The Sun.
London, England, 1845-05-08 00:00:00

lIIE NORTHUMBERLAND ATMOSPHERIC LINE.

The Committee resumed the consideration of this proposed line
of railway this morning. At their sitting the Noble Chairman
intimated that the Committee were willing to sit during the Whit-
suntide vacation if the counsel and their clients were inclined that
they should.

Mr. ALEXANDER said that, as far as he and his side were con.
cerned, they had no inclination that the Committee should be put
to the trouble of sitting during the vacation.
Mr. HILDVA RD said that it would be a very great convenience to
his clients if the Committee sat till their part of the business was
transacted.

The final decision on that point was then deferred till Friday.
The Noble CHAIRMAN, after the room had been cleared for a
short time, said that the Committee had determined to ask leave
to sit till five o'clock to.day, and to meet to-msrrow at eleven, for
the purpose of adjourning at two o'clock.
Mr. Brunel's cross-examination by Mr. TEMPLE, with regard to
the passage of the line through certain portions of Sir Mathew
Ridley's property was then proceeded with. The witness was then
asked concerning the estimates, which had been already given.
Mr. Brunel was then re-examined by Mr. ALEXANDER—He
stated that there were a great number of engines in the vicinity of
Mr. Brandley's and Sir Matthew Ridley's property, none of which
consumed their own smoke, as will be the case with the eta..
tionary engines on the proposed line. The opening of the Nor-
thumberland line would probably lead to the adoption of the at.
mospheric principle on the northern railways. Mr. Brunel's
evidence occupied the attention of the Committee for some time,
and corroborated the principal statements made by Mr. Samuda.
Mr. Cubitt was then called, and produced different diagrams for
the purpose of illustrating the method in which the breaks, sidings,
&c., fie., would be used on the atmospheric line. He had no
doubt that the atmospheric principle could be easily carried out.
He has recommended its adoption on the Portsmouth line, and on
other railways in Kent.
On cross.examination by Mr. HILDVA RD, he stated that the
North of England line carried a considerable quantity of coals, which
lead to great derangements. He wonld not recommend them to
give up any of their coal traffic. There were three or four coal
depots on that line. What he had said with regard to coal-pit
business would not be applicable to other mineral traffic. The
Stockton and Darlington line, which he recommended,
passed over several coal-pits, hut his reason for re-
commending it was, that it was a shorter line. He
very frequently rcornmended level crossings where making
bridges would be inconvenient. It was not one of his recom.
mendations in favour of the London and York Railway that it
would increase the traffic of manure. He believed they intended
to bring coals to London which were to come from Durham, and
it was likely that manure would be taken back. If he managed the
traffic, the manure would form no obstruction to the through
traffic by being distributed in different places on the line.
They had four miles and a quarter of double tunnel on that
line. He did not recommend the Company to alter it for the
purl•ose of making a single atmospheric line. He was of opinion
that a greater number of trains could be worked at less expense
per train. per mile according to Mr. Brunel's system than by the
locomotive system.
Mr. Cubitt was then re-examined—A given number of trains
would be w eked less per train per mile by the atmospheric than
the locomotive system, and would afford greater convenience to the
public. The gradients of the line were such as could be easily sur-
mounted by the atmospheric system. Sometimes it was cheaper to
make a bridge than a land crossing.
Mr. Sopwith was then examined. —He surveyed the line in ques-
tion and approved of the plans adopted by Mr. Brunel. He be.
lieved it to be well adapted for the carrying out of his atmospheric
plan. His evidence was merely a confirmation of what had
already transpired.
The Committee then adjourned.

Group IL
The Committee re-assembled this morning shortly after twelve
o'clock, and proceeded with the engineering evidence in the case
for the

WEST YORKSHIRE LINES.
Mr. Geo. Parker Bidden, a civil engineer, had gone through
with Mr. Dickenson the estimates for constructing the works of
the West Yorkshire Railway, and considered them reasonable. The
railway was unobjectionable in respect of engineering features,
for, at all events, much less so than the West
Riding line. The West Yorkshire Railway could be
worked at a considerably less expense than the West Riding. The
advantage, as regarded curves, was nearly three to two in favour
of the West Yorkshire lines. It was an absurdity to suppose that
a line with a severe gradient could be worked without extraor.
dinary expense, or witbout a stationary engine. For instance, in
the case of the Birmingham and Gloucester, which the Roard of
Trade in one of their reports dwelt upon at much length, a
few days age it took five locomotive engines to push the carriages
containing the Queen Dowager aiid her attendants up the lickys.
The witness was cross-examined at some length, with a view of
proving that a stationary engine might easily be dispensed with on
inclines of a severe character.
and hilly concurred with Mr.
mates for the West Yorkshire line,
Mr. IL Nicholson, C. E., of Newcastle, had gone over the esti.
h Shields Railway, and was
Bidder. lie wu engineer of the Nort