The Sun.
London, England, 1845-06-03 00:00:00

TUE SUN, LONDON, TUESDAI EVENING, JUNE 3 1845,

turing districts. There was a very great cotton manufacturing
establishment at Stanley, seven miles from Perth. There were
likewise large manufactories at Blairgowrie. The cotton was
brought from the west through Perth, and the manufactured goods
returned back in that direction. There were extensive bleaching
grounds at Luncartle, four miles from Perth. Strathmore was
a great agricultural district, and front there and the surrounding
country large quantities of cattle, sheep, wool, grain, and potatoes,
were every year brought into Perth, to be forwarded to England
and the manufacturing districts of Scotland. Of potatoes alone
40,000 tons had, during the last year, been shipped at Perth. A
very great amount of this traffic would come along this line of rail.
way, and, in return, coal would be a large article of transit. The
Perth and Elgin and the Perth and Inverness Railways, proposed
to use the line, the one for twelve miles, the other for fifteen miles.
To Mr. AsintEws—The two lines, the Perth and Elgin and the
Perth and Inverness, would, he had M 4 doubt, be ultimately carried
out. Ile was not well enough informed at present to say how far
these two projects would be competing lines.
Mr. Buchanan, of Stanley, stated that he was one of a firm there
extensively engaged in the spinning of cotton. The firm employed
about SOO persons, and a very large amount of raw cotton was an-
nually manufactured. He considered the line proposed would be
of the greatest service to Stanley, both In receiving the material,
and in transmitting manufactured goods.
Mr. Lcadbeater, of Blairgowrie, said, he was a manufacturer in
that town. He was engaged in business to a larger extent than
any other person there. There were fifteen spinning-mills in the
town, and the quantity of goods annually sent out was 4,000
tons. They used a considerable amount of coal in
their manufacturing operations. At present they were
supplied with coal from Dundee, bust he considered that
if a line was opened op to Perth they would get coal much cheaper
than at present, as then they would get supplies from Fife.
Cross-examined by Mr. James—A considerable amount of goods
went to Dundee, a portion of which was finished there ready for
the foreign market. His hose was the only one in Blairgowrie
in communication with Glasgow.
The Committee then adjourned till twelve o'clock to-morrow.

GROUP FF.

EDINETTRGH AND NORTHERN LINE.

Mr. Granger, the civil engineer of Edinburgh—Had prepared the
plans and sections of the line under the consideration of the Com-
mittee, and had surveyed and generally examined the county of
Fife, with the view to ascertain the most desirable route for a rail-
way. He considered the line before the Committee was
decidedly the most favourable that could be marked out. The
greatest height on the whole line was 279 feet above
the level of the sea, but, comparatively, this was a low level for the
district, namely that of the New Town. 'I he main line was about
thirty.five miles in extent, and the branch to Cupar five miles.
The severest gradient going northward was 1 in 125, and going t)
the south 1 In 100. The declivity on the Cupar branch was lin
185. The line as it approached Kirckaldy became rather steep, the
gradients being I in 14, and on this part of the line it would be
necessary to work the trains with a stationary engine. Generally
speaking the works on the line were easy. There were three
tunnels. The first was 240 feet in length, the second 200, and
the third 150. The archings on the line were 154 yards in extent.
The expenses of constructing the whole line and works he esti-
mated at 550,000/. For the working expenses he would allow 40
per cent. en the gross annual receipts of the line. He thought it
highly important that this and other lines running into Perth should
have a common terminus at the South Inch there, because it was
quite evident to him the lines would give material feeders to each
other.

The witness was cross-examined at some length by Mr. WHATE.
LET, to show that the present course of the line would materially
interfere with the residence of Lord Rosalyn, and tend to Interrupt
the performance of Divine service at Dysart Church.
It being now four o'clock, the Committee adjourned till twel►e
o'clock tomorrow.

21. 9d. per quarter in its conveyance by rail to the nearest market.
In the same proportion a saving of 2s. 51d. in barley, and Is. 31d.
in oats, would be effected.

Cross-examined by ➢lr. RAWLINSON—The surplus wheat in the
Union he computed at 19,561 qrs. Artificial manure is chiefly
procured at Mahlon, and coals from Cambridge and Colchester at a
considerable cost.

