The Sun.
London, England, 1845-05-06 00:00:00

tbirZt

SUN OFFICE, Seven o'clock.

RAILWAY COMMITTEES.

(THIS DAY.)

Group U.
GREAT GRIMSBY AND SHEFFIELD, AND HULL AND

GAINSBOROUGH PROJECTIONS.
(Continued from our Afternoon Edition.)
The other clauses were then proceeded with, as far as the clause
Nuiring the Committee to tlx the maximum rate of charges as
tolls.

The CHAIRMAN asked the Counsel upon what principle he had
Axed the rates at the amount stated in the clause
A witness was called, who deposed that the charges were below
Use average, taking into account the charges made by other
ccnnimnies.

The further consideration of the clause was then postponed in
order to afford time for the correction of some inconsistencies.
The Manuscript clauses were then taken up, one of which was a
Proposition from the Duchy of Lancaster claiming compensation for
certain damages which the line would do.
Ishe River Trent Navigation Company's opposition was arranged.
rernedies in case of obstruction having been agreed to.
tion r.
WEBSTER proposed a clause containing certain modifica-
wis. 1,7 which to lessen the inconvenience that the Rev. Mr.
line "44 Would sustain by having an embankment formed, and the
'v'in through the lawn in front of his school.
oht..°l'""l appeared on behalf of the school; Mr. Willan was
—1 rooster for life.
before PloaltaiNG contended that Mr. Willful had no locus standi
the Committee, he being only tenant for life. The school
was called the Free Grammar School of Gainsborough ; and the
cl4"c Proposed either the formation of a bridge, or that the
COraPany should purchase the property within six months. None
of the trustees of the school appeared before the Committee.
Mr. PICE.ERING objected to the Company being compelled to
PUrehase the property.
r• William Bernard Hayton, one of the trustees, was then
1,11;ed, and deposed that the alteration would damage the pro-
,. Y• The Rev. Mr. Wilian was not appointed for life, but
',lt'd not be turned out unless for misconduct ; he had a fixed salary.
t."'" finally agreed upon to insert a clause compelling the Com-
No/ to build a wall, &c., if requisite, and the question of da-
-nes to be left to a jury.
BE I,* WEBSTER next appeared on behalf of the Gainsborough
tiv °Re Commissioners, who apprehended that their tolls would be
tlL,Ured. hY the proposed bridge of the Railway Company
cui-,arocre they demanded the insertion of a clause by which they
even" laim compensation upon an average of three years, in the
protected
new bridge injuring the tolls by going through the
meer ted property of the Bridge Commissioners.
PleenarNo said the petition was upon the line of deviation,
e Company would give up that line.
CouldegiC4 a!
aat N said the Committee were cf opini'm that they
the limit 0 compensation; but would insert a clause protecting
to jury of the Commissioners, and leaving the question of amount
a Jury,
pnsiti: Ezid Commissioners' Counsel would not agree to th
n, and d it yeas postponed, and the Committee adjourned. e pro-

