The Sun.
London, England, 1845-05-30 00:00:00

THE SUN, LONDON, VIIIDA Y EVENING, MAY no, IMS,

Glasgow, was 18/ miles In favour of the Caledonian; and as re-
spected Edinburgh, the distance saved was 86 miles. It would
also be the most direct and convenient route to the west of Scot.
land, and from thence to the Irish coast, if the branch from Dum-
fries were continued.

no account of the cattle passing to Rotherham and Wakefield.
The entire distant; was ninety miles, and that between Tattershall
and Panting, forty-six miles, and the total iminbcr of passengers
was 4,899,850 ; the expected traffic was estimated at 9,000,000;
and the income at 7:3,542/. ; this did not include anything
south of Huntingdon ; the passenger traffic by water presented
numbers equally extensive, all of which would travel by the
London and York line if it were made.

Group 1;

Mr. Smith said he considered the Caledonion line was prefer-
able, both with respect to the accommodation which it would affbrd
to Cr:. through traffic, and to the local traffic, and also, from its
central position, would be very advantrigeotts for the lateral di,
tricts. He considered that the Nithsdale line passed through as
much uncultivated country as the Caledonian.
On cross.examination, he admitted that there was more mica
strata, which was useful for a,ricultural rur poses, on the Nithsdale
line than on the Caledonian.

RAIL WAY.

After some unim,,,ortar.t questions in crass-examination of this
witness, the Committee adjourned.

Group %V.

WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY.

Mr. Anderson, coal master at Sanquehar, deposed as to the
general superiority of the Caledonian line fur the traffic in minerals.
Mr. Landells, mining engineer, gave evidence to show that the
mineral traffic of the Dumfries line had been considerably over-
stated. In his opinion, the tables of that Company had been ex-
aggerated to the extent of more than 5,0(10/.
Mr. Tyrell considered that the cattle tables calculated by the
Dumfries Company were not correct, and were greatly exagge-
rated, especially as regarded the cattle coming from the north of
England.
Mr. Anderson gave corroborative testimony, and concurred ge-
nerally with what had been previously stated.
Mr. Coilister, civil engineer, thought the estimates that had been
prepared by Mr. Miller fur the construction of the Dumfries line
were fully 340,000/. under what they ought properly to have been
calculated at.

(Continued from our Afternoon Edition of yesterday.)
Mr. Cubitt, civil engineer, heard the evidence of last witness,
and concurred in it. His principal reason for preferring the proposed
line was that it formed an integral line between Wakefield and Poole.
Cross.examined by Mr. ElmnyAkti—Believed that if the line laid
out by Mr. Birlienshaw was more favourable in its gradients—
lighter in its works—not longer in distance, and formed an integral
line—that it would be preferable to the proposed line. Did
not hear Mr. Vignoles state that the line of country through
which the suggested line would pass was a more favourable one.
Messrs. Itastrick and Harris, engineers, were then called, and as
their examination only tended to confirm the evidence of the two
last witnesses,

The CIIAIUMAN here interfered, and said that he thought that
they had had enough of engineering evidence on those points.
Capt. Laws was examined at consid,rable length as to the effect
which both lines would have with regard to the coal districts.
Mr. John Walker, land agent and surveyor, stated that he had
been sent down expressly by the promotors of the Bill to examine
the alleged injuries which would be sustained by Mr. Smith's house
and property in consequence of the proposed line. He had carefully
executed the survey yesterday. Two portions of the rail could
be seen from Mr. Smith's house. He had marked them upon
a map (which he produce.O. One portion of the rail which
could be see❑ from the house was a cutting of 246 yards,
and the other 168 yards of an embankment. The cutting
was not so deep but that the engines might be seen. He
thought that a little plantation would in a few years completely
obscure one portion that was visible, and a smal! embankment the
other.

Mr. Errington concurred entirely in the opinion of the previous
witness, and said that he had found from experience that the esti-
mates generally for the construction of railways were under eaten.
lation ; and, to guard against this error, the estimates of the Cale-
donian line had been framed accordingly. In his calculation of the
expense of the Dumfries line he had been guided entirely by the
same principle that governed his estimates for the construction of
the Caledonian line.

Tho Committee adjourned till half.past eleven to.morrow.

