The Sun.
London, England, 1845-05-17 00:00:00

RAILWAY

COMMITTEES.

(VESTERDAY.)

Group F.

The Committee re-assembled at twelve oclodi this day,
the Right Hon. F. Shaw in the chair, and proceeded with
the inquiry into
THE LONDON, WORCESTER, AND SOI7TH STA.F-
-_ _

FORDSIIIRE RAILWAY

Mr. P. Clarke examined by Mr. llons:—Has been in the
service of the Midland Railway Company. Woe super•
intendent of the general traffic on the Hue. The
amount of goods traffic taken on part of that line
was 20,000 tons per year. It has lately amounted
to 50,000 tons per year. 'This quantity patsea up to Birming-
ham from the Midland line and the Grand Junetion. The
change of gauge at Gloucester had greatly diminished the
traffic. The delay has been so great that the canal took the
greatest part of the goods traffic. There is canting from
the Gloucester line 10,000 tons of salt per annum.-
7,`200 were brought by the narrow gauge. Bringing
up the broad gauge to *Rugby will greatly diminish the
coal traffic on the Midland line. The tratiie in goods must
be lost to the railway on the change of guage, inasmuch
the waggons to heed parts would reach their journey's end by-
the time the transhipment, could take place. The tranship-
ment should take place where the break of gauge occurred.
- The Witnese was not cross-examined.
Mr. Wm. Hanson, examined by Mr. Hone—ls Manager 0
traffic on the Eastern Counties Railway. That line proceeds
to Colchester 51 miles, and to Bishop ".torttisrd 32 miles. and
further on, making in the whole 83 There had been
a change of. gauge, which cost the Company 50-WOL This
change of gauge was occasioned in consequence of coming
in contact with other lines—the Yarmouth and Norwich and
the Northern and Peterborough—these lines being on the
narrow gauge. The Eastern Cennties anticipated the great.
delay which would arise, and consequently changed their lice
from the broad in the narrow gangs. Some mechanical
contrivance had been-suggested to remedy the inconvenience
which would arise, het the Company thought, it better to
alter the gauge at once. The larger carriages for traffic
were most inconvenient. for short stations, as more hands
were required to shift the goods. This transhipment
took place more especially at short stations, in conse-
quence of there being goods in the carriages destined for
other parts of the line. His objection to the large trucks
sm.; on commercial grounds; they occasioned great delay
and considerable expense without any advantage. The
Eastern Counties line travelled thirty-two miles •in a time
varri inerom thirty-seven to forty-one or forty-two minutes.
This speZal commenced within. the last three weeks. and it
was perfectly safe and convenient to passengers. The former
rate was twenty-five miles, in the same time. For the last_
three years gentlemen going to the races were taken at the
higher speed, and they were well satisfied with the mode ci'
conveyance and the safety of their lives —(Great laughter.)
From this increased rate of speed the Company had no ap-
prehension of danger; in point of steadineas, the narrow
gauge was as safe as the broad gouge
lines. -
Cross-examined by Mr. COCKBURN—The speed just men-
tioned was the same on the North Eastern. There were
two trains running daily at that rate of speed. The two
trains we're independent of the mail trains. The first left at
a quarter past nine, and the other in the evening. The time
this rate of speed actually commenced for general passenger
traffic was on the Ist of May inst. Attached to that train
are the luggage-trucks, and a horse-box, and it was intended
to run during the year. The junction with the other lines
was effected through - the points, and the carriages which
stop at that place were shifted into the sidings. The traffic
was very large in hay, wool, malt, and flour. It was carried
on four-wheel waggons ; all the six-wheel waggons on. the
line were about to be done away with, inasmuch as the
smaller and lighter carriages answered best.
Mr. George Hudson, chairman of the Midland Coun-
ties Company, examined by Mr.- Ansma—The Mid-
land Railway to Derby, Birmingham, Rngby, and
other places will eaahlish a communication with
the. whole north of England and Scotland, now that the
Hull and Selby line is leased to the Midland Company. • Was
of opinion that the identity-of gauge should loa kept up on the
present line, It' by experience he found the broad gauge
necessary to the advantage of the public, lie would recom-
mend it ; and on the other hand, if the traders approved of
the • narrow gauge, would favour its adoption. Thought
the narrow gauge would give as much convenience
to the public as the broad one. In resnect• of speed,
AS much could be accomplished by the - narrow as
the broad gauge, with as much safety and convenience to
the public ; meant on the North Midland line More parti-
cularly. On the 2d of- September last, on the York line
they took 960 tons of manufactured goods on two trait*
and they had subsequently taken 95 waggons with one en-
gine, there being about four tons of goods in each
waggon, the latter being three tons each in
weight, making a total of 665 tons to -one train.
Took down about thirty-four carriages with one
engine for about ten miles, at which part of the line there are
thirty tieing running daily. It was done with the greatest
safety. The receipts of the North Midland last ve.ar were
600,600/, or very near that sum, and it might. be *set down
at that per annum. Where an additional engine was-
quisite
to get the goods train down in tints no company
could be so foolish as to object to put it on, -for • the public
paid in return by the increased traffic.

