The Sun.
London, England, 1845-06-05 00:00:00

GROUP F.

The Committee met again this morning at twelve o'clock, the
Right Hon. F. Shaw, Chairman. The Committee proceeded with
the clauses of the Great Western Bill for

THE oxPoRD, NJORCESTE2?,, AND WOL.

vxrtma.mp TON n,AIXAVAY.

Mr. BURKE appeared in support of the clauses of the Bill.
Clauses up to No. 24 were agreed to with a few verbal alterations.
On clause 25, which relates to the nature of gauge, and enacts—
" And whereas plans and sections of the railway, showing the line
and levels thereof, and also books of reference, containing
the names of the owners, lessees, and occupiers, or reputed
owners and lessees and occupiers, of the lands through which
the same is intended to pass, have been deposited with the clerks
of the peace of the counties of Berks, Oxford, Worcester,
Gloucester, Stafford, and Wilts, and with the clerk of the peace for
the city of Worcester; be it enacted, that, subject to the provi-
sions in this and the said recited Acts contained, it shall be lawful
for the said Company to make and maintain the said railway and
works, in the line and upon the lands delineated on the said plans,
and described in the said books of reference, and to enter upon, take,
and use such of the said lands as shall be necessary for such pur-
pose," an amendment was moved by—
Mr. LOCKHART, " to restrict the guage to the width of 4 feet
8 ri inches;" which is the width of the narrow guage.
The amendment, on a division, was negatived, no other Hon.
Member having supported it.
The remaining unopposed clauses having been gone through,

Mr, Sergeant WRANQUAN, on bgbalf cf Msr Purotc, proprietoi

of part of the river Haven navigation, submitted that the pro.
moters should not cross the river at Evesham without compensa.

tion to the proprietor. The promoters would cross by
two bridges, and unless those bridges were made
at such an elevation as would not cause the vessels passing
under the bridges to lower their masts, the Committee should fix a
remuneration for the loss which would be sustained by the loss of
traffic the delay of those ♦essels would cause to his clients.
Mr. Brunel said he would by morning fix an elevation.

This was agreed to, and the point was postponed.
Mr. DatstEL said he had to ask power for the Birmingham and
Gloucester Railway traffic to go on the Oxford and Wolverhampton
line from Stoke to Abbots Wood. He would, however, inform
the promoters that the clause, if granted, would not prevent the
Bill being opposed in all its stages.
Mr. TALBGT thought his Learned Friend was very modest to
ask a clause, and then In the same breath, hot and cold, tell his
eients that, clause or no clause, he would oppose the Bill. He was
satisfied to have a clause framed by the next day, which would be
at a reduced rate of tolls to the Birmingham and Gloucester
Company. It was, however, unfair to ask such power, and then
announce a determined opposition to the Bill.
The CHAIRMAN—I think it is almost unfair.
The matter was then postponed.
THE OXFORD AND RUGBY RAILWAY
BILL.

The first 14 clauses of this Bill were agreed to without amend-
ments, and the Committee adjourned to twelve o'clock to-mol row.

GROUP OG.
SCOTCH IZAILWAYS.
GLASGOW JUNCTION RAILWAY.

The Committee en this group, consisting of Mr. Evans (Chair-
man), Mr. Newdegate, Mr. Miles,' Mr. Muntz, and Lord Grimston,
met at twelve o'clock in the Sessions House, Westminster.
The promoters of the schema called John Leadbetter, an exten-
sive manufacturer, and Dean of Guild of Glasgow, who said that his
office constituted him the principal member of the Chamber of
Commerce, and he was therefore cognizant of the proceedings of
that body. The consideration of the present project had not come
before them in a formal manner, and he was not prepared to say
what the private opinion of individual members might be. He was
also a trustee of the River Clyde, and that trust had come to a re -
solution sanctioning the laying of rails along the quay. He con-
ceived that the proposed junction would increase the traffic of the
Glasgow and Ayr Railway, and also benefit the harbour trade.
Cross- examined by Mr. Sergeant TALFOURD—He had an interest
in the Edinburgh and Glasgow, and in the Ayr Railway, both of
which lines would be benefited by this junction, but he had a
greater interest in the Glasgow Harbour, and if the shipping inte-
rest were disadvantageously affected, his less would be greater than
his former gains could repay.
Mr. Charles Rees, Surveyor-General of the Scotch Post-offices,
spoke to the security which unbroken traLsmission would give to
the Irish mails, which would pass by this junction to Portpatrick.
Mr. George Mills, merchant, Glasgow, was called to prove the
traffic tables, but his examination was adjourned by consent till to.
morrow.
Mr. Miller, C.E., then entered into details showing how he in.
tended carrying the line across the streets of Glasgow by a viaduct,
and in some cases under, by a tunnel. The line
would cross the Clyde by a bridge of three arches, the estimated
cost of which was 30,0001. The total cost was 280,000/. It was
proposed to throw out a branch from the main line to communi.
cate with the Ilroornielaw. The estimates were fully sufficient for
the construction of the line. _

