The Sun.
London, England, 1845-05-24 00:00:00

THE SUN*, LoNnoN,"SATTTRDAY EVENING, MA Y 24, 1845

James Kennedy —ls manager of the Modern Athens' Steam_
packet Company, on which the through traffic from Dundee to
Ferth comprises at present 15,172 passengers, all of whom would
be lost by the formation of the projected line.
Mr. Miller, in continuation of his examination by Mr. HOPE—
The quantity of earthwork in the whole undertaking will be 30,000
cubic yards per mile, and the line being 501, miles in length, the
total earthwork required would be 615,000 yards, of which
120,000 yards would be through rock, at a cost of from Is. 4 t.
to 2s. a yard, the remainder through clay at about
9 per yard, the total cost'of which would be 34,5201. ; the
width of cutting would be 40 feet, and the expense of masonry,
including viaducts, was estimated at 20,7771. There were
eight bridges proposed for the line, costing 230,0001.
each ;.two of them lay over public roads. He had computed
the occupation road crossings at 61. each, the turnpike-road
crossings at 1501. a piece. The sum for culverts (six in number)
would run from 751, to 1501. each. The cost of bulwarks (including
12,000 yards of pitching) he computed at ss. a yard, and a wall on
the top of them extending 6,300 yards at 1,2004 ; 18,5001. had been
put down for the aqueduct and river crossings. In the bridge over
the Tay 80,000 feet of timber would be required at 3s. 6d. per
foot, and 20 tons of ironwork at 30/. a ton. The expense of lay.
ing the road would be Hid. a yard, besides a total of 109,000 ke:.3
at 4/. per thousand.

Group V.
NEWARK AND StIEFFIELD.
(Continued from our Afternoon Edition of yesterday.)
Mr. Sanderson proved the position of the coal measures, and that
the proposed railway would open them up much better than the
amended lineeou'd (To.

Mr. llawkshaw thought the difference of expense in the work-
ing of either ►he o►iginal line or the amended one would be very

Thomas Story examined by Mr. Fortsviti—ls an engineer of
considerable experience, and is perfectly conversant With prices
of railroads. Has surveyed the whole of the line in.
fended for the Dundee and Perth Railway. Considers
the cost of the line, exclusive of minerals and their
compensation, would be 305,9461. 35., including 59,5651. 10s. Bd.
for earthwork and viaducts, 56,5661. for masonry, 101,113/. Is. N.
for permanent way, 33,601/. 19s. for land, 11,465/. 10s. for stations,
15,000/. for management, Lnd 58,0004 for contingencies. The
quantity of earthwork would be 663,984 yards of clay and
251,566 yards of rockwork. Considers the estimate made by
Mr. Miller wholly inadequate.

Mr. Dean thought the estimated cost of tunnelling by the
amended line was too low; ii.stea 1 of 304 he estimated it at 451.
The Committee then adjourned.

Group L.
GUILDFORD, CHICHI:Si ER, AND PORTSMOUTH
RAILWAY.
(Continued from our Afternoon Edition of yesterday. )
To the cross-examination of Mr. ItawLiNsoN, Mr. Bramble stated
that the terminus of the atmospheric line would be more conve-
nient to the borough
was a contractor to supply Government with timber, sometime;
generally, though not to the dockyard. He
using as much as 10,000/. worth a year in the works he was en.
gaged upon. He also used a great deal of lime, which he had
hitherto got from near Petersfield, but he could get it from Cock.
ing, and would do so, although it was eight miles further, because
it was: cheaper. The cost of the lime used by him last year was
5001., and it would take abcut 250 waggons to carry this quantity,
The atmosperic line might bring this cheaper than the other, but
he had no confidence that it would ever be made.
To the examination of Mr. Mom-Ault Smurit, Mr. Bramble
stated that at the meeting in 1837 the South-Western Company
proffered to make a line from Woking to Portsmouth, which the
Portsmouth people expressly refused, as they were at that time
decidedly in favour of a line to Horsham. The South-Western
Company had afterwards proposed to make a line to Portsmouth
from Bishopstoke, which was also refused. He believed
that the formation of a direct communication from London
to Portsmouth would occasion a greater intercourse with the Isle of
Wight. Portsmouth could certainly not support two integral
lines. The French packets had never come to Portsmouth at all,
though some small vessels, chiefly for the sake of merchandise,
had passed from the town to the coast of Fiance. With respect to
lime, he conceived that the lime at Cocking was as goad as that at
Butsor-hill, and th t titwas without limit.
To the examination of Lord CLIVE, who was to-day in the
chair, Mr. Bramble stated he thought he must have been present
at two meetings. It was at the former of the two meetings that the
inhabitants of Portsmouth had refused the line from Woking to
Portsmouth. The timber they got from Sussex was chiefly beech
and oak, the oak being very fine, and both these could be readily
oaained by the Guildford and Portsmouth line.

