The Sun.
London, England, 1845-06-12 00:00:00

GROUP K.

INIc3r,IVXCii A 2 EIZANDGN 3CANE.—EAST
13.1,17:1 lITLANCH.
The Committee on this line met this morning at the usual hour,
the members present being Lord Sandon (Chairman), and Messrs.
Martin, Cobden, and Ricardo. Sir Benjamin Hall, Bart., was pre-
vented from attending in consequence of a severe accident wench he
experienced last eeenine by a fall from his horse.
Previous to the resumption of evidence upon the lines,
Mr. CALVERT raised a preliminary objection to the preamble of
the East Dereham and Wyndham Bill, The 15th clause of the
Rahway Consolidation Act, S Victoria, cap. 20, enacted, " It
shall be lawful for the company to deviate from the line delineated
Am the plans deposited, provided that no such deviation shall
extend to a greater distance than the limits of deviation, de.
iineated upon the said plans, nor to a greater extent in passing
through a town, village, or lands continuously built upon, than ten
yards, or elsewhere to:a greater extent than one hundred yards upon
the said line; and that the railway by means of such deviation be
not made to extend into the lands of any person, whether owner,
lessee, or occupier, whose name is not mentioned in the books of
reference, without the previous consent in writing of such person,
unless the name of such person shall have been omitted by
mistake, and that the fact such omission proceeded from
mistake, shall have been certified in manner herein stated, or in the
*pedal Act provided for in cases of unintentional errors in the-mid
books of reference." The Lands Clause! Consolidation Act,
S Vie. c. IS, amplified and confirmed that provision. The second
section of that latter Act directed that the expression "the works,"
or " the undertaking," should mean the works or undertaking of
whatever nature which should by the special Act be authorised to
be executed. The interpretation of the Act, and the particular
clause in question, could not, therefore, be questioned; it only remain-
,ed to ~tale what were the exact limits of deviation as allotted by the
Legislature. The II th section of the Act of Si Vic. c. 20, enacted
that, " in making the railway It shall not be lawful for the Company
to deviate from the rules of the railway, as referred to the common
datum line described in the section approved of by Parliament, and
as marked on the same to any extent, exceeding in any place fire
feet, or in passing through a town, village, street, or land, con-
tinuously built upon two feet, without the previous consent
in writing of the owners and occupiers of the land in which such de-
viation is intended to be made." The limits of deviation being
thus specifically defined, he would show the Committee what had
been the course pursued by the promoters of the East Dereham and
Wyndham line. In the construction of railways the Legislature
compelled the companies to be within the limits of deviation, and
also in the schedule, when they would interfere with houses ; but
en the crossing, or obstruction, or encroachment, of roads
it was necessary to be within the limits of devia-
tion, without the option of appearing in the schedule.
The subject at issue resolved itself, therefore, into the simple
question—Did the promoters of this Bill keep themselves within
the limits of deviation ? Mr. Bidder, when under examination,
had given a complete and satisfactory answer to that question, and
put at once the subject, and the existence of the Bill, beyond dispute*
]me on
witness, in reply to a Learned Counsel, had stated that the
ham,
the road just outside Wendharn,Ton the way to East Dere-
devi,;ionxtended a little more than a chain beyond the limits of
Such evidence, if standing alone, would be conclusive ;
but the plans put in concurred in and confirmed the statement.
Ile contended, therefore,that the requirements of the Act of Par-
liament being explicitand
peremptory, and the deviation of the
railway equally
unquestionable, the error was fetal to the future
progress of the Company, and that the preamble of their Bill
must be rejected.
Mr. Utuosv, •
in reply, contended that the scheduling of property
Vies not confined housespromoters
ote Bill
but was allowable also to roads and
lands'. The of the
had put the road now complained
of in the schedule, and therefore were inflicted corn.
pensation would be made, and thus tyheindTculty suggested by his
Learned Friend was obviated removed.andiu
Mr. JAMEe;, in connexion with Ir eIVERT, urged the deci-
sion of the Committee on the Cambridge, a,nfd Lincoln line yester-
day, when they declared the preamble
and contended
that Bill not proved,
iw consequenca of a similar error in the
that a strict compliance with the clauses oPfanth:e
Railway
eiolictation Act was absolutely indispensable, otherwiseilway Con_
land-
owner on the line, haying carefully inspected the plans a
and sections
as deposited, might find that the line would not interfere with h
property, and neglect to oppose its construction, when subsequentli;
a change might be reade in the plans which would materially in-
jure his property, while he would be precluded from opposing.
The Committee, after a short consultation with the Speaker, de.
cided that the objection was not tenable.
Tt;e examination of witn?sses was then resumed, but the cvi.
deuce teat merely a formal proof of the population and distance
tablas, and wholly divested of interest.
At four o'clock the Committee adjourned till Friday.

