The Sun.
London, England, 1845-05-20 00:00:00

FORDSHIRE RAILWAY.

Mr. R. Stephenson, engineer, examined by Mr. Hors—ls
engineer to the London, Worcester, and South Staffordshire
Railway. The line commences on part of the London and
Birmingham Railway. It then diverges on to Aylesbury,
and branches off to Oxford, then to Rugby, and on
to Wolverhampton. The engineering difficulties on the

line were not very great. v There is a very high
tract of country at Dudley. The Stourbridge Valley line
will open up a connexion between some very importantcoal-
,, fields at that place. At present they afford it eommunieation
by the Sedgley branch of the line. The approach to the town
of Dudley, near Netherton, we ascend by a tunnel passing
under the town of Dudley, leaving Baster' on the right. With
regard to Dudley, it is already contemplated by the canal to
have a communication from that plot* to Birmingham. There
was a project called the Birmingham and Shrewsbury Line,
which would compete with the present line. It was
thrown out in the Standing Orders Committee, and it is
now before this Committee as a competing project.
At Bicester the line would complete the advantages of the
branch line. Aylesbury, to Bicester and Buckingham,
would afford every accommodation to the traders on the
line. The system pursued by the Great Western,
commencing at Droitwich, leaves many towns wholly
untouched, and it faces the high ground which we avoid at
Dudley ; the lines come almost at a parallel. With regard
to a line from Wolverhampton to Dudley, they are trying
to come to an arrangement. At Alesowen are most ex-
tensive coal-fields not yet worked to any extent.
A branch to the eastward of the Staffordshire line, about two
miles distant from that line, will open up that traffic, which
will be most important to that part of the country.
Had heard much of the difference of gauge. He had
made many experiments himself. On the Canterbury
and Whitstable Hee he had tried to remedy the break c. f
gauge. but the trouble was so great it was abandoned. The
change of gauge was most objectionable, and we give the
canals a decided preference for goods traffic. As far as lie had
any knowledge the remedying of the break of gauge by loose •,
body carriages would never answer, for it would require two
stations to work them. The Great Western Company con-
templated laying down a narrow gauge from Worcester to
Wolverhampton. They intended laying it down by the side
of the other guage on their line, and it will consequently afford
but local accommodation. To do this they will be obliged to
have two stations, one for the broad gauge and one for the
narrow gauge. With reference to these lines regarding
the accommodation to the country, the promoters' line
was the best adapted for the traffic of the country.
The present. line from the Euston-square station to Wor
cester was 1214 miles. With regard to the speed on the
broad and narrow gauge, there was no difference. The speed
on the narrow gauge was equally as quick as the broad gauge.
On the Northeru and Eastern Railway fur the last two
years that Company went at the rate of 55 miles an hour.
That was a rate of speed which he (Mr. Stephenson) did
not fancy for his own travelling. The public on
that line, however, liked it. The quickest rate of
travelling now was 112 miles in three hours and thirty-
seven minutes. He understood the nature of engine-
making, and he could construct an engine which would do
112 miles in two hours and fifteen minutes. On the Loudon
and Birmingham line they were lengthening the engines for
the purpose of speed. Had examined the estimates, which
were formed by him. The estimate from London to
Worcester is 2,732,8771. This included all the branches
up to that place. There was some opposition to
the line from a few of the landowners on the line.
The damage they would sustain would not be re-
sidential, it would be agricultural, and there was no
injury which could be done but would be met
by a fair system of compensation. Lord Sandys'
property, a little above Worcester, we touch—
some of his Lordship's meadow land about 50 feet below a
large precipice. We are also opposed by a Mr. Hodges:
Foley. That gentleman's property was bounded on each,
side by canals. One canal came between the railway and a
considerable portion of his property. Would rather that
gentleman state his own grievances.
Mr. Mantz, a landowner at Worcester, examined—The
line of railway would pass his residence within 50 feet.. Knew.
the house very well, it was called the Commandre, and is of
the Elizabethan style. The house was very low, sunk in a
valley, and the trains would pass on overlooking the house.
Knew of a case almost similar, it was that of a railway passing
within forty feet of a clergyman's house, and overlooking
it at a height of 14 feet. That gentleman got compensation,
but as the works progressed he found the annoyance was not
so great as he at first anticipated, and he did not remove his
family, but kept the compensation.—(Laughter.)
The CHAIRMAN—Mr. Mantz, do you oppose the Great
Western line?
Mr. Mantz—No, Sir, Ido not object to that line. It does
not touch my property, and that line is the most popular
with the people of Worcester.
Cross-examination continued—We could not avoid -going
near your property ; it, would compel us to cross a main road.
After some further cross-examination, the Committee ad-
journd till twelve o'clock to-morrow.

