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

TIIE SUN, LONDOT, WEDNESDAY EVENING, MAY 7, 1845,

requiring less extensive cuttings, less expense in the management
of lines, and as being much more economical in the construction
of carriages. In a few great lines the broad guage might be
most adviseable, but for branch lines, of which this was one, the
narrow guage was decidedly to be preferred. If England were
divided as it was during the Heptarchy, there would be but a
seventh part of England with the broad gauge laid down on it.
The boundary line of the broad gauge was from Dorchester,
through Basingstoke, up to London; from the latter down the
Great Western up to Oxford, from Oxford up to Glou-
cester, and from thence to the western counties. This
was the commonwealth of Mr. Brunel, while all the rest
of England and all Scotland had the narrow guage. The
number of miles of the broad guage laid down was 333 miles;
the number of miles proposed 609, making a total of 933; while
the number of miles of, the narrow guage, already formed, was
1,530 ; with 1,264 projected, making a total completed and pro.
posed of 2,794. The question, therefore, was, whether the broad
guage should be allowed to diverge from the west into the north,
into the territory of the narrow guage. He (Mr. Austin) said no ;
as he was sure from the nature of the evidence he would call he
should show there were difficulties in the way of extending the
broad guage that would satisfy the Committee in giving
their decision in his favour. The Learned Gentleman then
proceeded to show that the two points for the break from the
broad to the narrow gauge ought to be Oxford and Bristol, insteed
of Rugby and Birmingham, and quoted the report of the Board of
Trade in support of this view of the matter, the reason assigned
being that far less confusion in the transition of goods
from the one gauge to the other would take place at
the former than the latter places, on account of the great
difference in their respective traffic. The question of competition
was next commented on at great length. He considered that
private competition between lines ought not to be encouraged,
and cited several instances of its injurious effects, in which amal.
gations had to take place to prevent ruin. He thought it best for
Government to lay down a general principle regulating traffic,
and quoted an offer made by the London and Birmingham line,
to give guarantees for a permanent reduction of its rate of tolls
for the aecommodation of the public.
Mr. Best, an extensive ironmaster in South Staffordshire, was
first called and examined by Mr. Sergeant WRANGHAM. He knew
the wants of the district well. It was principally engaged in the
iron trade. There were 145 blast furnaces in the district, of
which 100 were in blast. They made in the district about
468,000 tons of pig iron in the year. The quantity of materials
required to be moved in making this quantity of iron, was about
seven times more than the quantity of iron produced. These were
coal, iron stone, and lime stone. The existing means of carriage
were canal and road, and they were altogether inefficient. In the canal
which passed through the district there was a tunnel beneath Dudley
Castle, which delayed the boats very much in passing. There were
often twenty boats waiting to go through, being detained (Tom the
defective means of propulsion ; only one boat could pass at the
time. The tunnel was about a mile long. He was satisfied that
if improvedcommunivition was offered, many new mines would be
opened up. At present, west of Dudley, many furnaces were
out from the want of a supply of iron stone. The traffic of the
district altogether amounted to many hundred thousand tons,
while there was a great export trade. If the broad guage came into
:he district, there would have to be a break In the guage in send-
ing goods to be exported. He thought the South Stafford-
shire scheme (that group of railways with the narrow
guage) would be preferable, as it would be much more con-
venient in affording small side lines for bringing minerals
into the main lines. There were a number of small coal lines in
the district already in the narrow guage, but if the broad guage
was carried there, these would be useless, or else two sets of car-
riages would be required for the conveyance of minerals, besides
the damage they would suffer io being changed from one set of