GROUP KK
LIVERPOOL AND BMW LINZ.
The Committee resumed at the usual hour, Sir C. Lemon in
the chair.
At the commencement of the proceedings it was formally an-
n our,ced that a compromise bad been entered into between th•

promoters of the Liverpool and Bury line and the Liverpool and
Manchester Railway, by which the difficulties regarding the sta.
Lions and tunnels at Liverpool would be obviated, and also that the
line would deviate so as not to interfere with the factory of the
Messrs. Gray. The precise nature of the compromise will be an.
nounced to-morrow morning.
Mr. WILKINS appeared in support of the Haig branch, which
was left undecided upon by the Committee, and which
is petitioned against by several landowners. It
had been attempted to show (observed the Learned
Counsel) that the line was made for the sole benefit of Lord Balcar-
ras, but such was not the case. The line was devised for the be-
nefit cif-several colliery and mine-owners, Messrs. Halliburton,
Thickness, j.ee, Squires, and Lamb amongst others, men exten-
sively engaged In the business; besides it should be recollected that
it had been proved by the most satisfactory evidence that the line
would-pass through the richest part of one of the finest coal- fields
In that part of England. In fact, there were 18 or 19 mines upon
which the line touched.

Mr. SMITH said: he appeared for Nfr. Walmesley, through whose
property the Haig branch passed. There were a large number of
landowners along the line, who would be inconvenienced by it, and
who dissented, but Mr. Walmesley was the only petitioner.
The CHAIRMAN, after some deliberation, said the Committee had
agreed that that portion of the project called the Haigh branch
should be struck out of the schedule.
Mr. WILKINS said he appeared on behalf of the Manchester and
Bolton Railway proprietors to oppose the Patricroft branch. The
branch was unnecessary, and its only object was to save three
miles in distance on the Liverpool and Manchester line. It must
be made at a very considerable outlay, and would interfere mate-
rially with the traffic along the Liverpool and Manchester line.
The CHAIRMAN said it was the unanimous opinion of the Com-
mittee that the Patricroft line should pass, subject, of course, to the
usual clauses.
There now remained but the two reserved points above-men-
tioned, and the objections to the Wapping station at Liverpool.
Mr. HATHERTON opposed the Wapping station, on behalf of some
landowners, and the trustees of a deceased gentleman, named
Foster. Wapping was a great thoroughfare, and great public in-
convenience would occur by crossing it.
Some evidence was then gone into, but It was finally left over for
a private arrangement.
SOUTHPORT AND EUXTON BRANCH.
Mr. Sergeant KINGLAKE appeared in support of this branch.
The object of the Bill, he said, was the formation of a line of rail-
way passing from the North Union Railway, at Euxton, along the
Preston line to Southport, touching at Rufford. Southport was
a great bathing place, and was greatly used as such by the inhabi-
tants of Manchester, besides the communication between South.
port and Rochdale, Preston, Burnley, Bradford, Leeds, and in short
with all the first towns of Yorkshire and Lancashire. Southport
was a town of modern growth, having grown up within forty years.
and contained about 8,000 inhabitants. The Board of Trade had
suggested the postponement of this Bill, but it had not then con-
templated the formation of the Liverpool and Bury line, which had
been sanctioned by the Committee, and which entirely altered the
case. The line was only fourteen miles long, and went from Euxton
to Southport by the shortest possible route.
Mr. James Lees, a merchant in Manchester, stated that the po.
pulation of Southport had of late years rapidly increased. A great
deal of money had been recently expended in making promenades,
baths, building hotels, &c. The people of Manchester were in favour
of the project, and the physicians recommended bathing as
very salubrious. The people of Southport were about to apply
for police and to have the town lighted by gas. The present dis-
tance from Southport to Euxton was twenty.two miles, and the
journey from Manchester was very tedious and unsuited to invalids
The line would accommodateßlackburn, Bolton, Rochdale, Burnley,
Hay ward, Leeds, Bury, and all that district on the east side of
the North Union Railway. The present route from Manchester to
Stockport occupied four hours—by the projected one people could
travel in two. Saving of time was a great object to a mercantile
community like that of Manchester. A double line of railway from
Euxton to Southport would cost about 150,0001, could be com-
pleted in twelve months, and was free from any engineering diffi-
culties.