Cross-examined by Mr. AUSTIN—Had personally surveyed the
line, but did not know on whose behalf. He had calculated 4,898/.
per mile for permanent way, including Ili. a ton of iron for rails,
Si. a ton for chains, ls, 6d. a cubic yard for ballast, ss. a cu' is
yard for sleepers, 3s. Gd. a yard for fencing, 2s. a yard for laying
road, and .50/. a mile for trespass.
The Speaker being here announced at prayers, the Committee
adjourned.

Group DD.
TIIE CALEDONIAN, AND THE GLASGO W, DUMFRIES
AND CARLISLE RAILWAYS.
(Continued from our Afternoon Edition of yesterday.):
Mr. Geddis, mining engineer, was next called.--He deposed
that he had been employed by the Duke of Buccleuch, the Duke
of Portland, and other extensive mineral proprietors, and from the
information he had derived from that and other sources he was fully
capable to give an opinion on the mineral districts of almost the
entire of Scotland. He had visited all the coal and iron seams in the
vicinity of the railway. The principal coal grounds were found in
Lanarkshire and Lothian. Edinburgh was supplied with coal
from Lothian, which was conveyed thither by a continuation of the
Dalkeith line. In all these coal-fields greater or less quantities of
ironstone was found, but very little black band had been obtained.
It was usually considered that black band was confined exclusively
to the mineral fields in Lanarkshire, but this was a mistaken idea,
as it could be obtained in different quantities from almost all the
coal_ fields of Scotland. Very extensive iron works existed in
Ayrshire, but great inconvenience for carrying away the manu-
factured iron was experienced in consequence of the present in.
c .mplete modes of transit. He had inspected the whole route
of the Dumfries Railway for the purpose of identifying and de-
scribing the various mineral fields near which it passed. One.third
of the entire line will be carried through extensive mineral districts.
The railway would tend to open up many iron, coal, and lime-fields
along its route, and would increase the population in its neigh-
bourhood, as there would be more men required to work the dif-
ferent mines. In the valley of the Irvine, going to Kilmarnock,
the line would run for three miles through the Hurleford dis-
trict, where was situated a most extensive coal.field, and the works
were at present in operation. Considerable part of the produce
was carried in carts to the station of the Ayrshire Railway, to
supply the large: iron-works at Dairy, Johnston, and Paisley.
The cost of conveying the coal in carts from the mines
to the station was Is. Bd. per ton. The remaining portion of the
produce was sent south to the districts travelled through by the
proposed Dumfries railway. If that line were made he was dis-
tinctly of opinion that the quantity of Hurleford coal con-
sumed would be greatly increased. The proprietors of the coal
mines were very desirous to have their business increased, and the
construction of the railway would effect that object. The nature
of the Hurleford coal had been tested by experiment, and it had
been found to consist of the very finest qualities, and was highly
valuable. He had estimated the area of the field at
five miles by two miles and a half, and it might ultimately be found
to be more extensive. The number of veins at present being worked
is three, and the average thickness of the seams is 16 feet ; and the
estimated quantity of coals the mine was capable of producing was
90,000,000 of tons. The coal-field was skirted by ironstone mines,
which tended greatly to enhance its value. Black band, ironstone,
clay and ironstone, and limestone were all found more or less in the
Hurleford district. The limestone field was 11 feet thick, and
produced 2,400 tons annually. Iron mines and coalfields were
to be found all along the line, and there was no doubt
that numerous iron works and manufactories would be
erected at various different points. The Nithsdale works supplied
large quantities of lime for agricultural purposes, and it was of
very superior quality, From Mansfitld the quantity obtained was
3,000 tons annually. Benstown produced 2,200 tons, and the re-
maining works produced from 5,000 to 6,000 tons. In the coal-
fields of Closeburn he had discovered specimens of black band,
which were of a very rich quality. (las coal was worked at
Brogue and Mansfield. The aggregate thickness of the com-
mon coal at Mansfield was 44 feet, in which there were two seams
of gas coal, one averaging 11 feet in thickness, and the other 12 feet.
In his opinion, it would be very difficult to form an accurate judg-
ment of themineral fields he had described. He had no doubt that
the Wilsontown common coal could not be brought into competi.
tion with the present supply in the Edinburgh market, and he was
not satisfied that It would bear a comparison with that produced
from the Lothian fields. Borrowstowness coal would compete with
the Wilsontown coal, and Could be shipped for exportation at a
lower rate. He had no hesitation in stating it as his opinion that
the Dumfries-shire line would exactly tend to develope the mineral
resources of the distticts through which it passed, and the general
interests of the country would be greatly benefited by it.
Mr. Wright, mining engineer of Dalkeith, and Mr. Christie of
Muir Kirk ironworks, gave corroborative testimony to the state.
ments of the last witness as to the quantity and quality of the
various mineral fields through which the line would pass, that are
at present in operation, or which would be opened up, if the pro.
posed railway were constructed