carriages to another.
In answer to questions from Mr. KINGLAKE, who appeared for
the Great Western Company, the witness said he did not know the
width of the gauge on the side lines In the district, but he thought
about 4/1 feet. The Grand Junction Company had promised them
de lines wherever they would be required.
Mr. WHITMORE appeared in opposition to that portion of the
line between Dudley and Wolverhampton; and
Mr. ALLEN, for Mr. Hook and Mr. Foley, two gentlemen of
property in the district, who were opposed to all the three lines
included in the group.
The two Learned Gentlemen submitted Mr. Best to a lengthened
cross-examination without materially affecting his evidence.
Mr. Wm. Hancock said he was a partner in a large iron works
near Kidderminster. The firm paid from nine to ten thousand pounds
yearly. The articles they used were coal, coke, and iron. The coal was
got from the neighbourhood of Wolverhampton, and most of the iron
from Shropshire. They also used a quantity of block.tin, which was
derived from Bristol. Coal cost them in carriage about 3s. per ton.
They had a large export trade through Liverpool, Bristol, Hull,
and London. The freights he considered very high. It took them,
by the present conveyance, three days to deliver goods in Man-
chester, and five days to deliver them in London or Bristol. He
thought the South Staffordshire scheme the best adapted for the
district, as involving less expense than the broad gauge, in the
loading and unloading of coal and coke, as these articles, after being
taken from the collieries, would have to be unloaded into other wag-
gons before going along the body of the line. The reloading would
cause considerable breakage, and depreciate the value.
In answer to Mr. ALLEN, the witness said the firm manufac-
tured a great variety of articles in iron and tin. There were no
coal pits around Kidderminster; the coals hid all to be brought
rom the neighbourhood of Dudley and Wolverhampton.
The Committee then adjourned till to-morrow at twelve o'clock.

Group V.
'Continued from our Afternoon Edition of yesterday.

Thomas Hawkesley, civil engineer, residing in Nottingham,
thought that the level crossing over the Flood road would not be in
the slightest degree inconvenient to the town of Nottingham. Any
other mode of crossing would entail evils of great consequence;
in fact, any other mode would be attended with such difficulties as
to be almost impracticable.
Wm. Carter proved the traffic on the Wilford level crossing over
the Derby and Nottingham line near the latter town. In seven
days' obseivation he saw 21,000 foot passengers pass, 523 on horse.
back, 83 gigs, 269 carts, and 94 carriages.
Edwin Walter took the traffic on Trent.brige for a week. There
was a very great traffic over the bridge, especially on market days.
John Fox Bell, Secretary to the Midland Railway, said the
Derby and Nottingham Railway had been opened for six years,
and in that time not one single accident had happened at the Wil_
ford crossing. Had such happened he should have heard of it.
William Hutchinson proved the traffic from Gainsborough to
Nottingham, which would in a great degree come upon this line.
William Liston Sharp gave similar evidence, which the Com.
rnittee was proceeding with when the Speaker was announced to
prayers.

Group 00.
THE WHITBY AND I'LL:KERING RAILWAY.
(Continued from our Afternoon Edition of yesterday.

The evidence in this case was resumed.
Mr. J. Stephenson was briefly examined ; after which,
Mr. John Hawksbaw was called—ls engineer to the Leeds and
Manchester Railway Company. The crossing proposed by the
promoters would be Eighly dangerous. Their object would be
carried out by crossing in the manner proposed by the Great
North of England Company, and the advantage would be as great
as crossing on a level. The danger arising from the promoters
crossing would be greater at night than in the day.
Cross-examined by Mr. HOPE—Is engaged on the London sad
York Railway; that line proposes to cross the Leeds and Selby
Railway on the level. Believes there is no rivalry between the
Great North of England Company and the York and Scarborough.
There is a rivalry between the London and York and the Leeds
and Selby. The latter Company do not object to the mode of cross-
ing their line.
Mr. Cubitt, civil engineer, was of opinion that the promoters
crossing on a level at right angles would be most dangerous to the
traffic of both lines.
Mr. Hope briefly replied, and the room was then cleared.
After a a short deliberation the parties were called in and In-
formed that the Committee were unanimously of opinion that the
crossing proposed lby the Great North of England Company was
the most advantageous, and the one that should be adopted.
The consideration of the clauses of the Bill was then postponed
to a future day.
THE YORK AND NORTH MIDLAND RAILWAY (BRID-

LINGTON BRANCH).
This Bill is to enable the York and North Midland Railway Com-
pany to make a branch railway from the line of the York and Sear.
borough Railway, in the township of Seame, to Bridlington.
Mr. HOPE briefly stated the case for the promoters. The scheme
was opposed by a rival interest, who claimed compensation for
interfering with part of their traffic. The Commissioners
of the Bridlington Piers and Harbour asked for a clause of indem-
,iity. The promoters only interfere with their imports and exports
;ike any other competing interest, and it was well known that no
compensation had been given to any such interest. He trusted the
Committee would lcok upon the opponents in the light of turnpike
and road trustees, who were never compensated.
Mr. Himu HILL addressed the Committee on behalf of the
Commissioners of the Bridlington Piers and Harbour.
Mr. HOPE replied, and the Committee postponed giving their
udgment till to-morrow.
The Committee rose at Four o'clock.

