The Sun.
London, England, 1845-06-04 00:00:00

'7.HE GREAT SOUTHERN AND WESTERN

(IRELAND).

This Commttee met at twelve o'clock, Mr. Hindley in the chair.

Sir John M`Neill's examination went to show that there was
no engineering difficulty in the line. The cost would not exceed
that from Dublin to Thurles, in the county of Tipperary. The cost of
the line would not be increased, except in bad weather ; an addi-
tional engine would be then required. The cost of the entire
branch would amount to one million, forty.seven thousand, and
ninety.two pounds.
Several clauses were passed. The Committee cleared the room
nn a clause of Sergeant Murphy's in favour of the corporation of
Cork, which was rejected, the standing orders not being complied
with.

GROUP 88.
DUBLIN, WEXFORD, AND CARLOW
RAILWAY.

The Committee met to-day at the usual hour, and resumed the
examination of witnesses. Mr. Cololuhoun, chairman.

Sir John MiNiell cross-examined—He had prepared a table re.
quested by Mr. Alexander the previous evening, respecting the
cuttings and embankments, whieh he now handed in. He had yes-
te, day said that the whole construction of the line would be for a
double line, except the laying down of the rails, but he begged to
correct this. The viaducts, bridges, and land would only be con-
structed for a double line. The cuttings and embankments would
only be for a single line. At any future period, if a double line of
rails was to be laid down, and additional cutting and embanking,
there would be no difficu:ty in doing this, as it hid been done
by him on the Coitness Railway. The iatttr was tell miles. The
gauge of the line was to be similar to what was already generally
used in Ireland. The engines wculd be about sixteen tons, and
the tender six tone, twenty-two tons in all. He had made his esti-
mate for rails at 71, per to,. The price was now about 91. 10s.
A month ago it was as much as 121. He did not think iron rails
could be delivered at present for less than 91. Bs., as the freight
and delivery would be about Bs. per ton. He had set apart n
part of the estimates for improving the harbour of Wexford. He
had, however, framed a plan for the improvement of the harbour,
and he had no doubt it would be carried into effect. At present,
vessels drawing nine feet of water could be admitted, and of a ton-
nage from 100 to 200. He had no doubt that a vessel of 200 tons
could be water borne in the harbour at low water. The water over
the bar was about eleven feet at high water, and six or seven feet
at low water. The harbour was a large estuary inside of the bar.
The line passed on a level a hundred feet above the quay of Ennis.
corthy. Thetown of Enniscorthy was built on the side of a hill.
The distance from the station to the quay was 2,400 feet. The
corn market was about half-way between the two.
Mr. Jeffers was examined as to the ascents and descents of the
has, which be described as of a much more favourable character
than those on the coast or opposition line.

Mr. Carr put In the traffic tables, founded upon the evidence
already given.

Mr. Carr, Deputy_ Chairman of the Great Southern and Western
Railway, and Mr. Waddy, the Parliamentary agent, were briefly
examined upen the case for the projectors of this line.
The Committee then adjourned till to-morrow at twelve o'clock,
when the case for the opposition to a coast line will be gone into.

GROUP DD.
IMPORTANT DECISION.

THE CALEDONIAN, THE GLASGOW, DIME.
PRIES AND CARLISLE RAILWAY.

The Committee re-assembled this morning at twelve o'clock,
and shortly after proceeded to the consideration of the proposed
new branch from the Dumfries line through the Delvine Pass.
Mr. HILDVARD called on Mr. Miller, the engineer, to explain to
the Committee the nature and route of the intended branch. He
exhibited a plan and section of the proposed line, and explained to
the Committee the course of the branch. The survey had been
made in a couple of days, and if longer time were allowed a more
correct and a better line would be obtained, and he had no doubt
that by extending the point of separation further south a more fa-
vourable gradient might be obtained. There was a gradient of 1
in 75 in a tunnel of two miles in length. It was pro.
posed to deviate from the Dumfries line a little to
the north of Carron.bridge, and carry its termination to a place
called Elvine Foot. The distance between these two points was
15 miles, and of that portion there was a plane of 51 miles long,
on a gradient of I in 75, and another plane of 4 miles in length,
where there was a gradient of 1 in 90, which no doubt could be
improved to 1 in 100, by carrying the point of departure farther
south. There would be also a tunnel 2 miles long through the
rock, the strata of which was composed of greywhacke. He had
estimated the c,,st of the tunnel at 401. per yard, and considered it
a fair value. The total cost of the tunnel would be 140,0001.
Comparing the proposed branch with a similar length on the Cale-
dotian line, on the south side the gradient would be as 1 in 70, 1
in 75, lin 80, and lin 100. On the north side they would be
as lin 150, and 1 in 100. There would be curves at each end
of the tunnel, averaging from half a mile to a mile in radius, and
neither of these would be objectionable in a tunnel with a
double line. If more time for further inspection of the locality were
given, a shorter line, arid a less curved tunnel, could be obtained,
and it would n-it be necessary to introduce more severe gradients.
Neither would the execution of the works take up more time. He
hasL no doubt, from his experience as an engineer, that an easier
line might be obtained if more time were given. The whole
estimate of the expense of executing the 15 miles of railway
through the pass was :315,0001. It appeared that the saving,
in point of expense, as compared with the construction of that por-
tion of the Caledonian line extending from Elvan-foot to Carlisle,
taking the proportion of Mr. Locke's estimates, amounted to
512,000/.

