The Sun.
London, England, 1845-05-24 00:00:00

TEN NUN, LONDON,

The evidence was then continued to prove the necessity for the
formation of the above line, and the first witness called was
Mr. Henry Smith, who was examined by Mr. WILKINS, and
stated that he was a farmer, living at Drax Abbey ; was also a land-
owner. He confirmed the evidence given yesterday by Mr. Wedall
in favour of the proposed line. He considered that of the different
lines proposed the one under consideration was the most eligible to
open up the resources 01' the country. The facilities which it would
afford would contribute very much to cheapen the carriage, and
accelerate the conveyance of agricultural produce and farm stock
to the manufacturing districts.

Mr. KNowLEs, on behalf of the York and Midland line, cross.
examined this witness at considerable length.

Reexamined by Mr. WuxiNs—The petitions against the
Drayton and Goole line was signed by all the inhabitants of Drax,
with very few exceptions. _ . _

Mr. Clarke, farmer, was next examined—Lived at Waterton,
near the Ouse and Trent. Wakefield was the principal market in
that district. Lived forty miles from Wakefield, twenty.five from
Doncaster, and thirty from Pontefract. Sent his beasts to Wake-
field, at a cost of 6s. to 7s. a head. They looked 11. a head
worse when they arrived there than before they set out. This
would not occur if there was a railroad to Wakefield.
They occupied four to seven days at present in the journey.
Would accomplish it by rail in a few hours. Sent his corn partly
to Doncaster and partly to Wakefield. The cost of carriage was
Is. 4d. per quarter to Doncaster, and very frequently a double
freight was incurred to Wakefield after it was sent to Doncaster.
The proposed rail would be much more advantageous than the
Drayton and Goole line. The petition which he presented in
favour of the line under consideration was signed by the principal
farmers and landowners of Marshland.

By Lord SEYMOUR—The corn was sent by the River Trent and
canal up to Thorne.
Cross-examined by Mr. KNOWLES—His own individual advantage
would be greatly promoted by this line. Doncaster was not a
more convenient place to send his beasts to than Wakefield.
Sent half of his corn to Doncaster, but thought Wakefield a better
market than Doncaster. The corn which he takes to Doncaster
is very often sold to corn factors from Wakefield.
Mr. Johnston, farmer and grazier of Fockerby, heard the evi.
dente of the two last witnesses, and quite concurred in all they
stated.

Mr. I. P. Leatherbow, clerk at the Normanton station of the
Manchester and Leeds Railway, was next examined.
Mr. J. P. Leatherbow, clerk at the Normanton station of the
Manchester and Leeds Railway, examined by Messrs. BLAND and
WILKINS, stated that there was a junction at that station of the
Manchester and Leeds, York and North Midland, and Leeds and
Selby lines. The goods and passenger traffic that passed there was
very great. As many as eighty.six to ninety trains passed
in the course of the day. Of these twenty.seven
to twenty-eight were luggage trains. The direction from which
cattle and sheep came was Newcastle, Darlington, York, and
Selby, and they went to Wakefield, Rochdale, and Manchester.
Trains, consisting of as many as 100 waggons of cattle, passed
there every market.day ; and there were extra trains besides these.
There were from thirty to fifty cattle in each waggon. It required
two engines for one of these monster trains. Great delays occa-
sionally took place in consequence of this immense traffic. He
saw as many as five trains delayed there at one time for several
hours, and the confusion which arose was very great.
This witness WAS subjected to a long cross•exantination by
Messrs. PICKERING and KNOWLES.

Captain Lawes, manager of the Manchester and Leeds Railway,
confirmed the evidence of the last witness. He had made a pro-
position to the managers of the York and North Midland line to
remedy the confusion and delay at the Norrnanton station, but they
had resolutely refused to accede to it. _

By Mr. KNowtcs—He could not speak as to the relative -pro-
portions of goods and merchandise which passed between Man-
chester and the eastern counties, and Manchester and Leeds, but
he thought the passenger traffic was rather greater between Man-
chester and Leeds than between Manchester and Hull.

