The Sun.
London, England, 1845-05-08 00:00:00

that a continued line existed between London and Newcastle,
by which it was proposed to connect Scotland with London, and the
commercial districts west of England, but it had been mentioned in
a recent report of the Board of Trade that this desirable result
might be obtained with greater facility by means of the Trent and
Churnet Valley Railways, which were at present before another
Committee, and which would reduce, in a considerable degree, the
distance between London and Liverpool.
Mr COCKBURN then dwelt at considerable length on the present
means cf conveyance between Glasgow and London, and showed
thin if the proposed line were made, communication between
these places would be conducted at a greatly diminished rate of ex-
pease, and with a considerable saving of time. The importance
of speedily transmitting the mails would be obvious. He
' then alluded to the subject of cattle, coals, &c., when it ap.
peared that these articles of consumption could be supplied in much
better condition, and at less expense, than by any of the present
modes of conveyance. The best coals would be reduced in price
from 17s. and 21s. per ton to the comparative low rate of 7s. 6d.
per toll, and the price of lime and ironstone would be diminished
in proportion. The Learned Gentleman, after touching on the
great local ti.alefit which would generally result from the
making of the lin; said the estimated construction of the
works would amount in the gross to 2,100,0001., and it was
satisfactory to state that the whole of the works, including every
possible contingency, had been contracted to be done by highly
respectable and responsible contractors, and there was no doubt
whatever that the railway would be completed within the estimate.
A very profitable return was expected to be realised from the
Investment of the capital. The termini at Edin-
burgh and Glasgow had heen laid out to suit the convenience
end to meet the views of the inhabitants of the two cities. The
engineer would satisfy the Committee as to the generally favourable
nature of the country through which the line would pass. In the
first place, there were no tunnels,:and secondly, the gradients, with
rkra, exception, were not of a severe nature. The exception to
which he alluded was from a place called Beatock to the summit
of the Clyde, a distance of seven or eight miles, on which the
average rate of gradients would be 1 in 97 ; however, to obviate
the difficulty arising from this inconvenience, an assistant engine
would be placed at this part of the line, in accordance with the
plan pursued on many existing lines. The Learned Gentleman
concluded this very lengthened address by saying that the
question for the Committee to consider would be as to
which of the two competing lines now before them was to have
the preference, and read several extracts from the report of the
Board of Trade, tending to show that the Caledonian Railway, for
which he appeared, was the best that could be selected for the
commercial and private interests of the people of Scotland.
Mr. TALBOT proceeded to examine Mr. Burl *nail, mer-
chant at Glasgow. He said that the present populatitla
of Glasgow was estimated at :122,204, and it was
still increasing. The number of British vessels which
entered the Clyde during the last year amounted to 221, which
yielded a total of 41,834 tons. Of foreign ships entering the same
river, the number was 39, and amounted in tons to 7,950. The cus-
tom dues paid in 1842 wore 562,1001., and the amount of harbour
dues was 36,0001., which amounts had been increased at the rate of
52 percent. on the whole estimates to the present time. The principal
manufactures of the west ofScotlandwere in iron, woollen,cotton, flax,
and silk, and the principal trade was with London and Lancashire.
This witness was examined at great length, and his evidence tended
to show that, if greater facility for communication with London
and the western parts of England were afforded, the Increasing
commercial importance of Glasgow would be still further improved,
and its trade with London and other cities ♦ery considerably in-
creased.

Mr. J. G. Kinnear, Vico-President of the Chamber of Commerce
at Glasgow, was then called, but his evidence was only corrobora.
tory of what was stated by the previous witness.
Mr. COWAN next called Mr. Easton, calenderer and packer at
Glasgow, who said he was habitually accustomed to send very large
quantities of dry and other description of goods to Liverpool,
Manchester, and London. He was strongly of opinion that
the proposed Caledonian Railway was by far preferable
to the Dumfries and Carlisle line, as it was shorter, and the
terminus was more conveniently situated for the accommodation of
the inhabitants of Glasgow. If the traffic could be conveyed as
cheaply by railway as it was at present by steamers round the coast,
he would certainly transmit his by it in preference.
The witness was cross.examined, but his statements remained
unaltered.

Mr. Sergeant WRAICCUAM proceeded to call Mr. Cogan, mer.
chant at Glasgow, who briefly said that he approved of the Cale-
donian line on account of its direct course, and the consequent
diminished difficulty of the mode of conveyance, and also on ac-
count of the time that would be saved in the transit.

