The Sun.
London, England, 1845-06-07 00:00:00

GROUP 88.

WATERFORD, 'WEXFORD, WICKLOW.S.mI
DUBLIN RAILWAY.
_ _

- -
The Committee assembled to-day at eleven o'clock, Mr. Col-
quhoun in the chair, when the evidence was resumed.
Mr. Brunel, the civil engineer, was the first witness called. 1k
said he was the engineer of the Great Western and and Bristoi
and Exeter Companies. If completed it would, in his opinion, he of
the greatest advantage in connecting the south of Ireland with
South Wales. The points which had been named, Fishgnarit in
Wales, and that at which the railway terminated, near to %\ ox-
ford, he considered well adapted to secure that connexion. The
Company for the line was already formed, the necessary
capital subscribed, and application would be made lar
a Bill in the next session of Parliament. The im-
provements contemplated i❑ the harbour of Wexford were
such as would make it an excellent packet-station. That was
part of the Company's plan. The project was very well supported
by Irish interests. He did not know sufficient to say how far the
trade of Carlow was capable of supporting an independent line.
The branch line proposed would give Carlow two exporting har-
bours, Waterford and Wexford.

To Mr. TALBOT—The South Wales line is proposed to cross the
Severn. The Lords of the Admiralty had withheld their consent
to the bridge being formed at the point now proposed to be crossed,
but that would not render the scheme impracticable, as the Severn
could be crossed at Gloucester, or some other part.

Mr. Saunders, secretary to the Great Western Company, wah
examined as to certain correspondence which had passed betwecu
him and the agent of the Carlow and Wexford Company.
Mr. Bretton, assistant to Mr. Brunel, was examined relative to
the cuttings and embankmezits in the Wexford and Carlow line,
in which he pointed out certain serious discrepancies in the state.
ment of Sir John M'Niell, and the actual facts as taken by himself.
This closed the case for this project, when
Mr. MURPHY replied at some length to the evidence adduced,
and in behalf of the' Wexford and Carlow line.

The room was then cleared, and after an hour and a half's con•
sultation, the Committee decided that the preamble of the Wex,
ford and Carlow Bill was not proved.

The CIIAIRMA N gave, as the grounds of the decision, that it wa
not advisable to sanction any railway until such time as the har-
bour of Wexford was sufficiently improved to accommodate the
traffic.

The Committee then broke up, having disposed of its business,

GROUP F.

The Committee met at eleven o'clock this day, in Room No. I
the Right Hon. F. Shaw, in the chair.

OXFORD AND RUGBY RAILWAY BILL.
Immediately on the assembling of the Committee, the room
was cleared.

On the re-admission of parties,
The Ca►IRMLN said the Committee haft come to a vote, binding
the parties promoting the Oxford and Rugby line to insert a
clause in their Bill that after five years, provided it should be
recommended by the Board of Trade, they shall lay down the nar-
row gauge in addition to the broad guage now granted.
Mr. YEN/ALES, for the promoters, then drew up a clause in
accordance with the decision of the Committee.
The other clauses were then agreed to, and the schedule
having been gone through, the Bill was disposed of, aid tlu.
Chairman will report accordingly.

The remaining clauses in this Bill were agreed to withou
alteration.

THE LONDON, WORCESTER, AND WOL-
VERHAMPTON RAILWAY.

A clause, authorising the Birmingham and Gloucester Company
to have free use of the promoters' line between Abbotswood and
Stoke, at a charge of 50 per cent. on the traffic brought on the line,
was then proposed.

Mr. HUDSON thought the Committee should not give the pro-
moters more than forty per cent. for the accommodation. He
really was of opinion that the Birmingham and Gloucester Com-
pany should be allowed sixty per cent, profit on their traffic, and
that forty per cent. was more than sufficient for the promoters.
He hoped the Committee would adopt his equitable suggestion.
The clause, as proposed, was agreed to, with the addition that
the promoters should allow a passenger station.

Mr. ALLEN, for the proprietors of the lower portion of the
River Haven navigation, proposed that as the promoters would
not agree to construct bridges at sixty feet elevation, they should
pay a compensation of 4001. a year.
The CHAIRMAN thought the elevation claimed would prevent
the construction of that portion of the line. He was entirely
against swivel bridges on public grounds.
Mr. TWALLS said he was instructed to offer 4001. and all the
expenses of the opposition ; the promoters could not, however,
agree to a compensation in perpetuity.
The proposition was not agreed to, but after a private conference
of the parties, an arrangement was come to, and the opposition
withdrawn.

