The Sun.
London, England, 1846-04-06 00:00:00

GROUP XXI.

LONDON AND oxponze, AND WYCOMME
AND trxlizinGE (URANCHLS) OF `dr:HE
GIZZIAT STER.N.
The Committee re-assembled this morning at the usual hour.
Present, Mr. Finch (Chairman), Capt. Layard, Mr. Lawson, Mr.
Wodehouse, and Lord A. Hervey.

NORTHERN sournEnN CONNECTING.
Mr. MILLER, who has not been seen in the Committee room since
the commencement of its sittings, said—Sir, I appear here for a com-
peting Hoe (the Northern and Southern Connecting Railway),
which has not been referred to, owing to the Committee of Classifica-
tion having omitted it from the Group which has been referred to you.
This statement perfectly astounded the Committee, and
Mr. LAWSON, one of its members, said, we cannot take into con-
sideration any railway which has not been sent to us by the House.
Mr. AUSTIN--If it is a mistake it must be rectified by the House,
not here; but I am glad to hear there is another competing line,
because two or three lines are required to supply the wants of the
important tract of country which lies between the Great Western and
the Birmingham Railway.
Mr. LAWSON (to Mr. Miller)—There is no other competing line
before us.
Mr. 311ttER—The mistake will he rectified in a few hours. You
will find that all which you have done will have to be. gone over
again.—(Roars of laughter.)
The CllAlßSlAN—Whenever the House sends the line you appear
for to us, we shall be bound to attend to it, but not before.
The subject then dropped.
The Committee then proceeded with the first-mentioned line.
Mr. W. Cubitt, C.E., was then called and examined by Mr. AUSTIN.
He believed the strata, up to the 10th mile, was London clay.
Should set slopes in this clay at 3to 1. He had estimate4l the slopes
at 3 to 1 in the London clay, through which the London and York
was proposed to pass. Considered that slopes from I to I% would
not stand in this clay. He was well acquainted with the cutting iu
London clay on the Croydon line, at New-cress, which was originally
laid out in slopes of from 2 to 1, but it would tot stand, and had
been benched, and was now, very irregular, the average
being 4 to 1. Slopes of from 4 to I would scarcely stand in any clay.
Knew clay in which slopes would stand from one to one and a half.
Looking at the gradients on the Great West,rn and the London and
Oxfoid, he considered the same load on the former could be carried
with half the power requisite on the latter ; in short, it would require
double the power to work it at the same speed—where a single
engine was required on the first, two engines would be necessary on
thelatter.

By the CHAIRMAN—The improvements in locomotives enabled
them to overcome many bad gradients and difficulties with a single
engine which formerly required two engines.
By Mr. AUSTIN—On the proposed line he found gradients of 1 in
100, and 1 in 136, meeting together, with half a mile in a level, inter-
vening. The momemtum obtained by a train in descend-
ing a steep incline would materially help it up another which
immediately followed. But if there- was a station at
the bottom of the first incline the ntomemtum would
be ;destroyed and the train would have no assistance save its
ols'n inherent power in ascending it. Looking at the gradients on
the Great Western and the London and Oxford, and taking into
consideration their respective length, he was of opinion that a
train on the former would reach London sooner than
a similar train on the latter, on account of its flatness. Considers
that 17,0001. a mile would be insufficient to construct such a line ;
20,000/. was nearer the mark. He had made estimates for lines
kith better gradients, and had averaged their construction at
20,0001. tc 21,010/. a mile ; 17,0001. was a very low estimate. The
Folkestone viaduct cost between 35,0001. and 37,000/.
The witness was cross-examined by Mr. HILDYARD, but the only
thing elicited of any consequence was, that he estimated the whole
cost of the London and Yerk line at 6,300,0001., and that the go-
verning gradient was 1 in 200. The line he adopted was
nine miles longer than the one recommended by the Board
of Trade, but he considered that the line laid down was
preferable, as it would accommodate a greater number of im-
portant towns than the other. Iron had been reduced about 21.
. . .

Per ton dnring the last six weeks, thus 4401. per mile would be
saved on the estimate of 121. per ton made by Mr. Addison, supposing
this reduction to continue.
Mr. Gibbs, civil engineer, was called, and examined by Mr.WELLs.
—He said he had examined the whole of the line, but particularly
between London and Wycombe, the soil of which was composed of
London clay. Considered that the slopes in the yellow clay should
not be less than three to one, and two-and-a-half to one in nine, and
ono to one in chalk. The first part of the sand or clay, about the
Brent Valley, was of a vary bad kind. Considers that the line could
not be made, according to the returns, for 840,0001.
By Mr. limmaD—There are a number of "pot holes" or dislo-
cations in the earth. Some of these holes stand at one to one, but
they was where chalk and loams were mixed with the clay. Many
engineers considered that chalk cuttings were better perpendicular
than in slope. For 17 miles on the London and York, from London,
they had slopes of three and a half.
Mr. Miller, civil engineer to the Edinburgh and Glasgo v, the
Glasgow and Ayr, and the North British, and other railways, was
next called and examined by Mr. VENABLES—Considered that
slopes of 131 to 1 in the London clay would not stand. He corrobo-
rated the evidence of Mr. Cubitt with respect to the advantage which
the Great Western line possessed over its opponent on account of its
easy. gradients.
Mr. Hunt, a brickmaker, at Uxbridge—At Horsenden the line
passed through a hill which was composed of London clay, and
through a pit of the same clay fifty feet deep. •
Mr. I. K. Brunel, C.E., was then called, and examined by Mr.
WELLS—Re said, looking at the sections of the two lines there could
be no comparison between them as to power and speed. and as to
which would be quickest and cheapest. Though the Great Western
was eight miles shorter than the London and Oxford; it was the most
preferable, both for the speedy transit of passengers and goods. He
believed the proposed line, it made, would not be preferred to the
Great Western.
By Mr. HitnYAap—Was the engineer of the Oxford, Worcester,
and Wolverhampton Railway, which he estimated to cost 15,3061.
per mile, and on the broad gauge. 2,717 yards of tunnelling were
. .

Originally proposed, but they were reduced in Committee. He was
also the engineer of the Rugby and Oxford, which he estimated at
11,8801. a mile, which was a very easy line. The width of the tun-
nels the broad gauge lines was 27 to 23 feet, and in the nar-
row 24.
By the CIIIIRSIAN —These estimates were made when railways
were constructed at a cheaper rate than now. When they were
made the Oxford line had just been finished, at a cost of 1,2001 a
mile. Since that period there had been a great increase in the cost
of labour.

Mr. IlithrAzD—But you made these estimates last year.
Mr. BRUNEL —We were then buying iron at 81., 91., and 101. a ton.
I refer more particularly to the price of labour, and to the tilt culty
of getting contractors. lam sore railways will not be constructed
at less than 501. per cent. more than last year.
IMPORTANT DECISION.
The CHAIRMAN then intimated that the Committee wished to give
their decision on the London and Oxford line. The Committee were
unanimously of opinion that the preamble of the Bill had NOT been
proved.