The Sun.
London, England, 1845-04-24 00:00:00

SYSTON AND PETERBOROUGH RAILWAY—
(Group T.)
On the CHAIRMAN taking his seat yesterday, the con-
sideration of this line of railway was resumed,
by the re-examination of Mr. Miller, one of the
witnesses examined on Tuesday by Mr. Atkinson, an
opponent of the Bill. The object of this examination was
to show that the proposed crossing of the line at Peter-
borough- bridge would be attended with much danger, from
its peculiar construction, and that it would interfere with
the holding of a fair which was kept at regular periods in an
adjoining meadow.
The tables required by the standing orders were then put
in, in which it was estimated that the annual working ex-
penses of the line would be 14,0001., leaving, when deducted
from the gross receipts of the branch line, the surplus of
33,8621. 18s. 6d. for the shareholders, or a dividend of 4A per
cent. on the invested capital. This calculation was inde-
pendent of what is expected to arise from traffic derived from
the main line with which it is to be connected at Syston.
The various items set forth in the estimates regarding the
cost of constructing the line were proved by evidence, and
unopposed.
Mr. Charles Liddel, the engineer of the line, was then ex-
amined respecting the engineering difficulties. These were
stated to be of a very trifling character; the gradients were
very favourable ; there was only one tunnel 776 yards long
in the whole extent of forty-eight miles, and the curves pre-
sented no objectionable feature.
Mr. Stephenson, the engineer, was next examined. He
originally surveyed the line, and in his plans drew out the
best practical line between the two termini. It was not only
the best line as far as engineering difficulties were con-
cerned, but the best as far as the consideration of traffic
was involved, forming, as it would, the most direct line
from Yarmouth to. Manchester. He believed the inhabitants
of the country through which the line passed were generally
in its favour. He had seen a line proposed by Mr. Giles, and
thought it very objectionable, on account of its engineering
difficulties. He thought the end of Stamford-bridge the most
eligible site for the station, more especially if the bridge was
widened. The trains in passing over the read at the end
of the bridge into, and from, the station would
not occupy above half-an-hour altogether in the course
of a day, and then the trains being either starting or
arriving, would necessarily be slow and not likely to be
dangerous. There was a portion of a line which he had exe-
cuted in Liverpool that crossed a street, and he never heard
of any accident.
Mr. Stephenson was cross-examined at some length by
Mr. CLARKE in reference to Mr. Giles's line, and the station
at Stamford-bridge, but nothing was elicited further than a
reiteration of what he had previously stated on those points.
Mr, WHATELEY, on behalf of Lord Harborough, examined
the witness in regard to the line going through his Lordship's
grounds. Mr. Stephenson generally replied that any diver-
sion of the line would occasion heavy cuttings and tunnels,
and add prodigiously to the expense.
Robert Stephenson was examined at considerable length,
and expressed similar views to those advanced by his father
(the previous witness). lie thought the present line much
preferable to that proposed by Mr. Giles, on account of the
engineering, and also to the one originally proposed by his
father but afterwards abandoned, upon better information, for
the present one.
The witnesses during the day were cross-examined at
great length, without altering the main features of the evi-
dence produced.
The case for the promoters of the Bill being closed,
The CHAIRMAN intimated that the Committee would take
the case of the petitioners to-morrow (this day) at twelve.
The Committee then rose at Four o'clock.

SUB-COMMITTEES ON STANDING ORDERS.
Sub-Committe No. 1., present Mr. Strutt, Chairman Mr.
Villiers Stuart, Mr. Pakington, and Mr. Compton. The
Committee proceeded with the adjourned inquiry on the
TOTTENHAM AND FARRIXGDON EMNSON