The Sun.
London, England, 1845-06-21 00:00:00

OXFORD AND RUGBY RAILWAY BILL.

Report considered ; Motion made, and Question proposed, " That
the Amendments made by the Committee to the Bill be now read a
second time :—Amendment proposed, to leave out from the words
" That the" to the end of the Question, in order to add the words
" Report be taken into further Consideration upon this day six
months," instead thereof:—Question put, " That the words proposed
to be left out stand part of the Question." The House divided :
MAJORITY—AYES, 79.
. _ _

Acland, T. D. Gardner,J. D.: Northland, Viscount
A.stell, William Gladstone, Captain Pakington, J. S.
Baring, W. B. Glynne, Sir S. Parker, John
Berkeley, H. F. Greene, Thomas Ponsonby, C. F. A.
Berkeley, Grantley Hamilton, G. A. Protheroe, Edward
Bernal, Ralph Harcourt, G. G. l'ulsford, Robert
Bodkin, W. H. Hawes, Benjamin Pusey, Philip
Borthwick, Peter Hayter, W. G. Russell, Charles
Bramston, T. W. Hill, Lerd M. Scrope, G. P.
Brisco, M. Hodgson, F. Somerset, Lord O.
Buck, W. L. Rolland, Robert Stansfleld, W. R. C.
Busfeild, William Hope, Charles Stanton, W. 11.
Christie, W. B. Hope, Alexander Stewart, P. M.
Clive, E. B. Hoskins, K. Stuart, W. Y.
Compton, H. C. Howard, Philip H. Strickland, Sir G.
Cripps, William Howard, Henry Trevor, G. R.
Courtenay, Lord Humphery, Alderman Vivian, J. 11.
Darby, George Ingestre, Viscount Vivian, J. Ennis
Davies, D. A. S. James, Wm. Warburton, H.
Deedes, William Kemble, Henry Wawn, J. T.
Denison, E. B. Loftus, Viscount Wellesley, Lord C.
Dickinson, F. H. Long, Walter Wilde, Sir T.
Di vett, Edward Lowther, Sir J. Williams, William
Dowdeswell, W. Miles, P. W. S.
Duncan, George Mitchell, T. A. TELLERS.
Esmonde, Sir T. Murphy, F. S. Shaw, Frederick
Estcourt, T. G. Nicholl, John Acland, Sir T.
Forman, T. S. Norreys, Lord

MINORITY-NOES, 43.
Benbow, John Fremantle, Sir T. Rice, E. R.
Bentinck, Lord G. Gaskell, J. M. Scott, Robert
Brotherton, J. Gisborne, Thoma 9 Smollett, Alexander
Buller, Edward Godson, Richard Spooner, Richard
Clerk, Sir G. Grimsditch, T. Stanley, W. 0.
Collins, W. Hastie, Archibald Strutt, Edward
Colvile, C. R. Hatton, Captain Tancred, H. W.
Douglas, Sir C. Ilinde, John H. Thesiger, Sir F.
Drummond, H. H. Houldsworth, T. Tolleivache, F. J.
Duncannon, Viscount Johnson, General Walker, Richard
Duncombe, T. Maclean. Donald Ward, H. G.
Etwall, Ralph Manners, Lord C.
Evans, William Marsland, H.
Ewart, William Mundy, E. M.
Farnham, E. B. Newdegate, C. N.
Fielden, John I'lumptre, J. P.

TELLERS.
Lockhart, W.
Collett, W. R.

PARLIAMENTARY BUSINESS.
FRIDAY, JUNE 20.
The following Bills were read a third time, and passed
Londonderry and Enniskillen Railway.
Londonderry and Coleraine Railway.
London and Brighton Railway (Horsham Branch).
Eastern Union Railway.
North Wales Mineral Railway.

The Bolton and Leigh, Kenyon and Leigh Junction, North
Union, Liverpool and Manchester, and Grand Junction Rail-
way Companies Amalgamation Bill, was read a second time
and committed, and referred to the Committee of Selection.

NOTICES GIVEN AT THE PRIVATE BILL OFFICE.
Chester and Birkenhead Railway,—Third reading, Mon-
day, June 23.
Ulster Extension Railway,—Third reading, Monday,
June 23.
Dublin and Belfast Junction Railway,—Third reading,
Monday, June 23,
Newry and Enniskillen Railway,—Consideration of report,
Tuesday, June 24.
Scottish Midland Junction Railway,—Report to be consi-
dered, Tuesday, June 24.
Aberdare Railway,—Report, Monday, June 23.
Wear Valley Railway,—Report to be considered, Tuesday,
June 24.
Great North of England (Clarence and Hartlepool Junc-
tion) Railway,—Report to be considered, Tuesday, June 24.
Middlesbro' and Redcar Railway,—Report to be consi-
dered, Tuesday, June 24.
Liverpool and Manchester Railway,—Report to be consi-
dered, Tuesday, June 24.
Blackburn, Darwen, and Bolton Railway,—Lords' amend-
ments to be considered, Monday, June 23.
Glasgow Junction Railway,—Report, Monday, June 23.
West London Railway,—Report to be considered, Tuesday,
June 24.
Erewash Valley Railway (No. 2),—Report, Monday,
June 23.
London and South-Western Railway (No. 1) (Metropoli-
tan Extension),—Committee on re-committed Bill, Monday,
Juno 23, at twelve.
Berks and Hants Railway,—Lords' amendments to be con-
sidered, Monday, June 23.
Yarmouth and Norwich Railway,—Lords' amendments to
be considered, Monday, June 23.
Lowestoft Railway and Harbour,—Lords' amendments to
be considered, Monday, June 23.
Bedford and London and Birmingham Railway,—Lords'
amendments to be considered, Monday, June 23.
Lynn and Dereham Railway,—Third reading, Monday,
June 23.
Ashton, Stalybridge, and Liverpool Junction (Ardwick
and Guide Bridge Branches) Railway,—Third reading, Mon-
day, June 23.
Shrewsbury, Oswestry, and Chester Junction Railway,—
Lords' amendments to be considered, Monday, June 23.
Manchester, Bury, and Rossendale Railway,—Third read-
ing, Monday, June 23.

PRIVATE BUSINESS FOR MONDAY, JUNE 23.
THIRD READINGS.

Cornwall Railway.
Manchester South Junction and Aitrincham Railway.
Chester and Birkenhead Railway.
Dublin and Belfast Junction Railway.
Ulster Extension Railway.
Manchester, Bury, and Rossendale Railway.
Great Southern and Western (Ireland) Railway.
Lynn and Dereham Railway.
Ashton, Stalybridge, and Liverpool Junction (Ardwick and
Guide Bridge Branches) Railway.

