The Sun.
London, England, 1845-05-02 00:00:00

R.; A.lun "rtiih. engineer, zcrrobovsted rd,, Tog/let's state
3utga, Ina said his estimates were fait and not too low.

Group B.
The Committee reassembled this morning at twelve o'clock, and
proce tied with the engineering evidence in the case of the
LEEDS AND WEST RIDING JUNCTION RAILWAY.
Mr. ALEXANDER cbtained leave from the Committee to cross-
examine Mr. Hawkshaw, the Company's engineer, on behalf of a
Mrs. Mary Anne Walker, the present po►sessor and owner of
Shiddon Hall, near to the town of Halifax. The object of this
cross.examination was to show the Committee that the estate in
question, which had long bean a place of some note in the county,
would be dreadfully disfigured, and, In some respects, totally de-
stroyed by the progress of the proposed West Riding Railway.
The witness admitted that the deviation of the line would demo.
lish one of the buttresses of the mansion, and the line itself would
pass through a kitchen garden and a pleasure ground attached to it.
Mrs. Walker is, unfortunately, a lunatic, and this was urged by the

Learned Counsel, and acknowledged by the witness to be an addi-
tional objection to the line passing near to the mansion.
Mr. Hut then resumed his oross-expmination ,and the witness
was severely catechised upon a long-contested point in railway.
tactics, namely, the power or expediency of dispensing with a
stationary engine upon inclines with secure gradients. The wit.
ness nevertheless persisted that there was no necessity for a sta.
tionary engine, and mentioned several instances where hundreds
of tons of goods are daily carried up heavy inclines by a single
locomotive engine.

Mr. A SPLAND, on behalf of the Halifax turnpike road, cross-exa.
mined Mr. Hawkshaw, with the view of showing that engines and
carriages running at that point at 1 in 100 would hi dangerous to
the public safety.
In reply to a question from this Committee the witness said it
was not the Intention of the West Riding Company to work any
part of their lines upon the atmospheric principle. Their lines,
however, would be so constructed, that if it should afterwards be
thought desirable the atmospheric power could be applied to them.

Mr. William Fairburn, an engineer and machinist at Manchester,
had had extensive experience in the construction of locomotive
engines, and was generally familiar with the application of steam
to stationary and locomotive power. Fourteen inches was the
maximum size of a cylinder attached to a locomotive engine.

For the proper working of a railway it was neces-
sary that the engine should have power beyond its working
extent. Gradients were not thought so insurmountable now as
they were some years ago. The North Union, the Birmingham and
Gloucester, and the Edinburgh and Glasgow had surmounted ex-
traordinary gradients by the increase in the power of their locomo-
tive engines. It was his opinion that the power of the locomotive
would be still further increased. He had examined the
gradients on the West Riding Junction lines, and saw no
gradients of an objectionable character. He had had some ex-
perience on the construction of a " hoist " for transferring the
carriages of one railway to another below its level. The Birming-
ham and Derby had one, and, in his opinion, " hoists " could be
constructed and worked with ease and simplicity, and at a mode-
Late expenditure.
On cross-examination, he said he was not aware whether the Bir-
roingoam and Derby were seeking in the present session for powers
to do away with their " hoist," and to adopt some more improved
plan for transferring their traffic to a line above their own level.
The size of the cylinder began at eight inches, they were now ad-
vancing to tourteen and sixteen. The weight of the engine which
was then only 71 or 8 tons, was now from 15 to 16 tons. For
steep gradients the six-wheeled engine was the mast preferable.
Mr. George Leather, a civil engineer, had had considerable
experience in the construction of railways, and was
well acqnainted with the district through which the
Leeds and West Riding Junction lines ran. It was
quite impossible to construct a railway through the district without
severe gradients and quick or sudden corners. On the whole the
gradients on the West Riding and the West Yorkshire were about
equal. The engines be had heard described would be applicable to
either line, and would carry any extent of traffic likely to come on
both. The curves of the two lines were pretty nearly the same.
lie had gone through the estimate of Mr. Hawkshaw, and applied
them to both lines He had come to the same conclusion as Mr.
Hswkshaw, namely, that In constructing the West Riding there
would be a saving of 320,4'26/. The Leeds and West Riding line,
independently of this saving, was the one best calculated to serve

and acco,modate the public.
Mr. Gibbs, a civil engineer, who had constructed railways both
in this country and on the Continent, gave concurrent testimony to
the last witness. He preferred the line which had the highest
summit, and that one was the West Riding Junction. He pre-
ferred the one with the highest summit, because its approaches
would be more convenient than tkose of the other.