Group DD.

EDINBURGH AND GLASGOW RAILWAY" BRANCH
TO CAMPSIE, &c.

(Continued from our Afternoon Edition of yesterday.)
Mr. ANDREWS, in reply, said that the dues which had been re-
'erred to by his Learned Friend, had been defined originally by an
Act of Parliament, which had been framed in the reign of James
11., and the tolls were levied on all cattle and goods going over the
bridge. The dues were appropriated to keeping the bridge in sub-
stantial repair. The usual annual inco:re derivable to the
town from the levying of these taxes amounted to 2001. A rail.
way was to be made through the borough ; one had already been
constructed, for the purposes of which a viaduct had been erected.
The bridge for which the toll was originally granted had never been
used for the accommodation of the railway, nor had the
road over the bridge ever been interfered with. The railway corn.
pang were willing to give a perfect indemnity to the Town Council
for all traffic they might have taken away frora the bridge. It was
proposed to pay them for all less of traffic, and the bridge not being
so much used, the corporation would be at much less expense in
keeping it in repair. A clause had been specially introduced
into the Bill which expressly provided that no_ diminution
of the council's rights and privileges should be allowed
to arise from the making of the railway over the Avon.
If the clauses opposed were expunged from the Bill it would have
the effect of giving the Town Council a power of stopping alltheir
carrier trains, which would occasion great inconvenience and delay
to the public.
After further considerable discussion,
The CHAIRMAN said that the Committee had decided the clauses
should not stand part of the Bill, and they recommended that some
arrangement or adjustment should he made between the parties.
Mr. Burke, the Parliamentary agent, having introduced a clause
for regulating the max. mum rate of charges on the Campsie
branches, and other clauses,
Mr. MAXWELL rose, and said he appeared to support a petition
BthteT posedifnerea
against the Campsie branches, on behalf of the trustees of the
Inchbally Road. He introduced a plan showing the posi-
tion of the road, and that portion of the railway
which crosses it. In the Clauses Consolidation Bill
the erection of bridges and viaducts over roads were generally
provided for, but, in the present case, that enactment was not
sufficiently specific to meet the urgency of the demand. 'I he
Company contemplated erecting merely a single-span bridge
of thirty feet in width across the road ; and he contended that
this bridge would be inadequate to, and quite inconsistent with, the
convenience and safety of the inhabitants. The trustees would
be satisfied with a span of thirty feet of roadway, provided that an
archway for the accommodation of foot passengers were to be
erected on each side.
Ater some discussion, the CHAIRMAN said the Committee re-
commended that a special provision should bc introduced Into the
feet each for the convenience of foot passengers on either side, to
Several other clauses, not of public importance, having been pro.
hngcbdinalli::Erirothadir.ty feet of roadway, and two footpaths of five
medaistos'aid he should report the Bill.
The next Bill called on was

THE SCOTTISH—CENTRAL RAILWAY,
When Mr. Cteast. said he wished to submit to the consideration
of the Committee a clause as to the expediency of erecting a station
on the South Inch at Perth. The object of the clause was to
re-
strict the powers of the Scottish Central Company for making that
particular portion of their line which touched upon the South
Inch, until the other proposed railway companies should have come
to some satisfactory arrangement for having a general central
station, And as the el gibility of the South Inch was doubtful,
it was impossible to limit for a time the execution of the works.
The clause, after some slight alteration, was Agreed to.
Mr. N`Nxii. then said he appeared in support of a petition from
the trustees or the Redburn Turnpike-road to introduce a clause
for regulating the arnOtlllt compensation
Ito be paidtothem.
after some littie..
.:.ahs
and negatived.were all
clauses were then proceeded
The
The clause,
remaining ho we v er'
passed.
The Bill was ordered to be reported.