- - --
Mr. Wood, Chairman of the Excise, had an interview with
the Chancellor of the Exchequer yesterday, at his official resi-
dence in Downing.street.

r 3'T.r -.4

THE LATE ACCIDEN* ON TI3~
GREAT WESTERN RAIL WA Y.
TO THE EDITOR OF THE SUIT
Sur,—Having been a passenger in the Great Western expred
train, which left Paddington on Tuesday morning last, at a
quaver before ten, and heving read various accounts of the acct.
dent which occurred to such train, I deem it right to transmit te
you, for the information of the public, sundry particulars which
came under my notice_
We were travelling between Paddington and Slough, at a speed
of about sixty miles an hour, when suddenly I felt something
unusual in the motion of the train, and Immediately we were en-
veloped in a dense cloud of dust. The passengers at each windoAr..
by a simultaneous impulse, drew up the glasses. While tM
were doing so I exclaimed " There is certainty something wrong;"
and scarcely had I uttered the words when our carriage began
to incline on one side ; it then fell heavily to the ground, and
toppling over settled ultimately at the bottom of an embankment,
with its wheels in the air. In a case of this kind it is Impossible
accurately to measure time, or to give a very correct notion of
one's feelings. There was an interval, however, during which I
thought, and felt that I was in a state of extreme peril, but that,
however great the danger might be, I could do nothing to escape
from it. I sat quietly, therefore, without moving limb or muscle,
and, strange to say, without the slightest sensation of fear. Wien
the carriage fell I was dashed out of my seat, and as it turned over
I was turned too, and for a few seconds I lost the power of
vision. When sight was restored I found myself at the bottom of the
inverted carriage, looking through a broken window upon a grassy
bank. During the whole of this time there was no shriek, scream,
nor expression of pain from any one in my carriage. All was
silent—a solemn, awful silence, such as pervades the chamber of
the dead. The first words that met my ear were those of a soft,
sweet, female voice, exclaiming, " Thank God, we are not hurt !"
The voice was that of a lady who had been sitting opposite to me,
and who was now lying by my side, in a position which manly de-
corum forbids me to describe. Thinking she had been premature
in concluding no one was hurt, she said to me, " Are you hurt,
Sir ?" And on my answering in the negative, she repeated,
" Thank God ! thank God !" Similar inquiries of others led to
repetitions of the same pious ejaculation on the part of the lady,
and in which we all fervently j Aired. We then crept composedly
one by one out of the brokers window. The scene that presented
itself outside baffles all attempt at description. The engine and
tender had altogether disappeared. Some yards in advance of us
was seen the luggage van, still on the line of road. The first
second-class carriage of the train had been forcibly wheeled round
in a transverse direction acroz,s the rails, and had there come to a
dead stand. deeply embedded in the ballasting. Three carriages
were at the bottom of the embankment; two lying on their sides
broken and splintered; and the third (in a compartment of which
I had been) was completely turned over, as before stated, and
dreadfully fractured at one end.
All the carriages were soon emptied of their inmates, and we
found, from mutual inquiries, to our great satisfaction, that there
was no loss of life. I was deeply grieved, however, to perceive
many evidences of serious bodily injury. The faces of all were
begrimed, and their apparel covered with dust. One was seen
limping along, another complained of his arm, another of his side;
one was bleeding from the nose, another from the head, and the
face of one was cut and contused in a most frightful manner. All,
however, whether injured or not, seemed actuated by one and the
same philanthropic desire of alleviating as tar as possible the suffer..
ings of their fellow passengers.
Iu a few minutes a great number of labourers were seen running
to the spot, and several horses also arrived. I heard some one be-.
longing to the Company beg of a labourer to assist in removing the
carriage which had got across the line. " Who Is to pay me r"
said a surly voice. I looked at the man, and indignantly rout..
tered, "The devil!" What else was said to him I know not, but
he seemed satisfied and went to his work.
In about half an hour an engine with some carriages arrived
from Slough, bringing a surgeon. He was pressed to attend first
upon a gentleman of wealth and high consideration. His answer
was characteristic of a humane, a noble, and a generous mind—,
" Take me first," said he, " to him who is most injured ; I care not
what may be his name or station."
While we were detained at Slough I saw two ladies carried
away helpless and insensible. I was told that one had received a
severe concussion of the brain, and that there was little bope of
her reovery.
As to the cause of the accident I cannot speak with any degree
of certainty, but it is my strong impression that the portion of the
line upon which we were travelling at the time the accident oc-
curred had been and was then under repair, and that, through
some unaccountable carelessness, our train was allowed to run upon
rails and sleepers, which, though arranged probably In their proper
position, were not permanently fixed or adequately secured. This
was the opinion of all the passengers with whom I conversed on the
subject, and I have little doubt that a searching investigation will
end in confirming that opinion.
I fear that one of the most serious sufferers from this accident
will be my highly esteemed and valued friend, Mr. W. Miles, 'the
Member for Somersetshire, whose arm was almost wrenched from
his body, and who yet insisted on proceeding to join his family at
Bristol. I witnessed and shall never forget his patient endurance
for several hours of the most agonising bodily torture. For my
part, I have great reason to be thankful. A few trifling bruises
of the arm, and a slight occasional dizziness of the head, are all
the injuries I have sustained.—l am, Sir, your most obedient ser-
vant, REGINALD J. BLEwlrr.
Llanturnam Abbey, Newport, Monmouthshire, June 20.