By the CietnimAN—The cost of an additional engine wag
not more than 300/. per year to any ct mpany. and it was an
item too small to prevent them adopting the extra power in
cases of necessity.
By Mr. 11°m—ft was to the interest of the companies
generally to supply an extra train in an emergence,
the Midland Railway for ten miles of the line. 'NorinantOn
to Leeds, there were sent daily 5,000 tons of goods, and that
quantity could be doubled with the greatest safety. Had not
the leastdoubt the present trailers were in favour of the narrow
gauge, and the traffic would he greater on that than on the
broad gauge. At Kest lit they ran down In to I.Uodort to
York in seven hours and a half, and to Newcastle in ter. hours,
and a half, which is three hundr.sl mike. The latter could-
Ile done in nine hours with great safety. They were
the first to introduce two large engines on the line,
which would- run away with twelve carriages in
no time.—(Laughter.) A transhipment of gocds at any
place was a great inconvenience. With refemnce to. Bristol
the transhipment of goods would be of less conseqUence there
than at Birmingham, inasmuch as there would less goods
to tranship at Bristol.
Mr. Hudson was briefly cross-examined ley Mr. COCK.
nuns, but nothing of sny interest was elicited. •
Mr. James I3hiaidd, of Swansea, Vice-Chairman of the
Welsh midland Bailway, gave evidence in .-fa Your of the
narrow gauge.
Mr. 3lutitz, M.P., examined by Mr ArSTlN—AttentW
a meeting held at Birmingham in reference to a cenitinnation
of one gauge front Bristol to Birmingham. Was largely con-
nected with merchandise at Birm'nghatn. The merchants
at that place were greatly interested in haying an unbroken
gauge, but they did not "are which gauge was adopted. Com.
petition was very good at present, I.mt not where three rail-
ways competed. It could he better managed lt,y an Act of
Parliament..
. .
Mr. -Arserm informed the Committee that Mr. Stephen'.
son, their engineer, was under examination in another room.
and he trusted they would adjourn till Monday.
The Committee then adjourned till twelve o'clock on
Monday.

Group V.
NEWARK AND SHEFFIELD LINE.
The Committee, consisting of the O'Conor Don (Chair-
man), Mr. Hope Johnston, Mr. J. A. S. Davies, Sir Denham.
Xorreys, and Sir John Rae Reid. re-assembled this morning..
to hear further traffic evidence.
Mr. Johnstone, draper, in Newark, was called, and stated
that the present defective mode of communication between
Manchester, Barnsley, lludderfield, Re., entailed the greatest
disadvantage on the drapers of that town. Ile was sure that
the projected railway had received the sanction of the inha-
tants of Newark.

