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

RAILWAY COMMITTEES.
(YESTERDAY.)

Group F.
LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE
RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. ALeare said that he wished to impress upon the minds of the
Committee the distinction in the relative position of his Learned
Friend (Mr. Whateley) and himself. His Learned Friend ap.
peared for some indvidual shareholders in the Birmingham Canal
Extension Company, whereas he (Mr. Allen) appeared on the pe-
tition of the Company under their common seal. He wished to
lay down this distinction, as he did not oppose the formation of the
Company, but was there rather to elicit certain points relative to
compensation to his clients He stated this much, as he did not
know what course his Learned Friend intended to take.
Mr. Witarsaev then proceeded to examine the witness re-
specting the damages which it was alleged the formation of the
railway would inflict on the canal without leading to any material
result.
Cross-examined by Mr. Sergeant KiNctAKE—A considerable
number of the great iron works are on the line proposed by the
Great Western. This line between Dudley and Wolverhampton
is more convenient to a great proportion of the works, than the
London and Birmingham branch. This is a very thickly populated
district. That portion of the London and Birmingham line from
Dudley to Kidderminster is very circuitous. This is occasioned by a
considerable elevation in the grounds in the direct route. The
Great Western line, as far as it is proposed to be made through
the same extent of country, is preferable. He knew Droitwich
well. There are great salt-works there. The Great Western
went through Droitwich. The Londois and Birmingham proposed
to take a branch there, but is not included in the present scheme.
A great quantity of coal is consumed at Droitwich in the manu-
factory of salt. The gauge of the small coal lines in the district of
about four feet nine inches. Were at present using axles on
our waggons, which have beets purchased from the London and
Birmingham Company.
Mr. N'Vnirmoar4 who opposed altogether the formation of the
extension line from Dudley to Wolverhampton, on the part of the
canal between those two places, followed in cross-examination.
The line of canal between Birmingham and Wolverhampton is a
very fine one, almost straight, and well adapted for a railway. The
Canal Company has always been very well disposed to give ac-
commodation to the district, and very liberal in all its dealings. A
great portion of the minerals raised in the district and moved from
one part to another, would still be carried by the canal, as the
canal accommodated many parts of the district that would not be
reached by the proposed railways.
Mr. ALLEN, before proceeding to cross-examine this witness,
staled that, besides appearing for the Canal Extension Company,
he also appeared for Mr. 11. Foley, and Mr. Hook, a gentleman
near Worcester, the tatter of whom considered that no additional
railway was wanted in that district, at least such as any of those
proposed by the rival companies. Ile would, as far as the present
witness was concerned, only confine himself to the case of the last.
named gentleman.
In answer to a question put by the Learned Gentleman, the
witness stated that sinkings of the land sometimes take place
id the district. I know the places where the minerals
are exhausted and the sinkings have taken place. The
greater portion of the mines surrounding Dudley belong to Lord
Ward. The main trunk line from Dudley to Wolverhampton goes
through a considerable portion of Lord Dudley's lands. The
minerals are principally got under that portion of the line. The
roads in this district have often been known to sink in a few
hours. Turnpike roads nearly always sink, but after they settle
down they are tolerably sound. The exhausted mines under the
railway line have not been in operation for many years, and there
is no danger of rapid sinkings. Rapid sinkings only take place
in recently worked mines, where the props have suddenly
given way. Old mines are often filled with water, and this sus-
tains the surface, but any circumstance that would draw away the
water would lead to the sinking referred to. Some of the bridges
of the canal have given way, and fresh embankments have often
been made on account of these subsidences. I know of no district
except a portion of Shropshire where so many pit shafts exist as
In the space of country in the neighbourhood of Dudley, Bilston,
and Wolverhampton. Any portion of the line under which the coals
are not yet extracted would be dangerous if the mines were worked
after its construction, but the company would require notice before
any such workings were attempted, and then have an opportunity
of buying up the mines to prevent danger.
Mr. HOPE re-examined Mr. Smith principally cn the points
raised by Mr. Allen, during which the witness expressed himself
satisfied with the safety of the proposed line, as the principal shafts
over which the line passed were old workings that had subsided.
The company had full power to purchase any of the unworked
portion. He considered that the stations of the London and Bir-
mingham line at Stourbridge and Kidderminster were much more
convenient than those proposed by the Great Western, the stations
of the latter being at the first-named place ninety feet above the
level of the town.
In answer to a question frtm Mr. V. Stewart, whether the coal
district south of Dudley, over which the line passed was similar in
its character to that between Dudley and Wolverhampton, or
whether the whole of the mines would have to 1 c purchased, Mr.
Smith answered that all that portior • I qtreta called the Ten
Yard Coal, would have to be purchased ornlted extent on both
sides of the line;
Mr. Williams, iron-master at Tipton, was next called. He was
in the practice of sending iron by the canal to Gloucester and
Bristol to be exported. It took a week and sometimes a fortnight
to go there, and was often detained at Gloucester by the goods
having to be taken from the narrow on to the broad guage at the
break there. A railway ought to take them in eighteen hours.
The greater portion of his goods in their transit to the ports from
which he exported would require the narrow gauge.
Cross-examined by Mr. COCKBURN—He would prefer the shortest
line of railway, providing the question of gauge was kept out of
view. If a broad and narrow gauge were placed along the line,
his objection would be removed.
Crols.exarained by Mr. WerrmoßE—He considered the best line
for the district would be that proposed to be taken along the
canal—the Birmingham, Wolverhampton, and Shrewsbury scheme.
It would connect South Staffordshire in the most direct manner
with London, and save '2O or 30 miles.
Mr. ALLEY cross-examined this witness respecting the sinkings
of the district, without leading to anything beyond what was eli-
cited in the examination of the previous witness.
The Committee then adjourned till twelve o'clock to-morrow.

