The Sun.
London, England, 1846-05-23 00:00:00

MA X 7 23, 1846.

RAILWAY ECCENTRICITIES.
11:HPLA IRFLIEESD
ALEXANDER in t h PR ACs
_Tt
iCk
DE
Ea andPRECEPTSq., Secretary of
Now ready, price Gd.,
lEIAXOREfD KINGDOM /MUNE', Esq. and the Theoretical
yNCONSISTENCIES of MEN of GENIUS
oittnito
of the Great Western Railway, Advocates of Break of Gauge.
THE ARGUMENT.
PART I.—Shows how Mr. Brunel, in 1838, persuaded the Directors
of the Great Western Railway to adopt the Broad Gauge, assuring
them that this railway would hare " no connexion with any other
of the main lines;" and how, in 1845, he attempted to force a con-
nexion between it and the main lines, at Wolverhampton, Rugby,
Dorchester, &c.—How Mr. Brunel stated that carriages and trucks
would not pass from one railway to another, being different pro-
perties, whereas more than half a million are passing annually at the
present time.—How Mr. Brunel, in 1838, adopted the Broad Gauge,
for the express reason that the railway would be nearly level, and
have very slight curves ; and how, in after years, he applied the
Broad Gauge to Railways having the steepest gradients and the
sharpest curves.—How Mr. Brunel said, in 1839, that " he never re-
commended the Broad Gauge for the purpose of having larger en-
gines ;" and how, in 1845, it was his boast that he was building en
glues wider and lan-en How Mr. Brunel selected the Broad
Gauge because he could place the bodies of the carriages within the
wheels, and how he has always brought them outside the wheels.—
How Mr. Brunel advocates the atmospheric system, which in all
essential paints is the exact converse of the Broad Gauge System.
PART 11—dhows what Mr. Saunders thought of competition in
disinterested party, and what he said about
Competitioh when he was an interested party.
John:ollivier, 59, Pall-mall.
1844, when he was a

Now ready, price 6d.
FHE BROAD GAUGE ,THE BANE OF
THE GREAT WESTERN RAILWAY COMPANY. With
an Account of the Present and Prospective Liabilities saddled on
the Proprietors by the Promoters of that peculiar Crochet.
By s. d.
" A barbe de fol, on apprend I raire."
[Which, being translated for the benefit of country Gentlemen,
means]—
" Mr. Brunel has learnt to shave on the chin of the Great Western
Directors." _

PRICE sr.

be struck out as far its these tables were concerned, as they were
calculated to he supplied from Canobie and Langholm.
Mr. Patrick Maxwell, of Canobie, was briefly examined in corro-
,boration of the evidence of the previous witness.
Mr. Blythe, civil engineer, examined by Mr. Sergeant BELLasis—
He laid down the line under the direction of Mr. Miller. The line
joined with Ihe Edinburgh Railway at Myrick, and passed by Moss
Paul, Langholm, and the east side of Langton, on to Carlisle. The
last mile of this line was nearly identical with the deviation line of
the Caledonian Conipanynow before Parliament, for entering into a
central station to be constructed in Carlisle. There would be no diffi-
culty in both companies using the same line here with a
sloqble' set of rails. The steepest gradient on the line
was 1 in 75, between Netherby and Langton. The
length was 21i miles. The smallest radius on the main line was
tbiree furlongs. There was a tunnel of 300 yards in length, near to
Moss Paul. The ascending gradient from Hawick to Moss Paul was
one in 100, and the descending one towards Carlisle, one in 90.
Thereinl::were four short viaducts, 850 yards in length altogether. The
main line was 42% miles in length, and there were two short
branch
to
t
ofl% miles each. This would form the shortest route
from HawickLondon and Lancashire, connecting the lines at pre-
sent beauthorised
o 3
made. From
an
Hawick
by Kelsoawickby andCarli nsletemhe
to London would be distance4o7
miles. The whole distance f
was 96 miles, by the rnin Edinburgh
by
Hawick
to Carlisle
mate of the line, including Caledonian about 100 miles. His whole esti-
were eat mated at 37 per cent. land, was 660,0001. The working expenses
Croce-examined by Mr. HOPE—Re
and Hawick line. Last
thought
be worked in connexion with the Edinburgh the present line would
year his estimate was 40 per cent. for
not calculated the distance front Hawicr trokiL ng expenses. He had
lion of the London and York being granted. If that
on the supposi •
the distance by Berwick and that line would b were made then
be
the Direct Northern passed, nine miles shorter. gesymiles' and if
proposed to
run into the station of the Lancaster and _Carlisle Company
lisle, to which the latter objected. This line crossed at
several
Car.
It crossed Crown-street on a level. Borough-
street was proposed to be lowered three feet, and to be
Crossed by an arch of twelve feet. There were several
crossingS on the leVel. They might have had a gradient of one in a
100 at Netherby had they chosen to expend money for it. Witness
bad had a scheme to pass along the other bank of the Esk, but Sir J.
Graham objected to it. It would have had better, gradients than the
present line. A deviation had also been inalp to meet the objections
of the Duke of Bucelench. The Tevoit w: w,,ssed 13 times.
Mr. Hops here submitted a paper, wi > ' series of questions on
the estimates of works, which, if the wit . would return written
answers to them, his (Mr. Hope's) cross-emainipation would be very
much shortened.
Mr. Sergeant BILLASIS Objected to this course as lUscanal, and
thought it would interfere mach more With the Clint•eir the Com-
mittee than if the questions were now put to the witness in regular
order.
After some conversation on the point, it was arranged that Mr.
Hope should put l.is questions then seriatim to the witniss.
Mr. Blythe was then qustioned at length on the amount of exca-
vation, the nature of the strata, the embankments, bridges, mason-
work, permanent way, &c., going in detail over the whole works
along the line.
The cross-examination was proceeding, when
The CHAIRMAN said, as it was evident that the questions had re-
ference to the case of the Caledonian that was to follow, he thought
it would be as well that a written abstract was drawn up and put in
by the witness.
This was assented to and the cross-examination was dropped.
. C.A.LEDOIMIN „MNITENSION.