Mr. CALVERT appeared on behalf of the Lee, Preston, and Orms.
kirk Railway Company, and was about to cross.exatrone the wit-
nesses, when

Mr. Sergeant KINGLAKE objected to his appearance, as they were
not competing lines.
Mr. CALVERT replied, and
• • '

The CommirrEE decided that Mr. Calvert had a right to be
heard, and the Learned Counsel proceeded to cross-examine the
witness.

A person dressed in black casne forward and said he was the
Rev. John Williams; he had sent in a petition and wished to cross-
examine the witness as to one matter he had stated, viz., that
about a month ago he had seen fifty or sixty people at Euxton who
had been travelling on to Southport.
The CHAIRMAN granted the permission.
The witness, in answer to questions from Mr. Williams, said
that he did not know whether the public-house would be injured
by the line or not, as out of the fifty or sixty travellers who stopped
a while at Euxton on that day, be had not seen more than nine or
ten go into the public house.
Mr. Sergeant KINCILAKE—IS not that a beer-shop ? Witness—
I believe it is.

Mr. Sergeant KINGLAKE—A barn that had been turned
into a beer-shop P Witness-1 believe co.
_

Sergemit KINGLAKE—To whom does it belong ? Witness—To
that clergyman there (pointing to Mr. Williams.)—(Great
laughter.)
Mr. Williams—lt is part of the glebe.
Sergeant KINGLAKE—They seal bad beer there, I believe.
Witness—No; I believe very good.
Sergeant KINGLAKE—Then the passengers were not thirsty ?
A MEMBER of the Commitrzz—Why, this will be as good as an
advertisement for the house.

Mr. J. Leas, a merchant and manufacturer residing at South•
port, gave evidence in favour of the projected line, as did Mr.
William Hill, a merchant residing at Manchester, who frequently
visited Southport.

Mr. Lineger, a farmer residing near Southport, gave evidence as
to the traffic which would be carried on the line. _ _

Other evidence was given in support of the project, and the
Committee adjourned.

GROUP L.
PORTSMOUTH ATMOSPHERIC LINE.

The Committee resumed this morning at twelve o'clock, Mr. E.
I. Denison in the chair, when
The CHAIRMAN announced that the Committee had decided that
counsel might cross-examine on any point involving expense.
Mr. Samuda was then again called, and replied to Mr. Coes..
puree, that with reference to the error which had been assumed
in his papers of yesterday, he had ascertained that he bad omitted
one-half of the haulage at the Epsom station, and the consequence
was, that 171. 6s. per mile must be added to the working expenses,
making the working expenses 3681. 14s. Id., instead of
3511. Bs. Id. for working per mile thirty trains a day, and for
twenty-four trains 3181. With respect to the leakage per mile,
the amount was 186 cubic feet per mile per minute, according to
Mr. Stephenson on the separation of the longitudinal open
main from the close main. But at Dorking there was a longitudi-
nal main nearly 500 feet long, that is in the working
main, and the total there was 556 feet in the two while Mr. Ste..
phenson's are 471 cubic feet in the two, but subsequent ebser.
vation showed 360 cubic feet in the whole. The air which
leaks into the tube leaks in an atmospheric density, but the air
pumped out was at the density of the air in the main, so that for
every cubic foot of air leaking into the tube, two feet had to be
pumped out. But this introduction of atmospheric air into the
tube would affect the speed during the 18-inch tube for one mile,
assuming 20 inches barometer, from 186 feet per mile per minute,
the average barometer for taking the train being nine inches.
The tine rose, during thirty miles from Epsom, ten feet per mile,
and during the remainder of the line it fell fourteen feet in a mile.
There was an average traction to exert, for an up and down train,
of 10ilbs. per ton. Taking a train of 50 tons, and multiplying
that by 10i, he had 525 tons to overcome, and taking the mercury
at 9 inches, he would have 9601b5. to overcome, including 3601b5. for
atmospheric pressure in opposition, and 40Ibs. for contingencies, by
an 18-inch tube, with 8 inches of mercury, the travelling speed being
45 miles an hour. With these premises the effect on the velocity
would be to reduce it, at the end of three miles, to nearly nine
miles per hour below the speed at which the engine was drawing the
air from the tube, in consequence of leakage only. In the experi.
ment No. 6, in the report of the Select Committee on the atmospheric
principle, it was stated at the 50th post, at the distance of % of an inch
from the engine, there was a difference of one inch in the baro-
meter, the speed being forty miles an hour, and this would in-
crease theoretically, but it wore(' be very little indeed, so small
that he did not appreciate it, or take it into his calculation. He
had followed out that experiment in two instances, and had found
the difference very constant. Throughout this experiment there
has been a difference of one. and.a.half, whether the train was
m,ving at thirty or forty miles an hour. Under all the circumstances,
at the pump end of the tube the air would move out of the tube
at the same velocity whether the piston were in motion or not.
The assumption of the opponents of the atmospheric principle was
founded on the experiment of driving a gas through a tube filled
with air by the pressure of water from behind. In that case the
gas had to contend with the air its the tube, which just as it forced
its way through the centre of the column of air, encountered a
resistance by the pressure of air upon the sides of the tubes, and they
conceived that as the speed was increased, the resistance in the
tube would oppose the progress of the piston, and thus to a great
extent neutralise the power, and, of course, reduce the speed.
Mr. Hawkesley, in his evidence before the Select Committee, had
assumed that to overcome a resistance of 151bs. on the Inch,
with a speed of forty-seven miles an hour, it would be
necessary to obtain a plenum, and then to form a per-
fect vacuum to allow this plenum to act. But in the
atmospheric railway tube the air was to be exhausted, and though
it was impossible to form a perfect vacuum, yet the air might be
pumped out to such an extent as to take 9,999 feet out of 10,000,
and all the opposition the piston would have to encounter would
be one foot of air rarified to one ten.thousandth of its previous
density, which was nearly equal to nothing, so that the fallacy lay
in the supposition that nothing being in the tube
the piston would be impeded and the power consequently
neutralised by what was in the tube. _ _ _

