The Sun.
London, England, 1845-06-17 00:00:00

RAIL WAY COMMITTEES.
(YESTERDAY.)

HOUSE OF LORDS.
ThE TORS, AND NORTH MIDLAN D
RAILWAY.
The Select Committee appointed to investigate this case assem.
bled to-day, at three o'clock, the Marquis of Clanricarde in the
Chair. The Bill being unopposed, the Committee declared it to
have passed. The Noble Chairman will report to the House.
The Standing Orders Committee, Lord Shaftesbury, Chairman,
also assembled at three o'clock, and resolved themselves into a
Committee
on unopposed Railway Bills.
The following Bills were then declared to have passed the Com-
:—The Bedford and London Railway; the Shrewsbury, Os-
Westry, and Chester Railway; the Manchester and Leeds Railway ;
the Burnley, Oldham, and Haldham Railway ; the Berks
and Rants Railway; the Lowestoft' Railway and Harbour; the
Kendal and Windermere Railway; the North British Railway;
the Yarmouth and Norwich Railway; and the London and
Greenwich Railway.
The Committee then adjourned till one o'clock to-morrow.

HOUSE OF COMMONS.
GROUP A.
SOITTH-EASTEILN LINE.
(Continued from our Afternoon Edition of yesterday.)
On the return of the members of the Committee,
WRANGHAM proceeded to examine Mr. Bidders as to some
Portions of the proposed line which were not included in the esti-
mates of the Company, and also as to a level crossing
which must be made by the proposed line over the now existing
Croydon (locomotive) line, and which might interfere with the right
of way of the Croydon Company. At Deptford it would be ne-
-7417 to throw four streets into one. This street would have
'3O trains passing in 15 hours; so that 10 times in each hour the
tOtes must be shut, and no person could pass through the street.
4415 would produce no great inconvenience, as the short trains would
Dace in one minute, and the long ones in three minutes, and the traffic
Of
bo the street was very small and unimportant. A large number of
hellaay
must be removed at Deptford, but they would be houses
terY small value, and which would be much better removed.
At Dartford Creek the line would cross a swing. bridge. He did
not think there would be any danger from such a bridge in this
astance, as the creek was at that point very narrow, like
4 canal. In general a brick bridge was preferable to a
:wing bridge. In entering London the South-Eastern line
161114 pass through the Deaf and Dumb Asylum, where
1;e noise could give no annoyance to the inhabitants.— (A
44.) It was necessary to pass through the Asylum in order to
'oid two churches. It was impossible to enter London without
',Oa! such inconvenience. _ .

L_After some evidence on uninteresting points connected with the
els of ths proposed line at Chatham, Rochester, and Stroud, and
vlth some inaccuracies in the plans of the South-Eastern Corn..
14417, the Committee adjourned at five minutes to four o'elock.

GROUP GG.
GLASGOW JUNCTION IZAILWAY.
The evidence of Mr. Kyle (continued from our Afternoon Edition
Yesterday)—the witness added, that at a certain depth the pro.
looters would come at quick.sands, which, he thought, would pre.
lent inguperahle difficulties to the progress of the works.
Mr. J. Collie, architect, was examined, and after giving evidence
21:orroboration of that given by the previous witness, added that
, the valuation of property made by himself showed that the pro.
glP—,e; rooters' estimates were 100,0001. below what they ought to be.
Ast /Mr. W. Broome, builder, Glasgow, had been extensively em.
to e 5,71
„id L ,"led on the Blytheswood estate. Had examined the bores
+"" tZde by Mr. Keyte with the view of testing the quality of
two prrA
the soil. He found that a considerable proportion of it was
I " til"ing sand, or quicksand, and his experience told him
5 ridded 1.,4t Such a foundation was the very worst that could be had
e —rep
.building purposes of any kind. He considered that Mr.
ile
e. toc!h!'s valuation was a most reasonable one, and not in any degree
180 051 f high. That valuation would be some 100,0001. above that
0136 finished by the promoters.
kinr. John Bennie had heard the evidence given by his friends
101 41111. Collie and Mr. Broome, and he fully concurred in their
to ploy htlna •
r on.
' .0 bi Mr. J. Hayman, carter, in Glasgow, had been in the habit of
dill wilingw for a considerable period to the most considerable merchants
ress u'lanow, and his general rate was Is. a ton. Few goods were
0 ' 10 stored
50 • in Glasgow, and the through traffic would therefore be of a
;0t 101 b actions
limited character. The goods' managers at the railway
r 011 2.")ns were in error when they quoted the charges at 2s. 6d.
ton.
iglitust Another witness, called to corroborate the preceding evidence,
Under examination when the Committee adjourned.