Mr. COCKBURN, in reference to an observation that dropped
from the Chairman at the close of yesterday's sitting, as
to whether the promoters intended to proceed with the Cale-
donian Extension, said it was evident that the observation of
the Chairman proceeded, no doubt, from the supposition that
the main claim of that line was negatived by the decision in favour
of the Dumfries scheme. Now he wished to call the attention of
the Committee to the fact that the southern connexion with Ayr-
shire was really subordinate to the real claims which the Caledonian
Extension preferred for the favourable consideration of the Commit-
tee. The main feature in the case was the formation of a connexion
between Edinburgh and Ayrshire. Besides, it would have the effect
of opening up to Glasgow the richest coal and mineral district in
Scotland, that of Lesmahagow. It was, therefore, their intention to
proceed with the Bill, which he begged to observe was independent
of the Caledon!an Company.
The Clumsier; said the Learned Gentleman was correct as to the
impression of his meaning. He certainly thought the question of
southern connexion was in a great measure settled by the decision in
favour of the Dumfries line. Still, as the case was such as the
Learned Gentleman represented, the Committee would cheerfully go
into the whole case for the Caledonian Extension, and he begged of
the promoters to dismiss from their minds all supposition of the
Committee being in the least degree prejudiced against the scheme.
The Committee then adjourned till Monday at twelve o'clock.

GROUP XIV.
The Select Committee appointed to consider the merits of the Bills
comprised in this group re-assembled at the usual hour this morning,
Mr. Protheroe in the chair.