Group HIT.
LANCASHIRE DISTRICT.

The Select Committee appointed to inquire into the merits of the
Blackburn and Preston Branch Railway, the North Union and
Ribble Branch Navigation Railway, and the branches of the Pres-
ton, Fleetwood, and Wyre Railway to Lytham and Blackpool,
assembled for the first time today, in one of the rooms attached to
the Westminster Sessions-house. The Committee consisted of Sir
Charles Douglas, who acted as Chairman, Mr. Buck, Mr. Basker.
ville, Culonel Ferwuson, and Mr. J. H. Hamilton.
PRESTON AND WYRE RAILWAY. .

Cross.examined by Mr. HILLIARD, as to the way in which he
obtained the results which he had given in evidence—Had not
given notice to Mr. Smith of his intended survey. Made some of
his observations from the inside of Mr. Smith's house. Obtained
access by stating that he wished to view the toll-house at Agbray.
Thought the workman would not admit him if he knew that his
object was to give evidence against Mr. Smith.
Mr. Barff, woolstapler—Had resided 40 years at Wakefield.
Knew the neighbourhood of Mr. Smith's house well,
and did not
think that the proposed railway would interfere with the view from
Mr. Smith's house. As one of the Directors of the line he had to
state on the part of the Company, that they would have no objec-
tion to submit the matters in dispute to any of the Hon. Members
of the House of Commons.

The first Bill gone into was the one for making the two branches
from the Preston and Wyre Railway from Fleetwood to Lytham
and Blackpool.
Mr. J. W. Nelson proved that the capital proposed to be raised
by the Bill was 50,0001. for the branches, and 50,0001. for corn-
ple. ing the works of the Company. The Bill would also give the
Company fower to raise on loan three several sums of 5,250/.,
8,250/., and 16,500'., making together 33,0001.
Mr. J. P. Bidder proved the branches proposed to be made were
to complete the communication by railway from Preston and
Fleetwood to Blackpool and Lytham, and Lytham Docks,by way
of Kirkham and Poulton. The present modes of conveyance, he
said, were inconvenient and insufficient for the necessity of the
districts.

By Mr. Hit.nrAan—Had a slight idea of the picturesque. In
the opinion of some people the view of a railway train rather
heightened the prospect than otherwise.—(A laugh.)
Mr. Moxon, of Pontefract, was then examined as to the re-
alive merits of the accommodation of the stations of the proposed
line and the sugge,ted one. •
H. Pemberton Milnes, Esq., was next examined—Lived at
Freston Hall. Had been Member of Parliament for Pontefract,
and was the father of the present Member. In his opinion, the
case between Mr. Smith and a Director of the Company was a
question of compensation. He thought no objection Mr. Smith
could bring forward was sufficient to be fatal to the formation of
the line. . _

Mr. Charles Cooper, who had calculated the traffic passing over
the route of the two branches, estimated that 55,000 passengers
would pass ever the proposed branch to Lytham, and these, at an
average of Bd. each, would yield 1,8331. Os. Sd. There would
also be 4,400 passengers, at an average of 3d. each, which would
yield 551. He estimated that the goods traffic would amount to
upwards of 1,700 tlns per annum, and the coal traffic to 1,000
tons. He would allow 150/. for small parcels, horses, and car-
riages, and 1641. for the goods and coal. He estimated that 85,000
would pass over the Blackpool branch, which would yield an annual
income of, at an average of ss. each, 1,7701. 16s. Bd. The goods
traffic would amount to 3,000 tons, and the coal 4,000, and yield
225/. per annum. He allowed 250/. for parcels, horses, and car-
riages.
Mr. Charles Cooper Biddle, a civil engineer, proved that there
were no engineering difficulties on either line. The severest gra-
dient on the Lytham branch was 1 in 100, and the severest curve
25 chains. The severest gradient on the Blackpool
branch was 1 in 85, and the severest curve 68 chains.
The length of the Blackpool branch would be three miles two
furlongs and nine and a half chains. The length of the Lytham
branch would be tour miles seven furlongs and sixteen chains. The
cost of construction he estimated would be 50,000/., and the work-
ing expenses 501. per cent. on the gross annual receipts of the two
lines.
The Committee then declared the preamble to be proved, and the
whole of the clauses having been agreed to with amendments, the
Chairman was directed to report the Bill.
The Committee then adjourned till twelve o'clock to.morrow.

