The Sun.
London, England, 1845-05-31 00:00:00

ing to Parliamentary usage, to 14,4901. for passengers, and 30,796/.
for general traffic. These items added together would give a total
of 45,2571, from which 40 per cent. being deducted for working
expenses, a clear nct annual income of 19.7,1541. would result,
amounting to 6 per cent. on the subscribed capital.
The Committee adjourned till eleven o'clock to-morrow.

GROUP F.
The Committee met again this day, in Room No. 11—the Right
ILn. Frederick Shaw in the chair—on the adjourned case of

T3IZ MOND:3W, WORCESTER., AND SOUTH

STIIT:S'Or2,D3HZE.Z.

Mr. Sergeant KINGLAKE said he had to apply to the Committee
for leave to postpone the examination of the witness Mr. Gooch,
who was under cross-examination when the proceedings closed on
the previous day. The cause of this application was, that it was
important to his case ta have the evidence of Mr. Cubitt, the eminent
engineer. That gentleman would be examined in the case of the
London and York inquiry, and when he once commenced before
that Committee, it was impossible to count upon the time he would
be at liberty for the present case.
The Cuetasixe said, that under the circumstances, the Com-
mittee had Ito objection to the arrangement ; indeed the sooner the
important engineers were examined the better.
Mr. Cubitt, engineer, examined by Mr. TALBOT—In his experience
of engineering hat hal many opportunities of considering the subject
of transhipment on the difference of gauge. The change of gauge
from the broad to the narrow could be done with facility and safety.
Where it was secessary for a transhipment to take place it could be
done, the only difference being that where it was not wanted it
would be an absurdity to introduce it.—(Laughter.) With regard
to switches, they must be introduced on a line at certain points,
independent of the gauge at all. The switches at points are in
proportion to the parallels to be crossed en the line. Had some
years ago to tranship heavy loads of clay from the Oxford Canal.
It was done by a simple mechanical contrivance, something on the
principle of Mr. Brunei's invention.
Cross-examined by Mr. HILDiARD— With regard to laying two
lines of gauges, a rail could be laid down inside or outside the
wide gauge. As to the weight of the rails, 701 b. or 8011). would
suit any gauge. The increased number of crossings would increase
the number of switches, and that would be an additional expense.
By the CHAIRMAN— file evil of thechangeof gauge would be where
it would affect the public by a delay in the transhipment or any
expense attending it. Had an objection at one time to the intro.
suction of two gauges, but they had been found to work well
throughout those places were they were in use, and therefore the
difficulty was got over, and the matter made quite practicable. It
was quite po.sible to shift the passengers in the carriages from
one gauge to the other, as they could leave the, carriages and step
into theothers, or, again, the carriages of ene gauge could be made to
run on to the other trams and fitted with exactness. The carriages,
passengers, and all, could be lifted up and placed on the broad or
on the narrow g iuge, as the case might be, with the greatest safety
and expedition. Every system of transhipment required for a
change of gauge could be carried out without danger.
By the CHAlRMAN—Considered the broad gauge rather broad,
and the narrow much too narrow. Thought awf th 3f 6i feet a
good gauge, but he could not take upon himself to say
that the bread gauge under consideration was too
broad .practically. He had but a mere opinion ; the
expetience of the working broad gauge was against that opinion.
A speed of fifty miles an hour could be done on the broad gauge,
and the seine power could be attained on the narrow. The
difference was in the loads taken on both lines by the
same power and in the same time. The transhipment
was done with the greatest regularity, and without
anything like difficulty. The difficulty of effecting a
transhipment was not a consideration, for it was a contrivance to
meet a necessity, and of so simple a construction, that to talk of
danger and difficulty could not affect the practicability of the
matter. The transhipment of the earth from the Oxford canal
was as difficult an article to remove as any other ;
it was much heavier than coals, and quite as heavy
as minerals generally. A transhipment could be made of
coals or any other goods from one gauge to the other without in-
jury to those articles. It would be attended with a very little ex-
pense, indeed a very trifling one. The whole expense would not
exceed one farthing per ton fur any dtscripiion of goods. The
transfer from the broad gauge to the narrow, and from the narrow
to the broad was the same. Gentlemen's carriages could
be transferred with the same facility. The contrivance
fur the transhipment could be worked in three ways—
it could be done by hand, steam, or water power.
Was ievited by Mr. Brunel to witness the working of the Iran-
enipment at the Paddington station. The contrivance was a very
good one, and it worked well, quite favourable to the necessity.
The loads shifted were heavy, and the time occupied in the tran-
shipment was between a minute and a half and two minutes. It
was quite as easy to shift a whole train as one carriage on Mr.
Brunel's system. The weight to be removed could be done by
constructing the contrivance suitable to the work to be carried out.
Re examined by Mr. TALBOT—The wide gauge was better
adapted to speed than the narrow, inasmuch as the engines would
be larger. The engines on the narrow gauge could be as long, but
of coulee not as broad. Crossings being fixtures, there was no
danger. Could lift a train of any length in a minute's time if re-
quired. It was to be done by a mechanical contrivance, and the
clinger was nothing.
By Mr. V. STUART—In some cases it might be convenient to
have a distinct line for mineral traffic ; but, after all, the traffic
w.,a the same as any other in the line.
Mr. Gooch was called, and re-examined by Mr. HILDyARD—
The witness merely spoke as to the rel..tive speed between the
broad and the narow gauge lines.