Oa cros:,:xamination by Mr. CocitauaN, Mr. Miller Said he had
instructed Mr. Blythe to make a survey of the Deivine-pass last
week. A iurvey of the 410, ad had been executed last year, but
the section was confined to the turnpike road through the pass.
He had not given this up in despair, and he should pre.f,r it it I.e
had the choice of a line to Edinburgh. The -a i,gina, gradient had
been 1 in 70, but it had sub cquently been altered to 1 in 75. The
height of the mountain through which the tunnel passed was 1,150
feet above the level of the sea, and is the highest summit on the
line.

In reply to a question by Mr. HILDYARD, the witness said that
additional distance on the proposed branch, as compared ,Ith the dis_
tance between Carlisle and Elvanfoot, was from nine to ten miles.

Mr. Blythe stated he had proposed the plans and sections which
Mr. Miller had explained to the Committee, and perfectly agreed
with Mr. Miller as to the practicability of making the proposed
branch, but thought that it was susceptible of improvement.
Mr. COCKBURN then called Mr. Locke, the engineer for the
Caledonian line, to give evidence. He said he had sent down
several gentlemen last s iek to survey the pass, and read a letter
of instructions which he had transmitted for their guidance
in making the surveys from which it appeared they
were not to confine their investigations to the line
already made out, but to examine generally the district, and to
make aliewances for having engineering works. A distance of
10 miles in the direct line would be lost by taking the branch
through the Delvine.pass, and there would be several other strin.
gent objections to the scheme. One of the principal disadvantages,
as compared with the Caledonian line, was the necessity of having
a tunnel. He considered the curves in the tunnel were
highly objectionable, and taking also the circumstance of the
gradient being 1 in 75 into view, there was no doubt this passage
through the tunnel would be attended with great inconvenience,
if not with danger. He was of opinion that the tunnelling could
not be executed for less than 501. per yard. The increased ex-
pense of working the line the whole distance to Edinburgh would
be ten per cent. The proposed detour would not, in his opinion,
afford any corresponding advantages to the great inconvenience and
expense that would be. incurred, and would destroy the objects of
the Caledonian Railway as a direct trunk line into Scotland.
Mr. Foster, mining engineer, deposed that he had had consi-
derable experience in mining affairs, and was satisfied, from the
ptbece neliear nature of the strata through which the proposed tunnel in
lvine would pass, that its construction could not be estimated
at less than 601. per yard.
Mr. 11`Phee, who had surveyed the intended branch, entirely
corroborated Mr. Locke's evidence.
Mr. Pare was then called to show the influence which the con.
struction of the Delvine branch would have on the general traffic of
the trunk line.
The evidence on both sides having been closed,
The Cnsiitmee said he had been desired by the Committee to
state, as the pre,ent inquiry had been made to afford them sum_
cient informati..n in arriving at
that
rt h ehy,
wished to express their satisfactiond
steproper
at the decision,
Creditable
either
which the engineers on either
that
had h
been
conducted their surveys,
and at the ready
evinced by the diffe-
rent competing parties in falling in with the views entertained
by the Committee.
Mr. HILDYARD then proceeded toaddreescthe Committee on be-
oiany. It was ob-
jected the Edinburgh and Glasgow Railway
on their behalf that the forks on the
Caledonian line had
been carried farther north in their point of divergence
been contemplated by the Commissioners appointed
for Ole purpose alone of interfering with the traffic
on Government
than had
on trheernEredeiln't
burgh and Glasgow Railway. It would be recollected that the
-
dividends on that line since its construction did not ave
rage more than five per cent., and it would also
be remembered by the Committee that the Union Canal Company
had been appointed carriers to compete with it. Two alterations
had been proposed by the parties for whom he appeared, which
consisted in the formation of a junction at Croy and another at
Ratho, and it had been intimated by the Committee that this was
a good arrangement. Looking also at the differential arguments as
between the Caledonian and the Dumfries Railways it would
be recollected by the Committee that a line had al.
reedy been laid down to Kilmarnock and Dalkeith—that a
Bill for making a line to Hawick would be read a third time this
very day. The preamble for making a railway from Kilmarnock
to Cumnock had been passed; it could not in his opinion be pos- I
Bible for the Committee to entertain any doubt that the distances i
between Hawich and Carlisle and Cunnisok and C4rliale must I
necessarily in a very short period be connected together. As re-
opected the effect of e line through the Delvinelaso, it Wu evident