Mr. Miller, a lighterman, on the Thames, stated that he knew al

the points on the river where the proposed termini met it. They
could go from the Pool to Vauxhall on the flow of the tide and
return on its ebb. The price to Vauxhall was eightpence per ton.
the price of carriage to Coldblow, on the Surrey Canal, was Sd. a
ton, exclusive of tonnage and canal dues, and waggon conveyance,
which was id. more. The depth of water in Deptford Creek was
a great inconvenience, and especially at neap tide, during which
the depth was not more than from seven to eight feet. Shipowners
would hesitate to send vessels of 100 tons or more there at that
time, and this evil was felt eight days out of every twenty.eight in
the year. There was also a swing bridge to pass, at which there
was a shilling toll. _

Mr. CLERK proceeded to bring before them the case of Mr.
'Walker, a landowner and opposing petitioner, for whom he ap-
peared.
The Committee, however, interrupted him, and adjourned till
twelve o'clock to-morrow (this day).

To the cross-examination of Mr. FLOOD, Mr. Miller stated that
he believed that little coal was carried on the Surrey Canal: except
that which was supplied to the South London Gas Company. There
was no other wharf until they got to Camberwell. The entrance
to the Grand Surrey Dock was 26 feet long by 26 feet wide, but
the dock itself was a confined space. There were warehouses there
for corn. A number of foreign timber ships discharged there.
This, as well as two other docks, especially the East Country
Docks, which were not far from the Croydon Railway, but not in
conjunction with it, nor in any part so near as 2,000 yards to it.
To the re-examination of Mr. GURNEY the witness stated that
there was a charge of lid, a ton on coals taken into the Grand
Surrey Dock, but there was an impediment to taking up ships
into the canal from the ice in winter, and the usual course was to
discharge in the l'osl.

Mr. James Covington, a lighterm an, who bad a large number of
barges on the river, stated that his charge for lighterage from the
Pool to Nine Elms was 9d. a ton, and to Coldblow 15d. or 16d; but
there was a great objection to Deptford creek from its shallowness,
and there was a very considerable delay from the locks. In winter
there was also a great inconvenience from the ice ; but they had
always access to the wharf at Nine Elms, and the water was always
deep enough for unlading. _

the—cross.examination of Mr. FLOOD, the witness stated
that to a customer he should charge nothing additional for going
through the dock, though he should make a difference with a
stranger.

Mr. J. Chicor, a coal merchant, was well acquainted with the
wharf of the South- Western Company at Nine Elms. He had
sent from 9,000 to to 11,000 tons of coals there in the year, the
depth of water off the wharf being about eight feet in neap tides,
and twelve feet in spring tides. The facilities at Pope's wharf,
which is half a mile from Greenwich, were not nearly so great. He
thought the charges for lighterage were as the two last witnesses had
represented them ; if anything, the charges were beyond the state-
ment of the witnesses, and certainly from his experience coals
could not be delivered either at Coldblow or at Pope's wharf with
nearly the same facility as at Vauxhall.
The announcement being made that the Speaker was at prayers,
the Committee adjourned till Monday.

Group B.
LEEDS AND THIRSK LINE.

