The Sun.
London, England, 1845-06-09 00:00:00

tbirb Vaillttton

SUN OFFICE, Seven o'Clock.

LAVAY COMMITFEES
(Tills DAY.)

GROUP A.
LOkD'lXr+ C7IATHAIrT, AND NORTH RENT
stilt, As LINE.
.qt j EXANDUR stated that he appeared there on the part of a
Sits,te'4 "n Rose Baker and other landowners, whose land would be
house
witr, with by the proposed line, for ten successive miles. The
'k . d er WAS
B but fifty yards from the proposed line.
gcant SULA objected to Mr. Alexander's stating the case
Eia gist reading the petition. The complaint now made
estssi,.rned Friend was not stated in the petition, and no such
ii.7nt ought to be made.
to
xaNnErt said that Mr. Sergeant Shea's conduct was
lial(riv Sergeant SHEA persisted In his objection, which, however,
!r tiled by the Committee.
ithin..4LeXaxisait then stated that the proposed lino passedd
Itseriia..ftY Yards of Mr. Baker's house, and cut off his garden and
,5151
,‘,.°°t-builelings, doing also great damage to the property of s
*osi(i'llons in the neighbourhood. The South. Eastern Railway
Paaa through some part of Mr. Baker's land, but instead of
Null near his house it would go across the marshes, while the
fin' and. North Kent line would pass through arable land.
eßsander then called
!land at
Baker, who stated that be was the owner of 9.2.8 acreskf
',des, the villiage of Chalk, and proved the facts stated by r.
Os h'e.r.
et% e'ng cross-examined by Mr. Sergeant SHEA, he stated that
tr
41etnon and Legg, two of the petitioners, were not owners
aoG ten Part
of the land through which the line would pass, being
AH, tbs.' 14rd Darnley. The petition had been drawn up by Mr.
tt\- e attorney to the South-Eastern line. This line (the North
cross six Parish roads, and the South. Eastern eight.
milar:r°
own, 4 landowner from the same neighbourhood, gave
14°Pekrttir4ence as to the injury the North Kent line would do his
4tio4.s Neant
Situ said that this was clearly a case for compen-
kr,,,,Jl in answer to
'l4(fisi tIANER. the witness said that no compensation would
othe
era to reconcile him to the injury to his estate.
Wrest• r landowner
s and petitioners were examined to the same
tkAll of
"4Sostht:',Ne witnesses expressed strong opinions in preference of
k totem to the North-Kent line.
a. JAN, 'l44eßwrrniza then called
Itintbo .`uaaell, foreman to Mr. E. Smith, a paper-mak.er, at
hes, °Me, who t
ist: Of the s ated that the proposed line passedwithin fifty
thedei factory of his employer. The witness then entered
-,:hearik•al'a of injury likely to be done to Mr. Smith's business
44str, 41.-14 of steam-engines near the mills.
Si (I°atierirlaNbert then stated the case of Sir John Fagg, who is a
15,1 N,, at Chilham and called several witnesses to prove that
7 the be,crossed by the proposed line, being already crossed
kr,
g 4 rd and Canterbury.
'tbrsetitiaanwernea then went through the cas. e of several
t51„„r• e:nets, and called several witnesses on their behalf.
'I4MOR then addressed the Committee on behalf of Mr.
sed „.' a landowner and a petitioner, against the Bill, and
I:top,i 'eters'
Wit
to prove the value of two fields, the
wtills °f witnesses
which the proposed line
ts,, 143. • Hamilton, through .
and also to prove the injury which would be done. to
bith 41 buildingwosid ground by the embankmeut of the railway,
N, 7.thirty feet high.
theltisitss ',erred to the case of the inhabitants of Feversham,
a teat their opposition might be permitted to proc. e.eil
th as 5,,,, `,"td that the inhabitants of every place through which
,-Were ninstended to pass had a right to oppose the line, though
't landowners
italldss-`korgi.:ant SHEA objected on the ground that the inhabitants
isrththst the
onght to oppose the line than the public in general,
.a PPoution was got up by the South-Eastern Company,
l'SerssrPose of delaying the proceedings.
kr. 11"eato
ittee decidd against hearing the case.
ETnna then opened the case on the part of the
to,altes floe, and, on the ground that he was not sufficiently
ths.„7 on-2,th the intentions of the Croydon Railway Company
re,,Li :, Part of his case, which would be directed against
air L'Ldd
,aY is Led that several charges respecting the atmospheric
tot
answered by the Croydon Company.
itt'tel to L°R.e nli the part of the Croydon Railway Company,
ker'lt to t ketnE the answers required, but after a short discussion
the &.: kg" tune to consider.
ath.:4WaTsrett then proceeded with the case on the part of
tfth4°l sga.stern Railway Company, and called witnesses. to prove
ss„.e Sstit,lnat the Chatham and North Kent line, and in favour
kft,'ty ofth"-Eastern line at
Waelwieh, and to prove the supe-
th.t elslorth Eastern' 'The principal objection to the North
loiv‘chathe distance Of the intended terminus from the town
',ltch it was said would render t per 5e..13 I
.nerh thous of this part of the case occupied the Com.
j
t of adournment.
tatlizza,

