The Sun.
London, England, 1846-06-27 00:00:00

GROUP %LH

313LACIEUVRN, CHORLET, AND LIVERPOOL.
Mr. Baum (in continuation from our Afternoon Edition of
yesterday) said—Their line was eighteen miles, three furlongs,
and nine chains in length, and it was proposed to effect
a junction with a line in course of erection at a place
called Edenbridge, and after proceeding some distance further
they would go south by the cotton mills and other works to Chorley.
They then connected themselves, after crossing the Bolton and Preston
Railway, with the North Union Railway, and thus connected them-
selves with the Liverpool and Bury Railway, the promoters of which
have petitioned in their favour. There was another short branch to
the Bolton and Preston Railway. The gradients of the line through
this country, which was one of the most difficult in an engineering
point, were undoubtedly the best that the country admitted,
and he was able to state that there were no tunnels nor any
objectionable curve on their line. As regal ded the places on
the line, he would not detain them by any unnecessary observa-
tion. With regard to Blackburn, as the Committee had already
heard sufficient of its importance to be able to estimate it correctly,
he would merely direct the'r attention to the map. With respect to
Chorley, there were upwards of between 3,009 and 4,000 hands em-
ployed there in the mills and manufactories, between 400 and 500
horse -power used, and between 4,000 and 5,000 tons annually manu-
factured. There was also in the district between Blackburn and
Chorley a population of 10,000, and 100 tons of cotton were
consumed there. With respect to the coal-fields which he
had already mentioned, they would find, by the calculations that
would be submitted to them, that on each side for eight miles of
their line there was an immense quantity of coal consumed. At
present there was no good communication to this importrnt place.
With respect to the communication between Liverpool and Choi ley,
the question was one of great importance. If a person were to go
from Chorley to Liverpool, he would have to proceed from Chorley
along the Bolton and Preston line; he would then have to walk
about a mile to the North Union Railway station, where he would
have to wait for a train coming up from Preston, and he must then
go along the Liverpool and Manchester Railway. It was impossible
to conceive a more tortuous route. And he must here mention one
important circumstance, namely, that with respect to Blackburn and
Chorley, there was only a turnpike-road, NN hiCh in winter was almost
impassable, and was at all times au extremely difficult road, now
the only alternative afforded the people of that district on three sides
of a quadrilateral figure to avoid passing this road. At present it
was twenty-three miles from Chorley to Liverpool, while by their
line it would be reduced to ten miles. With respect to Wigan, they
were obliged to go from Chorley to Ettxton, and then traverse south-
east, before they could arrive at Wigan. By the accommodation
they would afford the distance would be reduced to one-half. Ile
would just mention one circumstance in connexion with Blackburn,
namely, as regarded the consumption of coal there, which was, for
manufactories 112,900 tons annually, for gas 6,000 tons annually,
and for house purposes 50,000 tons annually, making altogether
considerably more than 170,000 tens. This was partly sup-
plied front Wigan. If the present line were granted, there
would be a large reduction in the price of this article,
and a saving of some hundreds of pounds would be
effected for the inhabitants of this district. These observations
would apply equally to the district from Blackburn to Clitheroe.
There was another point as regarded the last-mentioned place which
deserved attention, viz., that for the purposes of manufactures, not
only coal, but lime was necessary, and Clitheroe possessed the best
lime in all Lancashire, both for agricultural and manufacturing pur-
poses. Now, by the proposed line this would be rendered available
to the districts which hitherto had not derived a benefit from the
richly-gifted portion of the country front the waLt of anefficient mode
of communication. The effect of this railway would be, by effecting a
considerable diminution in the cost of the article, to put it in the power
of the poorer manufacturer and agriculturist to avail himself of the
same, which, at present, he was unable to do. Before con-
cluding, in justice to his clients, lie must call the atten-
tion of the Committee to the important connexion which

this line would afford to the district through which it would pass,
and Manchester and Staffordshire. The line had been surveyed with
the greatest care, and the provisional committee consisted of gen-
tlemen and merchants of the highest respectability on the line;
there was no residential injury, and the petition against them, pro-
ceeding as it did from the chairman of the Blackburn and Preston,
whose motives would be apparent, passing, as he stated, through a
most important district, meeting a most urgent and extensive re-
quirement, he trusted that the Committee would deem its merits
such as to entitle it to their honourable consideration.
The Learned Counsel then called evidence as to traffic and engi-
neering, in corroboration of his statement.
The Committee decided that the preamble of the Bill was not
proved, and then adjourned.

GROUP XLVI.

NEWCASTLE AND DARLINGTON =NC-
TION AND TYNE DOCK.