Joseph Boreham, examined by Mr. GIRDEN, is a maltster, resid-
ing at Haverhill ; originally carried on a very extensive trade, but
since other towns had been afforded railway facilities, while Haver-
hill had been left unaccommodated, the trade had almost wholly
been withdrawn.

Cross-examined by Mr. RAWLINSON—Onc of the reasons for the
decline in the malt trade is the introduction of pale and patent
malt instead of brown. Coal is 3Gs. a ton at Haverhill, and
during the last winter the sufferings of the poor for want of fuel
were extreme, while, if a means of transit had existed,:those disad.
vantages would have been obviated.

Daniel Gurtcen, examined by Mr. HSTIIBRINCiIIAM—Is a manu-
facturer of Haverhill, employing upwards of 600 hands In fabri-
cating druggete. There are several extensive plait and other fac-
tories in the district, but their traffic is limited for want of a
better means of transit. The present cost for carriage between
the town of Haverhill and the metropolis is 245. per ton; th‘t by
railway would be about 19.5. or 13s. pPr ton

The cress-examination of this witness was considered unneces-
sary, as the Committee were unanimously of opinion that the Bury
and Chelmsford line was preferable to the Bury and Bishop Stort-
ford, as projected by the Direct Norwich, and this scheme was
♦irtually abandoned by the latter Company, though formally re_
tamed during the continuance of collateral opposition. By the
traffic table handed in at this period by the promoters of
the Direct Norwich Line it appeared that the income expected on
that railway trom the conveyance of passengers and goods is :
From passengers by coach, 14,8821. its. 6d. ; by post horses,
7804 9s. 4d. ; by gigs, &c., 3,328/. 135.; by spring
carts, vans, &c., 4,408/. ; in all, 23,489/. 13s. 10d.
Doubling for railway accommodation, the total passenger
revenue anticipated is 46,0791. 7e. Bd. For traffic :—Gene
ral merchandise, 12,5891. 2s. ; agricultural produce, 11,5251. ;
live stock, 5,3321. ss. 10d.; coach parcels and mails,
5,0001. ; carriages, &c., '2,7001. Total goods' revenue,
37,446/. 7s. 10d., which, together with the passenger
amount, gives a total of 84,4251. 15e. 6d., deducting 40
per cent, for working expenses, or 33,770/. 6s. 3d., the nett annual
income anticipated for the line is 50,6551. Os. 3d., being 0 2-3
per centi on the capital sum of 760,000/.

John Peto, examined by Mr. Lee—Has contracted for the con.
struction of the Direct Norwich line between Bury and Thetford,
and is ready to undertake the works for that distance of twelve
miles, at a cost of 179,0001., including permanent way, and every
thing except the land. The cost between Thetford and Bishop
Stortford would be 685,000/.
By Lord SANDS—The district north of Bury Is easier than
that in the Southern parts. No tunnelling will be required on the
line, nor any level crossings. The height of the loftiest embank.
went will be 50 feet.

In consequence of the absence of Sir John Rennie, whose evi-
dence was considered indispensable at this period of the exatnina-
tion, the Committee deferred the further consideration of the Direct
Norwich case till to-morrow, and in the interim proceeded with
that of the

journment. However, as they were now opposed to such a step,
he begged to withdraw his application.
Mr. DANIEL said that he was now placed in the position •f his
Learned Friend, and would in his turn, for the reason he had al-
ready mentioned, pray the Committee to adjourn till tomorrow.
The CUAIRMAN thought the engineering and traffic evidence
ought to have seen put in at an earlier period. Had that been
done, there would have been no necessity for complaints, or an ap_
plication of this nature.

Mr. CALVERT had pursued the usual course of business adopted
in liailway Committees. It was usual to close the case for the
promoters with the traffic tables and engineering evidence.
The CHAIRMAN had served on many Committees, and he
confessed on those Committees the engineering evidence was
always put in at an early stage of the proceedings.
Mr. CALVERT reminded the Committee that In the London
and York, Leeds and West Riding, Sheffield and Newark, and in
other important Committees the engineering evidence had come last.
Mr Hurr said a good deal of the miscellaneous evidence had
been quite unnecessary; indeed, he thought, in some respects, it
had been against instead of in favour of the railway.
The CHAIRMAN concurred in the latter observation of his Hon.
Colleague. Decidedly, the evidence of the last day or two was
rather against than in favour of the promoters.

