The Sun.
London, England, 1845-06-03 00:00:00

GROUP Ba

nuzzrN, WEXFORD, 11. ND CARLOW
RAIL WAY.

The Committee met to-day ac the usual hour, and resumed the
examination of witnesses. Mr. Colquhoun, chairman.
Sir John 31:sliell cross-examined—He had prepared a table re-
quested by Mr. Alexander the previous evening, respecting the
cuttings and embankments, which lie now handed in. He had yes-
terday 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 end 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 difficulty in doing this, as it had been done
by him on the Cchtness Railway. The latter was ten miles. The
gauge of the line was to be similar to what was already generally
used in Ireland. The engines would be about sixteen tons, and
the tender six tons, twenty-two tons in all. He had made his esti-
mate for rails at 71. per ton. The price was now about 91. los.
A month ago it was as much as 12.. He did not think iron rails
could be delivered at present for less than 91. 183., as the freight
and delivery would be about Ss. per ton. He had set apart no
part of the estimates for improving the harbour of Wexford. He
had, however, framed a plan fur 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.
cotthy. The town 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
lin,, which he deiceibed as of a much more favourable character
than those on the coast or opposition line.
Mr. Carr put lit the traffic table•, 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 upon the case ter 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 C11.74:11DONIIIBT, TEES G3,IISGOI-7,
Xi/a:ZS £a ND CA3LISL Z',AILWAY.

The Committee reassembled 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. HILDICARD 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 5/ miles long,
on a gradient of 1 In 75, and another plane of 4 miles in length,
where there was a gradient of I 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. lie had
estimated the cost of the tunnel at 40/. per yard, aid considered it
a lair value. The total cost of the tunnel would be 140,0001.
Comparing the proposed branch with a similar length on the Ca:e-
dobian lie, on the south side the gradient would be as I 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 ha!l a mile to a mile in radius, and
neither of these would he objectionable in a tunnel with a
double line. If more time for t uri her inspection of the locality were
given, as. rter line, and a les.i curved tunnel, could be obtained,
and it would a it be necessary to introduce more severe gradients.
Neither wiruld the execu'don of the works take up more time. He
had 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 3 5,0001. It appeared that the saving,
in point of expense, as compared with the construction of that por.
lion of the Caledonian line extending from Elvan.foot to Carlisle,
takiiig the pre portion of Mr. Locke's estimates, amourtel to
512,0001.

On cross-examination by Mr Cocitatats, Mr. Miller said he had
in,tructed Mr. Blythe to make a survey of the Delvine Pass last
week. A survey of the ground h been executed last year, but
the section was confined to the turnpike road through the pass.
He had not given this up in de,pair, and he should prefer it it he
had the choice of a line to Edinburgh. The original gradient had
been lin 70, but it had subsequently been altered to 1 in 75. The
height of the mountain through which the tunnel pawed, was 1,150
feet above the levet of the sea, and is the bighes", Summit on the
line.

In reply to a question by Mr. HILDN'AItD, the witness said that
additional distance on the proposed branch, as compared with the dis-
tance betwe n 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
Caledenian line, to give evidence. He said he had sent down
several gentlemen last week to survey the pass, and read a letter
of instructions which he had transmitted for their guidance
In making the survey; from widen it appeared they
were not to confine their investigations to the line
already made out but to examine generally the district, and to
make allowances 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 stria.
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
tenor working the line the whole distance to Edinburgh would
be 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 Caleionian Railway as a direct trunk line into Scotland.
d Mr. Foster, mining engineer, deposed that he had had consi-
eerable experience in mitring affairs, and was satisfied, from the
irririature of the strata through which the proposed tunnel in
PthceL liDeay re would pass, that its construction could not be estimated
at less than 60/, per yard.
Mr. M'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 Criatamax said he had been desired by the Committee to
state, as the pre,ent inquiry had been made, to afford them cient informati n in arriving at a proper decision,
that they
wished to express their satisfaction at the creditable manner in which the engineers on either side had conducted their surveys,
and at the ready willingness that had been evinced by the diffe-
rent competing parties in falling in with the views entertained
by the Committee

