The Sun.
London, England, 1845-05-27 00:00:00

one would be decidedly preferable, to accommodate those travelling
from Armagh along that line. He had heard Mr. Blacker, and he was
not aware that there was any point in which he differed from him.
Several meetings had been held in Armagh, at which resolutions
were unanimously passed In favour of the inland line There were
a great number of flax mills, corn mills, and bleaching grounds in
the neighbourhood of Kendy ; in his opinion as many as at Porta-
down ; all of which would be accommodated by this line. The
length of the railway from Drogheda to Dublin was either 32 or
33 English miles, and considerably further than the mail road.
He had seen the section of the Belfast Junction at Newry, and
thought it would be very inconvenient, on account of the elevation
above the quays. He did not think the people would be satisfied
with it.

To Mr. Mtnieny—He did not mean to compare the Portadown
district with the Kendy one, if the former was extended to in.
elude Tenderageer, Lurgan, Banbridge, and Guildford. He did not
know whether there was a market at Kendy. He was not aware
of any company being formed for this, neither was he in any way
connected with it.

To Mr. BovLE—He believed that If the coast ling were rejected
by the House of Commons, the inland line would be immediately
taken up, and a company formed for its execution. The length of
the inland line we understood to be eighty-five miles.
Mr. W. Kirk said he had not come to town to give evidence on
this line, but on the Newry and Enniskillen. But here he had
met Mr. Cumming, the solicitor, who had requested him, if he
had no objection, to come before the Committee and give his
opinion. He is a linen merchant and bleacher, near Kandy, and a
magistrate of the county of Armagh. He considered the inland
line much preferable to the one along the coast. Armagh was a con-
siderable market for the linen trade. He bleached himself daily about
500 pieces, or 157,06 t) a year, and the persons directly and indirectly
employed in producing these pieces amounted to many thousands.
The coast line weuld not accommodate him at all ; but if the
Newry and Enniskillen line were formed in addition to the coast
line, then he would be as perfectly well accommodated as if the in.
land line were constructed.

To Mr. ALEXANDER—If they took ten miles on each side of
the inland line, they would find as great a population as they
would find on the coast line—taking it ten miles on the side op-
posite the coast.

lte-examined by Mr. CHAMBERS.—He thought the inland line,
all things considered, the most adapted for the wants of the
country. Armagh was one of the best markets for the sale of flax,
and a considerable quantity was shipped for England and Scotland.
That for shipment to the east of Scotland went by Belfast, and that
for Leeds and Yorkshire by Newry. The inland line came within
three miles of Kendy.

Mr. Gardner, examined by Mr. CHAMBERS, said he lived at Ar-
magh, and was au iron-founder and general machirte maker in a
firm there. He was also engaged in the woollen :rade. He
cast metal for the machinery of the district, and
also made up machinery to be employed in the linen
trade. His woollen trade was an import and retail one. At
present Belfast was their Scotch port, and Newry their English
one ; but with a good communication with Newry the latter would
become their entire port. The whole water power of the district
was already taken up, and any additional power would require to be
steam; hence a direct and speedy communication with
Newry was necessary for a cheap and efficient supply of
fuel. Upon the whole, his decided impression was that the inland
line would be the best for the general wants of the country at
large.

There was nothing of material consequence elicited by the cross.
examination of this witness.

Mr. M'Endow, agent of the Canal Company at Newry, said
he knew the district well. A great amount of goods were taken
from Armagh to be shipped at Newry. There was between 6,001
and 7,000 tons sold yearly in Armagh, the greater portion of
which went towards Newry and Belfast. The inhabitants of
Armagh, supposing both lines were constructed, would, he was sure,
decidedly prefer the inland one. He generally agreed with'the
evidence of Mr. Kirk respecting the flax and linen trade, as that
gentleman, being extensively engaged in business, was well qualified
to give a correct opinion on the subject. Ihe traffic between Dun-
dalk and Drogheda, and Dundalk and Newry, he thought was but
trifling, and not sufficient without a large through going traffic to
support a line.

To Mr. AUSTIN—He was of opinion that the traffic between
Drogheda and Portadown did not pay. Tho Dublin and Drogheda dist
pay, but he was of opinion the traffic further towards Portadown would
not be so profitable, the passengers and agricultural produce to be
carried being considerably less.
The Committee then adjourned till to-morrow at twelve o'clock.