Th GROUP FF.
t4i, Set,,t AND NOPITHEMV LINE.
"Zrnittee on this Group re-assembled at one o'clock
snd resumed the evidence in support of the land-
ganst the Edinburgh and Northern line.
tht
.I,tetf b 8 °n, civil engineer of considerable experience, had
lyt:lver v".erntisland Ferry, where the proposed line would cross
asd was decidedly of opinion that there were
kil4 44,
4`.ments at this point which would render the working
/1,4 attpa., !natter of no small difficulty. The ferry was five
'Xtrtyl "d the possibility of crossing at some periods of the
144ertic'IY tincertain It was quite out of the question, with
elatnent to 'contend against, and with only a single
hqh s! in eb„°, think of working the Edinburgh and Northern
tittijith trl'qunction with the Caledonian and the other northers
st jtokiZeasonable degree of punctuality. On many parts
tvolC." line the gradients were extremely severe, and the
the 8 Most necessarily be very great. The traffic
414 rnPo% Ole large and heavy, and it was, in his opinion,
04.4eAci:-" that a railway with only a single line of way
teNt etthst:tlY accommodate it.
4v,d41 ItsiC:"lination, he said he was engineer to the Scotch
tlhepr'ht° a,a/. which he laid out as a single line, and he be.
r ent rarillin extent, that line would be a competition with
volls41)4 iUI hip 111,,waY• The Scotch Central could have been worked
without any danger had Parliament sanctioned it
~r• line, but having regard to the through traffic it
to ‘oe jaitettly, extremely dangerous and inconvenient.
1,,..the safew ,14:1°ther civil engineer, corroborated the testimony
th." certai "d a He considered the ferry as a great impediment
al diatilr'l3'los is 7 Working of the line. The branch to Lochgelly
s'n ct' -aiculated to accommodate all the coal fields of
.lieenifoBl,ex
Olt C irAl'ation he said he had been sent over by the
nuteNe°pPanY of whichh had the entire management.
"Nssj-e‘e th—e"nie: engineer,e was well acquainted with
sir Was line
, qts, line, and believed the evidence of the preceding
et rge G„ tIY correct.
tit4r, lii.esse,,,:a,nn, a civil engineer and a marine surveyor, and
tieltne ,c4l. "'e corroborative testimony.
h " o‘.
te . a civil engineer, thought a railway with only a
~. 4 a.
111bui. could not accommodate the through traffic be-
k gh
and P h hOf e ert . T e majority of the through traffic
kjt nsferry, and by way of Burntisland.
tk.titttld not ac"lnlng engineer to the Earl of Zet land, said the
',ttiai„tough I.."noodate the most important coal-fields of the
411,, Gelds
wile,
it passed. It would certainly pass through
tht 10(til if; but they were of an inferior quality.
viitt:: coal proprietor of Cluny, confirmed the testimony
'3, and the Committee adjourned till tomorrow.

siderable quantity of flour. Last year he paid 1,5081. for the land
carriage of grain, the shipping subsequently entailing a large in-
crease. The proposed Dies and Attleborough branch would effect
a saving of 6s. a quarter in the transit of produce.
Cross-examined by Mr. WRATELEY, Q.C.—From Ipswich to
Liverpool grain at this season of the year is conveyed at Is. a
ton, and the price between Diss and Ipswich is 2s. or 3s. a quarter.
The Eastern Union Extension line would not be a readier commu-
nication to Norwich than the Diss and Attleborough branch.
Re-examined by Mr. ANDREWS, Q.C.—lt costs him 7s. a quarter
for conveying wheat, and 6s. for malt, to Liverpool.
By Mr. COBDEN—The price of 7s. a quarter Is made up by corn-
miss ion, meterage, dues, &c. The average time to Newcastle is two
or three hours,

Mr. Whaide, examined by Mr. GIRDEN-111 an ironmonger at
Diss, getting his wares from Birmingham via Ipswich and Yar-
mouth. Supposing they had a communication between Diss and
Birmingham, the most invaluable accommodation would be affcrded
the former. Pig iron is now obtained from Scotland, and reaches
Diss through Yarmouth.
Cross.examined by Mr. Witarimur, Q.C.—Now one.fifth of the
coal consumed at Diss is procured from Ipswich.
Previous to the separation of the Committee it was agreed by
Counsel to present to morrow a tabular account of the popula-
tion within three miles of the towns. It was also announced
by Mr. Whateley, Q.C., that the opposition of the only resisting
party to the Bury and Cambridge line had been withdrawn.
The Committee adjourned at four o'clock.

