The Sun.
London, England, 1845-05-27 00:00:00

frequent communication daily through Cambridge, north and
south; therefore it would be better to have a trunk line than a
branch line.

To Mr. COWAN—I believe the Romans were founders of direct
rather than circuitous roads—(Laughter)—they were a straight-
forward people ?—(Laughter.)—Sometimes.—(Laughter.)—lf the
Cambridge and Lincoln line were 10 times shorter than the Lon-
don and York, would it not be more classical—more Roman ?

Laughter.)—lt would. Considers the northern traffic greater than
the western.

To the Committee—nos taken into consideration the branehee
proposed to be Made by the Cambridge and Lincoln scheme, and
still considers the London and York preferable.
The Committee adjourned at four o'clock.

Group L.

GUILDFORD, CHICHESTER, AND PORTSMOUTH
RAILWAY.

Mr. Home's evidence (continued from our Afternoon Edition of
yesterday-The increase to Goodwood he estimated at 200 per cent.,
making a total of 435,861 miles from this source. From the in-
crease of commercial passengers there would be 139,177 miles.
This would give a Front traffic from these sources between the
stations at Nine Elms Ind those east of Woking of 34,104 pas-
sengers, which, with the increase to Farnham, would make 39,936.
On this, he calculated there would be an increase, both from tee
road and rail, which he calculated at 74,046, at 9d., would
make a total of 2,7764. 10s. a year. It appeared that
the cesriages carried from the Nine Elms statibn to the
stations east of Woking, and to l'ortsmouth and Fareham, last
year was, by the railway, 369, which, with those passing by road,
' would make 619, passing over a mileage of 34,039, at 6sl. a mile,
giving a total of income of 850/. 19s. 6d. The number of horses
carried by the railway was 377-by the same stations to Fareham the
number was 424. This gave an increase from carriages at 3d. per
mile of 791/.45, and from 1,6871. for horses, making a total (gunner of
63,296. On the Gosport branch he calculated an increase of
25 per cent. on the present number of railway passengers. The
population at Gosport he estimated at between 8,009 and 9,000.
The traffic from coals the witness estimated at a total of 18,250
tons, carried over 302,312 miles at lid. per ton per mile, and the
revenue at 18,891/. 9s. per annum. Of chalk and lime he calcu.
lated that there would be 20,000 tons carried on an average of 10
miles, making a total ef carriage over 200,008 miles at 2d. per mile,
and a revenue of 1,6661. 13s, 4d. Of heavy goods carried coast-
wise by water to Chichester, Portsmouth, and for Fareham there
were 13,3b7 tons carried 419,591 miles, at 2d. per ton, and yield-
ing a return of 3,4961. 1 Is. 10d. On timber there was about
13,500 tons carried 272,000 miles, at 2d., and yielding a revenue
of 2,266/. 13s. 4d. Of sheep and lambs. he calculated there
would be 52,531 carried 1,264,124 miles, and making a re-
turn of 1,0531. Bs. Bd. For cattle, he estimated there would be
12,851, at 1 id per head per mile, and making a return of 3304 6s. 41d.
Of calves there would be 1,324 head, carried over a total number of
32,127 miles, at a halfpenny per head, making a return of
64/. 16s. 114 d. From these sources, therefore, he estimated a
total revenue 0(395/. Is. 2d. From the mails Mr. Horne antici-
pated a total revenue of 2,000/. ; from passengers the total amount
at present received from this source was 69,8901. Is. Bd. ; and
from parcels he anticipated 2,776/. 10s.- Those conclusions
were drawn from the data furnished by the Stamp.office, and
from his own knowledge of what occurred on the South. Western
Railway. Of corn there was 6,050 tons carried over a distance
of 69,775 miles at 2d., and which would yield a revenue of
5811. 9s. 2d. Of third-class goods there would be 3,640 tons car-
ried 106,615 miles at 2id., and yielding a return of 1,1001. 7s.
Of fourth-class goods there would be 19,833 tons carried a total
distance of 1,127,734 miles at 3d. a ton per mile, and which would
of course make a return of 6,434/. 3s. 70. From these several
sources there would be a revenue. From merchandise there
-.vould be 17,4451. its. 9d, per annum. From cattle and
pigs, 3951. 7s. 4d. For sheep and lambs, 1,0531. Os. Bd.
making, with the difference arising from passengers, an aggregate
income of 95,2021. 18s. I Id. Deducting from this an allowance
of 40 per cent. for working expenses, which amounted to
57,1211. 15s. 5d., it would leave a return of Si. 14s. 3d. per cent.
on 1,900,0001. capital. With respect to distance, the saving by the
Guildford line over the atmospheric line to Chichester was 51
miles. To Chillingford the distance by the Guildford line was 40
miles, by the atmospheric it was 531,i miles, making a difference
in favour of the former of 131 miles.
Mr. W. J. Choplin, Chairman of the South-Western Company,
was then called, and in his cross.examinatien by Mr. RAWLINSON,
testified that the South-Western Company had always been desiroue
of accommodating the inhabitants of Portsmouth.
To an inquiry from the CHAIRMAN, Mr. Chaplin stated that the
Company had contemplated a line from Windsor, through Chertsey
by Woking and Weybridge, to Portsmouth direct, but they
were thrown out in the surveys last summer, not
being able to bring them out in time to deposit 4
the notices required by the Parliamentary Standing
Orders. The Company had made several efforts to get the privilege
of running packets to Havre, and other places in France, as well
as to the west of England, but they could get no countenance from
the Government. They had established a communication by
packet, and every packet going in and out of Southampton called at
Portsmouth.
From an inquiry from Mr. MiLwei, as to whether, If no
other Company had started the project of a railway direct to
Portsmouth, they would have proposed any line to Ports-
mouth, Mr. Chaplin stated, that he having had a conver-
sation with the Duke of Wellington, who was a leading authority
with respect to the defences of the country, he had been
led to the conviction that the coast line from Dorchester
was of the utmost importance, and the Company had determined
to run a line to Corsham, and then turn into Portsmouth. From
the position of the coast-line a great portion of the traffic must of
necessity be drawn from the South-Western line. The conse-
quence of this would be to spread the dividends over a
larger amount of capital, and yet, notwithstanding this,
the witness thought it was worth the while of the com-
pany to go to the expense of making the two lines,
because they expected to draw that which was now turn-