Mr. CALVERT admitted that the evidence of some of the wit-
nesses had materially differed with his instructions. With regard
to the traffic table, the fact was the clerks were at work upon them
from the very hour the Committee adjourned on Saturday, and it
was quite impossible for them to finish the tables earlier than they
had done.

The room was then cleared, and the Committee having deli
berated for a few minutes, strangers were admitted, when

The Cn►laM►N announced that the Committee did not think
suficientground had been made out for an adjournment.

Mr. Humphrey BrOwn, who had made out the traffic tables,
then proceeded to explain to the Committee the basis upon which
he had made his calculations; after which he was cross-examined at
considerable length by Mr. MURPHY and Mr. DastrEt., with a
view of showing that he had assumed that the carriage of the pro-
duce of all the collieries on the line, whether near to or distant
from, Coventry, would be charged at one price—lid. per
ton per mile—namely, Id. for toll and id. for the
use of waggons. He admitted, therefore, that a
collier, whose mine was twelve miles from Coventry,
would 'have to reduce the price of his coals to enable him
to compete in the Coventry market with a collier, whose mine was
only six miles from that town. He admitted that, during some
portion of the time that he was making his calculations,
the canals of the district were frozen up, but shortly after
the thaw he calculated the traffic by these conveyances, and, of
course, the advantage was In favour of the canal, because immedi-
ately after a thaw the col traffic for the first two or three weeks
is always very considerably increased.

Mr. John Addison, an engineer, residing in Delahay-street,
Westminster, said the length of the line was six miles, fifty-eight
chains, and fifty links, and was the most favourable that could be
marked out for accommodating the mineral traffic of the district
through which it passed. The junction of the Leamington with
the London and Birmingham Railway was about half a mile
from the Coventry station of that line, and the junction of the pro-
posed railway with the same line was about another quarter of a
mile further on. The line would form a junction with the London
and Birmingham Railway on an inclination of 1 in 330. or 16
feet per mile. At passing this inclination the line came to a level
plain for about twenty chains. It then came to a rise of I in 200
for about a rnlle, and this line run on another level for about ten
chains, and then the line rose lin3 )0 for about a mile. The line
then ran along a level plain for about half a mile, and then came
to a rise •f 1 in 176 for nearly a mile, and then it came to a level
for about a mile mid a quarter. The line then came to a rise of 1
in 019 which extended for about half a mile, and at the ex-
tremity of this inclination the line formed a junction with the
Trent Valley Railway. There were no tunnels nor engineering
difficulties on the line. The line would pass on a level across
seven roads, which would be amply guarded and protected from
danger.

The Speaker being here announced at prayers, the Committee
adjourned till twelve o'clock to-morrow.

GROUP N.
CORNWALL RAILWAY.

The Committee met in Room No. 3, at twelve o'clock.
ENGINEERING EVIDENCE.
_

Mr. Brunel was examined by Mr. IVIERREWETIIIM on behalf of
the promoters of the Bill. He said that he was the engineer of the
Great Western and South Devon Railways, and when he laid:the
latter line down it was with the design of carrying it on to Cornwall.
He had considered how the proposed line could be carried across the
Harnoaze, and had reported to the Board of Trade on the subject.
The plan which Captain Moorsom had detailed of carrying the
trains across the Hamoaze would, in his opinion, be successful.
The boat at present in use with improvements would be sufficient
to convey the carriages from one side to the other in safety. In
the event of his reporting in favour of the line, the Great
Western, the South Devon, and the Birmingham and
Gloucester Companies :proposed to become joint shareholders
to the amount of 250,0001. He had, in consequence, examined
the plans and sections drawn up by Captain Moorsom, and had
gone over the proposed line. He reported in favour of the line,
and recommended those companies to pay their quota of that sum,
and become joint proprietors of it, which they did. It was a special
instruction from the companies that It should be surveyed for both
locomotive and atmospheric power, and that it might be applicable to
either. There were curves on the line of 15 chains, but he had
seen smaller curves than that worked with safety—on the Great
Western, and Bristol and Exeter lines, for instance. The effect of
short curves were over-rated, but not generally so. If a curve
was well constructed it would not have much effect on the traffic.
At the Bath station they had a radius of between 30 and 40
chains, on the: Bristol a radius of 11 to Hi chains, yet 25 to 30
miles an hour were accomplished without inconvenience. The dis-
advantages in the construction of the proposed line would be
met with in other parts of the country. They could
not avoid sharp curves and steep gradients. A speed of from
twenty.two to thirty miles an hour might be obtained on these
steep gradients and sharp curves. If atmospheric traction were
used greater ♦elocity could be obtained. The Bodmin branch
could be worked with locomotive power without inconvenience.
At the Hamoase the railway carriages would be run on the boats
in the same way as private carriages, and removed in a similar
manner. The process was exceedingly simple. No
longer time would be consumed here than two minutes,
and not more than was occupied on other lines in breaking up the
trains and starting them afresh- Thc boat .hight be easily made
to carry six carriages. One million, the estimated amount, would
be sufficient to construct the line, and-render it fit for locomotive, I
power.

