The Sun.
London, England, 1846-07-22 00:00:00

FATAL ACCIDENT FROM A STEAM-BOAT.—Thursday

forenoon, Mr. Wm. Carter held an inquest at the Hero Of
Waterloo, Waterloo-road, on the body of Joseph Chappell,
aged 14, call• boy of the Moonlight iron steam-boat. From
the evidence of George Heath, the captain of the boat, it ap-
peared, that on the night of Saturday last, between w,iine and •
ten o'clock, the deceased was on the deck of the Moonlight,,
which was moored off the King's Arms Stairs, when all of a
sudden he was missed. Search was made for the deceased,
but he he was not found until Wednesday morning last,
when his body was seen floating towards tht larboard paddle-
box of a steamer, near to the place where he was first missed.,
It was the opinion of witness that deceased must have fallen
into the water whilst ho was passing front one boat to an-
other. Verdict, " Accidental de,ath.'
THE LEAGUE.—The last remnant, of the League—
their offices in Fleet-street—were closed on Monday with
the announcement that their offices, furniture, &c., would be
subject to the auctioneer hammer on Tuesday
next, the
28th inst.

RA I LWA Y COMMITTEES.

( Y ESTEADAY)

HOUSE OF LORDS.

Room A.
CORNWALL.
The members of this Committee met this morning at eleven
o'clock, Viscount Torrington in the chair.
The proceedings commenced Ailey by the examination of Mr.
Locke by Mr. COCKBURN, who, a r asking a few engineering ques-
tions, contrasting the difference between the Cornwall Railway and
the Central line, was interrupted by
Mr. Latina, who objected to any comparison being made between
the Cornwall Railway and the central line, which was not before the
Committee.
A very warm discussion then ensued between Mr. Cockburn, Mr.
Talbot, Mr. Rowe, Mr. James, and Mr. Austin ; after which the
Committee decided that the course proposed to be pursued by Mr.
Cockburn in the examination of Mr. Locke, would not be allowed.
The examination of Mr. Locke was then resumed by Mr. Coci-
max, but was interrupted by the Committee, on the ground that it
was interfering with the decision that the Committee has just laid
down.
Mr. Cocitatiax then said that he should reserve such observations
as he might have to make until the other witnesses had heed ex-
amined, on account of the Committee deciding in the manner they
lad just done, which he thought was incompatible with the usual
practice observed in such cases. lie considered that he bad a right
to examine with regard to the showing the superiority of the gra-
ients of the Central line over that of the Cornwall Railway. Mr.
!ockburn here left, and Mr. Locke leit the witness box.
Mr. Williams was then called, and examined by Mr. Rowe—Was
a magistrate of the county, and an extensive ironfounder. The
ounty would not be well served by the Cornwall line. The mines
would not be accommodated by the proposed line. Many of the
mines had tramways of their own, which communicated with canals
and other important mediums of transit. Meetings had been held in
the greater part of the county. The whole of them had adopted re-
solutions against the Cornwall line. All the landed interest con-
nected with the county were adverse to it. The Cornwall line did
net accommodate the best part of the county, which lay to the north.
The Csatamax then intimated to Mr. Rowe, that unless he could
finish the examination in the course of a few minutes, it was the-in-
tention to adjourn, in accordance with the notification they gave
yesterday.—The Committee then adjourned until eleven to-morrow.

Room C,

LONDON AND BLILCKWII.I.L ("WIDENING).
The Committee re-assembled this morning, Lord Hatherton in the
chair.

Mr, HILL, Q.C. who appeared for the promoters, after describing
the character and construction of the Blackwall line, stated that the
proposed improvement would bring upon this railway a great part of
the traffic now existing on the Eastern Counties and Northern and
Eastern Counties lines. It was proposed to widen the Blackwall
Railway from the City terminus to Stepney, the expense of which
would be about 240,0001. ; the works would only take about 50,000/.
or 60,0001.; the property to be purchased was valued at 178,5601., and
the land to be taken would afford sufficient space for a double line of
rails, although it was intended to lay down only a single line until
the increase of the traffic should Justify the expense.
The only opponents who appeared in the other Mouse were the East
and West India Dock Company, and they were satisfied.
Mr. MitaxwaTima here stated that the City authorities, however,
were very much dissatisfied.
Mr. Flux continued by saying, that although the City authorities
were not satisfied, they were not in a condition to appear against the
Bill. The Commissioners of Sewers, the East and West India Dock
Companies, and the Woods and Forests, were all assentients, so that
. .

