The Sun.
London, England, 1845-05-30 00:00:00

PRESTON AND WYRE RAILWAY,

The first Bill gone into was the one for making the two branches
from the Preston and Wyre Railway from Fleetwood to Lytham
and Blackpool.

Mr. J. W. Nelson proved that the capital proposed to be raised
by the Bill was 50,000/. for the branches, and 50,0001. for com-
pleting the works of the Company. The Bill would also give the
Company power to raise on loan three several sums of 8,250/.,
8,2501., and 16,500/., making together 33,0001.
Mr. J. P. Bidder proved the branches proposed to be made were
to complete the communication by railway from Preston and
Fleetwood to Blackpool and Lytham, and Lytham Docks, by way
of Kirkham and Poulton. The present modes of conveyance, he
said, were inconvenient and insufficient for the necessity of the
districts.

Mr. Charles Cooper, who had calculated the traffic passing over
the route of the two branches, estimated that 55,000 passengers
would pass over the proposed branch to Lytham, and these, at an
average of Bd. each, would yield 1,833/. 6s. Bd. There would
also be 4,400 passengers, at an average of 3d. each, which would
yield 551. He estimated that the goods traffic would amount to
upwards of 1,700 tuns per annum, and the coal traffic to 1,009
tons. He would allow ISO/. for small parcels, horses, and car-
riages, and 1641. for the goods and coal. He estimated that 85,000
would pass over the Blackpool branch, which would yield an annual
income of, at an average of ss. each, 1,7701. 16s. Bd. The goods
traffic would amount to 3,000 tons, and the coal 4,000, and yield
225/. per annum. He allowed 250/. for parcels, horses, and car.
riag es.

Mr. Charles Cooper Biddle, a civil engineer, proved that there
were no engineering difficulties on either line. The severest gra-
dient on the Lytham branch was 1 in 100, and the severest curve
25 chains. The severest gradient on the Blackpool
branch was 1 in 85, and the severest curve 68 chains.
The length of the Blackpool branch would be three miles two
furlongs and nine and a half chains. The length of the Lytham
branch would be tour miles seven furlongs and sixteen chains. The
cost of construction he estimated would be 50,0001., and the work-
ing expenses 501. per cent. on the gross annual receipts of the two
lines.

The Committee then declared the preamble to be proved, and the
whole of the clauses having been agreed to with amendments, the
Chairman was directed to report the Bill.
The Committee then adjourned till twelve o'clock to.morrow.

Group A.
NORTH KENT RAILWAY.

The Committee met to-day at twelve o'clock.
Mr. Buck was the first witness examined—ls mayor of Ro-
chester. Believes that he states the feelings of most of the inha-
bitants of that city when he says they were in favour of the North
Kent line. There had been many discussions on the subject in the
corporation, and one of the objections against the South-Eastern
line was that it would cross the Medway lower down than Ro-
chester. The height of the bridges was another objection to
that line.

Cross.examined by Mr. AraxAxuan—Could not say what was
the difference of the height of the bridges on the two lines. Be-
lieved it was more than three feet. No petition had been pre.
sented by the corporation in favour of the North Kent line. It
wan supposed that the South-Eastern Company were not serious in
their undertaking. But if they were, that would not remove the
objections of the corporation.

Mr. Humphrey Wickham, of Stroud, solicitor, was next ex-
amined—Was agent to the trustees of Watts' charity. The
trustees were in favour of the North Kent.

Cross-examined by Mr. ALEXANDER—Was now an agent to
the North Kent Company ; but would not have accepted the
agency but that he apppoved of the line.

- - -
By Mr..MELLoa (for the Croydon Company)—To build a bridge
across the Medway would be very expensive.
Mr. G. Essell, solicitor to the trustees of Sir John Hawkins'
Charity, also gave evidencein favour of the North Kent line.

Cross-examined by Sir W. RIDDLE, OA the part of the trustees
of Rochester-bridge. The bridge proposed by the North Kent
would place the High-streets of Rochester and Stroud in a straight
line, as they were formerly, when the old Roman road existed.
me present bridge was somewhat higher up the river;
for the old bridge was left standing %Mist the existing one was
being built. That was necessary to avoid interrupting the traffic
on the Great Kent-road. He had the authority of Capt. Beau.
fort, hydrographer to the Admiralty, for stating that the opinion of
that distinguished officer was decidedly in favour of the North
Kent Company's bridge.
Mr. MERREWETHER. stated that he would prove to the Committee
that Captain Beaufort equally approved of the South. Eastern Com.
pany's bridge.

Mr. Smith, of Sittingbourne, gave evidence as to the wishes of
the people of that town in favour of the North Kent line.
A witness from Feversham gave similar evidence as to the state of
feeling in that place.

Mr. Sergeant SIIEE said, that although the supporters of the Bill
had a great deal of evidence of the same kind, they would not
occupy the time of the Committee any further with it, as the Com-
mittee had so often expressed the opinion that in respect to the
question of the necessity for a line, there was no difference between
the North Kent and the South-Eastern Company.