pike road traffic on to their line, and in addition to this they
anticipated some facilities from other sources. Besides these cir-
cumstances, the Board were induced by a saving of expense in
having only to begin at Woking. And in consequence of all the
inferences they drew they anticipated a reasonable profit from this
projected railway.

To the cross-examination of Mr. O'MALLEY, Mr. Chaplin stated
that the South-Western Company had done all that they could do
for the Portsmouth population, and, in some instances, more than
they were justified in doing. The highest dividend the Company
had ever paid was 725. 6d.. on a 501. share. The first
dividend they ever paid was 15s. a share, but that was on
part of the line. One of the autumnal dividends had been as much
as 40s. a share, but this was counterbalanced by the bad dividend in
spring.
To Mr. OSW&LD'II inquiry, Mr. Chaplin stated that the distance
to London by the Brighton line would be to Chichester about
78i miles.
To thequestions of Mr. MILNES the witness replied that he and
several others of the Directors of the South. Western Company
had met the Mayor and several other individuals,whom they con-
sidered the most inikential persons in that town, and he believed
that the line they proposed would be agreeable to the inhabitants
of Portsmouth ; and at any rate he was convinced that the South-
Western Company would give satisfaction to Portsmouth. The
Company would have no objection to adopt the atmospheric prin-
ciple if it were proved to be the best. They thought, indeed, that
after they had got their Bill they would have an opportunity of
seeing the principle on the Croydon and Epsom line before they
commenced their earthworks.

To the Gros .examination of Mr. AUSTIN, Mr. Chaplin stated
that the estimates were made out on the supposition that the line
would be a locomotive line, but there was no obstacle to making it
an atmospheric line.

To the re-examination of Mr. GURNIET, the witness replied that
he expected much of the loss which would otherwise accrue
from the abstractioninocfretasraetficfifoni
romotthheerSsootultrhc-es W, estotewrhniclihnebweohualdd
be made up by the
alluded.

