing the Committee.
The Committee then retired, and on their return,
The CHATAXAN announced that the Committee found that that
part of the preamble of the first Bill (the Ayrshire, Bridge of Weir,
and Port Glasgow Junction), which referred to the line between
J 9111140111 And Bridge er WO; with the t 9 liilbarclzan,

was proved, and they decided that the Glasgow, Paisley, and Greenock
Branches, to Hanston and Bridge of Weir, was not proved.
The Committee then adjourned.

GROUP ny.
SOUTH-ZASTERN.

This Committee met to-day at twelye o'clock, present Mr. Prethe-
roe, chairman, Lord Evelyn, Geueral Lygon, Mr. J. O'Connell, and
Mr. Grogan.
Mr. Arms resumed the examination of Mr. George Bidder, who
stated that the South-Eastern line joins the Ashford and Canterbury
line at Chiiham. The country between Canterbury and Dover is a
difficult country for railway operation, and the works on both lines
are necessarily heavy. There are two ridges;to cross. After passing
the second ridge both lines get into the same valley. There is no
other course. On the South-Eastern line, the aggregate
amount of tunnelling is 2,796 yards in length, and on
Mr. Vignoles's line the total amount of tunnelling is 2,760 yards,
being a difference of 36 yards in his favour. On the South-Eastern
line there are to be two stations, ano for general purposes and the
other for local traffic. The South-Eastern Company's station will
Join with the Dover terminus :of the existing line from London to
Dover. Such a junction will afford many facilities and conveniences
to both lines. A pilot-engine should always be kept at the terminus,
to go forward In case of any emergency arising. Such emergency
would be most likely to arise on the existing heavygradients between
Dover and Canterbury. In case of the junction of the two stations,
the expense of maintaining two separate pilot-engines would be
avoided, and many advantages would be gained. The Deal branch,
as proposed by Mr. Vignoles, is a good line; but the traffic of
Deal would not support the line. The length of the
branch is seventeen miles. The cost of the branch would
be about 200,0001, exclusive of stations, and various other incidental
expe see. The entire cost of the South-Eastern line would be
2,6000,0001., and the cost of the North Kent would be 3,200,0001., but
the South-Eastern would have to raise 340,0001. more for the Graves-
end and Rochester branch, still leaving a balance of 250,0001. in
favour of the South-Eastern line. The parliamentary estimate of
the North Kent is only 3,000,0001., but witness believes that it will
cost 200,0001. more. The South-Eastern scheme, if in connexion
with the existing lines, afford travelling accommodation from Maid-
stone to all parts of the county without any change of carriage. The
North Kent line is to be an independent company, and is to he
worked on a plan of its own. The South-Eastern Company will
have less station eutlgy at Canterbury, Dover, and Deal. Mr. Vig-
noles proposes to work the traffic by quarter-hour trains to Wool-
wich, half-hour trains to Chatham, and one-hour trains to
Do 7er. There are also to be two independent quarter-hour trains to
Woolwich not going beyond Woolwich. One independent half-hour
train to Chatham, also stopping there, and that train will accom-
modate one of the quarter•hour trains to Woolwich, and also one in-
dependent hourly train to Dover, which will accommodate both the
Chatham and Woolwich trains. Suck an arrangement would not be
a difficult one but would occasion considerable inconvenience and
delay to the public and to the traffic. The through traffic of the
South-Eastern from Dover would be carried up from Chatham by
the southern loop taking less at Chatham the passengers to London
from the Sheerness branch, an transferring to the Sheerness train
there the local passengers for conveyance to Woolwich by
the northern loop. The adoption of the system proposed would
cause difficulty at Dartford by the clashing of the through and
local traffic. The express trains would take precedence of the local
traffic trains at Chatham and Stroud. The superiority of the levels
of the Seuth-Eastern at the London end would compensate for their
inferioriiy at the Canterbury end. The relative merits of the two
schemes being taken into consideration, witness is decidedly of opi-
nion that the South. Eastern scheme is decidedly preferable.
The CHAIRMAN here stated, for the convenience of all parties con-
cerned, that on Thursday next the Committee would adjourn until
the Tuesday week following.
The Committee then adjournhd.