Mr. Anderson, manufacturer at Glasgow, was then examined,
but his evidence was precisely similar to that of the last witness.
Mr. Dixon, merchant at Carlisle, was next called—He said it
would be of very great advantage to the northern districts of
Scotland to have a direct connexion between the Glasgow and
Liverpool markets, as the existing modes of conveyance were ex-
pensive and tedious. He considered the Caledonian Railway
ought to have the preference, and he was supported in his opinion
by a large majority of the people of Carlisle.
Mr. Steal, the mayor of Carlisle, was then called to prove the
extensive advantages which would result to Carlisle and the
neighbourhood from the making of the railway. He was corrobo-
rated in his evidence by Mr. Mouncey.
At the close of the examination of this witness a messenger from
the Commons entered and announced that the Speaker was at
prayers.
The Committee adjourned till twelve to-morrow.

Group G and G 2.

THE SOUTHAMPTON AND DORCHESTER RAILWAY.
This line was taken into consideration by the Committee of
Group G, in No. 16, this morning, the Hon. H. Liddell, chair.
man, Mr. Entwisle, Sir Edward Barnes, Mr. Chri.topher, and Mr.
H. R. Yorke.

The Hon. Mr. TALBOT appeared for the promoters of the line,
and in the course of his address stated that it was in defer-
ence to the wishes of the inhabitants of Southampton,
that it was intended to carry the line down to the
quay. He was anxious to put this point before the Committee,
because he believed that on the general merits of the preamble
there was no question. In the event of the southern branch to the
quay not being approved, the Company were quite prepare.: to
make a station as close to the bar as possible, so as to give as
much convenience to the tewn as the circumstances would permit,
short of carrying the line down to the pier and quay. They were,
indeed, quite ready to make the station wherever the authorities
or the inhabitants might desire. Mr. Talbot then called

Mr. Lanham, lately an extensive butcher at Southampton, who
stated titat it was a general impression In Southampton that a line
is Dorchester would m Aerially increase the traffic from the Vent
of England. The number of cattle annually brought to Southamp-
ton and slaughtered, ranged from 6,000 to 8,000, of which 6,000
came from Bridgewater, Taunton, and Yeovil, and other parts of
the same neighbourhood. There were also a large number of calves
brought from Poole and Weymouth, and also a great number of
sheep from Devonshire, which were shipped chiefly at Torquay and
Totnes, the freight being about Is. 6d. a head; and it was his
opinion that, if this railway were formed, Southampton would
form a great entrepot between the west and London, and all the
evils of over driving the cattle would be saved.
Captain Moorsom, the engineer of the line, stated that the line
was intended to be a single line, with a double line at
the stations, but with a provision for a double lire
throughout. The capital proposed was f. 00,000/., the length of
the line 60 miles, the steepest gradient I in 100, but the
general gradient was I in 200. The guage was that of the pre-
sent line to Southampton, and it was an arrangement entered into
in consequence of suggestions from the Board of Trade that this line
when made should be leased to the South-Western Company. If
he south bransh, witich would bring the railway to the quay, was
made there would be a tunnel of 200 yards in length,
but this would be neither disagreeable nor disadvantageous
to Use town of Southampton. If this south line was formed, it was
intended to have u• station at the north end of the town, but to
run the line into the South-Western Railway, and so down to the
station.

