The Sun.
London, England, 1845-05-19 00:00:00

Group DD.
•
THE CALEDONIAN AND THE GLASGOW, DUM-
FRIES, AND CARLISLE RAILWAYS.
(Continued from our Afternoon Edition.)
Mr. Locke, the eminent engineer, was next examined by
. CocanußN—lle deposed that he had on several occa-
sions surveyed the district now under conskleration. The
first survey was made in the year 1836 ; and he had
subsequently at various intervals gone over the line,
with a view to making more extended communications.
He was perfectly well acquainted with the country, and had
made a report on the subject of his survey to the Commis-
sioners appointed by Government, and would still abide
by the opinion which he had given in that report in
every particular. There had been some trifling deviation since
made, but no material alteration had been substituted. He
had no hesitation in saying that a line possessing equal faci-
lities with the proposed Caledonian could net be obtained at
a similar outlay of capital. There would be no difficulties
in the construction of the works. On the contrary, they were
exceedingly light, there being only one severe gradient on
the entire line. This was at a place called Beattock,
and the whole gradient being subdivided, would give
a result of three smaller gradients consisting of 1 in 75,
lin 80, and lin 100. It was proposed to have an assistant
engine constantly there. More favourable gradients than
those mentioned could not be obtained without making a
great sacrifice of capital, and there would also be great diffi-
chlty experienced in finding them ; and, further,
the inconvenience of working the line would be
increased if other gradients were adopted. A con-
siderable change in public opinion bad taken place
in modern times with regard to the nature of gradients.
It was formerly considered that a gradient of 1 in 500 was
quite steep enough for a locomotive, ,and subsequently 1 in
300 was usually estimated as the maximum.. The seventy of
gradients had been gradually increased, and in fact had
grown in proportion as the power of the steam-engine had
been improved. Locomotives were now managed on steep
gradients with as much facility as they were formerly worked
on very easy ones. Mr. Locke then instanced several exist-
ing lines were there were more severe gradients than any of
those proposed on the Caledonian Railway. The increase
of expense for an assistant engine would be
amply compensated for by the extra convenience and
facility which would be afforded, and, generally speaking, it
was advisable to have a stationary engine on certain distances
along the line, asthey were useful not only in assisting the
train, but also in case of accidents. He could anticipate no
difficulty in the descent of the carriages down the inclined
Diane. With regard to the Caledonian trunk line it was, in
his opinion, the only line that would be most convenient and
generally beneficial for the interests of the people of Scot-
land, and it would offer the greatest facilities for the purpose
of connecting the cities of Edinburgh and Glasgow with the
south. The direct communication and shortness of the line
would effect a great saving both in time and ex-
pense. Two lines were unnecessary and almost imprac-
ticable, as they would not only entail a very great
expense, but would be highly inconvenient. The Caledonian
line would offer every facility for extending collateral
branches, owing to its central position. The Glasgow, Dum-
fries, and Carlisle Railway, which was the competing line,
goes round about, and the difference in point of distance ex-
ceeds 23 miles, which would occasion a loss in point of
time. The gradients on the Caledonian line could be
worked at a decided advantage over those on the opposing
Iwo without entailing any increased expense on the passen-
grrs or traffic. He had seen the section of the proposed
Howick line, and considered it vastly inferior to the Caledo-
nian Railway, as it would not answer one-third of the purposes
which the Caledonian proposed to realise. With respect to the
Kcposed extension through Peebles and Gallowshiels, the com-