THE MID KENT ATMOSPHERIC.
The case for the promoters of the atmospheric line, was the first
gone into this morning.
Mr. Wm. Arthur Wilkinson, the Chairman of the Croydon Com-
pany, was the first witness called. The original estimate of the
Croydon line was 140,0001. or 15,0001. per mile. At the time It was
carried, an arrangement was made that the traffic of the South-
Eastern scheme should pass over that line.
Mr. ALEXANDER, on behalf of the South-Eastern Mid Kent scheme,
objected to the. evidence taking this course.
Mr. Sergeant TALFOURD apprehended that the evidence was per-
fectly relevant to the question before the Committee, namely, which
was the best line for the public. Now a very large capital had been
expended in the construction of the Croydon line on the faith that
the Senth-Eastern traffic would pass over it in approaching the
metropolis. Here, however, was a line which proposed to
avoid the Croydon line altogether, while the Kent Atmospheric
used two miles and a half of it. Ile contended that the
evidence was perfectly germane to the matter in dispute,
It was to show that the Kent Atmospheric proposed to use
a line which had been laid down for the express purpose of accom-
modating the Mid Kent traffic, while the South-Eastern scheme
altogether avoiding it, if the Committee granted that tine, it would in-
volve an unnecessary expenditure of capital.
The room was then cleared, and after a few minutes' consultation,
The Committee decided that they could not permit the proposed
course of examination to be adopted.
The examination of Mr. Wilkinson was then resumed—Originally
there was a more extensive scheme projected by the atmospheric
company. They proposed at first to go entirely to Dover, and depo-
sited plans for that purpose, but in the autumn of last year it was
thought expedient to abandon a portion of the scheme. Accompa-
nied by several of his co-directors he went over to Ireland a few
years ago to inspect the operation of the atmospheric prin-
ciple, and so satisfied were they with. it that they agreed to
take the advice of Mr. Cubitt and adept it upon the Croy-
don line, and the experiment had proved most successful.
The atmospheric tube had been laid down for live miles. The
great advantage of the atmospheric principle was, that the engines
were always at work, and consequently a larger number of trains
could be run at much less =pensu than by means of a locomotive
engine. The loss of time in passing from the atmospheric to the
locomotive line was not more than two minutes, and it was hoped
that in a very short time the difficulty would be removed.
On cross-examination, Mr. Williamson stated that a portion of the
original scheme was abandoned for the want of funds. The want of
funds was occasioned by a change which took place in the public
opinion of railways ; and railway directors, like other and larger
potentates, were obliged to modify their plans to meet the views and
opinions of the times in which they put forward their schemes.
Mr. CATER proved that the South-Eastern line crossed several
turnpike roads en a level. The traffic in these.roads was very ex-
tensive, and he had no doubt crossing them would be attended with
considerable inconvenience. Indeed, the railway crossing in this
way was exceedingly dangerous, and the roads on the Croydon line
which were crossed on a level were diverted at the request of the
inhabitants of the neighbourhood, and in consequence of several
frightful accidents having occurred.
Sir John Lubbock said the two lines from Bromley to Ockford
were so nearly identical that he could not determine which was the
best. He understood, however, that the atmospheric line was first
in the field. He travelled every day upon the Croydon atmospheric
line, and was convinced the principle had entirely succeeded.
Mr. Ward, of Oldwood, a large landed proprietor, preferred the
atmospheric line, because it was the cheapest of the two, and would
in his opinion rive more accommodation to the public.
Mr. Wm. Bell, bailiff to a large landed proprietor at Beckenham,
proved that the inhabitants of that neighbourhood thought they were
amply accommodated by the existing line, and were therefore in
favour of neither line. In his opinion the South-Eastern scheme,
crossing as it did on a level with the Lewisham-road, it would be at-
tended with considerable inconvenience to the public. There was an
extensive traffic upon the road, and all kinds of vehicles, sheep, and
cattle were constantly passing and re-passing along the road.
Mr. Coleson, a farmer at Sydenham, gave similar testimony with
regard to the south end and Sydenham road, which was crossed on a
level by the South-Eastern line.
Mr; J. W. Hilop, of Bromley, proved that previous to approaching
the Ravenbourne Valley, which it crossed on a high embankment,
the South-Eastern line passed a turnpike road on a level, and as
there was a large traffic on the road, he had no doubt it would be
attended with danger and inconvenience. The road was on a severe
inclination ; and on a recent occasion he witnessed a serious accident
upon it : the weight of a timber waggon going down it overcame the
horses, and the waggon was precipitated with fearful and tremendous
velocity to the bottom. The Kent Atmospheric line avoided this
road, and the inhabitants of Bromley were therefore in favour of it.
Mr. John Atkins, a landholder at Halstead, was decidedly in favour
of the Kent Atmospheric line. The majority of the inhabitants In
his neighbourhood, and in the neighbourhood of Seven Oaks, were of
his opinion. The Atmospheric Company was in the field long before
_ _

the South-Eastern Company.
Mr. Bryan Burton, of Seven Oaks, and other witnesses, gave similar
testimony.
The Committee adjourned shortly after four o'clock till Monday,
when the engineering evidence is to be gone into.

GROUP XVIII.
The Committee met at the usual hour; Mr. B. Denison, chairman.
EXETER, YEOVIL, AND DORCBBSTEII,
AND LONDON, SALISBURY, AND YZoIrIL
Mr. Locke, the engineer of the line, was examined—The
the tal oni aof
t
Exeter was proposed to be made in an open sluice
Queen-street, and would be in close proximity to an the principal
t Yeovil with easy
buildings in the city, and would proceedwo:y
from the station at
gradients. There would be a branch rat
Exeter,onwsthaitciohnt.here would be two $
and Exeter hrt nnels to join the Bristol
It was agreed by the Committee that, as they had traffic evidence
for the whole line between Exeter and Salisbury, they would also
take the engineering evidence for the same length.
Mr. Locke was then examined with reference to the line from
Yeovil to Basingstoke.
The line between Yeovil and London at the station at Hungerford-
bridge was 124 miles, the total expense 1,600,000/. The gradients
were of a favourable nature, the severest being only 1 in 106 for a
length of two miles.