Mr. ALLEN, on the part of the Rev. Mr. Winter, claimed a de.
viation of 400 yards of the line from that gentleman's property.
The CHAIRMAN thought the deviation too great.
Mr. CRIPPS said they would agree to pay a compensation.
Mr. ALLEN would not accept of that.

The conversation then dropped, and the schedule having been
gone through the room was cleared for the consideration of the
report.

After an hour's absence parties were re.admitted, but no an.
nouncement was made from the chair; it was, however, understood
that the report w,,s adopted.
The Committee then separated.

Now that the proceedings in this group arc brought to a termi.
o not be out of place to observe that the broad
,g iuge
parties have pursued a most politic course in the disposal of their
nation it may
Wherever an amendment was proposed by the opposing
parties, or a new clause claimed giving advantage to their oppo-
nents on the grounds of accommodation for their traffic, this
oourse must go far to disarm the opposition on the third reading
of the Bill, inasmuch as they the promoters have given all
claims, save where, in fact, the claim did not amount to a surren-
der of the rights and privileges of the Bill passed by the Committee,
after on: of the most arduous struggles for the time, and the most
patient hearing, ever remembered its Committee proceedings.
Too much praise connot be given to the Iron. Members who
composed the Committee, for their urbanity and great discrimina.
tion of the various points at issue in this most protracted inquiry.

GROUP FF.
EDINZURCH AND NORTHERN LINE.
The Select Committee reassembled at twelve o'clock this morn-
ing, after a two days, recess, and proceeded with the negative evi-
dence in the case of the Edinburgh and Northern Railway.
Mr. CRAWFORD. intimated that several petitioners had withdrawn
ttlf,'lr opposition to this Bill, and that arrangements had been made
with the borough of Dysart and the trustees of Dysart Churc4.
Mr. WHATELEY admitted that a liberal offer had brew wiade le
the trustees of Dysart Church, but Lord Itosstyo, who was the cr.:o
trustee of the establishment, was not inclined i! *OOO, It. He

The room was cleared, and the Committee having 'consulted
togeti,er for a few minutes, the parties were re-admitted, when
The CHAIRMAN said the Committee had determined to admit such
eb.iticuce.

After a witness had been called to prove formerly the existence
of the competing Company, the room was again cleared to enable
the Committee to re-consider their decision. After remaining in
Con;ultation far upwards of half an hour, strangers were re.ad-
mitteti, when it was intimated that the Committee had confirmed
their former decision.

Mr. Duglas, the agent of the line ail; Queensferry, proved that
the company had been formed in the regular manner. The capital
amotinted to 80%1,000/ , and depoPits had been paid upon ail the
allotted shares.

Mr. Sergeant BELLASIS cross-examined the witness with a view
of showing that the real parties opposing the railway before the
Committee was the Edinburgh and Perth Company. The ex.
reuses, the witness admitted, were paid by the Company.
Mr. Sergeant BELL...ma again raised the point of locus stanch,
and contended that the Company had no right to appear there. It
was diametrically opposed to all precedent to allow a rival Com-
pany, which was not before Parliament, to back up the landholders'
opposition.

MC6iirS. AYTON, Wnimetsr, and CLARICE urged that they had
a perfect right to avail themselves of the evidence of the parties
getting up the rival line, and dented that it was contrary to all
precedent.

The room rag then cleared for the third time, and the Committee
having consulted for a few minutes, the parties were called in and
informed that the Committee had decided that no further evidence
should be taken respecting the Queensferry Company, and the
counsel for the opposition should confine themselves to evidence
against the proposed railway.

The Committee then adjourned till te.morrow at twelve o'clock.

GROUP GG.
GLASGOW JUNCTION RAILWAY.

The Committee, consisting of Mr. Evans (Chairman), Mr. P. S.
Miles, Lord Grimstone, Mr. Muntz, and Mr. Newdegate, met at
twelve, at the Sessions.house, Westminster.