Captain Iluish, cross-examined by Mr. TALBOT—Is secretary of
the Grand Junction Railway. The London and Birmingham
Company were projecting other lines in opposition to the Grand
June; ion line, and the whole north and cast of the Grand Junction
will be shortly in their hands. They had purchased the
Manchester and the Birmingham Canals, and they had
made arrange.nents for leasing part of the Churnet Valley line,
when it come. into operation. As Secretary to the Grant Junc-
tion, had repeatt-dly written to the London and Birming
ham Company for a reduction of the heavy charges of
goods coming from Liverpool, but they would not come
to any satisfactory arian,ement, and no reduction had taken
place. Liverdool suffers through those charges, for their goods
were carried by other conveyances. Express trains had been
lately introduced on the Grand Junction line, and they answered
well. The broad gauge can carry more than the narrow. Pick-
f.trd's goods were now all carried on the London and Birmingham
line, in consequence of a dispute between him and the Grand
Junction Co.npany. No legislative enactment will be equal
to a competoig tine in keeping down the charges of the London and
Birmingham lines. The London and Birmingham Company are
bound by their Act to revise their tolls and charges after twenty
years' re•urns of ten per cent. ; but as they were every
day making large purchases of other lines, canals, and
lands, for extension of their works, it was they who kept
their profits below the sum allowed by the Legislature, and there-
fore it was more likely the reduction would take place in two hun-
dred years, if at all. There wa, a petition from the merchants and
bankers of Liverpool to the House cf Commons, praying that the
line of railway projected by the Great Western Company, and then
before the Committee, should he allowed to pass.
Cross.exarniried by Mr. HILDVARD—The persons who signed the
petition for the hill were not all connected with the Grand Junction

Cum?any, many of them were directors of that company. The
majority of those merchants and bankers were directors of the

Grand Junction,

Mr. HILDN Aau—Now is it not the fact that the only banker
who signed the petition for the Great Western scheme, and
who is unconnecta I with the Grand Junction line, is a Mr. Mosely,
who is only a bill discounter ?
Witness—He is a bill discounter and banker.

Rev. Walker—ls a professor of mathematics at Oxford, and
prefers the broad to the narrow gauge. His opinion was purely
a mathematical one, and wholly apart from a commercial view of
the ca,e. Could attain a greater velocity on the broad gauge thaw
on the narrow.

Mr. John Miller, engineer, examined by Mr. CRIPPS—Was
favourable to the broad gauge. The change of gauge could be
carriel without danger to the public, and without delay in the
transhipment of goods. The contrivance for the transhipment
was a good one.

The CHAIRMAN thought it was quite unnecessary to examine
witnesses as t • this point of the case, as so much had already been
said upon it.

Mr. AUSTIN— I shall only ask the witness one question. I be.
lieve, Mr. Miller, all you know about this line is from the plans ?
Witness—That is all. I have not surveyed the line, nor have I
been processionally engaged in the project.
Toe Speaker having been announced at prayers, the Committee
adjourned till twelve o'clock to-morrow.