The Sun.
London, England, 1845-05-31 00:00:00

GROUP NN.

The Select Committee on this group assembled for the first time
this morning in Room No. 5. The Committee was appointed to
ascertain the merits of the Epping Railway, promoted by the Lon-
don and Blackwall Railway ; and the Thames Junction and
North Woolwich Junction, promoted by the Eastern Counties
Company. The Committee decided upon taking first the

THAMES 3UNCTXON AND NORTH WOOL-

WICH RAILWAY.

Mr. AUSTIN. Q.C., stated the case for the promoters. The
Eastern Counties Company, he said, had already obtained powers
to make a branch of their railway from Stratford to the cast
side of Bow Creek on the River Thames, where it was proposed
to construct a wharf and depot for goods. The project now
brought forward was for an extension of that branch
along the banks of the Thames to a point called
the Horse-ferry opposite to the Woolwich Arsenal.
The length of the line would be two miles and 65 chains, and as

its course would be over level ground, it might be easily con.
structed. It was calculated that about four millions of persons
went annually by steam-boats from London-bridge to Woolwich
and Gravesend, and the promoters of the present railway estimated
that about a fourth of that number, or one million of persons came
from the eastern part of the metropolis. It was, therefore, rea-
sonable to suppose that that number would come upon the pro.
posed branch ; but, to keep within bounds, the Company had only
calculated upon one-half that number coining upon their line.
Now, the question which was most important for the Committee
to consider was the question of fare. Well, then, they as.
sumed that about half a million persons would come upon the
line, and the charge on the branch would be lid. each person, or
fld. throughout from the Eastern Counties' station to the terminus
at Woolwich. But then came the question, how are the people to
get front Gravesend to Woolwich? Why, they would go from
Woolwich to Gravesend by a steamer for 6d , and add this to the 6d.
charged on the railway, the sum would be the same as that charged for
conveying a person by steamboat from London-bridge to Graves-
end. The Company proposed to erect a wharf or pier at Woolwich,
which would be made a free ferry, and entirely thrown open to the
public. Those persons therefore who wished to cross to the op.
posite side of the river, would have the advantage of being ferried
over without any charge being made for ferry dues. The money
the Company proposed to raise for constructing the branch would
be 30,0001. He had already told them that the Company fully ex.
pected that 500,000 persons would annually pass over their branch,
and these charged 2.1 d. each, would yield an annual income of
4,166/. For working expenses the engineer would allow 4 per cent.
on the gross income, and after this deduction had been made, it left
for annual distribution amongst the shareholders a net sum of
1,666/., or 8 per cont. on the gross outlay. The Committee
would observe that he had taken no notice of the goods traffic, be-
cause at present it was totally hypothetical ; and the Company,
therefore, preferred relying upon the passengers, without taking
the goods traffic into consideration. The Learned Counsel then
produced evidence in support of his statement. As the Bill was an
unopposed one, it was merely of a formal nature.
Mr. Bidder, the engineer, stated that the line would only be
made with a single line of rails, but sufficient land would be taken,
so as to enable the Company to make a double line of way, in the
event of its being afterwards found necessary.
The room was then clearest, and the Committee having consulted
for a few minutes, the parties interested were re.admitted, when
some conversation arose between the Committee and the agent
relative to the proposed ferry opposite Woolwich.
•Tire CHAIRMAN wished to know whether the river authorities
had been consulted upon this point? The Committee, be said, were
anxious that no powers should be given to the Company which
would enable them to obstruct the navigation of the river.
The agent replied that no powers of that nature could be given by
the Bill. The 811 l only authorised the Company to make a railway
to the terminus opposite Woolwich.
The CHAIRMAN remarked that the Learned Counsel had urged
upon the Committee that the construction of the ferry was an in-
ducement for them to sanction the line. Now, if the Company did
not intend to carry their passengers across the Thames for ±:ie 6d.,
their fares must be reduced.

The agent replied that it would be for the interest of the Corn•
pany to carry their passengers to Woolwich, and this could be
effected without making a further charge than 6d.
The roam was again cleared, and after the Committee had con-
sulted together for two or three minutes, strangers were re-admitted,
when

The CHAIRMAN announced that the Committee considered that
the preamble to the Bill had been proved.
The various clauses of the Bill were then agreed to, and the
Committee adjourned.

GROUP EE.
AIIERBEEN RAILWAY.

