The Sun.
London, England, 1845-07-23 00:00:00

It/ "v
4 , 4.0 RUTI 71 ••-
41 4

S N 17 I CE, Seven o' Clock.

RAiLWAY COMMITTEES

(THIS DAY.)

-.4,.-_

HOUSE OF LORDS.
TUE EREWASII VALLZ7: RAILWAY.
The Select Committee appointed by the House of Lords to as_
certain the merits of this project, reassembled at the usual hour
this morning, and proceeded with the investigation.
The CELiIIiMAN, before they went on with the evidence in favour
of the Bill, wished to know upon what grounds the scheme was
oPPosed.

Mr. MACAULAY replied that the line was opposed on the ground
that it could not be made available for passenger traffic, and, if
time were allowed, a more extensive, and more complete line, could
axottk pelreadguMaitted to Parliament for the
accommodation both of the
Passenger and mineral traffic of the district. That line had
Y come before the public under' the title of the
"g..°31. Leicester, and Ambergate Railway. It would
rw•al by the way of Pinxton down the Valley of Erewa,h,
!and then form a Junction at Matlock with the Manchester and
Buxton line, and thus forming a through railway communication
between the two highly important towns and seats of trade of NA-
tinghana and Manchester.
The cross-examination of Mr. Pickering (for whose name that
01. Mr. Pare was substituted by a clerical error yesterday) was
gone into by Mr. MACAULAY. The evidence given by the witness
this
morning referred entirely to the details of the traffic tables of
the line, The principal facts were stated yesterday by Mr. Pic-
, ing, and were accordingly published in The Sun of last evening.
411 e Cross-examination partly referred, also, to the facts stated by
Mr. Macaulay as objections to the Bill.
Mr. Woodhouse, the engineer of the line, conjointly with Mr.
Jessop and Mr. Bidders, was then called, and gave the usual engi.
!tering evidence. The length of the main line would be 13 miles
16 chains. There were eleven branches. The steepest gradient on
the main line would be 1 in 215. One of the branches would
have a gradient of lin 50. The heavy traffic would be down the
Inclines. There was no engineei ing diculty on the mainline, and
this Was, in his opinion, the best that could be laid down through the
&ewash Valley, and afforded the greatest accommodation to the
%al district. The total expense of the line was estimated at
187,0001. This included the cost of the branches.
Mr. lilacauLav cross-examined the witness as to a proposed line,
.1 which a map was handed in. The witness thought the line in
iMistion far inferior to the Erewash Valley line.
Mr. Woodhouse was re-examined by Mr. CALVERT.
The *CHAIRMAN here observed that the Ambergate line was
uelore the Committee in a very indefinite manner. As a corn.
Feting line it could not appear before them as it would before a
Committee of the House of Commons, but it was only as a com-
peting line that it could be evidence against the proposed line.
Mr. CALVERT said that he was unwilling to make an objection to
Mr. Macaulars course, but thought it was not regular to give evi-
dence in favour of what was, as far as the Committee were concerned,
an imaginary line.
Mr. MACAULAY said that, as landowners, his clients had a right
t° °ppose thii Bill, on the ground that there was a better line,
Which would not injure them. He would wish, however, to post •
Pone thearguments on this point till to-morrow, as Mr. Alexander
Wad not present.
The point was accordingly reserved, and the evidence continued.
Mr. Bidders corroborated the evidence of Mr. Woodhouse. The
Working expenses of the line would be 3001. per mile. That was
about 30 per cent. on the estimated traffic. The estimates
bad been made for works for a double line, the rails only
being estimated for a single line. The estimated expense of the
main line was 140,0001., which he thought was a very liberal esti-
mate. A single line would be sufficient for the traffic,
as the whole of the coal expected to be carried on the line in one
till could be taken by one train.
It was proposed to call Mr. Vignolles to corroborate the above
evidence, but an objection having been raised to the admission of
his evidence, a discussion ensued, the result of which was, that
the Committee postponed the matter till to-morrow.
The Committee then adjourned at half-past five o'clock.

