The Sun.
London, England, 1846-03-19 00:00:00

TN X GENERAL, TERMINUS AND GLASGOW

HARBOUR.

(Continued from our Afternoon Edition of yesterday.)

In reply to a question from the CHAIRMAN,
Mr. Charles Gray said, the General Terminus line would afford
better accommodation to the coal traffic than the other two compa-
nies, as they would have to traverse a considerable portion of the
town in bringing minerals from the south-east to the harbour.

Mr. David Chapman, another member of the Elver Trust, gave
evidence precisely to the same effect as the previous one. He con-
sidered that the immense tragic of the harbour should be concen-
trated as much as possible, without, at the same time, incommoding
the general traffic, and this he thought would be bast done by the
General Terminus scheme.

Mr. J. H. Payne, of the Glasgow Custom house, deposed as to the
inconvenience to the Custom•house officers from the mineral traffic at
present on the quays. It was desirable to concentrate the mineral
traffic as much as possible. The General Terminus scheme would
do this the Lest, and the least incommedate the general traffic. As a
proof of the great increase of the foreign trade of Glasgow, he would
state that the Customs' revenue, which In 1833 was 97,0001., was
now 589,0001.

The cross-examination of the witnesses elicited no point of a ma.
terial character beyond this.

Mr. Dunlop, merchant and iron master, examined, and deposed as
to the mineral traffic of Glasgow. The exports of coals in 1842,
1843, and 1844 were 130,000 tons. The iron during the same time
was 84,000 tons. The river steamers consumed 70,000 tons. The
General Terminus line, in his opinion, would supply the harbour in
a better manner than the ether two schemes.

Mr. King was briefly examined as to the expected traffic. He
estimated it at 7,4811. Se., and deducting 1,0001., for working the
line, the residue would yield 6 per cent. on the capital the line would
cost. The expense of the line would be about 111,0001. The General
Terminus line would give all the accommodation that was required.
He did not believe there was sufficient traffic to support a second
terminus.

Cross-examined—The powers in the Bill were to raise 200,0001.
He had not included harbour dues in the 3d. per ton. No doubt if
the Harbour Mineral admitted coal into their basin without dues,
while the others did, it would be an advantage, as parties would
always prefer the cheapest point.

The further consideration of the Bill was then adjourned.

EDINBURGH AND GLASGOW AMEND.

MENT AND BRANCHES.

➢lr. Brunel was shortly examined on the gradient on the Qneens-
ferry branch, which he represented to be quite practicable, and not
dangerous, at the close of which the Committee adjourned at half-
past four o'clock till to-morrow at twelve.

GROUP XIT.
NORTH GENT LINE.

The examination of Mr. Vignoles continued from our Afternoon
Edition of yesterday—The station at Rochester would be more
conveniently situated for Rochester and Chatham than the South-
Eastern station, both for passengers going to Stroud as
well as to London. At Chatham he proposed to extend the
area of the quays, and to pass on a level with them. From
Chatham the line ran on to Sittingbourne, and passed under
the military grounds, citadels, gun-wharfs, and fortifications
of Chatham by means of a tunnel of 1,000 yards in length, while this
portion of the South-Eastern line was precisely the same as his own
of last year. Between Chatham and Sittingbourne the South-
Eastern line was two miles longer. From Sittingbourne there
will be a branch to Sheerness of seven miles in length.
From Sittingboume the main line passed on to Faversham, with an
alternative line to pass through or avoid the town, and then pro-
ceeded direct to Canterbury, passing under Boughton-hill, of 1,500
yards in length, and across the Margate branch of
the South-Eastern Company, a little below Hambledoun-hill.
From Canterbury, leaving the station at Nunnery-fields, the line
passed under the Dover-road, and in the Dunn valley beyond that
road the line forked off, one branch going to Deal, and the other to
Dover. The distance of the line from Canterbury to Dover was
sixteen miles ; the South-Eastern line was a mile and a half longer.
The South-Eastern Company had no line from Canterbury to Deal,
excepting by going through Dover. The line throughout only
crossed two public roads, one was at Canterbury, where
a bridge might be thrown across the road, the other
line was between Canterbury to Dover, and also near to a station.
The distance from Southwark-bridge to Dover was 73 miles. Tho
distance of the South. Eastern line from London-bridge would be
about 77% miles, while his own would be 72% miles. Measuring
from the Waterloo-road, his own distance would be 74 and the
South-Eastern's 78, while the distance from London to Deal would
be from Waterloo-bridge eight or nine miles longer by the South-
Eastern line than by his own. His estimate, including everything,
was 3,750,0001. Taking the whole of the lines of the North Kent
Company in the aggregate, and the whole of the lines of the South-
Eastern in the aggregate, the prise or, estimate was nearly the same,
namely, from 32,0001. to 33,0001. per mile.
This closed the examination in chief of Mr. Vignolles.
It was understood, however, that the parties were to exchange
detailed accounts of the estimates of each project.
The witness was then cross-examined by Mr. Ausrtx, on behalf
of the South-Eastern Company. The scheme he had in view from
1839 to 1842, was a line from the Greenwich Railway to Chatham,
and in 1843 he proposed to extend the line to Margate, and in 1844,
a branch to Chatham. At the same time it was proposed to carry on
the line through Canterbury to Dover. The scheme before Parlia-
ment was for a line to Canterbury, avoiding the Brighton, and going
by way of Chatham. The original project was a line to Dover, but the
plans were not ready for pushing it thus far. The project was opposed
by the atmospheric Company, who contended that there was no traffic
along the district, and Parliament negatived the Bill. The North
Kent Company come now for the first time for a Bill to make a line
to Dover. The Bill is for making a line from Union-street to Dover.
There was plenty of room on the Borough side of Southwark-bridge,
but on the other side roam was restricted, and Queen-street was an
exceedingly narrow and inconvenient thoroughfare. Union-street
was about 600 yards from the Oreettwich station at London-bridge,