LONDON CUTANEOUS INSTITUTION.—It will be seen
from an announcement in another part of the paper, that the
first Anniversary Dinner in aid of the funds of this Charity
will be held on the 3d of next month. During the past
year it has relieved upwards of 2,000 poor persons, and is
weekly admitting fifty or sixty new cases, who have the be-
nefit of the free use of the most extended suite of bathe for
medical purposes in the metropolis.
TROOPS FROM CALCUTTA.—CHATIIAM, JUNE 20.
—On Thursday afternoon, the 19th instant, arrived the several
detachments at the Invalid Depat, Casetna'e Barracks, Brompton,
consisting of one sergeant major, two sergeants, two corporals, and
five privates of the 3d Light Dragoons; and 16 privates belong.
ing to the 16th Lancers, with one colour-sergeant of the 3d
Buffs, that was left behind by the regiment when it sailed for
England; three privates of the 9th Foot; one colour-sergeant,
three sergeants, and thirty-nine privates of the 31st; one colour-
sergeant and one private, 39th ; two privates of the 50th ; and
nine women and thirty-two children belonging to the above. The
detachments were in charge of Lieutenant Grey of the 39th,
and came from India in the ship Prince of Wales, 1,350 tons
burden, Captain Hopkins. The troops embarked at Calcutta
on the 17th of February last, and sailed immediately, and on
arrival at the Cape the ship put in and remained seven days, taking
in water and fresh previsions, and arrived off Gravesend, after an
excellent passage of 122 days, and, most remarkable, although the
greatest portion of the soldiers have been in India a number of
years, and at the recapture of Caubul, and suffering considerable
hardships in the late wars in India, not one man of them died on
board. This splendid ship brought to England several passengers,
among whom was Mrs. Yewell, wife of Mr. Yewell, who has
charge of a gold mine, and Mr. Hill, an indigo planter (the former
lost a child by death) ; Captain Salmon, of the Hen. East India
Company's artillery, with many other officers in the Company's
service. Dr. Clark, a civilian, had medical charge of the vessel.
A COUNTERFEIT PRESENTMENT.— We never could
make out what Sir Robert Peel's speeches were like till our last
visit to the Royal Academy, when it struck us that they bore a
remarkable resemblance to Turner's pictures. Both of them are
admirable, but neither of them understood. Sir Robet Peel's
speeches, too, like Mr. Turner's pictures, are always an illustratien
of the " Fallacies of Hope."—Punch.
On Thursday evening, between eight and nine
o'clock, as Mr. Frederick Burton, the usher of the Greenwich
Police-court, was returning home, after delivering over to the Go.
vernor of Kingston gaol a man who had been convicted of smug-
gling, and on entering the station to go by the first train for Lon-
don, he observed four suspicious looking men get out of the train
from Moulsey. Mr. Cornell, the deputy governor of Kingston gaol,
was in his company, to whom he mentioned the circumstance, and
they both watched the parties closely, who, on being observed, en-
deavoured to make off. Three out of the four succeeded in
slipping through the station into the town, and escaped. The
prisoner rushed into the pay office, eat down, and attempted to pass
a bundle under the seat, when his hand was caught hold of by
Mr. Cornell, and Mr. Burton, with the handcuffs he had taken off
the smuggler's wrists, secured the prisoner, and conveyed him to
the police station. On the bundle being examined, nine large table.
spoons, four silver forks, two silver ladles, two silver salts, and
other articles were produced, wet with gravy; and, on searching
his person, other valuable property was found, which, it is fully
expected will be owned when the prisoner is brought before the
magistrates.

WILL OP MISS LINWOOD.---BEQUEST TO THE
CROWN.—The will and codicil of the late Miss Mary Linwood
(whose copies of pictures, executed on worsted, have excited
general admiration) have just been proved in Doctors' Commons,
by Mr. B. Markland, and Mr. W. Markland, the nephews, and two
of the executors of the deceased. She bequeathed to the Leicister
infirmary 100/., "to be applied to the laudable purposes of that
institution," and "to the reigning sovereign of Great Britain and
Ireland my Salvator Mundi, after Carlo Dolce, as an heirloom &
the Crown for ever." (Her Majesty has signified her acceptance of
this wonderful work.) After a few specific bequests abe directs
that if her collection (exhibiting at Leicester.square) be not sold
in one lot, as a private collection, it be disposed of by public
auction, and the proceeds of such sale, with her other property,
divided into seventeen equal shares, which she bequeaths among/4
the same number of relatives. Her personal property (within the
province of Canterbury) has boen sworn under 10,000/.
THE CONSERVATORY AT BUCKINGLIAIII PALACE. -
We hope and trust, that for the credit of the country, the Coro.
missioners of Woods and Forests will take an early opportunity of
remedying the defects in the gardens of Buckingham Palace. It
is certainly a disgrace to the royal residence that the conservatory
has never been finished, and that it should be left in a condition
to be a perfect nuisance to the place. Her Majesty could not NS
foot in it without being thoroughly disgusted, and nobody can
walk across it without danger. The whole thing would cost SOO/.
to complete it as it ought to be, and furnish it with appropriate
plants.—Gardener's Gazette.

NEW COURT AT THE CUSTOMHOUSE.—In pur-
suance of the recommendation of Lord G. Somerset, the Chairman
of the Court of Inquiry, held at Gwydyr-house, on the Custom-house
frauds, a Court has been established, and will be held in the cake
of the inspector-general of the water.guard department, In the
Custom-house, for the purpose of receiving any report, and hearing
such complaints as may be preferred against the officers of that
department for neglect of duty. Four Commissioners have beets
appointed to carry this plan into effect—viz., the Honourable G.
R. Dawson, the Honourable Spring Rice, Mr. Goulburn, and
Mr. Lushington, who will sit alternately weekly, to hear and
at once determine upon such cases as may be brought before
them. This plan will have the effect of giving the officers a
fairer opportunity of answering any complaints that may be made
against them, or to obtain redress of grievances. Mr. Dawson
also, on behalf of his colleagues, has expressed a hope that any
complaints on the part of the water-guard may be made to the
Court, and at their hands they shall receive the strictest investi.
gation.

STATE OF TRADE.—The yarn market continues ex-
ceedingly firm and buoyant, with a strong inclination on the part
of buyers to make contracts for future delivery, at more ex-
tended dates than heretofore. In goods there has not been quite so much doing as there was last week, and the mar-
ket is quiet, but without change of prices.—___i
FLANNEL MARKET, MONDAY, JUNE I6.—There has Rocuasu
been less
doing in the flannel market to-day than last Monday, chiefly on
account of the manufacturers asking higher prices for their flannel'.
in order to meet the late advance in the raw material. There is
no change in the Wool market, last week's prices being fully male-
tai n 61—Manchester Guardian.
THE WEATHER.—Since Thursday last the weathey
has been excessively hot, the thermometer standing frequently
at 80 deg. in the shade ; while at intervals we have bad
refreshing and invigorating showers. The crops of all
kinds are in consequence making rapid progress. The
wheat crop is rank and luxuriant in the extreme. Beans
are now in bloom, and are healthy, strong and vigorous.
with abundance of plants. Barley and oats are growing
rapidly, and covering the clod very closely. Potatoes ue
now rowed in many places, and in same spots wherethey
dwereriiledpluapn.te dwrearly
ee
et
not haveyet h
heard
dn
efhoeaedy,.fwaa
late are just going into the grout, d. Th
sown turnips, as Swedes, are brairded
d. and_ re
pastures, where, iss
is also telling remarkably upon the P
quite unable
the usual supply of stock
of
ged,nialwhwieatte
berths
many cases, duresso.meßaPerry
the late abundant rains, will
Argos.
us.
time anticipated.— Glasgow g
to keep them under. The r
0 Monday
n morning, between
ybe-morass
atceone
FATAL ACCIDENT.
portion of
the interior of the
• in consequence of the
been in course of restorations for some time
eight and nine o'clock, an accidoenldt ocGerettyrirredimbsycthheurscuhd,dewnhfiachli awe

damage sualamed from the late fire, whereby one man lo►t his life.
and three others were severely injured.—Edinburgh Paper.

IMPERIAL PARLIAMENT.
HOUSE OF COMMONS, June 20.
The SPEAKER took the chair at Four o'clock.
LONDONDERRY AND COLERAINE RAILWAY.
he Londonderry and Coleraine Railway Bill was read a
third tine. Certain agreements were agreed to, and the Bill
was passed.