C
GROUP GG.
• 14e
.'`,'lnitt —"Ur JUNCTION RAILWAY.
11,:e, consisting of Mr. Evans (Chairman), Mr. Newde-
,7l, st•
iv c'etotic`z, Mr. Miles, and Viscount Grimston, sat this day,
",sei. *4ll in the Sessions-house, Westminster, and pro-
tb cross-examination of Mr. Miller, the civil en-
'ivitbee above line.
`l,ek't the II! was severely cross-examined as to the minute de-
tt4te%ttl) of vi the cost of each item, the quantity of tunnels,
t't;tibti tvhvalkluet, the particular gradients on the whole dis.
ttet 4,11 y
.)
ju' Particular property would be altogether destroyed
ti, 41'en bjed• The whole was a mere repetition of the evi-
,j:ht,oureda,. Mr. Miller in his examination in chief during
.4tsh, 91,.,
.nd Friday's proceedings. The cost of construe-
a 141.74 ab,.4t)ati
.'44'agee to property, &c., would be in round
(lieb 75,000/
n •
`ngineer had been in partnership with his father
Zti and had now' contracted for about 200 miles of
• for and he considered the estimates of this line amply
1t five, 11' e')aistruction. He would accept the works for the
tlkr, lilitchelln the estimates.
6410u:uric and Alr. Lyon gave precisely similar evidence.
the-ven,,lifiad not examined the plans and sections, but he
lith4ought
ittl,t,.),
the formation or working of these tunnels,
ttnm, ~"'as an absurdity to question the safety of thettni
e.
.'th Ned b "overnor of the Towns' Hospital, said that )
'l4:di eneath the hospital through a stratum of sandstone,
tl,°:inse_ot2ductor of. sounds. anu he had never heard the
_ Passing through.
rthce',.,adbetter u. in and proved the estimate of damage
"nd ard
he 98 other Cott
i,OO
proerty to the railway. The amount
,00/.
'tee adjourned apt four 'cicek.

