The Sun.
London, England, 1846-05-20 00:00:00

RAILWAY COMMITTEES.
(YESTERDAY.)

HOUSE OF LORDS.
GROUP I.

LONDON AND YORE.
(Continued from our Afternoon Edition of yesterday.)
Mr. Badley was re-examined by Mr. Sergeant KrgonAks —The
London and York Railway was the nearest line to the cattle dealers
of Lincolnshire, St. Ives, and other large grazing districts and market
towns. It was of the greatest consequence to the condition
of the cattle to have a day's rest before coming into the market.
When they arrived at Smithfield on the Sunday, they could then rest
till the Monday. By the London and York Railway they would
arrive in such time in the morning as to have all Sunday to rest, in-
stead of, as at present, coming in on the evening.
Charles Chaplin, Esq., examined by Mr. DENISON—Was one of the
Commissioners for the drainage of the Witham. Was'also proprietor
of about 20,000 acres of land. The London and York line would not
interfere with the drainage; the loop line would interfere with the
small landowners, such as those who held about ten acres; it would
Interfere with the drainage of their land to some extent.

The witness was not cross-examined.
Mr. Pitman, traffic-taker, was examined as to the correctness of
the tables showing the amount of traffic.
The witness was briefly cross-examined by Mr. TALBOT, and this
Concluded the traffic evidence.
Mr. Cubitt, civil engineer, was then called and examined by Mr.
DENlsow—ls engineer for the London and York Railway. The
length of the line from London to York, without branches, is 185 miles,
78 chains. The loop line goes from the main line 2 miles beyond Pe-
terborough round by Byston and Lincoln ; its length is 86 miles 10
chains. From Bedford it Is 7 miles 72 shamus. There was a branch
intended to be made, called the Stamford branch, but it is not
sow deemed expedient to construct it, in consequence of
i
the difficulty of crossing other proposed lines. That branch
was to have been the length of 4 miles 75 h
but
There was also to have been a branch from Doncaster tTo
it is not now in the Bill, that having been abandoned.
for Hull
or spurs are as follow :—there is for Doncaster, branches
6h4 ee line, 'including
and Selby, 51 chains; and the whole length of t b aihns
a the length of
the spurs, is to be 283 miles 47 ch The s.
tablet of distances now
the line now before the Committee.
othing at all uncommon
Landed in were prepared by him. There is n
an ordinary line of
th
in the construction of this line; it is as easy as y
200 • ere is a small portion of
railway. The gradients are as lin ,
he London station, but it did
the line as 1 in 108, and that is close to t
stan E
not affect the ruling gradients. Thes
Birmbly ing h
am
undertio 1 at
neon-
idera in 100.
square had a gradient
cm' e
1 In 200. He had ffa"
The gradients, with this exceptionteatrh as
favourable. It would cost
great care to have the gradien
more to construct it in this way, but then it will be saved other-
Where the engines should be required to go at its greatest
speed the gradients will Rot effect them. The Bedford branch is a
dead level. The most difficult part of the line is for about
20 miles going out of London, the remainder is all-very favourable,
with a slight exception coming up to Grantham. There are tunnels
along the main line to the number of fourteen, and the longest is
1,352 yards ; there is another of 1,312, and another near Grantham
of 1,047. At Islington there is one of 632 yards, and at
Tottenham one of 737, and farther on one of 580. The
other tunnels are one of 378 at Enfield, close to which
is another of 220, and at St. Nath's one of 1,112, at Digswell
one of 1,047, Sandy one of 187, Little Sandy one of 198, at Great
Fonton, one of 352, Little Ponton, one of 322, Ponton again, one
of 305, and at Guyd, one of 968, making a total of 8,266 yards of
tunnelling, at a cost of 603,365/. This is less than five miles in length.
On the loop line there is ro tunnelling. The total estimate of the main
line is 4,149,9081. The estimate of the loop is 149,4081. The cost of the
Bedford Branch is estimated at 86,9041., making a total of 5,286,4441.
The banks of the Witham are well adapted for a railway, and are just
such as would be required. The soil is generally sandy, but some of
It is peat. It is, however, admirably adapted to the purposes of a
railway.
After some more general information as to the engineering merits
Of the line, the Committee adjourned till eleven o'clock to-morrow.