NORTHUGroup E.
MBERLAND ATMOSPHERIC RAILWAY.
Th'l'4 Committee resumed the consideration of this line, in oppo-
on to the Newcastle and Berwick locometive projected line.
: Committee were occupied in the early part of the day in
k. tiog a model of the intended atmospheric line of railway,
which was made by Mr. Samuda, and was explanatory of his evi-
L''''ci Which was proceeded with. The power, he stated, of the
:rZOgin lnes proposed for use was filty horse power, two engines
hesg at each station. The diameter of the pipe would be fifteen
e. throughout, the pipes may be supplied by
"P'Pe at one or two rises on the line. Changes of the weather
wouldnot affect the atmospheric as it did the locomotive railways.
thalittiekat advantage possessed by the former over the latter was,
sii ue Corn-a---
e ny were enabled to run more frequent trains at the
f-.m2 th°e, which was peculiar to the atmospheric plan. An uni.
IC"' velocity would be kept up for all the trains, which would be
then great advantage to the third-class trains. The witness
ta corroborated what Ser,seant Wrangham stated ycster..
*Ln his address to ,he Committee. The expense of keeping
anit'ienarY engines in repair would be much less than with loco-
ampn• Witness was prepared to abide by the evidence given on
ler occasion by him before a Parliamentary Committee.
4
...run bles, prepared by Mr. Samuda, and slightly modioed:by 'Mr.
trainsll vrtre then produced, containing an estimate of the cost of
Per day.
Ot
IRn cross-examination by Mr. HILDYAD, Mr. Samuda stated
tha
5001. - h
-° was a patentee, and would have a right to
the per mile.
He had not hail much experience in
kited cunstruction and working of locomotive engines.
e.Thatie to the road would be but very slightly dependent on
trai;s4eitY at which the line would be worked. The number of
14 -, intended to be worked would be in the first instance about
s. each
eh day, The number might afterwards be increased in con.
~ ---.,
the , 'of an increased demand frem the system of traction and
train"-;"e" of the fares. He calculated that the weight of the
mo. Would be forty tons. The cost of the engines would be
about 3,5001. each pair, exclusive of the buildings, which would
itoshc:et:bwdeot:eleon 5001. and 600/. each. One and a half tons of coal
be required for each pair of engines per day.
.. , gof the engines would be equivalent to that on the
inchZ line, The vacuum to be used at starting would be twenty
tb..ssi which would be maintained throughout. He believed
more
would be but one level crossing, but should there be
traies,
kit Would not affect the practicability of the line. Coal-
as the 00 the proposed line would be carried at the same
public
$e Passengers, which he considered to be of great
1
/le exam
of the
~:t°ltted by Mr. ALEXANDER—When he calculated the cost
Rt (vrinanent way he did not include the 500/. per 1,
thralls Brtrriel was next examined by Mr. ALEXANDER—He
t be
c,_°trolsorated the evidence given by the last witness'oto the ch a-
., .5.,,. at the
ra:t...e:elleved that the proposed line was well suite
Having ar-
instatgine;
aiy.7 f the country through which it was to pass.
Neville station,
waWeastle b 0,400 yards in length. By
that it
was proposed to pass under the town
means theyyavmotiadneds interfering with house property.
Cross.oxexarnined by Mr. HILDYARD—The material difference of
AuPenie was to be accounted for by the inability of varying the
to tither of trains on the locomotive line without having recourse
rainsof on the locomotive tine was not so excessive as that
the trains on the atmospheric line, and it would require
/alt. expense to increase the number on the former. Adding
ll train to the usual number would make no very
Material difference on an atmospheric line.
of , the Northumberland line would be forty Tntheilesspeaedn
hour; on the other line thirty Miles would be the speed. The
inducements and cost would lead to the forty., rniles on the one
serest and thirty miles on the other. The interest
lines would be to run trains more frequently the atmospheric
five on the
eloccofm,ot-
tive lines. The number of atmospheric trains wouldemes noth b.
importance to the through passenger. The
system
Would not subject the passengers, on arriving at NeviLeartiactsioyn. to
I_,.as: delay than Mr. Stephenson's line. He did cot know
ttait
Newcastle
of passengers arriving at Gateshead on their way
heawcastle. Thought it was a convenience to the town of Neville
to have
the
a communication by railway to the quay. He supposed
!!..
at e travelling population on both lines was about the same.
7it
_Ms bad taken land for the double line. He was of opinion
thatmotivetlat.gradients were advantageous on both atmospheric and loco-
,) lines. The objection to Mr. Stephenson's line was that it
7.41..
et so direct. The inclined plane of I in 59 was at Berwick,
._"' y rossed the river. Towards the bottom of the incline
"uvre was a slight curve.
fir' TEMPLE then cross-examined the witness on the part of Mr.
larotandling and several other landowners, through whose property
the,N.
cotthumberland line was intended to pass.
.4 Committee then adj,rurned.

Group B.
WEST YORKSHIRE LINES.
(Continued from cur Afternoon Edition.)
mimes "wlekenson, a civil engineer, proved that the gradients and
nth
b'ore ere not of an objectionable character, and on the whole
The not
than those of the West Riding lines,
committee adjourned at Five o'clock.