GROUP R.
Co -v Zeit
1014 4,11144,, ABM BRAND ON LINE.
' cn this line resumed this morning, by hearing
Plk,tot, Q"' Merits of the Lynn and East Dereham project,
4 the C,
h Alesrs. Birch and Baggalley appearing to
ha,itwastrie,
4a;7 the iio engineer, examined by Mr. BIRCH—Bas
krAdll. tilwaev " country through which the proposed Lynn and
(itlentt will Pass, and considers it unusually favourable.
.be sroare easY, the worst being 1 in 100, and the
qa4lite"ll hallest curve at the termini is twenty chains.
hi' cook! antleie taken at the rate of twopence per mile. Mer-
tilt,li, arlager.,44ted to yield 4,5274, coal 4,432/., and lime and
takiLa t'ltll, the
Pacooool., making a total traffic income of 9,9601.,
it4tt, capituenger receipts, will give a return of per
th, 4,11 -
,u,0001., the sum computed for the under.
4,ttlhkle
by Mr. BAGGALLEY—Is mayor of Lynn,
441.4tig)nit Yla et town
oll.cake and ironmongery—general
t
th,ir 19,14 Y considerable, and a direct railway corn.
Itt,Ho„tt,, produ be very valuable as enabling them to
41, n 4; ce either to the north or the metropolis,
rates,lt tem
ifor their own consumption at
tr: atr The cost of conveying coal from Lynn to
slryritti.ia,
4tieriakre
je.nt 1 1 s• per ton.
‘t'hilit 4 havi, anc. examined is), Mr. Btacw—ls Town.clerk
104;Lt, I,)' Of th. "g heard the testimony of Sir. Pitcher, as to the
:,4:,ll,;',Zahrtl :oPa' Posed line, can confirm it i every particular.
eProjee,r Armes gave similar testimony of the
%h., not but that point being uncontested, the wit-
when ``°24 examined, and the evidence was merely
th"tas thatlY devoid of interest.
NZ,,ore,,,gtiven of the accuracy of the traffic and distance
t Other t!,". raising the capital by the issue of 10,800
thtkle-'aithe'athaa,i'leinnaeical matters, and the preamble of the Lynn
4 t 4 Pause ni„,, through Swaffham was passed.
hp °inryii cent er,` authorises the Company to pay interest at the
i,tlita-",t to toes regat_Lt.ie amount of subscription paid up being read,
i,a'ng the principle of the power objectionable,
the cnlY on the condition that. if on their repre-
hoy,',ed the liouse of Commons a concurrent opinion
qll ever e should tot, sneh , rather be recommitted. The agents for the
WThe sthi enor, than be liable to a contingency which wouldpense
was °l4 ex
,„
Co,
.r -,cordin , preferred the withdrawal of the
w
tilt. Uses were sgulbYsdetionueently discussed, and passed with
I,ltEl -ea then
proceeded to the consideration of the
4 "orty.'-'47.7enorouGH BRANCH or
tr •114ce zeki
raft., nitaNDO AT LINE.
th tireh_ - examined by Mr. GIRDEN—Was some
n' ale nee rnerch
th. ant at Diss but owing to the difficulty
tiht, st Crape, Present el
it; ,th its c With ow and expensive transit, he was
the tradesmen of Ipswich. The price of
h at • Per to, „,a
'61,„ . of which is paid for carriage from
0, r. c 0 Yancem uth. the cost is materially less, and the
Th, Proportionably so.
t'istt't th:l'iniot, o,e meeting was not convened by advertise.
Irtt, af th the inhabitants of Dies is decidedly in
ch4.l2.4,ters!od Aitleboroug,h Branch, rather than the
atielida Counties Extension.
-gsvt dthe `"Ine(1--Is an extensive miller, residing at
kat ''ee • f-j "
quarter-
or bot
so, of wheat and barley per weak to Ips-
tapitl ~„__ 'a, to Liverpool, at a cost of 7s. a quarter.
‘,Pninnuication prevents hit sending any con-

THESTIN, LONDON, MONDAY EVENING JUNE 9, 1845.

proposed line would be. There appeared on the map, on the line
called the Great Western, a place of the name of Standish, which had
hitherto been a small and unimportant place, but which In the lspse
of time, would, no doubt, become as notorious as some of the princi-
pel cities. Standish was the point of departure from which the
proposed project would emanate from the Great Western line.
Before proceeding from this point, the Learned Counsel called the
attention :of the Committee to the general bearings of the line
with respect to the Great Western Railway. It was pro.
posed to construct the South Wales line on the

principle of the broad gauge, and no difficulty would
arise on this head, as no opposition had been
offered as to whether the line should be made on the broad or the
narrow gauge. The proper point of departure for a South Wales
line would be, without doubt, from Standish, whether it was in-
tended to accommodate the internal districts or the coast; and it was
also the best means of communication for London and Manchester.
From St. David's to London the communication would be nearly
in a straight line. Standish would be also a ♦ery convenient
point, as it approximated nearest to the port of Bristol, and with
the west of England generally it would afford the nearest and best
communication that could be obtained. From Standish to Glou-
cester the distance was 72 miles, to Bristol 29 miles, and to Lon-
don 107 miles. It was intended to cross the River Severn
at a point six miles from Standish, which formed a con-
siderable bend here. On crossing the Severn the line would
enter the district of the Forest of Dean, which was
a mineral district of very ♦ast importance, and belonged to the
Crown. From thence the line proceeded along the coast, crossed
the Wye, to a point called Chepstow, where the line entered
the town of Monmouth ; and from thence, following the
coast, reached the town of Cardiff, which was a port of con.
siderable importance. The course of the railway would then
be entirely a straight line to Neath, a very large mineral dis-
trict. From Neath, the line traversed a rich agricultural
mineral country to Swansea, from whence fully three-quarters of the
entire copper used for manufacture was exported. The line then
proceeded from Llanethly to Carmarthen, towards which town was a
large converging of population and commerce; it hence travelled
west from Carmarthen to Milford Haven on to Fishguard, from
whence the distance across the channel to Wexford was
seventy miles. It was very important that a more
effectual communication between London and Ireland should
exist, as the present means of communication round Holyhead
was exceedingly inconvenient. The railway would also conduce
very considerable to promote the commercial interests of Ireland,
as regarded Wales and England. It could not fail to strike the
Committee how impor4nt it must be to obtain a nearly direct com-
munication between Fishguard and the ports of Waterford and
Wexford. Wales and Ireland would be mutually benefited.
The strong opinion that had been expressed by the
Commissioners of the Board of Trade as to the advan-