The Committee on this line decided that the preamble of the Bill
should be declared proved with certain restrictions with regard to
their interference with the Jarrow chemical works. These restric-
tions, the nature of which was not distinctly stated, were then re-
ferred to the parties, who, in order to have time to consider them,
requested an adjournment.
.. ^. . .

The Committee then adjourned until half-past ten o'clock to.
morrow.

GROUP XLVIL

This Committee reassembled at twelve o'clock, in Room 25, New
i:ousis of Parliament, and proceeded with the case of the

NEATH VALE,

the preamble of which was declared to have been proved.
After going through the clauses, all of which were passed, the Com-
mittee dissolved, this Bill being the last of the group on which they
had been appointed to decide.

CROUP XLVIII,

I.MYNVI VALLEY AND SOUTH WALES
JUNCTION.

The Committee met this day at twelve o'clock ; Mr. Aldam
chairman.

The preamble of this Bill having been declared proved, the clauses
were gone through.
MONMOUTHSHIRE AND HEREFORD.
This was the next case called on.
Air. TALBOT opened the case for the promoters.
Mr. Brunel was called to prove the engineering merits of the line.
The Committee intimated at this stage of the proceedings that the
case must be withdrawn.
The Bill was accordingly thrown out.
The Committee then arranged to take the next Bill In the group on
Monday, to which day they adjourned.

GUOUP LI 11.
Thls Committee met again at twelve o'clock In Room 2G (Grand
Corridor), New Houses of Parliament; present the Don. E. La--
celles (in the chair), the Earl of Arundel and Surrey, Mr. Hildyard,
Mr. It. Clayton, and Captain Dalrymple.

Iltbre the Committee proceeded to hear further evidence in
favour of the Birmingham, Wolverhampton, and Dudley line,
Mr. Sergeant KiscLAKE stated that ithad been agreed to withdraw
all opposition to the
SOUTH smarrortzsuinz AND TUE
TENT VALLEY MIDLAND,

and he applied to have the Bills referred to the Chairman of the
Committee of Ways and Means.
The Committee acceded to the application.
BIRMINGHAM, WOLVEU.HAMPTON AND
DUDLEY.

Mr. Sergeant KINOLAKE then called further evidence in favour of
the project, the first witness called being
Mr. Henry Crane, merchant, Wolverhampton, who after stating
that that district suffered much through the want of sufficient rail, ay
accommodation, said he believed the lower level would be the best
for the station at Wolverhampton, and that this line would
undoubtedly give the greatest accommodation to the town
and district. The high level station of the Shrewsbury and
Birmingham he believed (after a. careful consideration of the matter)
would destroy an immensity of property, and would dam up the
accesses to the principal works of Wolverhampton ; it would also be
most inconvenient as regarded the sending of goods by the railway.
At a meeting of the most influential inhabitants of Wolverhampton
the proposed station of this comlany was unanimously declared to
be the best that could have been fixed upon. The same conclusion
was also come to at a meeting of the street commissioners (of which
he was one), hell yesterday. The improvement committee were of
the same opinion. The reason of the meeting of the commissioners
was their having heard that the Shrewsbury and Birmingham in-
tended to block up a great many of the streets of Wolverhampton.
They were not aware of that intention until Saturday last.
Cross-examined by Mr. IllcXeans—The street commissioners'
meeting 3 esterday was a rather animated one ; it was the most nu-
merous held since 1842. There were about seventy commissioners
altogether ; thirty were present, and fifteen vottd for the level of
this company's line, and ten for the Shrewsbury and Birmingham.
lie was a director of this line ; he held a great number of shares In
the line. There were many amongst the 15 who voted for I his com-
pany's station who were interested in the line, but mast of those
who voted on the other side were also, he believed, interested in the
Shrewsbury and Birmingham, and he thought they would be very
glad if they happened not to be so, Horsley-fields road was the
principal road that would be most damaged by the Shrewsbury and
Birmingham Company, whom he charged with having altered their
plans since their deposit at the Boardin of Trade, in November last.
l
to get the best railway accommoda•
he had determined to give his support
lion for
a ruti gris eat at
eoiinor y
object
tsr
being
n
to this line.
Re-examined by Mr. Sergeant KINGLAKE—The fact of his holding
shares in this line did not at all influence his judgment with respect
to these lines.
Mr. Joseph Walker, merchant and manufacturer, Wolverhampton,
then gave evidence as to the present inadequate and expensive means
of intercommunication in that district. lie also confirmed the evi-
dence
e-
as to the superiority of this Company's station at
wlyeorlfthat of its rival. The majority of the principal
uttli
r p.to Crane
manufacturers of the town preferred the low level station.
Cross-examined by Mr. RicKaans--is a shareholder in this line.
The meeting at Wolverhampton yesterday on the subject of the
stations was a stormy one, like most of the Wolverhampton meetings.
In some respects the station of the Shrewsbury and Biriningliani line
would have advantages over that of its competitor. The larger por-
tion of the works at Wolverhampton were on the level of the present
canal, which was of the same level as the proposed Shrewsbury and
Birmingham line.
Mr. John Perks, edge tool manufacturer, Wolverhampton, con-
firmed thi- evidence of the preceding witnesses. _