HOUSE OF COMMONS.
GROUP X.
LESPIA.IIAGOVIT, DALSEII.II, AND COAT—
BRIDGE JUNCTION.
(Continued from our Afternoon Edition of yesterday.)
Mr. GORDON addressed the Committee at length in support of the
petitions against the Bill. He applied himself with great force and
ability to the proposed changes in the Bill, showing that there was a
danger of exorbitant charges and diminished accommodation from the
extension of the influence of established main lines and new branch
lines, such as the Lesmahagow, &c., Junction Railway. He referred
to the reports of the Amalgamation Committee, to prove that this
was no ideal danger. He called witnesses to show that the proposed
charges were too high, as compared with those on other lines of the
same character—that is, lines for the carriage of minerals. The evi-
dence was further to the effect that the lines with the lower rates of
charge were paying well, and their shares were at a good premium.
The Manta:tor observed that the rate of charges upon the lines
referred to were no guide to the Committee as to the equity of the
charges proposed upon the line before the Committee. They could
not estimate the comparative outlay in the construction, or the com-
parative cost of working.
Mr. M'Neu. (for the Bill) observed that some of the lines which
had lower charges than the proposed railway could be worked for
were nearly level lines.
Mr. GORDON submitted that the evidence which he had offered
respected this line in a fair comparison with the others, taking into
account the distance, the difficulty of the gradients, and the conse-
quent expense of working.
Mr. WaTein elicited from Mr. Baird (a witness for the opponents)
that there was really no comparison between the cheap traffic lines
and the present in point of working. [The details of evidence were
too minute for a report.]
Mr. 31`..Nein having replied,
The Committee decided that the preamble was proved.
The clauses were then gone through and agreed to, and the Bill
passed.
The Committee adjourned till twelve o'clock to-morrow.

GROUP XIII.

NORTE "MIMES R (CARLISLE AND GRETNA

BRANCHES).
(Continued from our Afternoon Edition of yesterday.)

The Duke of lauccleuch was the first witness called, who stated
that the proposed line went, for a great extent, through his property.
The line would be of great benefit to the manufacturing towns of
Galashiels and Hawick, besides accommodating the important agri-
cultural county of Roxburgh. He had thought this would be a good
line since the autumn of 1844. Hawick was at present supplied with
coals from the east, and from the neighbourhood of Berwick, also
ftom his collieries at Berwick.

To Mr. CIIIITEIS—IIe could not say whether all the three through
lines would pay, as he had not paid attention to the question. He
thought, however, the Hawick traffic would not much interfere with
that of the Caledonian.
Examination continued—He thought the North British, from
Langholm to Cannobie, preferable to the branch of the Caledonian
proposed between these two points. Ile had himself suggested the
former as not so likely to interfere with the scenery as the latter.
Cross-examined—He could not say there was much traffic: frcm
Longterm to Carlisle. The country between Crowick and Lang-
holm was in a great measure pastoral, and but thinly populated.
The principal advantage he looked to was taking coals by this branch
from Cannobie to Crowick. He believed one great reason of passing ,
the Edinburgh and Crowick line last year was to accommodate coals
coming from Dalkeith to Crowick. He could not spetik of the through
traffic, or that the course of it was not to the north—to Edinburgh and
Glasgow. He thought the Edinburgh, through traffic, would not be
taken from the Caledonian, that was, as far as he had received infor-
mation. He had from the first, doubted the policy of passing the
Caledonian line. If the difference between the two through schemes
was but two miles, then there would be a probability of the Caledo-
Man being injured. He admitted that the extension agreed to, to
Berwick and the south-east, would give a great outlet to the traffic of
Roxburgh. A great deal of produce went that way, and also to the
north.
Mr. Wilson, a manufacturer of Hawick, examined—The popula-
tion of the town and the suburts was 8,000, engaged In manufactur-
ing tweeds, shawls, and blankets. They were principally supplied
with wool from England, a great quantity of which would come by
this railway. The same, he believed, applie4 to Galashiels. At
present the foreign and English wool came mainly from London to
Berwick, from whence it was carted to Hawick. Oils and scouring and
dye-stuffs principally came the same way. He thought the proposed
extension to Carlisle would he of great advantage to the traffic of the
district. The sale cf goods manufactured at Hawick he set down at
270,0001., and with the railway he thought it would very much increase.
Cross-examined by Mr. Comb:arse—The population of 8,000 in-
habitants included a portion of an adjoining parish. At present the
principal portion of their goods went to Edinburgh arid the north.
He was examined last year, and then stated that the bulk of the
trade went to Edinburgh. He also stated that they consumed at
Hawick upwards of 700 tons of wool, both home and foreign ; bat
the proportions efthe foreign to the home wool had altered last year
on account of the growth of the fancy trade. The wool consumed
last year was about 850 tons. The increase was mainly
in foreign wool. He had derived his information respecting
the wool from the manufacturers of the town, who had stated,
to the best of their belief, what the amount was, but they
did not give the real figures of the quantity received.
The wool came from London, Liverpool, and Yorkshire. The timber
used at Hawick came principally from Leith, though he believed
some came from either Carlisle or Annan, but he could not say how
much. He was not aware that no American timber was imported at
Annan.

Further evidence on behalf of this Bill was adjourned till to-
morrow.

GLASGOW, 111721RIMIZS, AND CARLISLE.
The clauses of this Bill were proceeded with a little after thr
o'clock. ee
On the application of Mr. Cocsnrran, the clauses in this Ism that
related to the portions of the extension and branct..-es which the
Caledonian proposed, and on which the argnmer:„ took
of the extensionPi2 tand
hismorning, were postponed till the case on behalf
branches was gone into, and the decision of
iup Committee known.
Several of the unopposed clauses of the Bill were read and
agreed to.
The further consideration e ire Clauses was put off till to-morrow
at twelve o'clock, when, as tliere is a proviso in the Bill for an amal-
gamation with the Gla':,sow and Ayr Railway, evidence on the toll
clauses, according to an instruction of the House of Commons, will
be taken.—The CciAmittee then adjourned.