The Learned SERGEANT then called
Mr. Pare, an accountant, who produced an elaborate series of
traffic tables," of which the following is a summary :
Passengers' traffic
Goods -'6,321 5 6

Gross income £205,380 0 lOi
Deducting 50 per cent. for working materials, would leave a net
income of 102,6901. Os. 5d., or a rate of S and one.fifth per cent.
on a capital of 1,250,0001.

This gentleman was cross-examined at some length, but in
questions of cross-examination upon intricate calculations, a
newspaper report could give very little satisfacticn. It may be
sufficient to say that his main statements were not shaken. He
had been engaged in calculations of this kind many years, and he
believed that his present estimates were below the amount that
would actually be produced. Of course he did not pretend to exact-
ness. No man in suck matters could (he said) attempt more than
an approximation.

Mr. Vignoles, civil engineer, was next examined by Mr. Sergeant
SnEE—Was engineer of the North Kent Railway Company. He
was called upon nine years ago by the projectors to examine the
line, and having been brought up in that part of the country, he
was very desirous that there should be a railway. But there were
difficulties of gradients which he thought at the time could
not be overcome. There were, besides, the difficulties of
crossing Greenwich Park, Woolwich Common, and Dart-
ford Creek, which is navigable for masted vessels. His
attention was again called to the subject in the years 1840 and
1841, and then there appeared still some physical difficulties. But
having now more experience in railways, and having found that
steeper gradients could be overcome, he saw that the difficulties did
not exist. Indeed no one pretended that they did. In answer to
questions as to the probable returns, he said he was satisfied that
railway companies did not yet understand the way to make money.
They gave the least accommodation at the highest price. He found
a different plan succeeded well in Ireland, that is, upon the Dublin
and Kingston Railway. He then recommended that the fares should
be as low as possible, the accommodation as good as possible for
all classes, and the trains as frequent as possible. That was
found to be the best way of making money upon a railway. He was
then examined as to the comparative engineering merits of the
competing lines. The gradients upon the South-Eastern line
were more steep than any he had ever attempted to ascend,
whereas, upon his line, a considerable portion was horizontal—
more than one-half the gradients were one in 500, and
the " ruling gradient "—that is, the highest, and the
one by which the line was to be governed—was one in 132.

In 1841 he had several interviews with the authorities of the Ad-
miralty and the Ordnance, and there was then a positive refusal
to allow a railway to come within half a mile of the Observatory,
or to cross Greenwich Park at all. He had since, however, con-
ferred with those authorities on the subject, and they no longer ob-
jected to his plans of passing those two important points. He was
further examined in minute detail as to the comparative merits
and facilities of the two lines, and in all material respects he gave
the decided preference to the North Kent line.

The examination of this gentleman had not concluded when the
Committee adjourned, till twelve o'clock tomorrow.

Group S.

This Committee met this morning in room No. 20. Present—
Mr. S. Wortley (Chairman), Mr. Ewart, Mr. Ainsworth, and Mr.
B. Hughes.

BELFAST AND BALYMENA RAILWAY.

This Bill was recommitted, in order that certain clauses rela-
tive to the charges to be imposed on the line might be inserted.
These clauses were passed, and the Bill ordered to be reported.
Mr. Robert Bond, Mr. Haslett, late Mayor of Londonderry, and
Mr. John Manor, the preseat Mayor, gave evidence in favour of the

line.
LONDONDERRY AND ENNISKILLEN RAILWAY.
Mr. TALBOT opened the case of this railway, which was unopposed.
The line had the approbation of the landowners on the line, the
principal of whom was the Marquis of Abercorn, through whose
property the line ran for fifteen miles.
Mr. John Leatham gave evidence as to the traffic between the
termini of the proposed railway. The line was very much required.
Mr. H. Jones produced the traffic table, and Mr. Hemmings, the
Secretary to the Company, proved that the capital was 500,000/.
Sir John M`Niell, the engineer of the line, proved that the esti.
mates were reasonable. The works were not heavy, or of a dfficult
character.

This concluded the case for the Bill, and the Committee decided
hat the preamble had been proved.

The Committee then adjourned.

Group SS.

The Select Committee appointed to inquire into the merits of
the Coventry, Bedworth, and Nuneaton and Erewash Valley Rail-
way, assembled for the first time in Room No. 13. 'The Committee
consisted of Mr. David Dundas, Chairman ; Mr. Hutt, the Earl of
Listowel, the Earl of March, and Mr. Briscoe.
Some time was taken up in the discussion as to whether the
Leicester and Coventry line, being only provisionally registered,
without having lodged any plans or sections, had a Parliamentary
locus standi.
The Committee decided they could not be heard.
THE COVENTRY, BEDWORTH, AND NUNEATON
RAILWAY.
Mr. CALVERT then proceeded to open the case for the promoters
of the Coventy, Bedworth, and Nuneaton Railway. He reminded
the Committee that the principal trade of Coventry consisted of
ribbon and leather manufactures, which were chiefly conducted
by what were called undertakers, who purchased the raw material in
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