The Sun.
London, England, 1845-06-02 00:00:00

bir:l Wititttoit

SUN OFFICE, Seven o' Clock,

TATTERSALL'S-THIS EVENING

Six O'CLOCK,

Not a bet laid.

RAILWAY COMMITTEES

(THIS DAY.)

GROUP A.

LONDON, CHATHAM, AND NORTH N.ENT

RAZZ 116, .81r.

The Committee re-assembled at twelve o'clock, by adjournment
from Friday last, and resumed the consideration of the North
Kent line.

Mr. M ERREWETHEI, for the South-Eastern Company, submitted
that it would save trouble if the parties were to exchange drawings
and plans of the bridges and cuttings contemplated in the two
projects.

This proposition was, after some conversation, acceded to.
Mr. MYRREWETIIIIR then proceeded with the cross-examination
of Mr.Vignolles, who stated that the extensions to Sheerness and
Blackwall were given up before the Bth of April last, because the
witness ascertained that these branches would cost more than
had been at first estimated.

On the part of Messrs. Hatblock, the tanners, Mr. Maass.
WETHER examined the witness at some length as to the mode in
which it was his intention to provide 50 tan-pits, in lieu of 50 to
be filled up for the line. He (Mr. Vignolles) stated that he had
arranged for the construction of the new pits upon the site of the
present tannery.

Mr. MERREWIITHEII said that he was instructed to say that no
such arrangement had been made.

Mr. Vignolles was further cross-examined by Mr. WxLuonn on
behalf of the London and Croydon Railway—Was acquainted
with the atmospheric principle, and was the first engineer who
brought it into operation. He had no doubt that the London and
Croydon Company could work their line upon the at.
moipheric principle, with the gradient of 1 in 50, which they had
adopted. The atmospheric railway can be worked at times and
under circumstances were a locomotive could not go. The cost of a
locomotive was not so high as a shilling. In some places in was
only 6d., and he calculated that by his arrangament he could run
the engines at an average of Sd. He was not aware that any of
the southern railways paid more than Is. On the Sheffield and
Manchester line the cost was but 6V2d. It was probable that he
had stated in a former examination that the atmospheric principle
could be worked at half the expense of a locomotive. In that es-
timate he calculated the locomotive cost at 10d. a mile, and the
atmospheric at 4d. or 4i d.

He considered the atmospheric principle safer than the locomotive.
But he would admit that the •elocity of the atmospheric railway
would not be as great in practice as in theory. The North Kent
Railway would carry passengers from London to Chatham, at rates
varying from 10d., to Is. and is. 2d.

Mr. CORBIT cross-examined the witness, on the part of Lord
Dartmouth, but there was nothing material in the answers
which has not appeared already.
Mr. Bovn. appeared on the part of the inhabitants of Fevers_
ham, and of Colonel Fearon, who were petitioners against the line.
Mr. Sergeant SHEA objected that Colonel Fearon had no interest
in property adjoining the railroad.

Mr. BOVILE said that the railroad would pass through the centre
of the town, and very much affect the property of the inhabitants.
The cross-examination was then proceeded with —There wero
two modes of passing through the main street of Feversham. One
was by lowering the railway to the level of the street, and the other
by raising the street. The latter mode would injure the property of
the houses on each side. But the Company had provided no powers to
purchase those houses. The railroad would not interfere with
Farnham Park. In passing near the park the road would be so
much lowered as to avoid interfering with the beautiful scenery of
the surrounding country.

Mr. Sergeant SSEA reexamined the witness, bat the whole
substance of the evidence has been already given.
Mr. Hughes, civil engineer, was next examined by Mr.
GOLDSMID, in corroboration of Mr. Vignolles's evidence. The
examination was for the most part general, and referred to no new
circumstance or feature in the project. His epinions were de.
cidedly in favour of the North Kent line.

The Committee then adjourned to twelve o'clock tomorrow,

GROUP AA.

WATERFORD AND 1./21/lERICII RAILWAY.
The Committee on this group assembled at twelve o'clock—pre-
sent,:Mr. Henley (chairman), Mr. Glynn, the Marquis of Granby,
and another Hon. Member.

Mr. Sergeant WizANGHAII opened the case for the promoters
.his line.

On his conclusion,

Mr. ALEXANDER applied to be allowed to appear in opposition
to the Bill on the part of the Great Southern and Western Com-
pany. His ground of application was that an agreement which
had been entered into between the two parties—the prosecutor and
his clients—had been violated.

Sergeant Wa►uGuAM resisted this application, contending that
the applicants had no locus slandi before the Committee.
Upon this question the room was cleared.
The Committee decided that the last twenty wiles of railway
into Limerick should be made by the Waterford Company.
Mr. Gould, a merchant at Cork, was then called, who stated
that the number of cattle shipped at the port was upwards of 8,000
pigs, and of boxes of eggs upwards of 22,000 a year ; the freight
of the last article alone across the water being more than
5,0001. In addition to these there was a large quantity of mild
cured bacon passing down the line for which it was of the utmost
importance that it should be got to market as early as possible. A
considerable number of sheep were also sent by the same route.
Several other witnesses gave evidence of a similar character, and
the Committee adjourned till twelve o'clock to-morrow.

GROUP 88,
WEXFORD AND CARLOW' naILWAY.
This Committee met to.day at 12 o'clock ; Mr. Colquhoun in the
chair. The evidence in favour of this line of railway was resumed.
Mr. Leckie, of Carlow, farmer, deposed that the inhabitants of
that town were decidedly in favour of the line. There would be a
great number of passengers from the south and south.west of
Ireland, and it would tend materially to increase the traffic between
Wexford and England, The markets of Bristol would be opened
:o the Irish farmers, and especially for fat cattle. The prices in
Bristol for cattle were much better than in Liverpool. The
line would, in his opinion, have the tendency of in-
creasing this, a large and important branch of trade.
There was a great number of passengers travelling yearly from
Carlow and the adjacent towns to Dublin. The number he esti-
mated to be e,,426 annually. A portion of these passengers
w 04141 be diverted into this line. There were many very large
cattle fairs held in the neighbourhood of Carlow, There were 224)
fairs held annually in the district round Carlow. The circuit was
from ten to fifteen miles, An immense number of cattle changed
hands at these fairs, 111.10 the greater portion for the purpose cf ex-
portaton. Thera were forty-six lime kilns in the neighbourhood
9f Carlow, whizh supplied 76,146 tons of lime annually. The yearly
sales of butter inCarlow and a small adjoining market-town was 80,0Q0
firkins, in value 121,5004 A considerable quantity of butter was ex-
ported from Carlow in small tuba, and it was.generally sent by
coach. All the butter sold in Carlow was For the English market.
The large firkins went by Waterford, and the small tubs by Dub-
ern. London, Bristol, and Liverpool were the principal points of