The Sun.
London, England, 1845-05-09 00:00:00

TUE SUN, LON-LICYI

RAILWAY COMMITTEES
(YESTERDAY.)

Group V.
(Continued from •ar Aftmloon Edition of yesterilny,
NOTTINGHAM AND LINCOLN LINE.

Se►eral witnesses were called to prove that the cattle and pas-
senger traffic on the Flood and Queen'► road, where the railway
would cross at a level, was very considerable and necessarily dan.
serous.
The Committee adjourned at a quarter to four o'clock.

Group E.
NORTHUMBERLAND ATMOSPHERIC RAILWAY.
(Conti,lued from our Afternoon Edition of yesterday.)
Mr. B. D. Gibbons was crov.examined by Mr. HILDTA RD, but did
not state anything of material difference from the other witnesses.
Mr. Wilkinson, Chairman of the Great North of England
Railway, stated that an Act of Parliament had been obtained to
execute a line from Darlington to Newcastle, but that it had been
abandoned, in consequence of the difficulties that arose in the
money market. He thought that such a line would be valuable to
the public, and that if the Northumberland Atmospheric Railway
Company obtained an Act to enable them to construct it, the
Great North of England Railway would act harmoniously with
them in the execution and working of that line. There were nu
coal.pit railways joining the Great North of England line. It wer
his opinion that such coal railways were a great public incon.
venience on a thorough traffic trunk line.

Mr. Thomas Oliver, architect and land surveyor, of Newcastle,
and Mr. Burn, a manufacturer of steam.engines, were then exa-
mined, and corroborated the evidence already given In favour of
the atmospheric principle.
After some conversation between the Committee and the Counsel
with respect to the inconvenience, if any, that might arise from their
not sitting during the Whitsuntide vacation, the Committee rose.

Group B.
WEST YORKSHIRE LINES.
(Continued from our Afternoon Edition of yesterday.)
Mr. Niclaelas Wood, a locomotive contractor, proved that neither
of the lines could be worked for less than Is. (Id. per mile.
Mr. R. Taylor proved that trains on the Leeds and Manchester
line cannot pass up the Victoria-place, with the assistance of a rope
worked by a stationary engine.
Mr. Locke, the celebrated engineer, gave It as his decided
opinion that the gradients and curves of the West Yorkshire were
much more favourable than those of the West Riding line.
Mr. R. Stephenson and other witnesses corroborated Mr. Locke•s
testmony.

This was tho affirmative ease on the part of the promoters
LEEDS AND WEST RIDING JUNCTION RAILWAY.

The opposition of the landholders to this railway was then gone
Into.

Mr. BAINE,cm behalf of the Moravians of Fullneck, adduced eri
&rice to prove that course of the line would destroy their establish
ment in that district.

The Committee then adjourned.

Group X.
LONDON AND YORK RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. Packe, a landowner in Lincolnshire, was called and mt.
mined by the promoters. The feeling of the people of Lincolnshire
w:+s in favour of the London and York scheme. He had resided in
the county for forty years. Had attended several of the public
meetings which had been held in Lincolnshire in favour of this
railway.

Cross.examined--The meetings were not unanimous in their
resolutions.

Mr. Christopher, M.P. for Lincolnshire, was next examined. He
had attended the public meetings which had been held in favour of
the London and York Railway. The majority of the persons at
these meetings were in favour of the proposed line. He had at
first taken no part in the agitation in favour of the line, but he had
at length thought it desirable to give his support to the line. He
thought this line would afford the best means of communication to
Lincolnshire. The farmers were generally in favour of the line.
If he consulted his own convenience, he would support the Cam-
bridge and Lincoln tine, as that passed within three miles of his
house, whereas the London and York line would be thirteen miles
distant from it.

Cross-examined by Mr. WEBSTER—Do you not know that
Boston is a very important port ?
Mr. Christopher—l have heard that In the time of the 1-lep-
tarehy it was a more important fort than London.—(Laughter.)
Mr. WEBSTER—IS it not a very important port now ?
Mr. Christopher—Yes, it is an important port now.
Mr. WEBSTER—And I believe the Cambridge and Lincoln
hoe passes there ?
Mr. Christopher—yes, It does.

The Committee adjourned at four o'clock.