A long discussion took place, and Mr. Bannatyne, a law agent.
Glasgow, was examined with reference to the question of whether
the project had received the sanction of the Incorporated Com-
panies of the Edinburgh and Glasgow, and Glasgow, Kilmarnock,
and Ayr Railways. Mr. Bannatyne said that he had caused
a strict search to be made in the journal and other offices of the
House of Commons for the petitions, with the corporate seals of the
companies attached, presented to the House of Commons, praying
for leave to bring in this Junction Bill. By some unfortunate rnis.
take, however, they had been mislaid and could not be found.
The witness was cross-examined by Mr. Sergeant Wranghani and
by Mr. Hope, with the view of showing that the majority of the
proprietors in those lines were opposed to the project. Mr.
Bannatyne reiterated again and again that the petitions emanated
from companies, and had received the sanction of their seals. Even
after the project had received the sanction of the House of
Commons it would be necessary to receive the assent of three-
fifths of the proprietary, called at a special general meeting,
fur that purpose, before it could be taken before the House of

Mr. Hops contended that the sanction of the shareholders bad
not been given to the present project, and that as the allegation in
the preamble was therefore unfounded, the Bill should be thrown
out.

Mr. littoraan rejoined, and the room was cleared

After some time strangers were admitted, when
The CHAIRMAN said, that the Committee had determined that
the evidence adduced on the disputed point was not satisfactory,
but they also had agreed to hear the rest of the case, and take
further evidence as to the sanction of the proprietary, after the
17th instant.

Mr. HOPE then cross.examined Mr. Miller, C.E., who did not,
however, add anything to, his examination in chief, reported yes-
tertlay.

The Committee then passed thepreamble of the Cumnock Branch
Railway, and afterwards adjourned.

GROUP K.
THE NORWICH AND BRANDON RAILWAY,
This Committee resumed this morning by the examination of
witnesses on behalf of the promoters of the Bill. Lord Sandon in
the chair.
Mr. John Edward Lacon, examined by Mr. ANDREWS, Q.C.,
briefly deposed to the accuracy of the traffic and distance tables, mid
the feeling of the town of Yarmouth, as evinced by the meetings
held there being in favour of the Norwich and Brandon line.
Cross-examined by Mr. CALVERT—The price of coals at Yar.
mouth is his. a ton ; the cost of carriage from the north to va.
mouth is 7s: a ton; the pier dues 7d. a ton, and the corpOtr:tiou
dues 2d. a ton; the price, therefore, in the north being about Bs.
or 9s. a ton. A line which would connect the colliers with the
consuming districts of Norwich would be very valuable to the latter.
Mr. James Dunn put in the distance tables, whie.i stated the
distance from Derelisin to Bury, via Attleborough P.nd Dim, to be
504 miles; ria Thetford, 441; through NorwiclA and Diss, 57
Brandon and Ely, 651 ; from London to Catnt,:"nige, 6St ; and to
Bury by Lynn and Ely, 67.
Mr. Fuller Coker, examined by Mr. G tan'ex—ls a builder, resi-
dent at Shipton, employing upwards of 150 or 200 men. His
trade is considerably impeded from a want of facilities of transit.
Usually purchases his bui'ding materials at London or Yarmouth,
bringing them to Shipton by Norwich. If the Wyndham and
Dereham line were completed, it would afford considerable ac-
commodation to Shipton, with a population of 1,861 souls; as
also to fourteen surrounding parishes, comprehending a population
of 7,500. Heavy goods from London to Shipton cost 40s. a tan
by water, and about 10s. a ton by land carriage.
William Chamberlain, examined by Mr. GIRDINIS an exten-
sive cattle.dealer near Shipdam, from which market the majority of
the neighbouring districts are supplied, but the want of speedy
transit seriously injures the traffic there.
Cross.examined by Mr. CALVERT—The market of Shirdam sells
about 150 or 160 head of cattle each six months, the greater pro-
portion of which finds its tray to London.
_ _

Mr. Saunders, examined by Mr. Clant:N—ls a solicitor and
millowner, at Cou!sham. 4,075 sacks of flour is annually sold,
within a circuit of ten miles in that district. The trade would be
considerably increased by better facilities for transit being afforded
them with Dereham.
The Marquis of Hastings, examined by Mr. Gat nEiv—llis seat of
tlsepton-Cnnstablis is about twelve miles distant from Dereham, thirty
from Lynn, and ten trout Blakeney. He was formerly Member for
he western division of the county of Norfolk, and is perfectly ac-
(-maimed with the neighbourhood of Dereham, Thetford, Wyndham,
tS:e. Taking into consideration the profits of the branch to Dereham
and the Norwich direct, regards the Wyndham and Dereham line
as by far the preferable, even should its adoption cause a delay of
ten or twelve »Untites in the arrival of the trains at Norwich.' The
,latute of the country directly north of Dereham is more than
rdinarily productive; but those fine agricultural districts, front
want of a ready connexion with the metropolitan markets, re-
main comparatively undeveloped. For them the beat
line would have been one from Wells to Thetford ;
but for the other end of the county a line would be wholly use.
less. Is thoroughly conversant with the district traversed by the
railway between Hunningham and Norwich ; it is rather light, but
the productiveness of land materially depends upon the conduct of
the farmers.—(A laugh.)
Cross-examined by Mr. CA LYERT—Knows Mr. Goueh, a farmer,
residing near Hunningham, than whom few farm more extensively
ni the county. In stating his opinion of the merits of the re..

ipective lines, he has bean chiefly considering the most rapid
'means of conveyance between East Derehain and London.