The witness was examined by Mr. Rowe, but nothing eras
eli-
cited to show that the line, with its curves and gradient!„,
could not
be effectively worked. A line to the north of Bod:
.nin might be
made, but it would net meet the wants of the district.
Mr. P. Smith, the solicitor to the Cornwall Company, was then
called by Mr. Itowe, for the purpose of being examined with re-
spect to the consent of the Board of Ordnance with regard to the
line crossing the glade at Devonport. He stated that the Board
had proposed the insertion of a clause in their sill, to the effect
that they would consent to their passing the glacis in the event of
the Falmouth Docks Bill passing, but, if it did not pass, they
should withhold their consent.
Mr. MEIIIIEWHTUER said that was the case for the promoters
the Bills

EeT iENncn calledOl g3E;Jrn.Liii,
uomrprhureay PifivTilliTiaml 0 77,11.1,
Mr. ow
f Truro, a
banker, and connected with the copper trade there and in
Wales—
For the last thirty years he had been acquainted with the agri-
cultural and commercial interests of Cornwall. A line from Fal_
mouth, avoiding Pentyn, to Truro, and avoiding Mr. Thomas's
property altogether, passing on eastward to Bedmin, by Liskeard,
Saltash, B(e., and so on to Its destination, could be constructed
with equal if not greater advantage to the public.
The greater portion of the ores raised were shipped
and would not go by the coast line, as was stated. The agricul-
tural produce of Neybrldge and its neighbourhood, which was p
considerable corn-growing country, would not go by the `'
Granite, instead of going by the line, would be shipped at P ane.
it could be conveyed cheaper to London and other pi-
enryn—
,.
way. The population of Cornwall was 350,000. ' aces in this
those residing in the south we_le opposedto it. .• he majority of
Mr. Tremaiae, and other U Sir Joseph Saul,rge landed pre. •
the number. There 'would be noCttors, ors, were among
•
the money for such, a line • tifficulty in raising
If the coast line we-,e construct(' -s lie had pointed out.
~ it would be a great obstacle to
other railway ti,emmodatio*
The mining '.n teres t
wet_ a for a great many years to come.
By Mr M SMITH
..: decidedly opposed to it.
distr.;
et through
—Was the banker for a rival scheme. The
.
one-s•
which it was proposed to carry the line did not
uce
and
r
...oil
-9"-th of the ore raised in the mines between Falmouth
Plymout:,4
Mr. ."..remaine—Had represented the county in Parliament, and
wi.• a large landowner, having his principal residence at two or three
miles from St, .Austcl. Ile was conversant with the mines in that
part of Cornwall, and was of opinion that none of the mineral pro.
dure would go by the line, nor the materials consumed in the
mines. A line like that alluded to in the examination of the last
witness would be of greater advantage to the country than the pro_
posed one. They were desirous of having a direct communi-
cation with Falmouth from Exeter, and would no doubt obtain it
if the south scheme were abandoned.

By Mr. M. B)=ll—Had been desirous of obtaining railway ac-
commodation in Cornwall since 1830. He was a friend of rail-
way.;, and held a number of shares in the Great Western. Had
said that it would be desirable if tho Great Western would carry
on their line direct from Exeter to Falmouth.