Group N. •
WEST CORNWALL RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
The examination of Captain Moorsom, by Mr. Rowe, was then
resumed. He said the proprietors of the Hayle Railway would lay
down the broad gauge, on the assumption that it should become
part of the new line. In fact, there wculd be three rails instead of
two, as heretofore. A new single rail would be laid down outside
one of the others, which would not be interfered with. The width
of the embankment of the Hayle Railway is from sixteen to
elditeen feet; in some places it is wider. Sixteen feet is the nar-
rowest point. About fourteen feet is the narrowest width of the
bridges on which the railway runs. The bridges of the line are
unusually high. No alterations would render any interference with
the adj,,ining property necessary. No new power would be required.
If more land were wanted, it could be easily obtained, as the land-
owners. had ever been moat accommodating. Knew of no case
where they would have to deal with trustees of turn-
pike roads in respect to any ground which they might
require for the purpose of altering the Hayle Railway.
The witness was examined by Mr. HARTLIT with respect to the
property of Mr. Thomas, who had petitioned the Committee
against the railway running through his property, which was
stopped by Mr. Thomas himself saying that, if they would erect
the line oir, and to the north of his property, as he had proposed,
he would pay any additional expense which would thus be entailed
upon the Company.

This matter, like the last, w•as also adjourned to give time for
consideration.

Mr. Rowe, referring to the case of Lord Vivian, said his Lord.
ship had no desire to thwart the intention of the Company by
seeking an exorbitant price for his property, feeling that it might
be of great importance to the district, and that many of the inha-
bitants might be in favour of it. On the part of his Lordship he
had therefore to propose that the matter should be referred to
Mr. Pendarres, one of the Members for the county, who was quite
unconnected with the Company, and to Mr. Humphrey Williams,
one of its Directors. He was anxious to have this done to.day,
that the matter might be again brought before the Committee in
the morning.

Mr. ALEXANDER, on the part , f the Company, acquiesced in this
proposition.

Mr. MACAULAY (the Chairman) said the proposition was a fair
one, and would, he trusted, lead to a satisfactory result.
Captain Moorsom was examined at great length by Mr. Ssiata,
with respect to the running of the railway through property be.
longing to the Rev. Mr. Millet, without eliciting any point of in.
terest. .

Mr. Brunel, the engineer, said he had examined the line, and
that it offered many facilities for the construction of a railway.
Mr, Whitley, a surveyor, had estimated the total expense of the
land required far the line at 5,644/.
Mr. Mitchell, also a surveyor, at 5,4001.
Mr. LEXANDIA said, with that evidence, his case for the pream.
ble was closed.

Mr. SMALE was addressing the Committee on behalf of the Rev.
Mr. Millet, who opposes the line because it will injure his property
to a great extent, and because there is sufficient railway accommo-
dation in the district at the present time, when the Committee
adjourned.

The Cornwall Railway will not be taken until Monday, the 19th
inst, to which day the Committee will adjourn from to.morrow.
The Committee will conclude their investigation in the present
Bill, if possible, to-morrow.

Group DD.
THE CALEDONIAN, AND THE GLASGOW, DUMFRIES,
AND CARLISLE RAILWAYS.
(Continued from our Afternoon Edition of yesterday.)
Mr. HOPE next called Mr. Croall, the large mail contractor, and
examined him generally as to the coach traffic along the proposed
Caledonian line, lie considered there would not be sufficient
traffic from north to south to support two direct or competing rail.
ways. He should give the preference to the Caledonian line, as it
was shorter, and generally speaking was more advantageous than
any other that could be laid out.

Mr. Piper corroborated the evidence of the lad trances in every
particular.

Mr. Hors then called Mr. Stewart, of Hillside, near Lockerby.
He said he had the management of very extensive estates in the
counties of Dumfries and Lanark, the annual revenue from
which averaged from 35,000/. to 50,0001. The construction
of the proposed railway would be of immense advantage to the
agricultural districts through which It passed, as it would facilitate
the introduction of artificial manure. Lime, for instance, would
be brought much quicker and at greatly reduced prices. The
benefit to be derived from the Caledonian line would extend to
nearly the whole of Dumfriesshire% In this district there was
upwards of 150,000 acres of arable land, and the diminution in
the expense of lime to the farmer for its cultivation would
be at least one.third—that is, lime, that at present costs 15s. per
ton, in the event of the railway being made, would be purchased
for 10s. Grass land was very advantageously benefited by the
application of thick coats of lime, and the value of land generally
would be increased. There were two places from whence the lime
used in agricultural purposes was principally derived. One source
was from a place seventeen miles to the north of Carlisle, aid
a second source was from Kilwarden, in Lanarkshire, both of which
places were very conveniently situated for the transmission of their
produce by the Caledonian line. Arable land in the districts of
Dumfriesshire will let for from 15s. to 255. per imperial acre, but
the better kind, with an alluvial soil, will realise 3011. the acre.
Potatoes of a very fine quality were produced in Dumfriesshire
and Lanarkshire, as the soil in these parts was particularly well
adapted to their cultivation. The principal markets for
potatoes were chiefly confined to internal districts, but
large quantities were annually exported to Liverpool and the
west of England, bat the sale in these parts was very uncertain
and Irregular. Potatoes were frequently given to pigs for want of
a profitable market. The price of these articles of produce
averages from 20s. to 225. per ton on the spot where they are
grown, but at Edinburgh the usual price is from 40s. to 455. per
ton, owing to the expense of conveyance. If taken by
railway their cost would be diminished nearly one-half.
Dumfriesshire supplied a district consisting of 800,000 inhabitants
with potatoes, and averaging the supply to each individual at five
cwt., a total consumption of 200,000 tons annually would be the
result.