To the inquiries of Mr. ALEXANDER, Mr. Samuda replied that
all costs of leakage, depreciation, atmospheric resistance, and
every other similar contingency had been included in his estimates
of expenses. The cost of engines, at each station, he assumed
to amount to 130/. a year, and the depreciation of one
per cent, un the cost of the engines. As respects
the cost of locomotive engines, it appeared from the
evidence of Mr. Locke before the Select Committee of the
House of Commons, that during the year 1844 the engineers on the
the South-Western Railway had travelled a total mileage of
662.000 miles at a cost of 41,249/., the trains being on an average
of 38* tons. On the proposed atmospheric line, with thirty trains
a day, the mileage would be rather less, being 657,000 miles, and
the expense would be about 22,000/., each train carrying 50 tons.
The difference was aggravated by the circumstance that on the
atmospheric there wire gradients as much as 1 in SO, while on the
South-Western line the gradients were remarkably easy.
To the inquiry of Mr. M. MinNes, Mr. Samuda replied that there
would be no diiliculty whatever in a locomotive line traversing an
atmospheric lane; and to Mr. OSWA LD, that the additional
cost for forming a double line, allowing for the ad.
vantages he possessed in the double engines, would be
about 130,0001., and there would be about 18,0001. to 20,0004
f, r increasing the engine power, making 420,000/. for a double
line against 270,000/. for the cost of a single tube line. The
trains would pass down the plane of 1 in SO at a speed of 40 miles an
hour, and at 33 miles an hour where the pane was 1 in 100. In
addition to this there was the advantage of being able to stop the
trains with much greater facility than they could in a locomotive
line, as at Dorking. Where the line was on a slight incline they could
bring a train progressing at a rate of 40 miles an hour to a state o.
rest within 250 to 270 yards. The expense of keeping an at-
mospheric line was % ery much less than a locomotive line. There
was a good instance of this in the Blackwail Railway, which re-
sembled an atmospheric line in the circumstance of no locomotive
engines passing over it, and there the rails which had been
laid down five years, were in as good a state as when first
laid, and the expense of repairs was perfectly inappreciable. In
the event of the atmospheric principle proving inefficient, the line
could easily be made a locomotive line. They had, however, ex-
perienced no irregularity whatever during two years in the appa-
ratus. There was no doubt whatever that the whole of the line
could he executed within two years.
Mr. Cubitt, the eminent engineer, had surveyed the country
year fur the proposed line. He had recom-
mendedlast
Other braneheGs" had ah,o amonghee
n otherssur e y
several branches,oresurveyed,
a n
dt o a
.Cohni
g-
one to Reigate. That anudilibt
Chester, arid a tratich to, Guilford
Chichester
h ebeente,
branch
eebut
not surveyed.
linel u t the deposited plans, prlaann st.h r
titnlah
The line had been assimilated t•
them
included
de d
was well adapted for the 'ueh an undulating country, and
not included in the atmospheric system. The engines were
estimates, but might be obtained from the
best makers for 5,0001., and the engine houses
1,000/. to 2,0001. each. He had calculated the line
would cost
line, which was quite sufficient for the purpose; and as a single
much business as they could do, the country L
be very
well
served, and the Company very well paid ; but the would
perfectionhad as
of
atmospheric travelling, in his opinion. would be to have a
double line all the way, and start a train every five minutes from eac4