This closed the reply to Mr. Smith's case.
On Mr. Hann- rising to reply to the rebutting evidence brought
forward by the promoters,
Mr. WILKINS objected, and said that it was contrary to the rules
laid down by the House in reference to Committees on railways.
The CHAIRMAN was not aware of any rule which bound the
Committee to any particular line of conduct on the matter ; and he
thought counsel should have the right of reply.
Mr. HXRDI- then replied to the evidence at considerable length.
The Committee then proceeded to consider the merits of the
competing line,
DRAYTON AND GOOLE RAILWAY.

Mr. KNOWLES would not trouble the Committee with an open-
ing speech. He would reserve his statement till after they had
heard the evidence, a course which he considered would be most
agreeable to the Committee. The first witness he would call was
Mr. Blackmore, who stated that he had been four or five years
master of the Normanton station. There was a great increase of
business there lately. There were no delays when he could ob-
tain engines to take on the trains. The great cause of the delay
was the mixed trens. The Manchester and Leeds traffic was the
worst. _

Cross-examined by Mr. WlLKlNS—Thought that the same num-
ber of engines that are on the hne wculd do with the present
traffic if they were stronger. Did not know how many of the
present engines would be required to accommodate fully the present
traffic ; 66 trains passed the station every twenty-four hours ; at
present counting the spacial trains and the pilot engines there
were not 80 ; the increase of traffic was very great.
Mr. Cabery, resident engineer of the York and North Midland
line, was examined as to the Improved character of the new
engines of this Company ; and, on hi 3 cross-examination, he ad-
mitted that the engines of the Manchester and Leeds were equally
powerful with the York and North Midland before they got the last

Group A.
NORTH KENT RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. Sergeant Sims said, that although the supporters of the Bill
had a great deal of evidence of the same kind, they would not
occupy the time of the Committee any further with it, as the Com-
mittee had so often expressed the opinion that in respect to the
question of the necessity for a line, there was no difference between
the North Kent and the South-Eastern Company.
The Learned SERGEANT then called
Mr. Pare, an accountant, who produced an elaborate series of
"traffic tables," of which the following is a summary :
Passengers' traffic
Goods .. 26,32 5 6

three strong ones.
Mr. Shepherd, corn merchant, was called to prove the superiority
of the canal to the rail, for the crnveyance of corn to Wakefield,
and the greater likelihood of the forme: being used in preference
to the latter.
The Committee then adjourned till twelve o'clock to-morrow.

Gress income £205,380 0 10fr
Deducting 50 per cent. for working materials, would leave a net
income of 102,6901. Os. 5d., or a rate of 8 and one-fifth per cent.
on a capital of 1,250,0004.
This gentleman was cross-examined at some length, but in
questions of cross-examination upon intric de calculations, a
newspaper report could give very little satisfacticn. It may be
sufficient to say that his main statements were not shaken. He
had been engaged in calculations of this kind many years, and he
believed that his present estimates were below the amount that
would actually be produced. Of course he did not pretend to exact-
ness. No man in such matters could (he said) attempt more than
an approximation.
I\lr. Vignoles, civil engineer, was next examined by Mr. Sergeant
Sure—Was engineer of the North Kent Railway Comp soy. He
was called upon nine years ago by the projectors to examine the
line, and having been brought up in that part of the country, he
was very desirous that there should be a railway. But there were
difficulties of gradients which he thought at the time could
not be overcome. There were, besides, the difficulties of
crossing Greenwich Park. Woolwich Common, and Dart.
ford Creek, which is navigable for masted vessels. His
attention was again called to the subject in the years 1840 and
1841, and then there appeared still some physical difficulties. But
having now more experience in railways, and -having found that
steeper gradients could be overcome, he saw that the difficulties did
not exist. Indeed no one pretended that they did. In answer to
questions as to the probable returns, he said he was satisfied that
railway companies did not yet understand the way to make money.
They gave the least accommodation at the highest price. He found
a different plan succeeded well in Ireland, that is, upon the Dublin
and Kingston Railway. He then recommended that the fares should
be as low as possible, the accommodation as good as possible for
all classes, and the trains as frequent as possible. That was
found tobe the best way of making money upon a railway. He was
then examined as to the comparative engineering merits of the
competing lines. The gradients upon the South-Eastern line
were more steep than any he had ever attempted to ascend,
whereas, upon his line, a considerable portion was horizontal—
more than one-half the gradients were one in 500, and
the " ruling gradient "—that is, the highest, and the
one by which the line was to be governed—was one in 132.
In 1841 he had several interviews with the authorities of the Ad.
mira!ty and the Ordnance, and there was then a positive refusal
to allow a railway to come within half a mile of the Observatory,
or to cross Greenwich Park at all. He had since, however, con-
ferred with those authorities on the subject, and they no longer ob-
jected to his plans of passing those two important points. He was
further examined in minute detail as to the comparative merits
and facilities of the two lints, and in all material respects he gave
the decided preference to the North Kent line.
The examination of this gentleman had not concluded when the
Committee adjourned, till twelve o'clock to-morrow.

