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

DRURY-LANE THEATRE.

I It appears that Madame Thillon, although much better,
is not yet sufficiently recovered to appear. Both
Madame and the management act wisely in delaying the
repetition of the opera until she shall be sufficiently re-
covered to continue the run which the Enchant-ess is
sure to have. Better, much better, is it that her re-ap-
pearance should be delayed for a couple of days than
that she should appear an hour too soon, and run the
risk of a relapse, which might lay her up for a fort-
night. In the meantime Mr. Bunn has done all
that man or manager could do to repair this
inevitable disaster. Finding that Staudigl was
disengaged for one evening, he offered the prince of
bass singers an engagement, which was accepted, and
Staudigl was announced for la- t evening as Don Pizarro,
in Fidclio. Just as the theatre was about to open, Mr.
Cooper, the stage-manager, received a note from Stau-
digl, dated Monday, four o'clock, announcing that a
sudden attack of hoarseness, accompanied by
swelling of the glands of the throat, rendered
it impossible that he could sing that evening.
Copiei of this note of Staudigl were immediately pla-
carded around the theatre, accompanied by au announce-
ment that the performances would be the same, and that
those who had purchased tickets might, if they • pleased,
have their money returned. The opera of Fidclio was
performed, Mr. Jones appearing as Pizarro in the room
of Staudigl ; and very respectably did Mr. Jones go
through the part ; he was frequently and deservedly
applauded. Miss Itainforth made a most interesting
Fidelio. If this young lady had but power equal to
her taste she would be the prima donna of Europe.
The farce of Deaf as a Post followed, in which Harley,
by his quaintness as Tristam Sappy, kept the house in
a roar. The first act of the exquisite ballet, La Giselle,
concluded the evening's entertainments, with M. Silvain
as the Duke and Mademoiselle Weiss as La Giselle.
This was the first appearance of Mademoiselle Weiss in
England, and she is certainly a great acquisition. She
is young, pretty, elegaet, an excellent danseuse, and
a beautiful pantomimist. Her pas des Vendanges with
Silvain was exquisitely given, and elicited the
most rapturous applause, and her acting in the last scene
was perfectly thrilling. Every feeling of the simple in-
nocent girl who has been suddenly awakened from her
dream of love by finding that she has bestowed her
affections on an unworthy object, was truthfully, almost
painfully, depicted. It was acted poetry. Words would
have dispelled the charm, there was no need of language
to assure us that her heart was broken. Notwithstanding
the disappointment, we were glad to see that the house
was well attended, the pit was a bumper, and there was
no lack of company in the boxes. With such an orchestra
as that of Drury-lane, it is needless to add that full
justice was done to the divine music of Beethoven, were
ithout Staudigl it was a great treat to hear the Fidelio
performed as it was performed at Drury-lane last night.

RAILWAY COMMITTEES.

(YESTERDAY.)

Group V.
NEWARK AND SHEFFIELD LINE.

(Continued from our Afternoon Edition of yesterday,
Mr. Josh. Gibbs, cross-examined by Mr. WHATELRY, Q.C.
—He had examined north of Hardwick, but considered that
the country was not feasible for this line, as, among other
objections, it would require a tunnel beneath Hardwick
Park, and completely throw the line out of the coal-fields.
He was not aware of any agreement entered into by the
Company with Lord Middleton or Mr. Sutton, of Kildham,
to have the line deviate in other ways than as laid down in
he plan.
Captain Sir James Salmon, the Chairman of the Pro •
visional Committee of the Newark and Sheffield line, put in
the agreement signed by Lord Middleton, the Hon. Manners
Sutton, and the Committee. The agreement ordered that in
the event of the opposition of these gentlemen to this line
being withdrawn the promoters pledged themselves to make
an application next session to Parliament for a deviation in
such part of the line as would suit all parties.
Mr. WHATELET before cross-examining Captain Salmon,
would ask the Committee whether under these circumstances
this Bill should not stand over till next session ?