By the CHAIRMAN—A lime from ♦ells to East Dereitaza

would, of all others, confer the greatest advantages on the die.
tricts. A communication with London would be far more valu-
..

able than one with Norwich

By Mr. CORDEN—The road between Wells and Thetford is both
direct and important, a considerable through traffic to London
paring daily over it.
By Mr. RICARDO—The inhabitants about Dereham would prefer
A longer route to Norwich, if coupled with a line to London, than
a more direct communication with the former, while the metropolis
was unsatisfactorily connected.
Mr. Tingcy, examined by Mr. GIRDEN-11 a:farmer and grazier
residing a short distance from Wyndham, and proprietor of The
Harding mills, fourteen miles from that town. The greatest diffi-
culties of transit are now experienced in those districts, and the
most serious disadvantages result to the traffic, and depreciate the
saluc of produce.
Mr. Neave, a gentleman farming seven hundred acres in the
neighbourhoods of Wyndham and Dereham, gave similar evidence
respecting the great need and prospective advantages of railway ac-
commodation to those towns.

The Ilev. Temple Frere, examined by Mr. Ara:airs, Q.C.—ls a
tragic
forming
resident at Itoydon, within a mile of Hiss. He and his family are
considerable landowners in that district. The Dies and Attlebo...
ri:f woul
thedw
whcooi fercco.,gimnrebt
raryti iu advantagesutii)3atdNi
I.(o)teri
tiitcolhni
by raftc an
and otherd
th
dge,
important towns. He presided at a meeting of the
iuhabirauts
through Diss, thtlebotherou(glitrielicrtanichl7, bteoinglPbelicrhe
e
the preference was given to the latter by a majority of
fanld:):;js
DwiehscanudboAt
tine to one. He therefore supported that which he felt convinced
would be most advantageous to the inhabitants generally,
though the other line wolild be far more beneficial
to himself individual/y, passing as it would through
nine parishes in which he and his brother possessed property to an
amount of 4,0001. or 5,000/. a year.
Mr. JAMES,
„Q.C., was about to cross-examine this witness,
when it was objected by
sir. GinorN, that the Learned Counsel had no locus slandi to
oppose the branch in question, appearing, as lie did, for a scheme
ini:!onnected with it.
Mr. Jamr.s offered to desist, if Mr. (lirden agreesl to omit the
consideration of the intercourse on the Dies and Attleborougia
blanch, i.i making up his traffic tables for the whole line.
Mr. CHOWN declined to give this concession, and the right of
Mr. James to appear was admitted.
The witness was accordingly cross-examined by Mr. JINIEs,
—'The present accommodation is very unsatisfactory. A con.
flexion wit), Norwich would be advantageous, as also one to Ips-
wich. Tile inhabitants would have no objection to bath.
Cross-examined by Mr. Itonw r. 1.1 —lteinembers perfectly the
ploceedingc of the meeting held at Digs. Does not think a motion
was carried in favour of the direct line to London through Ipswich.. The Learned Counsel then put into the witness's hand the fol-
lowing resolution :

.
" That it is the opinion of this meeting, that the proposed Jkie
from Norwich, Ely Attleborough to Diss, and from Disc to Lotraon
by Brandon, :sill not establish, to the satisfaction of the jrala-
bitants of this locality, the railway communication between
Norwich, Diss, and London, and that the inhabitants of this
neighbourhood will be most essentially benefited bj a line of rail-
way t unnitla through Ipswich to London."
--•"

...
Wibiess (in continuatim;)—Believes that that resolution, moved
by :Nit. Cupiss, and seconded by Mr. Dyson, was carried unani.
mo.usly.

The Speaker was here annwstaact4 it prayer., and the Committee
adjourned till Monday next, .

r-
,1.101.11)
I'X'Vrat"din OIA AND BURY MINE.
'.74"'""rt-ee resumed at the usual hour, Sir C. Lemon in
417* k hair.
Th-

cross-examination of Mr. Thompson, the engineer, was

continued by Mr. Sergeant BE.t.tasts, but nothing in the least
degree interesting was elicited, there being nothing but dry and
uninteresting topographical details and arithmetical cal ulationg.