On cross..examination, he said there were no great differences
between the gradients and curves of the two lines. The one which
had the greatest number of curves with a small radius would be the
most dangerous ; but in his opinion there was little or no difference
between the two lines in this respect. There would be no neces.
city to slacken the pace of the engine when it approached a curve
on the West Hoeing Junction line, because it was not a
through line, and would have repeated stoppages. So far
as safety, dispatch, and punctuality went, the two lines
would possess about the same advantages. He was originally the
engineer, and estimated the cost of the Croydon and Brighton
lines. He proposed that the tunnelling on the latter should be
four miles. He thought the gradient on the Brighton line would
have been better had it been lin 80 instead of lin 100. Danger
increased not in the length but in the acuteness of the curve.
Mr. Hastrick, engineer to the Brighton Company, had inspected
the !'',ails and sections of the two rival lines, and certainly preferred
the Leeds and West Riding Junction. In a country like England
you lengthen the tunnels, viaducts, and cuttiegs, by flattening the
gradients. He thought a gradient of lin 100 was in no way ob-
jectionable. Trains on the Croydon and Brighton Line ran daily
over a similar gradient—namely, 1 in 102.. There was no
difficulty in working lines with such severe gradients as
these. He was making a line, for instance, from Brighton to
Lewes, and for fully three miles it had a gradient of lin 68. He
could see no objection to the curves in either line. If they were
worked in connexion with an existing line, the expense
would he considerab, y reduced. He concurred gene-
rally with the evidence given by the former witnesses.
On cross.examination, he said the s'eepest gradient on the
Brighton line was 20 feet a mile. Had the gradient been 1 in 100,
the construction would have cost considerably less than what it
did, and the line, in his opinion, would have answered just as well
as it does new. It was by no means a surface line.
Mr. Tonetan wished to know how they could get at the memo-
rials deposited with the Board of Trade ?
The CIIIIRMAN replied that any party wishing to take extracts or
inspect documents deposited with the Board of Trade, could procure
them at the Pris ate Bill Office on their producing an order so to
do from the Committee.
Mr. BIINES moved that they should have leave to inspect
the memorials deposited with the Board of Trade by the %Nest
Riding and Leeds and Manchester Companies.—Leave was given.
Mr. TaLaur moved that his clients should have access to the
documents deposited by the Leeds and Huddersfield and West
Yorkshire Companies.—Leave was given.
Mr. Cubitt had compared the plan arid sections of the two lines,
and certainly he preferred the West Hiding line. The cost of the
other line would be greater, and the accommodation for the public.
He corroborated the testimony of the last witness. The line
could be worked with much more facility, with greater economy,
and with greater advantage to the public by being connected with
an existing line, such as the Leeds and Manchester, than by being
worked by an independent company.
On cross.examination, he said he had never been over the
ground. He assumed Mr. Hawkshaw's details to be correct.
The examination of this witness closed the day's proceedings.
The Committee adjourned shortly after five o'clock till to.
Morrow.

