The Sun.
London, England, 1845-06-26 00:00:00

The room was then cleired, and after a chest discussion the
re-adnottcd, and
The Cult KM £N declared that the preawhl • was not w ovcd.
11r. DANIZL—That refers merely to t! .e Worcester branch, net
To the Cheltern,am branch. There is another branch entitled the
Cheltenham Extension.
The Ciaatam LN —What do you propose to do now
Mr. DANILL—To proceed with the Cheltenham Extension at
on".

The CHAIRMAN—DO you object, Mr. Cripps ?
?dr. CalPps— Certainly, Sir. we do.
11,. DANIEL then proceeded to state that this Bill was merely to
livethe Birmingham and Gloucester Company the power to form
curve of about a quarter of a mile in extent, in order to avoid an'
"'lle. The Great Western Company had retitioned against the line
the ground that it would interfere with their works, and with
laid
which they had purchased. This he denied, and frequently
ttferted to the plans to prove his case.
Caters exp!alned that in consequence of an agreement (the
eta c,f which he explained, and which appeared to be
co a most complicated character) the Great Western
4PanY had acquired the right of making the line.
1,4
b:e Act of Parliament fixed the mode by which all traffic should
vbrought to Cheltenham, rendering it incumbent on the Great
tb 'Meru Company to make a narrow gauge line, in conjunction with
.e broad gauge of the Birmingham and Gloucesier Cur:ilia:ly, and
!lee notice that they wanted the construction of such a rail. That
i'ietice had been given, the land had been purcl.asrd, the rails par
411 y laid down, and therefore it was an injustice that after in.
erring all these expenses, another line should step in and take
-"el all the traffic from Gloucester.
th.,llr. WHATaLkY Q. C., could not sre that the construction of
11;,4°P would draw tiffany traffic from the other branch ; however
cCe °PP-icing Company would themselves undertake to make the
eltenham Extension, he would concede that right, or he would
;en, agree to take the Bill himself with a postponing clause,
w!,:''!tl the contingency of the formation of the required line
'bin six months.
~11t, CisipPs declined to adopt this suggestion, unless a pledge
at given that they would use the whole of the line.
tba'r• Saunders, Secretary to the Great Western Company, said that
14:C°11ipany was quite ready to make the loop if proper notice
tb liven them, under the Act of Parliament, which would bind
;:ther Company to use the line.
WaATELEy— We give you that notice now.
th.' Was then arrangedre tat i should b entered on the notes that
kLtiotice was givn, and h
thatt the GI Western Company should
It:'draethw_e line, and lay down narrow-gauge rails; and the Bill was
1,1,
nrov CitAIIIMAN—Then we shall report that the preamble is not
risl.
it •
la concluded the business before the Committee, and
thei_ • Citipps, on behalf of his brthren of the bar, expressed
44: thanks to the Committee fore the manner in which the pro-
'4llll had been conducted throughout.

GROUP GG.
4Z4SGOW, BAILILHEAD, AND NEILSTON

The LINE.
t, Committee re-assembled at twelve o'clock in the Sessions
Pressmt —Mr. Evans (Chairman), Mr. Newdegate, Mr.
the and Nfr. P. S. Miles.
Cli•istmax having again announced the decision of the
114'ittee on the competing lines,
4thr. Sergeant ANDREWS said that, after the opinion expressed
Hoe. Committee, his clients were not desirous of adducing
mtr evidence as to the competir.g (branch) line; but with
eet to the Glasgow and Paisley Canal, to should be obliged to
ble
ttt, them with a few observations. The Learned Counsel then
4ett
.tt to the injury inflicted upon the canal proprietors by
tllttist4sing of the canal by the railway, and he contended that
Niclt'trninus might be made on the south side, which would
tilbthis evil, and only be 300 yards further from the city of
tttl,,tol 7. lie afterwards referred to another mode of passing the
h 7 a bridge, raised sufficiently above the water level, and
blaintained cuuld be effected without any bad gradient.
'let 'riled Sergeant then argued that the railway bridge wcu'd
tkild44 insuperable barrier to their traffic, because as the trains
be regularly expected at a certain hour, the canal boats
l'e't4 15e kept in from minute to minute, and hour perhaps to
agh 4ntil the Ittcomotive should actually' rrtve. These injuries
44s tht° he obviated, and he thought the Committee would not
41.4cheme according to its present plan.
`to 104 discussion ensued between counsel and the Committee
4kNte Possibility of crossing the canal by a fixed bridge, so as to
v.• the evil arising from the proposed crossing on: a level, and
141••
'lntiately agreed to Grew up a clause to meet the wishes oi
1i
tlits remnble and clauses were passed with some verbal amend-
std the Committee then rose a. live o'clock.