Mr. Seaton, of Westbridge, near Pontefract, deposed to the
quantity of coal consumed by Pontefract, and the places on the
line of the proposed railway to the east of that town. He
calculated the quantity at 74,994 tons, and the amount which
would be saved to that district by the conveyance of these coals on
the line (calculating the carriage at ld. per ton) was 7,11001.
Mr KNOWLES cross-examined this witness. _ _

S. Cotton, auditor and accountant of the Manchester and Leeds
Railway—Was conversant with the mode of ascertaining anticipated
traffic on proposed lines of railway. The mode which he adopted
in ascertaining the traffic on the proposed line was by having six
different stations on the line from Wakefield to Goole, and appoint-
ing three persons at each of these stations to relieve one another
every six hours for fourteen days. These persons were to note
down in a book every one who passed, and every description of
goods and cattle. He had mcde his classifications from this record
and he found that there were 195,736 fuot passengers tr ho passed at
various distances between the extreme points of this line. Calculating
one half of these to go by the railway in third-class carriages, the
amount of income from this source would be 2,6061. The omnibus
and post-chaise passengers were 26,876 and doubling this number
(which was customary in such calculations with this class of pas.
sengers), the amount, at 2d. per mile per passenger, was 5,5401.
ss. 4d. The number of passengers by their own convey.
ances was 198,628, and calculating one-third of these as first
class passengers, the amount was 1,636/. The quantity of minerals
and heavy goods conveyed by canal had been calculated at 633,122
tons, and by diverting a quarter of that to the railway, at the
average of I id. per ton per mile, the amount would be 33,606/.
This proportion he considered a small one. Sometimes two-
thirds were taken, and not unfrequently it has hap.
I vied that the rail had swept the canal altogether.
The passengers:by packet from Knottingley to Goole were also taken
into account, and, assuming the half of them to go by rail, as
third-class passengers, the amount would be 233/. The live
stock were calculated at 75,127 head (including 61,600 sheep,
4,536 pigs, and the rest cows, &c.), and at 2d. per head this would
amount to 8,931/. The general merchandise and light goods
which were observed to be carted along the proposed
line was 47,000 tons, and the assumed traffic from
this source was estimated at 1,304/. He calculated the
working expenses at one-third of the estimated traffic, and as-
suming the traffic at 46,0001., and the working expenses at about
18,6001., the income would be about 27,0001., or 7 per cent. on
the capital, 365,0001.
Mr. Sevatourt—ls one-third the usual proportion taken for the
working expenses ?
Mr. Cotton—The Parliamentary allowance is two.fitths or 40 per
cent., but the difference did not materially affect the estimate.
This witness was cross-examined at considerable length by Mr.
KNOWLES, as to his mode of classifying the estimates and ascertain-
ing the different calculations.
Mr. John Harris, engineer, examined by Mr. WILKINS—Was
connected with the Stockton and Darlington Railway, and had been
engaged on several others in the north of England. He con.
sidered the Ilse under consideration to be the best of all
those that had been projected to accommodate the population of that
disttict.

The Speaker having been announced to be at prayers, the Corn.
mittee then adjourned till twelve o'clock tomorrow.

Group EE.
DUNDEE AND PERTH (NORTH) RAILWAY.

The Committee on these lines resumed business this morning by
the continuance of the examination of Mr. Daniel Stephenson, C.E.,
who, in reply to Mr. Forsyth, deposed to having drawn up a report
for the provost and magistrates of the town of Perth, as conserva-
tors of the river Tay, in which he stated several objections to the
height of the bridges, and the headway proposed on the line, which
latter, in his opinion, should be not less than 14 feet. These ob-
jections had been submitted to the Admiralty, and he had had in-
terviews with Captzin Beaufort, in which he had pointed out the
inconvenience which would be entailed by the present arrange.
merits for the line.

Cross.examined by Mr. ANDREWS—Was not aware that the
report which he had presented to the provost and magistrates of
Perth had been laid before Captain Beaufort.—(The Learned
Counsel here read a letter from the Admiralty, requiring a width of
fifty feet in the bridge, for the passage of boats.)
George Rennie, examined by Mr. FORSYTH—Is a civil engineer
of considerable experience. Has surveyed the localities through
which the Dundee and Perth line is to pass, and particularly that
part where the line is to cross the Tay by means of a bridge near
Perth. Considers that the depression of the road, and the ele-
vation of the rails two feet, to construct the bridge of
a sufficient height, would be highly objectionable, in con-
sequence of the danger that would thus rccrue to the vi-
cinity from the floods to which the river is liable. There is a
considerable traffic on the road over which the bridges were to be
thrown, and a headway of at least 16 feet ought to be allowed.
John Kennedy—ls master of the Trinity-house of Dundee, and is
of opinion that the laying the rails along Dock.street in that town
would be highly objectionable. The width of that street is 54 feet
clear of the strand—carts and horses occupy 16 feet of that, looking
one way and the other, so that they take up a total of about 321
feet, leaving 21i feet for passengers and traffic. This is already
considered as insufficient.