Mr. HILDVArr then proceeded to address the Committee on be-
belt the Etitiburgli anti Glasgow Railway Company. It was ob-
je4ted on their behalf that the forks on the Caledonian line had
been carried farther north in their point of divergence than had
been contemplated by the Commissioners appointed by Government
for the purpose alone of interfering with the traffic on the Edin.
burgh and G'as,;ow Railway. It would be recollected that the
dividends on that line since its construction did not ave-
rage more than tine per cent.; and it would also
be remetnt end by the Committee, that the Union Canal Company
had been appointed carriers to compete with it. Two alterations
bad 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 Railway] it would
be r..colletted by the Committee that a line had al-
Mid: Weil laid down to lialmartiock and Daliceith—that a

Bill for making a line to Hawick would be read a third time this
very day. The preamble for makiug a railway from Kilmarnock
to Cumnock had been passed; it could not in his opinion be pos•
sible for the Committee to entertain any doubt that the distances
between Hawich and Carlisle and Cumneck and Carlisle must
necessarily in a very short period be connected together. As re-
spected the effect of a line through the Delvine Pass, it was evident
that the whole traffic from north to south would be continued
from Canonbridge to Carlisle, including Dumfries an Annan. The
Learned Gentleman referred generally to evidence tendered by Mr.
Locke and Mr. Miller, on the two proposed lines through the Del-
vine pass. He also quoted from the report of the Commissioners,
to show that it was likely that only one line would afford a remu-
nerative prifit through the south of Scotland, and concluded by
warring the Committee not to decide its favour of the Caledonian
line.