Re-examined by Mr. ROWE—Was desirous of having efficient
railway accommodation into Cornwall, and would bear a share in
the expense of surveying the country for that purpose. The
avoidance of the Harneaze would be an advantage in railway ac.
commodation.

Mr. Pendarves, M.P. for the western division of the county,
a chairman of the quarter sessions, and generally acquainted with
the county. He said he was a considerable holder of shares, and
was familiar with the south coast between Plymouth and Fat.
mouth. He was of opinion that the coast line would not carry
much of the ore or much of the materials used in the mines. The
other line indicated on the map by a red line would offer far
greater facilities. St. Columb, Collington, and other districts which
did not grow sufficient agricultural produce for their own consump-
tion, would have such produce by the line of which he was in
favour in place of the coast line. He was in favour of a line which
would not cross the Hamorize, and avoiding the ordnance ground
at Devonport. The inhabitants of Penryn were adverse to its pass-
ing that creek. He would do all he could to aid a proper and effi-
cient line ofcommtmication to the country.
Mr. Richard Davie, of Redruth (which is on the line of the
West Cornwall), examined—His brother and he were owners of
mines. He was well acquainted with the mines in the south, and
agreed with Mr. Williams and Mr. Pendarves that the proposed
line would not carry the ores or the materials used in the mines In
that district. The other line would be used to a great extent, and
would offer far greater facilities.
Mr. Avory, timber-merchant, said he imported timber from the
north as well as the south coast. He imported timber between
Falmouth and Truro, and along the south coast generally. He
agreed in the opinions expressed by the other witnesses called on
behalf of Mr. Thomas, the petitioner against the Bill, that tile coast
line would net offer so many inconveniences for the transit of these
and other materials as the ether line specified in the map as the
"red" or "northern line."
The Committee then adjourned.

Population of Places between Marsworth and Bicestcr, and be-
tween Fenny Compton and Evesham, on the London and Wor-
cester and South Staffordshire Railway, exclusive of the two
Termini.

