The Sun.
London, England, 1844-10-29 00:00:00

of 17,0001. per mile was correct ? For his part he
did not anticipate the failure of the project for want
of funds; and he might be allowed to hope that the
projectors were prepare to neutralised, if not overcome,
every opposition that might be offered. It is proposed
that the railway shall cross the Severn below Glouces-
ter. Respecting this the meeting was aware of the
formidable opposition to be encountered. He would
therefore have no reserve, and he was anxious to get
the most specific declarations on the subject to pre-
vent any mistakes. .A meeting had been recently
held in Gloucester. The interference of the South
Wales Railway with the navigation of the Severn had
been freely alluded to. Lord Hatherton attended the
meeting, and he would beg* to state what his expres-
sions were on that occasion. He expressed the fullest
conviction that the fair interests of the creditors of the
Severn would be protected by Parliament.—(Cheers.)
Parliament had refused to make the river a joint-stock
property. It had preferred appointing a commission to
execute the improvements in a prescribed manner, and
had given to the creditors of the commission the secu-
rity of certain tolls to pay them their interest and to re •
pay them their capital, and he was satisfied that it
would never (before a shilling of revenue to repay the
larger expenditure had been raised), sancion any body
of speculators in the establishment of an almost paral-
lel line, to earry;off 'the entire of the traffic from the
improved navigation—(Cheers)—and it was remarka-
ble that it was on a commercial traffic that the railway
projectors seemed to rely, for little or nothing was said
about passengers ; but what was the case ? In 1837
the House of Commons considered the grand con-
nexion scheme, which took a line very similar to that
proposed to be taken now. A certain amount of traffic
was then exhibited as likely to be accommodated by
such a line. That line, however, the House of Com-
mons rejected; but, since that period, he might say
that three other lines had been opened for the accom-
modation of Birmingham, Wolverhampton, and South
Staffordshire. The Birmingham and Gloucester
Railway had been opened, and was carrying at an
incredibly small rate of tonnage. The Birmingham
and 'Worcester Canal, running in exactly the same
direction, had been so greatly improved by deepening
and ample reservoirs, as to render it almost a new
canal, and its tonnages had been reduced to the lowest
practicable rate. Then, on the other side, the com-
pletion of the works on the Severn, which would be
perfect to below Worcester in five weeks, would ren-
der the line of the Staffordshire and Worcestershire
Canal, from Wolverhampton down to the Severn, and
on to Worcester, serviceable to the local and
general trade to an extent never before known.
Here were three lines, then, that might be con-
sidered as newly opened since the House of Com-
mons pronounced the proud connexion scheme unne-
cessary in 1837. But the importance of the Severn im-
provement would not stop here. If Parliament would
protect its revenue, the future amount of which was
still doubtful, the commission would, he was satisfied,
institute immediate inquiry into the means of ex-
tending the improvements down to the Bristol
Channel. The execution of the works for the deep •
ening the river, under Mr. Cubitt and Mr. Williams'
direction, by embanking, dredging, &c., below Wor-
cester, left no doubts whatever of the facility with
which those operations might be extended below
Gloucester; and until the channel was opened up
from the mouth of the river, they should never see
that accomplished which Sir R. Peel had expressed
in the House of Commons—his desire to witness the

" sea brought up to Worcester."—(Cheers.) The
immense importance of steam navigation between Ire-
land and the south-west of England on one side and
the centre of England on the other could not be over
estimated. Railways were no doubt most important,
but he doubted whether there was now any one
national object of the sort unaccomplished so import-
ant as the establishment of a perfect steam-boat navi-
gation between the Bristol Channel and the centre of
England. He should never rest satisfied till that was
accomplished.—(Cheers.) But for such an object
the revenue of public creditors must be protected, or
Parliamentary commissions would remain powerless
for ever.—(Cheers.) Mr. Booker felt in common
with them all, how deeply they were indebted to the
deputation, and he felt there was every propriety in
putting these questions to the deputation.
Mr. BaUNEL said he came there that day quite un-
prepared to make any specific doclarations, but with
respect to the questions put by Mr: Booker, he was
quite ready to give the fullest information. With
respect to the first point, the estimated amount of the
line, he should say that gentlemen would bear in
mind the comparative expenditure of lines constructed
in the present day, and those laid down eight or ten
years ago. Some of these cost much more than was
atfirst contemplated. There were various reasons for
this discrepancy between the estimated and actual
amount of construction. Without troubling the
meeting with all the reasons, it would, perhaps, be
enough for his purpose to state that various circum-
stances determined the relative amount—the period
of time when they were made—the cost of materials,
and possibly the want of precision in the estimate.
