The Sun.
London, England, 1845-07-17 00:00:00

tbirb Ztifitizdti

SUN OFFICE, Seven u' Clock.

4s.
RAILWAY COMMITTEES.

(THIS DAY.)

ROUSE OF LORDS.
OZPORD,WORCESTER, AND WOLVER.•
HAMPTON RAILWAY.
blende on this Bill met to-day at Eleven o'Clock, Lord
sh in the chair, when the case for the opposition was re-
to In reference to a charge of fraud brought against certain parties
qttieneected with the Great Western scheme for introducing clauses
Vert the withdrawal of the opposition in the Commons on the sub-
Vih.,°!S°lls• different to what originally appeared in the Bill, and
had b in conversation that took place
been referred to some
kcday,
theyCHAIRMA:q intimated that the Committee had decided that
top would allow of evidence as to the alleged alterations in the
claUses, and the manner in which those alterations would in •
yteY
enee the traffic of the railway, and the trade of the district, but
ould not admit evidence as to the manner in which the
1.14 es had been introduced into the Bi.l in the Committee of the
'Use of Com
mons.
s
bySparrow, an extensive iron master, was called and examined
the ' W—The of hevidence as,
the •
substan
Irvbe iroSergeant n masters of theELANGIIA3I.
district had beence very much deceivwed.
t the Bill was first introduced, the tolls were then to be Id.
4tio" Per mile, but after the preamble had been proved, an alie-
n... n was surreptitiously introduced, changing it to 1 id. per ton
mineral
This alteration would have a very serious effect in the
'el traffic of the district. He decidedly preferred the narrow
the hr
trame. oa“ gauge, as altogether better adopted to a mineral
Pr •
• follip Williams, iron master, corroborated the evidence cf
Lorde vipous witness.
-.Enzanarat objected to the Great Western scheme, as it
eist tiltn 1,
con h
4.. a fox
that i hunting country
considerable. injury to his property.
11141..5ki suggested another line by which all the difficulties he com-
2:ileci of could be avoided.
Griffiths, agent to the Messrs. Sturge, of Birmingham;
c,l_trers, irenmaster, of Cragley ; and Mr. King, of Amber-
near Stourbridge, were briefly examined as to the inferiority
N'ue
iv Oxford scheme over the Tring one to accommodate their
tele localities.
Greaves, of Stratford-upon-Avon, deposed to the agricul-
141traffic of the town and neighbourhood. He decidedly pre-
,exu the Tring scheme over the other.
4114' CaYies, of Banbury, was examined as to the trade and
table of Banbury. He gave the statistics of the coals, corn,
pigs, sheep, and groceries sold or consumed in that town
tien, itY, the items of which we gave in the witness's examine-
Itoefore the Commons' Committee.
that t. Wall, of Worcester, was examined as to the accommodation
ltp,:s,tY would derive from either of the lines. He considered,
`oe whole, the London and Birmingham scheme was superior kib other. This was not the opinion of the majority of the in.
k. tams, though it was that of a respectable minority.
vej.`.• Berrowes, ironmaster, of Dudley, deposed to the incon.
by t'll'nee of the break of gauge. He once sent his goods to Bristol
ink "ircairigham and Gloucester Railway, but the delay and
tbitry arising from transhipment at Gloucester had been so great,
tkm.e had been obliged to resort to his old mode of carriage—the
askre' Waddington, deputy chairman of the Manchester and Binning.
ateln°l'ePanY, was examined at some length on the break of gauge
had7e transhipment of goods. He gave several instances which
407ne under his notice of the great delay, inconvenience, and
111 q Sse that had arisen at Gloucester in the change of goods. He
The think any form of machine could remove the difficulty.
Committee then adjourned till to-morrow at eleven o'clock.

11i,
--""IrZELD, PONTEFRACT, AND GOOLE

LINE.