Mr. COCKSVIIN then rose and addressed the Committee on be-
half of the promoters of the Caledonian line. The main question
on which the decision of the Committee rested was, which line
afforded the greatest facilities and convenience as a direct trunk
line between London and the North of Scotland. The Railway
Commissioners and the Board of Trade had both entertained the
subject, and in both of the reports that had been issued, the
Nithsdale Railway had been disapproved of, and the Caledonian line
had received the preference. It was, perhaps, a matter entitled
to some attention to consider how the public had been interested
in the two lines placed before them. On the Caledonian line there
was not a single dissentient lamlowner ; and without detracting
from the merits of either line, it would appear that the promoters
of the Dumfries line were at present without any scheme for con-
necting Hawick with Carlisle, and the various contingencies
upon which such proposed communication depended, ren-
dered it unlikely that it ever would be made. As the
sudposition of the making of the Hawick line depended
almost entirely on the Dumfries line, it was a question whether the
Hawick line would yield with the Dumfries similar facilities of
traffic as the Caledonian. The various circumstances under
which the preamble of the Bill fir the Hawick line had been
passed were then recapitulated by the Learned Counsel, and from
the severe nature of its gradients, curves and tunnels he contended,
it could never be made available for the accommodation of the
th rough traffic. If this was the fact, the case for the promoters
of the Dumfries line would fall entirely to the ground. Thus far
he had spoken on the comparative advantages of the lines to
Edinburgh, and the districts in that part of Scotland. As re.
garded Glasgow and Paisley, the difference in point of distance
between the lines was fully ten miles in favour of the Caledonian.
When it was said by the opposing party how important it was
that Dumfries should be on the main line, it should be remem-
bered, that Dumfries was not a manufacturing town, and
that its connexion with London and Glasgow was not of insuperable
importance. It was admitted that Dumfries was not on the main lines
but then its proximity to Glasgow and London was rendered as ad-
vantageous on the Caledonian line as on the competing line. As
to Annan it had only a small population and but little commerce,
and from its situation on the Solway the navigation was rendered
exceedingly difficult, and there was no data on which to ground the
assumption that it would be an improving port, or that the CE.ledo.
nian line should be rejected because it slid not accommodate it so
fully as the Dumfries line. It was ridiculous to suppose that pas.
sengers going from Carlisle to Liverpool would go by steamers from
Annan. No man in his senses would entertain the idea of
travellinn north sixteen miles from Carlisle to Annan, to be con-
veyed by steam-boats to Liverpool, where a direct railway com-
munication already existed between Carlile and Liverpool, and
yet on the traffic-tables of the Dumfries it had been taken for
granted that passengers would go in this way, and the number of
passengers had been doubled. Another question, relative
to the commuication between Scotland and the coast of
Ireland, and looking at the relative distances be-
tween Edinburgh and Glasgow, and the coast of Ire-
land, it was incontestably evident that the distance
by the Caledonian line was some fifty miles shorter than by the
Dumfries line. The Clydesdale branch was a very important one
when looked at in connexion with the Caledonian line, and would
bring in a great increase of traffic along the line. It was unde-
niable that it was a matter of the greatest importance that there
should be no intervention of any obstacle in the free and through
traffic from north to south, and he contended that as regarded the
Glasgow junction, promoted by the Dumfries Company,
the greatest obstacles did exist on that junction, inas-
much as it was impossible for it to be made, according
to the evidence of Mr Vignelles, their own witness. There was
wags nothing to be said In support of the-Dumfries line, either as
regarded its facilites as a branch line, or its local accommodation.
A point, however, had been casually mooted by Mr. Miller, which
had swelled into a considerable object, the Intention of waich was
to embarrass the Caledonian line in its fundamental principle form-
ing a direct main trun line. He alluded to the proposed branch
through the Delvine pass, and contended that, from the unfavour-
able nature of the gradiants in the tunnel there was
every probability of catastrope of tht most appalling
character frequently occurring, and there would be a loss of at
least ten miles in the direct distance to Edinbnrgh and Glasgow.
The Learned Counsel then read an extract from the report of the
Board of Trade, to show that in every instance where a railway
was contemplated being constructed, the Commissioners had inva-
riably expressed their opinion that the shortest and most direct
line should be adopted. The Learned Gentleman briefly alluded
to the claims of the Edinburgh and Glasgow Railway Company
and considered they could have nothing to fear from the compe-
tition of the Caledonian line. He concluded his very lengthened
address by expressing his deep conviction that, looking fairly and
deliberately at the great facilities afforded by, and the important
interests embraced in the Caledonian project, the Committee
would not hesitate to give their decision in its favour.

The room was then ordered to be cleared, and on our re.
admission,

The CUAIRMAN said that, it being now five o'clock, beyond
which time the Committee were not permitted to sit, they had not
yet had sufficient opportunity to go through the whole of the duty
which devolved on them ; but, for the convenience of parties, they
thought it expedient to announce the resolution they had so far
arrived at, viz., that the Committee had agreed to the preamble
of the Caledonian Bill, with the exception of the words " with a
branch to Dumfries," and would give their decision on the remain-
ing p. rtiun of the case to-morrow.
The Committee adjourned till twelve o'clock to-morrow.

GROUP EE.
SCOTTISH MIDLAND 12.5.17."WhY.

The Committee met to.day at twelve o'clock, Mr. F. Baring in
the chair, when the evidence in favot.r cf this line was resumed.
Mr. Kelly. agent of the line, examined by Mr. FoRBYTti, gave
evidence respecting the petitions the landowners, opposed to
the hne. He represented that, with some few exceptions, the
grezter body of landed proprietors, and the mass of the people,
were in favour of its construction.

Mr. Mactare!), a partner In a drapery establishment, in Cupar
Angus, said that the staple manufacture of the town
was linen, and that the railway would be of the greatest service in
reducing the carriage of goods to and from the town. At present
they had to pay 2/. 10s. carriage for goods coming from Glasgow,
but by the railway, presuming that the charge was 3d. per ton per
mile, the price would be IL 6s. 3d., and if 2d. per mile only
15s. The price of coal would also be reduced by the formation of
the line.