parative merits of the two lines were considerablyin favour of the
Cal donian. The distance of the Caledonian Railway from Car-
lisle and the Scottish Central Railway, was 106 miles. The dis-
t ince by the Clydesdale line was about 40 additional miles, and
by the Howick line would be considerably increased. Under
these circumstances, therefore, in his opinion, neither of
the two last-mentioned schemes could be compared
with else Caledonian. Since the Railway Commisioners
bad reported in favour of that line he had made some slight
Et:cations in the sections. One alteration had been made on
rfas Castlecary branch, and consisted in taking the line to
the north side of the Pentland Hills, by which change a
more facile communication had been obtained to the
mineral fields in that district, and a considerable saving of
expense in land had been also effected. Another alteration
hart le en made on the site of the terminus at Edinburgh,
and a better station had been obtained, which had met with
the general approbation of the inhabitants. The proprietors
of the various lines with which it was proposed to effect a
communication had been consulted, and a general satisfac-
tory arrangement had been entered into with them. These
Companies had agreed to render their lines subordinate to the
Cale lonian Railway, to alter the gauge of their rails, and
also always to allow the preference to the trains belonging
to the Caledonian Company. In addition to the alterations
en the original plans previously alluded to, he had proposed
a branch to Dumfries, which town he considered would be
materially benefited by a railway communication with Edin-
burgh as well as with Glasgow; and neither of the proposed
oepoeing lines would connect Dumfries with Edinburgh. The
termini of the Caledonian Railway were most conveniently
situated at Edinburgh, Glasgow, and Carlisle. He had found
it impracticable to form a junction with the Edinburgh and
Glasgow Railway station at Edinburgh, owing to the diE-
catty of the level ; but it was possible to make use of part of
the Edinburgh line at Castlecary.
Mr. Locke expressed his satisfaction with the estimates,
and stated that the works, including every contingency, had
le en contracted for by Messrs. Stephenson, DlSKenzie, and
brassey, and there was no doubt whatever that those
gentlemen would complete the works within the esti-
mate. The cost tor making the excavations and
e abankments was calculated at 536,0001. The expense
of masonry and for erecting viaducts was 342,286/. ;
t noes, shaepers, and laying down the rails, would cost
291,3401., which items, added together, would give a result
of 1,289,4401., from which ten per cent. was to be deducted
Sir contingencies. Then there was the expense of rails and
chains, 410,487/. ; for land and buildings, 120,0001. would be
re faired; for stations, 90,0001. ; and for working plants,
&c , 130,000/. The surplus, which would amount to
€0,0711., would be devoted to paying law expenses,
obtaining the Act of Parliament, &c. The total
amount of these sums was 810,4801., which, being added to
the former large result, would give a grand total of upwards
cf 2,100,000/. The working expenses of the line were esti-
mated at 95,696/., and tolls and pas ments to existing lines
Would be 11,342/. more. The total working expenses would
be 107038/.
Mr. Locke was cross-examined by Sir THOMAS PHILLIPS
on behalf of the Edinburgh and Glasgow Company, and by
Mr. HOPE on behalf of landowners on the line ; tint the prin-
cipal features of his evidence remained unaltered.
Mr. M. Wood, civil engineer, was next called. by Mr.
TALBOT.—He stated he had examined
into the merits of the
rn
Caledonian, and the Glasgow, Dufres and 'Carlisle Rail-
ways, and was decidedly of opinion that'the former line was
preferable, on account of the convenience which it would
' afTerd to the through traffic as well as to the local traffic.
The difference in the expense of worl 'nziatnhe two lines was
12,000/. annually in favour of the CaleCil Heg
gentleman
efu fully
prepared to concur with Mr. Locke in all that
that m
had stated with regard to the expenses and capabilities of
the proposed line.