Group W.

WAKEFIELD, PONTEFRACT,

AND GOOLE RAILWAY,

(Continued from our Afternoon Edition of yesterday. )
Mr. Thornton, cross.examined by Mr. KNOWLES—Had contracted
for works at an amount considerably less than for the works on the
proposed line. On the London and Birmingham line he had got
I s. per yard for ballast, and on the present line the estimated cost
was Is. 6d. a yard, On the Midland Railway he had received Is. 3d.
The quantity of ballast was calculated at 190,537 yards.
The CHAIRMAN again suggested the propriety of abridging this
examination, He did not see to what good purpose it could tend,
as he conceived that the duty of the Committee would be chiefly
directed to the consideration as to which of the two lines was most
advantageous to the public interests.

Messrs. Durham and Holt, land valuers, were next examined,
and deposed to the value of the land on the proposed line. The
cost per acre was estimated by them at 2001., and would be 1,500/.
per mile. The average rental for the land varied from 14s. to
per acre.

Mr. Harday, on behalf of Mr. Smith, one of the dissentient
landowners, cross-examined this witness, and presented a petition
from other landowners who opposed the Bill, and who reserved
their right to appear by counsel.

Mr. Leman, solicitor to the Bill, was then examined, and read
over the names of the assentient an dissentient landowners. The
total dissents for the line, which was 27 miles in length, was $
miles, I furlong, and 67 yards; the assents were 15 miles; neu-
tral 2 miles, 4 furlongs, and 3 yards ; and no answers 7 miles and
a quarter.

Cross-examined by Mr. KNowLes—The inhabitants of Goole
were greatly in tavour of this line, to the exclusion of any of the
other projected lines.
This closed the evidence on behalf of the promoters.
Mr. WILKINS stated they were now ready to submit the case of
Mr. Smith to any arbitration the Committee would appoint.
Lord SEYMOUR wished to know if any attempt had been made
to make an arrangement between Mr. Smith and the promoters of
the Bill.

Mr. WILKINS said that an attempt had been made, but it was
unsuccessful.
Mr. PAKINGTON, in reply to counsel, here stated that they would
sit to-morrow, but in compliance with the application of Mr.
Austin, they would not sit on the Derby day.
Mr. AUSTIN then opened his case in opposition to the Bill
on behalf of Mr. Smith. He proceeded to detail the great
injury that would be sustained by Mr. Smith's house and property
by the proposed line. There were two railways already running
close by him, and this would make a third one, so that he could
not leave his house in any direction without going under or
over a railway. In fact, he was regularly inclosed in a
triangle of railways. His object was not to set up a
rival line, but there were two other !Ines which might be selected
and which would afford better gradients and greater public accom-
modation. The other lines referred to were about half a mile distant
from Mr. Sinitn's house. He would not detain them, but proceed
to call witnesses in proof of the facts he had stated.
Mr. Beckett, M.P., was then examined by Mr. HABDT
In his opinion the embankment opposite to Mr. Smith's house on
the proposed line would be a very serious injury to that gentle-
man's property. The common that was near Mr. Smith's house
had a most beautiful appearance, and this line would cons.
pletely cut it up. The house was one which any
gentleman of any rank might be happy to live in,
and has been in the possession of Mr. Smith's family for the last
300 years. In his opinion the line between Goole and Leeds,
branching off at Oakenshaw, would be a preferable one.
Cross-examined by Mr. TALBOT—The principal room of the
house looked.to the south-west, in the direction of the railway.
The library windows to north-east.
Mr. C. Wood, M.P., gave similar evidence to the last witness,
and had no doubt but the insection of Mr. Smith's property by the
proposed railway would be very detrimental to it.
Mr. Henry Clarkson, land agent and surveyor, had examined
particularly the effect which the line would have on Mr. Smith's
house and lands, and considered that it would be most injurious.
The embankment would be seen for a quarter of a mile from Mr.
Smith's hall-steps and drawing-room windows.
Mr. ftirkenshaw, who had been an engineer for 15 years, gave
similar evidence.
The Committee then adjourned till twelve o'clock to.morrow.