- - _
The Committee adjourned at four o'clock till to morrow.

GROUP K.
NORWICH AND BRANDON LINE.

The consideration of this Bill was resumed this morning by the
evidence of

Mr. G. P. Bidder,C. E., who was examined by Mr. GIRDEN—Is en-
gineer to the Norwich and Brandon projected railway, and has had
the plans and sections of that and the rival Eastern Extension line
submitted to him. The distance from London to Cambridge by
the former project will be 58 miles 12 chains; from Cambridge to
Brandon, 30 miles, 26 chains; and from Brandon to Norwich, 37
miles fit chains, making a total from Norwich to London of 126
miles, which would be reduced to 1231 in case the
Farringdon.street terminus were accorded and adopted.
From London to Attleborough the distance will be 110 miles, and
from Attleborough to Wyndham six miles, snaking in all from
London to Wyndham 116 miles. From Wyndham to Dereham
the length of the line will be 11 5i miles, and from the latter town
to the metropolis 127 miles ; from Attltborough to Disc 1034,
and from Dereham to Disc 271/2 miles. The gradients on the
Norwich and Brandon were unusually favourable, and as compared
with the Eastern Counties Extension, were preferable to a palpable
degree ; and a great misapprehension must have existed
in the minds of the Board of Trade when they reported
in favour of the former. The gradients on the Eastern
Counties Extension were highly objectionable; for 1,000 yards
the decline was lin 85, and for 400 yards 1 in 96. The conse-
quence of such steep gradients was the difficulty, if not impossi-
bility, of adopting the customary engines_to the rail. The curves
on the Norwich and Brandon were unexceptionably small, and
every other engineering point was equally easy. There are no
planes or tunnelling on the Thetford Deviation, the length of which
will be 51 miles. The steepest gradient is lin 218. Two high.
ways, one on the road from Wockham to Thetford, and the other
between the latter town and Wetton-lane, to be crossed, but no
engineering difficulties of any consequence are experienced.
By Mr. Ittcaavis—The difference between the levels of Dereham
and Wyndham is 40 feet, the level at the latter town being so
much higher than at Dereham.
The Hon. and Rev. William Wodehouse, examined by Mr.
GIRDEN—Is incumbent of Hingham, and has filled that office for
34 years ; believes that his brother, Lord Wodehouse, is an assent
to the proposed branch of the Norwich and Brandon line. Con-
siders, when completed, it will confer great advantages on the dis-
trict.

Cross-examined by Mr. WIIATELEY, Q.C. —Does not know whe-
ther his brother, Lord Wodehouse, was previously a dissentient to
the Bill, nor his motives for now supporting it.
This line of cross-examination being objected to by Mr. Girden,
and held as irrelevant by the Committee, the Learned Counsel de-
sisted ; and the Speaker having been announced at prayers, the
Committee adjourned.

OROUP RIC
LIVERPOOL AND HUEY LINE.

The Committee met at twelve o'clock ; Sir C. Lemon in the chair.

The first witness examined to.day was Mr. Samuel Cottam, an.
ditor of the accounts of the Leeds and Manchester Railway, and
general accountant, who stated that the present traffic between Liver-
pool and Wigan was 95,1091 annually, viz., 26,031/. 17s. 9d. for
passengers, 894/. 4s. 9d. for cattle, 65,9331. for minerals and
goods, for sundries 25,0001. The population along the line was
330,000.
Cross. examined by Mr. Sergeant BELLABIS—A very important
part of the traffic was third-class passengers. The witness ex-
plained In a satisfactory manner how he made the calculations.
The foot passengers observed passing along the line from Wigan
to Liverpool, at the Ince station, were 4,593 in fourteen days. He
admitted,however, that there were several small towns along the line,
such as Leigh and Hindley,and would not say but these passengers
were going there instead of to Wigan. Had, in his calculations,
estimated that 5,0001. a year would be abstracted from the present
railways. He estimated that foot passengers, those who travelled
by horses and gigs, and what he calculated would be abstueted
from other railways, would be about 0,0001., and about 6,011[.
from other sources.