GROUP K.
eArviztrunaz AND nuitY LINE.
r,,,
".%,--.mption of evidence on behalf of the promoters of this
WLkr.itt''enced the business of the Committee this day.
it! 'doliffe, a postmaster at Cambridge, and Mr. Daubeteau, a
th4.4ner at Du, y, gave confirmatory proof of the importance
Ott ''' to the districts they represented.
c
try; 4Oni ling. an extensive cattle dealer, from the neighbour-
(4l,4,ewroarket, deposed to the great importance of the line to
"ttl ". manure, cheeses, and vast quantities of cattle that
lihkbti,ir'"'odh Harwich and Ipswich at present, which would un.
lahlY come upon the line on their route to Cambridge and
6,10,
5tti,,41,04 aN intimated an opinion of the Committee that a
Ct.t,•-• tlf Newmarket would b, !ar more advantageous to the
the district than either of the projects no under
ht'
.41 ph Atlt-r IN assured the Committee that the engineering diffi-
`och a line would present almost insuperable objections
‘41,,-11:tuctions.
thi,4lthwaite, C.E., cr ,vs-examined by Mr. AUSTIN—He
l'Oidd- the entire length of the hire would be about 2.5 h miles,
„-* accommodate a population of 40,000 inhabitants, ex-
Chthe termini. It could be worked at a cost of 12,0001.
I;Nti"e gradients being very favourable, and the engineering
(!h Zlnaignificant. Stations would be placed at Bottisham,
11,'44,- Prior, a point near Newmarket, Moulton, and Risby.
I 't -ation was given of the traffic evidence adduced yeater.
t1,,,,111:48 stated that 3,000 tons of cheese are annually im-
-o,lls IPswich from erby, and 1,500 tons from Hoiland.
'itl evidence of Mr. C. May, as respected the trade of that
4tc7'ng confirmed,
Onnittee adjourned till the usual hour to-morrow.

