The Sun.
London, England, 1845-05-01 00:00:00

Group B.
LEEDS AND WEST RIDING JUNCTION LINE.

Mr. Hawkshaw's evidence, continued from our After-
noon Edition of yesterday—The length of the second
branch was ten miles and four furlongs; it had one
tunnel 1,091 yards in length, and 220 yards of arching.
The severest gradient was one in seventy. The length
of the third line was two miles and three furlongs,
but there was no tunnel. The severest gradient is one in
seventy-three. The fourth line was three miles in length ;
had no tunnel. The cost of the first would be 670,486/. ;
the second, 312,9271. ; and the third, 79,864/. On the
branch of the West Yorkshire, the competing Company
running between Leeds and Sowerby-bridge, there were five
tunnels of 6,128 yards in length, and arching to the extent
of 1,138 yards, while the governing gradient was 1 in 330,
and altogether the works would be considerably heavier on
the West Yorkshire than the West Riding line. The West
Yorkshire had a line from Bradford to Dewsbury, with two
tunnels of 2,762 yards in length. The West Yorkshire had no
line to Brighouse. The Brighouse branch of the West Riding
Junction placed Huddersfield and Bradford two-and-a-half
miles nearer to the main line. The arching of the West
Riding was 337 yards, but the West and Yorkshire extended
to 1,138. The station at Bradford would be at an elevation
above the ground, which he thought was an advantage, and
the same plan of raising goods which was adopted at Manchester
would be applied to the station at Bradford. At Halifax the
two stations possessed pretty much the same advantage, but
at Leeds the amount of advantage was decidedly in favour of
the West Riding Company. The inhabitants of the West
Riding complained that the route of the Manchester and
Leeds line was too long, and it was to reduce that route
that the Leeds Company had started the West Riding
scheme. The cost of the West Yorkshire line, estimated at
West Riding prices, would be 1,455,552/. The cost of the
West Riding would be 1,063,277/., thus showing that the
latter 'line would cost less by 300,0001., the interest of
which sum would supply locomotive power. to the best
line' in perpetuity. The West Riding line would be
an expensive line. It would cost at least 34,0004 per mile.
It would have to compete with two railways and several
canals. There were no difficult curves on the line. The
total length of curve on_thaAlvt Wog olimayeill dme7-3
an 10 chains.

The witness was cross-examined at great length by Mr.
Him., in the course of which he admitted that the curves of
the two lines were about equal, but his testimony relating to
the tunnelling of the two lines remained unshaken.
The cross• examination was not closed when the Committee
adjourned.

Group 0.
(Continued from our Afternoon Edition of yesterday.)
Further evidence in favour of the Grand Junction l'otte•
ries Line having been heard, the Committe adjourned unti
to-morrow.

Group V.
GRIMSBY AND SHEFFIELD JUNCTION LINE.
(Continued from our Afternoon Edition of yesterday.)
Mr. James Torry—ls manager of the ferry at Hull. From
50,000 to 70,000 passengers cross the ferry every year, be-
sides about 350 horses, 450 carriage conveyances, 4,000 sheep,
and GOO tons Of merchandise. The present mode of convey-
ance through the county of Lincoln front one town to an-
other, such as Market-Risin, .Newholland, Castor, &c., was
either by mail or private conveyance. The proposed lins,
would greatly facilitate intercourse between those towns.
There were two coaches running between Nottingham and
Hull, but they were given up when the Hull and Selby line
opened, that having taken away all the passengers.
Several other witnesses were examined to the same effect,
and the whole of their testimony went to prove the necessity
that existed for such a line as that submitted for the con-
sideration of the Committee.

Lind Worsley deposed that there was a very strong
feeling in favour of the proposed line in Lincolnshire; he
never heard of a line that appeared to meet with such
universal approbation ; a great portion of the line would pass
through Lord Yarborough's property. Witness had upon
principle declined to take shares in any railway, as he was a
Member of Parliament.

Group E.
(Continued from our Afternoon Edition of yes4rday.)
After hearing further evidence in favour of the Newcastle
and Berwick Line, the Committee adjourned.

Group X.
LONDON AND YORK RAILWAY.
Mr. Sergeant WRANcurnt (in continuation from our After-
noon Edition of yesterday) said—This was a most preposterous
comparison, seeing that when the London and Birmingham
Railwaylwas made, railway engineering was in its infancy, and,
consequently, the cost of constructing a railway was far more
than it was now, which could be shown by the evidence o
the most eminent engineers of the day. The advantage of
d
of many
f 1 branches. These the London and York scheme over the Cambridge and Lin-
coln was that the former accommodated the large towns
by its trunk line, whereas the latter placed them
at
necessityt e e
wherebyheseb Pat
nheehaecsi vant ages
_. involvedof
o.nruatiniet4ion- might ba said to be shut out froin Dose persOri-teeiaing at trio eira- i)f the- branches: Tile ad