in fact, there was no legal opposition to the Bill.
Mr. W. Tite, architect of the Royal Exchange, and surveyor
of the London and Blackwall Railway, stated, that the line
had at present two lines of rails from the Fenchurch-street
station to Stepney, and that there was an Act sought for last session
for making a communication with the Eastern Counties line between
Stratford and Stepney, which had been then dropped, but which was
obtained this session. The quantity of land sought for, which was 22
feet in width, was one mile, five furlongs, and eight chains in length,
the value of which was as stated by Mr. Hill, including 13,0001. for
contingencies. It would be a great convenience to the East and
West India Dock Company, who already accommodated the public
largely by the transmission of samples from the docks. (Here a plan
was put In which the witness explained to the Committee, by which
it appeared that 7.000 feet of warehouse room was taken
from the West India Docks, which, in fact, was at
present lost to that company, and the Blackwell Com-
pany proposed to build warehouses here at their own expense,
so that this was an entire gain to the Dock Company, and would
besides offer greater convenience.) There was certainly a great want
of station room at the City terminus, as it sometimes happened that
when a train was coming in and going down at the same time, the
platform, which was in the middle of the station, had as many as 700
people on it at one time.
To Mr. MEREWETHER'S cross-examination, Mr. Tite stated that
this line had the greatest carrying trade for the steam-boats in
London, and that the line which had its terminus in a street belong-
ing to the company had access to Fenchurch-street, which is now
narrow, but which is about to be widened by the Corporation of
London. The Richmond Railway, which is to be opened next week,
is the only line lately opened in the neighbourhood of London, so
that there was at present but little experience on that point. Ile is
architect for the Eastern Counties and the South-Western Company,
and the valuations which he had made in the intended prolongation
of the South-Western line to Waterloo-bridge had all been confirmed
in the result. The prososed arrangement of the station would cost
about 45,0001. There was a regular arrangement with the Eastern
Counties, by which that company undertook to give the passengers
a choice of going either to Shoreditch or to Fenchurch-street, the
difference between the two plaees in distance ftom the Bank being
abent a quarter of an hour's walk. It was not proposed to bring
goods beyond the original station at the Minories, but a great ad-
vantage would be obtained in bringing the farmer, the shopkeeper,
and the' squire Ito the centre of the markets for tea and
corn. The butcher would of course go by Shoreditch to
Smithfield. The original estimate for the Blackwell Rail-
way was 410,0001., but the actual purchase of the property was
put down at 379,0001.; and when they came to Parliament, instead
of taking, as they had intended, four lines of rails, they bad only
taken two lines, and the actual cost was 260,000/. The solicitor's
bill had been 22,000/., and the various expenses 43,0001. The line
to the communication with the Eastern Counties Railway was about
three miles, and this was only a mile and a half; hut the former ran
through open fields, and the latter went through house property.
(Here a course of examination proceeded to show precisely what por-
tion of the West India Dock warehouses the company proposed to
take, for the correct apprehension of which a plan was put in, from
which it appeared that the company proposed to take about one-
twelfth of an acre, and they gave as much, or rather more.) The
area of the six several floors of the warehouses taken was about
3,000 feet each, while they proposed to give 3,200 feet, with the
saving a gateway at present in existence, but never used.

To Mr. HILL's cross-examination, Mr. Tite replied that the
warehouse he was about to give wa's a better one than the one
he had taken. He had been much engaged in building shops and
and warehouses, and had laid out and superintended the erection of
all the warehouses on the legal quays, from London-bridge to the
Tower, and was ready to have the decision of any respectable ar-
chitect, and the company would pay the difference, if against them.
The taking of those warehouse. was a part of the arrangement with
the Eastern Counties. Mr. Tite also affirmed his previsous riser
tion respecting the assenting parties.
To the CIIAIRMAN, Mr. limn replied that it was proposed to bring
locomotives up to Fenchurch-street, and that neither authorities uor
Individuals objected to it.
Ms. Loam, the engineer, now the engine,at for the line, although
it was constructed under Mr. Stephenson and Mr. Bidder, said he
had laid out the widening. lie confirmed the evidence with respect to
the compact with the Eastern Counties Company, who agreed to
give up a part of their new line for the sake of the advantages of
getting up to Fenchurch-street.