end. He fully comfit med the evidence of Mr. Joseph Cubitt respecting
the gradients, speed, and tonnage; and also that of. Mr. Samuda,
on the working expenses. The line might be worked by loco-
motive engines, but more expensively, as there were many railways
now in work with much more severe gradients. One on the Bir-
mingham and Gloucester line was 1 in 37, which was in actual
work; and there would be no difficulty whatever in detaching
carriages from an atmospheric train, and attaching them to a
locomotive train. It had been originally intended that the pro-
posed line should form a connexion between Portsmouth and
Chatham, and that was one of its principal objects. There would
be no difficulty whatever in turning the single atmospheric line
into a double one without interrupting the traffic. Low fares
would also largely increase the traffic as was evident in the case of
the Croydon line, where the receipts, with the low fares, were
8,000/ against 14,0001. for the high fares. The Croydon Company
were now laying down a third line of rails on the atmospheric prin-
ciple, there being about five miles completed at present. He had had
a negotiation with the Greenwich Railway Company respecting the
bringing the atmospheric principle to London-bridge, which came
to a successful termination, in consequence of their greater advan-
tage from the low fares, they getting more from a toll of a halfpenny
than the others did from one of fourpenee. The Croydon and
Epsom line had also been purchased for the purpoae of laying down
the line on the atmospheric principle. The line had been urged
on with as much expedition as they possibly could, but circum-
stances—the novelty of the thing, and the number and variety of
his own engagements—had prevented it being formed so soon as he
had expected, but two-thirds of the capital had been paid up, and
the engines had been contracted for with Messrs. Mandalay, and
the rails and tube with the Colebrooke Dale Company. The latter
party had, however, been unable to complete their engagements,
and the winter had been very bad. No time, however, had been
lost that could possibly be avoided, and the land contracts for the
Epsom line were all in progress, and a great part of the land was
already purchased. They were about to construct the works on
the Croydon Railway double, and the tube on that line would be
15-inch, their gradients being better, the gradient of 1
in 100 bearing the same relative proportion to 1 in 8 in
the power necessary to work it as a 15-inch pipe
does to an 18-inch pipe. He was aware that Mr.
Brunel had proposed to send the mail train sixty miles an
hour by a 15-inch pipe, and he believed that he would do it, if the
gradients were not severe. The power of a 15-inch pipe to an
18 inch was as 225 to 324, being'the square of the diameter. Mr.
Cubitt exhibited a diagram of a crossing-place with two station.
platforms, to show how the trains were to cross each other. It
showed two parallel lines of railway with two diagonal communi-
cations, one at one end from the upper to the lower rail, and an-
other at the other end from the lower to the upper rail. Before the
rail reached the diagonal crossing at either end, there was a mark to
show that the tube stopped there, as it was intended for the im-
pelling power to cease at that point, and for the trains to pass up to
the station levels by the momentum, and then to be carried for.
ward to the other tube, by a series of eccentric wheels. There was
a particular means of directing the trains precisely to the other tube
which they had to use. The crossings were to be effected by
moveable rails of about seventy tons at once. The stations were
placed on different sides of the railway, and were so placed that
the beginning of one level should be just opposite the termination
of the other. The whole apparatus and moving power would cost
about 3,000/., and the trains were to be so timed as to arrive at
periods when they would not interfere with each other.
To the cross-examination of Mr. Sergeant GUNNING (by whom
most of the inquiries which elicited the evidence just given had been
put), Mr. Cubitt replied that he founded his calculations of the re,
sistance to a carriage moving at a velocity of 40 mites an hour up
a plane of l in 89, on the data of allowing 71bs. a ton
for friction, the gravity for what was worth, the rule
being a relation between the weight' of the train and
the steepness of the ascent. The resistance of the
atmosphere he calculated at half a pound per square foot for every
twelve miles an hour,and then multiplying the area of the train by
the squares of the velocity. He allowed nothing for the friction
of the air within the tube, but, of course, the friction would be ac-
cording to the tenuity of the air. A greater power would, in his
opinion, be required to move a locomotive train over a summit than
to move an atmospheric train, because the former had the engine and
its attendants. In addition to this, there was a principle deve-
loped in the atmospheric plan which occasioned the pumps to
work with greater force as the train rose on the
plane, so as to carry a train over a summit
which a locomotive engine could not surmount even without a
train at all. A plane of 1 in 3 would stop a locomotive. An
18-inch tube, with a 10. inch vacuum, would carry a piston-car-
riage weighing about six tons over such a plane, and the farce to be
exerted would be about one. third more than the weight.
To the inquiry of Mr. M. MILNES, as to whether he had over heard
of a proposal by the Atmospheric Company to the Sonth-Western
Company to delay their project until they were in a position to
show some experiments.
The Committee then adjourned.