Mr. James Angus, of Kirriemuir, said that this town was prin.
cipally engaged in the linen trade. The population was upwards of
7,000. They manufactured cloth principally, the yarn for which
was derived from Dundee. The manufactured goods were after-
wards sent through Dundee and Glasgow for shipment. The pro-
posed railway would be of the greatest benefit to the town. They
had at present to cart their goods for seventeen miles. Theprice
of carrying goods now paid 11l Dundee was 10s. per ton. The ex-
pense of carriage to Glasgow by Dundee was twenty-
seven shillings. If the present line was formed:
and connected with the Scottish Central line, it would reduce
the expense one-half, as be calculated they could be taken to
Glasgow for I.ls. per ton. They were at present supplied with
E-glish coal through Dundee, at a rate of 11. Is. per ton. The
formation of this line would reduce them about 6s, per ton, as
the Fife coal would be brought into Kirriemuir. There were
large markets and fairs held in the town. The drapers were
principally supplied with goods from Glasgow. The expense of
such goods by carriers was not less than 21. ss. or 2/. Ins. The
feeling generally in the town was in favour of this line.
Messrs. Jamieson, Gilmour, and Watson were examined, and
gave evidence to a similar effect.

Mr. Smith, of Deanston, said he was acquainted with the line
proposed. He knew the country well through which it passed. He
thought the rental of the land in Strathmore was about I/. an acre.
The benefit of the railway to the farmers of that district would be
very great. He considered the land for four miles on each side of
the line would be benefited in renal 2s. per acre, or confer an
ab,olute additional value of 50,0001. per mile of railway on such
tract of country. There were very many manufactories In
Strathmore, and there was a great probability of their being
extended if a railway were formed. The railway would altogether
benefit, in the manner he had previously explained, 150,000 acres
of land

Mr. Neilson, of Glasgow, said he was a butcher, and was well
acquainted with the cattle trade. The greater portion of cattle and
sheep for the Glasgow market came f:um Strathmore. There
were about 200 head of cattle bro,:,,ht weekly front that district.
They came at present round .oy Dundee to Edinburgh by steam.
boat, and from thence I.y the Edinburgh and Glasgow Railway, or
they walked the o:.„tance. The long walking injured them very
much. The carriage per head at present was 12s. ; if they walked
10s. 1...: the present railway were formed in connexion with the
S'..ottish Central line, he had no doubt they would all be brought by
that route, and at a rate of 7s. 6d. each.

Cross-examined—tie had no certainty that the Scottish Central
and the present line would carry cattle at Id. a mile, but he don.
sidered those railways would find it to be their interest to adopt a
low toll. The lines at present in operation carried cattle at Id. a
mile.

Mr. W. Byers said he was a survey or of turnpike-roads between
Dundee and Strathmore. He was employed in the months of
August, September, and October in the past year, and in March
in the present, to take the traffic on the route of this line of rail.
way. He was engaged a torinight in each of the first two
months, four weeks in September, and a fortnight In March.
The veh;cle passengers, according to his calculation for the year,
were 86,181 ; the foot passengers were 130,130. The latter item
included persons who travelled in carts. The total receipts from
the passage traffic he estimated at 19,8191. 45., allowing the vehicle
passengers at 1 4d. per mile each ; the foot passengers at Id ; and
adding, as it was usual, 100 per cent. for the expected increase
of traffic. Before the formation of the Arbroath and Forfar
line there was only one coach, yet the passengers carried by
that line in 1843 were 81,825. On the Forfar and Newtylc line
the number carried was 54,812. The latter railway was also
through a county where previously there was scarcely any
traffic. His estimate of goods to be carried was 60,000 tons;
this did not include coal and lime, a very large qt.antity of which
would be carried along the line. The witness then went at some
length into the number of cattle, sheep, and lambs, taken from
out the district in the direction of Perth, the number of which
be represented to be very large. The total receipts from all these
sources he calculated at 36,855, and allowing 16,500/. for the
working of the line, or 45 per cent., 7 per cent, would remain for
the capital irtvested.