Two other witnesses were called to confirm this statement.

This closed the case for the promoters, when

Mr. Mzimwrrem opened the case on the petition of the East and
West India Company, and on the behalf of that company alleged that
the alteration of the warehouses would be injurious to the company
and cause a great inconvenience to the vessels loading and unloading
in the docks. It was not likely that the Eastern Counties Company
should wish a part of their traffic to go over another and independent
line, and he should therefore treat the presumed agreement as neither
la ere nor less than a nullity. Then again the introduction of loco-
motive engines into the city. On all the several grounds, therefore,
this line was highly objectionable, and he trusted their Lordships
would leave the Blackwell line to its legitimate objects, those for
which it was especially intended.

Mr. Mosely, superintendent of the traffic department on the
Eastern Counties and North and Eastern line, was called to show
that there was, in fact, no agreement with the Blackwell
Company, although there had been some conversation on
the subject. The average number of passengers carried on the
lines with which he was connected was 40,000 a week, about
2,000,000 a year, and he did not at all anticipate that half the num-
ber would go over the Blackwell line as was alleged on the other
side. There was now a station at Stratford, which was a great con-
venience to tke public. There had formerly been a station at Bow,
but it was disused, and he conceived that there was not any likeli-
hood of the long passengers being inclined to shift from one train to
another for a distance of a mile and a half, when there were omni-
buses going every minute to the Bank.
Mr. Hai cross-examined the witness, when it appeared that he
only came into the service of the Eastern Counties Company last
year, and was In no position to know anything about the agreements
of the company with other parties. (The Counsel here read a por-
tion of the correspondence between Mr. Stephenson and Mr. Locke,
by which the arrangement was agreed upon, in the event of .a junc-
tion being formed.)
At the *close of this evidence the Committee adjourned till to-
morrow.

Room D.