• respect to what had fallen from Mr. Walker, who had gone
some little out of his way in eulogising the conduct of the
London and Birmingham Company, for their punctuality in de.
livery and their willingness to accornmodatethe public ? Now, what
said Mr. Huish in support of the complaint against the London
and Birmingham Company ?—why, that that Company had refused
to regulate their tolls in conformity with the wishes of the Grand
Junction Comp..ny. Now, why should this be the grounds of acorn-
plaint against his clients ? and this was brought as an argument in
favour of competition. The London and Birmingham Company
came before the House offering to make a trunk line, and by so
doing they were setting an example to the other great railway
companies in the kingdom. If the Honourable Chairman
and the other Honourable Members of the Committee were
in the habit of sitting on Canal Committees, they would
find the London and Birmingham Railway Company were now
offering to carry out, though not compelled, the wishes
of the Legislature in railway extension. The ques-
tion of competition, sor as he should say, the question of
rivalry, did arise in the present case, and it was for the Committee
to decide which of the two lines would be of most advantage to the
public. In his opening speech he laid bare the whole subject—he
pointed out the gr,•at advantages that would result to the large
tract of country through which the London and Birmingham line
would run. His arguments on these grounds were not refuted by any
of the arguments advanced the day before by his Learned Friend.
True, he talked much of competition. The competition talked of
by Mr. Cockburn would in effect!)e this, that it would enable the
stronger company to demand terms which it would not be for the
interest of the public, because it would not be for the interest of
the smaller company, to accept. For instance, in the case of the
broad gauge being laid down to Liverpool, the Grand Junction
would be enabled to demand terms from the London and Bir-
mingham Company which it would not be for the interest of
that Company, to accept, and upon the terms being rejected the
result would be, that blow trains would be placed on the narrow
gauge rails to Liverpool with quick trains upon the broad gauge.
That would be the effect of the competition talked of by the
other side. The Grand Junction Company, in complain-
ing before the Committee of the London and Birming-
ham, would make it out that they had no interest in the carrying
the Great Western scheme. How was this proved ? Was it by
purchasing the Crewe and Chester and the Crewe and Man-
chester line, and then whipping up their fares after
they had got the traffic into their hands ? They
had raised their tolls and charges after getting this line into their
hands; and so also would the Great Western, if they were fortu.
nate enough to get this line; and they would then be acting in
conjunction with the Grand Junction Company. This was a
pretty example of the competition so much talked of. Much
had been adduced on the other side about the line to
Holyhead or Portdynllaen, so as to fom a station for
the connexion with Ireland. It was an argument
of no weight; it was an argument fully answered by the already ex-
isting line to Holyhead. The Government proved by the contract
with the Chester and Holyhead Company that the advantages spoken
of by the Learned Counsel for the Great Western Company were
of no consideration, in fact of no available benefit to the connexion
with Ireland. They had amply proved it by entering
into two contracts with the existing line to Holyhead—one
for seven years and one for five years. Would Government
enter into such contracts for the conveyance of the mails, which
was a matter of the greatest consequence? The arguments for
this scheme of connecting the county by a nearer communication
provided, said a few of his Learned Friend's witnesses, that it
would be found that Portdytillaen was nearer to a part of Ire-
land than Holyhead. Here was the subject of the North Wales
line left in Juturo, all depending on contingencies—one of those
contingencies being the carrying of the line tow under consi-
deration. It was well to suppose that such contingencies would
act very much in their favour with the Committee, because an
important portion of their good intentions hinged upon the result
of this inquiry. He was sure the luring arguments regarding this
_ .