GROUP XIX.

BILIDGEWATER AND MrNEELEAD RAIL-

WAY AND PIER.
(Continued from our Afternoon Edition.)

Mr. Conway and Mr. Adams,:merc.hants, residinr, in and carrying on
their business In Cork, were then examined. Their evidence showed
the trade existing between this country and Ireland, more especially
regarding tko trade at present subsisting between Bristol and Cork.
Mr. Conway stated that, during the last year, the number of pigs
shipped from Cerk for Bristol was 67,853 ; black cattle, 4,300 ;
sheep, 7,600 ; bacon and butter, 2,000 tons ; and salmon, 520. The
latter was quite a new article of export, and, he believed, greatly in
demand in the English market. They were favourable to the pre-
sent scheme, as it shortened the distance of water transit, so much
desired in the conveyance of live stock.
Several other witnesses were then called, who all gave their evi-
dence in favour of the proposed scheme, among whom was Col.
Lutrell, the line going through six miles of his brother's property,
and passing close to Dunster Castle, his residence.
The Committee adjourned, shortly before four o'clock, until twelve
o'clock to-morrow.

GROUP XXI.
LONDON AND OXFORD.
(Continued from our Afternoen Edition.)

Mr. Addison examined by Mr. TALBOT—They might avoid the
house of Mr. Neale at Wycombe, if necessary, without exceeding
their line of deviation, but they could not be less than 100 yards
from the house. In this case they would run almost on a level.
Unless they were to deviate they would intersect his carriage road.
If they made these deviations they should cross the Amersham road,
which was steep, close to Wycombe, on a level. He considered that
they might obtain equal speed to that on the London and Brighton
Railway, with moderate loads. They should not carry such heavy
loads as the Great Western, on account of the diversity of gauge and
the difference in the weight of carriages. An empty broad gauge
and a full narrow gauge carriage weighed the same. On the Man-
chester and Letds, which was a succession of bad gradients from end
to end, as great speed as on the London and Birmingham or Great
Western Railways was obtained. Crossed the property of Sir John
Dashwood at Bradenham for about two miles, partly by cutting and
embankment. The extreme depth of the cuttings was fifty-two
feet. Ele believed that no part of the embankment could be
seen from the house (which was situated OR the other
side of the turnpike road, about three-quarters of a mile
distant, although some portion of the line was within half a mile)
on account of the trees. The line passed through the property of
Colonel Spiller, four miles west of Uxbridge, within 150 yards of his
house, and on an embankment of 30 fart to 35 feet high. Lady Wen-
man's property at Theme, was crossed in several places, about four
miles altoge:her. The longest run was about five miles, but the
line would only interfere with the agricultural portion of her pro-
perty. Was engineer to Leicestershire and Warwickshire projects,
which had been handed over to other companies. He was a small
shareholder in the Warwickshire project. He declined to say whe-
ther he had tried to sell shares in the London and Oxford.
Estimated Cost.—Construction, 739,875/., land, at Is. per yard
throughout, 100,6001.—total, 840,4751.
The following are the chief items :—Stations, 22,2181. ; bridges,
78,6151. ; level crossings, 13,0001. ; permanent way per mile, 6,0091. ;
fencing, 45. per yard; contingencies, 101. per cent. ; ballast, 10s. per
yafrd ; rails, 121. a ton. ; chains, 12s. per yard ; viaducts, 751. yer
yard ; tunnels, 42,7051. The expense of the stations depended con-
siderably on the approaches. The stations at Reading and at Derby
would each have cost as much as the sum named. None of the ori-
ginal subscribers had complained that the line was not to be extended
beyond Oxford; none of the committee had " bolted."
By Mr. CALVERT—On the proposed Wycombe branch of the Great
Western Railway there was a gradient of 1 in 73 for a mile and a
quarter, which crossed three public roads on a level at its foot. On
the Worcester and Porthdynallen, of which Mr. Brunel was the
engineer, there was a gradient of lin 63. On the proposed Chelten-
ham and Worcester there was a gradient of 1 in 50 for five miles.
Mr. Rastrick, C.E. to the London and Brighton Railway, investi-
gated the whole of the proposed line and the plans, and con idered
that it was pretty well selected. The works would not involve any
engineering difficulties. The: estimates are sufficient for their con-
struction. Stations are first made with the view to the con-
struction of others of a permanent character. The gradients,
as in strict conformity with the nature of the Company
and its requirements. Advised Mr. Addison about the slopes.
There must always be some inconvenience where branch lines exist
on account of the necessary delays to prevent accidents, and, there-
fore, he considered that Oxford would bo benefited by the proposed
lino. Considers that the trains from Oxford might ran to Euston-
square without any interruption at the Twyford junction, becalm
the trains would not have to be hooked on to ethers.
By Mr. TALBOT—Went over the line in about twelve hours, which
was quite sufficient for him to form an opinion on its merits.
The Committee then adjourned.