- Richardson, clerk to Giltstars hotel and coach-office,
gave the number of coaches that left Newark daily, to the
places on the line of railway. He was sure the passengers
would, on the completion of the railway, go by it.
Ni', Probed, a butcher in Newark, bought beasts in the
districts around Newark, which he chiefly sent to the Rother-
ham market. The railway would les'sen his expenses at least
one-half, besides preventing the great deterioration of his
cattle consequent on the fatigues of a three days' journey. -
Richard Greenall. thread manufacturer at Mansfield, said
that at present he suffered great loss from the uncertainty of
the ccmmuuication with Lancashire. The railway would
remedy that eyi!.
Henry Morris, land-agent and maltter in the town of
Mansfield, corroborated the last witness's evidence.
Charles Medley, Mansfield, the owner of quarries *hies
supplied the stone for the New Houses of Parliament, Trafal-
gar-square sod several public, monuments, produced specimen.'
of the several qualities. Ihe expense of carriage. .'vu at
present 16s. 6d. per ton, and the railway would carry for
4s. 4cl.
A great many witnesses fronNv-i.hoMeaanesteelxdp,2retsksel
dthleasotalipet
towns .
pr atiioll'itohfetliiienep, rOlercet,caanil(eld;tated that its formation would
be of incalculable advantage to the district.
The Committee adjourned till Monday.

Group I)I►.

THE CALEDONIAN; ANI) THE' ([.ASG(►II', bUM•
FRIES, AND CARLISLE RAILWAYS.

The adjourned Committee re-assembled this morning at
in
vestigation
of usual hour, and proceeded with the further
of the schemes before them.

Mr. TALDOT resumed his examination of witnesses, by
calling Mr. Landell, mining engineer at 3lusselborough. He
habit Vrvaiitir;
ef min
managingeralelds,
eatilltdftoirt Ltnelanconael :-
practical experience ht.
,sitnacteedthleteyeahardlB4bter
aneeinl:_aagsei(nl
tgheenceoranlsltya-
pootir:tis%n-i‘b?renklsohnaiggs ittnoigletnit'loe. cSolniirtelJi wastoi nn to
Hope,
ietiaoen dleitrxaotac
riteleetarti t anhed other
Scotland.ecgoorn(Tsilpdaednayb
whichy
would be intersected
0!)
lirlecetrehasNel,
ad
by the railway. lie was well acquainted with those dis-
tricts, and in official capacity bad inspected thein se-
veral times. He also knew the locality of the' stations an
the railway to which it was intended to bring coals alit
other produce. The making of the railway Would tend to
open up many coal-grounds which at present 'are not worked,
owing to the expense of carriage for bringing the coalit to a
profitable market. - The principal spot on the line where lime
strata were met with was at Freshwater, and the aggregate
thickness of it was 55 feet. Sand-stone and clay iron stone
were also met with there in considerable quantities. The
neighbourhood of Poole. and Sistnahago abounded in
various qualities • of coal, and at the present time
six workable seams existed in that district. The produce
from these places would fur the most part be transmitted to
Edinburzh to be disposed of, if a line of railway existed.
The expense of putting the coals on the line would
amount to about 4s. 6d. per ton. The price of coal
at present in Edinburgh was V. Is. per ton. and
was still rising. This was a very high price to pay
for coal in Scotland, but it- the railway were made, the
expense would be considerably reduced, and there would
result a better regulated supply. The witness then west
minutely into the details of the quantity and quality Of
minerals to be obtained generally along the line. The gro4
quantity of lime expected to be conveyed was .66,000 tons.
which would yield an income of 5,136/. per annum. The.
amount of coal would lie 236,000 tons, and the annual
revenue from this item would be 30,0001. The principal
iron works nearest the line were situated at CastleLill ; the
proprietors of these works had been communicated with. and
they had stated they would send their iron to Edinburgh by
the Caledonian Railway, in preference to any of the e x s-
in g modes of conveyance. The. manufactured ir,otnefrom
Garthsherrie would be transmitted by thebye 1
,brraaanocfh.
opinion, Landollthat
the constructionconcluded l linestatinga wouldlie
of ref the, proposed
and other
considerably facilitate the conve):
ambled the last witness at great
Sir T.' Phillips cr°s6-examined
in his evidence re*ulted.
which it
expetveAnthrongh all the districts
length, lint no material A
„Hi
m
was cross-examined by Air. AsttinEws—gr. a SoliC
Mr. TALBOT called Mr. 11 amson, mining engineer, who
said he had been engaged for thirty-five years in his pro-
fessional capacity by Lord Wemyss, 'Lord 17.1 gin, and othere,
and could corroborate in every particular all that had