connexion with Ireland wou'd have no weight with the Right
Hon. Chairman, nor with any Hon. Member of the Committee.
The result of the inquiry would be, he felt satisfied, on the merits
of the question. It was sought to make it appear that this North
Wales line was an object of national importance. If it were,
indeed, an object of national importance to make Port-
dyullaen a packet station for communication with the
sister country, let the Government take it up, and pay the ex-
penses of the scheme out of the public funds. But it was not to be
supposed that the Committee would allow the Great Western Com-
pany to carry out their intentions, however theoretically valuable
in their minds, at the expense of the people of Worcester. Let
rot the people of Worcester be plundered by the scheme, but, as he
said before, let the national object be carried ont by those
who had the interests of the nation really at heart.
The Learned Counsel then remarked that the traffic on the North
Wales line would never pay the Great Western nor any other
Company. With regard to the difference of gauge and the
superiority of the broad gauge engines over the narrow, it had
been proved by Mr. Stephenson, the very first engineer of -this
country, that there were engines on the London and Birmingham
line which, in point of speed, equalled the broad gauge
engines. The Learned Counsel then went into the engineering
merits of the line, and concluded by calling on the Committee to
reject the scheme for the Great Western Company, and declare
the preamble of the Bill for the London and Birmingham Com-
pany proved.

The room was then cleared, and after some time occupied In
deliberati,,n, it was announced to the parties that the decision
would be given at twelve o'clock to morrow.

The Committee then adjourned,

GROUP FF.
THE EDINBURGH AND NORTHERN

naxLway.

The Select Committee en this group re-assembled this morning
at twelve o'clock, when the general evidence in favour of the Edin.
burgh and Northern Railway was proceeded with.
Mr. Machray, an extensive coach proprietor, residing in Aber-
deen, said an arrangement had lately been come to between the
mail contractors and the Pust•ofice for carrying the mails to Perth
by way:of Fife and Burntisland instead of by way of Queensterry.
He had a share in the Defiance coach, running from Edinburgh to
Perth. The road taken by that coach had lately been changed
from Queensferry to Burntisland, and the result of this change
had proved highly successful—indeed, it had had the effsct of in.
creasing the traffic by 1,6381.
On cross-examination, the witness said that the route of the De-
fiance coach had been changed from Queensferry to Burntisland,
not because it was the best road to Perth, but because it was the
best paying road to Dundee. The Defiance did not now run to
Dundee.

Captain Berkeley, the celebrated pedestrian, and an extensive
faliner at Alladyce, proved that the greater quantity of cattle
wassent from Aberdeen to Edinburgh by steamboat, by way of
Granton pier, and thence by land. The journey at present occu.
pied three days. Considerable inconvenience was occasioned by
embarking the cattle at Aberdeen ; but if there was a railway, of
course all these difficulties would be removed, and the journey
would be reduced to seven or eight hours. Like the last witness,
he was one of the proprietors of the Defiance coach, which was first
started in 1829. In March last the route of the coach was changed
from Queensferry to Burntisland, and since the change the coach
had paid better than ever it did before. The coach was ferried
across Burntisland without any difficulty.
On cross-examination, he admitted that the direct through route
from Edinburgh to Perth was by way of Queensferry, but it was
much more favourable for a coach or a railway to run by way of
Burntisland, because the traffic by that route was considerably
greater than by way of Queensferry.

Mr. Melville, a landed proprietor in Fifeshire, said the majority
of the inhabitants of that county, which is one of the most popu.
lous in Scotland, were decidedly in favour of this raiway, and for
his own part he thought it would afford more advantage to th•
north of Scotland than any other contemplated or suggested line.
The line would be injurious to his property, but nevertheless he
preferred it "for a' that."

Mr. Marshall, an accountant at Edinburgh, proved that the ag-
gregate amount of population on or near to the whole line was—
towns, 303,645 ; counties, 966,980 and parishes, 74,401.
Mr. It. Barlis, an experienced land valuer and factor, proved that
the value of he land to be taken and permanently occupied by the
railway was 40,017/. 2s. Id. The sewerage land would cost
5,4521. Is, Sd. The estimated damage which would be done to
houses and buildings on the line would be 8,4761 and the value of
the growing wood on the line, which had nearly arrived at maturity,
he estimated at 975/. 18s. 2d. He estimated the temporary damage
which would be done to property adjacent to the line a: 5,4911,
10s. ld.