The Committee re.assemblcd yesterday at twelre; Mr. P. M.
Stewart in the chair.
The first witness examined this morning was Mr. Miner, the
engineer, who corroborated the evidence given yesterday by other
engineers as to the capabilities of the line and the propriety of the
estimates.

Mr. Nelson said, he had been engaged in gas works for
thirty years past, very extensively in the west of Scotland.
He deposed as to the respective value of the gas coal
to be obtained from various districts through or near which the
line would pass. Coal obtained from Lismahago, on the average
per ton, would yield 10,500 cubic feet of gas ; Sothram coal would
yield a similar quantity, Wilsontown coal would give 8,820 cubic
feet, coal obtained from the neighbourhood would yield 10,000
cubic feet of gas, and from Borrowstowness the same amount could
be obtained.

lie was cross.examined by Mr. WADDINGTON, but his cross-
examination was frequently interrupted by the CHAIRMAN, who
said that what he was stating the Committee had heard repeatedly
before.

Mr. EDDISON, the solicitor to the Bill, deposed to the number of
petitions presented in favour of that line, and as-to the respectabi.
lity of the petitioners. The petition from Leeds had been signed
by 3,600 out of 4,000 of the constituents.
TIARROGATE AND RIPON JUNCTION RAILWAY.

The Committee then proceeded to hear evidence in support of
the Harrogate and Ripon line.
Mr. Lawson, M.P., examined by Mr. RORINSON—Is intimately
acquainted with the country between Harrogate, and Knaresbo-
rough and Thirsk. The Harrogate and Ripon Junction is the only
line that affords proper accommodation to Boroughbridge. The
Harrogate and Ripon
Junction goes close to Boroughbridge
and Knaresborough.
-The Leeds and Thirsk line will
not afford accommodation to Knaresborough. He presided
tion of Lord De Grey's agent, the meeting was unanimous in fa.
your a meeting at Boroughbridge last autumn, and, with the excep-
your h
g- of the Harrogate and Ripon line. There was a private
meeting at Knaresborou . attended by many shareholders in the
There Leeds and Thirsk scheme. were a number of workmen
employed by shareholders in the Leeds and Thirsk scheme present.
The meeting was in favour of the Leeds and Thirsk line, but from
what he had heard from various inha:dtants of Knaresborough, he
thought they were in favour of the Harrogate and Ripon line.
Cross.examined —He considered the Harrogate and Ripon line
would afford the greatest accommodation. If a branch of the
Leeds and Thirsk line were brought into the town of Knaresbo-
rougk, he did not consider it would be so good as the Harrogate
and Ripon line, because a branch was never so good as being on
the main line. Had said that he should not object to vote for
the Leeds and Thirsk line, and if the Committee approved of
it, he should have no objection to vote for the Leeds and Thirsk
Bill if it came before Parliament. His own estate would be 1
benefited more by the Harrogate and. Ripon line than by the Leeds
and Thirsk line.
Cross examined by Mr. HOPE for Lord De Grey, and for the
Church Fenton line also. Lord De Grey's propeity was near to
that of witness, and as far as his estates were concerned, he had
the same reason for supporting the Harrogate
and Ripon line that
witness had. Lord De Grey was not a resident there. Lord De
Grey's property. however, was nearer to the Leeds and Thirsk line
than witness's estates.
By the CHAIRMAN--The nearest railroad to us at present is the
North of England. It is seven miles distant.
Cross.examination restaned There have been two petitions
from Knaresborough, one each way.
Re-examined L. y Mr. RoniNsors—There Is considerable commu-
nication between York and Ripon.
John Hodgson produced the returns
of the towns within five
miles of each side of the Harrogate and Ripon line, and of the
Leeds and Thirsk line. The population along the Leeds and
is
Thirsk line, from Thirsk to Harrogate, is 28,822. From Thirsk to
Harrogate, along the Harrogate and Ripon line, the population
33,464. From Harrogate to Leeds, along the Leeds and Thirsk line,
the population is 11,160. From Harrogate to Leeds, along the pro-
posed North of England extension branch, the population is 16,617.
Mr. Basil Wood, examined by Mr ROBINSON—Is a magistrate
of the North and West Riding, residing at Aldborough. The pro-
posed Harrogate and Ripon Junction would afford great accommo.
modation to the district through which it passes. The proposed
Leeds and Think Ike would not afford anything like so much
accommodation to the district. The Harrogate and Ripon Junction
would afford facilities for supplying the district with superior coal
from the north. Knaresborough and Boroughbridge have both
fallen off in consequence of deficient railway accommodation.
Cross-examined by Mr. OVEREND— It certainly woald be for the
advantage of Ripon to be situated on a main line, rather than upon
a branch. Witness resides close by Boroughbridge.
Cross-examined by Mr. Hoes—There is a good water corn.
munication at present between Boroughbridge and Ripon.
Mr. John Howgy, is a land-agent and. surveyor of Knares.
borough, and well acquainted with the district, and assisted in
making the population returns which have been given in evidence.
He took the population of the townships and not of the parishes,
and excluded all places which were furnished with accommodation
by existing railways. The Harrogate and Ripon Junction line
would confer a great benefit on the district. It would open a
direct communication between Knaresborough. and the coal
anndo:
Ottley
districts. The Leeds and Thirsk line does not, like the Har-
rogate and Ripon Junction, pass through a coal-field.
In going south from Knaresborough the advantages of the Har-
rogate and Ripon Junction were greater than those of the Leeds
and Thirsk line, and the advantages for going north were about
equal. The country, gone through by the Harrogate and Ripon
would not be
(Leeds Junction) was better adapted fc.r the, construction of a rail.
Thirsk. The Leeds and
country,
Thirsk line passed through a hilly
To the CIIAIRVAN—We went over these hills yesterday.
England line passes through there.
waEyxtahmanintalitaiotntracvoenrtsiednuedby_tiTieh.Leeedwsw.
much benefited by the Leeds and Thirsk line. Ottley market was
not to be compared to the markets at Weatherby and Knares.
borough. There are great lime works at Knaresborough, and
The present feeling of the inhabitants. of Knaresborough
is in favour of the Harrogate .
and Ripon line and the Leeds
the Great North of En
Extension. There was a feeling in favour of the Leeds and Thirsk,
but that was before it was proposed to carry the other line on to