The Committee decided that the objection was not fatal to
the progress of the Bill.
Captain Salmon cross-examined—He was not aware that
any money arrangements had been come to between Lord
Middleton, Mr. Sutton, and the Committee.

Mr. W. Cnbitt, civil engineer, had examined the plans
and sections of the proposed line. He had heard Mr. Gibbs'
evidence, and he thought it was quite likely that the railway
could be constructed within the estimate.

Cross-examined by Mr. WILITELEY—There would be no
danger in having an incline of 1 in 100 for a quarter of a
mile, before coming on to the North Midland line. The
heaviest carriages could be stopped within a distance of 400
yards.
Mr. Venue, civil engineer, and Mr. Ilawkshaw, corrobo-
rated the opinions of Mr. Cubitt and Mr. Gibbs.
The Committee then adjourned till to-morrow.

Group DD.
THE CALEDONIAN, AND THE GLASGOW, DUM.
FRIES, AND CARLISLE RAILWAYS.

(Continued from our Afternoon Edition of yesterday.)
Mr. Locke, the eminent engineer, was next examined by
Mr. COCKBURN—He deposed that be had on several occa-.
sions surveyed the district now under consideration. The
first survey was made in the year 1836 ; and he had
subsequently at various intervals gone over the line,
with a view to making more extended communications.
He was perfectly well acquainted with the country, acd had
made a report on the subject of his survey to the Commis-
sioners appointed by Government, and would still abide
by the opinion which he had given in that report in
every particular. There had been some trifling deviation since
made, but no material alteration had been substituted. He
bad no hesitation in saying that a line possessing equal faci-
lities with the proposed Caledonian could net be obtained at
a similar outlay of capital. There would be no difficulties
in the construction of the works. On the contrary, they were
exceedingly light, there being only one severe gradient on
the entire line. This was at a place called Beattock,
and the whole gradient being subdivided, would give
a result of three smaller gradients consisting of 1 in 75,
lin 80, and lin 100. It was proposed to have an assistant
engine constantly there. More favourable gradients than
those mentioned could not be obtained without making a
great sacrifice of capital, and there would also be great diffi-
culty experienced in finding them ; and, further,
the inconvenience of working the line would be
increased if other gradients were adopted. A con-
siderable change in public opinion had taken place
in modern times with regard to the nature of gradients.
It was formerly considered that a gradient of 1 in 500 was
quite steep enough for a locomotive, ,and subsequently 1 in
300 was usually estimated as the maximum. The severity of
gradients had been gradually increased, and in fact had
grown in proportion as the power of the steam-engine had
been improved. Locomotives were now managed on steep
gradients with as much facility as they were formerly worked
on very easy ones. Mr. Locke then instanced several exist-
ing lines were there were more severe gradients than any of
those proposed on the Caledonian Railway. The increase
of expense for an assistant engine would be
amply compensated for by the extra convenience and
facility which would be afforded, and, generally speaking, it
was advisable to h ave a stationary engine on certain distances
along the line, asthey were useful not only in assisting the
train, but also in case of accidents. He could anticipate no
difficulty in the descent of the carriages down the inclined
plane. With regard to the Caledonian trunk line it was, in
his opinion, the only line that would be most convenient and
generally beneficial for the interests of the people of Scot-
land, and it would offer the gteatest facilities for the purpose
of connecting the cities of Edinburgh and Glasgow with the
south. The direct communication and shortness of the line
would effect a great saving both in time and ex-
pense. Two lines were unnecessary and almost imprac-
ticable, as they would not only entail a very great I
expense, but would be highly inconvenient. The Caledonian
line would offer every facility for extending collateral
branches, owing to its central position. The Glasgow, Dum-
fries, and Carlisle Railway, which was the competing line,
goes round about, and the difference in point of distance ex-
ceeds 23 miles, which would occasion a loss in point of
time. The gradients on the Caledonian line could be
worked at a decided advantage over those on the opposing
line without entailing any increased expense on the passen-
gers or traffic. He had seen the section of the proposed
Howick line, and considered it vastly inferior to the Caledo-