GLASGOW; DITSIIIRXES.' AND CARLISLE.
This Committee met to-day, at eleven o'clock—Earl St. Germans
In the chair. Ail the other Members 'ef the Committee present.
The evidence en behalf of ties Bin was resumed.
Mr. George Knight, manager of the goods traffic of the Glasgow,
Paisley, Kilmarnock, and, Ayr Railway, examined—lle had been en-
gaged in that department be* tlie 111 it five year.. He knew the
nature of the traffic between Ayrshire and England well. The'
traffic of the Glasgow and Ayr Railway had increased three-fold the
last five years. The line Was opened in 1840 In 1841 the receipts
of the line were 34,3151., while last year it was 104,5351 In 1841
the minerals carried along the line were 8,310 tons, yielding a
revenue of 5851.; and in 1845 the tonnage was 180,430, yielding
12,7001. There was a considerable' traffic between Ayrshire and
Campbeltown, in Argyleshire. It was proposed to place a steamer
between Troon and Canipbeitowie in which case a considerable por-
tion of the traffic of the.latter town would go south by the railway.
Campbeltown had 26 distilleries, which- consumed 11,000 tons of
grain, and predtrced 4,500 tons of whiskey. He calculated that there
would pass along the present line, to and from Campbeltown, 1,000
tons yearly of grain, whiskey, and cured fish, of which a large trade
was carried on at that place. A great deal of fish were also cured en-
the coast of Ayrshire; and he thought 800 or 1,000 tens of
these would pass along the line yearly. He was acquainted
with the Ardrossau and Fleetwood traffic, and he had found
considerable delay by this route, on account of the nature
of the harbours which presented difficulties from the deficient supply
of water. On this account the Ayrshire traffic had never been fairly
developed. He had looked over- the tables prepared by .Mr.: Ander-
son, and with regard to the Ayrshire and English traffic he thought
It rather under than over-stated.
Cross-examined by Mr. Sergeant Meant: —lle had not made the
state rent respecting Campbeltown in the House of Comuions which
he had now given. The arrangement about placing the steamer on
the Troon station had been made since then. It was very likely that
this arrangement was made since the rejection of the Caledani
Extension. lie believed that an arrangement was made for ainT
gamating the present line with the Ayrshire Company. The difficulty
of landing and loading goods at- Fleetwood and Aramaean he
believed arose from low water, occasioned by the ebb-
ing of the tide. He was not aware that. a very
large traffic between Ireland and the south of England
was carried on by similar harbours. lie did not know that the
steamers employed were not well aaapted for the goods traffic. He
had heard of the amalgamation of the London and Birmingham
Grand Junction and the North Union Railways, but he thought it
would be the interest of this united company to- take the traffic by
Liverpool rather than by Fleetwood. Atpreseut the most of the whis-
key made at Campbeltown went to. Glasgow, and all the cured fish.
He thought, however, with this line, the fish both from Campbel-
town and Ayrshire would be sent direct. He believed that with all
kluda.of fifth, cared and fresh, the railway would be preferred to salt-
ing vessels.
Mr. William Anderson, accountant, of Glasgow, examined—De-
posed that he had prepared the traffic tables of the present line. Table
No. 1 was the passengers by the existing coach from Kilmarnock,
which he had taken front the way-bills. The sum agreed with Mr.
Burn's evidence: Table No. 2 was the Ayr and• Dumfries coach,
the number of which was also obtained from the way-bill. lee had
not included the Dumfries passengers. Table 3 contained.thr• pas.,
sengers of the Edinburgh and Dumfries coaches. This he estimated
to go up the main line to the Crawick branch. Table 4 contained
the Dumfries and Carlisle coach passengers. Table 5 contained the
local passenger traffic, obtained by stationing men along the line for
a fortnight, In the months of September and Novemberlast. He had
also, since the Bill passed the Commons, stationed men along the
line. This was in June lest. As he understood the Caledonian had
stationed the Then on the route, he stationed his men nearly in the
same places as the other Company. He found the result.
to be more than he had realised previously. This
would arise from a great number of coach passengers
at this turns than the previous period. The revenue of the tables he
had named In addition to table 7, war in the first period 41,0001. per
annpm, and in June last 43,0001. Table 6 was the passsengers by
the .Fleetwood steamers, excluding the Glasgow traffic. He had
added to tire passenger trafr, 1:',0 per cent. for increase. He made
this addition on the data of the increase on the Ayrshire line.
Table 7 was general merchandise by land, to which he had added
50 per cent. Table 8 was general merchandise by water. Troia
was the cattle and horse estimate, founded On Messrs. Kennedy and
Brown's evidence. Table 10 was the mineral estimate, founded oU
evidence given before the Committee. Ile had calculated the traffic
through from Kilmarnock and Carlisle, and divided the receipts,
allowing one-third for working expenses, one-third for way lease
to the Caledonian and Ayrshire Companies, and one-third for profit
on the line. The summary of his table was for passengers 38,3131. ;
general merchandise by land 10,0sel.; general merchandise ty
water
12,500/. ; carriage of drain Mee 3,608/. ; cattle, Ste 17,794/ ;
minerals, 10,663/: • small parcels, 6,5001. * Cross-eaamina mr,
ast year his estimate of In-
crease was 100 per cent. lie added. nothing— on goods last year, but
In-
cease had added 50 per Cent. this year,
ow comp 4
jEtexPerience of the Ayrshire and
the Edinburgh and Gg
had inducel to add the so per cent.' Her had gnt protons tro
since last year, and these justified him in makingi tthe companies
percent. He believed that Mr are had this year, on the additional 30
bury and Hereford line, estimated 200 per cent. Increase. The in.
crease, no doubt, would depend a good deal on population. Me could
not give the population per square mile on the Nithsdale line. He was
not aware that the Ayrshire line bad never yet reached the
estimate made' eil that line before the Bill was passed, though then
only 100 per cent. was added for increase. He would be surprised
were It so. (Mr. Cockburn here read an extract from the minutes
of Evidence in 1837, given by Mr. Part in which the full