Old net, however, propose to put in further opposition in favour •
that Noble Lord against the Bin. The Learned Counsel tben
proceeded to enumerate the objections of his clients
to the Bill. He said the Edinburgh and Northern
Railway would avoid a number of important coal-fields in
Forfarshire ; but the Edinburgh and Perth line, which must be
causidered as the alternative railway in this instance, would open
up these great fields, and have the beneficial effect of materially
increasing the coal trade ef the district. Another objection to the
Edinburgh and Northern Railway was the inconvenience of the
llurntisland Ferry, where one portion of the railway would have
t 3 terminate. At some periods of the year that ferry was wholly
impassable, and at others it was partially intercepted by
idoural causes. The same objections, however, could not
apply to Queensferry, because at this point the river
at all times and at all seasons was easily passable, and
it was by this route that the promoters of the Edinburgh and
Perth Railway proposed to carry the line. It was clear, therefore,
the Edinburgh and Perth line would afford more advantages to the
public than the Edinburgh and Northern Railway, and as the pro-
grew= oft he latter would very extensively and ruthlessly interfere
with private rights and private property, he called upon the Corn-
uiittee negative the preamble to the Bill for authorising its con-

The Committee was afterwards addressed at great length by Mr.
Seig, ant WRANGHAW, on behalf of several landholders in the
county £;f Fife, who opposed the railway upon precisely similar
grounds to that of 'Mr. Whateley's clients.
Ihe Learned SERGEANT then proposed to put in evidence to
prove that the Edinbu►gh and Perth Railway was the better one of
the two lines; hut

Mr. S.rgeant BELLACIS objected to this course, contending that
the Edinburgh and Perth Railway had us !ores slandi in the Cont.
inittee.

Mr. John Bernard Hartley was, with his father, engineer to the railway, and those which now sold for 38s. or 401. a ton could be
new Liverpool docks. New docks were in course of construction supplied at 325. a ton.
under the Bilt of last year. The plans are in preparation for lay- Mr. Chitty, proprietor of a water bone-mill, at Leatherhead,
log down rails along the docks. Agrei.d with Mr. Thompson in stated that he had about 300 tons a-year, which cost him 12s. 9d.
thinking the connexion between the projected line and the docks a ton for carriage-3s. from the Borough to Nine.elms, 2s. 9d. by
simple and feasible. Slips were in course of construction for rail to Kingston, and 7s. a ton thence to Leatherhead. He thought
landing cattle at the docks. Considered the course proposed by that more bark was sent to Bermondsey from that neighbourhood
Mr. Thompson for shipping cattle advantageous. The " hoist" than all England put together, it might be from 7,000 to 10,000
proposed would answer all the purposes of shifting the coals from tons a year. A great number of hides were sent to him from
the stages into the holds of the vessels in the docks beneath. London, and he was obliged to send for them himself in conse-
Mr. John Raslig, civil engineer, stated that he had examined quence of being eleven miles from any railway. There were about
the country traversed by the proposed line, and the branches fifteen toes of grocery goods a week sent to Leatherhead, which
of it, and his opinion was that, in an engineering point of cost 20s. a ton, while by the atmospheric line they would get them
view, the line bad been judiciously laid out to suit the cha- for 16s. 6d. a ton, and in coals alone they would save 10s.
racier of the country. Had examined the estimate of the a toe. For all purposes the terminus at London-bridge
expenses of the railway, and thought they were ample for all pur. ; would be most convenient especially for business purposes, and
poses. There were no engineering difficulties on this line. There unless they got this line he must give up the whole of his busi.
were two gradients in the line; one of them was lin 97, and the ness, for he could not compete with any person who had the ad-
other lin9o ; but three would be no difficulty in working the en- vantage of railway communication within one hundred miles of
gine along them. There were two gradients, 1 in 87 and lin 97, London.
along the Liverpool and Manchester line, and a gradient of lin 80 Mr. ELLIS, proprietor of a large water-mill at Peteham, near
along the Bolton and Leigh line. There were no objectionable Leatherhead, stated that he sent from eighty to ninety sacks of
curves On the line. The railway running along the docks would flour weekly to London, and the saving to him in carriage of the
be particularly advantageous, and so would the elevation at the ter. proposed line would be 3801. a year in flour alone. The trade at
minus. The line would pass through an excellent coal-field, Leatherhead had declined, and the only chance of its recovery was
which would be highly beneficial to the agricultural and manufactur- the formation of this line. In addition to this flour he had three
ing population of these districts. hundred tons of corn in which he should effect a saving.
Mr. George Leather, an engineer, corroborated the evidence of Mr. Crafts, formerly a coach proprietor at Petersfield, said that
the last witness in every respect. in 1836 and 1837 there were 17 coaches and two mails went
Mr. John Hawkshawe, an engineer, bad been engaged in laying through the town daily, making 122 journeys, and carrying nine
down and completing several railways. Knew the country which passengers each journey. There were above 100 pairs of horses
would be traversed by the proposed line, and thought the ►ine had employed in posting between Godalming and Portsmouth. Their
been judiciously selected. There were no engineering difficulties duty would average about ten miles a day. They had received
on it. The curves and gradients were favourable, with one or about 3,6001. a year for coach parcels, and of fish especially there
two trifling exceptions. Thought Mr. Thompson's estimates fully was a very large quantity carried from Portsmouth, as much, he
sufficient to cover all expenses. would say, as would return 14,0001. a year. They also at that
Cross-examined by Mr. BRAND—The Wigan coal.fields were time bad a great traffic with the Isle of Wight; but the trade had
at present traversed by the Leeds and Liverpool Canal, but the greatly decreased since the opening of the South-Western Railway.
route of the canal was very circuitous, and it got out of the coal- This concluded the evidence for the traffic and produce on the
held as soon as it could.—(Laughter.) line.
Mr. Dangan gave confirmatory evidence. He was ready to corn..
plete the proposed lineon the estimate furnished by Mr. Thompson.
Mr. Wightman had examined the line of the projected railway
in Liverpool, and the value of the land and loss occasioned by
pulling down buildings would be 102,1761.
Mr. Picton, architectural surveyor, corroborated the testimony
of the last witness