The remainder of the day was occupied with the cross.examina-
tion of Mr. Gardner, the engineer, whose evidence in chief was
givenyeAerday.

This witness was cross-examined at great length by Mr. Sergeant
WRANGIIIM, with the apparent object of showing the Committee
that the line would:materially interfere with the residential mansions
and domains of sever,' of the nobility and gentry living in the
0 aghbeurhood of the railway.
The Committee adjourned shortly after four o'clock till to-
morrow.

GROUP OG.
SCOTCH RAILWAYS. GLASGOIXT
TAICT.

This Committee met today, for the first time, in the Sessions
Court, Guildhall, Westminster, Mr. Evans in the chair ; with
whom were Mr. Newdegate, Mr. Miles, Mr. untz, and Lord
Grimston.

There were seven Bills to be considered. Of these two were
withdrawn—the Greenock branch, and the Glasgow, Dunbarton,
and Lech Lomond lines.

The Glasgow, Garnkirk, and Coutbridge line, together with the
Monkland and Kirkintn,lach line were unoppo►ed.

The Committee took the latter first ; and the preamble having
been agreed to, and the clauses gone through seriatim, they re.
solved to report it to toe House.

The Committee then took the Glasgow, Garnkirk, and Cant-
bridge line, which being also unopposed, was passed and ordered
to be reported, as was a brancd of the Glasgow, Kilmarnock, and
Ayr linejextending to Cumnock—a total distance of eighteen
miles, at an estimate of 350,0001.
GLASGOW JUNCTION RAILWAY.

Mr. Sergeant ANDREws then opened this case for the promoters
of the Bill. He described the object of the projectors as being in-
tended to connect the Edinburgh and Glasgow Railway on the north
side of the Clyde at Glasgow with the Glasgow, Kilmarnock and Ayr
on the south side. The extent of the intended line was only a
mile, and he would briefly describe that portion of the city of Glas-
gow through which it passed. The Learned Counsel then ex.
plained that the lice was intended to pass through the_ town by
tunnelling, and in some cases on piers, and it was proposed to cross
the Cl 5 de at a point immediately above the shipping station. There
were many opponents to the Bill, but he hoped that none of
their objections would be found of a serious description.
Mr. Thomas Phillips, of Leith, w,, then called to prove the
advantages of the proposed line. His examination was just corn.
menced when the Committee adjourned till to.morrow.

GROUP K.
DIRECT NORWICH LINE.

The Committee on this line resumed their sittings this morning
at the usual hour, Viscount Sandon in the chair.
Sir John Rennie examined by Mr. LEE—IS engineer engaged in
the construction of the Direct Norwich line between Bury and
h e tTfohreds
station
nßury l willl
b be
be
t
twelve Bishop
milesS t o
andtf or dt.
hreTehfeurllionnegsbientwleenen Thetford
Brisby-gate, on the Bury highroad, on a level with a small street
connected with that road. At Thetford the terminus be at
the east side of the Crockstone road. The steepest gradient is
one in a hundred for a short distance. The highest embank-
ment is forty-six feet, crossing the valley of the Larke
about 4 furlongs; the deepest cutting is 32 feet, extending only,
3 furlongs ; the extent of earthwork will be 993,335 cubic yards,
at a cost of 56,6731.; there will be '22 bridges required, and 3
viaducts, the latter at an expense of 30,6241. ; the permanent way
will amount to 59,679/. ; the fencing 5,4191. ; and contin-
gencies, estimated at 10 per cent., 17.2991. Ss., making a gross
total of 190,1721. A single line of rail would cost 27,6001. less
than the preceding estimate of 190,172/. A junctien could with
great facility be made with the Bury and Ipswich line.
Cross.exarnincd by Mr. WHATELEY, Q.C.—To effect the junc-
tion with the Bury and Ipswich line, a slight alteration in the level,
and a further length of line back would be necessary, for the
purpose of making the viaducts, by sinking piles of fifty feet, and
jectionable;
thus making the base, now very inferior, good and
Unob-
aabi
ve me
sbeavneknmt
ye ifiet.et
high.O nth e
ruGhreeaet.
p‘Ae'nesseteorfnr
rails
will
lyb
et hleor
isr
toonne
the
feet Is not a very great height for
included in Mr. Peto's contract The slopes are I
to i,pcevholl;
dnobjcctionable, considering the nature of the country.
Richard Till, examined by Mr. GIRDEN—Is Secretary of the
Norwich and Brandon and Yarmouth and Norwich lines, n amalgamated. These companits have been authorised by' the
sanction of their Directors to lease the Thetford and Bury line, if
constructed—four per cent, and a share in the profits being, as
usual, the terms.