ttiThe '
r,
oratnittee re-assembled this.morning at eleven o'clock, and
les,nolecreidence on the merits of the line was tendered by the
eed r,
''°rnpson, from the office of Sir John M`Neil, was called,
Distitti`„,,arained by Mr. WILK'Ns—He had had considerable ex-
e" in railways, and was at present engineer.in.chief to about
thttrnnes in England, Scotland, and Ireland. He had carefully
ted Zed the ground over which this line was intended to be car-
-4474 he was decidedly of opinion that it was the best that could
iip ftetcd. The working gradients were unexceptionable, for with
4tlch,l°. a straight line between the termini at Goole and Wake-
tlttte°4l4:l only be shorter than the proposed scheme by three-
!hemsOf a mile. The schemes advocated by the adverse party
pop 4cParatively
valueless, because they effected no communica-
ontefract.
IttbiL
Pontefract.
C.E., and Mr. Thomas Stephenson, C.E., were
tattle."' that the estimates for the construction of the line were
ht.
Ng; Thornton, contractor, was willing to execute a bond for the
k,..4etion of the work at the estimates.
aldert „„ Gibbs and Mr. Cubitt gave evidence corroborative of the
krogineers.
tiller,,ll"rY Hunt had taken the value of land required for the
l'eginn'.' and the intersectional damage for miles of the line,
Nat Wakefield, and his estimate was 29,0001.
ettitili',L)erharn had surveyed the remainder of the line, and his
amounted to 23,9441.
1555;,,,,°1tar0, accountant, put in the traffic tables, which exhibited
eX "e of 46,0181., and, deducting 40 per cent. for working
D
e'„. left a clear profit to the promoters of 7i per cent.
tiliks'Ochanan, chairman of the Railway Company, Robert T.
k/fartin (father of the Member for Pontefract), and Mr.
'lol,..!!►,and surveyor, were called to speak to the damage done to,
Viii,:clenee of Mr:Smith (one of the opponents), which they
tOtikiLat nothing. The latter witness declared that the railway
th"°°l9 seen from the upper windows with a good telescope,
only for a few yards.
ket ~
:aALEIANDER then opened the case for the opposing pro-
trrsii,„ll4 contended that by the construction of twelve miles
Rts;:Y from Brecon to Goole, at a cost of 105,0001., every ad-
Znt be given to the district. The Learned Counsel then
laborious minuteness into every part of the evidence
tVidee's." the promoters, and promised that he should call counter
Ngee to show that the trade from Wakefield had been much
StiPerih:rated, and that Leeds, as an important town, was greatly
4t to conclusion of his speech their Lordships adjourned.

The' conavv.r.axa. nAxivr.a.y.
r
.-Ordships met at eleven o'clock, the Earl of Ellenborough
Theeehaie.
the evidence of Mr. Thomas, the engineer, who gave testimony
evidilevi°us evening (mentioned in The Sun), was resumed. ▪
eaa..nee consisted of dry engineering details, which have been
given
„ G •
aea ~°theY, w woreas examined yesterday, was re-called, and he
ssii "'at there eon the proposed Cornwall line 35 miles of
rYhaving gradients more severe than 1 in SO.
Ni
it thitlirnitiraetey. was
cross-examined at considerable length, but
erial was elicited.
it,andail, civil engineer, was next examined—Was engineer
4414, .irkenhead Docks, and constructed the bridge for the
44cti'r!ze* \Vas of opinion, that Captain Moorsom's testimony re-
hilt tort 't.tt the time occu ied in crossing the Hamoaze was not at all
Captain MooPrsorn said it would occupy only a minute to
th tr •
et a atus on the floating-bridge and shift them off again upon
I,4t,!:ls3t°oln_the other side.. This he thought entirely fallacious.
ht"e Of
t7lPy from eight to twelve minutes. He did not al,-
tid Mode of crossing the Hamoaze at all, for
not consider it at all practicable—he could not learn how
It rID 411 be
Managed that the rails on the floating-bridge could in
Iceweather Y - be brought up to meet those upon the landing
444 - that the trains would run with facility and ease from the
t,° the former, which was indispensable. His plan would be
h °- r
helloZ,enet.‘a
•sort of dock on each side of the Hamoaze, into which
Isell,ap:trori:gdhget, might be brought ; by means of piles he would
tracn"tra formed over it, and on this platform he would have
so that they could by a mechanical contrivance
kr. L.`l down from the platform to the bridge.
i°tcratividdQc, engineer of several railways, gave evidence cor-
-qatLi e°f a great part of the above. Thought it would occupy
tirepar
tloUr in crossing the Hamoaze with the trains, with all the
v,14,-Y operations on both sides of the water. Never saw.a
t4e SUCI. bad gradients as this. The ruling gradient on this
I,e driven exception on other lines. A fifty-ton train could not
Would faster than fifteen miles an hour. The expense of working
Tb: double that of an other railroad.
i
"all i• --"''oeke, civil engineer,y gave evidence adverse to the Corn-
-144 x nev
(tie_etion er se,en suc a collection of bad gradients as
'qs ,t., Med. 'r he curves were very acute, and the gra-
' Uniist . -eP m many places that ordinary railway speed could not
stained without great danger. rite e Earl of
oi of ELLENaoRoI:Git—NOW, Mr.. Locke, supposing the
etit "'. to be thirty or thirty-five miles an hour, what gra.
tir.1.3'01.1 consider should be exercised so as to prevent danger?
401.,0
ea
utojoenke—s
nlectebsisnakryw. when the gradient is more severe than 1 in
stop-Cd ELLE Naoßolluit—And what curve is it that you think cau-
Nrity.auvid be exercised at, supposing the rate of speed to be
kr t
_e or thirty miles ?
.4hte .-ocke—Unless there be cauticn exercised, I think there is
ltit,.r Where the radius is less than a quarters f a mile.
_7‘. Robert Stephenson,
engineer to the London and Birmingham
ith corroborated the evidence given by Mr. Bidder. A line
s'eh
wcurves and gradients as those on the Cornwall line could
light ercuked with regularity or dispatch, even conveying but a
Th afe• The
expense in any case would be very great.
Mrnittee adjourned at four o'clock till to-morrow morning