Mr. Smith, factor, gave evidence generally corroborative of what
had been stated by the last witness. The average value of the
agricultural lands of the whole of Lancashire he estimated at
239,000/., and he had not made this calculation for the purposes
of the present inquiry, but fur the income.tax. Coals could be
sent at at much less expense by railway than by any of the ex-
isting means of conveyance.

The CHAIRMAN interrupted the examination of this witness, and
stated that the Committee considered they had heard quite suffi-
cient evidence of a general nature as to the eligibility of the pro.
posed line, and were anxious now to come to the traffic tables.
After considerable discussion amongst the Committee, and
squabbling between counsel, the examination of Mr. Smith was
resumed, but nothing further of importance was elicited.
Mr. Davidson, farmer, 111.d.Lotldan, gave evidence as to the in.
troduction of agricultural produce into Lothian. He thought
there with at least 9,000 or 3,000 tons annually brought in from
Lanarkshire, and the amount would be trebled if a railway were
made. Large quantities of oats, corn, beans, and other produce,
amounting to a total of nearly 17,040 quarters, were brought oii-
ginally from Edinburgh to Lanark, and thence conveyed by carts to
Mid. Lothinn. The consumption of all these articles 'would be greatly
increased if more facility for conveyance was afforded. The
remaining portion of this witness's evidence was merely a re.
petition of what had previously fallen from the other witnesses.
The Committee adjourned at half past four till twelve to-morrow.

Group G and G 2.

THE SOUTHAMPTON AND DORCHESTER RAILWAY.
(Continued from our Afternoon Edition of yesterday.)
Mr. MERREWETHER however considered that the Corporation of
Southampton, as Idle conservators of the public interests, had a right
to take care of the property, whether real or suppositious, of the in.
I abitants of the town .
Mr. ATHERTON, who appeared for Mr. Rawlinson, thought
that however the Corporation might be not entitled to come and op.
pose the Bill, he conceived that the Southampton Improvement
Commissioners were clearly entitled to protest against this in_
fringement on their means of carrying out the object of their
trust.

Mr MEReEWETHEC then poined out that if the tunnel were
to be carried to the length proposed by the Corporation, all dittleulty
would be avoided, and the termination would be made et e place
were no inconvenience could ronibly

• Mr. AUSTIN stated that if the wishes of the Corporation were to
be complied with, the line would come out at a vertical height of
fourteen feet above the level, which would prove a physical impos-
sibility, and the request was tantamount to asking the Committee to
throw out the Bill.
Mr. HILL, having etated that in his opinion, if the line were
made of 528 yards length, the Lammas land would not be mite-
rially affected, it was ultimately agreed that the tunnel should be
of that length, and that the railway should be a single line.
A conversation having ensued respecting the formation of a
shaft into the tunnel without the consent of the mayor and corpo.
ration, it was agreed that the shaft might be made, provided a suf.
ficient protection to the public were plaCed around it; and the
clause was ultimately withdrawn by Mr. Merrewetl er.
Mr. MERIIEWEIrir.tt objected to the making the station in South.
ampton without the supervision of the Corporation.
Mr. AUSTIN conceived that the engineer of the line was the
person most fitted to form the station, and suggested an alteration,
which was refused by the Corporation.
On this dispute the room was cleared, and, on the admission of
• .
strangers,
The CHAIRMAN declared that the Committee had agree! to a
clause, giving the supervision to the Corporation, but the arrange.
ments to the engineer.
Mr. MIIRREWETHER then proposed a clause, obliging the Corn.
patty to stop at the station, instead of going forward to the south.
western station,
action of debt. under a penalty of 251, to be recovered as an
Mr. AUSTIN objected entirely to this clause, as being an unjust'.
fiable interference with the management of the Company.
Mr. iltfeuanweilisa stated, in reply, that the South-Western
Company were to have a ler.se of the line; and it was well known
that it would be the object of that Company to carry the passengers
and traffic to the present South. Western station. Such a clause
had been conceded to the West London Railway by the Great
Western Railway Company,
After a long conversation, the CHAIRMAN said that it was the
fee'ing of the Committtee that a declaration should be made that
this station should be a bona fide stopping station.
Mr. MaRNEWF.THEIt proposed to strike out the penalty, or allow
Mr. Austin to alter the clause as he thought proper.
The room was cleared for the consideration of the Committee,
and on the admission of strangers,
The CHAIRMAN stated that the Committee had considered the
matter very anxiously, and they thought that there was ground
for the requirement of the people of Southampton, but they were
unwilling to encumber the Bill with a clause of which it was
Imposiible to see the whole consequences, and they thought that
the difficulty would
be better met by a written declaration to the
effect, that this station should be used for the taking up and
setting down passengers and goods a sufficient number of times
per day.