nian Railway, as it would not answer one-third of the purposes
which the Caledonian proposed to realise. With respect to the
proposed extension through Peebles and Gallowshiels, the com-
parative merits of the two lines were considerablyin favour of the
Caledonian. The distance of the Caledonian Railway from Car-
lisle and the Scottish Central Railway, was 106 miles. The dis-
tance by the Clydesdale line was about 40 additional miles, and
by the ilowick line would be considerably increased. Under
these circumstances, therefore, in his opinion, neither of
the two last-mentioned schemes could be compared
with the Caledonian. Since the Railway Commisioners
had reported in favour of that line he had made some slight
alterations in the sections. One alteration had been made on
the Castlecary branch, and consisted in taking the line to
the north side of the Pentland Hills, by which change a
more facile communication had been obtained to the
mineral fields in that district, and a considerable saving of
expense in land had been also effected. Another alteration
had been made on the site of the terminus at Edinburgh,
and a better station had been obtained, which had met with
the general approbation of the inhabitants. The proprietors
of the various lines with which it was proposed to effect a
communication had been consulted, and a general satisfac-
tory arrangement had been entered into with them. These
Companies had agreed to render their lines subordinate to the
Caledonianl Railway, to alter the gauge of their rails, and
~0s
ge na aal a pal an s Company.
alwaysc to allow the preference to the trains belonging
on the original ln addition to the alterations
previously alluded to, he had proposed
a branch to Dumfries, which
materially benefited by a railway town he considered would be
Edin-
burgh as well as with llaso.o.acoammunication with
opposing lines would connect Vumnfr" neither of the proposed
termini of the Caledonian Railway Dumfries with Edinburgh. The
situated at Edinburgh, Glasgow, and were conveniently
it impracticable to form a junction with thesEdinburghe.lie had found
Glasgow Railway station at Edinburgh, o • and
culty of the level ; but it was possible to makeig to the die-
the Edinburgh line at Castlecary. use of part of
Mr. Locke expressed his satisfaction with the • estimates,
and stated that the works, including every continFency, had,
been contracted for by Messrs. Stephenson, M'kenzie, and
Brassey and there was no doubt whatever that those
gentlemen would complete the works within the esti-

mate. The cost for making the excavations and
embankments was calculated at 536,000/. The expense
of masonry and for erecting viaducts was 342,2861.;
fences, sleepers, and laying down the rails, would cost
293,340/.., which items, added together, would give a result
of 1,289,4401., from which ten per cent. was to be deducted
for contingencies. Then there was the expense of rails and
chains, 410,487/. ; for land and buildings, 120,000/. would be
required ; for stations, 90,0001. ; and for working plants,
&c., 130,0001. The surplus, which would amount to
60,071/., would 131 devoted to paving law expenses,
obtaining the Act of Parliament, &c. The total
amount of these sums *as 810,4801., which, being added to
the former large result, would give a grand total of upwards
of 2,100,000/. The working expenses of the line were esti-
mated at 95,6961., and tolls and payments to existing lines
would be 11,342/. more. The total working expenses would
be 107,0381.

Mr. Locke was cross-examined by Sir THOMAS PHILLIPS
on behalf of the Edinburgh and Glasgow Company, and by
Mr. HorE on behalf of landowners on the line; but the prin-
cipal features of his evidence remained unaltered.
Mr. M. Wood, civil engineer, was next called by Mr.
TALBOT.-1-le stated he had examined into the merits of the
Caledonian, and the Glasgow, Dumfries, and Carlisle Rail- ways, and was decidedly of opinion that the former line was
preferable, on account of the convenience which it would
afford to the through traffic as well as to the local traffic.
The difference in the expense of working the two lines was
12,000/. annually in favour of the Caledonian. He was fully
prepared to concur with Mr. Locke in all that that gentleman
had stated with regard to the expenses and capabilities of
the proposed line.
Mr. Collister, civil engineer, was then examined in brief
as to the estimates and plans, but his evidence was only a
recapitulation of what had previously fallen from Mr. Locke.
Mr. Brassey, of the firm of Messrs. Stephenson, M'Kenzie,
and Brassey, said that he had estimated the expense of con-
structing the line at 1,275,0001., at which sum he had agreed
to undertake the work.

