The Sun.
London, England, 1846-04-07 00:00:00

BRIDGEV7ATEIL AND MINEHEAD RAIL-

WAY AND PIER.

The consideration of this proposed line of railway was resumed.
Mr. Thomas Morle, Mr. titadowick, and Mr. Buller wore called,
and severally examined. These parties are residents, and carrying
on business in places through which this line is proposed to run.
The testimony of these witnesses was to the effect that the connexion
of Minehead with Bridgewater would be advantageous to them-
selves and to the agricultural community of that part of the country.
Mr. James Murray, a civil engineer, had had great experience
for the last fifteen years in the erection of piers and bridges, and con-
sidered that Minehead was the most eligible harbour in the Bristol
Channel for the erection of a pier for the accommodation of the
public. He thought the estimate which Mr. Harnett, the engineer of
this line, had prz,duced, was in every respect sufficient for its con-
struction.

Other witnesst s were produced, who spoke to the amount of traffic
existing in that district.

The written assent of the Admiralty to the proposed pier was pat 111:
This closed the case of the promoters.

Mr. TALBOT, Q.C. (who appeared in support of the interest of
Peregrine Aeland, a:landowner, through whose property thepropogt
line would run) proceeded in a speech of considerable length,
contending that the present was a scheme got up to serve the ends
of private individuals, regardless of the injury to property and the
useless expenditure of money. lie contended that the trade
at present existing with Bristol and the south of Ireland would not
go to Minehead, as endeavoured to be proved by the promoters of this
scheme, even if the proposed railway and pier were completed, but
that Milford would be eventually the port for the importation of
Irish produce. The Learned Counsel concluded his address by call-
ing on the Committee to decide that the preamble of this Bill had not
been proved.
Mr. King and Mr. Boyle, the former an agent of Sir P. Aeland, the
latter a solicitor, were then examined.
It being now four o'clock, the Committee adjourned till twelve
o'clock to-morrow (Tuesday).

GROUP XXI.

LONDON AND OXPOR.D, AND WYCOMBE
AND UXBRIDGE (BEANCILES) OP TUE

GREAT WESTERN.

Th. Committee re-assembled this morning at the naval hour,
Present, Mr. Finch Chairman), Capt. Layard, Mr. Lawson, Mr.
Wodehouse. and Lord A. Hervey.

NORTHERN d SOUTHERN CONNECTING.
Mr. Mtfixes, who has not been seen in the Committee room since
the commencement of its sittings, said—Sir, I appear here for a com-
peting line (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-
Sideratlon any railway which has not been sent to us by the House.
Mr. Ausrus —lf 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. Lawsos (to Mr. Miller)—There is no other competing line
before us.
Mr. Micaaa—The mistake will be rectified in a few hours. You
will And that all which you have done will have to be gone over
again.—(Roars of laughter.)
The COAttIMAN —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 examinedrnil by Mr. AUSTIN.
He believed the strata, up to the 10th as London clay.
Should EA slopes in this clay at 3 to I. Me had estimated the slopes
at 3 to I in the London clay, through which
was proposed to pass. Considered London and York
red that slopes froml t 34
would
not stand in this clay. He was well acquainted with
wasthoe cut ing in
London clay on the Croydon line, at New-cross, originally
laid out in slopes of from 2 to 1, but it would not stand, and had
been benched, and was now very irregular, the'
average
being 4 to 1. Slopes of from 4 to 1 would scarcely stand in adriy
Knew clay in which 5101 es would stand from one to one an
Looking at the gradients on the Great Western and the Londoanhaalnfd.
Oxford. he considered the same load on the former could be carried
with half the power requisite OR the latter ; in short, it would require
double the power to wort It at Use lame opted—where s -smuts

engine was required on the first, two engines would be necessary on
the latter.
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. Autrrin—On the proposed line he found gradients of lin
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 momemtum would
be ;destroyed and the train would have no assistance save its
own 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 ;
20,0001. was nearer the mark. lie had made estimates for lines
with better gradients, and had averaged their construction at
20,0001. tc 21,0001. a mile ; 17,0001. was a very low estimate. The
Folkestone viaduct cost between 35,0301. and 37,0001.
The witness was cross-examined by Mr HILDTARD, but the only
thing elicited of any consequence was, that he estimated the whole
cost of the London and York line at 6,300,000 L, 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
Jot* 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 wonld 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 examineilly Mr.WELLI.
—He said he had examined the whole of the line, INt 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 blue, and
one to one in chalk. The first part of the sand or clay, about the
Brent Valley, was of a very bad kind. Considers that the line ceuld
not be made, according to the returns, for 840,0001.
By Mr. HILDYARD—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 barns 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 halt.
Mr. Miller, civil engineer to the Edinburgh and Glasgow, the
Glasgow and Ayr, and the North British, and other railways, was
next called and examined by Mr. Vesumxs—Considered that
slopes of 1% 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—He 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 eheapest. Though the Great Western
was eight miles shorter than the Loudon and Oxford, it was the most
preferable, both for the speedy transit of passengers and goods. He
believed the proposed line, if made, would not be preferred to the
Great Western.
By Mr. Hamelin—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 21 feet, and in the nar-
row 24.
By the CHAIRMAN —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. linuranis—But you made these estimates last year.

Mr. BRUNEL —We were then buying iron at 81., 91., and 101. a ton.
I retermore particularly to the price of labour, and to the difficulty
of getting contractors. lam sere railways will not be constructed
at less than bOl. per cent. more than last year.

LONDON AND OXFORD.
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.
The room was then cleared In order that the Committee might
formally vote on the subject.
Parties were admitted in a few minutes, when the decision of the
Committee, that " the preamble of the London and Oxford Direct
Itailway had not been proved" was announced
Mr. HILDYARD said, after the decision of the Committee, he should
withdraw all opposition to the branches proposed by the Great
Western Company.
All other opposition having been withdrawn, the Committee pro-
ceeded with the