Group R.
DUBLIN AND ARMAGH RAILWAY.
(Continued from our Afternoon Edition of yesterday. )
Mr. ALEXA NDE R again put the question respecting the name of
the gentleman who was to find the money, when he answered that
the name was Dargan. Witness himself had advanced no money be-
yond his expences, which had amounted to four or five hundred
pounds. He knew of no sources from whence he was to get back
this money but the Ulster Canal Company. He had never em.
ployed any solicitor in getting up this opposition. He never in-
structed Mr. Cumming, for Mr. Cumming generally instructed
him. He had not stated at a meeting at Cavan, that General Bur.
goyne had said that every opposition should be given to the coast line.
The report of his speech containing this he believed to be incor.
rect. lie made a calculation of the extent of the cuttings in the
inland line, as surveyed by Sir John M`Neill, for the Railway Corn.
missioners, and found the amount to be between ten or eleven
millions of cubic yards. The gradients in that survey were esti-
mated at I in 308.

:s terminus was to be at Portsea.

Mr. ALEXANDER here handed the Commissioners' report to the
witness, and asked him to read the calculations respecting gradients
and cuttings. . .

The witness then read the extract, from which it appeared
the amount of excavation would be )3,370,362 cubic yards.
In continuation, he said he had made his calculations from the
sections of Sir John INl'Neill, not from the book. They were matZe
from plans and sections lodged in Armagh, and which he believed
were the same as those on which the calculations of the report were
based. It appeared that though they both started from the same
data, there were above two millions of cubic yards difference. A
person in Armagh had made the calculation fur witness, as he
could not attend to it at the time. These calculations were made
won the first line surveyed, which was rejected by the Commis.
sioners for a s;cond line with steeper gradients, and which would
cost above 200,000/. more.

Mr. CHAMBERS, having briefly re-examined this witness, pro-
ceeded to address the Committee on behalf of the project. In an
able, elo Went speech, he reviewed the report of the Irish Railway
Commissioners, which, he stated, was drawn up by the most scien-
tific and practical men, and went decidedly in favour of a system
of trunk lines, with branches radiating from thtm to the remote
parts of the country. The trunk lines were recommended to be
constructed first, and the others to be formed afterwards, as
circumstances might require. The Dublin and Armagh
was one of the trunk lines adverted to. He saw no
reason why the recommendation of the Commissioners in
1837 should now be departed from. True, the Board of Trade
had made a report in favour of the coast line, on account of the
altered commercial circuirstances of the country, but those altered
circumstances he did not believe in. They were, in his opinion,
entirely imaginary. The circumstances of the country were the
same now as they were in 1837. He grounded his case on the
Commissioners' report, and on that account he hoped the Com-
mittee would see the necessity of postponing the Belfast Junction
line to a future period. The respectable names which had peti-
tioned against it was proof sufficient, that if they did so, it would
not be long ere steps were taken to carry out the inland trunk line.
The Learned Gentleman then went at great length into the en-
gineering evidence and the question of traffic, which he contended
were both in favour of the inland line.
This closed the case for the Dublin and Armagh.
The CHAIRMAN intimated that in the morning the Committee
would state whether the Newry and Enniskillen should be then
proceeded with.
The Committee then adjourned till twelve o'clock tomorrow.