Re-examined—The traffic tables were taken in the usual man.
ner. Had not taken in these tables any of the traffic to York.
shire, nor comput,d in any way so highly as many traffic calcula-
tors who had been examined before other Committees.
The examination of this witness lasted more than two hours and
a half.

Mr. J. Thompson, engineer, in conjunction with Sir J. M`Nei

to the Liverpool and Bury Railway, said it had been surveyed
under his direction. Was very careful in making trial surveys;
thought the projected line the best which the country admitted.
The terminus at Liverpool was in Howard.street, half a mile west
of the Exchange. There was now no connexion between the
terminus and the north docks, but such a communication was
quite practicable, and was contemplated. It would have been laid
down on this plan, but when it was drawn up the position of the
docks had not been defined. The docks were, however, now in
course of formation. There would be no difficulty whatever
in effecting the junction. The levels admirted of a very
easy junction with the docks. The Liverpool and Bury
terminus was, generally speaking, about 500 yards from the
North Docks, in its passage through Liverpool. Another junction
with the Leeds and Livi rpool Canal was intended ; forty feet
would be the height of the railway terminus, and from that
it would gradually drop down to an elevation of twenty-
three feet, whence the coal would be dropped into the
vessel. Their object in having this elevation was to drop the
coal, without breakage or cartage, into the holds of the vessels;
and so it would save much time and expense. There would be
no difficulty in extending the rails along the whole of the docks.
The proposed line passed out of Liverpool by an arching of 1,250
yards, in order to get over a few streets. These arches
would be valuable for the purpose of warehouseing. The next
work of moment would be tunnelling under Walton-hill, which
would be 1,320 yards In length. That was about a mile and a half
from Liverpool, and it would be made through free-stone rock,
the most favourable of any for making a tunnel through. The
line would pass under the Preston turnpike-road, about
three miles from Liverpool. It would pass by Kirby
Billinge, and on to the north of Ramford. It would pass chose by
Orrell, and thence to Wigan, a distance of 181, miles. At Wig .n
it would cross the North Union Railway at an elevation. This
point would be very convenient for ajunction with the North Union,
if required. The line proceeded to the north of Hindley, which it
would approach within a quarter of a mile. It went on to West-
houghton, which it approached within the same distance as Hind.
ley ; it then went on to Bolton, and joined the Blackburn, Darwen,
and ➢olton Railway; it went on to Bury, and would join the Bury
and Rossendale Railway. There were two trunks of arching on the
line, one of 150 yards, and the other of 170 yards.
It would also touch the Leeds and Manchester Extension
One of the branches, the Ormskirk, was three miles long, and
would connect the towns of Ormskirk and Southport. There
was another, the Haig branch. The total length of the main line
was 31)!, milee. The Ormskirk blanch was in length 3 miles
3 furlongs 65 yards ; the Haig branch 1 mile 4 furlongs and 70
yards; the great Lenen branch. near Bolton, a quarter of a mile
long—making a total of 5 miles and 1 furlong. The total main
line and branches was 35 miles and 5 furlongs in length. The
gradients were on the whole good, about 1 in 100 on the main
line, on the Bury about 1 in 150, on the Ormskirk about 1 in 115,
and on the Haig braaeli about lin 186. There were many of the
Scotch railways which had much worse gradients. The estimated
cost of the whole line was 912,000/., of which the main line had
cost 677,248/., and the branches the difTerecce. Considered the
line would be, on the whole, very advantageous to the commercial
community of this part of the country. There was much delay on the
Leeds and Manchester Railway, and the projected line was most
desirable. The shipping stages at Liverpool would cost 1,000/.
each ; the branch from the terminus to the docks 101,0001.
The cross-examinatiou of this witness was commenced by Mr.
Sergeant Beasis,
,but had not terminated when the Committee
Adjourned, at four o'clock.

GROUP L.