From Marsworth to Aylesbury :—Cheddington, 439—Drayton
Beauchamp, 231—Buckland, 634—Aston Abbots, 351—Win-
grave, 814—Puttenham, 136—Aston Clinton, I,o2s—Weston
Turville, 718—Hulcot, 133—Bierton, 605—Aylesbury, 5,429.
Total, 10,420.
From Aylesbury to Bicester:—Hartwell, I3B—Stone, 809
Quarrington, 64—Fleet Marston, 38—Hardwick, 747—Whit-
church, 930—Oving, 391—Pitchcott, 68— Quainton, I,oBl—
I,7so—Wooton Underwood, 265—Grendon Under-
wood, 384—Luggershall, 566—Piddington, 427—Ambroseden, 892
—Edgcott, 195—Marsh Gibbon, 863—Stratton Audley, 319—Staun.
ton, 610—Wendlebury, 214—Chesterton, 393—Middleton Stoney,
309—Bicester, 2,022. Total 14,484.
From near Fenny Compton to Petworth :—Gaydon, 276
Chadshunt, 36—Lighthorne, 384—Kineton, 1,248 Butler's
Marston, 313 —Radley, 397—Radway, 374—Oxkill, 348
W hateeote, 182—Pillerton Percy, 217—Loxley, 318—Upper
and Lower Eatington, 704—Alderminster, 508—Whit-
church, 247—Preston-on-Stour, 394—Atherstone-on -Stour, 93
Clifford Chambers, 309—Stratford-on-Avon, 3,32l—Lower Quin-
ton, 666 Weston-upon. Avon, 161—Welford, 738—Binton, 289
—Bidford, I,s67—Dorsington, 141—Long Marston, or Marston
Sicca, 337—Pebworth, 829. Total, 14,377.
Population of places within three miles on either side of the
Moreton-in-the-Marsh and Stratford-on-Avon Railway :—Lower
Leamington, 53—Great Wolford, 311—Toddenham, 474—Bur.
mington, 720—Tidmington, 70 Barcheston, 44—Shipton-on.
Stour, I,B46—Honington, 335 Tredington, 287—Flimington,
873—Halford, 425—Lower Eatington and Upper Eatington, 704
—Alderminster, 508— Whitchurch, 247—Preston.on-Stour, 394
Lower Quinton, 666—Atherstone-on-Stour, 93—Clifford Cham-
bers, 309—Weston-upon-Avon, 161—Stratford-on.Avon, 3,321.
Total, 11,841.
Cross.examination continued—l have been guided by a diagram
drawn tip some time since.
Mr. DANIEL—We knew nothing of it.
Mr. COCKBURN—It was made by the London and Birmingham
Company, and surely you cannot disown it.
Mr. Saunders—lt was made about seven years ago by the London
and Birmingham Company, in promotion of their line from Chel-
tenham to Tring.
Mr. DANIBLB—We cannot take it as evidence; it is not your
awn getting up, and it was got up by us for a totally different
purpose to this inquiry, with which it has nothing to do.
The CHAIRMAN—We had better not examine Mr. Saunders on
it, as it is not his own evidence.
Mr. Saunders then retired.
The evidence on both sides having closed,
Mr. COCKBURN addressed the Committee. The had at
length arrived when he would have an opportunity of laying before
the Committee in argument the case which he had to urge on behalf
of the promoters of the Wolverhampton, W',rcester, and Oxford-
shire, and of the Rugby and Oxford line, of railway, and he was
glad that this opportunity had arrived, :or he could not but regret,on
behalf of his clients, that that perio;l had been so long deferred. He
did not express his satisfaction that the time had come from
any belief on his part that Lts humble powers would do much for
his clients, but he really did feel that the great delay! which
had taken place in giv;ng him an opportunity of making his ob-
servations on their ',chaff, had greatly tended to their disadvantage.
First, there had been before the Committee, from their first
sitting, a report of the Board of Trade, and no doubt that was
a competen authority to make such a report, but it was the means,
to a certain extent, of prejudicing the case, for it was, he con-
sidered, assumed by the Committee that that report was founded
on a full consideration of the subject at issue. He thought
the result of the evidence, as far even as it legitimately
went, must have satisfied the Committee, without casting
the slightest Imputation upon the Honourable Board, that :they
had not sifted the case, inasmuch as it was proved they had not
heard the statement of one of the parties in comparison
with the other. They could not have made oat a prima facie
case ,for their report, which was not based on cogent reasoning.
Yet he could not but feel that a report of that nature, emanating
from such an authority, and having the semblance of reason in its
favour, and apparently in some degree supported by evidence,
would naturally be calculated to produce a strong impression
on the minds of Honourable Members. Again he could not
but remember that the case for the other side was opened by his
Learned Friend Mr. Austin, in a speech calculated to uphold the
conclusions at which the Board of Trade had arrived. He
think, looking at the report on which the case for the other
side was based, accompanied with all the elaborate ornamentation
in which the exuberant playfulness of his Learned Friend's fancy
abounded, and the singular grace which he imparted to all these
matters, that it was calculated to possess a degree of favour
in the eyes of the Committee which he thought
under no other circumstances it would have received.
His Learned Friend opened this case in a speech of some two hours,
and certainly a most eloquent opening it was, for though he (Mr.
Cockburn) had not had the advantage of hearing it, he had read it
word for word, and he was convinced that more able argu-
ments never were addressed to .this or any other Committee.
And he could not disguise from himself that the effect of that
address, coming upon that report, and followed up by evidence
which, no doubt, was calculated to give it a form of solidity ~ind
substance—with all this to contend against, he could not conceal
from himself that there must necessarily have been much less
chance for their case meeting with a favourable reception from the
hands of the Committee, than their case would have had but for
those circumstances, by which the others have, in the first place, ob-
tained a footing and ingratiated themselves with the Committee.