Committee C_
This Committee met at two o'clock to-day, Mr. Barneby in the
Chair, to consider the rates of charges in the
FLVDDERSFIELD AND SHEFFIELD JUNCTION RAIL.
WAY BILL.
Mr. Patrr submitted the following clauses :-1. In respect of
tonnage of all articles conveyed upon the railway, or any part
thereof, as follows : —For all dung, compost, and all sorts of ma.
nure, lime, and lime-stone, and all undressed materials for the re-
pair of public roads or highways, per ton per mile not exceeding
one penny; and if conveyed in carriages belonging to the Corn.
pane an additional sum per ton per mile not exceeding one halfpenny.
For all coals and calm, coke, charcoal, and cinders; all stones for
building, pitching, and paving ; all bricks, tiles, slates, clay, sand,
ironstone, and iron-ore, pig.iron, bar-iron, rod-iron, hoop-iron, and
all other similar descriptions of wrought iron and iron castings, not
manufactured into utensils or other articles of merchan.
disc, per ton per mile not exceeding twopence ; and
if conveyed in carriages belonging to the Company an
addtional sum per ton per mile not exceeding one halfpenny. For
ail sugar, grain, corn, ft.. ur, hides, dye-woods, earthenware, timber,
atones, and den's, metals (except iron), nails, anvils, vices, and
chains, per ton per mile twopence ; and if conveyed
in carriages belonging to the Company an additional
sum per ton per mile not exceeding three farthings.
For a'l cotton and other wools, manufactured goods, and all other
wares, merchandise, fish, articles, matters or things, per ton per
mile not exceeding threepence; and if conveyed in carriages be long-
ing to the Company an additional sum per ton per mile not exceed-
ing one penny. And for every carriage, of whatever description, hav-
ing more than two wheels, not being a carriage adapted and used nor
travelling on a railway, and not weighing more than one ton, car-
ried or conveyed on a truck or platform, per mile not exceeding
eightpence ; and a like sum of twopence per mile for every
additional quarter of a ton, er fractional part of a quar-
ter of a ton, which any such carriage may weigh;
and if ccnveyed on a truck or platform belonging to the
Corcpany, an additional sum per mile not exceeding twopence.
11. In respect of passengers and animals conveyed in carriages
• upon the railway as follows : —For any person conveyed in or upon
any such carriage per mile not exceeding two pence; and if con-
veyed in or upon any carriage belonging to the Com.
pan y an additional sum not exceeding one penny :
For every horse, mule, as', or other beast of draught or burden,
and for every ox, cow, bull, or neat cattle conveyed in or
Upon any such carriage per mile not exceeding threepence ;
and if conveyed in or upon any carriage belonging to the
Company an additional sum not exceeding one penny. For
every calf, or pig, sheep, lamb, or other small animal, con-
veyed in or upon any such carriage per mile not exceeding one
penny; and if conveyed In or upon any carriage belonging to the
Company an additional sum not exceeding tine farthing. And be
it enacted, that the toll which the Company may demand for the use
of engines for propelling carriages on the railway shall not exceed one
penny halfpenny per mile for each passenger, or animal, or for each
ton of goods, or other articles, in addition to the several other
tolls or sums by this Act authorised to be taken. And be it
enacted, that the following provisions and regulations shall
bey, applicable to the fixing of such tolls (that is to say) :
. roe articles or persons conveyed on the railway for a less die.
tanthan six miles the Company may demand, in addition to
the prescribed tolls for conveyance, a reasonable charge for
the expense of stopping, loading, and unloading. For a fraction of
beyond a mile beyond six miles, or any greater number of miles,
the Company may demand tolls on merchandise for such fray tion in
proportion to the number of quarters of a mile contained therein;
and if there be a fraction of a quarter of a mile, such fraction shall
and .
be deemed a quarter of a mile;respect of passengers, every
fraction of a mile beyond an integral
number
ofmaymiles
demandal t be
tolldeemedao.
a mile : for a fraction of a ton the Companyn
such fraction ; and
cording to the number of quarters of a tion
if there be a fraction of a quarter of a ton, such
articles, action shall be
ex
deemed a quarter of a ton: with respect to
a
cept stone and timber, the weight shall be determined
according to the usual avoirdupois weight. With respect
of
to stone and timber, fourteen cubic feet stone, forty
cubic fret of oak, mahogany, teak, beech or ash, and fifty cubic feet
of any other timber shall be deemed one ton weight, and so in pro.
portion for any smaller quantity. And with respectsmall
to pa)crk:
ages and single articles of great weight, be it enacted,
Act,that
notwithstanding the rate of tolls prescribed tsy this
the Company may lawfully demand the tolls following (that
is to say), for the carriage of small parcels (that is to say
not exceeding Ave hundred pounds weight each), the Company may
demand any sum which they think fit ; provided alw sys
that articles sent in large aggregate quantities, although
made up of separate parcels, such as bags of sugar, coffee,
meal, and the like, shall not be deemed small parcels, but
such term shall apply only to single parcels separate packages.
For the carriage of any one boiler, cylinder, or single piece of ma-
chinery, or single piece of timber, or stone, or other single article,
the weight of which, including the carriage, shall exceed four tons,
but shall not exceed eight tons, the Company may demand such sum
as they think fit, not exceeding one shilling per ton per mile.
For the carriage of any single piece of timber, stone, machinery,
or other single article, the weight of which with the carriage,
shall exceed eght tons, the Company may demand such sum as
they think fit. And be it enacted, that every passeordinarynger t
ug.
ra-
velling upon the railway may take with him his l
gage, not exceeding one hundred pounds in weight for first.class
passengers, sixty pounds in weight for second class passengers, and
forty pounds in weight for third class passengers, without any
..barge being made for the carriage thereof.
The Committee having read the clauses through, submitted a
•
rate of charges but little differing from the above, but they are not
let made public.
Adjourned till the clauses are reprinted in the amended form