The same fallacy in the estimates that private gen-
tlemen are subject to in building their mansions,
occasionally governs railways. Railway directors
when they see what has been done—when new vistas
of commerce open to their views, generally extend
their lines, and necessarily incur an expense to which
the new improvements subject them. The circum-
stances under which the Great Western Railway
was constructed were very different from those which
govern railways of the present day. He would in-
stance a few particulars, by way of illustration. The
Box tunnel of the Great Western Railway cost 1001.
per yard. The tunnel on the Exeter Railway cost
but 531. The Cheltenham tunnel in connexion with
the Great Western Railway was estimated at 1361.
per yard ; it cost but 341. per yard. To show the re-
duction in this department alone, he might mention
that, within the last three weeks, he had contracted
for tunnelling at 281. per yard. The comparative
expense must, of course, depend on a variety of cir-
cumstances—the nature of the material to be worked
upon, and the accessibility of materials, with other
matters which he could not just now go into. The
estimate of the railway proposed to be brought before
Parliament was considerably less than that of lines laid
down even in 1836. About 2,500,0001. was the esti-
mate of the South Wales line—about 15,0001. per mile
—and then a surplus would be left available for the
exigencies of the Company. The line of railway pass-
ing through the Stroud valley, at one period deemed
impracticable,and in consequence given up, was taken by
the Great Western Company, and that cost but 15,0001.
a mile on the average. Now, he would say that the South
\Vales line ought not to average snore that 12,0001.
or 13,0001. per mile. So far as to the comparative
expense of construction. Respecting other points he
would say there was no mystery—there was no effort
at concealment; but explicitness of detail with re-
gard to leading features was quite consistent with
some reserve on other points. With respect to the
Severn navigation, he should say it was proposed to
improve that river up to the city of Worcester ; and
the parties interested in that improvement must have
contemplated a railway to give effect to that improve-
ment. He had been in communication with the
Severn Navigation Company, and lie would not hesi-
tate to state to that body his belief that the contem-
plated railway would considerably advance the im-
provement of that river.
Mr. BARLOW briefly returned thanks. He would
have great pleasure in stating to his colleagues in town
the gratifying unanimity which prevailed at the pre-
sent meeting, and the cordiality with which the depu-
tation had been received. They might rest assured
that the 'confidence reposed in them would not be
misplaced, and that they would do all in their power
to justify that by promoting the interests of the line.
There would be an identity of views and interests
between them. So great was the confidence already
reposed in them, that at a recent meeting of the South
Wales Board, an unanimous vote was come to, ap-
pointing Mr. Russell as Chairman to the Company.
Mr. Barlow concluded by an encomium on the Chair-
man of the Great Western Company, and, in terms
of warm eulogy, moved the thanks of the deputation
to the Marquis of Bute for the liberality of his
views and support.of the projected railway, and the
ability and impartiality with which he had filled the
chair.
A contention of a very amicable nature here took
place between several gentlemen in the vicinity of the
chair for the honour of seconding the resolution.
Prominent among these was the distinguished Pro-
fessor Buckland, to whom, by common consent, was
awarded the honour.
Dr. BUCKLAND then rose, and was warmly cheered.
He rose, he aaid, with heartfelt pleasure, to second the
proposition which had been just made. Though not
an inhabitant of that county, it was his lot to be oc-
casionally connected with it for many years, and,
therefore, he had some pretensions to second the mo-
tion which had been made. These were matters of
which he was professionally cognizant, and which he
might, with propriety, detail to the present meeting,
and which it was important for them they should
know. The foundation of their present prosperity
mainly rested on the article of coal. llad not this
existed, lie . believed he was correct in stating that
their population would have been less than it was at
present by 5,000,000, and their commerce less by
one-third. lie need not dwell on the advantages to
be derived from locomotives. They all had appa-
rently prospects of long life before them, and they 211
might learn the facilities of encouragement railways
gaveha n o
et
mh the
nto f multiplicationita highest of the means
most intellectual e life,iieo
tanda a 1 the
enjoy-
ments.ell-
- in importance to coal,:swaLi important
preferable
staple of their country, stood. iron. I
g tto her mines of
to either gold or silver
as a nation. The Learned.
.ro
of several members
details respecting the opnuons
ladpeculiar and
of the House Of Commons, who_ 1 p
ob-
stinate notions on the subject of coal,
amounting to
• Some of these were haunted with the
monomania.
gold and silver, Spain h—assrebeelenfliesisnediretteVe
efnortehreedr ruin
apprehension that the coal of the country was in a