Mr. AUSTIN preferred an introduction into the Act of Parlla.
ment to a written declaration : and a clause was framed by the
which stated that " adequate
Committee, provision should be
made, by the stoppage of a sufficient number of trains per day, for
the purpose of taking up and setting down passengers and goods
near Metchington-terrace, adjoining the shore' of Southampton
water."

To this clause, as altered, both parties readily agreed.
A clause was then proposed by Mr. MERREWETHER for the con-
struction of an esplanade on the south side of the railway, near to
Southampton Water, and it was desired that the walk should be
made as good as it is now niter the railway was formed.
Captain Moorsom was called to show the present condition of the
walk, and lie stated that the walk would be replaced on the inside
of the railway, secured from the trains by a wire feuce, so as to se-
cure the view, which looked over acres of mud.
Mr. Coxwell, a solicitor, of Southampton, who resided at Ealing,
was called by Mr. MLRREIVETHER—He stated that he had been in
the habit of passing over it almost every day for 20 years. It was
the last sea walk left at Southampton, and of very great use to the
inhabitants of Southampton, and the abduction of It a serious loss to
the town.

Mr. Steel, solicitor, well acquainted with the site, stated that,
on an average, the present path was 16 feet wide; and a clause was
adopted, which obliged the Company to construct a path of the
same width, and maintain it for the apace of two years after the
railway was formed. A clause was then introduced, with the ap.

probation of the Company, to secure the conduits and other water

courses of the town of Southampton.

A number of clauses were then Introduced, suggested by the
Duchy of Cornwall, obliging the Company to purchase the lands
of the Duchy under a valuation made by surveyors appointed by
the Duchy, instead of according to the awards of a jury or arbitra-
tors, to save the rights of the Duchy, and to secure the authority of
the Council.

Several clauses proposed by the Local Commissioners of Southamp.
ton, for making and preserving the sewers of the town, for not
interfering with new streets, and other objects, all connected with
the well.being of the town, were also adopted.
The clauses having been gone through,
Mr. BURKE read the report, which contained a statement of the
facts which we have already given in our previous reports of the
proceedings of the Committee.

This report was adopted, and the Chairman was requested to
present it to the House.

Sub Committee, No, I.
THE SUNDERLAND, DURHAM, AND AUCKLAND
UNION RAILWAY.

(Continued from our Afternoon Edition of yesterday.)
The Committee were occupied up to four o'clock in disposing of
allegations complaining of inaccuracies in the books of reference
and discrepancies on the plans.
greatA
of a
mtarniflyinwg nature.eresustained, but the character of the informa-
lities

Mr. Pam said he would te-morrow submit to the Committee a
large number of allegations upon the datum level of the line. He
would not press anything which he WAS not fully able to bear out

evidence.
The Committee then adjourned till twelve o'clock to morrow.

Group F.

LONDON, WORCESTER, AND SOUTH STAFFORDSHIRE
RAILWAY.
(Continued from our Afternoon Edition of yesterday.)

. .
To Mr. COCKBURN—The Great Western line he thought the
straightest of the two between Dudley and Wolverhampton. It
also took In the greatest number of works. It came to his works
three.quarters of a mile nearer than the other. In the other parts
of the district, be considered the London and Birmingham line,
especially with certain branch lines proposed to be formed, decidedly
the best.