John Kennedy cross-examined by Mr. Pows—Anticipates no
inconvenience to the traffic on the river near Dundee from the
construction of the line. A single rail would occupy about five
feet, arid considers the removal of the carts would be a serious
injury to the traffic on the quay.
Mr. ANDREWS here put in a letter from the Tidal Commissioners,
concurring with the requirements of the Board of Admiralty, re-
specting the construction of the bridge over the Tay. The letter
bore date of the 22d (yesterday), and was relied on by the Counsel
for the promoters of the line as favourable to them, inasmuch as
they were prepared to insert a clause in their Bill promising to
adopt the course recommended by the Admiralty.
James Kennedy —ls manager of the Modern Athena' Steam_
packet Company, on which the through traffic from Dundee to
Perth comprises at present 15,172 passengers, all of whom would
be lost by the formation of the projected line.
Mr. Miller, in continuation of his examination by Mr. HOPE—
The quantity of earthwork in the whole undertaking will be 30,000
cubic yards per mile, and the line being 501 miles in length, the
total earthwork required would be 615,000 yards, of which
120,000 yards would be through rock, at a cost of from Is. 4d.
to 2s. a yard, the remainder through clay at about
9 /id. per yard, the total cost of which would be 34,5201. ;' the
width of cutting would be 40 feet, and the expense of masonry,
including viaducts, was estimated at 29,7771. There were
eight bridges proposed for the line, costing 230,0001.
each ; two of them lay over public roads. He had computed
the occupation road crossings at 61. each, the turnpike road
crossings at 1501. a piece. The sum for culverts (six in number)
would run from 751, to 1501. each. The cost of bulwarks (including
12,000 yards •f pitching) he computed at ss. a yard, and a wall on
the top of them extending 6,300 yards at 1,200/. ; 18,5001. had been
put down for the aqueduct and river crossings. In the bridge over
the Tay 80,000 feet of timber would be required at 3s. 6d. per
foot, and 20 tons of ironwork at 301. a ton. The expense of lay-
ing the road would be 10d. a yard, besides a total of 109,000 keys
at 4/. per thousand.

Thomas Story examined by Mr. FORSVTII—Is an engineer of
considerable experience, and is perfectly conversant with prices
of railroads. Has surveyed the whole of the line in.
tended for the Dundee and Perth Railway. Considers
the cost of the line, exclusive of minerals and their
compensation, would be 805,9461. 35., including 59,5681. 10s. Bd.
for earthwork and viaducts, 56,5661. for masonry, 101,113/. Is. 9d.
for permanent way, 33,6011. 19s.'for land, 11,4651. 10s. for stations,
15,000/. for management, and 28,000/. for contingencies. The
quantity of earthwork would be 663,984 yards of clay and
251,266 yards of rockwork. Considers the estimate made by
Mr. Miller wholly inadequate.
Cross-examined by Mr. AUSTIN—Had personally surveyed the
line, but did not know on whose behalf. He had calculated 4,898/.
per mile for permanent way, including M. a ton of iron for rails,
Si. a ton for chains, Is. 6d. a cubic yard for ballast, ss. a cubic
yard for sleepers, 3s. 6d. a yard for fencing, 2s. a yard for laying
road, and 501. a mile for trespass.
The Speaker being here announced at prayers, the Committee
adjourned.

Group FF.
The Committee met at twelve o'clock, Lord Ashley in the
Chair.

EDINBURGH AND HAWICK RAILWAY.

Sir W. RIDDELL said he appeared for two proprietors against
the proposed line, and also against the preamble of the Bill. The
objections which he took were as to the expense of the line, which
would be nearer 600,0001. than 400,13001., as estimated. There
would not be the traffic on it which was estimated ; and there
were gradients and reverse curves, which rendered it a more un.
safe line.

