The Sun.
London, England, 1845-05-23 00:00:00

(LEFT SITTING.)

Group W.
WAKEFIELD, PONTEFRACT, AND GOOLE RAILWAY.
The Committee to whom this group was referred reassembled
this day at twelve o'clock. Mr. Pakington in the chair.

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. WtutiNs, 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 of 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.

Re.examined by Mr. Wstxswa—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 14 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 Savuoua—The corn was by the River Trent and
canal up to Thorn..

Cross-examined by Mr. KNowLits—His own individual advantage
would be greatly promoted by this line. Doncaster was not a
more convenient place to send his bealts 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.
dence 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.

(LEFT SITTING.)

Group R.
DUBLIN AND BELFAST JUNCTION RAILWAY.
The Committee met to.day at the usual hour, Mr. Gibson Craig
in the chair, and proceeded to the examination of the witnesses.
Sir John M`Neille's examination continued from yesterday—He
considered the town of Newry would be greatly benefited by the
proposed line, as it had been a main object with him in surveying
the line to give accommodation to such an important and respect-
able town. The expense of constructing the line was estimated
at 917,2031. Os. hid., including the branch to Kells. The expense
of the main line, 625,5671 , and the one to Kells, 208,1531. 118. Bd.
To these items would have to be added 10 per cent. for contin-
gencies, making in all the total already given. There were
no peculiar engineering difficulties, except a viaduct over
the Boyne, and a crossing of the valley at Newry. No
tunnel would he required. The gradients, curves, cut-
tings, and embankments were generally favourable. The
severest gradient on the main line would be 1 in 100 fur two miles
between Dundalk and Newry, and on the branch lines 1 in 125,
in the two furlongs near to the town of Kells. The deepest cut.
ling on the main line was 58 feet, and the highest embankment
68 feet. On the branch the deepest cutting was 39 feet, and the
highest embankment 42 feet. There were several crossings of
roads at the level, but they were at places where no inconvenience
would arise, and could not be avoided without great expense..,

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, CE.,
who, in reply to Mr. Forsyth, deposed to having drawn up a report
for the provost and magistrates of the town of Perth, as cooserva.
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 Captain 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. ArthaEws—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. FORSICTU—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 r ccrue 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 21 feet for passengers and traffic. This is already
considered as insufficient.

(LEFT SITTING.)

Group V.
NEWARK AND SHEFFIELD.

Members—The O'Conor Don (chairman), Mr. Davies, Mr.
Hope Johnstone, Sir Denham Norreys, and Sir John Rae Reid.
The Committee sat at twelve, and proceeded with the evidence
of Mr. R. Stephenson, on the part of the opponents of the Par-
liamentary line.
The witness was examined by Mr. TALBOT, Q.C.—He had seen
the plans and sections of the original awl of the amended line,
and he was decidedly of opinion that the amended line
would combine advantages which could not possibly be
given by the proposed line. Judging from the charac-
ter of the country, he should say—he was confident—that
the railway could not be constructed at the estimate laid down,
namely, 15,000/. per mile, neither could the railway, if constructed
according to the original plan, give such advantages to the coal
district as the amended one would, for the simple reason that the
summit levels in the latter case were much lower. His estimate
for a single line through this tract of country would be
700,000/., or for a double line 850,0001. The quantity of
earth.work on the railway would be greater than on any other line
in the kingdom.

Mr. Swanick corroborated the evidence given by Mr. Robert
Stephenson.

Mr. Gibbs, the engineer to the projected line, was recalled, and
he said that, having carefully examined the alternative line, he was
of opinion that his own plan was preferable.
(LEFT SITTING

Group F.

This Committee reassembled to.day at twelve o'clock, the Right
Hon. F. Shaw in the chair, and proceeded with the adjourned
inquiry into

THE LONDON, WORCESTER, AND SOUTH STAFFORD-

SHIRE RAILWAY.

Mr. T. Barker called, and re-examined by Mr. Cocanuan—
There are fifty-two furnaces near the proposed exten-
sion of the Great Western line, which manufacture 5,000 tons
of pig iron per week. Close by the proposed London and Birming_
barn extension there were eleven furnaces, manufacturing but
1,000 tons, There are thirty thousand tons of pig iron made
weekly in Great Britain. South Wales produces ten thousand
tons, Staffordshire nine thousand tons, and Scotland seven thou-
sand tons ; the remainder came from various parts of the country.
The cost of bringing iron from South Staffordshire by canal
was 19s. and 20s. per ton ; and by railway the cost
was 21. per ton. This was on the London and Birmingham
line. That railway now takes it at 11. 3s. per ton, and that is
enormously high. By the construction of the Great Western line
into the South Staffordshire districts, a saving of several shillings
per ton will be the result. Witnessed the carriages invented by
Mr. Brunel for the change of gauge. Saw them at work thatmorn-
ing at Paddington. Never before witnessed so well managed an
affair. The transhipment Ns as done with the greatest ease.
Thirty-two tons of coals were transhipped from the broad to the
narrow and back again in lees than seven minutes. It was done
without the least inconvenience, and was, in fact, the most inge-
nious contrivance ever witnessed for the purpose. The general
feeling of the iron trade in South Staffordshire was in favour of a
line for the iron districts. As far as the feeling for both
lines went, thinks it is equally balanced ; his own
feeling was in favour of a competing line, for with•
out a competing line sufficient carriages would not be
found for the mineral traffic. Was of opinion that the mineral
traffic did not pay so well as a line where general traffic would be
taken up, and therefore, where one line existed they would charge
exorbitantly, or supply so few carriages that the trade would not be
benefited by the line. Has no interest in the Great Western more
than any other.

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