The Sun.
London, England, 1845-07-12 00:00:00

(THIS DAY.)

HOUSE OF LORDS.
km
a4COTTISII MIDLAND RAILWAY.
n the
re-assembling of the Committee this morning, evidence
*as u'tantiate the traffic tables, which were produced yesterday,
I,lP,,occeded with,
geerra'iWatson farmer, of Kellen, was first examined, and spoke
the lin lY as to the cattle and agricultural produce that passed alone
V'ouldeb. He was of opinion that the railway, if constructed,
Of great benefit to the farmers in the district.
heenr.o;4nith, of Deanstewn, confirmed the statements which had
ap ade of the traffic to and from Strathmore. He expressed
Reari, o that in manufactures water power was preferable to
*ere hi)°,,wer• The work was better done, the morals of the people
faetarielue, toned, and the workmen employed in the country manu.
r.
than
tr
ildl, Were water power was employed, generally lived longer
; "hr„,4am employed in town factories.
the Provost of Perth, stated the feeling of the lab*.
mr
-y Perth was generally in favour of the proposed railway.
Wirt, utithrie, the Provost of Brechin, tendered similar evidence
*ay, ae:Pedt to the opinion of the people of Brechin as to the rail
Of the said that they were dissatisfied with the present branch
li sir Taerdeen Railway,
.dack, cf. Dunkeld, said he knew the course of the proposed
444_
_was satisfied, if it were made, it would afford considerable
mr. ;roriransmitting the traffic to the southward..
the eatt!.. nelson, butcher in Glasgow. entered into the details of
,_ and confirmed the correctness of the tables.
alidi 'err, writer, at Dundee, and legal adviser to the Scottish
tr,„r:d Railway Company,' explained to the Committee the coin-
°4o,in'ti°ns which had takn place between the Company and the
rtlitg, landed Proprietors, consisting of the Duke of. Athol,
"eject "'afield, Lord Willoughby D'Eresby, and Lady Keith. The
Used ebf the evidence was to show that the Railway Company had
*he, weeny Means in their power to induce the landed proprietors
'iews ere
°Phosed to the formation of the line to fall in with their
~.",rirrlittington, civil engineer, said that the Bill now. before theh
,74 now would fnn a link in the thr ,ugh communication that
descrCad ribe nearly established between London and Perth.
.He then
the course of the line, the particulars of which have
it% kris al)Peared in th H of Commons' report, and stated that
kereage through elthe "'elates of the opposing landowners,
enginee?eciallY in the val:eye' or Strathmore, was the best, in an
WWould;4.4 point of view, that could be adopted. The estatesnterferetit.he Material's injured by the passing of the line, as it
ld b wall very little ornamental ptoperty, and every facilit)
affifrded for free ways either over or under the railway.
traffic her" at present laid out was a single one, but if the
very tuti. eaner permitted, it could be altered to a double lime a
b)e°O take",)g Comparative expense, as sufficient land had already
the The gang...wouldas to be as,imilated with
wi that of the
so secure one uniformwidth of rail
krentire distance from London to the north of Scotland.
and said
iGheke, civil engineer, corroborated the previous. testimony,.
cation of e proposed inc would be a main link in the communi-
:%.. 4 through line to Aberdeen.
itzt:us:aisikeetrudnerer bed 'now it was intended to carry a line across
, pike roods in the vicinity of Perth and Strathsay.
1.4 the ,sau'adder deposed to the va'ue of the land to be taken
ineme eUrPolles of the railwi,y. He estimated the value of the land,
1,,g damages, at 311,:242/. 17s. tad."etc Lord)
then adjourned till Monday at'eleven o'clock.

'COR NWALL ItAXI.WAY.
Car^
Cchllrt --rnittee met at eleven o'clock in the Lord Chancellor's
the Earl of Ehenborough in the chair.
ith.o"e first witness examined was Mr. Hawkeshaw, an engineer,
etweaePosed that he considered the projected line perfectlyd prearctoir.
rli%e'land that the working ot it would be quite free from danger
rate O,tY• He thought they could very weletravel at the averagei
fag,
Lthirty miles an hour. lhe gradients on the bran(
ag":,Alanchester to Oldham were, some of them, as bad as one. 11
ktp theY travelled twenty.three miles au hour on it, including
tls-ro". •
examined—lt would require more vigilance in the direc-
line t°l,l the engines to guard against accidents on a curving uneven
*lzii an en a level and direct line, but, with an ordinary degree of
coanee, accideuts might be easily guarded against.
riintlitja4l then asked witness if there was not danger of trains
rne4t into the railway station, and so causing immense deur-
tvete' a
,nd frequently loss of life, when the curves and gradients
kite "'less replied that such accidents had occurred, but it did not
t'ither from the curves or the gradients. The surplus m.o.
evie4ein.4:si a
esyu such ii
`teensi4,,ll which an inclined plane would occasion was easily
accidents could only arise from extreme care_
ght happen on a level line as well as on an un-
'
In the olles, an engineer who was next examined, cncurrd
,s view' taken of the line, by the last witness, and thought,e
if
prn
Te'lY carried out, there would be no danger ot accident.
th '0 answer to a question from the CHAIRMAN, witness said that
wieth!aPeNe of working locomotive lines had greatly decreased
tvese4f.' the last few years. Four or five years ago the expenses
dietit'rGla 4e. to se. per mile. On part of the line the ruling gra-
s. was 1 in 60.
graadlir• Sergeant KINGLAER—What do you mean by the ruling
ki eat ? Witness—The prevailing maximum gradient.
William Henry Bond, an officer, who resided at Falmouth,
:it '44 that he had been secretary to the Cornwall Rahway in
the and took a great interest in it. Witness went on to describe
lin advantages which he thought would result from the projected
a t, Point of traffic.
i"ne B
tbefall he runel, the eminent engineer, was next called. SurveySurveyedthought there was nothing in it to prevent its
workedwith safety and convenience. There were worse
-41°,1 and gradients on other liner. The Great Western Cow-

pany, P whleh he was the engineer, would be large i.ntrlbutors
towards carrying out this scheme. Tile gradients were in many
cases steep and the curves rather sharp, but from his experience
an average speed of thirty miles an hour for the snail train, and
twelve miles for the goods' train might be mai.utained along the
whole line with perfect safety and convenience.