GROUP XXV.
STOUR VALLEY.
(Continaed from our Afternoon Edition.)
The witness was cross-examined by Mr. JAMES on behalf of several
landholders who objectec to the line. The distance between Colches-
ter and Sudbury by this line would be 17 miles. The distance from
Bewers to Colchester was about 7 miles, and from Bewers to Sudbury
5 miles, making the distance, as the crow flies, from Sudbury to
Colchester about 12 miles. His different works were between Bewers
and Markstay. His embankments and cuttings would be only for a
single line. The whole expense of earth work for the sinpls lino
would be 66,821/. ss. 9%.3., and tbe expense of the same work for a
double line would be about one-third more. _

In answer to a question from Mr. DUNCAN, the witness stated that
the probable cost of tho line, had it been double, would have been
314,0001., or thereabouts.
Captain Moorsorne had also examined the line, and considered it
the beat the character of the district could afford. A more direct
line might be get between Sudbury and Colchester, but it would not
afford so much public accommodation as the present.
The Member for Colchester (Sir H. Smith), the Mayor of Col-
chester, and other witnesses from the neighbourhood, gave some
general evidence in favour of the line, and the case for the promoters
closed. _

Mr. JAMIS, then addressed the Commitree on behalf of the oppos-
ing landholders who resided in the neighbourhood of Sudbury, and
producing one of the original prospectuses issued by the Company,
read one of its paragraphs, in which it was stated that the object of
the Company was to effect a direct route between Sudbuay and Lon-
don, and upon the faith of that statement the people of Sudbury had
been induces to subscribe their money towards the undertaking.
That ol ject, however, was now abandoned, and the parties
now relied upon getting their line Per local purposes. Well
then he would show that this was not the best line
that could be procured for local purposes. He would
show the Committee that there was a shorter, a better, and an easier
line, which would run from Sudbury to Bewers, and from Bewers
direct along the valley of the Colne, and shortening the communica-
tion by four miles to Colchester, without diverting the traffic and
touching upon the Eastern Counties, or the Eastern Union line.

Mr. Braithwaite, the engineer and originator of the principal
eastern counties projects, proved that there was a better and shorter,
by three miles and three quarters, and a more easy line, between
Bewers and Colchester than the one now proposed. The earth
works over his line would be very much lighter than Mr. Brough's,
and of course cheaper.

His evidence was corroborated by two of his assistants.
The Committee re-called Mr. Brough, and asked him if he ever
examined the:the country between Beavers and Colchester. He re-
plied that he had ; but the expensive nature of a line running in that
direction had induced him to take the other route.
Mr. MILLER replied.
After which the Court was cleared and the Gommittee, after a
short consultation, decided that the preamble of the Bill was proved.
This closed the labours of the Committee.