He, therefore, did not disguise it from himself—and, if he should
happen to be mistaken, lie should sincerely rejoice—but he could
not help thinking (and he was sure the Committee Would under-
stand that he did not use words, which in any case, co,tild be tortured
into a want of respect to the Committee) that their case was to
some extent prejudiced in the minds of sorr.e non. Members en
the Committee. By the time their adverse,ry's case was completed,
there was an impression on the minds of the Committee prejudi-
cial to the case he was engv4ed for. It was natural
that it should be so, for their o-pponent's case had been recom-
mended by the report. It was, supported by a most able address,
and aided by a series of 'evidence which undoubtedly required
strong evidence on their part to break down. The result was, that
there was, to a certe,u extent, a determination on the question in
some of the Hots.. Members' minds before they had heard the other
side of the e;destion, and he well knew the difficulty which that
placed on a• party, however strong his case might be; not but he
every }lon. Member of the Committee the full justice to believ-
a that
he 'and they, one and all, had moral courage enough .
themselves—ay, and to others—if they had expre, to avow
based upon one view of the case, that that -sedan opinion
eradicated from their minds, if they once be, pinion should be
opinion so formed and so conveyed was fr -ante satisfied that that
The CHAIRMAN said he could assu ,unded upon error.•
in error if he supposed that any A• ..e Mr. Cockburn that he was
Mr. COCKBURN received e opinion was tbrmed.
and thankfulness, he .fat statement with great joyfulness
formed that and
begged to assure them that he had
and begged
common with his colleagues.
He rejoiced to thir:
a it was not so, and he entered on the discussion
of
whi thch case he owned, a weight relieved from his mind, for
now at uld not be sufficiently thankful. He would proceed
..eonce to the case. It v,as one undoubtedly of very great
jurportance ; and he did not Isnow that he took an erroneous view
of the case, but it did not appear to him to be one of that magni-
tude and importance winch the other side sought to invest it with.
It appeared to him, that as far as the Board of Trade was con-
cerned, there Lever was a more complete mystification
han that which had been practised upon their minds.
It had been sought to make this a question of national importance
with regard to the two gauges—whether the preference should
be given to the wide or narrow gauge. It seemed to him
that that was not the question at all. The simple questlrn
here was, whet'der one of two lines communicating betwe-ei the
Staffordshire, mineral district on the one hand, and Oxforlshire and
the district around it on the other—and here it has
the rz Dean that
c unnin_,
the artifice of the adversary had su'...ceeded to an
g4traordinary degree in their endeavour to persuade the Board
of Trade and the Committee that tha.. was not the ques-
tion, but that the question w-5 to be viewed with
another, as he submitted, wholly
torcign to it, and which had not
the remotest bearing whatev Sr upon the case. The question be.
fore them was that of two ,wompeting lines, to connect, by means of
railway communicati'',n, the mineral districts of South Staffordshire
with Worcester and Oxford, and the districts around. The
question was, which of the two systems was the better.
It was very true that it did so happen that one
line was to be on the broad and the other on the narrow
gauge. It might be incidental to the question to determine which
of the two the Committee would give the preference. If they
thought one so superior to the other as that that
superiority should alone entitle one line to the
preference over the other. But that is not the question which the
Board of Trade had taken up, which appeared to be, that in one
line with which this has no connexion whatever, except that it runs
into it, thenarrow gauge should be substituted for the broad. He
did not dispute but that that might be a grave question. but it did
not arise upon this inquiry, and he should presently show why. But
before tie entered into the discussion of the gauges, let the question
be considered as if there were no gauges at all—let them put aside the
question as to whether on the Birmingham and Bristol lines of
railway they would prefer the broad or narrow gauge, and consider
which line they would prefer, irrespective of that question. Then
he would have no diffiulty to show to the Committee that, viewed
alone on that which appeared to him the legitimate scope of in-
quiry, the line which lie advocated was decidedly entitled to a
preference at their hands. After that question, then, he would
come to the ether. He would then submit whether
the Great Western line was to be entitled to the prefer-
ence of the Committee irrespectively of the question of gauge.
Then he thought he should be able to show that the question of
guage cannot deprive the Great Western line of that preference to
which he should submit to them, on the whole of the evidence, it
was entitled. Take the first question now, The line advocated by
the Great Western Company proposed to connect the mineral dis-
tricts of South Devonshire with Oxfordshire and the surrounding
districts. No one can appreciate too highly the importance of con.
netting the South Staffordshire district, both with the North and
the South, and the neighbourhood of Oxfordshire.
The Learned Counsel, after going into the evidence submitted
on the other side, closed a very able address by calling on the
Committee to pass the preamble of the Bill.
The Committee rose at four o'clock and adjourned to twelve
o'clock to.morrow.