t, GROUP L.
t*,III,VPSMOITT a ATMOSPHERIC LINE.
7ralttce re•urned the inquiry on this line, Mr. E. B.
watiin the chair, with all the members of the Committee pre.
k" replied on behalf of the promoters of the
Pit 1° tie course of his observations Introduced a very
lishiktl4%-4ation of the difference between impulsion and uction
ktre Of a spiral spring placed within a tube, and which, by
41t bone end has all its springs compressed, and is at last
'4,,tlitiC,,,,nut by main force and with great difficulty, while by
ttlm
out at the other tnd is gradually drawn forth. The
.ktk "ttil°s nearest the end are first affected : they are elongated
ad 'l,l'll/ separated from each other, each successive coil being
ktl'lts-Pnn as to present less and less resistance at each
46 t
lobe
drawing apparatus, till at last the whole space of
t ftLitt,Cy, vacant.
-,4`iaar here put into the hands of Mr. Alexander a
Stitt'sra;',lo.l.he had sketched at the moment, exhibiting two
0,,544.tel lines, which represented a long tube, through which
•It','easil3.rtes of lines drawn at right angles with the length,
loit the state of the air within the tube. At one end
ttt/lest"'e dark and closely put together ; the marks were gra-
:4l:Nit,and less strong, and wider and wider apart, illustrating
tits
id where
the air at one part, and the increasing tenuity to.
where the engine is applied, until the marks became
liat‘,l44'inct, and showed very forcibly the approach to a per-
-I•'t'abich the engine would effect in the pipe.
ti,,tl)
IN ,DE7.I admitted very readily indeed, as all must ad-
;kts by
lb e 'was a very excellent illustration of the resistance op.
"e air in the tube to the advance of the
e rther went on to say that the actual advance
tof l'istnii in the tube would accelerate the pro-
ttit,tnest it train by foing the denser air towards the
,4: t would be most readily acted upon by the exhausting
next adduced the evidence from before the Select
th, °if the House of Commons in the origin of railroads
artytree of the locomotive engine, and in which it
6 h4,uy the engineers of that day that not ant
tbeks, been given to show that the locomotive
E h°eoul al travel at a speed of more than four and a half
,stp:'rt4it eed, at any speed than that which was attained
tt 44' ',letting, as might be expected, a hearty laugh at the
,Ittk,„'t4t IW, een these anticipations and the result of travelling
'Ott.
,94i miles, in four and a half hours. Mr.
kit t 4141 then went through the evidence of the se.
41;111):"es against the atmospheric principle, taking
~tl,4,,,l,lblticular point which they had been called to prove.
lit, ,t-ZarY given the evidence on both sides, we need not
lainier's observations here, except to allure to the
Itkktite cb he particularly dwelt of the plans adopted
tkil."Se t the danger at the stopping places, and which
to be completely prevented by the arrangement
be made for that purpose. This was the
‘Atl'at,
_the, evidence which bad been adduced. As to
`Rid' 1;4 the line and the principle on which it was to be
a stet Ras shown by the advantage which would be
,ts to the sea side to the public in London. Again, the
oteL the charges was so selt.evident that lie nerd do no
I,oiiiitth7fi'e them. The atmospheric promoters proposed to
Yietit 4no rs't, second, and third-class passengers respective ly,
"I• per mile, while the South Western Company
'slisaktebrge 3(to 2d., and lid. per mile. The total charges
(401 J to Portsmouth would be les., 95., and 65., for the
ItNi'Ytatt tnd thini.class passengers, while tne charge by the
it.'kll44sctn Company woold be ‘208., las , and 7s. 6d. for the
ltv ON:* By the atmo,pheric line the promoters intended
O trains a day, by ten of which there would be th ird-
,,4t a
sit while the Sour ti. Western promoters only proposed
is trains trains a day, and only one would be a third-ems.
A h the Chichester and Brighton line there was no such ob-
hlelß 4tt,tits, •'e South Western ; on the contrary, the promoters
likeric line were quite ready to give up the branch to
''.1.4N117 so doing, they would save about 120,0001.,
\',l .441 apalied to the formation of a double line,
1,1'''444t should think it necessary. The tiatne utserva-
,t''o,,,,PlY to the branch to Fareham, and the South-
ai„`'anY might have that if they pleased. If those plans
':.'`,tl„,l4l,.:Pted the Portsmouth people would have a choice
l,.by the coast to Brighton, by Farehara to Bishop-
..vtik4ilttSi.te direct atmospheric line to the metropolis. In addi.
fra'sse.h.ere Waa the fact that the direct line kept up the whole
road through Hampshire. He deprecated the post-
,;llltNi4" line till another- year, for it was impossible to say
eiotli rn
d o supportigthtakeplat after
and how far the shareholders
the experience they had al-
t 7 of the power of the South. Western
their eterprise. By the establishment
\t4, t direct
inhabitants of Portsmouth would be sure
Otitte.l„,deet litre to London, for Mr. Cubitt stated that it
,t:gs,. into a locomotive line. To that gentleman's cool-
s :n t, foresight, and general ability, Mr. Alexander
,`ht,t‘2l,°,,7 high testimony, and whose skill and high qualities
s,) 'Net tie.); engineer who had been examined would be ready
,'41,14t 'n.sted therefore, that the Committee would
INtl,ll,e inhabitants of Portsmouth to the great in,
,144trz;4'llt„,;; and with thanks for the attention and
I stttesttiteb the Committee had given to his remarks, he
kte.„ h Confidence in their hands.
On behalf of the promoters of the South- Wstern
tttts:ttit.sinat line on the ground of the advantage to theirster.
'Or ttt.' which it gave over the Portsmouth direct line.
tt,l::lZals, the evidence which had been adduced in favour
\tts, lia- Was quite as much in favour of the Guidford and
I,liljtl t 5,447, the other, at Guilchord, Godalming, Dorking,
be quite as well supplied by the latter as by the
'nere was no evidence of the traffic between
.itOtatTing, and London. There was a project to make
se,,.°ll‘tinis to Epsom, which his client would not oppose.
Itkll4os`e, there was the traffic between those places and
bist,:4 Which had been stated, it would be.supplied lay
Aktkii, ',NZ', in fact, an extension of the Croydon Company,
Nkt,ltok,prt,_their protection. It was therefore not alto-
.it two point out of the sight c,f the Committee, tor
I`;iat the opposite party rested their cnief claim
"'leen Dorking and Godalming one railway
X miles further round, and in addition there
Settkt'le.,.:4l to encounter from the proprietors of estates ;
itsi,;''lter •
Pia great consideration, tor it was a principle
tki‘t ellY recognised that Parliament would not
kNee point" the most urgent necessity. Be-
Sti ,714 46, and Petersfleld there was nothing
if' "
.Mr commons and downs, heaths, wastes,
;104 Mangles slit' ed, one of the most wild and
Nthe /lan England—going over the Devil's Punch
ergs'" Head, and traversing. indeed, a mere sue.
and tblhlY Wruleted dlatrlct. The lies then