GROUP XXIX.
The Committee to whom the consideration of the merits of the
different lines comprised in this group were referred, re-assembled
this morning at the usual hour ; present, the Right Hon. H. La-
boucher: (Chairman), Sir W. Molesworth, Sir J. Duckworth, Mr.
John A. Smith, :nd Col. Rawdon.
It.l7o.Wir AMID STAMFORD R.&XLWAY.
The evidence on the part of the promoters of this project was re-
sa;stied with the sufficiency of the eTi
re-
sumed, and as the Committee had yester
dayheixthprheadsse
been
etehne mse. v. es
t
before them, as to traffic' and the accommodation required by the
countrp through which the line would pass. The engineerinv evi-
dence was gone into this morning, and the first witness called, was
Mr. Charles Liddell, who was engineer for the line, deposed to the
general course of the railway, and that it would be a complete and
integral line between the London and Birmingham Railway at
Rugby, and the Lyston and Peterborough Railway near Stamford.
That there were no peculiar engineering difficulties—that there
would be one tunnel of 440 yards in length which would not be diffi-
cult of construction, as the strata through which it would run was
indurated blue clay tending to shales—that the steepest gradient on
the line was 1 in 148, and the sharpest curve three furlongs, which
occurs at the junction with the London and Birmingham Railway,
at Rugby. The length of the proposed line was 34 miles and 7 fur-
longs—there were no branches—that a number of highways would
be c-ossed on the level, the general reason of which waf stated to be,
the greater inconvenience that would arise to the public from carry-
ing the roads by bridges over that line, which, from the level nature
of the country, would occasion an ascent and descent in crossing such
bridges—and that the traffic on many of these roads was so small
that the convenience of a level crossing would be scarcely felt.
The following was the expense of the different works required :
Excavations, 114,069/. ; tunnels, 26,406/. ; fencing, 14,9711. ; bridges
and level crossing for turnpike and public roads, 29,137/. ; for occu-
pation roads, 17,000/. ; river bridges, 14,320/. ; culverts and common
drainage, 9,537/. ; stations, 35,0001. • permanent way, 187,0601. ;
purchase of land, severance, and building, 99,345/. ; Parliamentary
and contingent expenses about 10 per cent., or 55,2811., making a
total of 600,0001. The estimated expense of maintaining the railway
was about 10,0001. a year, inclusive of the cost of working, but en-
tirely depending on the amount of traffie. There were of owners
33 assents, embracing 11 miles 6 furlongs, 47 dissent, 10 miles 6 fur-
longs; neuters, 1 mile 2 furlongs. Lessees, there was 1 assent and
I dissent ; of occupiers, there were 53 assents, 118 dissents ; and
neuters, 6.
This witness was cross-examined by Mr. FLOOD, on 1 ehalf of Mr.
Marshall, a landowner on the line, as to the length of railway com-
munication constructed by and under the control of the London and
Birmingham Railway Company, when he was interrupted by the
CHAIRMAN, whe asked what was tke object of the present line of
examination ?
ihMr. FLOOD explained that he wished to show that the present
project militated against the report of the Amalgamation Com-
mittee, and was an attempt by the London and Birmingham Com-
pany to obtain a new main line in the direction of the northeast.
The Learned Counsel then proceeded to continue to eross•examina-
ition as to the different communications to Wisbeach and the East to
-be effected by the present line, when ite was again interrupted.
Counsel then confined himself in his cross-examination to the injury
which would be sustained by fr. Marshall in consequence of the in-
terference of the line with certain ornamental property belonging
to him.
eh,earre
twhaats
itrayarewfnassal to give
yMr.the Marsphall
nothwenasson. by his orders. He laid out
infWormitnaetsier aoswtoedththealtiat
thsi
would fs
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ttni
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fthe
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alshclorc.roDase-eSxEamx,redbewihaltnfeossf 3aalrtso. Jane
o inljVaeusthaiandchSoehp
as to the
value the line passing close to their mansion-house.
Mr. C. P. Berkely, a land valuer, raltheen examined
value of the land. The valuation was estimated at 99,3451.
Mr.
r. FLOOD
lintrbemnarai
addressed,
hisssed client,the wouldComnitteseasattain. great
Hleengetohntoenhdthede
injury w
that the proposed line formed part of a chain of communication
east and west, and referred to the superior advantages that the
Rugby and Stlntingden line, presented as a means ofpal coramunt-