Mr. Joseph Darlington, a land agent and valuer, residing near
Wigan—The •alue of the land and buildings on the main line in
the neighbourhood of Wigan was 20,3981. I6s. 2d., and at the
Ormskirk branch 2,9491. 9s. 0; d.
Mr. Jelin Herand said petitions had been presented from
Liverpool, Bolton, Wigan, and Bury, in favour of the projected
line, signed by 44,298 persons, comprising some of the first mer-
chants in Liverpool and the other towns ; also numerous peti-
tions from Irish towns and cities--Waterford, Newry, Clomnel,
and other places.
Cross-examined by Mr. BRANDT—Was Secretary to the Corn.
puny, and was in some manner instrumental in getting up the pe-
titions, but did not canvass for signatures.
With the exception of some formal evidence, the case for the
promoters of the line closed, and the Committee adjourned.

HORSHAM BRANCH RAILWAY.

The Committee on Group L took this line, which is an extension
of the Brighton line intermediately, as it was unpposed.
Mr. Rastrick, the engineer to the Brighton Railway, stated
that the proposed line was a very easy one, the steepest gradient
being 1 in 132 for the distance of a mile, and the smallest curve
bad a radius of 20 chains. The line commenced at the Three_
bridge, station on the Brighton line, about 99 miles from London, the
total length of the line being eight miles and three furlongs.
There were no engineering difficulties, no tunnels, deep cuttings,
or high embankments. Six parish roads and two turnpike roads
would be crossed on the level. The estimated cost was 100,0001. The
earthworks would be 12,2051. 7s. ; bridges, 14,750/. ; the per-
manent way, 27,838/. 15s. ; stations, signals, &c., 6,590/. ; con.
tingent expenses, 9,9761. 15s. ; making the whole engineering
cost 76,422/. The land was valued at 12,700/. by Mr. Driver,
thus leaving 10,878/, surplus.
Mr. Driver stated that he had surveyed the line, and that the
valuation was amply sufficient.

Mr. Mangridge stated that the number of passengers anticipated
was 88,076 annually.

Mr. Sutton, Parliamentary agent of the Company, stated the pro-
posed capital was 100,0004, of which the Brighton Company were
entitled to raise 33,0001. by load.; the shares were all taken, and the
required deposits had been paid.

The preamble was then prayed, and the Committee went
through several of the clauses, but the Committee requiring some
regulation of the tolls, adjourned the consideration of the remainder
till to-morrow at twelve o'clock.