Cross-examined by Mr. WADDINGTON.—The Grand Junction had a
11111 be:ore Parliament at the present moment for making a loop line
at Portobello, and supposing that line to be constructed and con-
nected with the Shrewsbury ani Birmingham at a gradient of 1
in 100 there could then be two stations at Wolverhampton, which
would give all the requisite accommodation. Is pecuniarly interested
in two out of the three competing lines.

Mr. Wm. Henderson, an extensive brasefounder at Wolverhampton,
gave evidence in favour of the line In which he said he was not a
shareholder. _ _ _

Cross-examined by Mr. WADDINGTON —He had petitioned against
the Shrewsbury and Birmingham scheme, because it would intercept
the passage to his works and would not serve Cie interes:s of the
people of Wolverhampton as well as this project.
Mr. John Hartley, manufacturer, Wolverhampton, unquestionably
preferred the low level station.
Cross-examined by Mr. WADDINGTON—Was connected with the
Birmingham and Oxford, the South Staffordshire, and this line.
Re-examined—Had taken shares in this line merely from an
anxiety to see it carried out.
This concluded the evidence in favour of the Wolverhampton
station, &c. . _ .

➢lr. Wm. Salter, coalmaster, West Bromwich, was then called, to
show the want of railway accommodation experienced by the people
of that district, and said this line would give them superior accom-
modation to the Shrewsbury and Birmingham. This line would be
nearer to the recently opened collieries in that district. It would
also better accommodate the passengers leaving and entering West
Bromwich. This line would also have the advantage of being in the
hands of an independent company.
Cross-examined by Mr. WannitioToti—The Shrewsbury and
Birmingham line would run nearer to one of his collieries than the
Birmingham, Wolverhampton, and Dudley. Earl Dartmouth, from
whom he rented his collieries, was a great supporter of the line at
present under the consideration of the Committee.
Mr. Henry Smith, ironmaster, West Bromwich, confirmed Mr.
Salter's evidence.

Mr. John Marshall, ironmaster, Wednesbury, was next called to
show the accommodation which the line would afford to the people
of that neighbourhood.
Mr. Thomas Bagnall, ironmaster, Wednesbury, confirmed the last
witness's evidence. _ _

Cross-examined by Mr. RICKARDS—Is a director of this line. His
partner and brother (who was not present) had presented a petition
in favour of the Shrewsbury and Birmingham, but that was by
accident.
Mr. John Robinson 3PLean, engineer of the line, described its
route, commencing at Birmingham. In the laying out of the line
his attention was mainly directed to the importance of giving a
proper approach to the various works and collieries in its route and
upon such a level as would allow the produce of those works to be
brought upon it as far as possible. The total length of the line Is
1816 miles, which would include the diverging line to Dudley and
mate aforirdul3ttiantliititteigilattitntta.te
other small branches. Ws line would be about three furlongs
Iw.,otriledela,epiatboalubtetrtzm7ioloes,o.
0011:heNtoett;llettsttlie-
shorter than the Stour Valley line. The total length of the Shrews-
burydestruction of property would be occasioned at Wolverhampton,
whilst the rival line would cause considerable destruction.
Cross-examined by 31r. HoeE—He was of opinion that it would be
better to accommodate the population and works of the district by
the same line, and that would be effected by this project. The wit •
ness underwent a lengthy cross-examination as to the population and
works which would be accommodated by each of the competing
schemes.

The Committee adjourned at four o'clock until twelve on Monday
next.

GROUP T.IX.
The members of this Committee re-assembled to-day at twelve
o'clock.

LIVERPOOL AND BURY AND MANCHES-
TER AND LEEDS AMALGAMATION.
_

arose on the part of the Mersey and
In going through the remaining clauses of this Bill, a question
led to a long discussion that occupied the greater portion of the day.
After whieh the Committee adjourned.
Irwell Canal Company, which

GROUP LXI.

EDINHUTtGII AND GLASGOW, AND SCOT-
TISH czwrnal. 31INCTIOTC.

The Committee met again this day, at twelve o'clock, in Room 33,
Sir John Duckworth, chairman.
The evidence in this case was continued. Several merchants were
examined to prove the great amount of traffic, as well as the general
utility of the line to the public.

GROUP LXIII.

After passing the preamble and clauses of the Midland Great
Western (Liffey Branch and Longford Termination), the Committee
proceeded with the case of the
We DRFORD, •WEXI"ORD, WXCICLOW,