GROUP LL.
THE LONDON AND SOUTH-WESTERN
RAILWAY EXTENSION.

The Consmittee eat at twelve o'clock this morning, and con-
tinued to hear additional evidence against this Bill, from
Lambeth, Bermondsey, and Southwark, showing the injury
that would accrue to trade and property in those parishes
by the construction of the proposed extension. Messrs. H. Harpe
Richards, Light, and Peel, were examined. Their evidence
chiefly tended to confirm the statements already made in opposition
to this Bill. Evidence was then taken as to the character of the
property in those localities, which would be depreciated by the
extension.

After having heard the entire of the evidence against the Bill
the Committee postponed the consultation of the clauses.

RICHMOND RAILWAY.

The consideration of this railway Bill was next entered into by
the Committee.

Mr. Locke, the engineer of the line, was examined in favour of
the project. His evidence tended to show that there were no en
gineering difficulties to be encountered in the construction of this
line of railway. It was intended that this branch should run
into the South. Western line. The entire expense of it would
amount to 200,0001.

Mr. Chapman was examined as to the traffic. It appeared from
his evidence that it would he doubled in consequence of the forma-
tion of the railway. The amount of the total present traffic was
37,372/. 12s. ; when doubled by the railway it would amount to
74,7451.45.
Mr. Darnell. a bookseller at Richmond for the last fifty years,
was examined as to the insufficiency of the present means of con-
veyance.

Mr. Hudson, who stated that be was a Richmond omnibus-
driver, was examinel to show that the inhabitants of Richmond
were favourable to the intended line, and that the number of pas-
sengers every day from Richmond to London was such as to en.
title them to it.

After hearing further evidence to the same effect the Committee
adjourned at four o'clock.

GROUP MM.
WEST LONDON R.IiIVIVAY.
Mr. GRANVILLE VEasoN in the Chair.

This line, it is proposed, shall commence at the terminus near
the basin of the Kensington Canal, in the county of Middlesex,
and shall pass through the parish of St. Luke's, Chelsea, and ter-
minate in a field abutting on the river Thames, in the said parish
of St. Luke's.

The promoters of the Bill were represented by Mr. Kindersley
and Mr. Hope. Mr. Montague Chambers appeared to support a
petition of Lord Kingston against the Bill.
The Learned Counsel then opened his case by stating that the injury
that would be done by the proposed line to the property of his
noble client would be great. It would destroy the plans for build-
ing, independent of which the Kensington Canal was quite suffi-
cient for all the purposes of traffic which were contemplated
by the proposed railway, and the interests of those who resided on
the banks of the canal would be greatly injured. The Learned
Counsel then called the following witnesses in support of the
petition :

Mr. Martin Joseph Studley, surveyor, produced a plan of the
estate, and stated that the proposed line would greatly
injure the estate. It would pull down eighteen thousand buildings,
independent of which it would destroy the plans for the erec-
tion of contemplated buildings, and which were let on lease
to be built upon. The depreciaticn of Lord Kensington's
property would be great. There are five wharfs on the banks of
the basin which would be injured. Witness could not say what
money would compensate his Lordship for the injury done to his
property. _ _

_
Cross-examined—The property which would be injured was now
in cabbage gardens— (Laughter) —and all the injury which wit-
ness described was the invention of his own conception.—
(Laughter.) The houses which would be pulled down were
chiefly occupied by 'corking people. There were some first.
class houses. He was of opinion that the construction of
the proposed railway would prevent building. One thousand yards
of Lord Kensington's property would be cut up.
Ihe CHAIRMAN observed that the question of value would be
decided by a jury, and it was not for the Committee to decide that
point.