Mr. Cornelius Stovin, superintendent of traffic on the South-
Western Railway since 1639, stated that is. favour had been
shown to the Southampton traffic over the Portsmouth traffic ; in
fact, the mileage to Gosport was less than that to Southampton.
The charge for the delivery of goods from Nine Elms within a cir-
cuit of 4 miles from the station, varied from 3s. 6d. a ton for heavy
goods, and 6s. Bd. a ton for lighter goods—single parcels. The
range of delivery extended eastward all over the City, and west-
ward as far as Chelsea. By water he had now a contract which
enabled him to deliver goods by water at any wharf between Nine-
elms and Woolwich, at a shilling a ton. There was no train run to
Southampton without a corresponding one to Gosport, and a reduc-
tion had been made last September on the carriage of goods ; the
charge to Gosport was the same as to Southampton, although the
distance was greater. This reduction had been made,
in his opinion, in consequence of the impression that
the carriage by rail was high, and partly, also,
in conseqnence of the opening of the Southampton Docks. The
reduction had been 50 per cent., the charge for the whole distance
having been 20s. a ton. The present traffic made a return for pas.
sengers of 254,0001., goods 52,0001., horses 3,974/., carriages
4,3791., parcels 11,1731., and for live stock 2,6981., making a total
for all sources of upwards of 337,5171.; the account being made
up to the end of 1844, the cost for expenses being about 40 per cent.
Thereduction of charge for goods during the first three months had
occasioned some falling off in the receipts, though they had gradually
recovered. The effect of the reduction had been this :—During the
last three months of 1843, the quantity of goods carried was 19,518
tons, and during the corresponding months last year, 95,875 tong.
During the first three months of last year, the quantity carried
was 18,681 tons, and during the three corresponding months of
the present year, 26,204 tons, snaking an increase of 1831. The
number of passengers between Gosport and Loudon during last
year had been 60,237, and to Southampion, 106,142, making a
superiority in favour of Southampton of 47,905. The quantity
of goods
Southamptoncarrieds,
tbetween London nd Gosport
otl
in f was
16,5640 f tone,
o South_
to.
37 tons, making a total

anwton of 8,608 tons.
To the inquiries of Mr. RAWLINSON and Mr. FLOOD, Mr. Stovin
stated the rates of charge for the carriage of goods between the in.

termediate stations—ail his replies tending to show that the rates
were high, but not higher than those of all the other railways.
The third.class train was five hours on the road, aid a passenger
by that train could not return the same day; the rate of speed was
more than sixteen miles an hour, although the rate required by
Parliament was only twelve miles an hour.
To Mr. WHATELET—The witness could not give any definite in.
formation as to the amount of traffic likely to be diverted by the
other proposed lines from the South-Westernline.

To Mr. GURNET—On re-examination, th4witeess stated that
the reduction on the carriage of goods, made last September, ex_
tended to all export and import goods. The charge varied from
las. to 20s. a ton for heavy goods, and 31. for goods of a costly
kind. From the former charges, however, titere was a deduction
to less than 108. a ten. But the Company were ready to give equal
of 40 per cent., reducing the charge for delivery at Southampton
• "

advantages to any port which supplied traffic to their railway.
The Committee adjourned till twelve o'clock tomorrow.

Group DD.
THE CALEDONIAN, AND THE GLASGOW, DUMFRIES
AND CARLISLE RAILWAYS.
(Continued from our Afternoon Edition of yesterday.)
The CHAIRMAN said that the plan which, the counsel was pursu..
i
ng, in so minutely inquiring into points of merely local import-
ance, was unnecessary to the interests of the line. He could under-
stand statistical details and maps, and from the consideration of
those, and napas roma principles,
the decision of the Committee
would be founded.

Mr. Anderson, the next witness, said—He had made np the
traffic tables, and had submitted them when prepared to the in..
spection of the different individuals from whom he had obtained
the data on which they were constructed, and they had expressed
their approval of them. He had abstracted and classified the mate-
fiefs, and the result showed they had been correctly brought out.
Mr. Horne, laud valuer at Clackmannan, stated the value of the
land to be taken for the purposes of the railway, amounted to
102,603/. The quality of the soil generally, along the line, would
be greatly improved if a sufficient drainage wore made. •He had
no doubt the value of the land through which the Dumfries line
would pass would be increased 30 or 40 per cent. He did not consider
that the Caledonian line, from its levels being in some instances
1,000 feet above the level of the sea, would much benefit the soil of
the country through which it would pass.
Mr. Laurie gave concurrent testimony to the last witness.
Sir Tnomes PHILLIPS then called Mr. Miller, civil engineer—
He stated that in 1840 ho was instructed to survey and report on
the construction of the best line between Carlisle and Glasgow, and
on that occasion he was assisted by Mr. Locke. Several other lines
were in contemplation about the same period, but of those only
the two schemes now before the Committee had been persevered in.
The opinion which he then formed of the favourable nature
of the Nithsdale line had been subsequently confirmed; ,
and in the appendix to his fourth report he had
stated his reasons in vindication of that opinion. At the period
at which Mr. Locke formed his judgment the severest gradient
on the line was 1 in 113, but since that time an east coast line
had been made. Mr. Miller considered that the East Coast line
would command the traffic between London and Edinburgh, as the
gradients on that line were very favourable; and a very consider-
able speed in the transmission of goods could be obtained. If
the traveller from the south to Edinburgh went by the