The Sun.
London, England, 1845-06-12 00:00:00

GROUP RR.

PRESTON BROOK AND RUNCORN LINE.
(Continued from our Afternoon Edition of yesterday.)

Mr. George Oxley, a Staffordshire manufacturer, proved that
the line would be a considerable advantage to the Pottery districts.
Mr. George Frederic Bateman, a civil engineer, of some experi.
ence, said, he had laid out the line, and thought it the best line
that could be suggested. The whole length of the line from the
Grand Junction Railway at Prestonßrook to Runcorn Docks would be
about four miles and three quarters. There would be three passenger
stations— one at Preston Brook, another at Halton, and the third
at Runcorn. From Runcorn there would be two branches—one to
the Duke's Dock, and the other to Castle Rock, both of which
would be about a mile in extent. The severest gradient on the line
from Preston Brook to Runcorn would be about one in 120, and
on the branches one in 20 and one in 30. The branches, however,
would only be used for goods traffic, and would be worked by sta-
tionary engines. The main line would be through a cutting, and it
would not interfere with any parks or ornamental grounds, nor
would it prove a nuisance to any buildings of importance. The
cost of construction of the line and branches he estimated at
111,0001.
On cross-examination he said the line to Halton would be made
double, but the two branches to Runcorn Docks and Castle Rock
would only be made with single rails. The actual length of the
main line and two branches would be five miles and three quarters.

The CHAIRMAN here intimated that the Committee did not wish
to hear any further traffic or engineering evidence, and they should
therefore be glad if the opponents of the line would state the
nature of their opposition.

Mr. Ews, on behalf of the Trent and Mersey Canal Company,
urged that a better line might be marked out for the advantage of
the public and the local interests of the district.
Mr. ATKINSON, who appeared for Sir Richard Brook, contended
that no sufficient case had been made out to justify the Committee
passing the preamble to the Bill. It was quite clear that there was
no local traffic to Runcorn, and then as to the line serving the
Potteries, it was monstrous to make such an assertion because
there was a through traffic from Staffordshire to Runcorn.
There was a through traffic, he admitted, from Stafford-
shire to Liverpool, and at the present time there was a
deeply-conceived scheme before the public for accommodating
that traffic, which would have to come before Parliament in the
next session. Now it was evident the Grand Junction Company
were endeavouring to intercept this great scheme, through the me-
dium of Lord Francis Egerton, and if the Committee sanctioned
the Bill, they would only be establishing a short interpolatory line,
which would prove of no public benefit, but might hereafter serve
as an obstacle to the carrying out of the larger and better scheme
to which he had alluded.

The room was then cleared, and the Committee having consulted
together for a short time, strangers were re-admitted, when

The CnikiamaN announced that the Committee were unani-
mously of opinion that the preamble had been proved.
The remaint'er of the day was occupied in considering the vari-
ous clauses contained in the Bill. The Committee afterwards ad-
journed till one o'clock to-morrow.

GROUP SS.
THE EILEVJASH VALLEY LINE.

The Select Committee on this group re-assembled at the usual
hour this morning, and proceeded with the case fur the promoters
of the Erewash Valley Railway.

Mr. G. Hudson, the Chairman of all the Midlands, was called
to prove that an agreement had been entered into be-
tween the promoters of the proposed railway and the Midland
whereby the former transferred their line to the latter in the event
of its being sanctioned by Parliament. The consideration for the
transfer was, that the Erewash Valley proprietors should hold
145,0001. worth of Midland Stock, and be at all times guaranteed
6 per cent. if the Midland dividend happened to be more
than that sum, the Erewash proprietors were to participate in
the inerease. The Midland by the same agreement undertook to
continue on the Erewash line to Ambergate, or any other point
which might be thought more advisable, on the Midland Counties
Railway. The Midland people had always contemplated making
this branch, and it was calculated it would lessen the distance of
the main route to London by seven miles.

Mr. Buckley, M.P. for Newcastle, confirmed the evidence of
Mr. Hudson. The agreement was executed by Mr. Hudson and
himself.

Mr. William Jessop, a magistrate of Nottingham and Derby, and
a member of the Battesley Company, who employed upwards
of 2,000 hands, and had very extensive iron and coal works
on the line, was strongly in favour of the railway--
in fact, in his opinion, it was absolutely necessary for the wants of
the district that it should be made. He was a member of the
Society of Civil Engineers, and well acquainted with the mode and
manner of constructing railways. He thought the one before the
Committee could be made without difficulty. It was judiciously
laid out ; indeed a line going in the same route was marked out
some years ago by Mr. Rennie.
This closed the case for the promoters of the line.
Mr. GREENWOOD intimated that the Counsel for the opponents of
the Bill did not think it necessary to trouble the Committee with
any address, and they would, therefore, with the permission of the
Committee, proceed at once to the evidence they had to produce
against the Bill.
Mr. Valentine, an engineer, was called to prove that the line
from Nottingham to Erewash was infinitely superior, and much
better calculated to serve the interests of the public at large and
the local establishments of the district, than the line before the
Committee.

Mr. Goodwin, a magistrate at Derby, proved that the Notting-
ham and Erewash line would do less damage to private property
than the Erewash Valley line.
Mr. Patteson, one of the managers of the Erewash Canal, was
examined to rebut the evidence which had previously been given
relating to the scarcity of water in the canal. He said it was
but rarely that any inconvenience was felt trout a scarcity of water
or from floods.

The remainder of the day was occupied with similar evidence,
and the Committee afterwards adjourned till Friday.

GROUP WW.

THE ST. HELEN'S CANAL AND RAILWAY.
(Continued from our Afternoon Edition of yesterday.)

At this stage of the proceedings, Mr. KNOWLES, on behalf of
Mr. Scoresby, said that he had drawn up a clause, which the pro-
moters of the Bill had assented to, a clause which he had no doubt
Mr. Scoresby would agree to. He could not see that gentleman till
the evening, and, therefore, he would postpone the clause till after
then ; in the meantime he would withdraw his opposition to the
preamble of the Bill. _ _

Mr. Sinclair, Treasurer of the Runcorn Gap Railway, deposed as
to the state of the company and its financial affairs. The whole
receipts for the last four years were 46,716/. ; the expenses had
been 32,4041. ; the Interest on bond debts 14,0001. ; leaving a
balance of 3121. The original cost was 205,0001. Since the line
opened there had been an actual loss of 2,043/, At the present
time there was owing, on simple contract, 2,6001., and on bonds
4,0431. The shareholders were of opinion that the amalgamation
would be of great benefit.
Mr. J. Ashton Case, the secretary to the canal company, gave
evidence that before the railway was formed, the dividend paid on
shares was 9 per cent. the amount now paid was about 5i per cent.
This had arisen in consequence of the opposition between the two
Companies, and the reduced rate of tolls.
This was the case for the Bill.

The consideration of the clauses was then entered upon, and the
whole, with a few ♦erbal amendments, agreed to. The Bill was
then ordered to be reported ; the Chairman reserving power to
sign the clause relative to Mr. Scoresby, as soon as that gentleman
had assented to it.

GROUP X.
CAMBRIDGE AND LINCOLN LINE.

The witness was next examined as to the length of certain
branches, supposing them to be made as branches from the proposed
Cambridge and Lincoln line, with a view to show that the whole
of the distances, taking them by the shortest routes by which
it would be possible to make a railway, were much
longer than branches to the same places proposed
to be made by the London and York line. At the conclusion of this
branch of evidence, the Learned Counsel intimated that he would
resume his cross-examination as to the presumed error in the
section when that section should be produced.