- CORK AND BANDON RAILWAY.
The report on the Cork and Bandon Railway was brought up.
GREAT SOUTHERN AND WESTERN (IRELAND)
RAILWAY.
The report on the Great Southern and Western (Ireland)
Railway Bill was brought up, and the amendments were
agreed to.
BOLTON, LIVERPOOL, MANCHESTER,AND GRAND
JUNCTION RAILWAY AMALGAMATION.
The Bolton and Leigh, Kenyon and Leigh Junction, North
Union, Liverpool and Manchester, and Grand Junction Rail-
way Companies Amalgamation Bill was read a second time.
EASTERN COUNTIES UNION ACT AMENDMENT

BILL.
The Eastern Counties Union Act Amendment Bill was read
a third time and passed.
NORTH WALES MINERAL RAILWAY.
The North Wales Mineral Railway Bill was read a third
time and passed.
MANCHESTER, BURY, AND ROSSENDALE
RAILWAY.
The report on the Manchester, Bury, and Rossendale Rail-
way Bill was brought up.
BROAD AND NARROW GAUGES.
Mr. HENLEY presented a petition from Chipping Norton
in favour of the Oxford, Worcester, and Wolverhampton Rail-
way Bill.
Mr. SPOONER presented a petition, signed by the mer-
chants, bankers, and manufacturers of Birmingham, on the
subject of the broad and narrow gauges. The petitioners were,
the greater number of them, not interested at all in railways
as shareholders, and they prayed the House not to pass either of
the rival Dills until a full inquiry had been instituted into the
relative merits of the broad and narrow gauges.
Sir C. DOUGLAS presented petitions from Warwick, Strat-
ford-upon-Avon, and some other places, with a similar prayer.
Mr. SCOTT presented petitions from Oxford, Bewdley, and
various other places, with a similar prayer.
Mr. MUNTZ presented petitions from Stourbridge and
Kidderminster with a similar prayer.
Lord INGESTRE then moved that the report on the
Oxford, Worcester, and Wolverhampton Railway Bill be
brought up. He had looked through the evidence which had
been taken on this subject, and had considered it with very
great care, and the great bulk of the evidence seemed
to him to be in favour of the broad gauge.—(Hear, hear,
and cheers.) The matter was one of national interest
to the country at large, and also of local interest
to the county which he represented, and on both accounts he
considered the broad gauge was the preferable one of the two.
—(Cheers.) The House also should be cautious how they
upset the verdict of a Committee of that House.—(Hear,
hear.) He would not detain the House longer, but move at
once that the report of the Committee on the Oxford, Worces-
ter, and Wolverhampton Railway Bill be brought up.
Mr. PA KINGTON seconded the motion.
Mr. COBDEN then moved as an amendment " That a
Select Committee be appointed to inquire whether, in all
future Acts for the construction of Railways, provision ought
to be made for securing one uniform gauge, and whether it
would be practicable and expedient to bring existing lines of
railway in England and lines now in course of construction,
into uniformity of gauge, and if so, to report upon the best
anode cf carrying these objects into effect in the
present session of Parliament." He said this was
a question of a particular line. It involved an im-
portant principle. They could not disguise the fact, that out
of the House the proceedings of that night were looked to with
great anxiety. It was a most important question, and ought
not to be decided rashly, or without due deliberation.
This was, perhaps, the most important question that
had vet arisen in the course of railway legislation, and
of the greatest national importance. They had fallen into a
great error in railway legislation in not laying down a proper
system for the regulation of railways. It was, however, a
remarkable fact, that in the early stage of railways they took
steps to secure an uniformity of gauge. In the London and
Birmingham and in the Grand Junction Railway Bills
clauses were introduced providing that the gauges should be
uniform. But when railway communication was extended into
the south of England this principle was departed from, and a
different gauge adopted. There were two questions involved in
this subject. First, the prevention of evil to the subject from
the want of uniformity in the gauge; and second, the
possibility of bringing the existing lines of railway
into one uniform system. They were all he was sure agreed on
the necessity of having only one gauge. There could be none
but what admitted that two gauges were a great evil. They
produced the greatest inconvenience to passengers and traffic,
and would interfere with the traffic going forward in all
parts of the country, unless steps were taken to avert
the evil. In the Midland counties, in Oxfordshire,
Worcester, Warwickshire, and Gloucestershire there was a
war on the subject at present raging. Now, in those coun-
ties there was yet a vast area not supplied by railways,
and it was here that the battle was going forward, the
London and Birmingham and the Great Western Com-
panies contending which should occupy the vacant
space. The war would go forward, gathering strength, unless
they stepped in and settled the question. Not cnly in the
Midland Counties was the contest going forward, but it was
extending itself to Somersetshire, Wiltshire, and Dor-
setshire, where as yet railways had made but slight progress.
Well, now they had projects for new lines in connexion with
the Great Western. There was a line from Southampton to
Salisbury, which had been nearly completed, and there
was another from Bath to BristoL But if these lines
should be completed according to the present plan, the
inconvenience would arise of transhipment from the Salisbury
line to get on to the Bath line, and that was a monstrous ab-
surdity. In Dorsetshire it was the same way ; and he under-
stood that a line now about to be made in Wales would cause a
like inconvenience by reason of the narrow and broad gauges
sousing in contact. This was a question which, if not disposed
of now, would be attended with a great deal of labour and
trouble hereafter, and rivalry, and dispute, and discord, would
continually be the result. For this reason alone, he did think
there could not be a second opinion as to the necessity of having a
uniform gauge. —( Hear, hear.) He knew there were some Hon.
Itlembers in that House who would go so far as to argue that
it was no inconvenience to tranship goods from one line of
carriages to another ; but surely it would not for a moment be
argued that it was no inconvenience to remove loads
of coals, or droves of cattle, from one train of carriages to
another.—( Hear, hear.) He believed that a greater annoy-
ance or inconvenience could not be conceived.—( Hear, hear. )
Well then, that fact being admitted, now let him call attention
to the fact that the narrow gauge was the first one
en which railways were constructed ; and at the pre-
sent moment there were more kinds of railways
constructed upon the narrow than on the broad gauge, while
the projected lines were ten to one in favour of the narrow
gauge. On those grounds alone he did think the narrow
gauge should have the first consideration.—(Hear, hear. )
What were the objections to the narrow gauge ? They were
not in a position now to delay the question between them ; and
even if there were a preponderance of utility of the broad over
the narrow gauge, they were not, he repeated, in a position to
defer the settlement of this question. But what was the ob-
jection to the narrow gauge? It had existed in this country
for fifteen years. It was general throughout America, and
there the width of the rails, instead of being as in this country,
4 feet 8i inches, was but 4 feet 6 inches. It was com-
mon in France, in Belgium, and he might say over
the Continent, with the single exception of Russia. Well
then, they had ample experience on the subject. There had
been no accident, he believed, that could be really attributed
to the narrowness of the gauges. They had had experience
of its use, and its spread was so extensive that they were not
now in a position to interfere with it. If, at this time, they
were attempting to conform their narrow to their broad
gauges, they would require to alter their tunnels,
their viaducts, their embankments, and, perhaps, most
difficult of all, their bridges, and that in some
kases would be altogether impossible. They might
come to this House for power to do so. But if the broad
gauge were conformatory to the narrow gauge, it
would be most expedient This would require no
alteration of tunnels, of viaducts, of embankments,
or of bridges ; nothing would be required but'an alteration of the
rails and plans. Well this, he said, was the proper time to
legislate upon the subject. He was aware that it would be a
hard matter to interfere by a legislative enact-
ment to compel the Great Western Railway to
conform to the narrow gauge. But he contended
that the evil would be less felt at that time than
at any future period. They were now going on con-
structing railways, and they would in all probability
live to see railways wherever turnpike-roads at pre-
sent existed. The railway combined the advantages
of turnpike roads and canals ; the expense of transit was less,
and they were still going on improving the construction of
them. They did now experience the difficulties which
had attended the construction of the Liverpool and Manchester
Railway. Could there be any doubt, then, that soon they
would have railways over all parts of the country, and were
they to risk the inconvenience of these rival gauges, without
eudeuvonring to find some means of remedying this crying evil ?
—( Hear.) He was sure that looking at the subject the House
wool say, and he agreed in the opinion, that the report of the
Committee should not be lightly set aside ; and it would
only he on a subject of such paramount importance that
he should ask the House to reverse the decision of the Com-
mittee This was a question which must be met soon, and he
was anxious that the House should do so on the present occa-
sion. He was sure that no Hon. Member there would reproach
the Committee for the decision to which they had come, and
he would say that tile Committees as now constituted (and he
knew, for he sat an one for a month past), approached as nearly
as regarded probity, to perfection as they possibly could do.
He did not mean to impugn the decision of the Committee. His
object was not to inquile into the reason which had moved them
to that decision, but still on the grounds of an impartial consi-
deration of the public interests, he thought that the decision
might be reviewed by the House, and their resolution
altered, without an infringement of the respect that
was due to the Committee. He was ready to
allow that their decision was, whether the House were to
blindly follow their decision, or take the evidence which had
enabled the Committee to come at their conclusions for the
guidance of the House. This was a matter of importance,
fer the question was,
not whether a present convenience or
Inconvenience was to be satisfied, but how they were to provide
for the welfare of future generations ?
Colonel WOOD said that this was a
question on which all par-
ties might amicably meet. It was neutral ground, on which they
Were prepared to state their opinions ; but having taken the
elements on which the Committee had founded'their report, he
hoped that he was
net transgressing his usual principle in
adopting a plan
7-1)01)
uosed to the decision which had been
laid before the 1
In doing this he would impress
en the Committee, that he was guilty of no direspect in second-
ing the motion of the Hon. Member opposite. But there
were other reasons wh e should ask for a consideration, or,
rather, a reconsiderationrefused
this motion. The five gentlemen
on Lis Committee had
of their adherence to the recom-
mendation of the Board which was in conformity
with the side of the question he had The five gentlemen
of that Committee had stated their reasons for preferring the
narrow gauge to the broad gauge.ir The Committee had taken
an interest in this question which wasti' creditable to them,
bat they had not calculated on the interest which was likely
to excite in others who were Members of It was
true that they had considered the inconvenience of the
gauge, and an immense amount of time and money
handallTenewn
expended in endeavouring to ascertain the respective merits
of the two gauges, but it appeared to him that the
eammitotee had come to their decision, and determined
between the two gauges from strong ex parte reasons,
The future was, however, so full of importance that he thought
they might well review their decision, and the consideration of
the Board of Trade was so important that it ought not to be
oast aside without sufficient consideration. He thought
therefore that the House were interested in the fact
that that report had been made and that it ought
in some degree at least to be retied on. The
Honourable Committee had reported that the broad gauge
was preferable to the narrow gauge. The Board of Trade was
in favour of the narrow gauge. There were many reasons
which perhaps might be urged in favour of both lines. He was
quite satisfied, as far as speed and the saving of
time was concerned, the broad gauge was prefer-
able. In the conveyance of some kinds of traffic
however, speed was not the principal object to be obtained. For