The cross-examination of the witness was not completed when the
Committee adjourned till twelve o'clock on Monday.

GROUP XX.
This Committee met to-day at twelve o'clock 0' Ml'• Sotheron in the
chair.

MOND ON, HOUNSLOW, AND WESTERN.
Evidence on behalf of this Hue was resumed.
the line. His total calculation of
Mr. Scott, traffic-taker, was examined at great length as to the
he calculated that one-third of the Great
traffic he estimated to go along
gross traffic was 130,58b1. Among the items, in addition to the large
one for road passengers,
Western passengers from the Househill and Southall stations would
take this line ; that 4,9971. would be realised from passengers that
now went by water ; and that 2,6001. would be got from Egham and
Ascot races. Deducting 40 per cent. for working expenses, there
would remain a net receipt of 78,7361., or 11 per cent. on the whole
capital embarked.
The witness was cross-examined at great length on the part of the
Great Western Company, but nothing was elicited materially to alter
his examination in chief.
Captain Moorsom, civil engineer, deposed as to the engineering
character of the scheme. The line was almost a perfect level, and
of the most favourable engineering character. The whole expense
of its construction he set down, if with an embankment and retain-
ing wall, 485,0001. ; and if with a brick viaduct, 535,000/.
The Committee then adjourned.

GROUP XXII.
WAVNNEY VALLEY.
This Committee met as usual. Sir G. Grey, chairman.
Mr. Manilla opened the case at considerable length for several
landowners who were opposing this line.
Several landovrners were examined as to the injury caused by the
railway passing through their property.
ZPSWXCIE, NORWICH, AND YARMOUTH.
This case was opened on behalf of the promoters by Mr. Harrison.
The first witness who was called was
The Earl of Stradbroke, who gave evidence of a favourable nature
with regard to the line, sad also of the benefit it would afford to the
district through which the line passed.
The Committee then adjourned till twelve o'clock on Monday'.

The CHAIRMAN officially announced the decision which we gave in
our evening impression yesterday, "That the preamble of the South
Midland Railway was not proved, and that the preamble of the Red-
ford and Leicester was proved."
The Committee then adjourned for an hour, as the Chairman w as
about to be examined before another Committee.
Business was resumed at a quarter before two, and the remainder
of the day was occupied in going through the clauses of the Leicester
and Bedford Bill.
The Committee then broke up.

GROUP XXXI.
SOUTH WALES

The Committee met this morning at the usual hour; Mr. Round
L the chair.

Mr. CHOWDER, Q. C., continued his address in support of the oppo-
sition of the Severn and Wye Canal Railway. He contended that
the Forest of Dean and the Severn and Wye Railway were pro-
tected from interference by any other company by the Acts of
1809 ; that the line was not a direct line to Bristol or Gloucester, and
that it dld not, consequently, traverse the passenger route to these
districts ; that a tunnel under the Severn was a thing unheard of in
the annals of railways ; that it would involve the expenditure of as
immense sum of money, and require a number of years to construct.
if it could be constructed at all, which was very doubtful.
on account of the uncertain bottom of the river. Mr. Brune gave
his evidence in an extremely off-hand manner with respect to such
an immense undertaking, a project of greater extent than the
Thames Tunnel, only 500 yards of which was under the bed of the
river, whereas the proposed tunnel would be 700 yards under the
water. Then let the Committee imagine the desperate nature of any
casualty which might occur in the event of the tunnel breaking in.
Ample communication between the opposite shores of the Severn
would be effected by a bridge to be constructed at Aust Passage,
and besides eligible communication between the districts to be
traversed by the South Wales Railway and Gloucester wag
in existence. He apprehended the undertaking was not required by
the wants of the city, and called upon the Committee to reject the
preamble of the Bill.
Bigg, secretary to the Severn and Wye, produced the Act of-
Parliament relating to the railway, and stated that it had been im-
proved from time to time to meet the increased wants of the district.