This witness %vas subjected to a long cross-examination, at the
close of which the Committee adjourned till twelve o'clock to-

morrow,

GROUP F.

The Committee met again this day at twelve o'clock, In Room
No. 11, the Right Hon. F. Shaw, chairman. The proceedings
commenced with the case of

THE LONDON, IXTOT4CESTEM, AND SOUTH

STAPFORDSIIIRE RAYLVJ'AY.

Mr. AtriTlN addre•sed the Committee in reply to the speech of
Mr. Cockburn. He had listened with great attention to the speech
of his Learned Friend, and without casting the least imputation
on that address, he would say that it was one entirely at variance
with the facts of the case. This was not to be wondered at, for he
( Mr. Cockburn) had very great difficulties to contend with. He
forgot that the issue of the case would take place on the
merits of the case. He was advised by the worthy Secretary
of the Great Western line, Mr. Saunders, a gentleman who was
well qualified to give every assistance in the case of railway
matters. With respect to the gauge, he (Mr. Austin) would ex.
plain that. His Learned Friend had not the courage to tell the
Committee that competition would be of advantage to the entire
districts through which the line of railway should run. He told
the Committee that competition could be used with very great
advantages, provided another line were made, but not so good a
line of railway as the other, The Legislature was bound to pre_
vent the unnecessary waste of capital, in constructing more lines
of
traffic railways or canals than were necessary to the
of the country which they were to accommodate.
In opening the case at first he proved from documents that unne.: cessary rivalry was injurious to capital, without conferring any real
benefit on the community. Look at the Great Western from Won_
cester to Morton, and there it would be found that no competition
place. Again, looking at Wolverhampton, it worldnot wouldhe take
nearer to London by its circuitous routeirrn
itnhgahnatmheßparizanyt.
means of conveyance by the London and B
of competition
be (Mr. Austin)
1/cation
tthbeefdoerme etrhites,
c0t:7,111%21e 9ttee,
wlfert bee
pot merits,y est
eorrdraayt rather

would do so to-day. He told them that the carriage from Droit.
wich to Cheltenham was 65., and from Droitwich to Gloucester 35.,
the latter being a longer distance ; and this was what he called an
argument for competition. He would refer to the general
bearings of competition. His Learned Friend called a Mr.
Huish to speak to some misconduet on the part of the
London and Birmingham Company. What was the fact in
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 aceotamodate the 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 Company. Now, why should this be the grounds of a com-
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, or 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 great 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 be 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 slow 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 se much talked of. Much
had been adduced on the other side about the line to
Holyhead or Portdynllaen, so as to fom a station fur
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 Portdynllaen was nearer to a part of Ire-
land than Holy head. Here was the subject of the North Wales
line left in future, all depending on contingencies—one of those
contingencies being the carrying of the line now tinder 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 would have no weight with the Right
Hon. Chairman, nor with any Hors. 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
%Vales line was an object of national importance. If it were,
indeed, an' object: of national importance to make Port-
dynllaen 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 Cora.
pany to carry out their intentions, however theoretically valuable
in their minds, at the expense of the people of Worcester. Let
not the people of Worcester be plundered by the scheme, but, as he
said before, let the national object be carried oat 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 Corn-
pany proved.

The room was then cleared, and after some time occupied In
deliberation, 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
RAILWAY.