instance, coals would not have a very swift transmission, and in
this instance the broad gauge would be objectionable, as the ra-
pidity of the motion would tend to chip the coat,, and break it
into small pieces, and spoil it for a profitable market. Another
article of traffic that would be injured by a speed, motion was
limestone. This would not bear rapid motion. here were
many points on which the narrow gauge was superior to the
broad gauge ; and again, in some instances, the broad was pre-
ferable to the narrow gauge. He entirely approved of the ap-
pointment of a Committee of inquiry.—( Hear, hear.)
Mr. SHAW said that, as the Chairman of the Committee,
he was bound to say a few words in support of the report. The
Committee had paid great attention to all the evi-
dence—( Hear, hear)—and he hoped that the House
would hear what he had to say on the part of the Committee.
He thought it would have been unnecessary for them to do
so, and he thought it would have been unwise for the Com-
mittee to have volunteered an opinion upon it. And if it had
been necessary he believed that it would be extremely, if not
insuperably, difficult, because no two engineers, or professional,
or scientific men, who were examined before the Committee,
agreed in defining what was the broad and what was the narrow
gauge, and at that moment he (Mr. Shaw) was ignorant on
the subject. He knew perfectly well that the London and Bir-
mingham Railway was called the narrow gauge, and the Great
Western the broad gauge, but no two engineers and no one
professional man would give an opinion as to which
would be the best gauge, if railways were about
being established through the country for the first time.
This was a subject of great national importance, but he did
not see why one company should be made to bear a heavy
expense during the discussion of the question.—( Cheers. )
He would tell them his opinion upon the subject, and that was
that both gauges were wrong. All the engineers seemed to
have agreed upon that. They all agreed that one was too
wide and the other two narrow, but they would give no opinion
as to what should be the medium width. Last year papers were
laid before thesHouse containing the correspondence of General
Pasley on this subject. From those papers it would
appear that the opinion of General Pasley was that a gauge,
varying from five feet to five feet six, would be the best
gauge. The Great Western gauge was seven feet ; the
London and Birminghan four feet eight inches. He would
read one sentence from General Pasley's correspondence,
to show what difficulties surrounded this subject. Now
what did General Pasley say upon the subject? Why, he says
" Mr. Miller admitted in conversation with me that it would
be of great importance if the narrow gauge were 5 feet 3 inches
instead of 4 feet 8 inches, which latter has been considered
highly inconvenient not only by him but by all the locomotive
engine makers who had been consulted upon the point, except
by Messrs. George and Robert Stephenson, who first in-
troduced it." He hoped, therefore, that the House would
not consent to allow an Hon. Member to pass an amendment
which evidently had no other object in view than that of ob-
structing the progress of a private Bill.—( Cheers.) General
Pasley evidently seemed to think that the narrow gauge
was objectionable, and yet the Honourable Member,
notwithstanding that nearly all the scientific men of the
country concurred in that opinion, called upon the House
to establish the narrow gauge by breaking up the existing broad
gauge, but he had been diverted from explaining to the
House the proceedings of the Committee. They had
to deal with the existing state of things, and not
with the question of which was the best gauge, the broad or
narrow. It was not very distinctly given in evidence as to the
extent of the one or the other; but a map was produced, upon
which was marked the extent of the broad and narrow gauge
upon railways in existence, and upon railways in progress, or in
course of construction, and from this map it would appear
that there were about three thousand miles of railway on the
narrow and one thousand miles on the broad gauge. Now, he
would ask, was it likely, with this map before them, that the
Committee would enter into a speculation as to which was
the best of the two gauges to be broken up'? It was contended
before the Committee that they ought not to allow the
broad gauge to drop into the narrow territory. Well,
then, on the other hand, they ought not to allow the broad gauge
to be interfered with by the narrow, so that the same objections
might be urged on both sides, but more forcible on behalf of
the broad gauge, because it had advanced nearer to the district
of the proposed railway than the narrow. Well, then, the
Board of Trade had reported that the district was in
want of railway communication, and the only question
for the Committee was, which of two lines proposed
by two great companies, who were clearly able to carry
out their projects, was the best to accommodate the district?
The differences of the respective gauges had been, he thought,
misunderstood by the Hon. Member for Stockport, and by his
Hon. Friend near him ; nor had the consequences of the inter-
ruption of " the breaks" been clearly defined. The Board of
Trade said this " break" would be better in one place—one
in another. The inconvenience of the breaks was admitted en
both sides—it was all a question of degree. The Committee,
after hearing a great deal of evidence, were impressed
with the belief that there were many new facts which had es-
caped the notice of the Board of Trade, and which, in fact,
had not been made public until their report had been
issued. The Board of Trade could not be aware of these
facts, because the experiments had not been made
until after the report of the Board of Trade was made. The
argument of the Board of Trade, in favour of the narrow
gauge on the Birmingham and London line was, that by sub-
stituting the broad gauge the line must be broken. Mr.
Esk said he had taken measures to carry the narrow guage from
Birmingham to Bristol, having determined in any event to
carry it. The Great Western Railway Company had decided upon
making two separate lines of railway, broad and narrow, between
Worcester and Wolverhampton, an important district, embracing
some of the first mines in England. This, too, was since the
report of the Board of Trade. He admitted to the fullest ex-
tent that there was a certain degree of inconvenience when-
ever the two gauges met. He bad endeavoured to state to the
House, briefly but imperfectly—( Hear, hear)—he had endea-
voured to put them in possession of the principal grounds
on which the Committee rested their decision. He
had now pointed out that the question did not turn upon the
relative merits of the gauges. The interruption of " the
break" was overlooked, but they had chiefly directed their atten-
tion to more general and far more important considerations.
With respect to the route taken by either line, that was a
subject which met with the most anxious consideration of the
Committee. The Great Western Company, first in the field,
proposed to construct one direct line fifteen miles shorter than
its rivals. The London and Birmingham Company had, therefore,
besides the disadvantage of distance, the objection of circuitous
route and questionable utility to be considered. The
Great Western Company, connecting, as it would, its present
with its previous construction, would endeavour to attract,
rather than divert the traffic from the main line. It would
be its interest to work it efficiently, and thus improve
the prospects of the original railway. But it would
be the interest of the London and Birmingham Company
to conduct the line that would connect its rival with the great
manufacturing and consuming districts, with negligence or, at
least, inefficiency, its object being to draw all traffic
away from the trunk line.—( Hear, hear.) The ques-
tion of competition had not been overlooked in the
decision of the Committee; it was another and a most im •
portant objection to the line they had disavowed.—( Hear.)
Competition, he was willing to admit, was frequently invalu-
able, and the cause alike of public benefit and private conveni-
ence. Butcom petition in railroads was widely different from other
cases ; to use technical language " side by side" lines were
not calculated to enhance the interests of any part of the com-
munity.—(Hear, hear.) The London and Birmingham and
Grand Junction Companies had in conjunction constructed
the line to Liverpool ; the former had arranged to effect
the same, independent of the Grand Junction, by a
line diverging at Rugby : and the latter would, by the decision
of the Committee, be enabled to work, independent of the Lon-
don and Birmingham, by a branch striking off at Wolver-
hampton : both Companies thus providing an independent
line to Liverpool. ( Hear, hear.) Before he sat
down he wished to inform the House on what
principles, and in what manner the proceedings of the Com-
mittee over which he presided had been conducted, believing
that in an assembly so crowded as he then addressed, there
must be many—and he said it with all respect—there
must be a great proportion who were compara-
tively, if not w holly, ignorant of the details.—( Hear. )
They had sat for twenty-five days, and they had examined
upwards of a hundred witnesses. They had heard counsel at
great length, particularly the counsel for the parties who had
been unsuccessful, because they had opened the ease. The
Committee had been most unremitting in the attention, which
it had paid to the evidence, and at the close of the case they
had separated without any member of the Committee communi-
cating to another his opinion on the subject.—( Hear, hear.)
During the night which had intervened he had
thought it his duty to put upon paper all the points of
the evidence bearing either favourably or unfavourably on
either side. He believed that the other members of the
Committee had done the same. In addition to which, during
the whore course of the investigation every member of the
Committee had taken copious notes. They met on
the fallowing morning and read their papers to
each other, and after remaining in deliberation
two hours the Committee came to an unanimous decision in
favour of the Oxford, Worcester, and Wolverhampton line.—
( Cheers.) He was sorry to hear an Honourable Friend
of his, who had served on that Committee, say that he
differed from that Committee, because the Committee
were unanimous in coming to the decision that
the preamble of the Bill was proved. On that point there was
no difference of opinion. His Hon. Friend had differed from
other Members of the Committee in this respect : when the
time came for the consideration of the clause respecting the
gauge his Hon. Friend had proposed an amendment
to the effect that the line should be made upon the narrow
gauge. But that proposition did not touch the opinion
which the Committee expressed on the preamble.
The preamble was passed unanimously, because
the Committee was unanimously of opinion that
the proposes! line was the best one.—(Cheers. ) Neverthe-
less, he had no overweening confidence in the decision
of the Committee. He had felt from the first that great
responsibility rested upon that Committee, and he and his
colleagues had acted under a full sense of that responsi-
bility. It was with great reluctance that the Committee had
felt themselves bound to differ from the Board of Trade, and not
until after they had given great consideration to the subject.
But it should be remembered that the opinion of the Board of
Trade was only a preliminary opinion, and that
the Board of Trade had not had the advantages of
hearing the viva voce testimony of witnesses, of
hearing their cross-examination, or the opportunity of hearing
the speeches of counsel, all of which the Committee had en•
joyed.—( Cheers and laughter.) If any member of the Board
of Trade, or of her Majesty's Government, or any Gentle-
man of experience on either side of the House, would get
up and say that he was altogether unconnected with either of
these great companies, but that on public grounds he wished
the matter to be referred to the decision of a more competent
tribunal, he, for one, would not say anything against it.
He should always be happy to have his opinion revised. Let
them take ten as the number of this Committee, instead of five,
if they pleased. Let them form a competent tribunal, and he
should be willing to submit any decision of his to their revision.
With respect to the appointment of a Select Committee, he
had no objection. But he hoped the House would not take any
step that would set aside what had already been done for pri-
vate or personal interests. He trusted they would do nothing
from such considerations, not only for the sake of the Commit-
tee they had appointed, but the credit and honour of the House.
On the part of the great public, grivate, and pecuniary inte-
rests, he protested against it. The duties of the Committee
had been exceedingly onerous. They had listened with the
greatest patience and attention, for five weeks, to the evidence
adduced, and it was too bad that the decision they had come to
should be put aside by a personal phantasy, which
certain great companies, had raised, supported by personal and
interested friends.—( Hear.) If such a course was to be
pursued—if that House was to be made the scene of such in-
terested proceedings—if Hon. Members were to be induced
gof such rounds,qthoeestiosoosoner
to theassoothterransfterrirheodoal
to support measures, not on public, but on private
dehceistitoenr
the
the for the honour of the House and the
interests and prosperity
of the country.—( Loud cheers.)
Mr. LA 130UCHERE said he could not allow the question
opinion on t ,
he subject as it was
one of the greatest importance, involving as it did the cha-
racter of the house. He had h
sent contest called thecard the pre_ battle of the
believed the two great companies at i h gauges, and
.he
and: soliciting for the last three weeks,me.°
as to
been canvassing
respective forces for the settlement of the gzstrirha their
anxious that the gambling spirit of speculation which He
hid
developed itself, of which this was a manifestation, anda
which was beginning to pervade the public to such an
injurious extent, should be met at the doors of that
House ? There was but one way of successfully opposing
it, and that was, by adhering strictly to the rules which