Group N.
CORNWALL RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Sir C. Lemon, examined by Mr. Rowe, on behalf of Mr. Tho-
mas (whu, as in the case of the West Cornwall line, has petitioned
against the Bill)—In the west of Cornwall a great quantity of agri-
cultural produce was raised, and in the early part of the season a
great quantity of vegetables were sent to London, and the pro-
posed line would offer great facilities for the transmission of such
produce to London. Perhaps members of the Committee were not
aware that a great portion of the broccoli sent to Covent-garden
market was from Penzance. Corn was not exported from Penzance.
The mining districts did not grow enough to support the population
In the mining districts, and were indebted for that produce to other
portions of the country. A great quantity of corn came from the
Isle of Wight. The north coast was a considerable corn-growing
district.

The Learned Counsel was stopped by the Committee in his cross-
examination of Sir Charles with respect to other railways and to
other portions of the country, and to various meetings which had
been held two years ago to oppose the scheme, on the ground that
their time ought not to be wasted on matters which could not in-
fluence their decision nor strengthen his opposition to the Bill.
Examination continued—He was aware that petitions had been
presented against the Bill. Those in the north were in favour,
whilst those in the south were opposed to it, simply because they
were desirous of having a line which would offer more accommo-
dation to them.

Mr. George Smith, a merchant, of Cranbourn, said he was a
shareholder in upwards of 30 mines in that part of the country.
There were seven companies which purchased the ore in a rough
state, and carried it into Wales for the purpose of undergoing the
process of smelting. The ores in that part of the country were sold at
Truro, Redruth, Cranbourn, &c. A railway would be a great con-
venience, as it would lessen the expense of conveyance, and save
time. Agents engaged in the selling of ore were continually
travelling about the country, and to them the railway
would be a great convenience. He had heard it computed teat
from three-feurths to one-half of the persons who had taken shares
in the Company did not reside in the county, and did not fre-
quently visit it, on account of the great inconvenience of transit.
For the conveyance of ores and for materials used in the various
mines in its vicinity, it would offer great facilities.
Mr. Theophilus Mitchell, merchant, at St. Austel, and connected
with mines—The population of that portion of the district, thirteen
miles and a half through which the railway would run, was
36,663. There were fifty-six tin, copper, and lead mines, in-
cluding stream works, the annual produce of which was
33,838 tons, at a value of 159,901/. The total
amount of annual mineral produce was also very large.
The annual amount of importations he valued at 120,0001., ex-
clusive of iron. Vans were now used for the purpose of convey-
ing the general goods, but if a railway were constructed it would
be preferred to that mode of transit. Between Plymouth and Fal-
mouth it would otTer great facilities.

Mr. Samuel Elliott,general merchant at Liskeard, said the value
of the mines in that district was fr0m"350,000/. to 4011,050/. ;
the copper raised he valued at 70,0014 ; coals, 3,000 tons ;
timber used, SOS tons; and iron, 400 tons. For the conveyance
of these ores, and for other articles, the railway would be most
essential, and would no doubt be used.

Mr. James Drew, the Mayor of Lostroithiell, and carrying on
the occupation of a wine and spirit merchant there, said that the
district in which he resided was an agricultural one, and that a
railway would be a desideratum. Liskeard was supplied with timber
from that town, which he conceived would be transmitted by the
proposed line.

Mr. Robinson, the chairman of Lloyd's, said it was most impor.
tant to have immediate intelligence of the arrival of ships at Ply-
mouth, Falmouth, and other places. It would be of the first im.
portance to the country, and to the Government, to have a direct
communication from London to Falmouth ; so also would be an
electrical telegraph to those towns, by which ships lying there
might be communicated with on the instant. He said this in a
commercial sense, not as an individual connected with the country
through which it was proposed to carry the line.
Mr. Samuel Bone, of Liskeard, holding shares in the mines of
that neighbourhood, corroberated the evidence of other witnesses
as to the advantages to be derivedfronn direct communication with
London, and internally by the proposed railway.
Mr. W. H. Bond said he was the secretary to the Reform Club.
He had resided at Falmouth for ten or eleven years, until June
last year, and had been engaged in the mail-packet establishment
there. He had also been interested in the- various railways which
had been suggested in that part of the country, and had had oppor-
coofn
vt he
yea
na dc
ev a
on
ft a
gg
oeso
fircohm thepl
ypmr oopuotsheda
nrailway
wtuotufiltdicostroefrjfuedrgtihneg
mouth, The establishment of a railway there would

no doubt cause the Government to re-establish the mail packet
station, which had been principally removed from the want of such
a railway as the one proposed, in the getting up of which he had
used great exertions.