Group X.
LONDON AND YORK LINE.
The Committee appointed to dispose of the lines compre-
hended in group assembled, pursuant to adjournment,
this day in Committee-room No. 8, and proceeded to hear
evidence in reference to the London and York projected line.
The Earl of Lincoln was the first witness examined. His
evidence was to the effect that, he was well acquainted with
the line now under consideration of the Committee, and he
was decidedly of opinion that the project would be most im-
portant and beneficial in its results to a vast district of country
n that neighbourhood.
The next witness called was
Mr. Welby, M.P., for Grantham. He deposed that it
would be important to have a line of communication be-
tween Grantham and Boston, and also between Newark and
Sheffield. Therefore it would be of importance that a western
line of communication should be made. But the Grantham
line would be the most important in the first instance. A
line of communication between Newark, Nottingham, and
Lincoln would also be necessary.
To the Committee—A line of communication by railway,
between London and York, would also be very important;
but witness's opinion on those projects had been formed in-
dependent of considerations of expense.
Mr. T. Brainsford, a resident for thirty years in the neigh-
bourhcod of Nottingham, gave evidence as to the ex-
tensive traffic in corn between that district and Wales.
Twenty-five years ago there was not more corn grown in
that district than would be sufficient to support the in-
habitants; but of late it had become a very extensive ex
porting county, and the ;farmers had to waggon their pro-
duce sixteen miles, and to bring back coals, &c., by the same
way. The London and York line would open the
whole of that farming county on to Rugby, for he
had no doubt the London and York Company would form a
branch to Rugby, for the country afforded every facility for
so doing, there not being a fall of more than forty feet the
whole of the five miles.
In cross-examination he said he did not think a line could
be made at the east side of the river, as the nature of the
country was such as to afford no facilities. The London and
York line passed nearer to his land than the proposed
Grimsby and Spitsby and Boston lines.
Sir M. Cholmondely said he had given the different
proposed projected lines through Lincolnshire a great
deal of attention, and was well acquainted with the nature of
that part of the country. His opinion was, that, considering
the present, as a national project, it would be of great ser-
vice to all that district. All the towns in the southern
district had become the depots of the agricultural
produce of that district. The nature of the country
in the southern district was a light soil, and
required a vast deal of manure, and therefore it would be
much
sent to get it cheap by railway. Bark was alsoohmh
sent through that part of the country, and was
a very
senty
article. From the north of Lincolnshire the farmers heavy
their beasts by. Rotherham to Wakefield.
Cross-examined—A line between Boston, Nottingham, and
Lincoln, would be of importance, but witness
was not orn •
London and York
petent to speak fully on the subject. The
Company had not proposed to make any line from the east
of Lincolnshire to Nottingham.
Mr. Isaac Dodds, merchant, of Spalding— There are about
38,000 tons of coals annually brought into that town, of
which 28,000 tons are consumed in the neighbour-
hood. The coals are brought from districts through
which the present proposed line would pass, and thus
materially facilitate the transit, and reduce the expense.
The country around Spalding was a very extensive
corn-growing district, and the communication between it and
Bosten was considerable. A line of communication between
Boston and Lincoln and Stafford would be of great im-
portance.
Cross-examined—A westward line of communication
would also be of importance.