Group S.
LONDONDERRY AND ENNISKILLEN RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. H. Jones produced the traffic.table, and Mr. Hemmings, the
Secretary to the Company, proved that the capital was 500,000/.
Sir John M'Niell, the engineer of the line, proved that the esti.
mates were reasonable. The works were not heavy, or of a dfficult

character.
This concluded the case for the Bill, and the Committee decided
that the preamble had been proved.
The Committee then adjourned.

CORNWALLGroup RN.
ILWAY%
(Continued from our Afternoon E:dition of yesterds.y.)
Mr. Rowe then proceeded to cross-examine the witness with
respect to the gradients, for the purpose of showing that the sec-
tions were inaccurate.
Sergeant KINGLAKE objected to the course the Learned Counsel
was pursuing, and held that the subject was not for the decision of
that Committee, but for the decision of the Standing Orders Corn.
mittee.
Mr. Rowe held that he was entitled to show, by the cross-ex-
amination of the witness, that the decision of the Board of Trade
had been obtained by misrepresentation and false colouring. By
these means they had rejected the Central and Great Western
Junction as impracticable, and had reported in favor of the line
before the Committee as being the only practicable onue, whereas it
was obtained, as he had said, by false sections and fraudulent mis.
representations.
The CristestAx said they had no power to inquire into the com-
pliance or nun-compliance with the standing orders without the
permission of the House.
Mr. Rowe said he was satisfied with their decision, if the Com.
mittee would take the report of the Board of Trade at its real
value.
The Learned Counsel then examined the witness at great
length, with respect to the gradients and the working of the line.
His general evidence went to show that in portions of the line the
gradients would be steep, whilst in other parts they would be mo-
derate, and that at some places they would remain love,. At
length the room was cleared, to consider whether the following
question should be put to Captain Moorsom:_,. Could a line be
constructed with advantage to the public, and with a saving of four
miles, without passing through the property of Lord Vivian and
Mr. Thomns ?"
On the admission of strangers,
fourto miles,h the
in inhabi-
tants. The CHAIRMAN said the Committee had come to the decision that
Mr. Rowe might put the questim.
aacco'mayminogdaotfioii
Captain Moorsom replied—Certainly not, with advantage to the
practically speaking, it could not be constructed. It would not
answer the object for which the present line was proposed.
Imlb!ic. A line could be carried with
gireerdtoroaillwhaany the proposed line. The engi.
A line from Plymouth by Liskeard, Bodmin, and Truro,
to Falmouth was all " moonshine," '
and impracticable, and
wouldtants. notit owil'oeurldthbeareloqnu
neering difficulties would be on a par, and would be as expensive as
those on that line. He had had the consent of the Admiralty to
cross Penthyn Creek, but the negotiations were then going on—it
had 'not, however, he believed, been reduced to writing. He had
been informed that a memorial had been presented from that town
against their crossing that arm of the sea, but he had not seen it.
The witness was under examination at the adjournment of the
Committee.

Group V.
THE MANCHESTER, SHEFFIELD, AND MIDLAND
JUNCTION RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
John Green proved the size of the market-places in Sheffield,
and that the viaduct passing over them would, in a very trifling
degree, diminish the space now occupied. No danger would accrue
to the buildings contiguous, for experience had proved, in the
populous town of Manchester, that trains might run along the
most i
withoutt
h e causing
otherday, sanctioned the forma-
tion any accident. A Parlia-
mentarytion of a viaduct through a considerable portion of the town of
pcorotmanintit streets ee
hadts
also,
Newcastle-upon-Tyne.
Mr. Gisborne, M.P., said that the extension coal fields on the
line from Sheffield to Chesterfield would be opened up by the pro-
ected railway.
Mr. Haslam, Mr. Webster, and Mr. Bradley, corroborated the
traffic evidence previously produced.
Mr. Charles Cope gave in tables of estimation, showing that the
gross revenue per annum would be 33,4551. 12s. 4d., and deduct-
ing 21,582/. I,ls. 2cl. for working expenses, would leave a net
balance of 30,072/. 186. 2(1., or 8 per cent. ,on 400,0001., the cost
of construction.