tages of the proposed line, would preclude the necessity, if
any existed, of entering into any details as regarded the en-
gineering department, or as to the produce of the country
through which the lide would pass. He would proceed at once to
state that the estimated cost of the centre line, inch.ding all contin.
gencies, was 2,800,0001.,:which sum was small when compared with
the expense of lines of a similar important nature. The passenger
traffic was expected to realise:an income of 220,000/. a.year, from the
conveyance of goods the revenue would be 205,000/. ; from other
sources about 30,0001., making altogether a gross revenue of
450,0001. annually. The working expenses of the line had been
calculated at 40 per cent., which being deducted from the gross
revenue will leave a clear net annual income of 274,0001.,
and which will yield an interest on the capital exceeding
nine per cent. There were three branches on the line,
one of which was called the Pembroke branch, and was 19
miles in length ; the second extended from Newport to Mon.
mouth and was 19 miles long, where it combines with the
Hereford and Monmouth line, and the third branch which was
7 miles in length traversed the Forest of Dean and also united with
the Hereford and Monmouth Railway. It was proposed to make
a navigable cut across the bend of the river where
the railway would pass. The Lords of the Ad.
miralty had demurred to the proposed scheme only with
hesitation. The Commissioners of the Severn Navigation were
satisfied the proposed mode of crossing the river would not be
injurious. The Board of Commissioners of the Woods and
,Forests were strongly desirous that the line should be made, and
the Board of Trade had decided it was desirable to be made, so
that these three important and influential bodies are all pressing
in its favour. The only persons who were likely to be effected by
the construction of the bridge were those who were located above the
crossing, and it would appear in evidence that these individuals
were all unopposed to the project intended. The canal on the
side of the Severn would, without doubt, tend considerably to pro-
mote the traffic on the river, and would be a beneficial interference
There was little or no opposition on the line, for on the 215 miles
of railway there were only 15 miles opposed by landowners. The
Learned Gentleman concluded his address by observing that he
had left all details of an engineering nature entirely out of view,
but he was satisfied he had stated enough to convince the Commit-
tee that the preamble of the Bill ought to be passed.
The CHAIRMAN then said—l suppose, Mr. Austin, you have seen
the letter from the Admiralty.
Mr. AUSITN—Yes, Sir.

The CnAIRMAN observed he was authorised in saying that that
communication had been confirmed by a subsequent intimation from
the Admiralty.
Sir T. PHILLIPS called Mr. Buckland, of Swansea, as the first
witness—He deposed generally as to the mineral traffic of South
Wales, and the great advantage a railway communication would
afford in opening up markets fur the disposal of the produce. The
further examinatio❑ of the witness was postponed till to-morrow,
and the Committee adjourned.

GROUP QQ.

ASHTON, STAZZYDRIDGE, AND LIVER-

POOL JUNCTION RAILWAY-(1172331W1CH
BRANCH).

This Committee met, for the first time, to-day, at one o'clock,
Mr. Round in the chair, when the Ashton, Staleybridge, and
Liverpool Junction (Ardwick Branch), was entered into.
Mr. HILDYARD opened the case on behalf of the projectors of
this branch line, which is proposed to be taken from a point near
to the terminus of the Leeds and Manchester Railway in Man-
chester, to the terminus of the Manchester and Birmingham line
in Ardwick, one mile and a half in length, thus connecting together
the latter line and the Ashton and Staleybridge with all the other
lines at present radiating from Manchester. There were no en-
gineering difficulties, and the cost was estimated at 60,000/., on
which, the tables of traffic, proposed would show an ample return.
There was no opposition to the preamble of the Bill.
Mr. Silverwood, Mr. Opeushaw, engineer, and Mr. Carver, were
examined very briefly in support of the preamble, when the Com-
mittee decided that it was proved.
The clauses of the Bill were taken into consideration, and agreed
to without any opposition, with the exception of one, which was
opposed by Mr. MALTNS, on the part of Mr. Bennett. This clause
is one sought to be introduced by the Corporation of Manchester,
giving them the right of making a street, eight yards wide, from
Chancery-lane to Princes-street, close to, and alongside of, the
railway, and upon the land of Mr. John Bennett. The objection to
the clause was, that it was an unjustifiable interference with the
right of private property, and would interfere with Mr. Bennett
using his property for the erection of mills and warehouses.
Evidence was called in support of the objection, when the
matter was compromised by substituting the word "road" for
" street," and reducing the width from eight to four yards.
The report was then agreed to, and the Committee adjourned.