Tg
The en4LASGOW JUNCTION RAILWAY.
Proeeeded-Troittee assembled this morning at eleven o'clock, and
t°
the° tp_he consideration of the scheme which had been referred
Lord Bill ii7rl of St. Germans in the chair.
k.ord
ti -°f the 4:nePPoscd by the Harbour Trustees, Mr. Campbell,
nlr or of a portion of Glasgow, and by the Chamber
the pro """'S opened the case for the prinuo,....>. -
4t1(1 GI Posed line was to form a junction between the Edinburgh
the ii„ a'g°%, and the Glasgow and Ayr Railways. The length of
leogth"e about it mile and a half, and proceeded for the greater
from thbY means of a tunnel under the town of Glasgow,
on the Clyde to the Edinburgh and Glasgow
level
ICO injury would accrue to the house prolic
tle7elion/tungnu:lywas worked through freestone 50 feet beneath the
1500 f the soil. The capital for carrying out the scheme was
and , which would be amply sufficient for all the expenses,rs
There realise realise a very profitable return to the proprietors.
tere, were no engineering difficulties to be . enc
the
ee" in the construction of the line with. d
bee„P,llon o f the tunnel and tunnelling now-a-days
.dia r
I; rought to such great 'perfection, that engineers did not
.consi ea t"ailwait constituted any valid objection to the formation of
%It Y.
to Petitions etitionsfrom 19,000 of the inhabitants had been pro.
abi! in favour of the line, and he felt satisfied lie should be
tt: bring before the Committee such sufficient evidence as to
tou_ freat benefit the line would confer on Glasgow and the
ee„,ntrY generally, that their Lordships would unhesitatingly r -
Zlond its adoption.
tr4fEr magistrate and merchant of Leith, spoke as to:the
c between Leith, Glasgow, and Greenock, and also as to pr0,.,"°8
,.,"°8 corning from Belfast Leith. The proposed junction
_ be of immense importance in facilitating the transmission of
Gen..e.ral traffic to its ultimate destination.
suftr. Stoddart, late treasurer to the town-council of Edinburgh,
ti;P°sd as to the effect of the tunnel going from the terminus of
biee,P4linbUrgh and 'Greenock Railway, and also as to the conve-
ti, ",ce which the line of rails on the quay would afford for the
alnirnission of traffic to the vessels in the harbour.
of tisr: Burrell, manufacturer at Dumfermline, proved the extent
"e damask manufactures at Duinfermline, all of which would
e transmitted for shipment by the proposed line.
4.14 r. Archbold gave similar evidence as to the blanket and shawl
alinfactures.
lanai' J. Wilson, of Dundyven, said that the iron trade in Scot-
ton; ,4uring the last fifteen or twenty years had been from 50,000
Iva; '° 800,000 tons annually, being an increase of eightfold. There
1,0 every prospect of its being still furth A con-
Therable traffic in coal also existed to Irelandands the West Indies.
coati Proposed junction would be of great use in conveying iron and
to the water side for exportation.
tDO'Ir. Beaumont Neilson, civil engineer, and manager of the gas
tio'.s at Glasgow, said he had seen the plans of the proposed junc-
f 4 the°ri and considerethat it ent not only
1,1 coal traffic to the harbour, butwould be
also forconveni the general accom-
,°dstion of the public; and the laying down the rails on the qua
rather an advantage than otherwise. y
,At the close of the examination of the last witness, the Com..
'tttee adjourned till tomorrow at eleven.