(Continued from our Afternoon Editio't of yesterday.)
Captain Moorsom, civil engineer, was examined, and said the
plans and sections had been executed under his direction. The
line between Truro to Redruth would be best worked by
atmospheric power, but might be worked with equal safety by
locomotive. A train might be worked by the locomotive system
at eighteen or twenty miles an hour in perfect safety ; by the
atmospheric traction at fifty or sixty miles an hour, but thirty miles
an hour would be about the average. There are no peculiar
engineering difficulties between Redruth and Truro, except that
the ground is very hilly. Having regard to the character of the
county and the towns in the neighbourhood of the proposed line,
he was of opinion that it would afford efficient accommodation
to that district. There is no tunnel in the line. The line between
Trevascus and Penzance would be better worked by locomotion.
In that line there is no engineering difficulty. 180,0001. wi.l be
a sufficient sum to construct all the works in connexion with the
line, and to get it into working condition. The annual expense of
working the line when completed he estimated at 401. per cent. on
the traffic. He estimated the total amount which would be re.
:Tired from the line as 24,3581. He had estimated this from
the existing traffic, and in doing so had rather reduced than
increased it. 10,6001. a year would be required to maintain the
line in efficient condition, and there would be a net profit
of 71 per cent. on the outlay. The witness then described the
nature of the gradients and curves of the line, and stated that the
trade of Truro would be much benefited by carrying it to Garrad's
wharf. If it were made to the north of the town it would not be
so advantageous. It would be more expensive, and would not
accommodate the trade. The line would run at the hack of Mr.
Thomas's house in an old cutting.
The witness was cross-examined by Mr. BIRCIIAM at great
length, as to the general construction of the line, the bridges which
would run over it, the weight of the engines, and their probable
effect upon the gradients.

The witness was under examination when the Committee ad-
journed.

Group DD.