The following evidence was then called against the Bill :
Mr. J. F. Dundas, C E., examined by Sir WALTER RIDDELL—.
lam in the habit of making plans and sections of railways. I
made sections of the line now before the Committee. I commenced
my examination at the works north of the Tweed, at the crossing of
the Tweed. I examined for the purpose of testing the plans. The
plans deposited varied from the estimatee of the line considerably.
I ran two courses of level, and I found very considerable differences
of level from what was represented. In one place I found a differ.
ence of 15 feet near the parish road, at the crossing of the Tweed.
fwehr
which
el 946 d,
Near Galla the form of ground is very different from what appears
in the section. The variation in the first cutting showed a dif-
e
i7fflesreenuchei co
gy asrdos,4b3eetwieet
the
thefou fourth,
sections made et
ha: ditihxot
sixth,
made; the second a difference of 112,553 cubic yards;
the third

18,877. More to the north towards Edinburgh, at the south-end
of the tunnel, there was a difference of 144,055 ; at the north-end
of the tunnel 5,350 ; at the great embankment there was a diffe-
rence of 41,004; at the village of Growbridge a difference
of 20,834 ; and there was in another place a difference of
l 3,336 cubic yards ; making on the whole a difference of 648,825
cubic yards in the cuttings. The difference of eaFense is
40,000/. The whole cost of the line was estimated at
400,000/. I think that is 200,000/. too small. The
witness then stated in detail his calculation of the expenses.
I have seen the gradients on the line. There are reversed turn.
ings on an incline of lin 75. That would not be safe. The ne-
cessity of an assistant engine would Increase the danger. If there
was a double line the estimate would be of course considerably in-
creased. I think it would be unsafe to go at the rate of twenty.
five miles an hour on this curved part of the line.
The witness was cross.examined at great length by Mr. M'NEILL

Group DD.

THE CALEDONIAN, AND THE GLASGOW, DUMFRIES
AND CARLISLE RAILWAYS.

The adjourned Committee met this morning at I.alf-past eleven,
and soon after proceeded to business.
_

The examination of witnesses to prove the traffic tables was re.
sumed by Sir Thomas PHILLIPS calling
Mr. Hunter, farmer, near Dumfries—He said he was well
acquainted with the cattle trade of Scotland, and par-
ticularly ;with lean cattle.: Thel whole of his cattle were ob-
tained from the north, and were usually sent to the Falkirk market
to be disposed of. He could corroborate the opinion of Mr.
M'Adam that it was not likely, except under extraordinary circum.
stances, that the lean cattle and sheep would be transmitted by railway.
If the beasts were to be sent by railway, the line through Dum-
fries would certainly be the most convenient one; but he would
still adhere to his former opinion, that it was not at all probable
that the cattle would travel by that means of conveyance. Of
those that were driven southward, he was certain none
would go by railway. The number of cattle and sheep
that were annually exposed for sale at the October tryst at
Falkirk was about seventy thousand; of these, probably,
a few might be conveyed on the rails, but only when the weather
was very bad, or that they were not in a proper condition for
travelling on foot. He had inspected the traffic-tables that had
been put in by the promoters of the Caledonian scheme, and con.
sidered that the items of cattle and sheep had been grossly ex.
aggerated.
Mr. Laurie, farmer, Kircudbrightshire, said he had been a farmer
28 years, and had considerable experience in agricultural matters.
He could confirm the evidence of Mr. M'Adam as to the estimates
of fat cattle going into England. He had inspected the traffic
tables of the Dumfries line, and it was only reasonable to expect
that at least 18,000 head of cattle would be sent away; in fact, the
estimate in his opinion was rather below than above the mark. All
the fat cattle would be conveyed by railway. He had directed his
attention to the localities where potatoes were produced, through
which the Caledonian line was intended to pass. The quantity of
potatoes that would be produced in these districts was 2,458 tons,
and this was the largest quantity that it was likely would be sent
out of the country.
At the conclusion of the examination of the last witness,

The CHAIRMAN said that he had just received a communication
addressed to him in his capacity of Chairman of the Committee on
the Caledonian scheme. The letter evidently contained an ex parte
statement, and he considered such communications highly repre.
hensible. He would wish to have the occurrence made public!y
known, but would refrain from mentioning the name of the party
from whom the letter came. The Hon. Gentleman then tore it in
pieces, and said he considered that was the only way in which
similar communications addressed to the Chairmen of Railway
Committees ought to be treated.

Mr. Payne, &slier, at Dumfries, was then examined—He stated
there were very few cattle to be had in Dumfries, and he
was obliged to go round to the different farms in the neigh.
bourhood to buy them up. The number of cattle and
sheep that were annually fattened in the ♦alley of
the Nith amounted in sheep, including lambs, to 57,450, and in
cattle to 1,570 ; of sheep 50,000, and of cattle 1,000, were gene.
rally sent south The witness concurred in the opinion that the
Dumfries line would be a great convenience for the conveyance of
fat cattle.