A formal recapitulation of Sir Jchn Rennie's evidence was than
given to prove ccindliance with the standitsg orders, and contirma..
lion of the traffic, distance, and time tables made, and the Com-
mittee adjourn 4

GROUP KK.
LIVERPOOL AND DUET LINE.

The Committee resumed at the usual hour, whereupon Sir C.
Lemon, the Chairman, on behalf of his colleagues, expressed im-
patience at the continuation of the line of evidence wl.ich had been
pursued on the previous day respecting the same facts.
Mr. TALPOT said it was quite as painful to Counsel as to the
Committee to examine witnesses to the same facts, but as the other
side disputed the amount of traffic he had no alternative.
The CIIIAIRMA N said the Committee had no objection whatever

to hear all evidence which could be in any degree necessary, but
he hoped Counsel would use discretion in apportioning the evi.
deuce. The Committee were, of course, willing to undergo
any amount of labour, and were only anxious for the saving of
time.

Mr. Chandler, a butcher in Bolton, who had lived there for the
last 30 years, said he represented the opinions of that class of
tradesmen there. The amount of meat brought from Liver-
pool to Bolton annually, was as follows :—Fat cattle, 2,600 ;
sheep, 5,200; lambs, 2,600 ; fat pigs, 5,100; horses, about 1,000 ;
lean cows, 2,000; lean pigs, 3,000. The cattle were generally
driven from one place to the other at present, by which the meat
suffered great injury. This witness highly approved of the pro-
jected line, which he considered would be very advantageous to
Bolton. There was an equal trade with the easterly towns of
Wakefield, Skepton, Gi‘horne, and other i,laces collectively.
Mr. Ilenry Ashworth, a cotton spinner, residing at Turton,
near Bolton, and a magistrate, stated that he employed 1,000 hands.
The people of Bolton were very anxious for the projected line,
and he had been deputed at a public meeting of the people of
Bolton to express their opinions in favour of the line. The prin-
cipal business of Bolton was engrossed by half a dozen trades, whose
traffic he would mention. He would mention the amount of traffic
from Liverpool to Bolton only. The cotton brought from Liver.
pool to Bolton was 11,698:t0n5; materials for bleachers, 8,831 tons;
China clay, 1,200 tons; metal used by iron-founders, 19,404 tons;
timber, slates, and building materials, 14,000 tens ; groceries,
5,400 tons; flour and corn, 19,200 tons; oil, 840 tons; cattle,
2,900 tons—the total 83,373 tons. The cost of carriage varied at
present from Bs. 3d. to 1 Is., and would average 10s. 2d. per ton.
The total cost of carriage, therefore, was 42,5521. He had not
spoken of the traffic of the paper-makers of Bolton, nor of the pas-
senger traffic, nor of numerous other articles which people use.
The cost per ton by the projected line of railway would be at the
maximum rate of 7s. 9d. per ton. The total saving would be
10,2451. The total amount of coal consumed by the mills at Bol-
ton yearly was 118,779 tons; the iron.founders annually, 31,381
tons; the bleachers and chemists, 189,987 tons; paper-makers,
12,000 tons; making a total of 352,177 tons of coal annually.
The house coal consumed by the inhabitants of Bolton,
who were about 100,000 in number, including the
union, was 150,000 tons, allowing a ton and a half as the con-
sumption for each individual. The grand total of coal used an-
nually was 482,177 tons. The selling price of coal at the pit's
mouth was Sc. Bd. per ton. If the proposed line of railway were
carried out, Wigan coals could be had for 4s. 3d. per ten, and they
were 21 per cent- better than the Bolton. The saving to Bolton
from the opening of the projected line and of the Wigan coal-pits
would be 30,136/., and then adding the 21 per cent, for better
quality, which was 22,7691., the whole saving would be 52,9051.
The sum total of saving on traffic would be more than 10,0001.
The sum total of saving to the inhabitants of Bolton by the pro-
jected line would be 63,0001. There was great delay in the present
postal arrangement, and not sufficient communication between
Bolton and Liverpool. The projected line would afford a remedy
in this respect. Bolton was about thirty miles distant from Liver.
pool and twelve from Wigan.