Mr. Charles Anderson, son of Sir Charles Anderson, re-
sides near Gainsborougb. The direct northern line would
be the most advantageous to him and his brother person-
ally; but the London and York would be the most advan-
tage to the public, because it would afford modes of commu-
nication to a great number of important towns in the district
through which it would pass.

r Cross-examined—It would be desirable to have a line be-
-1 tween Lincoln and London and Peterborough ; but the pro-
posed line would be four miles shorter than the line proposed
by Cambridge. Could not say whether a line between
Lincolnshire and Cambridgeshire would be of importance.
Mr. W. Mann, of the Boston Provincial Bank, was the
next witness, but his testimony was precisely of the same
character and tendency as that of Mr. Anderson.
Mr. Gooch deposed as to the amount of traffic going on at
present in corn, sheep, &c., between the different towns pro-
posed to be brought into communication with each other by
the proposed London and fork line; and the Committee
then adjourned.

Group R.
This group assembled for the first time this morning, Mr.
Beckett Denison in the chair. The Committee has to con-
sider the following lines :
The Dublin and Drogheda —The Dublin and Belfast
Junction—The Ulster Extension—The Newry and Ennis•
killen—The Dundalk and Enniskillen—The Great North
Western.

The Ulster Extension Railway was the first one gone into.
It is proposed to be formed from the termination of the Ulster
line to Armagh. It is an unopposed line.
Mr. Goodwin, the engineer of the line, was shortly
examined respecting the engineering features of the
undertaking, which he represented to be generally
of a favourable character. The cuttings were
moderate, and the gradients unexceptionable. There
were several roads proposed to be crossed at the level,
but the traffic on them was inconsiderable, with the exception
of one at Portadown. With respect to the latter, it would
be impossible to cross it without resorting to extensive cut-
tings and embankments. The inhabitants had held public
meetings, at which they had determined not to oppose the
railway, as the advantages to them were held to be of the
greatest importance.
Mr. Grear, a magistrate of the counties of Down and Ar-
magh, was next examined. He was one of the original
projectors of the Ulster Railway, and one of the Board of
Directors. The preseat line was very much desired by all the
inhabitants of Monaghan, Down, and Armagh. This line
was a necessary one to complete the communication between
Enniskillen and Belfast. The traffic along the course of the
line in butter, eggs, and pigs, he held would be very great.
The Ulster Railway, with which this is to be connected, pays
from sto 6 per cent. The weekly receipts were 6001., and
the opening of the branch, he thought, would make it up to
1,000/. The fares on the Ulster line were about half of the
English ones. The charges were—first-class passengers,
lid. per mile ; second-class, Id. ; and third-class, 2-3 d.
There were six trains a day, and each of them took third-
class passengers.
Evidence was called respecting the present traffic of the
road between Armagh and Portadown, which it was alleged
would be greatly increased by the proposed railway, when
the Committee decided the preamble to be proved.
The clauses of the Bill were then gone into, and clauses
Ito 10 agreed to. The Committee then passed on to the
consideration of the 35th, which was opposed by Mr. Burke,
on the part of the Marquis of Hertford. It was in relation
to the Directors, the Noble Lord desiring that three
of the Directors should reside in or about Lisburn,
being a similar clause to one in the Ulster Railway Act. In
the present Bill that clause had been expunged, and a fresh
one introduced, without any restrictions as to the appoint-
ment of Directors as far as residence was concerned.

Mr. AUSTIN was heard in reply on behalf of the Company,
when the room was cleared.
On oar return, the CHAIRMAN intimated that the clause
proposed by Mr. Burke had been adopted by the Committee.
The further consideration of the clauses was postponed till
to-morrow.