Mi. Co'lister, civil engineer, was then examined in brief
- as to the estimates and ilans, but his evidence was only a
recapitalation of what had previously fallen from Mr. Locke.
Mr. Brassey, of the firm of Mcssrs. Stephenson, Mgienzie,
ami Brassev, said that he had estimated the expense of con-
• s
tocting tundertak h e
e the line at 1,275,0001., at which sum he had agreed
work.

Mr. TALBOT then announced, after the examination of 38
witnesses, that the case for the promoters of the Caledonian
line was at length concluded.

The formal proofs were then put in by Mr. Grahame, the
Parliamentary agent, and the Committee adjourned until
half-past eleven to-morrow.

Group F,

- THE LONDON, WORCESTER, AND SOUTH STAF-
FORDSHIRE RAILWAY.
(Ur. Stephenson's evidence continued from our Afternoon
•• • Edition.)
• At Bicester the line would complete the advantages of the
branch line. Aylesbury, to Bicester and Buckingham,
!would afford every accommodation to the traders on the
line. The system pursued by the Great Western,
tcommencing at Droitwich, leaves many towns wholly
" untouched, and it faces the high ground which we avoid at
bvtidley ; the lines come almost at a parallel. With regard
_ll4o a line from Wolverhampton to Dudley, they are trying
vj,to come to an arrangement. At Alesowen are most ex-
„,tenaive cOal-fields not yet worked to any extent.
le

- Cross-examined—A westward line of communication
would also be of importance.
Mr. Charles Anderson, son of Sir Charles Anderson, re-
sides near Gainsborough. The direct northern line would
be the most advantageous to him and his brother person-
ally; but the London and York would be the most advan-
tage to the public, because it would afford modes of commu-
nication to a great number of important towns in the district
through which it would pass.
Cross-examiued—lt would be desirable to have a line be-
tween Lincoln and London and Peterborough ; but the pro-
posed line would be four miles shorter than the line proposed
by Cambridge. Could not say whether a line between
Lincolnshire and Cambridgeshire would be of importance.
Mr. W. Mann, of the Boston Provincial Bank, was the
next witness, but his testimony was precisely of the same
character and tendency as that of Mr. Anderson.
Mr. Gooch deposed as to the amount of traffic going on at
present in corn, sheep, &c., between the different towns pro-
posed to be brought into communication with each other by
the proposed London and York line; and the Committee
then adjourned.

Group R.
ULSTER EXTENSION RAILWAY.
(Continued from our Afternoon Edition.)
Mr. Grear, a magistrate of the counties of Down and Ar-
magh, was next examined. He was one of the original
projectors of the Ulster Railway, and one of the Board of
Directors. The present line was very much desired by all the
inhabitants of Monaghan, Down, and Armagh. This line
was a necessary one to complete_ the communication between
Enniskillen and Belfast. The traffic along the course of the
line in butter, eggs, and pigs, he held would be very great.
The Ulster Railway, with which this is to be connected, pays
from sto 6 per cent. The weekly receipts were 6001., and
the opening of the branch, he thought, would make it up to
1,0001. The fares on the Ulster line were about half of the
English ones. The charges were—first-class passengers,
lid. per mile ; second-class, ld. ; and third-class, 2-3 d.
There were six trains a day, and each of them took third-
class passengers.
Evidence was called respecting the present traffic of the
road between Armagh and Portadown, which it was alleged
would be greatly increased by the proposed railway, when
the Committee decided the preamble to be proved.
The clauses of the Bill were then gone into, and clauses
Ito 10 agreed to. The Committee then passed on to the
consideration of the 35th, which iras opposed by Mr. Burke,
on the part of the Marquis of Hertford. It was in relation
to the Directors, the Noble Lord desiring that three
of the Directors should reside in or about Lisburn,
being -a similar clause to one in the Ulster Railway Act. In
the present Bill that clause had been expunged, and a fresh
one introduced, without any restrictions as to the appoint-
ment of Directors as far as residence was concerned.

Mr. Am= was heard in reply on behalf of the Company,
when the room was cleared.
On cur return, the CHAIRMAN intimated that the clause
proposed by Mr. Burke had been adopted by the Committee.'
The further consideration of the clauses was postponed till
to-morrow.

