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

LUNATIC ASYLUMS.

Sir T. FREMANTLE, after a short discussion, in
which Messrs. Redington and Grogan took part, ob-
tained leave to bring in a Bill for establishing a central
asylum for lunatics, and to amend-the Act for the lunatic
asylums in Ireland, which was read a first time, and or-
dered to be read a second time this day- week.
The other orders of the day were then disposed of,
and the House adiourred at half-past twelve o'clock.

RAILWAY COMMITTEES.
(YESTERDAY.)

Group V.
THE MIDLAND RAILWAY EXTENSIONS.

The Committee sat this morning at the usual hour to hear
further evidence in the case of the
NEWARK AND SHEFFIELD LINE.

Mr. Mansfield Mills was first called—He was land-agent to
Mr. Arbright, an extensive land owner at Sutton. Mr. Ar-
bright had perhaps some 5,000 acres of coal-field in the neigh-
bourhood of the proposed line, which would greatly increase
in value, and do good to the country generally, by lowering
the price of coals to Newark and other place. They could
then supply coal to the towns on the line for ss. 6d. a ton.
The only means at present of getting
coals from these fields
was by the Midland Junction, at Chesterfield, and that in-
volved a four miles' conveyance by waggon. If the line went
more to the east it would be carried away from these coal-
fields, and do. only good to the Duke of Devonshire, whose
coals at Stavely were of a very inferior quality.
Edward Newbatt, land-agent to the Marquis of Bristol at
Sleaford, spoke to the advantages which the present line
would afford to the country generally.
William Gregory, coal merchant, Stavely, deposed that the
price of Stavely coals were in some cases increased 4s. a ton
by carriage, and in others 10s. The proposed line would
give a better quality at a much lower price. It would in-
crease the traffic in iron, in linseed-oil, and in rapecake.
Cross-examined by Mr. CALVERT—The iron trade would
come from Duplington to New. rk, and if the line were car-
ried on to Newark it would greatly increase the trade.
Mr. Bishop was employed to make a return of the probable
traffic from actual observation,. and the result gave to the
railway, after deducting the working expenses, a clear profit
of 45,290/. 2s. ld. per annum.
Mr. George Sanderson laid on the table a return of the
number of assents and dissents from the owners, lessees, &c.,
on the line. The great majority of them were in favour of
the railway.
Mr. Joseph Gibbs, civil engineer, was next examined—
The line had been laid out under his direction, and he be-
lieved it was the best that could have been made be-
tween Chesterfield and Newark. The gradients and curves
were very favourable, there being only one heavy gradient,
namely, one in 100 on the extent of the line. The radius
of the least curve was about half a mile, and there were
three tunnels on the line; but the strata was very fa-
vourable to the engineering operations. The length of the line
was 32 miles 6 furlong:, the length of the first tunnelling 440
yard,, and of the others 286 yards and 396 yards. There
would be a connexien at Chesterfield with the Midland
j Railway, which would continue the traffic line on to
Sheffield. There were some heavy cuttings after leaving
Chesterfield, but they were very short, and nearly equalled in
proportion the quantity of embanking required in other
places. The traffic in lime and stone on the line would be
very great, as the railway would not only open up the coal
fields, but also the great limestone beds of the district.
There were only two highways crossed upon a level. The
cost of the line was estimated at 471,253/. This was only
calculated for a single line of rails, although land was
taken for a double line, so that if the Board of Trade should
at an after period require such, there would be no difficulty in
laying them. This cost averaged 14,389/. per mile.
Mr. Josh. Gibbs, cross-examined by Mr. WHATELE; 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 Shtffield 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 rarliament for a deviation in
such part of the line as would suit all parties.
Mr. WHATELEY 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. Cubitt, 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. WIIATELEY—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. Hawkshaw, corrobo-
rated the opinions of Mr. Cubitt and Mr. Gibbs.
The Committee then adjourned till to-morrow.

Group DD.