The Pier Commissioners were anxious to have the south
ine, but they objected to the use of locomotive engines on this
branch, and they conceived that the north line, or that to which
we have just alluded, would destroy much valuable property.
Some discussion arose between Mr. Talbot, the counsel who ap.
peered for the Pier Commissioners, and Mr. Mallett, a gentleman
of Southampton, respecting the South line, to the effect of the pre-
amble, but the objections were overruled.
To an inquiry by the CHAIRMAN, Captain Moorsom stated, that
since the introduction of the railway system it was an ascertained
fact that the depots for troops, instead of being scattered through-
out the country, were now aggregated in large masses,
and the formation of this line would be a great
public advantage, in bringing the barracks at Dor-
chester, Winchester, and other places into close contact.
After the line was formed a brigade of Guards could be conveyed to
Weymouth with as much facility as a regiment could now be marched
from Winchester to Kingwood. Thecost of construction wou.d be
2,5001. a mile; and in reply to an observation of Mr. Entwisle,
that this was very low, Captain Moorsom stated that the
Company had already contracted for the whole of the line
with Messrs. Grissell and Peto for 420,0001. He was
now constructing a line in Cornwall, including every expense,
for less than 2,0001. a mile. He proposed to use rails equal in
strength to those of 601bs. to a yard, but in reality of only 301bs ,
with supports at 18 inches distance. The rails originally used
w• e 75Ibs. to a yard, but with supports five feet apart. Many of
these, however. had been changed to distances of foar feet, but
he preferred the lighter rail and shorter intervals between the
supports.
Considerable discussion arose between the Committee and the
Counsel for and against the line, respecting the use of locomotive
engines on the south line, when the Chairman inquired whether,
if the Committee were to sanction the use of locomotives, the Corn.
pang would snake the south line ? In reply to this Mr. Talbot made
an observation which induced the Chairman to state that he would
clear the room and take the opinion of the Committee on the
lreamble. Mr. Talbot then stated that he was under certain
estrictions which prevented him from asking for a favourable de-
cision of the Committee. The base of these restrictions was a ne-
gotiation with the Crown on certain points, through the instrumen-
tality of Mr. Brunel, who was under examination on another com-
mittee. '1 he result of the conversation was a formal withdrawal
of the Southern

The Town-clerk of Southampton, in the absence of the Counsel
reta ned by the Corporation of that town, stated that that body en-
tertained great objections to the northern line passing through the
centre of the town ; but it was ruled that this opposition should be
taken on the clauses instead of the preamble, and the Committee
then went into the traffic.

Mr. Paer, a gentleman engaged in ascertaining the probable re-
venues of proj.cted railways, stated that the anticipated passenger
traffic would, with the usual allowance of 100 per cent.
increase for railway conveyance, be 36,614/. 17s. 4d.,
and 13,753/. 6s. from the carriage of goods and cattle, making a
total of 53,3731. ss. 4d., which, allowing 40 per cent. for expenses,
would yield a dividend of 6 1-3 per cent. on the capital of
500,0001.
Mr. Mallett, a gentleman residing at Southampton, appoared
personally to oppose the Bill, both on public and private grounds.
Mr. MEREWETHER kindly assisted with some suggestions, the
poor gentleman who apeared to have a very confused notion of the
right way to go to work. With this help "in need " Mr. Mallett
extracted from Mr. Paer the whole of the Information which had
been given previously with the addition that he got his data of
coach travelling from the Stamp-office returns.

To the CH•IRAJLN— Mr. Paer stated that the assumption
of travelling by railway was derived from a great amount of observa-
tion in different parts of the kingdom, and it was known that the
number of passengers required to support a four-horse coach was
nine. Tile carriage traffic was taken by the observation of 26 men
employed by the Company at different points for that purpose.
Mr. NW-LETT was proceeding with his cross-examination of Mr.
Paer, when the CHAIRMAN stated that though the Committee were
ready to hear the humblest individual in the kingdom in support
of his private rights, against the encroachment of railway coin-
panys, yet they could not consent to have the time thus wasted.
Mr. MALLETT stated his only object was to get his expenses.
In this, however, he failed, and got heartily laughed at instead.
Mr. VYVIAN stated that the proposed capital was 509,009/.,
with a power to borrow 180,000/. The shares subscribed for
amounted to 3e1,250/.; the deposits to 19,0621. 10s. There were
seventy-six proprietors, who had a local interest in the line, whose
shares amounted to 78,5001. Nineteen other shareholders held
property in the line to the amount of 302,7501. ; and seventeen
shareholders were proprietors to the extent of 2,000/. and upwards.
Mr. G. Easton, a land surveyor, stated that the land taken for
the railway was 453 acres, of the value of 53,8731., and this was
sufficient for a line of double rails.
The arrangement with the Woods and Forests not having yet
been completed, the Committee adjourned till twelve o'clock to.
morrow.

Group X .
The Committee reassembled this morning ; Lord Courtsnay in
the chair.

LONDON AND YORK RAILWAY.

The CHAIRMAN intimated to the Counsel on both sides that the
Committee would not sit on Friday and Saturday next week.
Lord Alford, M.P., was called and examined by Mr. Sergeant
WRANGHkm.—He stated that the feeling by himself and his consti-
tuents wag cieVidvaly in favour of the London and York Railway.