The Select Committee in 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.
Machray, an extensive coach proprietor, residing in Aber-
deen, said an arrangement had lately been come to between the
mail contractors and the Post• office for carrying the mails to Perth
by way of Fife and Burntisland instead of by way of Queensferry.
He had a share in the Defiance coach, running from Edinburgh to
Perth. The road taken by that coach had lately been changed
from Quecnefein, to Borntialand, and the result of this change
had proved highly successful—indeed, it had bad the effect 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 Qucensferry 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 I3erkeley, the celebrated pedestrian, and an extensive
farmer at Alladyce, proved that the greater quantity of cattle
was sent from Aberdeen to Edinburgh by steamboat, by way of
Granton pier, and thence by land. The journey at present *mi.
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 18'29. In March last the route of the coach was changed
from Queensferry to Btuntisland, and since the change the coach
had paid better than ever it did be:bre. 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 the
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, en accountant at Edinburgh, proved that the ag-
gregate amount of population on or near to the whole line was—
towns, 303,645; counties, 968,980; and parishes, 74,401.
Mr. R. Barbs, an experienced land valuer and factor, proved that
the value of the land to be taken and permanently occupied by the
railway was 40,017/. 2s. Id. The sewerage land would cost
5,4521. Is. Bd. The estimated damage which would be done to
houses and buildings on the line would be 8,4701 and the value of
the growing:wood on the line, which had nearly arrived at maturity,
he estimated at 9751. 18s, 2d. He estimated the temporary damage
which would be done to property adjacent to the line at 5,4911.
10s. Id.

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

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

GROUP GG.
SCOTCH RAILWAYS. GLASGOW DIS-
TRICT.

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. Milee, Mr. Munta, 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 Kirkintulluch line were unopposed.
The Committee took the latter Pint ; and the preamble having
been agreed to, and the clauses gone through seriatim, they re.
solved to report it to the House.

The Committee then took the Glasgow, Garnkirk, and Cant_
bridge lii e, which being also unopposed, was passed and ordered
to be reported, as was a branch of the Glasgow, Kilmarnock, and
Ayr line,3extending to Cumnock—a total distance of eighteen
miles, at an estimate of 350,0001.
GLASGOW JUNCTION RAILWAY.

-
Mr. Sergeant ANDREW* then opened this case for the promoters
of the Bill. Ile 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
rnilo, 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 line was intended to pass through the town by
tunnelling, and in some cases on piers, and it was proposed to cross
the Clj 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 very serious description.
Mr. Thomas Phillips, of Leith, was then called to prove the
advantages of the proposed line. His examination was just com-
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. Lea—ls engineer engaged in
the construction of the Direct Norwich line between Bury and
Bishop Stortford. The line between Thetford and Bury will be
twelve miles and three furlongs in length. The station will be at
Britby-gate, on the Bury highroad, on a level with a small street
connected with that road. At Thetford the terminus will. be at
the east side of the Crockstonc road. The steepest gradient is
one in a hundred for a short distance. The highest embank.
meat 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 993,333 cubic yards,
at a cost of 50,673/.; 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 5,419/. ; and contin-
gencies, estimated at 10 per cent., 17.288/. es., making a gross
total of 190,172/. A single line of rail would cost 27,6001. less
than the preceding estimate of 190,172/. A junction could with
great facility be made with the Bury and Ipswich line.
Cross-examined by Mr. Wits"retcy, Q.C.—To effect the junc-
tionu,,, with the Bury and Ipswich line, a slight alteration in the level,
and a further length of line back would be necessary.
tpiumr o sine
aokfi
ng makingthe theb
base,
e, viaducts,now byyersyinkihiffiegripoirl,es
goof() d and fifty
fty feet, a.nobd
.
iaectionable; forty-five feet Is not a very great heiglAt for
u
embankment. On the Great Western Railway
there is one
above seventy feet high. The expense
The
of ••
included in Mr. Peto'a contract. rails will be 10 per ton,
slopes are I to, 1, wholl
stnobjectionabie, considering the nature y
Richard Till, examined by Mr.omor the country.
Norwich and Brandon and Yarmouth DEN—Is Se..cretary of the
and
amalgamated. These companies hay! and NorWICh hoes, now
amalSsmated, Theit omanles hay! bee N.r.wich lines, now
vtthoristct by the

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