GROUP LL.
THE LONDON AND SOUTH-WESTERN
RAILWAY EXTENSION.

The Committee on this group continued this morning to hear
evidence in favour of this extension.

Messrs. Chapman, Rowland Hill, Chadwick, and Flower were
examined. Their evidence corroborated that which has been given
by former witnesses, showing the eligibity of placing the terminus
of this line of railway near the access to Hungerford.bridge, and
the inconvenience arising from having the terminus at Nine.elms.
At four o'clock the Committee adjourned till tomorrow,

GROUP N.
SOUTH DEVON AND TAVISTOCK
RAILWAY.

Mr. Sergeant KINOLAKE briefly opened the case on the part of
the promoters. The object of the Bill was to enable the South
Devon Company, which is laid down for atmospheric traction, to
construct a branch of 13 miles in length from Crab.tree Marsh,
two miles from Plymouth, to Tavistock, and to construct branches
from Lairy.green to Sutton Pool, of a little snore than a mile in
length ; and from Plymouth to New Passage, of a mile and a half
in length; and to extend the branch line from Plymouth to Millbay,
at Stonehouse. Those lines were to be worked by atmospheric
power, the gradients on the Tavistock branch being impracticable
by locomotion. The wants of all those districts would be accommo.
dated by the proposed line and branches. The proposed station at
Eldad was to be abandoned, and erected in Union-street, Plymouth,
and would offer greater facilities than the former to the three towns,
Plymouth, Devonport, and Stonehouse.

Mr. PEACOCK and Mr. BRAMWELL appeared on behalf of Alder.
man Johnson, who has petitioned against the line on the ground
that twelve months ago the South Devon Ccmpany gave notice
that they should require the Dartmoor and Plymouth Railway,
which runs from Plymouth to the granite quarries, for the pur.
pose of forming a portion of their line, whereas they had
applied for powers to construct their line in the same direction,
but in no way connected with that line, to its serious injury.
Mr. Whiteford, solicitor to the South Devon Company, gave
evidence with respect to the amount of traffic likely to go by the
lines, and as to the advantages which would accrue from them to
the towns with which they would be connected.

Mr. Pearce, a surgeon of forty years' standing, considered that
the branch to that town would be of great convenience to the in.
habitants, and for the better and more rapid conveyance of mer-
chandise.

Mr. Symonds, a farmer and land-surveyor, and well acquainted
with the country through which the line would pass, had esti.
mated the land required for the lavistock branch at ninety-two
acres and a-half, and at the value of 9,2501. For the line to
New Passage 8,0001.

As Mr. Brunel's evidence could not be obtained to-day, the fur-
ther consideration of the line was postponed until Monday.
The Committee then proceeded with the
TAVISTOCK AND LAUNCESTON LINE,
which is proposed to form a junction with the last line. It was
unopposed. It will be thirteen miles in length, and will be worked
by atmospheric traction. Launceston, which is situated in the
centre of an extensive agricultural district, is a town of consider-
able importance, and has a population of 6,000.
Mr. Gurney, the solicitor to the Company, residing at Launces-
ton, gave evidence as to the wants of the district through which the
line would pass. The traffic was considerable, more particularly
the agricultural produce. The mode of conveyance at present was
most imperfect and tedious, and the railway would be a great deside-
ratum to the district.

Other evidence was adduced to bear out these opinions, and the
Committee adjourned until Monday.

GROUP P.
NEWPOR,T AND PONTYPOOL.

On the re-assembling of the Committee this morning, at twelve

o'clock,

Sir T. PHILLIPS addressed the Committee on the railway tolls,
and laid a tabular statement of the whole expenses of the railway,
with its contemplated improvements, kefore them. The expense
of the new railway would be 120,0001., and improvements would
cost 40,0001. The original capital of the Company was 240,0001.
The amount of debts was 41,8371., making a total of 441,8371.
A sum of money, amounting to 39,0001., had been borrowed, and
the gross total of capital, speaking in round numbers,
about 500,0001. The present price of the shares in the
market would be worth 200,0001. more. The income of
the railway derived from the carriage of iron at lad. per
ton, tin at Id., and coal at Id. per ton, would be 4,1831. 95.,
and from passengers the gross amount would be 2,9951. 45., from
which 40 ocr cent. being deducted for working expenses, a net
annual income of 5,9801. 15s. would be the result.

Mr. KEATING called Mr. Barber, who denosed generally as to the
probable revenue which wculd result from the Newport and Pon.
typool line. When made, it was estimated at about 30,0001. The
witness also showed the superiority of the proposed new line over
the Taff Vale Railway.