THE CALEDONIAN, ANI) THE GLASGOW, DUM-
FRIES, AND CARLISLE RAILWAYS.

The Committee re-assembled this morning hall.an hour
before the usual time, and immediately proceeded with the
Bills before them.

Mr. SANDFORD commenced by examining Mr. Headley,
gas engineer, who stated that he had erected numerous gas
works in various parts of the Continent, and had been
consulted by most of the important gas companies
in Great Britain. He had paid particular attention to im-
proving the illuminating powers of gas, and had eventually
succeeded. The Caledonian Company had recently em-
ployed him in examining the quality of the gas coal to be
obtained from the Wilsoetown mines. He had analysed
some of this coal, and after having converted it into gas
had exactly ascertained its value or illuminating properties,
The result of his experiments proved that the coal was well
adapted for producing gas of the best quality, and in consi-
derable quantities. The quantity of gas which it gave was
10,000 cubic feet per ton, and its illuminating power was
superior to any Cannel coal lie had ever seen. It was supe-
rior to the gas coal at present consumed in London in propor-
tion of 3,000 tons to 1,000 tons of the Wilsontown coals.
The coal from Wilsontown was very difficult to be obtained
in London on account of the expense of importing it, and the
generally insufficient quantities in which it was brought. He
had made a statistical inquiry into the amount of gas coal
consumed annually in London, and found the result
was 400,000 tons. He considered that if the
Caledonian Railway were made the Wilsontown coal,
which, in his opinion. was superior to any other description
of coal for Educing gas, could be obtained in London at a
much cheaper rate, and in larger quantities than at present.
Mr. Smith of Deanston, was next examined, generally, as
to the mineral fields of Lanarkshire, and the value of the .and
necessary to be taken for the purposes of the railway. He
went rather minutely into the details for the expenses of
ground for the branches, &c., and the gross result was
120,000/., which amount included agricultural damage,
buildings, and every possible cotingency.
Mr. Locke, the eminent engineer, was next examined by
Mr. Cocuourtst—He deposed that he 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
had 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
excseedingly 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,
1 in 80, and 1 in 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 are 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 dpwn 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 greatest 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,would n_ ot. only entail a -very great
as they
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 about4o additional miles, and
by the flowick 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

•
Caledonian Railway, to alter the gauge of their rails, and
also always to allow the preference to the trains belonging
to the Caledonian Company. In addition to the alterations
on the original plans previously alluded to, he had proposed
a branch to Dumfries, which town he considered would be
materially benefited by a railway communication with Edin-
burgh as well as with Glasgow • and neither of the proposed
opposing lines would connect Dumfries with Edinburgh. The
termini of the Caledonian Railway were most conveniently
situated at Edinburgh, Glasgow, and Carlisle. lie hadloirna
it impracticable to form a junction with the Edinburgh and
Glasgow Railway station at Edinburgh, owing to the die-
culty of the level ; but it was possible to make use of part of
the Edinburgh line at Castlecary.
Mr. Locke expressed his satisfaction with the estimate*
and stated that the works, including every contingency, 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 536,0001. The expense
of masonry and for erecting viaducts was 342,286/. ;
fences, sleepers, and laying down the rails, would cost
293,3407., 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 arid
chains, 410,4871. ; for land and buildings., 120,000/. would be
required; for stations, 90,0001. ; and for working plants,
&c., 130,000/. The surplus, which would amount to
60,071/., would be devoted to paying law expenses,
obtaining the Act of Parliament, &c. The total
amount of these sums was 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 95,696/., 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 Pirmurs
on behalf of the Edinburgh and Glasgow Company, and by
Mr. HOPE 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.—He 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 Brasses', said that he had estimated the expense of con-
structing the line at 1,275,000/., at which sum he had agreed
to undertake the work.

Mr. TALnor then announced, after the examination of 38
witnesses, that the case for the promoters of the Caledonian
line was at length concluded.
The formal proofs were then put in by Mr. Grahame, the
Parliamentary agent, and the Committee adjourned until
half-past eleven to-morrow.