This witness was cross-examined at great length by Mr. Su E,
counsel for Lord Francis Egerton, but his direct testimony was in
no degree shaken.

Mr. Asuivoarn gave evidence on his direct examination, show.
ing that frequent delay had occurred on the Liverpool and Man.
chester line, so that his goods were often detained four or even six
days ty the railway, and he was consequently subjected to great
losses. Sometimes his machinery was idle, waiting for his goods,
when he wished to execute large continental orders, in which dis-
patch was of the last importance.

Mr. George Gordon, land agent at Bury, was well acquainted
with the Liverpool and Bury line, all the way from Wigan to
Rochdale. A considerable quantity of hemp and twist were sent
from Bolton and Bury to Wigan fur manufacture. The people of
Stand sent cotton to Wigan to be woven. Bury obtained most of
its provisions from the Bolton market. The cost of travelling from
Bury to Wigan at present was 6s. 6d., and occupied two hours and
a half. The distance was thirty miles by the present mode
of communication—by the road it was only seventeen miles. A
great number of people go upon pleasure excursions at Whitsun-
tide from Bury to Bolton, 3,000 or 4,000 a week.

Here the Chairman of the Committee left to give evidence upon
another railway Committee.

Upon his return the witness proceeded to state that with a cheap
railway intercourse the third_class passengers between Bury,
Bolton, and Wigan would be immense. Approved of the projected
line. Bury was a very thriving place. The amount of raw ma-
terial imported from Liverpool to Bury was 41,778 tons, the
carriage of which was 22,7981. Bs. at the present rate, which
was I Is. per ton. The coat of carriage by the projected line was
Bs. 3d., so that there would be an annual saving to the town of Bury
in this respect of 5,7441. 9s. 6d. When he spoke of Bury, he in.
eluded a circle of three miles around it. The present price of coal
at Bury varied from 10s. 2d. to ss. per ton ; at Wigan from ss.
to 2s. The carriage by the projected line would be only Is. 6d.
per ton, so that the difference would be saved to the people of
Bury by the new lino. The works and domestic consumption in
and about Bury would be 469,203 tons yearly, and the saving from
using Wigan coal by the proposed line would be 16,9201. Esti-
mated that the new line would, in point of traffic, be an annual
saving to the people of Pury in importing goods from Liverpool
and coal from Wigan of 23,6901. ss. 9d.
Mr. BRANDI' cross-examined the witness on behalf of Lord
Francis Egerton, but nothing material was elicited.
Mr. Walker, M.P. for Bury, had been a manufacturer of steam-
engines at Bury. There were five or six such works in Bury and
its neighbourhood, as well as many large print-works. Considered
the present line would be advantageous to Bury. The people of
Bury were in favour of the projected line, and presented a petition
on the previous evening in favour of the line, signed by 1,850
persons, comprising the most respectable of the inhabitants. Man-
chester was, however, the great absorbing market in that part of
the country.
Mr. Hutchinson, a cotton-spinner at Bury, gave evidence in
favour of the projected line, but said nothing new or important,
except that the postal arrangements between Liverpool and Bury
were inefficient, and that the proposed line would remedy the

Mr. W. Walker. a cotton manufacturer at Bury, and brother to
the Member for Bury, confirmed the testimony of the last witness

in every respect.

Mr. Thomas Stetten, agent to Lord Denby—Knew the line of
country through which the projected line would pass. Consi-
dered it would be highly advantageous to Bury and Wigan, as well
as to the agriculturists near Bury, as it would enable them to
obtain large quantities of the best lime and flag-stones. There was
a dense population along the whole line, from Liverpool to Bury,
The inhabitants of Bury were almost universally in favour of the
line. Wakefield would be greatly benefited by the line, as the
inhabitants were at present very badly supplied with coal.
Mr. Maydon said the line would greatly benefit the Rossendale
Valley, which was rather densely inhabited. Agreed with the for-
mer witnesses in the opinions they had expressed in favour of the
line, and in their calculations generally.
The Committee adjourned when this witness had concluded his
evidence.