THE CALEDONIAN, GLASGOW, DUMFRIES, AND
CARLISLE, AND THE CLYDESDALE JUNCTION
RAILWAYS. . _

(Continued from our Afternoon Edition of yesterday.)
Mr CocKi3VitN then dwelt at considerable length on the present
means of conveyance between Glasgow and London, and showed
that if the proposed line were made, communication between
these places would be conducted at a greatly diminished rate of ex_
pease, and with a considerable saving of time. The importance
of speedily transmitting the mails would be obvious. He
then alluded to the subject of cattle, coals, &c., when it ap-
peared that these articles of consumption could be supplied in much
better eendition, and at less expense, than by any of the present
modes of conveyance. The best coals would be reduced in price
from 173. and 21s. per ton to the comparative low rate of 7s. 6d.
per ton, and the price of lime and ironstone would be diminished
in proportion. The Learned flentleman, after touching on the
great local benefit which would generally result from the
making of the ling, said the estimated construction of the
works would amount in the gross to 2,100,0001., and it was
satisfactory to state that the whale of the works, including every
possible contingency, had been contracted to be done by highly
respectable and responsible contractors, and there was no doubt
whatever that the railway would be completed within the estimate.
A very profitable return was expected to be realised from the
Investment of the capital. The termini at Edin-
t.nrgh and Glasgow had been laid out to suit the convenience
end to meet the views of the inhabitants of the two cities. The
engineer would satisfy the Committee as to the generally favourable
nature of the country through which the line would pass. In the
first place, there were no tunnels,;and secondly, the gradients, with
one exception, were not of a severe nature. The exception to
which he alluded was from a place called Beatock to the summit
of the Clyde, a distance of seven or eight miles, on which the
e.verage rate of gradients would be 1 in g 7 ; however, to obviate
the difficulty arising from this inconvenience, an assistant engine
would be placed at this part of the line, in accordance with the
elan pursued on many existing iines. The Learned Gentleman
concluded this very lengthened address by saying that the
neestion for the Committee to consider would be as to
which of the two competing lines now before them was to have
the preference, and read several extracts from the report of the
72?%rd. of Trade, tending to show that the Caledonian Railway, for
wnni he appeared, was the best that could be selected for the
commercial and private interests of the people of Scotland.
Dlr. TALBOT proceeded to examine Mr. Buchanan, mar.
Chant at Glasgow. He said that the present population
of Glasgow was
Tehs:imated at 322,204, and it was
still increasing,
entered the Clyde during number of British vessels which
fielded a total of 41,524t0 the last year amounted to 221, which
Of foreign ships entering the same
Firer, the number was 39, anscia amounted in tons to 7,950. The cus.
torn dues paid in 1e42 were s6m2 and the amount of harbour
dues was 26,0001., which amounts had°l' been increased at the rate of
52 per cent. on the whole estimate. tc the present time. The principal
manufactures of the west of Scotlandweren iron, woollen,cotton, flax ,
end silk, and the principal trade was with London and Lancashire. ig witness was examined at great length, d.
his evidence
tended
.1-b
rewith London
to show that, If greater facility for
communication
And the western parts of England were afforded
commercial importance of Glasgow w iuld be still ful'rtthheer, iiim'cirireoaysiendg,
and its trade with London and other cities very considerably in_
creased.
Mr. J. G. Kinnear, Vice. President of the Chamber of Commerce
se Glasgow, was then called, but his evidence was oily corrobora.
gefey of what was stated by the previous witness.
Mr. COWAN next called Mr. Easton, calenderer and parker at
Glasgow, who said:he was habitually accustomed to send very large
quantities of dry and other description of goods to Liverpool,
)4anchester, and London. He was strongly of opinion that
the proposed Caledonian Railway was by far preferable
to the Dumfries and Carlisle line, as it was shorter, and the
terminus was more conveniently situated for the accommodation of
the inhabitants of Glasgow. If the traffic could be conveyed as
cheaply by railway as it was at present by steamers round the coast,
be would eertainly transmit his by it in preference.
The witness was cross-examined, but his statements remained
unaltered.
Mr. Sergeant WRANGnAM proceeded to call Mr. Cogan, mer.
Chant at Glasgow, who briefly said that he approved of the Cale-
donian line on account of its direct course, and the consequent
diminished difficulty of the mode of conveyance, and also on ac-
count of the time that would be saved in the transit.
Mr. Anderson, manufacturer at Glasgow, was then examined,
but his evidence was precisely similar to that of the last witness.
Mr. Dixon, merchant at Carlisle, was next called—He said it
would be of very great advantage to the northern districts of
Scotland to have a direct connexion between the Glasgow and
javerpool markets, as the existing modes of conveyance were e I