The Committee met to-day, at twelve o'clock. Mr. F. Baring,
(Chairman), when the evidence in favour of the Aberdeen Railway
was gone into.
Mr. John Duncan was first examined, and deposed to the ge.
neral traffic along the track of country through which the line
was proposed to be taken, which he represented to be very consi-
derable, especially in agricultural produce and cattle.
Mr. William Miller followed, and gave evidence to a similar
effect. _ _

Mr. Adam Barnes, of Montrose, said he represented the feelings
of the inhabitants of that town, which was decidedly in favour of
the line under the consideration of the Committee. Public meet.
ings had been held, arid also meetings of the town council, at
which it had been agreed to support this line in preference to
any other. lie considered the formation of this line would beef
the greatest advantage to the town of Montrose. The harbour
authorities and all the leading inhabitants of the town were in
favour of this line.
Mr. Carnegie, chairman of the line, was of opinion that, both
as it regarded time and expense, the advantage would be in favour
of the railway.
•

Mr. Gibson, Provost of Arbroath, and a ship-owner, gave evi-
dence as to the large trade between that town and Aberdeen. The
cost of a ton of goods between those towns at present was from S.
to 10s. per ton. Arbroath contained a population of 14,645.
Mr. Thom gave evidence to a similar effect.

Mr. A. Heston said, he was an extensive fisher and fish-carrier.
The exports of fish this year from Aberdeen was, of haddocks.,
3,150 tons; herrings, 2,782 tons; lobsters and crabs, 148 tons ;
pickled cod, 318 tons; dried cod, 170 tons; and periwinkles, 300
tons. He thought that if they had a railway formed, a great por.
tion would be carried along it.
Captain Barclay, of Ury, the celebrated pedestrian, deposed that
this line would be of the greatest service to that part of the kingdom,
as it would accommodate both the coast and the interior.

Mr. Marshall here put in the traffic tables, which, after specifying
the details of traffic, receipts, &c., presented a general result of
receipts from passengers, 43,1611.; from goods, $8,679/.; total,
81,840/.
Mr. Walker, Superintendent of the Aberdeen Market, said he
had the charge of the taking of the passengers' traffic. He had
examined the tables of Mr. Marshall, and was satisfied they were
perfectly correct. The number of steamers plying southward of
Aberdeen were eight, two going to London, one to Newcastle, one
to Dundee, and the remainder to Leith. He thought the great
bulk of the passengers who went by this means would go by this
line, as the present mode of travelling was very uncertain, and they
were very often detained at Aberdeen. . . _

Mr. Gibb, the engineer of the line, said he had been
an engineer for twenty years. He was first instructed
to survey for this line in 1844. At that time the
Dundee and Arbroath was formed and in operation. He
had surveyed several lines to ascertain which was the best, and came
to the conclusion that this was, both as it regarded gradients, and
the accommodation of the inhabitants of the country between the
two termini. The estimate of the line, including stations, was
about 15,0001. per mile. This was much less than if he had gone
by the coast from Stonehaven to Montrose. The cuttings would
have been much severer, and this induced him to go by Lawrence.
kirk, through the How of the Stearns. The line started from
Market-street, Aberdeen, and about 100 feet from the Post office,
and about the same distance from the principal street, Union street.
It was nearly on a level with that street. The station was
close to the harbour and docks, and there was to be a
goods terminus there. The line, after leaving Aberdeen,
crossed the river Dee at Palmuir, and went on by the coast to
Stonehaven, and from thence into the interior part of Lawrence-
kirk, and terminating near to Froikheim. There were three
branches to be made in connexion with the main branch ; one to
Froikheim, one to Brechin, and one to Montrose. The average
gradients were 1 in 169, and the steepest gradient lin 100. The
cost of the line he estimated at 830,0001. The cost of the land
was 57,0001.; the cost of the. cuttings, at Is. 21d. per cubit yard,
was upwards of 257,0001., being for 4,292,287 yards; the embank-
ments, viaducts, &c. 113,4751. 18s. 7d., being for 3,529,220
yards ; the bridges would cost 27,1451. 7s. ; the culverts and
drains 4,4211. 95.; the rails and sleepers 157,2641. 165.;
the stations, warehouses, &c., 75,954 ; contingencies 73,0001.
There were no engineering difficulties on the line; no
tunnels, and only one road crossed on the level. The estimated
annual charge was 33 per cent. on the income. The gradient of
i in 100 was about one-fourteenth of the whole line, or about
eight miles. The railway was in length—main line, 48 miles
103 yards; b;•anches, to:Froikheirn, 1 mile 1,547 yards; to Brechin,
3 miles 882 yards; to Montrose, 3 miles 169 yards.
The Committee thetl adjourned.