Mr. Geddis, mining engineer, was next called.—He deposed
that he had been employed by the Duke of Buccleucb, the Duke
of Portland, and other extensive mineral proprietors, and from the
information he had derived from that and other sources he was fully
capable to give an opinion on the mineral districts of almost the
entire of Scotland. He had visited all the coal and iron seams in the
vicinity of the railway. The principal coal grounds were found in
Lanarkshire and Lothian. Edinburgh was supplied with coal
from Lothian, which was conveyed thither by a continuation of the
Dalkeith line. In all these coal-fields greater or less quantities of
ironstone was found, but very little black band had been obtained.
It was usually considered that black band was confined exclusively
to the mineral fields in Lanarkshire, but this was a mistaken idea,
as it could be obtained in different quantities from almost all the
coal.fields of Scotland. Very extensive iron works existed in
Ayrshire, but great inconvenience for carrying away the maim.
factured iron was experienced in consequence of the present in-
complete modes of transit. He had inspected the whole route
of the Dumfries Railway for the purpose of identifying and de-
scribing the various mineral fields near which it passed. One-third
of the entire line will be carried through extensive mineral districts.
The railway would tend to open up many iron, coal, and lime-fields
along its route, and would increase the population in its neigh.
bourhood, as there would be more men required to work the dif-
ferent mines. In the valley of the Irvine, going to Kilmarnock,
the line would run for three miles through the Hurleford dis-
trict, where was situated a most extensive coal-field, and the works
were at present in operation. Considerable part of the produce
was carried in carts to the station of the Ayrshire Railway, to
supply the large: ironworks at Dairy, Johnston, and Paisley.
The cost of conveying the coal in carts from the mines
to the station was Is. Bd. per ton. The remaining portion of the
produce was sent south to the districts travelled through by the
proposed Dumfries railway. If that line were made he was dis-
tinctly of opinion that the quantity of Hurleford coal con-
sumed would be greatly Increased. The proprietors of the coal
mines were very desirous to have their business increased, and the
construction of the railway would effect that object. The nature
of the Hurleford coal had been tested by experiment, and it had
been found to consist of the very finest qualities, and was highly
valuable. He had estimated the area of the field at
five miles by two miles and a half, and it might ultimately be found
to be more extensive. The number of veins at present being worked
is three, and the average thickness of the seams is 16 feet ; and the
estimated quantity of coals the mine was capable of producing was
90,000,000 of tons. The coal-field was skirted by ironstone mines,
which tended greatly to enhance its value. Black band, ironstone.
clay and ironstone, and limestone were all found more or less in the
Hurleford district. The limestone field was 11 feet thick, and
produced 2,400 tons annually. Iron mines and coalfields were
to be found all along the line, and there was no doubt
that numerous iron works and manufactories would be
erected at various different points. The Nithsdale works supplied
large quantities of lime for agricultural purposes, and it was of
very superior quality. From Mansfield the quantity obtained was
3,000 tons annually. Benstown produced 2,200 tons, and the re-
maining works produced from 5,000 to 6,000 tons. In the coal-
fields of Closeburn he had discovered specimens of black band,
which were of a very rich quality, Gas coal was worked at
Brogue and Mansfield. The aggregate thickness of the com.
mon coal at Mansfield was 44 feet, in which there were two seams
of gas coal, one averaging 11 feet in thickness, and the other 12 feet.
In his opinion, it would be very difficult to form an accurate judg-
ment of the mineral fields he had described. He had no doubt that
the Wilsontown common coal could not be brought into competi.
tion with the present supply in the Edinburgh market, and he was
not satisfied that it would bear a comparison with that produced
from the Lothian fields. Borrowstowness coal would compete with
the Wilsontown coal, and could be shipped for exportation at a
lower rate. He had no hesitation in stating it as his opinion that
the Dumfries-shire line would exactly tend to develope the mineral
resources of the districts through which it passed, and the general
interests of the country would be greatly benefited by it.
Mr. Wright, mining engineer of Dalkeith, and Mr. Christie of
Muir Kirk Iron-works, gave corroborative testimony to the state.
ments of the last witness as to the quantity and quality of the
various mineral fields through which the line would pass, that are
at present in operation, or which would be opened up, if the pro.
posed railway were constructed.
Mr. Nelson said, he had been engaged in gas works for
thirty years past, very extensively in the west of Scotland.
He deposed as to the respective value of the gas coal
to be obtained from various districts through or near which the
line would pass. Coal obtained from Lismahago, on the average
per ton, would yield 10,500 cubic feet of gas ; Sothram coal would
yield a similar quantity, Wilsontown coal would give 8,820 cubic
feet, coal obtained from the neighbourhood would yield 10,000
cubic feet of gas, and from Borrowstowness the same amount could
be obtained.
The evidence of this witness concluded thedepositions as to the
mineral traffic for the promoters of the Glasgow, Dumfries, and
Carlisle scheme.
The Committee adjourned until Monday, at twelve o'clock.