Cross-examined by Mr. Rowe—He was well-acquainted
with the coast of Falmouth, which he considered
safe in every resdect. Vessels could not lie close
to the terminus of the railway, but this might be effected by
the expenditure of a large sum of money. The cmimunication
between Plymouth was cheap, and the boats ran to Southampton
and to London. He had computed In 1840 and 1841, with the as-
sistance of Mr. Fox, the traffic likely to go by a railway into
Cornwall.

Mr. Joseph Oliver, said he had been employed by Mr. Bond to
collect traffic tables.

Mr. Geach, residing at Bodnim, had calculated the traffic in
connexion with that town within the last three weeks. He calcu-
lated the number leaving the town during the sitting of the as.
sizes at 13,908, two thirds of which he estimated could go by
the railroad.

The estimates of traffic were then read, and bore out the state.
ments of Mr. Austin in opening the case on the part of the pro-
moters of the Bill.

The Committee then adjourned until Thursday.

Group F.

THE LONDON, WORCESTER, AND SOUTH STAFFORD.

SHIRE RAILWAY.
(Continued from one Afternoon Edition of yesterday.)
Mr. Bayley, examined by Mr. CRIPPS—Is a chemist residing at
Wolverhampton. Costs him 600/. per annum for the carriage of
goods on railway and canals. Found the charges very high on the
London and Birmingham line. Contracts with that line. Com-
petition was necessary to bring down the rate of charge.
Mr. G. England, examined by Mr. KINGLAKII—Wa maltster at
Wolverhampton. The Great Western line would bring down the
rate of carriage on 60,000 quarters of wheat, at the rate of twenty
miles annually; that is, there would not be that amount in ratio to
pay after the reduction which would be caused by competition.
The Rev. H. Cartwright examined by Mr. CIIIPPS—Is vicar of
Dudley, and also a magistrate of Worcester. A large meeting was
held in the latter place last September, in favour of the Great
Western line. Was himself in favour of that line, because
it was adapted to the wants of that part of the country. It
gives greater accommodation north and south than the London
and Birmingham line.

Mr. Paul Matthews, examined by Mr. KINGLAER—Is a large
brick manufacturer, at Stourbridge ; manufactures about 30,000
tons of clay annually. There are other large manufacturers of
the same article in the neighbourhood. There were in sonic of
the districts 1,681 tons of bricks, which would go on the Great
Western line, and only 5,040 tons on the London and Bir-
mingham.

Mr. G. Hickman, examined by Mr. COCKBURN—Is a coalowner
at Worsely. The Great Western line was the best adapted for the
coal trade. The large trucks of the broad gauge would prevent
the coals being broken up, as they would not have to be piled up
so high as they were in the narrow gauge trucks.
Mr. J. Hill, examined by Mr. Cocxeuax—ls town-clerk at
Worcester. Some time ago there was a line projected for the
South Staffordshire district; this was in 1841, but money
being very scarce the scheme was not taken up. Subsequent to that
date the Board of Trade issued a Commission to inquire
into the best line for the South Staffordshire districts,
and they adopted the line which had been abandoned.
The present Great Western scheme comprised that line. There
was a meeting held at Worcester last September, it was called by
the Mayor, and there were but five hands held np against the
Great Western scheme; those persons have since joined in support
of it. It was decidedly the best line for the accommodation of the
South Staffordshire districts.

Mr. Alderman Evans, examined by Mr. COCKBURN—The Oreit
Western line was the best for the mineral traffic of the South
Staffordshire districts. It was the best line for the transit of goods
going north and south.

The Speaker being announced at prayers, the Committee
adjourned.

Group A.
(Continued from our Afternoon Edition of yesterday.)
BRIGHTON, &c. (KEYMER EXTENSION.)

The preamble was agreed to, and the clauses of the Bill having
been gone through, the Committee decided to report it to the
House.

LONDON AND GREENWICH RAILWAY.