Samuel Young, solicitor to the Provisional Committee, gave in
lists of the shareholders, with the sums subscribed by them.
The Committee then adjourned.

LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE

The evidence of Mr. Brunel (continued from our Afternoon
Edition of yesterday)--On the Oxford, Worcester, and Wolver-
hampton line there would be no contact of gauges, the rails would
be the same. There will be a change of gauge at Rugby in the
line before the Committee, and that is where the greatest change
will take place. Competition would keep the charges of the com.
peting lines in check. On the London and Birmingham
line even the sound of the Great Western project had effected more
than any legislative enactment, for they had already reduced their
rates for carriage of goods. The fares and freight on the London
and Birmingham line are higher than on the Great Western line.
The London and Birmingham has the advantage of the passenger
traffic over the Great Western. The coal trucks would return
empty after reaching their destination. This is the manner in
which all coal trucks, and indeed mineral trucks gene.
rally were disposed of. It was not likely they would
return with minerals from the very places they supplied with
those articles. If there were any return traffic for them, so
much the better; they could be the more profitably employed, but
the loss on return trucks would not be of any consequence—the
slight loss was compensated by the profits on the mineral traffic.
The Birmingham and North Midland have the principal trade of
the north. The Great Western Company might think it desirable
to lay down the broad gauge at Abbotswood.
They would require a space of sixteen feet six inches
to pass that point with a broad gauge. The trade
from Rugby would be so extensive that no one could make a safe
calculation of the returns from that traffic, for it would all depend
upon the accommodation afforded to the mineral traffic. The cost
of transhipment would be less than one halfpenny a mile, count-
ing the expense of waggons and men for working them. It would
be to the advantage of the company to bear the expense of the
shifting, for it would give so much more accommodation to the
traders that the trade on the line woula materially increase. The
London and Birmingham Company heconsidered could have no other
object in making aline from Rugby to Oxford than the obstruction of
the Great Western works. That was his opinion. The Great
Western Company had not yet attained a maximum speed on
their line.

Cross-examined by Mr. COOKE—There could be no doubt of
the practicability of the transhipment working well. The con-
trivance was simply a mechanical one. It is at work at the
Paddington station, an.i there is no difficulty in its management.
Ey Mr. HILDYARD—The contrivance is not altogether new. The
trucks at work at Paddington were the common coal trucks, which
he had adapted to the improvement.
By the Cif atom/IN—The railway from Wolverhampton to Stour..
bridge was principally for the local traffic, but it would also answer
for the through traffic.
Re-examined by Mr. CocKBURN—The maximum speed on the
Great Western line will be much greater than it now is. The mail
train starts from Bristol at half-past eight in the morning, and
arrives at the Paddington station at half-past one in the day. The
stoppages of that train were five, and the distance done in the
time was 1181 miles. The cost of the trucks on the Great
Western line at present was considerably more than
35,0001. With regard to the cost of new trucks for
transhipment it was no object, inasmuch as for a new trade
they would require an additional number of trucks for the traffic.

If side lines were necessary to the new scheme, they could be
given with the greatest convenience.
Mr. Edwards, examined by Mr. COCRBURN—Is collector of
Customs at the port of Southampton. It is the largest mail-packet
station in the kingdom. The Great Western system of a broad
gauge is most favourable to traffic. The broad gauge on the
Southampton line would be a great improvement. The traffic would
be far better accommodated—the carriages would hold more, and
that affected the transit.

Mr. D. Gooch examined by Mr. CocKnuaN— Is superintendent
of the locomotive power on the Great Western line. Prefers the
broad gauge to the narrow, for safety, speed, and power. The cost
per mile in the transit would be less. The cost of an engins fbr
the narrow gauge is 1,6001. and for the broad gauge it would be
about 1,8001. The difference was occasioned by the greater power
of the broad gauge engine. Had travelled on the Great Western
broad gauge last Saturday in a train of 63 tons, at a rate of 65
miles an hour.

At this stage of the inquiry the Committee adjourned to twelve
o'clock to morrow.

Group FF.
EDINBURGH AND NORTHERN RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Several other witnesses gave corroborative testimony, and the
Committee adjourned till twelve o'clock to-morrow.