' had been laid down for the management of the private
business of the Houle, and by taking great care how
they interfered with the decision of any Committee
they might appoint for the purposes of investigation,
This was not a question of broad and narrow gauges, as it was
stated to be by the Hon. Member for Stockport. The ques-
tion before the House was, whether they should stop the
further progress of the Bill ? And there was no
pretence for their doing so. They had heard from
the Right Hon. and Learned Member, the Chairman of the
Committee, that it was not a question of gauges but a
question of line.—(Cheers.) It was utterly impossible that
the House could form any opinion on the subject. They had
not the power of investigating the subject as the Committee
had, and they certainly ought to repose some confidence in
the Members who composed it. With regard to the argument
that the Committee had decided contrary to the report of the
Board of Trade, he did not see that they should pay a slavish
respect to those reports. He well knew that when he was
appointed a member upon a Railway Committee, that Com-
mittee had given the most marked attention to those reports,
but he did say, that when a Committee had investigated the
subject brought before them, and when they had considered
the report of the Board of Trade, surely it was no ground for
distrusting the decision of that Committee—a decision come
to after full consideration—that they were opposed to the
opinion of the Board of Trade.—( Hear.) On these grounds
it was his intention to support the further pr ogress of the Bill ;
but, after hearing the speech of the Right Hon. Chairman of
that Committee, he (Mr. Labouchere) was not prepared to
deny that some special circumstances connected with this Bill
required special consideration. He would also admit that they
had asserted a principle which he believed to be perfectly new
in railway legislation, namely, that the line was to be con-
structed on both principles—both the broad and the narrow
gauge. He could not himself give an opinion on the subject ;
but it was asserted by the Board of Trade that this course was
likely to be attended with public danger. But that was no
reason why they should stop this Bill, for this error it would
be an easy matter to remedy. They might introduce a claude
in the Bill on the third reading to oblige the Company to lay
down eit' er the broad or the narrow gauge. He hoped
that before the conclusion of the debate some Mem-
ber of the Government would inform the House whether
they were prepared themselves to look into this question, and
to make some report to the House on the subject, or whether
they would consider a Committee the preferable mode of mak-
ing the inquiry. He certainly thought that the question
should be fully investigated by the House and the Govern-
ment. He should be exceedingly sorry that the House should
insist on an alteration in the decision of the Committee. If
they should attempt to alter the decision of the Committee,
they would at once throw a slight on the whole of their pro •
ceedings, and by a declaration that their decision was other-
wise than impartial and judicious, in dealing with the large
pecuniary interests on which they had to adjudicate, be•
cause they were in opposition to the decisions of the Board of
Trade, they would be unsettling the confidence of the whole
country in the most important decisions. It would be be-
lieved that this could only be done by the aid of pecuniary in-
terests in that House. and through a system of canvass and
solicitation, and would only lead to a state of confusion, and
occasion injury to the whole community.
Mr. BERNAL was inclined to give all the respect which
was due to the decision both of the Board of Trade and the
Committee, but still he could not help saying that all the
speeches were on one side, and he felt in the situation of being
compelled to call upon the Right Hen. Boronet to state his
opinion. The Right Hon. Baronet was in possession of great
mental and physical power.—( A laugh.) He was serious ; for
it was well known that the Right Hon. Baronet possessed a
power which it was almost impossible to oppose; and he called
upon him not to give the weight of his influence against the Bill,
on account of its being opposed to the Report of the Board of
Trade. He must take it that the principle of this Committee
had been an impartial one, that it was a serious and intelligent
tribunal. Nothing could be said against the ability, attention,
and integrity of the five Members of which it had been
composed ; and when he heard of the mistake of one
of the Honourable Gentlemen who had spoken, he
was glad to learn that the decision at which the
Committee had arrived was the unanimous approval of the
preamble. But the question was not respecting the line on
which the Bill was opposed. The ground of opposition was
the difference between the broad and narrow gauge. It was
proposed to adopt the broad gauge from Oxford to Rugby, and
from Oxford to Worcester, and it was to be considered whether
the broad or the narrow gauge should be adopted on all sub-
sequent lines. He did not, therefore, see any sufficient neces-
sity for disturbing the decision of the Committee and opposing
the progress of the Bill. He believed that even yesterday in
the City there was the wildest speculation going on as to the
question of the broad and narrow gauge.—( Here the Hon.
Member became almost inaudible, amidst loud cries of
" Divide, divide.") He was understood to say that Mr.
Walker, the engineer, when examined, stated that though it
would be for his own interest to recommend the narrow gauge,
yet for the benefit of the public he would recommend that the
narrow gauge should be uprooted throughout the kingdom, and
one broad gauge adopted. There might be some doubt as to
the extent of the broad and narrow gauge, and when he heard
it asserted that the narrow gauge was uniformly adopted
throughout the Continent, he thought there was a doubt as
to the exact width. He believed that they would find it five
feet in some places, and six feet in others. The length of
junction was in favour of the arguments produced on the
London and Birmingham line. It had been already stated that
the Board of Trade had not an opportunity of considering how
to remedy the evils of transferring passengers on the narrow
arid broad gauge.—(Loud cries of " Divide, divide.")
He would call upon the House most earnestly, and more par-
ticularly on the Right Hon. Baronet opposite, to confirm the
decision of the Committee. The Committee had been ap-
pointed a properly constituted judicial authority, and he re-
quested the House to support them in the position they had
assumed as arbiters of the most beneficial mode of laying down
rails on railway lines.
Sir G. GREY said there were some particular circumstances
affecting this question which he thought made it a proper quest ion
to bring before the House, and he expressed a hope that the Go-
vernment would see fit to express their opinion on the subject
before any division was come to. When the question
came before the Committee on the Bill, there was a
peculiar circumstance which arose between them and the
Commissioners of the Board of Trade. One of the differences
between the Committee and the Board of Trade was a ques-
tion of competition. It had been stated that the London and
Birmingham line was an integral independent railway, and it
was asked that another competing independent line should
be established by means of the Great Western Company.
His opinion was in favour of it, but he really thought it would
he desirable to have some expression of the ideas of Govern-
ment. The Right Hen Gentleman had stated at length, the
circumstances connected with the whole proceedings of the
Committee, how it was proposed to lay down four lines of rail-
way without making a new railway. He would read a few
passages in support of that idea. The House was called upon
to forbid the construction of a line of railway which had been
adopted by the Committee contrary to the expressed report of
the Board of Trade, which could not be adopted without
occasioning great inconvenience both to passengers and traffic.
They stated that laying down a double line of railway would in
many cases be disadvantageous. The difficulty of maintaining
the permanent way with a double set of rails would be very
great ; the difficulty was so great as to prevent experiments
be:ng tried to any extent. He ( Sir George Grey) thought
that the House was not justified in stopping the progress of this
Bill, even though the Board of Trade, after the evidence which I
had been adduced before the Committee, should be still of the
same opinion as that which appeared in their report. Ile
thought it would he well for the Government to appoint a com-
mission to inquire into this subject ; but he did not think that
the House would be justified in postponing this Bill.
Sir G. CLERK said that after the appeal which had been
made to him by the Right Hon. Gentleman it was impossible
for him to allow that debate to close without saying a few words
on the subject. He perfectly concurred with the Right Hon.
Gentleman as to the importance of supporting Committees of
that House. He believed that no tribunals had bestowed
greater attention in the discharge of most arduous duties
than had the Railway Committees of that House.
This was a question of very great importance. They were
not called upon now to decide, for the first time, as to which
was the best width of gauge. That question had already been
decided. He was of opinion that the laying down of another
kind of gauge would not be of that advantage which was be-
lieved, and that the loss would more than counterbalance