tO,,
lati
Group F.
-..."'11s 'WORCESTER, AND SOUTH STAFFORDSHIRE
144 r, A
RAILWAY.
----Ile trUalln (in continuation from our Afternoon Edition) said
&nage 1,-;°111d engage to show beyond all doubt that the narrow
retleiriri-Daa,, on the whole, far better for all. general purposes,
cf lines,°' seul extensive cuttings, less expense in the management.
VI idi'd as being much more economical in the construction
toostattrCes• lu a few great lines the broad guage might be
nerrewlseable, but for branch lines, of which this was one, the
divickd ''safie wall decidedly to be preferred. If England were
streisti. as it was during the Heptarchy, there w.oduld be but a
down on it.
,s,,_ iouPart
celfQr vv ester: England with the broad gauge laid
ii.i of the broad gauge was from Ddorwchnesttehre,
°reatl ...11 -astoke, up to London ; from the latter o
Ginn.
1113 to Oxford, from Oxford up to
Vas A:" from thence to the western counties. This
Cl tr, , corornonwealth of Mr. Brunel, while all the
iichset
Otin,i, l'and and all Scotland had the narrow guage.
, numb
r,,,•
die rit„..,_ ...lies of the broad guage laid down was933333.miles;
The -- ""? of miles proposed 600, making a total oi , whwiales
),53uournber
b.: of Miles of the narrow guage, already formed,
Dosed ;f",.,'1!1 1,284 projected, making a total completedane h o dtad
at
4, epiro
thee, .h 94. The question, therefore, was,
whether
th
lo th °u' dbe
erritory
allowed to diverge from the west into the north,
he t of ths narrow guage. *how, d',3_ sure front the nature of the evidence he would sai
He . Austin)
calldnohe;
bread show there were difficulties in the way of extending
the
their page that would satisfy the Committee in i
Pllkeeeedeei.ifss in his favour. The Learned Gentlemang tvlt'ihenge
bread t - '"" ,how that the two points for the break
lfroinmstew
°.
: the
l'arr°w gau e ought to be Oxford and Bristo ,
rd
of Tt.4,1--Y and Birminghg and quoted the report of the Boa.d
Skin e t's suPPort of this view of the matter, the reason assigned fro g that far
the transition of goods
the the less confusion in
the f "e gauge to the other
4,frerorrner than the latter places, on the
elace at
great
Vii,
next in their respective traffic. The question of competition
awcacuouldnt take
of
Priseitt:xt coralmented on at great length. He considered that
and
sit eninpetition between lines ought not to be. encouraged,
m al.
4.4,1 Q Ment to
eatiOhledh several instances of its injurious effects, in which. a
for
nosprn ad to take place to prevent ruin. He thought. it best
line,
lay down a general principle regulating
Iss giv.U.eted an offer made by the London and Birmingham line,
tra. c,
foe th; Sitarantees for a permanent reduction of its rate of tolls
)4r. bate_ °Ontodation of the public.
Lhet called an an extensive ironmaster in South Staffordshire, was
....ed d examined by Mr. Sergeant WIIANGIIAM. He. knew
10%74 Of the district well. It was principally engaged in the
*hie), rre• There were 145 blast furnaces in the district, of
46a,000°0 were in blast. They made in the district bout
'eclUir,,,,i 100. a of Pig iron in the year. The quantity of materials
4,,,,._ Lo be
moved in making this quantity of iron, was about
Seai7 Irees more than the
wkieeh quantity of iron produced, These were /serc oar d lime stone. The existing means of carriage
air l and
,and they were altogether inefficient. In the canal
calm , Pa3s.ed through the district there was a tunnel beneath Dudley
ofteti\: :In h delayed the boats very much in passing. There were
tlef,„„,`‘ twenty
boats waiting to go through, being detained from the
tireZive means of Propulsion ; only one boat could pass at the
if irn The tunnel was about a mile long. He was satisfied that
ope,edDravedctuanunbation was offered, many new mines would be
nut fr up. .Nt present, west of Dudley, many furnaces were
district -,l,he Van,' of a Supply of Iron stone. The traffic of the
While there amounted to many hundred thousand tons,
the di....7cre was a great export trade. If the broad guage came into
ill `"1 t, there would iaive to be a break in the guage in send-
spirealaskts to be txportet!. He thought the South Stafford-
tUage) scheme (that group of railways with the narrow
veteeritvluld be preferable, as it would be much more con.
intoi the n affording small side lines for bringing minerals
hed„, main. lines. There were a number of small coal lines in
IN I.•_Lrlt already in the narrow guage, but if the broad guage
t.."'ssoled there, these would be useless, or else two sets of !ar-
114"'d v uld be required for the conveyance of minerals, besides
ekr,„"Qage they would suffer in being changed from one set of
itqes to another.
the Graenastwer to questions from Mr. KiNcLaxe, who appeared for
of Iliadth f 'Western Company, the witness said he did not know the
440ut . the v
; .ange on the side fires in the district, but he thought
tide ii 3 feet. The Grand Junction Company had promised them
k,',.4% Wherever they would be required
%tikWislTMolte appeared on behalf of the Birmingham Canal
Zrer.4
~,ny against the Grand Junction Extension line, proposed
r.vvolverhanapton to Dudley • and
14, tier,4,k,LLZN, for Mr. Hook andi Mr. Foley, two gentlemen of
'Oel 'in th • '
ite.,, . e distract, who were opposed to all the
Ili '''
Iri Shogroup.
ere a two r _
ss..ex -,arned Gentlemen submitted Mr. Best to a lengthene
atnlnation ila • 1 11.
W t out materially it'ect ng is evidence.