Mr. Edward Williams, miller and corn factor at Dudley, was
next examined. He was largely engaged in business. The agri.
cultural produce of the district was not one.tenth of the con-
sumption. The extra supplies were principally derived from
the districts of the south. The purchases were mostly made at
Birmingham. There wire about eighty.four flour mills in opera-
tion within five miles of Dudley. About 150,000 quarters
a year were ground in these mills, brought from the sur-
rounding country, from a distance averaging about sixty
miles. This produce was at present carried by canal; but if
a railway was formed, it would be principally brought by that means.
His firm used about 300 quarters a week. In winter great incon.
venience arose from the freezing of the canal, which could not take
place with a railway.
J. W. Copewell, overseer of roads, was examined at length re-
specting the traffic of the district, which he showed, in fish, vege-
table produce, and cattle, to be very extensive.
Mr. Harris, of Stourport, was examined to the same effect,
without eliciting any further point of material importance.
Additional evidence was brought forward tending to show the
extensive nature of the traffic in agricultural produce, and the neccs.
sity of a railway, especially such a one as that proposed by the
London and Birmingham Company.
The Committee at four o'clock adjourned till twelve o'clock to-
morrow.

Group Q.
CHESTER AND HOLYHEAD RAILWAY (MOLD
BRANCH).

(Continued from our Afternoon Edition of yesterday )
The Committee having passed the preamble of this Bill on
Monday last, and the Clauses as far as No. 8, on Tuesday, pro-
ceeded to consider the remaining clauses. With the exception of
a few which were left over for future consideration, the other
clauses of the 8111 having reference chiefly to matters of detail and
of no public intere3t, were agreed to.
SHREWSBURY. OSWESTRY AND CHESTER JUNCTION

RAILWAY.
The preamble of this Bill also having been passed on Monday,
the Committee proceeded now to take into consideration theseveral
clauses. A great deal of time was taken V
in discussing the
clauses relative to the tolls and charges, which were eventually
agreed to with some amendments.
NORTH WALES RAILWAY.
Mr. CaLvEnT, on behalf of the promoters of this line, proceeded
at great length to point out the advantages that would re-
sult to the public by the formation of this line. The
only opposition to it was from Mr. WYnne,
and he thought
that he would satisfy that gentleman by the introduction
would
of a clause, to the effect that the Company not take any
ground belonging to that gentleman without previously obtain.
ing his consent for that purpose. He hoped that this
would put an end to any further opposition on the
part of the Learned Counsel on the other side; and
proceeded to say that this line was Wended to bring into connexion
the city and port of Bangor and the town and port of Carnarvon,
and thence to proceed through the mineral and slate distrizts of
Carnatvonshire to l'ortdynllaen. The
length of the line was
28 miles. The capital was 300,0001. in 12,000 shares of 25/.
each. The course of the line, by the engineer's report and sec.
• lions was exceedingly favourable, and the cost of the railway
and works would not exceed 300,000/. The traffic on the
line was calculated at 64,725/., and deducting 40 per cent. for
expenses, which would amount to 26,6901., there would be a profit
of 38,035/. on the undertaking. He thought that the railway
would confer immense advantages on that part et the country, and
concluded by calling on
Sir J. Rennie, who was examined by Mr. I-IkßDY—There Was nil
higher gradient than 1 in 203 in the whole line; and the steepest
incline was two miles. The length of the whole line was 28 miles
4 furlongs. There was one tunnel on the line 704 yards long ;
and the works an the whole line, as compared with other works
of a similar kind, were not heavy or expensive. The drainage of
the country would be rather improved than otherwise by the
line. The cost of the works would be less than 10,0001. per
mile. He thought that it would also improve the value of land,
and be of material service to the Inhabitants of that district, as
affording them increased facilities for traffic.

Cross:examined by Sir W. JAMES—Portdrillaen was, in his opi-
nion, a better harbour than Holyhead; by the expenditure of a mode-
rate sum of money it might be made an excellent harbour for com-
mercial purposes, as well as a good harbour of refuge; the estimate
for the line was 310,0001. ; calculated the cost of the tunnel at 30/.
a yard ; was of opinion that the harbour was of immense importance,
so far as the public was concerned.
It being now four o'clock, tht Committee sent Lord Duncan to
ask leave of the Speaker to sit till five o'clock, for the purpose of
hearing as much of the evidence as possible before the recess.
Other witnesses were then examined, and deposed to the desir-
bslate quarries, and commerce
generally, by its formation, and their testimony was not materially
shaken by the cross-examination which they underwent by op.
posing counsel.
ae'leg
to o
thef makinginte rests this
o f agriculture,line and to the advantages which would
result
The Committee then adjourned till eleven o'clock to-morrow,

Group 0
TRENT VALLEY.

e
ordTelriretmo
baeinrienNg
The Committee then passed the several clauses of the Grand
Junction Potteries Branch.
calardu.se6in this Bill were Passed, and the Bill was