Group L.
GUILDFORD, CHICHESTER, AND PORTSMOUTH
RAILWAY.
The Committee resumed their inquiry upon this railway to.day
at one o'clock, Mr. E. B. Denison in the chair, when
Mr. Locke, the engineer, was called, who stated that it was in.
tended to lay down one line of rails, but with provision for

a double line, if it should be found necessary. The course of the
line has been already described, and Mr. Locke stated to-
day that the capital was 1,000,000/., and the cost was intended to
be divided according to the estimates, of 175,5331. for earthworks,
221,2461. for bricklayers' work and tunnelling, 259,6031, for the
permanent way, 50,000/. for stations, 114,000/, for land, and
179,6161. for contingencies and reserve fund. He calculated the
receipts at 93,666/., of which 38,696/. would be allowed for ex-
expenses after the usual allowance of 40 per cent The principal
tunnels were 1,045 yards, 200 yards, and 1,670 yards respectively.
The line would be 76 miles in length to London, and the time
occupied in the transit two hours, each journey, by the quick
trains. The gradients were stated as we gave them on the first
day of the inquiry. The line approached close to Chichester, and

To the cross-examinination of Mr. WAnniNcToti, Mr. Locke
state that there were would be two turnpike roads to be crossed
and twenty-one public roads. There was a deviation below Chi.
chester, near Cannon House, the property of Mr. Vernon Har.
court, which would cost about 36,1321. additional, in which there
would be two tunnels, one of 371 yards long and another of 226
yards. The original line was a cheaper one, but the gradients were
not so favourable.

To the Inquiry of Mr. MILNES, Mr. Locke said that he believed

ie public would be better served by this expenditure than by

giving the money to the proprietors.
To the resumed examination of Mr. WADDINGTON, Mr. Locke
stated that the deviation had been surveyed more than three
months ago, but whether before or after the report of the Board of

Trade was made or not be could not say. The deviation was not
more than from one and three-quarters to two miles from the
original line, and the deviation to the contiguous land was within
the 100 yards allowed by the Railway Consolidation Clauses Act. •
To the inquiry of Mr. °swan), Mr. Locke stated that the in-
creased expense of the deviation was still within the original esti-
mate. The surplus fund allowed for the contingencies was 179,000/.
and after deducting this 36,0001. for the deviation there would still
be 143,4841. as remainder fund. The purchase money of the
Guildford line was to be 70,11001. or 75,0001., leaving upwards of
60,0001. for contingencies. This was the only deviation that he
recollected either with the Duke of Richmond or any one else,
for there was no other deviation than that allowed by the Railway
Clauses Consolidation Act. The estimate of the tunnelling per
yard was from 341. to 501. the driving being principally through
chalk. He expected the whole of the railway would be completed
in the course of two years. There was a tunnel through the clay
of Triple Crouch of 400 yards long which would cost about 501.
per yard.
In the cross-examination of Mr. Flood,