➢lr. TALBOT then announced, after the examination of 38
witnesses. that the case for the promoters of the Caledonian
linewa, at len ;th concluded.

The ormal praofs were then put in by Mr. Grahame, the
Parlian entary agent, and the Committee adjourned until
half-pa t eleven to-morrow.

Group F.
THE LONDON, WORCESTER, AND SOUTH STAF-
FORDSHIRE RAILWAY.
The evidence of Mr. R. Stephenson (continued from our
Afternoon Edition of yesterday)
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 vet 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 line he had tried to remedy the break of
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 he 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•
tester was 1211 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 Northern and Eastern Railway for 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 London
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 2,732,877/. This included all the branches
up to that place. There was tome 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. Mentz, 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 be at first anticipated, and he did not remove his
family, but kept the compensation.—(Laughter.)
The CHAIRMAN—Mr. Mentz, do you oppose the Great
Western line?

Mr. :Jantz—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-exAinination 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.
(Continued from our Afternoon Edition of yesterday.)
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 wan a very extensive
corn-growing &strict, and the communication between it and
Boston was considerable. A line of communication between-
filston. 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 Gainsborough. 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.
Cross-examined—It would be desirable to have a line be-
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 oh 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 York line; and the Committee
then adjourned.

Group R.
(Continued from our Afternoon Edition of yesterday.)
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 present 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,
ltd. per mile ; second-class, ld. ; and third-class, 2;3d.
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 our 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.

Group G.
BRISTOL AND EXETER BRANCHES.
(Continued from our Afternoon Edition of yesterday.)
Mr. Brunel was then called, and the purport of his evidence
was that the proposed line would not injure the house or
demesce, of Lady Fane ; that it was not nearer than three-
eighths of a mile, and could not even be seen from the house
of her Ladyship.
Mr. Giles, C. E., and Mr. Batten, were called on the part
of the petitioner. The former stated that a better and a
cheaper line might, in his opinion, be constructed along. the
river Yoe.

The Committee having consulted for a short time, they de.
cided that the preamble was proved.
The Committee then went on to consider the clauses.

Group L.
GUILDFORD, CHICHESTER, AND PORTSMOUTH

RAILWAY.

_ - -
Mr. COCKBURN (in continuation from our Afternoon
Edition of yesterday) said—
The extent of railway which would have to be made
was in the latter line 69 miles 10 chains, and in the former
only 51 miles 60 chains. The distance to London by the
Direct Portsmouth would be to Hungerford-bridge 77 miles,
while by the other it would be to London-bridge 79 miles,
and by Stephenson's line 81 miles. From Chichester (the
only important town short of Portsmouth) to London, the
distance would be 80 miles, while by the other it would be
only 62 miles. By • the formation of the Guildford,
Chichester, and Portsmouth line, the whole length
of communication on the coast line, by the electric telegraph,
would be completed, while if the Direct Portsmouth line
were adopted, it would be altogether interrupted. The
Direct Portsmouth Company proposed to work their line on
the atmospheric principle, but the advantages of this princi-
ple at present was mere speculative opinion. In the event
of its proving a sound principle, the Guildford, Chichester,
and. Portsmouth Company were quite ready to place them-
selves at the disposal of any branch of the Government, in
order to convert the line into an atmospheric railway.
Another advantage in favour of the South-Western project
was, that it had already expended 400,0001. in the formation
of the Bishopsteke line.
Mr. Marshall, a
gentienian in business at Godalmimgp