The Bill for enabling this Company to lease their railway was
gone through without opposition, and the Committee agreed to
report it to the House.

LONDON, CHATHAM, AND NORTH KENT RAILWAY.

Mr. Sergeant WitANCIAM, for the promoters of this Bill, then
stated their case. The railway was intended to supply inland
communication to a densely.peopled district, which was now al.
most destitute of that accommodation. Since the great increase
of steam navigation on the river, and the establishment of the
railways passing through Kent, there had been a great decline of
coach conveyance on the high'road. So much so, that in the last few
years 70 coaches had been taken off the road between London and
Gravesend, and great inconvenience was felt by the very crowded
population of the towns through which the proposed railway was
designed to pass. The measure was opposed by the South-Eastern
Company, who came forward with their project to supply the de.
ficiency only after the prospectus of the North Kent Company
was published, having for the ten years of their
existence neglected to do anything for that purpose.
However, this project wag brought out so hastily that it remained
still only a project, as the Standing Orders Committee were una-
ble to sanction it. But the Committee of the Board of Trade—a
tribunal of which he would not speak otherwise than with deep re-
spect—reporting in favour of both lines, gave the preference
to the South-Eastern, en the ground that they possessed
already an available income, which was a security for the
proper execution of this additional plan. He did not know where
that available income was to he found.; for he believed that just
before the present Bill was offered to the House of Commons, the
South-Eastern Company gave a dividend of ten shillings per share.
He could scarcely admit that this was an income upon an outlay
of three millions, so large and so available as to
form by itself a sufficient ground of preference over a company
which had the whole of its capital subscribed, and was entirely
free from debts, debentures, and other embarrassments. The
Learned Gentleman then read at length the report of the Board of
Trade respecting the rival companies, and assured the Com-
mittee that he should be able to prove that the Board was mistaken
in supposing the two plans were substantially the same.
There was a most important difference in the mode in which they
were te!carry their roads across the Medway. The South-Eastern
plan would interfere with the navigation of the river, sad would
greatly injure property, with which the plan of the North Kent,
carefully and successfully avoided to interfere. The Learned Ser-
geant then went into a detailed comparison of the plans, and con-
cluded at four o'clock, by expressing his confidence, that upon
hearing the evidence, the Committee would decide in favour of the

The Committee then adjourned to twelve o'clock on Wednesday.

Group K.
LOWESTOFFE RAILWAY AND NARBOUR.

(Continued from our Ailternoon Edition of yesteicay.)
Edward Leathes examined by Mr. GIRDEN—Is a resident of Nor-
manstown, within a mile of Lowestoffe. Has attended a public
meeting held four months since in that town, at which the expres-
sion of opinion was unanimous in favour of the line. Considers
the construction of the proposed railway would confer the most
distinguished advantages on the neighbourhood, particularly as a
means of conveying cattle and agricultural produce to the markets,
which has now to be conveyed by water.
Cross-examincd by Mr. JAMBS, on behalf of the Commis,
sioners of the Great Yarmouth Haven—The popula-
tion of Lowestoffe is about 4,500. The line wiil
not go through valuable land, although the price is be-
tween 401. to 501. per acre; there is no town of importance on
the line between Lowestoffe and Needham, the point of junction
with the Yarmouth and Norwich Railway, but an immense body of
produce would fall on the line from the surrounding country.
George Parker Bidder examined by Mr. GIRDEN—IS a civil
engineer, and the plans and sections of the proposed Lowestoffe
railway have been submitted to his inspection. The length of the
line will be eleven miles and thirty chains, without tunnels
and ,with favourable gradients. The general charac.
ter of the line is practically a level, and the
curves are perfectly easy. It will have the first-class station at
Needham, crossing the River Wensham a few miles from that
town, and the Waveney near the Oulton Broad, by bridges of
forty-four and thirty feet opening, and terminating at the harbour
of Lowestoffe. For effecting this object 80,000/. has
been named as the necessary capital, besides 40,000/,
for the improvement of the harbour of Lowestoffe,
including the construction of a breakwater and other important
works. The Admiralty had been made acquainted with
the improvements they devised for the harbour, and
had sent down an engineer to inspect and report on
it, arid the result was most favourable to the project.
He had also had an interview with Captain Beaufort, the hydro-
grapher to the Board of Admiralty, who had since communicated
the entire approval of the erection of the bridge.
Cross-examined by Mr. BIRCLIAM, on the part of the conserva-
tors of the river Wensham—Gave Mr. Brunel, the engineer,
whom the Admiralty deputed to inspect the harbour, every in-
formation respecting the nature of the bridges. The river is 130
feet wide. The working expenses of the line will be 2,7501. He
calculates that 6,100 passengers will travel on the line to Norwich,
1,650 to London, 6,276 to and from Yarmouth, and 26,000 to
and from Beccles. 200,000 passengers annually go on the line;
and the receipts for these, together with the payment on goods,
amounted to 15,0004, being an average of Is. sd. per passenger.
Mr. Janes here stated that as his clients only opposed the Bill
on the fear that the navigation of the river would be impeded, he
would withdraw all further objection until any clause affecting
those interests should be under discussion.