Mr. LOCKE stated that he had not quite determined where the
stations should be, but he had no doubt that the Company would
make stations wherever the public convenience might require them.
There were 10,0001. allowed in the contigencies for land for this
purpose, and with respect to the station at Godalming, he thought
that the wishes of the inhabitants would be the best means of as-
certaining the position of the station ; but at present a place near
the church would, in his judgment, be the best. The weight of
an engine calculated to surmount the gradients would be about
15 or 16 tons, and with its tender 91 or 2'2 tons, with a power of
from 2,500 to 2,8001b5. An engine of this power would draw
over those gradients a train of 10 carriages with a burden of 60 to
80 tons, at a speed of nearly 40 miles an hour. The usual speed
would be about 30 miles an hour, and there would be about eight
trains in a day. This calculation was based on the suppo-
tion that there would be a passenger traffic both from Fare-
ham and Brighton, and he had included this in his esti-
mate of expenses, providing for a locomotive station at Woking
and perhaps a small one at Portsmouth. The weight of the rails
for which he had made his estimate was 751bs. a yard, precisely the
same weight as those on the Southampton line—the engines being
the same weight, and the gradients on this line being steeper, but
shorter. The worst gradient on the South-Western line was 1 in
250, which extended only 181 miles. The estimated cost of the
rails was 11/, per ton. The price of ballast would be about Is. 9,1.
a yard. The aggregate amount of earthwork was about 3,700,000
cubic yards ; but he could not tell which was the greatest amount,
cutting or embankment.
To the cross.examination by Mr. O'MLLLEY, who appeared for
several land proprietors on the line, Mr. Locke stated that the
route ran by the verge of Westbrooke Park, and within the en.
trance lodge. Near the house there were a leather-mill and a
paper-mill, but the goods from these establishments would net be
injured in bleaching by smut from the engine as it passed, as
there was no smoke, and the only deposit was from the coke in
the fire when the blast was too strong for combustion. But this
deposit was invisible, and not likely to injure anything. Westbrooke
House was a handsome mansion, commanding extensive views over
a fine country, but he thought that the injury was only a matter
of compensation, and not like Mr. Harcourt's, as though the pro.
party would be injured it would not be destroyed. With respect
to the compensation allowed by juries, he had known many in-
stances where large sums had been allowed for injury to properties,
which, in his opinion, had suffered no deterioration at all by the
construction of railways in their neighbourhood.
To the re-examination of Mr, GURNEY, who referred to a pre-
vious question of Mr. O'Malley, who had endeavoured to make the
witness show that the Fire-offices refused to insure houses and
other premises immediately contiguous to railways, Mr. Locke
stated that all the stations along the South-Western line were in-
sured. The line would have been deemed impracticable on ac.
count of the gradients, but the increase of the diameter
of the cylinder of late years had obtained additional
power, and had enabled engineers to surpass gradients which a
few years ago they could not overcome. The line, therefore, was
an eligible one. Facilities, moreover, were possessed by the South.
Western Company, which would enable them to provide the plant
of engines and carriages with much more economy than a new
company could possibly provide them. The cost of locomotive
power has been reduced from is. 6d. a mile to 10d., and in some
instances to 9d. On the South. Western line it was formerly 2s.
4d., and now it averaged 1 Id. per mile. The rough estimate of the
work was 50 miles, at 20,0001. a mile.
To the inquiries of Mr. M. MILNES, Mr. Locke stated that the
line between Chichester and Portsmouth was the easiest portion of
the line, and he thought that the line from Guildford to Chichester
would be very expensive to make, and, without the addition of the
traffic from Portsmouth, the line would not, in his opinion, pay.
The whole distance of the line between the termini at Hungerford-
bridge and at Portsea would be a trifle short of 76 miles, of which
50 miles would be new works. The distance from Hungerford.bridge
to the Nine Elms station was two miles eight and a half chains;
from thence to Woking, twenty-two miles two feet six chains;
thence to Guildford, five miles six feet five chains ; thence to Chi-
chester, thirty miles six feet; to Corsham from the Fareham Junc-
tion, eleven miles seven feet six chains, and thence to Portsmouth,
three miles one foot, making a total of seventy-five miles seven feet
nine and a half chains. The quick trains to Southampton were
now passed in twa hours at a speedof forty miles an hour. He did
not anticipate any decrease of speed in surmounting the gradients
on the Guildford line, and he was satisfied that some of the carriages
now possessed by the South-Western Company could, with a slight
modification of the wheels and length of stroke, overcome all the
gradients without any decrease in speed.
To the inquiries of Lord CLIVE, Mr. Locke stated that the
ground on which Westbrooke mansion stood was about fifty feet
higher than that on which the lodge stood; and the railway, there.
fore, though it would in some degree impair it, would not mated
ally injure the view from the house.
To the inquiries of the CUAIRMAN and Mr. OSWALD, Mr. Locke
replied that he believed that the number of carriages attached to
tha quick trains was four, and the same engine which took the
heavy train to Woking could, without any decrease of speed, take
the reduced train on to Clachester and Portsmouth. He had de-
vised the station at Chichester, which was intended to be about
half a mile from the cathedral, so as to allow one train at a future
period to fork off to Brighton, and the other to Portsmouth and
Farcham.
The Committee then adjourned till twelve o'clock to-morrow.

Group B.
•RIPON AND HARROGATE LINE.
(Continued from our Afternoon Edition of yesterday.)
The Committee then went through the clauses of. the Church
Fenton and Harrogate line.