The Sun.
London, England, 1846-04-03 00:00:00

11P.ELY J 1.111) PXIMIL.

This Bill was also opposed by the trustees of Lord Egremont and
the occupiers of lands there, and by Sir John Treveylyan and others.
Mr. Thomas Collins was the first witness called and examined—
Had resided at Minehead for the last fifty years. Was captain and
owner of a packet trading between Bristol and Minehead. Con-
siders Minehead offers more advantages to the shipping and mercan-
tile interest which no other port in the Bristol Channel is capable of
affording : the proposed Pier allowing a vessel to discharge at all
times of the tide, and the safe and secure anchorage off
Green-alley, there being never less than eight or nine fathoms of
water, he thought were sufficient Inducements that that port should
be selected. This witness was examined at some length respecting
the depth of water, shoals, and soundings, existing in the Bristol
Channel.

Mr. Parker was then called, who stated that he was commander of
a steamer running between Cork and Bristol. Had followed that oc-
cupation for the last twenty-two years. Considers the navigation of
the Bristol Channel dangerous, but principally existed above Mine-
head. Was of opinion, that by the formation of this pier, it would
prove of great advantage to the trade carried on with Ireland and
other places.

Mr. Conway and Mr. Adams, merchants, residing 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 the trade at present subsisting between Bristol and Cork.
Mr. Conway stated that, during the last year, the number of pigs
shipped from Cork 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 retkience.
The Committee adjourned, shortly Lefore four 0
o'clock to-morrow. 'clock, until twelve

Group XX.
The Comniltiee met at twelve o'clock ; present, Mr. Sotheron,
Lord 11. lientinck, Sir R. Pigot, Mr. Ross, and Mr. Tancred.

SIJITTIZAVESTERN (MITCHAM BRANCH)

Mr. O'MaLLET proceeded to call additional eTide.nce, but was
stopped by the Committee.

The CHAIRMAN intimated that in the opinion of the Committee, it
was unnecessary fbr Mr. O'Malley to proceed with the evidence,
for unless he could prove something very different from what
he had opened in his address to the Committee, they thought the
case of the promoters of the line did not involve such an amount of
public necessity as to sanction their recommending Parliament to
pass a Bill for the project for this session.
Mr. O'MALLay said the I,Pomoters were not anxious to press the
project if tht3 were assured that the other Company
would construct the competing branch. But as they believed the
Company had no bona fide intention further than excluding any other
Company from the district, Mr. O'Malley begged that the Committee
would pass his own Bill, with a proviso that the line should
not be constructed if the other Company proceeded with
theirs with proper diligence, and within a reason-
able time, say one year. 111 r. O'Malley noticed the case
of the city of Norwich, which had been deprived of a railway for
seven or eight years, by a course which a clause, inch as he sug-
gested should be introduced into his own Bill, or into that of the
other line, was meant to prevent.
The Cusiamax said they could not bind the other Company, but a
general Bill would probably be brought into Parliament, having that
for it object ; however, they could not pass the Mitcham Bill.
It was accordingly withdrawn.
_ _

Mr. 3fILLER raid the Brighton Company would certainly proceed
with the branch and with the construction of a west-end station,
convlttad that nothing so much as that would tend to develop their
traffic.

LONDON AND BRIGHTON (W.ANDSV7ORTH

BRANCH).

The preamble of the Bill was declared proved, And ths iereral
clauses were read and passed.
The committee adjourned till after Easter.

GROUP XXI.'
LONDON AND OZPORD.

The Committee re-assembled this morning at the usual hour
present, Mr. Finch (chairman), Mr. Wodehonse, and Mr. Lawson.