Mr. GIRDBN, acting on this announcement, urged the immediate
passing of the preamble.

The Committee, however, decided on suspending their adjudi
cation, until negotiations which are to be offered this evening shal
have been concluded.

Some documentary evidence wag put in on the part of the pro.
motera of the Bin, and the Committee adjourned.

Group X.
LONDON AND YORK LINE.

(Continued from our Afternoon Edition of yesterday.)
Mr. Edward Wrigley, eross.examined by Mr. CownN—The price
of Durham coals, coming by the LOndon and York line, would be
188. Sd., exclusive of City dues; the cost of transit being 145. 6d.,
and that of the coals at the pit's mouth about 45. This was tender
coal. Knows nothing of the price of South Staffordshire coal.
To Mr. WEBSTESR—The cost of transit of all description of coal
by railway would control the price of coal itself. Does not know
much of the Kingston or Nottingham coal. The average on
which he had fixed the price of Stamford coal in London
at 245. 9d. coming by the London and York line was the
price of Derbyshire, Leicester, and Seaborne coal. The saving to
be effected was 12s. 20. per ton. Was not aware of the distance
between Stamford and the Derby, or Leicester coal-pits, nor of the
fact that there was a project for a line of railway from Stamford to
those places.

To Mr. WELLS—The Leicestershire coal was rather an inferior
article; believes that any coal coming to London by the London
and Yorkshire would be cheapmed in price.

To Mr. BARKIIR—Said in his direct evidence that the nearest point
at which Silkatone coal could be put upon a rail was at Doncaster.
Has heard of a line from Lincoln by Doncaster to Swinston. The
latter town is nearer Silkatone than Doncaster. The North Mid.
land line proposed to go through the heart of the Silkatone coal
field, but that had died away. Does not know the Derbyshire coal
field, but found that coal in the Newark market and found it in-
ferior. It came from Swanick.

Mr. Joseph Pease was then re-called, and he deposed that Dur-
ham coals, conveyed by the London and York line, would be 245.
per ton to the consumer, after paying 3i d. per ton per mile, or
19s. 3d., if the tonnage were lid. The cost to the consumer
if brought by sea, would be 28s. 7d. per ton, including all
charges ; the 19s. 3d. per ten was arrived at, assuming the rail-
way company to be the vendors.
To Mr. CowsN—Did no. think the South Staffordshire coal could
compete with his.
To Mr. HILDYARD—The price of coals at Thirsk is 11e, per ton ;
the cost of transit of coal from the pit's mouth to Thirsk, by the
Stockton and Darlington line, was, practically, 2d. per ton per mile.
Dr. Webb has lived fifty-two years in Cambridge. Is well ac-
quainted with the Cambridge and Lincoln, and the London and
York schemes. Is decidedly in favour of the latter, because he
conceived it would afford much more general pubic accommodation,
being much more direct. Pays 278. per ton for coals at Cam-
bridge.

lo Mr. LEE—Does not say that the road proposed to be made
from Cambridge to Lincoln by engineers in 1845 was inferior
to that made by the Romans.—(Laughter.) The Cambridge
Town Council signed a petition in favour of the Cambridge and
Lincoln line, and also one by a large number of the residents
of the University. The London and York line did not pass nearer
his land than seven miles.
York T oiMi
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o Lincoln,
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more westward. It would be q great accommodation to have