Sid, GROUP K.
jenB'WYNDHAM AND DEREHAIYI LINE.
What (Continued from our Afternoon Edition of yesterday.)
laSt Pore, cross. examined by Mr. GIRDEN—When he calculated 626
sell°l Journeys travelled on an average by seven passengers, he had sup.
Waal bnileti they would be both pair and four-horse carriages. He had
06, ”nerany allowed one or two travellers per gig as likely to come upon
will Su. sail if constructed, but had in all his calculations deducted 50 per
1,1°) t• from the present amount of transit. Has thrown aside
several of the averages which he might legitimately have Included,
le its
tiand has adopted the principle of halving the average of transit on
)Wer bread for any three weeks in the year. Thus at one gate
t
assumed two-thirds of 2,080 passengers who posted on
onfideib the road is taken in the tables at 1,560, and by gigs
6to h saine proportion is taken of the 35,568 observed
leif mg. Has no doubt but that the passengers through
cei toZungo would avoid, rather than adopt, the line y Wyndham
'll all °Mficrd h. Considers the average of 2d. per traveller as a very
tarp'
1;;Itrh rate to name. On the London and Birmingham the fare is
tp•
er more than that, and on the Colchester line 21/2d. is the
t.Ol average price per mile.
pg
examined by Mr. 'Judas—Has tested his calculations by the
koneedent of other lines, and the result has proved his complete
Western,Bracy, There is no analogy between this and the Great
Colchester, and London and Birmingham lines, named
criterions of traffic by Mr. Girden.
lukr• William Gravatt, civil engineer, examined by Mr. Jamas—
iiles engaged last year in f.he month of September to survey the
eet line between Norwich and Dereham. Has estimated the
'At of the main line at 140,9371., the New Mills branch at 10,7571.,
,4114 the Fakenham branch at 26,170/., making a total
~,177,864/. The distance of the main line is 15 miles 8 chains,
iLne New Mills Branch, 1 mile and 17 chains, and of the Faken.
branch 2 miles 46 chains. The land, the cuttings, earth-
embankments and bridges, are surveyed for a double line, into
Nthe rail could be converted at any period whatever.
lalls:tadients are 1 in 450 for half a mile, 1 in 257 for three
for 0,,141a furlong, I in 285 for one mile five furlongs, 1 in 360
jah',lllile three furlongs, 1 in 917 for six furlongs, the ruling
nes, -",; being lin 300. Proposes to have a terminus at the
in order to obtain the traffic now corning up from
the hetith by the canal navigation. The continual stoppages on
litite7reham and Wyndham line will entail a delay of five mi.
C. St each station.
la ;hp's-examined by Mr. ANDREWS, Q.C.—Has been engaged
11.4-" e Cons of the line in the , the
..sto
the andtruction Exeter as far as Taunton, aThames ce distan ofTunnel forty.
Took Iles, and a large proportion of the Great Western.
lia,c,,."°vln some bridges on the Bristol and Exeter line, after
erected them. Thinks six at least required this alteration.
&dcause of the bridges being raised was the change of gauge
Ofo ILed on the line, an order having been made by the House
bon7rds that the gauge must be the same throughout
&40 On the Great Western and Bristol and Exeter Railway. Has
fin been engaged in the Direct Northern and Churnet Valley
•pk neither of which have yet passed the standing orders.
metre are sixteen level crossings, for which 2,0881. has been esti.
$7 Lord
1301. per crossing.
act;.7 Lord SAN DON—A gatekeeper will be placed upon every crossing,
a '"g also as policeman on the line, at a salary of 501. per annum;
stNctien enttage would be required for each, requiring 2501. for con-
C'n,es-examlnation continued—The number of bridges across
kthe Line will be 10, at an average cost of 541/. each.
clteaestimated 1,7871. for the construction of sixteen culverts, and
08 „.1°1• Per ton for rail, and 71. for chains. The worst gradient
kit `"e main line is 1 in 55, five chains and a half in length,
(qv bY an arrangement with the Eastern Union this
nod section
inclination will be avoided. Has a plan
noga section also for avoiding the crossing of the road
Witki"el• Does not know whether St. Stephen's.street, in Nor.
Will be considered a level. The steepest level on the New
Mills
enai branch is 1 in 48. Contemplates a traffic of corn, flour, and
de eight
that rail, and proposes to work that distance of a mile
slidmWit chains by horse power. Calculates thirty.three tons
aY will pet, Ibe enabled to be drawn by each horse, the expense being
The t°n nett, Is. 3-10ths of a penny on the whole distance.
;not enst for keeping the horse will be 3s. 10d. a.day,
a ‘:,4ing the driver at 12s. a.week. The draught of
and horse
up the incline wou:d be 4 3.10 tons gross,
we, eleven journeys could be thus made daily. The equivalent
titallibt on
a level would be about 21 tons gross. A
which
incline was on the Merthyr and Cardiff line,
INi`h he had laid out, and where a great advantage
enni,,eXPeriented by the steep descent, on which the iron
tutu' withth ease be carried to the latter district. The largest
Zg 0n e direct line would contain 239,400 cubic yards.
*as examined by Mr. JAMES—No engineering incompetency
he attributed to him for the taking down the bridges
Bristol and Exeter line. The level crossings do not inter..
4,71: with any turnpike-road whatever, but merely intersect lanes
1,4
_?ther unimportant pathways. The gradient of 1 in 48 was
eatt.°°Wn because it came out in subtraction, 250 being at first
th_T•ated as the ruling gradient ; but that can be at a future period
.p.'n3' rectified.
AS, An
trits":sr• RICARDO—The putting down 1 in 48 as the gradient
iha'"erely an oversight in making the survey. By a subsequent
2getnent, and altering the average gradients, the difficulty will
leeZt°gether obviated, and the short distance now with the steep
ne become almost a perfect level.
I,Oeti
Stough examined by Mr. JAMES—IS the assistant of Mr.
the:: C.E. Has heard the evidence of the last witness respecting
he -,,"Jectionable gradient of lin 48. That difficulty can however
*XL" ccnne by raising or depressing the level of the line to the
of a foot.
tiont°l4.eXamined by Mr. ANDREWS, Queen's Counsel—The eleva-
eotcldel depression of the level of the lines, when crossing the roads,
Illet; not be effected without the consent of the inhabitants of
tecon"u,.,b) as th bridges or crossings must be altered at a cor-
The Committee then adjourned, at 4 o'clock, till 12 to-morrow.