Mr. Thompson, Secretary to the West London Railway in 1836,
stated that a clause was then introduced for the purchase of the
Kensington Canal, which at high water was navigable; at low
water it was not so. The traffic on the canal was considerably
increased.

This witness was cross-examined at considerable length, but
nothing particular was elicited, except that the sum claimed by
Lord Kensington was upwards of 15,0001.
Mr. Samuel Beasley confirmed the statement of the previous
witnesses as to the injury done to the property of Lord Kensington.
Mr. William Collins gave a further confirmation of the injury
done to Lord Kensington's property.
Mr. Richard Stawhaim stated the quantum of traffic on the canal.
Mr. CHAMBERS here closed his case on the part of Lord Ken.
sin gt on.

Mr. B. ANDREWS then opened the case on the part of Mr.
Prosser, the inventor of the atmospheric railway, and his Company.
There was a strong animus exhibited in the Learned Counsel's
statement ; until the law of libel is more perfectly defined we ab.
stain from giving his strong expressions in the zeal of his advocacy.

The Learned Counsel had not concluded his statement when the
Speaker was announced to be at prayers,

GROUP P.
THE SOUTH WALES RAILWAY.

On the re-assembling of the Committee this morning the exami-
nation of Mr. Fisher was about to be resumed, when
The CHAIRMAN observed that the Committee had been engaged
in considering the letter from the Admiralty respecting the manner
in which it was proposed to carry the railway over the Severn,
and they wished to know when it would be convenient for the
matter to be discussed.

Sir T. PHILLIPS replied that the subject which had been alluded
to by the Committee could be most legitimately discussed when
the engineering evidence should be gone into. He would take an
opportunity of consulting with his Learned Friend Mr. Aus-
tin in the course of the day, if the Committee should
approve of the passing of the preamble. The whole
of the evidence that would be adduced on the matter
would be printed, and if the Admiralty should still remain unsatis-
fied as to the practicability of crossing the Severn in the proposed
manner, the promoters of the Bill were prepared to insert a
claese forbidding them from constructing the bridge until the full
acquiescence of the Admiralty should be obtait.ed.
The examination of Mr. Fisher was then continued. He was
examined in detail as to the amount of traffic to be expected on
the proposed line. It appeared that the number of miles that would
be travelled by the passengers in the aggregate would amount to
25,900,697 miles. He had divided the passengers into three classes
consisting of the first class, who would travel 6,147,037 miles at
3d. ; second class, 14,222,149 miles at 2d.; and third class,
5,531,511 miles at Id., making a total of 25,900,697 miles
travelled by passengers. The revenue that would be derived from
this source would amount—for first-class passengers, to 76,8371.
19s. 3d. ; second-class passengers, to 118,517/ 18s 2d. ; third-
class passengers, to 23,0471. 19s. 3d., making a total of '218,403/.
16s, 83. as the annual revenue. He had prepared a state-
ment of the goods, merchandise, and minerals that were likely
to be transmitted by the railway, which he had classified in the
following manner:-183,000 tons, conveyed for any distance not
exceeding six miles, at Is. per ton for the whole distance;
166,568 tom, from six to ten miles, at Is. 4d. per ton; 216,481
tons, from ten to twenty miles, at 33. per ton ; 363,011 tons, from
twenty to thirty miles, at 4s. 6d. per ton ; 89,645 tons, from thirty
to forty miles, at ss. 6d. per ton ; 150,912 tons, from forty to fifty
miles, at Os. per ton ; and 93,952 tons, travelling various dis-
tances exceeding sixty miles, had been estimated at 1 1/id. per tun
per mile.
The entire revenue to be derived from the

sources of goods, merchandise, and minerals,
would amount to
From carriages, horses, and dogs, estimated at
5 per cent. on the passengers' traffic 10,920 3 4
From the carriage of the mails 15,000 0 0
From passengers... 218,403 16 8

Making a gross total revenue of £428,483 0 0
From which 40 per cent. being deducted for
working expense.

171,393 0 0