with an

Idition of 100 per cent., was set down at 117,000 t. per
ing 13,0001. less than that given last year in
gilt's „. evidence.) He had, in taking the pas- 1
attic, , swept the road of all vehicles. The witness
amined in detail with the object of showing that he had
ated the road-side traffic, and taken a wider range of
an he ought to have done.
els, In answer to a question from Mr. Sergeant MuaPal,
a list of the places at which he had stationed men
last, in order to check those stationed by the
Company. He had taken all the cabin pas-
y the steamers as to go by the line, and he
100 per cent. He had not made any special reduction on
ons of goods estimated to go from Ayrshire to England, on
f,the goods supposed still to go by steamers, but his esti-
e 1,200 tons less than the absolute quantity given
e had added two thousand pounds for cattle-
more than given in the Commons. That was from
n derived from the witnesses after more careful considera-
thought that a ton and a half of coal per head was not too
district where peat was plentiful. He believed they would
preference to peat, as the population was generally com-

annum,

,Seilger t:
wide then

mined—ln his estimate he had carefully excluded all
ratfic. He had not taken any foot passengers.
ythe, civil engineer, examined by Mr. Aro:maws—He had
iderable experience of the laying down and making of rail-
he present line was planned and laid out under his superin-
. It starts from Cumnock, passing along the valley of the
umfries, and from thence past Annan to the Caledonian
to Gretna. The length of the main line was 64 miles 72
The steepest gradient on the main line was 1 in 156,
steepest curve was lin a radius of a third of a mile- The
gradient on the branches was one on the Canobie branch,
'as lin SO. There were no engineering difficulties. The line
try large one. They had one tunnel between Sanquhar and
1 1,500 yards long, through freestone. The tunnel was 20
i and 26 feet' wide. The Crawick branch was 16 miles,

28 c ins, and the Can obie branch was 8 miles 34
chains, and the Annan Harbour branch, an extension of the.
previou ,was 1 mile 16 chains. The whole scheme was nearly 91 miles.
The v eof the land was 92,430/. ; and the whole estimate was
1,200, 1. His estimate of iron rails was high, being made in
Novem er last, and he had no doubt it would be got for considerably
less. he portion from Cumnock to Dumfries would cost about
13,0001. a mile, and from Dumfries to the Caledonian a little more
than 1 0001. a mile. The line, he believed, was laid out in the best
possibi way. He was prepared to give details, if required.
Cro examined—The main line was nearly the same as originally
laid do , except an alteration near Thornhill, to meet the objection of
the Du eof Buctleuch. The tunnel was occasoued by this; otherwise
they s old have had to go through the park. The amount of rock
cutting on the line was 336,000 yards, at 2s. 6d. a yard. The expense
of the unnel was 52,4301. The witness was here asked a series of
questio s respecting the strata at Various points along the line, with
the obi et of eliciting that there was more whinstone and hard rock
euttin than set forth :in the plans. Witness denied that there
was. here was a considerable amount of whinstone cutting on
the Cr wick branch. The witness next gave a series of answers
in reference to the cost of the principal bridges on the line He had
caused three borings for the tunnel to be made, and the result in all
oases was sandstone. The estimate was little more than 351. per
yard. The total cost of masonry on the line was 92,150/. The ex-
pense the permanent way was 5,3701., stations, &c., 50,0001. All
the le 1 crossings had been arranged with the road trustees.
Toteh CUAIIIMAN—The cost per mile of the Crawick branch was
12,0001. per mile, and the Canobie 11,0001.
Mr. IHorne, land-valuer, deposed as to having valued the land to
be taken by the line along with Mr. Laurie. The whole value, includ-
ing intOsectional damage, was 92,2321.
Crosi-examined—He had added 33 per cent on the actual damage
for amenities to landed property. The mere value of land and
damage be set down at 69,0001. He was not aware that 40,000/.
was !o be given to an influential landed proprietor for amenities, and
to prevfent his opposition.
Mr. :M`Naughtea, railway contractor, examined—He had con-
slderahle experience in making railways. He had gone over the
estimates, and he was quite willing to make the line at the prices.
Mr. ;%filler, civil engineer, said he was chief engineer far this line.
Mr. Blythe laid it out ander his directions. He considered the line
was well laid out. He had gone over the estimates carefully, and
was pelrfectly satisfied of their sufficiency. He was getting works
at present executed at less price than these estimates. The
mineral development of Scotland had followed on the introduc-
tion 0 railways. This was especially so with regard to Ayrshire,
which 'he considered the most important mineral county in Scot-
land. 'lt was a county that ought to have direct communication
with England, as being one of the most thriving and populous in
Scotland. The Canobie branch was proposed in order to bring mine-
rals into Annan and Dumfries, and the Crawick branch was to connect
the valley of the Nith with Edinburgh. lie was at present executing
a tunnel at Morsgiel, between Cumnock and Kilmarnock, and it was
under 3.5/. a yard, yet that had a trap dyke running through the
sandstone.