Mr. Brown and Mx. Cartwright gave evidence as to the compa.
rative rates of tolls of the two lines.
Counsel having addressed the Committee on the tolls clause of
the Newport and Pontypool Railway, the Committee adjourned till
twelve to-morrow.

GROUP R.
BUZ-MAME AND rarNxszcxmLzrz.

The Committee assembled at twelve o'clock, and resumed the
exannnatlon of witnesses, Mr. Gibson Craig in the chair.
Sir John M`Niell, civil engineer, examined, said that the pre.
sent line would form a good communication between the north-
west of Ireland and the city of Dublin, and was part of a plan
which was to be carried forward to Sligo. He was now engaged
in making plans for the extension of the line from Enniskillen to
Sligo. His calculations, however, of traffic had nothing whatever
to ao with the success or failure of the extension of the plan.
There were no planes so steep as to require an assistant engine,
unless for very heavy trains. The severest gradient was one
in 102. There was a station on the top of that
plane. There were no peculiar engineering difficulties, or
tunnels, or viaducts. The entire length of the line was
upwards of 62 miles. It crossed no navigable river, but it
crossed the Ulster Canal once. The canal was crossed at an eleva.
tian of 17 feet, and would not be at all impeded in its navigation.
The gradients, with the exception of the one he had named, were
of the most favourable character. There were several roads
crossed upon the level, but they were at places and ever highways
where the public would not be endangered or inconvenienced.
Nearly all of them were at stations where police would be always
in attendance, but those which were not so situated would have
police appointed to watch them. These level crossings were neces.
sary to avoid heavy embankments The deepest cutting on
the line was seventy-eight feet at the sixty-first mile-stone.
The curves were generally very good. The following were
the estimates he had made of the coat of construction :—land,
50,5111.; earthwork, 211,5061. 13s. sd. ; altering roads,
8,8991. Is. 9id.; altering the course of streams, 6921.; sliding
slopes, 7,60 V. 65. 10d.; balancing and boring, 42,1674 10s.;
altering approach to bridges, 2,6021. I6s. ; fencings, 10,0271. 10s.;
bridges, 34,0961. ; level crossings, 2,308/. ; culverts, 6,9211. lUs. ;
permanent way, 198,101/. 18s. 6d. ; stations and con-
tingencies, 89,2361. 4s. '3d. Total, 684,1441. 4s. ad. The
capital of the Company was 750,0001., which, after meeting
these items, left a considerable margin. The annual charge of
working the line he estimated at thirty per cent. on the receipts,
and after meeting that, and the interest of money borrowed at the
rate of four per cent., the receipts would leave a sufficient sum for
the shareholders.
This closed the case for the Dundalk and Enniskillen line.
The Committee, having resumed their decision, called on the
case of the

NEWRY AND ENNISKILLEN RAILWAY.
Mr. Sergeant WRANGHAN opened the case on behalf of the pro-
jectors. As the line was unopposed he would but briefly point out
the advantages of the line, and the local benefits it would
confer on the country through which it was to pass. The
line was seventy-one miles in length, and was proposed
to be taken from the town of Enniskillen to the port of Newry,
thus connecting a great interior agricultural district with an im-
portant commercial town and harbour. The Learned Gentleman
then went into the leading facts he intended to prove in evidence,
and proceeded to call witnesses on behalf of his case.

Captain Lewis, of Monighan, gave evidence as to the feelings of
the people of that county being generally in favour of this line.
Mr. Kirk, of Keady, gave evidence as to the linen trade of the
north of Ireland, and especially along the route of the proposed
line. It was in substance similar to what we gave in the report of
the same gentleman's examination on the Belfast Junction.
Mr. Corvine, timber merchant, of Newry, gave evidence as to
the trade of Newry, which he represented to be very considerable.
In comparing the freights, those of Newry were lower than those
of Dublin and Belfast, arising principally from the superiority of
the harbour.
Lord Gosford, Lord Lieutenant of the county of Armagh, gave
it as his opinion that the line would be of great service to the
county, and that it was most desirable to connect the interior with
such an important port as Newry.
The further hearing of the evidence was then postponed till
Monday

Etz.r.x.a.sT JUNCTION BILL.
The remaining clauses of this Bill were then read and agreed to,
and the Chairman instructed to report it to the House.
The Committee then adjourned till Monday, at twelve o'clock.

GROUP SS.

The Committee on this group re-assembled at the usual hour
_ _ _