;4
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GROUP L.
IOATSMOIITH ATMOSPHERIC LINE.
,it (Continued from our Afternoon Edition of yesterday.)
Ts
Orders Denton then stated that he had surveyed the line by the
" Lord Grantley's solicitor, and that he knew his Lord.
l'eigh,PrnPerty and every. other landowner's on the line. In the
froil„:unrhood of Lord Grantley's property the embankment was
-utked_ to be
.begun at seven feet high, shortly after emergingthe
Ptiiki"c cutting.; and from the spot he had seen the windows of
!cell PHS,I apartments in the house, and from the house he had
l'itheWe aPot where the embankment would be placed. The
and de Part of the embankment would be nearest the house,.
",and -,.`ledlY there would be danger to a person driving a four-in-
It At 1,,..40111 the viaduct, which came close to the turn of the road.
ler"" intended to carry the line within 150 yards of Lord Grant.
Ile elate, late, and would touch his brother's house, the place where
of lirki Norton had lived. The line would be within 150 yards
4e. j SParke's, and the cutting would be immediately behind it.
41.41 'PaAte's house, near Godalming, would be within 200 yards,
!N. ,eliMita of deviation would bring it within 100 yards. In-
snotimc• Would greatly interfere with the property, but that, he
t,h,a b'fight be a matter of compensation. But the injury to
sue bout would be beyond compensation. lit several instances
lu,/, "01 line differed in its basis.
46081,11 on the part of the promoters of the atmospheric
ted t'o the evidence as leading to the contravention of
~,,itleced—,:" of the Standing Orders' Committee. This had been
'ittlin. "4 the London and York line the other day, where, ac-
`aitt,d' to the observation of the Chairman, the engineer had ad-
That his assistants had made such an error in their sections
1104:fuld have let in the North Sea, and rendered the construe-
-11411
othe line as laid down impossible.
the c"ning persisted in his right to examine on this point.
t„, .11_,Alamatc pointed out the peculiar features of the two cases,
that Mr Csbitt had been putt into the box, and ought
examinednbe examined. . oon that point, but conceived that the wit-
°lll_ .nrten, to Mr. AUSTIN, replied that his clerks had obtained
%Lc) the Plans deposited at the Private Bill Office.
• AUSTIN objected as not being evidence. They
ther "ave been obtained by the witness himself. He denied
ti.Thc ce Waa any error in the sections.
,ey nAlity,„,
at lend for
the th.
said that of the copies before the Committee
original.
4tra • s,
the --IN stated that, according to the standing or_
pta original was deposited with the Clerk of
-704 al" for the county. He objected to the dis-
t°lP3t.heri and begged to put the case formally before