Cross •examined —The original estimate of the Edinburgh and
Glasgdw, was from 900,0001. to 1,000,000/. The cost had been under
1,300,000/. The estimate of the Glasgow and Ayr line was esti-
mated' at between 600,0801. and 700,600/. He believed the whole ex-
pense honnected with the line might have been 1,126,0001., but there
had been large sums paid for Parliamentary expenses, money to
road trustees, and plant, which he had not estimated. He had not
included the Parliamentary expenses in the present Bill, nor plant;
for the Ayrshire Company were to find the plant and work it.
Mr.,Cocaeuaw here read a series of answers given by the witness
beforei the Lords' Cenamittee last year, to the effect that, comparing
the gradients, curves, &e., of the two competing lines, the distance
between Glasgow and Carlisle, by the Nithsdale route, would be as
shortly accomplished as by the Caledonian. Witness, in answer,
said he still held the same views. He did not, however,
agree with Mr. Vignole's evidence, given last year, that the Niths-
dale would starve the Caledonian, and that there would not be suf-
, ticient traffic to support both lines. Besides, in competing with the
Nithsdale line, besides the difference In length from Carlisle to Glas-
gow, the Caledonian would have the regulation of the through
traffic from the south, by its connexion wit!t the London and Bir-
mingham, the Grand Junction, and the Lancaster and Carlisle ; also,
by its own line from Carlisle to Gretna. The Nithsdale line would,
therefore, have to compete under great disadvantages, and could not
well do so if it attended properly to its local traffic, for which the
line was alone sought.
This was the case for the promoters of the Bill.

The room was then cleared. After a few minutes the parties were
admitted, when
The CHAIRMAN intimated that the Committee were unanimously
of opinien that there was evidence to show that this district, from
Kilmarnock to Carlisle, required a line of railway, and were of
opinion that unless the Caledonian could show a stronger case against
the Bill than had been elicited in the course of examination, they
would agree to the preamble of the Bill.
Mr. CocKsurax said he would be prepared to show that the pre
sent line would compete with the Caledonian line for the through
traffic ; and that if it would take away any considerable portion of
their through traffic, as he could prove it would, then that the Cale-
donian could not exist. He would further, after the intimation of
the Committee, and considering the large interest the Caledonian
had at stake, submit, in order to protect the through traffic of the
Caledonian, that the portion of the present scheme tom Dumfries to
Carlisle should be given to the Caledonian Company, and the other
portion to the present company.
A short discussion between Mr. Andrews and Mr. Cockburn took
place on this point ; the former disputing the right of the latter to
take .such a course in the position in whieh they stood before the
Committee, having no Bill for the portion they claimed; the latter
contending that, although they had no Bill, it was perfectly compe-
tent for the Committee to postpone the portion of the line from Dum-
fries to Carlisle for another year, to allow a Bill to be introduced, and
pass the portion from Cuss opt to Dumfries now.
The room was then cleared for a decision on this point.
On .our readmission,

The CHAIRMAA intimated that they could not allow the applica-
tion of Counsel on behalf of the Caledonian, as to the postponement
of the junction of the lime from Dumfries to Gretna, but they were
quite ready to hear any evidence as to the demerits of the Bill—any
defect in the engineering, in the estimates, or in the traffic calcu-
lations.

Mr. COCKBL'EN, as the day was so advanced, wished tile further
consideration of the Bill to be postponed till to-morrow, when he
would be prepared to state the course he Intended to take.
This was agreed to, and the Committee adjourned till to-morrow
at eleven o'clock.