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

RAILWAY COMMITTEES.

(THIS DAY.)

GROUP AA.

This Committee met at half-past twelve o'clock, Mr. Henley
in the chair.
THE GREAT SOUTHERN AND WESTERN
(IRELAND).

The postponed clauses were then taken into consideration.
Mr. Bankes, as agent to this railway, put in several amended
clauses, the object of which was, that in the event of the Bill for
the formation of the Limerick and Waterford Railway not passing
this session, then the Great Southern and Western would be at
liberty to form a branch line from Tipperary to Limerick, and
which line would be given up to the Limerick Company, they pay-
ing all the expenses of construction.
Mr. PONSONRY, on the part of the promoters of the Limerick
and Waterford Bill, hoped that the Committee would, in the event
of the Bill not passing this session, decide that the Bill should be
considered next session to be in &amaze.
The CHAIRMAN said that it would be desirable that an inter.
pretation clause should be agreed to, so as to consider the Bill
next session as if it passed this session.
Mr. BURKR pressed the Committee to divide.

The CIIAIRMLN said there was some difficulty in the course they
had to pursue.

(SFr sirrixa.)

GROUP 88.

WATERFORD, WEXFORD, WICKLOW, AND

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. He
said he was the engineer of the Great Western and and Bristol
and Exeter Companies. If completed it would, in his opinion, be of
the greatest advantage in connecting the south of Ireland with
South Wales. The points which had been named, Fishguard In
Wales, and that at which the railway terminated, near to Wex-
ford, he considered well adapted to secure that connexion. The
Company fur the line was already formed, the necessary
capital subscribed, and application would be made for
a Bill in the next session of Parliament. The im-
provements contemplated
.in 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. TALaor—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, was
examined as to certain correspondence which had passed between
him and the agent of the Carlow and Wexford Company.
Mr. Bratton, assistant to Mr. Brunel, was examined relative to
the cuttings and embankments in the Wexford and Carlow line,
in which he pointed out certain serious discrepancies in the state.
went of Sir John MiNiell, 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.

(LIFT 'lrmo.)

GROUP F.

The Committee met at eleven o'clock this day, in Room No. 11,
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 CHAIRMAN said the Committee had 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. VENABLE', 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, and the
Chairman will report accordingly.

GROUP FF.

EDINBURGH 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
their opposition to this Bill, and that arrangements had been made
with the borough of Dysart and the trustees of Dysart Church.

Mr. WHATELEY admitted that a liberal offer had been made to
the trustees of Dysart Church, but Lord Rosalyn, who was the chief
trustee of the establishment, was not inclined to accept it. He
did not, however, propose to put in further opposition in favour of
that Noble Lord against the Bill. The Learned Counsel then
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
considered as the alternative railway in this instance, would open
up these great fields, and have the beneficial effect of materially
increasing the coal trade of the district. Another objection to the
Edinburgh and Northern Railway was the inconvenience of the
Burntisland Ferry, where one portion of the railway would have
to terminate. At some periods of the year that ferry was wholly
impassable, and at others it was partially intercepted by
natural 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..
grass of the latter would very extensively and ruthlessly interfere
with private rights and private property, he called upon the Com.
mittee to negative the preamble to the Bill for authorising its con-
struction.

The Committee was afterwards addressed at great length by Mr.
Seegeant WRANGHAM, on behalf of several landholders in the
county of Fife, who opposed the railway upon precisely similar
grounds to that of Mr. Whateley's clients.

(LEFT SITTING.)

GROUP GG.
GLASGOW atTNCTION 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 mis.
take, however, they had been mislaid and could not be found.
The witness was cross-examined by Mr. Sergeant Wrangham 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, sailed at a special general meeting,
for that purpose, before it could be taken before the House of
Lords.

(LEFT SITTING

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, and
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 16s. a ton ; the cost of carriage from the north to Yar-
mouth is 7s. a ton ; the pier dues 7d. a ton, and the corporation
dues 2d. a ton; the price, therefore, in the north being about Eis.
or 9s. a ton. A line which would connect the colliery with the
consuming districts of Norwich would be very valuable to the latter.
Mr. James Dunn put in the distance tables, which stated the
distance from Dereham to Bury, via Attleborough and Diss, to be
504 miles; via Thetford, 44; through Norwich and Diss, 57 ;
Brandon and Ely, 65k; from London to Cambridge, 681; and to
Bury by Lynn and Ely, 67.

(LEFT SITTING.)

GROUP RK
LIVERPOOL AND DUET LINE.

The Committee resumed at the usual hour, Sir C. Lemon in
the chair.

The cross-examination of Mr. Thompson, the engineer, was
continued by Mr. Sergeant BELLASII, but nothing in the least
degree interesting was elicited, there being nothing but dry and
uninteresting topographical details and arithmetical calculations,
(LEFT iITTING.)

GROUP P.
NEWPORT 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, before 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 441,337/.
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 lid. per
ton, tin at Id., and coal at id. per ton, would be 4,183/. 95.,
and from passengers the gross amount would be 2,9951. 45., from
which 40 per cent. being deducted for working expenses, a net
annual income of 5,9801. 15s. would be the result.

Mr. KEATING called Mr. Barber, who deposed generally as to the
probable revenue which would 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.]
(LIFT SITTING.)

GROUP R.
DUNDALK AND ENNISKILLEN.

The Committee assembled at twelve o'clock, and resumed the
examination 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 do 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.:
(LEFT SITTING.)