ENGINEERING EVIDENCE.
Mr. WELLS proceeded to cross-examine Mr. Addison, the engineer
to the line, in the absence of Mr. Talbot—We have the London clay
at the back of Uxbridge. The slopes proposed to be made in this
clay are one to one and a half ; 33 feet would be formation level.
On the London and Birmingham line, between Harrow and London,
there are slopes of two to one. The chalk strata begins en the other
side of Uxbridge, near Stoke-common. The tunnel at llorsenden
Wood, which will be 407 yards in length, will pass through this chalk.
The Uxbridge tunnel will pass through gravel. There are no other
lines out of London, except the Croydon line, with as _bad gra-
dients as those of the London and Oxford, because the country is ex-
tremely difficult. Never saw an assisting engine used on the steep
gradient on the Croydon line ; has seen on engine draw twelve car-
riages up it. An assisting engine was used, but it was abandoned.
some time ago. The Great Western is a very Rat line between
London and Didcot, and the Oxford branch has very fair gradients.
Up to Stoke, from the jdnction, the slopes would be 134 to 1 ; from
Stoke up to 81ed10w,34 to 1 ; the embankments up to Stoke 1 to 134.
There are to be 63 bridges. He had adopted surplus cuttings, in
order to supply the necessary embankments. Mr. Stephenson's
name was originally in the prospectus as the engineer of the line,
which was issued before the decision of the Committee on the broad
gauge lines last year, and contemplated a line west of Oxford to
Hereford. He believed he had some differences with the Managing
Committee, and that he withdrew from the line, but he approved of
the sections. Two to 1 would be a sufficient and safe slope in the
London clay. The cuttings In chalk are If. to 1.
Mr. Addison examined by Mr. Tatauyr—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 Leeds, which was a succession of bad gradients from end
to end, as great speed as on the London and Birmingham or Great
sh,epparroup property r tbyy of
cutting Sir Johnand
Dashwo ewnashamobtfaorinaebdo.
ntUtrwomomedilet
Western Railways
; d that no part of the embankment could
be
embankment. The extreme depth of the cuttings was fifty-two
feet. He believed
seen house (which was situated on the other
turnpike road, about three-quarters of a mile
fromsome portion of the line was within half a mile)
on account of the trees.
The line passed through the property of
ef g, ithin 150 yards of his
Colonel Spiller, four miles west
ent of 30 feet Uxbridtoe 3w5 feet high. Lady Wen-
dsiisdtae of the the
distant, although
house, and on an emb
man's property at
run was about five miles, but the
Theme,
miles altogether. The longesth
was crossed in several places, about foe.,
the agricultural P
line would only interfere with ortion of her pro.
perty. Was engineer to Leicestershire and Warwickshire ;projects,
which had been handed over to other companies. He w-4.4 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, 739,87519 land, at Is. Per yard
t
throughout, 100,6001.—total, 840,4731,

The following are the chief items:—Stations, 22,2181.; bridges,
78,6151. ; level crossings, 13,0001. ; permanent way per mile, 6,0041/. ;
fencing, 4s. per yard; contingencies, 101. per cent. ; ballast, 10s. per
yard ; rails, 121. a ton. ; chains, 12s. per yard ; viaducts, 75/. 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 IVycembe 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 Porthdynailen, 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 considered
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 natere 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 be benefited by the proposed
line. Considers that the trains from Oxford might ran to Euston-
square without any interruption at the Twyford junction, because
the trains would not have to be hooked on to others.

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.

The Select Committee appointed to consider the merits of the Bills
comprised in this group re-assembled at one o'clock this afternoon,
in the Westminster Sessions-house, Mr. Monckton MiMos in the chair.
STOUR VALIANT.

The business of the day was commenced with the examina-
tion of Mr. Peter Brough, the engineer of the line. Ile
had made repeated surveys for a line of railway in the
district of the Stour Valley, and he considered this was the
best line that could possibly be laid out. He had taken in that
part of the Eastern Counties line between Colchester and Monketay,
because it would be exceediegly expensive to make another line in
that portion of the district ; indeed, he was of opinion that a direct
line from Colchester to Sudbury would never prove remunerative, so
large an outlay would such an undertaking involve. The Hythe
branch commenced at the Eastern Union line, and ran down to the
quays in the port of Colchester. It stopped at the commencement of
the quays, because there was a Bill now before Parliament for im-
proving the port, but when those improvements were effected the lino
could be easily extended. The severest gradient on the proposed line
was 1 in 90, between Mawkstay and Sudbury for about two miles.
On this gradient there was a bridge crossing the Celne, but neither
the gradient nor the bridge would interfere with the working of the
line. The line entered Sudbury and Halstead on the level. His esti-
mate for the line was 250,0001. The line would be single, hut the
estimate was sufficient to include culverts, viaducts and bridges for
a double line, should it ultimately be found necessary.
The witness was cross-examined by Mr. Jamas on behalf of several
landholders who objected 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 difficult works were between Hewers
and Markstay. His embankments and cuttings would be only for a
single line. The whole expense of earth work for the single line
would be 66,8211. ss. 934 d., and tbe expense of the same work for a
double line would be about one-third more.

In answer to a question from Mr. DuNcA.w, the witness stated that
the probable cost of the line, bad It been double, would have been
314,000 t., or thereabouts.
Captain Moorsorn had also examined the line, and considered It
the best the character of the district could afford. A more direct
line might be got between Sudbury and Colchester, but it would not
afford so much public accommodation as the present.
The Member for Colchester (Sir 11. 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. JAmss 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 Sudbury and Lon-
don, and upon the faith of that statement the people of Sudbury had
been induced to subscribe their money towards the undertaking.
That object, however, was now abandoned, and the parties
now relied upon getting their line for 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 country between Bewers and Colchester. lie 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 Committee, after a
short consultation, decided that the preamble of the Bill was proved.
This closed the labours of the Committee.