- -
This closed the case of the Severn and Wye.
Mr. COOKE followed on behalf of Mr. HOSking. !`:
entered at great length into the present communication, and
the whole district proposed to be traversed, and held that
the proposed line was not demanded .by its requirements.
That district required direct communication ttom the
pits to those places where the coal was greatly in demand. The
line would not effect this as it was indirect, and as the Forest of
Dean Rallwaycarried coals fcom the Fits towards the north of the
Berkeley canal to Gloucester, and he called upon the Committee to
reject the preamble of the Bill.
The Committee then adjourned until Monday.

GROUP XXXII.
Tke Committee met to-day at twelve o'clock ; Mr. J. Z. Deulipn
in the chair.

CHELTZNBAIYI AND OZZ'ORXI.

Mr. Brunel, the engineer of the line, stated in his evidence he did
not think there would be any diminution in the water caused by the
cuttings from Duke-street to the proposed station, or at other sec.
tions, for the railway might be made water tight by walls and
invests.
Mr. AUSTIN here interposed to inform the Committee that it bad
being discovered that the engineering costs would be more than the
deposited estimate, and the promoters were for a time undecided as
to the course which they ought to adopt. Last night they sent a
proposal to those opposing on the part of the town of Cheltenham.
offering to stop short of the town, opposite to Grosvenor-street, for
this session, and next session to come to Parliament for a Bill
for the rest of the proposed line, or for a line projected ac-
cording to the original plan, as the opposing Committee
and the promoters might agree. An answer, however, had
been sent back, which virtually rejected the proposal.
Mr. Austin, in these circumstances, proposed to conduct his case for
this altered line, and leave it with the Committee to say whether
they would alter the preamble of the present Bill to meat the new
arrangement.
Mr. WEBSTER, on the part of the town committee, could not be a
consenting party to the proposal made en the other side.
The Committee ordered the room to be cleared, that they might
consider whether they would allow the evidence to go on and accede
to the new proposal.
On being readmitted, parties were told that the Committee could
not consent to the proposal to alter the preamble.
Mr. AUSTIN then said that no other course was left him but, with
the permission of the Committee, to withdraw the Bill.

33ITCMINGHA26ISHIRE (TILING TO
IiiikIIII3TJUY).
This Rue, for which Mr. Austin, Mr. Hilt:lyard, Mr. Calvert, Mr.
Hope, and Mr. Laing were retained, is promoted by an independent
company in concert with the London and Birmingham Railway
Company. It is opposed by the Great Western Railway and by Lord
Carrington, Mr. Richards, Mr. Cripps, and other landowners, who
appeared by Mr. Talbot. Mr. Cockburn, and Sir S. Phillips.
Mr. Hors briefly opened the merits of this line. It is 40 miles
long, starting from the Tring station on the London and Birmingham
Railway, and passes through Aylesbury, Winslow, Buckingham. and
Irackley, to Banbury, accommodating a large and important agricul-
tural district with carrying power to Birmingham and Banbury on
the north, and to London on the south, for their cattle, coals, and lime.
Mr. Thomas Pearse was examined in favour of the project. Ho
stated he was a land steward for 20,000 acres in the district through
which the line passes, and was well acquainted with the necessities
of that country. No other line offered equal accommodation for
reaching the cattle markets in Hereford, the coal-fields in Derby, and
Stafford, and Leicestershire. He himself made 300,000 draining tiles
annually, and would make double the quantity if the coals were
cheaper.

Mr. Humphrey Humphries, tanner, in Buckingham, stated in evi-
dence that it would be a great advantage to Buckingham, and per-
sonally considered it would be so in the conveyance of bark, fell, and
leather, for in the last article he calculated a saving of about 103.
a ton on the transit of it to London.
Mr. Fraser, steward to Sir H. Verney, whose land lies in the dis-
trict of Banbury, stated that butter sent away on Friday did net
asach London before Monday, that the timber grown in the district
could scareely be got to a market, and the bark was sold for a very
reduced sum. He calculated that a district of ten miles square
exported annually GOO tons of butter, 9,000 fatted beasts, and 30,000
sheep, which he had no doubt would be greatly increased by facilities
of conveyance. The railway would offer great advantages for tke
carriage of store stock, and give the farmers the opportunity them•
selves of attending the market to make their own selection. . .

The Hon. Sydney P. Pierrepolnt and the Duke of Buckingham
were examined, and corroborated the evidence which had been al-
ready given, both of them concurring in the proposed line, and giving it
their utmost support.
The Committee adjourned till twelve o'clock on Monday.