The Sun.
London, England, 1845-05-07 00:00:00

CHESTER AND HOLYHEAD RAILWAY (No. 9..)

Mr. AUSTIN went at great length into the relations which ex.
fisted between the promoters of this line and the directors of the
Birkenhead and Chester Company, and read the correspond-
ence which had taken place between them in the year 1844,
from which it appeared that an agreement had been
entered into by the Birkenhead Company to connect
themselves with the promoters of this line shortly after it had
been first proposed, but finding afterwards that they had made a
bad bargzin, they sought to rescind the agreement, and to throw
every obstruction in their power against the present undertaking.
The Comm►ttee adjourned till twelve o'clock to-morrow.

Group N.
WEST CORNWALL.
The Committee met at twelve o'clock in room No. I ; the Right
Hon. 'l'. B. Macaulay, Chairman.
Evidence on the part of the promoters of the line was adduced
before the Committee.
Mr. Pierce and other witnesses were called, who stated, that the
town of Penzance was a place of considerable trade, and that the
greatest benefit would be conferred by the line from Penzance to
Truro on the inhabitants of the mining districts.
After hearing evidence of this character, the Committee
adjourned.

Group E.

NORTHUMBERLAND ATMOSPHERIC RAILWAY.

The Committee resumed the consideration of this line, in oppo-
sition to the Newcastle and Berwick locomotive projected line.
The Committee were occupied in the early part of the day in
inspecting a model of the intended atmospheric line of railway,
which was made by Mr. Samuda, and was explanatory of his evi-
dence, which was proceeded with. The power, he stated, of the
engines proposed for use was fifty horse power, two engines
being at each station. The diameter of the pipe would be fifteen
inches throughout, the pipes may be supplied by
a p'•pe at one or two rises on the line. Changes of the weather
would not affect the atmospheric as it did the locomotive railways.
A great advantage possessed by the former over the latter was,
that the Company were enabled to run more frequent trains at the
same time, which was peculiar to the atmospheric plan. An uni.
form velocity would be kept up for all the trains, which would be
a great advantage to the third-class trains. The witness
then corroborated what Sergeant Wrangham stated yester-
day In his address to the Committee. The expense of keeping
stationary engines in repair would be much less than with loco-
motion. Witness was prepared to abide by the evidence given on
a former occasion by him before a Parliamentary Committee.
Tables, prepared by Mr. Samuda, and slightly moditiedby Mr.
Brunel were then produced, containing an estimate of the cost of
trains per day.
On cross.examination by Mr. HILDYARD, Mr. Samuda stated
that he was a patentee, and would have a right to
5001. per mile. He had not had much experience in
the construction and working of locomotive engines.
Tt•e drainage to the road would be but very slightly dependent on
the velocity at which the line would be worked. The number of
trains intended to be worked would be in the first instance about
14 each day. The number might afterwards be increased in con-
sequence of an increased demand from the system of traction and
the lowness of the fares. He calculated that the weight of the
trains would be forty tons. The cost of the engines would be
about 3,5001. each pair, exclusive of the buildings, which would
cost between 5001. and 600/. each. One and a half tons of coal
would be required for each pair of engines per day.
The working of the engines would be equivalent to that on the
Dalkey line. The vacuum to be used at starting would be twenty
inches, which would be maintained throughout. He believed

that there would be but one level crossing, but should there be
more it would not affect the practicability of the line. Coal_
trains, &c., on the proposed line would be carried at the same rate
as those for passengers, which he considered to be of great public
advantage. . . .

Re examined by Mr. ALIMANDER—When he calculated the cos'
of the permanent way he did not include the 500/. per mile. _

_
Mr. Brunel was next examined by Mr. ALEXANDER—He ge.
nerally corroborated the evidence given by the last witness in stating

that he believed that the proposed line was well suited to the cha.
racter of the country through which it was to pass. Having ar-
rived at the Neville station, it was proposed to pass under the town
of Newcastle by means of a tunnel, 2,400 yards in length. By
that means they avoided interfering with house property.
Cross.examined by Mr. HILDYARD—The material difference of
expense was to be accounted for by the inability of varying the
number of trains on the locomotive line without having recourse
to an equivalent variation of the locomotive power. The stock of
trains on the locomotive line was not so excessive as that
of the trains on the atmospheric line, and it would require
vast expense to increase the number on the former. Adding_
a train to the usual number would make no very
material difference on an atmospheric line. The speed
of the Northumberland line would be forty miles an

hour; on the other line thirty miles would be the speed. The
inducements and cost would lead to the forty miles on the one
and thirty miles on the other. The interest on the atmospheric
lines would be to run trains more frequently than on the locomo-
tive lines. The number of atmospheric trains would not be of any
importance to the through passenger. The atmospheric system
. .

would not subject the passengers, on arriving at Neville station. to
less delay than Mr. Stephenson's line. He did not know
the number of passengers arriving at Gateshead on their way
to Newcastle. Thought it was a convenience to the town of Neville
to have a communication by railway to the quay. He supposed
that the travelling population on both lines was about the same.
Witness had taken land for the double line. He was of opinion
that flat gradients were advantageous on botllatmospheric and loco_
motive lines. The objection to Mr. Stephenson's line was that it
was not so direct. The inclined plans of 1 in 59 was at Berwick,
as they crossed the river. Towards the bottom of the incline
there was a slight curve.
Mr. TENIPLB then cross-examined the witness on the part of Mr.
Broundling and several other landowners, through whose property
the Northumberland line was intended to pass.
The Committee then adj.surned.

Group B.
WEST YORKSHIRE LINES.
(Continued from our Afternoon Eslition of yesterday.)

Mr. Dickenson, a civil engineer, proved that the gradients and
curves were not of an objectionable character, and on the whole
much more favourable than those of the West Riding lines.
The Committee adjourned at Five o'clock.

STANDING ORDERS.
Sub-Committee No. 3.
The Committee reported that the Great Grimsby and Sheffield
Railway Company had complied with the standing orders.