Group N.

On the sitting of the Committee this morning, 3lr. Minix
opened the case on the part of the promoters of the
CORNWALL RAILWAY.

The Learned GENTLEMAN said it was the intention of the pro.
motors of the Bill to form a connexion with the Great
Western Railway, which was laid down on the bread
gauge, and which was in full and effective force. Various projects
had been under the consideration of Parliament with respect to
the construction of a line from the Great Western Rail-
way through the county of Devon. A line from
Exeter to Plymouth, along the coast, was adopted,
which was a continuation of that line from the metropolis. It was
intended to work that line by atmospheric power. The termiaus
of that line in the town of Plymouth was at a portion of that town
called Eldad. They proposed to commence the Cornwall
line at the opposite part of the town, but it was
proposed to continue the South Devon or Exeter line to a
point so as to join the Cornwall line. Though the stations ap.
peared in the plans to be laid down at different places, yet they
would constitute the termini to the whole line. Plymouth had a
population of upwards of 100,000, and was, in respect to all com-
mercial purposes, the metropolis of the west of England. The
general course of the line, after passing the Hamoaze, would run
to Torpoint, St. Germains, Liskeard, Bodmin—terminating at
Penryn and Falmouth ; would be 66 miles in length, and
would, to use the words of his brief, " pass through
a rich and most densely populated mining, and agricultural,
and commercial district." The population of the parishes through
which it would pass, excluding those common to both the lines, was
46,000. The populatiou of the line through which the Central
line would pass would be about half that number. The line would
pass through districts having a population, according to the
income-tax assessment, of 211,000. The traffic would be
abundant to support the line, and keep it in full work. The
capital was a million. The general traffic was estimated at 103,0001.,
forty per cent. for the working of the line, which would give more
than six per cent. on the capital. In the event of the railway
being carried out, the mail packet-station would, In all probability,
be restored to Falmouth, and of course the receipts of the railway
would be considerably enhanced. The Government had evinced a de-
sire to favour coast railways in the west of England. So that with
the new line there would be a coast railway communication com-
mencing at Dover, and extending as far as Yarmouth. It was proposed
to work the line by locomotion, and the gradients were practicable
by that power. With respect to the opposition to the scheme, there
were several petitions from highly influential individuals in its
favour, whilst there were others opposing it, but they were not of
such a number as to entitle them to very serious consideration. How.
ever, they had to contend with the opposition of Lord Vivian, on
whose property, and near whose handsome residence at Glynn,
four miles from Bodmin, it was intended to lay dawn
tho line. But he had no doubt they should be able
to effect an amicable arrangement with his Lordship,
The Hamoaze would be crossed by a floating bridge of superior con-
struction to the one now there. At Falmouth Harbour it would
be necessary to carry the line across the arm of the sea, in order
that it might reach its destination. On their constructing
three docks there, to which they had no objection, the Admi-
ralty would offer no opposition to that course of the line.
The Learned Counsel, after entering into various details as to the
advantages which would accrue to Cornwall from the construction
of the line, concluded by expressing his hope that the Committee
would pass the Bill. The following witnesses were then called :
Mr. Richard Broad, Mayor of Falmouth—He said he had been
in business for twenty-six years, he shipped goods to Holland and
the two Sicilies. Falmouth was the most important port in the
west of England, and ships from all the most important parts of the
world with one or two exceptions came there. Nearly the whole
of the ships' traffic would be sent off by railway. The principal
articles imported were timber, wine, fruit, salt, corn,
and iron; besides the principal articles of general consumption
coals were cheaply imported from Wales by the Land's-end. The
princiipal exports were fish, tallow, copper, iron, steam-engines,
and o ther machinery, and their value, annually, was from 400,000/.
to 5010,0001. Considerable expense and inconvenience resulted
from the present mode of conveying goods to London and other
places, which would be removed by the construction of a line by
said that the railway would
mh
r.
fl
iweady
Fcoosm, ta
general n i onu
Iteor
,L oh a
nn n could be effected.