The evidence of this witness concluded thedepositions as to the
mineral traffic for the promoters of the Glasgow, Dumfries, and
Carlisle scheme.

The Committee adjourned until Monday, at twelve o'clock.

Group N.
CORNWALL RAILWAY.

Mr. AUSTIN (iu continuation from our Afternoon Edition of yes.
terday) said—
However, they had to contend with the opposition of Lord Vivian, on
whose property, and near whose handsome residence at Glynn,
four miles from Bodmin, it was intended to lay down
the line. But he had no doubt they should be able
to effect an amicable arrangement with his Lordship,
The Hamoaze would be crossed by a floating bridge of superior con-
struction to the one now there. At Falmouth Harbour it would
be necessary to carry the line across the arm of the sea, in order
that it might reach its destination. On their constructing
three docks there, to which they had no objection, the Admi-
ralty would offer no opposition to that course of the line.
The Learned Counsel, after entering into various details as to the
advantages which would accrue to Cornwall from the construction
of the line, concluded by expressing his hope that the Committee
would pass the Bill. The following witnesses were then called :
Mr. Richard Broad, Mayor of Falmouth—He said he had been
in business for twenty.six years, he shipped goods to Holland and
the two Sicilies. Falmouth was the most important port in the
west of England, and ships from all the most important parts of the
world with one or two exceptions came there. Nearly the whole
of the ships' traffic would be sent off by railway. The principal
articles imported were timber, wine, fruit, salt, corn,
and iron; besides the principal articles of general consumption
coals were cheaply imported from Wales by the Land's.end. The
principal exports were fish, tallow, copper, iron, steam-engines,
and other machinery, and their value, annually, was from 400,000/.
to 500,0001. Considerable expense and inconvenience resulted
from the present tends of conveying goods to London and other
places, which would be removed by the construction of a line by
which railway communication to London could be effected.

Mr. Alfred Fox, a general merchant, said that the railway would
offer great facilities for the conveyance to London of fish and the
produce of that part of the country, including imports.
Mr. Carr, agent to steam-packet companies, having boats in the
port, gave similar testimony.
A number of other witnesses engaged in various occupa-
tions and of experience were examined, and agreed that
such a railway would be highly desirable ; that
cattle, merchandise, and goods were now conveyed
at a great expense and at a great loss of time, which would be oh-
s fated to a great extent by a railway running through that part or
the county of Cornwall.
The Committee then adjourned till Monday.