the gain. Yet, the Committee in passing the preamble
of the Bill, gave a decision in favour of a particular
company, and practically decided the question. The
London and Birmingham railway ran through one
of the most important districts in the kingdom, and was of
considerable length. Great traffic might be expected on any
branch lines connecting the contiguous districts, which
abounded in minerals, with the main line, so that the question
was one of great importance to that line. It was on that
ground that the Board of Trade, looking at the traffic which
might be expected on that railway—that three-fourths of the
traffic would come from the north, and either terminate
at Bristol, or before it reached it, and that a very small pro-
portion would come from the south, arrived at their decision.
With regard to the transfer of the goods from one line to an-
other being of great inconvenience, he did not think that ob-
jection had been sustained. But he was ready to admit that
the change from one line to the other should take place at a
place where it would be attended with the least possible de-
lay.—( Hear, hear.) However, all the traffic of which the
Hon. Member had spoken as passing south of Birmingham,
about nine-tenths of it terminated at Bristol—(Hear, hear)—
and no inconvenience whatever could, therefore, be felt from
the fact of a change of the gauges there, for there was very
little through traffic there.—( Hear, hear.) It had been said
that this subject had not been before the Board of Trade.
Now, he begged to assure the House that no subject had come
before the Board of Trade which had occupied so much of their
time and attention as this very question.—( Hear, hear.)
The difficulty of mechanical contrivance might be got rid of
by adopting the report of the Committee, but the waste of
time and expense never could. The Board of Trade thought
the transhipment of goods, as it was called, was attended with
great expense and labour—the proposition of a double line of
rails emanated voluntarily from the Committee. The opinion
of the Board of Trade was, that danger and inconvenience
would result from the proposed combination—that opinion re-
mained unchanged, particularly as regarded the line of com-
munication between Woburn and Worcester. It was perfectly
impossible that trains passing along at various rates of speed,
some on a narrow and some on a wide gauge, could long con-
tinue to run without some fatal accident occurring. The Com-
mittee did not expressly recommend either system. Notwith-
standing the disposition of the House, he must say its natural
disposition, he still thought the decision of the Board of
Trade the right one, and he should support it. If the House
confirmed the opinion of the Committee they would be es-
tablishing the principle that the broad gauge ought to be ex-
tended throughout the country.
Sir THOMAS WILDE had no personal interest in the
question, except so far as it related to his constituents.
He must confess that it was an unfair thing that these matters
should he referred to the Board of Trade, where the investiga-
tions were carried out in private—(Cheers)—particularly
when they had no means of knowing the source whence the in-
formation was obtained upon which the Board acted. When