Group L.
Mr. COCKBURN (continuation from our afternoon Edition)
said—The extent of railway which would have to be made
was in the latter line 69 miles 10 chains, and in the former
only 51 miles 60 chains. The distance to London by the
Direct Portsmouth would be to Hungerford-bridge 77 miles,
while by the other it would be to London- bridge 79 miles,
and by Stephenson's line 81 miles. From Chichester (the
only important town short of Portsmouth) to London, the
distance would be 80 miles, while by the other it would be
only 62 miles. By the formation of the Guildford,
Chichester, and Portsmouth line, the whole length
of communication on the coast line, by the electric telegraph,
would be completed, while if the Direct Portsmouth line
were adopted, it would be altogether interrupted. The
Direct Portsmouth Company proposed to work their line on
the atmospheric principle, but the advantages of this princi-
ple at present was mere speculative opinion. In the event
of its proving a sound principle, the Guildford, Chichester,
and Portsmouth Company were quite ready to place them-
selves at the disposal of any branch of the Government, in
order to convert the line into an atmospheric railway.
Another advantage in favour of the South-Western project
was, that it had already expended 400,0001. in the formation
of the Bisbopstoke line.
Mr. Marshall, a gentleman in business at Godalming,
and who also farmed a good deal of land in the neighbour-
hood, testified to the facility which the formation of this rail-
way would afford to the trade of Godalming and Guildford,
and especially in the conveyance of timber out of Sussex.
Competition would be excited between the Wey and Arran
Canal and the railway, and thus a saving in carriage would
be effected to the public. The cost to London was about 9s.
a ton, and it took three or four days to get goods there by
the present communication. There were several mills about
Godalming and Guildford which ground for the London
market. The country about Chichester was a grazing
country, and great facility would be afforded by the pro-
posed railway for the conveyance of fat cattle to the
great markets, and in procuring coals, foreign timber, and:oil-
cake for feeding cattle, a great advantage would be obtained.
In all these matters, therefore, the formation of the railway
would be a public benefit, and, for himself, a saving of some
thousands a year would be effected in preventing the neces-
sity of hiring horses for the carriage of his goods.
Mr. Sergeant TALFOUItD appeared for a Committee of the
inhabitants of Portsmouth, and stated that petitions had been
presented to both the Houses of Parliament, signed by 10,000
individuals, and that thii very great majority of the inhabit-
ants of that town were opposed to this line and in favour of
the other.
Mr. GURNEY_ opposed the hearing of counsel of parties
whom he contended had no right to appear on the ground of
its being contrary to the usage of Parliament.
The Committee having decided that Mr_ Sergeant Tat,
FOURD should be heard, he proceeded to cross-examine Mr
Marshall, who replied that London- bridge would be an im•
practicable place for the deposit of timber, and thatVauxhal
was a much more convenient site.

To the cross-examination of Mr. Rawlinson, Mr. MARSHALL
stated that he was a Director in the proposed line, and a
shareholder in the South-Western line, but that he held
three or four times that amount of property in. river and
canal shares.

To the renewed examination of Mr. GURISTEY, Mr. Marshall
replied that the distance by the Direst Portsmouth Line from
Godalming to London would be forty miles, while by the
other line the distance would be thirty-three miles. The
number of the inhabitants of Petersfield was about 1,500,
while the population of Chichester was 10,000 or 12,0000,
and the trade between Godalming and Chichester was much
greater than that between the former town and Petersfield.

Mr. Mangles, M.P., testified to the necessity of communica-
tion between Guildford and 011111 chester by railway, and stated
that a company had been formed for that purpose last autumn
through whose direction the line was to bo survoyed. The whole
of the district was richly cultivated, and the traffic would be
chiefly derived from the South country, while the atmospheric
line passed from Chichester to Portsmouth through one of
the poorest and most desolate tracts of the country. The
proposed line would be a much greater convenience to Guild-
ford market than the direct Portsmouth. This was of im-
portance, as Guildford market was perhaps the highest
corn market in the south of England. Godalming and
Guildford were opposing places, but the greatest, ad-
vantage would be obtained for both places by the
Guildford, Chichester, and Portsmouth Railway. He had not
personally ascreiporlastpraethinoeoterfhdictehtrlheilnei
inhabitants.
1 facbthiht the atmospheric
3a.
thattm country
,passed, populationon t
ho ah
sut
no
ra a
rtr l
ee
repeateddistrictand
wentdhisimpres-
sionefici through
throughen t o
coußuirt.ry Erdimchuanndd:Nwicehllopilesopa aletd.
nner and curlier at Guildford,
having a tanyard. at Midron, and another in the town of Go-
hisd l m
bidesn g , si
na i
ehnedho and an
d hconsiderableshark in
the businesshei there,neighbourhood
d c
buyinghoo t.
Godalming. He consumed about 13 tons of bark
The country was hilly, and the tolls heavy;
and we
k, both to purchases and sales, the proposed railway
would be in his estimation a great convenience, both to him-
self and the neighbourhood generally. Godalming contained
about 4,000 inhabitants, and near to it were several large
mansions and demesnes. The line of railway would pass be-
tween Godalming and Westbrook, the seat of Mr. Dluskett,
thus cutting off the communication of that house with
God/Liming; ,and as a river sowed on two other sides of the