Group F.

THE LONDON, WORCESTER, AND SOUTH STAFFORD.

SHIRE RAILWAY.

Continued from our Afternoon Edition of yesterday.)

Mr. James Boydel, examined by Mr. Coeitnualv—ls an Iron-
master at Oak Farm, near Dudley, and employs l,.;00 men. Con.
sumes 2,000 tons of coals a week in the manufacture of iron.
Could work coals for sale if he had the means of rail-
way communication to take it south and west. The Great
Western line was decidedly the best line for his part of the country.
Had sold coals to a considerable extent at one time, but from the
great want of railway communication, it could not be continued
with advantage, and it was, therefore, given up. The broad gauge
would be the greatest benefit to the iron and coal.masters. Ihe
broad gauge would be of advantage for carrying large goods. As
an iron manufacturer had had orders for large boilers,
and was obliged to send them home in parts, and
men to put them together. On a broad gauge line they would be
able to sent them home in a finished state without the expense of
sending workmen. Saw the carriages just constructed by Mr.
Brunel at work this morning at the Paddington station of the
Great Western line. They answered admirably, the transhipment
was made without any delay, and from what he witnessed, lie was
satisfied there would arise no inconvenience whatever in the ge-
neral workings of the gauge.

Dlr. COCKBURN thought the Committee could not do better than
witness the experiment at Paddington. They would then see a
very important feature of the inquiry in practical operation.
The CHAIRMAN did not think that any practical good could re-
sult from the Committee seeing the experiment. He thought
it better that the parties on both sides should have their engineers
present, and their evidence before the Committee would be of great
value in explaining the nature of the carriage.

Mr. G. B. Thorneycroft examined by Mr. Coexistor—ja an
ironmaster at Wolverl.ampton. Manufactures four hundred
tons weekly, and is connected with many large iron-
works in Wales. The Great Western line was the
least adapted for the iron trade of South Staffordshire. The broad
gauge was most undoubtedly the best for the carriage of minerals.'
Ile liked the broad gauge best, because it carried the most
goods, and with the greatest safety. Thought the majority
of the ironmasters could not but give the preference to
the Great Western line, from the great accommodation
it gave. The transhipment of goods was n anaged in
an experiment he witnessed that day at the Paddington station
without the slightest difficulty. It was done with expedition and
very little labour, and the goods were not injured, nor even dis-
turbed. The experiment satisfied him that no inconvenience
woul,l arise from the change of gauge. No Act of Parliament
would set a fair rate of charges on a line of railway—
it was only to be done by a competing line. A competing line
would ensure cheapness and civility from the companies, and that
was what no Act of Parliament could do.

good as the Leeds. The
d
Leeds.
-- Cross.examinedVery little coal Comes from Leeds to Knares-
is a good line to the north of Ripon.
There are manufixtures at Ottley, and it is situated in a fine
bzereousglt. and The
rr h
irbi Manson
ine coal. is as good

grazing district.
Dlr. John Edeson lives at Knaresborough, and was a manufac-
turer there for many years, and is a director of one of the
banks there. The trade of Knaresborough has decreased
for the want of cheap and good coal. The north coal was better
than the Leeds coal, and cheaper, and if it could be supplied to
Knaresborough it would be prcfernd. To all appearance the Ripon
Junction line would through a much more populous district
than the Leeds and Thirsk. It would be advantageous to have
a railway communication between Knaresborough and Wetherby.
Cross.examined by Mr. °UBE:YID—RipIey would not be so well
accommodated by the Harrogate as it would be by the Leeds and
Thirsk. 'Upon would be better accommodated by a branch from
the Great
much North
Englandt; than by the Leeds and Thirsk. There
is traffic south from Knaresborough than
a greater ort
general

Mr. M. Graysbrook, examined by Mr. COCKBURN— Is an iron_
master and glass-maker at South Staffordshire. The Great Western
line was the best adapted for the trade of South Staffordshire.l The
broad gauge would be best adapted to the trade of the county.
clad sent large quantities of glass by the narrow gauge, and had
lost much by the breakages, which very often occurred.
The damage was occasioned by the crates hanging over
the wheels of the narrow carriages, and coming in contact with
other carriages at stations. The motion of the narrow gaup was

there is north.
Mr. W. Pick—Lives near Borouglibridge, and knows the lines of
the two proposed railways. The Leeds and Thirsk skirts the
agricultural county, while the Great North of England proposed
line runs through the very finest agricultural county. The Leeds
and Thirsk line is not to be compared to it.