GROUT XI V.
The Stioct Committee appointed to consider the merits of the Bills
com Prised in this group re-assembled this morning, and proceeded
with their labours ; Mr. Protheroe in the chair.
SOUTH—EASTERN (DUD KENT).

The next line taken by the Committee was the South-Eastern (Mid
"Kent) scheme, which was represented by Mr. Alexander. The line
Was opposed by Mr. Sergeant Talfourd, on behalf of the Kent Atmos-
pheric, and by the Croydon Railway Company, and several land-
holders, but before going into the case the Committee decided that
the latter could not be heard.
A witness having been called to prove that the resolutions of
Dtineombe, so far as they applied to thisline, had been complied
with,
Mr. Comma's opened the case for the promoters. The object of
the line was to afford railway
the
rwayztemodation to the midland dis-
tricts of Kent, to Shorten
the metropolis and
Dover, and to shorten the distance between between
go and London.
btettetwcteennlil.nuanon and Folkstone
The lines would shorten the distance between
and Dover by thirteen miles, between London
Hastings, while the distance to Maidstome would be short an
twenty miles, sad Tunbridge by eighteen miles. The line
coMMenced at a point on the Greenwich line, passed through
Bromley by Maidstone and on to Chard, where it joined the existing
line. Another line branched off at Riverhead, crossed the existing
main line at Tunbridge, where it joined a line running through Tun-
bridge Wells, and so on to Reigate and Hastings, which had alreaiy
received the sanction of the Legislature. The competing scheme was
the Kent Atmospheric ; but the gradientsand engineering features of
the South-Eastern were so very much favourable to its rival,
that he was sure the Committee woulde haveth hnoostd.ifficulmestyidiness,eetinhge
that the south-eastern lines Tr
to
long lines, was still
atmospheric system, aS app the he hoped the knowledge
a matter of speculation ; and
of this fact, added to the severe
itgr would
engineering features of the atmospheric lines,itliendtsbe ganuitde sublilat-1
dent to l'astify the Committee in
forty-nine miles a
throwing out the latter schem,e.
The trial distance of the main line to Chard was
thTee-quarters, and of the Riverhead branch ten miles and.
'tnree-
quarters. The total estimate was 1,500,000/.
Colonel Middleton was the first witness called, c -
`l,lniandant of the
military depot at Maidstone. He said Mai(1.7:.0,0 wasdepot for all the regiments serving in East, and he considered
the proposed line would be of cons!:erabl f'o the cavalry
ao advantage to the public
and to the service. He calcula
...ed that about 3,000 individuals, con-
nected with the estahlishatent at Maidstone, would take advantage
of the existing railwtvi communication, and he had no doubt the
number would'ie considerably increased if this line were made.
Sir Edmund Filmer, M.P. for West Kent, Lord Camden; Mr. W.
Stone, M.P. for Rochester, Mr. Turner Baldwin, Mr. Wilds, soli-
citor, Maidstone, Mr. W. Hone, the Rev. Mr. Cobb, rector of
HYttan ; Mr. John Carter, of Rotham ; and Mr. Charles Ellis, of
Maidstone, gave evidenc,j in favour of the South-Eastern scheme.
The Committee adie•arned at four o'clock.

GROUP XVIII.

21Z2T2fR, YEOVIL, AND DORCHESTER,
ZONZON, SALISBURY, AND YEOVIL.

(CoßtAnued from our Afternoon Edition of yesterday.)
__ _

I,lr. 'o7llson, a large timber grower, residing in the neighbourhood
Ct F...ceter, considered the proposed line would be of great advantage
to ]fin in the conveyance of his timber. At present he had to send
It to Southampton and Portsmouth, at an expense of Is. per foot. It
was also very inconvenient for him to get to London by the present
mode of communication—he had either to go to Southampton, and
thence by the Seuth-Western Railway to London, er to proceed to
Bath, a distance of seventeen miles, and then proceed to London by
the, Great Western

examination of this witness completed the proeeedings to
an d t'ne Committee then adJourned till twelve o'clock day,
row.

GROUP XX.
Tito Committee On this group of Bills re-assembled this morning ;
31 Sotheron In the chair.
WINDSOR, SLOT.7GII, AND STAINES
ATMOSPHERIC.
kr. WARREN, on the part of the authorities of Eton College, re-
st' me d the cross-examination of Mr. Seeker, with respect to the
881 ve ries on the Thames and the neighbourhood of Windsor.
5 nhe witness was re-examined by Mr. KNowLEs, as to the extent
of • th e boundary which could be claimed by the Eton Corporation.
cedions discussion arose as to the propriety of admitting certain
dee( it and other documents in evidence, anti also as to whether Mr.
Pen, erton should he recalled.
T' oe room was then cleared, and on strangers being re-admitted,
ae CHAIRMAN announced that the Committee would not receive
the , 'hither evidence of Mr. Pemberton, because the Crown could in
any %tags assert its own rights ; and they further decided that from
Ullstmleact alrawky adduces, W.y mug. not mg_ azzlia4 r_