tIZASGOW AND BAAIMEAD
The Select Committee appointed by the House of Lords to
ascertain the merits of the Glasgow and Barrhead Railway
assembled for the first time this morning.
The Committee consisted of Earl Spencer (Chairman), Duke of
Cleveland, Marquis of Hedfort, Viscount Middleton, and Lord
Dartmouth.
Mr. Sergeant Bellasis appeared for the promoters of the Bill, and
Hildyard for the opposing parties.
Mr. Sergeant BsLoam opened the case. The Bill before their
Juordships was for authorising the construction of a railway from
lastow commencing at the station of the Greenock and Glasgow
sine, on the south side of the Clyde, and extending on to Barrhead,
distance of about six miles and five furlongs. There could be no
clnestion about the traffic, for it was well known that the goods traffic
between the two places amounted to 3,460 tons per annum, while the
riArrkber of passengers was 3,200. The capital of the proposed
oe was 150,000/. ; the estimated cost of construction was 142,0001.
The gross revenue which it was anticipated the line would yield
Ass 19,640/., and after deducting 7,500/. for working expenses,
"Base would be left a dividend of six and a fifth per cent. upon the
va,Piistl expended. So much for the main line. The promoters of
the scheme proposed to make a small branch at a short distance
from Glasgow to join the Pollock and Govan Railway,
,for the pur.
pose of bringing the important article of coal and iron-
stone
to Glasgow. This was the scheme he had to lay
fore their Lordships, and now for the project of the
opposing
parties. Their Lordships would rerceive by the
a? that the Glasgow and Ayr Company had projected a branch,
g the same object of accommodating the traffic between
o‘
‘aallow to Barrhead, but this branch avoided the most populous
and thriving part of the district for the purpose of going by way of
p
and which had, comparatively speaking, a very trifling traffic,
""o would increase the distance from Glasgow to Barrhead from six
to eight miles.
• Humphrey Crum, an extensive calico-printer, at Thornley
ki a place of some importance on the proposed line, estim
lineated
'"al the traffic of Thornley Bank alone would yield the an
annual Income of 5641. 16s. for goods and 1,2501. for coals.
Lord Blantyre and Colonel Moire proved that the landholders
1,1-44 inhabitants of the district were in favour of the short and direct
from Glasgow to Barrhead.
Mr. Malcolm Hunter, a calico printer of Crefthead, was well
erluainted with the trade carried on between Glasgow and Barr.
and considered the direct line well adapted to accommodate
the wants of the district.
Mr. Dunlop,
the t ,oafntheexltziztncesotst.on printer at Crayton, confirmed
Work's. jaatmesßarag
the :oauyteVoefurnan, manager of Messrs. Wilson's iron-
- Glasgow intimated that Messrs. Wilson had traffic
Passlog along
tons per
ereased b ayntnhuemiththe direct line to the extent of 62,479
proposed railway.
would undoubtedly come upon, and be in-
Mr. M`Lintock, a coal.owrir confirmed the testimony of the
last witness, and
The Committee then adjournd till eleven o'clock to-morrow
morning.

IMPORTANT DECISION.

WAIMPIELD, PONTEFRACT, Jts.ND GOOLE

RAZMWAT.