so uneven that the shaking at times made the crates an entire I Mr. George Crowe, who lives near Boroughbridge, corroborated
wreck. It sometimes happened that one crate of glass, worth 20/., in every respect the evidence of the last witness.
was entirely dainir;ed, and no compensa!ion had been given by Mr. Joseph Sayner resides at Wetherby, and is of opinion that
the railway company. The mo'ion of the broad gauge would be the Great North of England line will afford more accommodation
so regular that no injury could take place, though the carriages to that district than the Leeds and Thirsk. There is considerable
would have a much greater weight. traffic between Wetherby and Leeds. P...2.§01V1f.
The witness was briefly cross-examined by Mr. COOKE. Mr. Z. Attlier, a farmer, attends Ottiey market, and has attended
Mr. I ardor, managing cli:ector of the British Alkali NVorks at Wetherby market. Wetherby market is the largest by a great
Stoke Ps iory, near Droitwich, was of opinion that the Great Weatern deal. Skipton is a greater market than Ottiey.
line was the best adapted for the traffic of the county. The broad Mr. WrirruluitsT was about to cross-examine the witness, who
gauge would answer well for the carriage of minerals. With the lives at Bradford, on the subject of the wells proposed to be made
advantage of a rail way. the mineral traffic would double in a very there.
short time.
This was opposed by Mr. OVEREND, on the ground that the
At four o'clock the Committee adjourned till twelve to .morrow. question was not before the Committee.
The CIIAIRMAN—I believe, Mr. Whitehurst, you must not go
on. You must let well alone.—(A laugh.)
Mr. Joseph Dawson, woolstapler of Leeds, described the various
stations proposed to tie made on the Leeds and Bradford line, and
compared the distances between those stations and the various
villages, and those between the same villages and the various sta_
Liens on th 2 Leeds and Think line, proving that the Leeds and
Bradford line was in each place nearer these villages than the Leeds
and Thirsk. He spoke from actual admeasurement. The witness
also spoke :o the traffic which would take place on the proposed line.
The traffic tables were then put in in evidence. The estimated
gross revenue was 23,5431 ; the net revenue was estimated at
14,1261.—The Committee then adjourned until Monday.

Group FF.
EDINBURGH AND HA WICK RAILWAY.
(Confirms(' from our Afternoon Edition of yesterday.)
Mr R. Cooke and Mr. Bell, civil engineers, confirmed the evi-
dence of the preceding wittiest.
Mr. J. Collister, a civil engineer, on examination, stated his
opinion that the line was objectionable, from the shortness of the
curves stud steep gradients on sections thereof.
The Committee having intimated a wish that further evidence
should be put before them with respect to the danger of the pro-
posed curves and gradients on the line.
Mr. HOPE called and examined Mr. Vi.inolles, the civil engi-
neer, who stated that he had not the least doubt but that the line
could be worked with the most perfect safety. He was of opinion
that an electric telegraph was indispensable on the Hawick as a
single line.

Mr. Bidder, the engineer, said on examination, that with pro-
per regulations as to time he anticipated little or no danger to
trains on the Hawick line, and such regulations would be more
requisite on the descent than the ascent. He differed from the
opinion of the Board of Trade on the subject of curves and gradi.
etas, because lie believed that opinion to have been based on er-
roneous data.

Mr. Stephenson gave his opinion very strongly in opposition to
such curves and gradients as that which it was proposed to work
on the Hawick line, without due restrictions and regulations as to
speed, appealing to his great experience as the basis of his opinion.
Mr. R. Stephenson confirmed the preceding witness, and dwelt
upon the impracticability of drawing large trains on such a line,
arid the danger of carriages breaking from the engine in the ascent
and running backwards down the inclined plane.
Mr. Brunel, on examination, said that he saw no objection to
curves and gradients as severe as those on the Hawick line, even
at a speed of from twenty to thirty miles an hour, and that the
danger incidental to all single lines did not aggravate the risk of
travelling with these curves and gradients. He entertained a strong
objection to single lines, and considered electric telegraphs essential
to their safety.

The Committee having expressed themselves satisfied with the
amount of evidence which they had heard with regard to the
practicability of working the curves and gradients on the Hawick
line,