a report came out they found quotations in them apparently
from impartial persons, but when they got into Committee
they turned out to be extracts from private letters of inte-
re,ted persons, and yet they were put forth under the autho-
rity of the Board of Trade' and afterwards supported in that
House by Members of the Government. He must say that
the parties had just grounds for complaint. Wheu he attended
as one of a deputation at the Board of Trade, from
Worcester, he was told by a gentleman of the name of
Laing, who came out of the room, that the whole
question had been fully investigated on both sides.
He inferred, therefore, that a careful consideration had been

given to the case of both parties, and he now asked the Hon.
Gentleman if he could produce the evidence which had induced
the Board of Trade to come to such a decision. The Board of
Trade had stated certain opinions as to the difficulty of trans-
ferring from the one gauge to the other ; but the Committee
thought there would be no such difficulty. The Great Western
had never received any communication on the subject. The
Board of Trade had alluded to the great difficulties that would
arise from the transfer. When a witness was called and was
asked if he wrote to the Board, he said that he had written a
private letter in reply to a private communication which he re-
ceived from the Board of Trade. He then asked the Right
Hon. Gentleman if the other side had had any similar infor-
mation ?—( Hear, hear.) He also asked him if he could pro-
duce the evidence of those who said that the ehange could
be effected with the greatest facility. It was proposed to be done
in two ways, either by lifting up the waggons, or by putting them
on a truck, and they gave the number of minutes in which it
could be done, and the expense that would be incurred. When