The Committee on this Bill re-assembled at the usual hour,
ford Monteagle, chairman.
Mr. IliaDvaan opened the proceedings by summing up, on the
Part of Mr. Smith, a landholder. The Learned Counsel, after
defending Mr. Smith from any charge which might be advanced
against him because he had coalesced with Mr. Hudson in his op.
Position to the Bill, and because that opposition was to be defrayed
at Mr. Hudson's expense, went on to show the residential injury
Whicher would be done to that gentleman, and contended that as a
t
line could be laid out, combining all the advantages
°f the other and avoiding its evils, their Lordships should
eat th
throw
a
s tteed next resent Bill, in order that a better line might be intro.
‘ae p
session.
l‘lr, w
that ILKINS replied, and, in an elaborate speech, contended.
th,— no sufficient public grounds had been shown for throwing out
,-5 Bill The engineering evidence adduced by tahse promoters
asolutely
Orovect in the most forcible manner that a railway w
rluec...eksnsary,
_, to preserve the trade of Goole, and to extend that of
,a_eal Pontefract, and Knottingly, and no line which had yet
~7n exhibited to their Lordships promised to supply those deside_
._"a in the same degreeas the present one. The Learned Counsel then
d"itit into detail as to the relative advantages to the minerals in the
saastlicts, and after analysing the statements of the opposingthe
full,wit.
1,745, concluded by hoping that their Lordships,
-1:1[1,aod Patient investigation they had given, would afteraib
ebsolutely re-
. "he conclusion that a line of railway was alines;
defleien,
errys.d that this was the very line to supply the present
The Cons • • their re-entering the room
nutese then retired, and on
d The CHAIRMAN intimated that the Bill was proved, but they
ia-ecided also, that cue works should be suspended until the pro-
0-°ters had gain come to Parliament for powers to construct the
',,,thleY branch.
The clauses were they, agreed to, and the Committee broke up.
11$E GLPISGOW .UNCTION R,AILViTiIIt. 4he Committee re asse
of Mr.mbled this morning at eleven, when the
aaelaarnination Waiker, civil engineer, which had not been
"ne'uded at the rising of the Committee yesterday, was resumed.
v....111h.e witness deposed that if the rails of the proposed railway
Livey tatd down on a level with the quays, it would drive away the
that rPOoI and Irish steamers from the harbour. He had calculated
qtja"e waggon in every minute would come to the side of the
tra, which would occasion great interruption to the general
f the If the sheds, which are very small for the accommodation.
(;), present traffic were to be enlarged on the laud side. to
w":yeatent of 45 feet, only 22 feet would be left for the carriage
het ra4dn:. that sPace would be insufficient for properly carrying on
C a hae„.,"‘„saintnatio of the witness was interrupted in order mat
mighta- t-: washingtnon R.N , who had been examined yesterday,d
made ue Placed in the witness-box to verify the statements he had
still •;,, He said he had been sworn before the House, and w
r"n'ide by the evidence he gave yesterday. He wished, howa-
e:r, te ea,, '
i --."'ant an apparent discrepancy. He had stated
bhe had
to ' a number of foreign ships outside the quay, but he DOW eglgi
it "lad: that
a, i s v via
yh e►t he r they were embarking or not he could not te .
Sel;er'n : walker's examination was then resumed—The Hull and
at Hull was carried on a level with the quays,nbatuLt
Wa not furnish an analogous case with the proposed Glasgow
y, as no mineral or coal was carried on the quays, and all the
Passng„. e
cv,arrives and embarked at a different place. There was
The extent of
whargreater accommodation at Hull for the traffic.
Wharfs i Liver
extended
, seh e r eatl
altogether
et
i!'s. fage at Hull was 15,500 feet, while at Glasgow,T whiche post.
ed a much greater traffic it was only 6,500 feet. Again, a
railwayero 3w370 oeon feet,aievel with the quaya, the
the
en the Clyde—so that no analogy could be established between
e easr.all,ilit neugah was
to be as compared with 6,500
rnt ade decidedly
vested edlyof opinion that if the railway were
4st,ees, with power to take up or alter the rails as they might
Who
entirely in the hands of the Clyde
....et pro; Cr, nud to regulate the traffic.
Mr. ANDREWS then proceeded to cross-examine Mr. Walker,
said that, with respect to coal and pig-iron, the loaded waggons
in:l,eetild be lifted by cranes frem off the quay, and lowered into the
~dir of ter- vessels alongside. The weight of a coal-waggon, when
a„'ai, aasged from 5i to 6 tons. This was the practice pursued
r::ileWeastie and other coal-exporting places, but was not gene.
ally ;followed at Glasgow. A balance.weight was sometimes
attaehed to t,
frau the cranes. The waggons, when loaded and swung
their
the crane, were a descending weight, and when emptied of
b",, contents in the holds of the vessel, being lighter than the
Power attached to the crane, they would ascend by the
PeZer of gravity. To erect these machines would be attended with
wa.siderable expense, and it the vessels were sufficiently low in the
rutrs tilting the contents of the waggons into their holds would
„u, ably be a more expeditious mods..
e Noble CHAIRMAN interrupted the cross-examination, and
said h .
e did slot think it was necessary that this evidence should be
&one further into.
ANDREWS replied that he would not press it further.
setrt_The witness continued—Sheds had beeen recently erected on the
h side of the harbour, but, speaking from recollection, they
Were four feet wider than those which had been constructed on
the north side.
satdfilr. M.
Gregor, of the Board of Trade, was next examined—He
suirtethat the room in the harbour at Glasgow was not more than
and ient to accommodate the steam-boat trade, the foreign traffic,
theothe Customhouse department. In his opinion the construe-
II line of rails on the quays would materially interfere with
Of
0_
..traffia. The Custom.lususe Commissioners, with the consent
'the Treasury, had power to restrict the exportation of coals, wool,
and
bother articles not paying duty, to certain places which they
in_ouil? t see fit to appoint; so that in point of fact if the Commissioners
‘.,..' nd that the minerals brought by the proposed railways on the
playa 11101ald interfere with the general traffic, so as to prove detri.
tit tal to the revenue, they could prevent their exportation front
et Nate.