The Sun.
London, England, 1845-06-10 00:00:00

59,506 tons, whereas it was only 25,600 tons. It was said upon
the other side that the traffic between Bolton and Wigan was in
minerals, &c., 268,450 on the Bolton and Leigh Railway_that
statement had no existence in fact;
,the goods did not pass to and
from those towns.

Cross-examined by Mr. WILKINS —The foot passage traffic was
between Wigan and Bolton. Bolton contained 90,000, and Wigan
60,000 inhabitants. Mr. Hargrave's lease in canal and railway
would end with the present year.

Mr. Henry Abraham, stop gate-keeper on the Leda and Liver-
pool Canal—The annual traffic was 424,761 tons.
The witness was not cross examined.
Mr. Walmsley Stanley, engineer to the Lewis and Liverpool
Canal Company—Fourteen miles of this canal ran through a coal-
field, exclusive of 6 miles near Leigh. They had 11 curves for
coal wharfs in Liverpool. It was essential there should be a corn.
munication of this kind for coal traffic.

At the termination of this witness's evidence the Committee ad-
journed to the following day.

GROUP L.

PORTS'WOITTLI LITMOSPEEIZIC LINE.
(Continued from our Afternoon Edition of yesterday.)
Mr. Pope, the eminent coal merchant, stated that he had been
the first person to send coals by the South. Western Railway. For
the carriage of coal the charges were—for unloading Bd. a
ton; lighterage, 9d. to 10d.; unloading and warehousing, 7d. ;
and meterage, 3d. ; one-half of the meterage the captain
paid; so that the cost of getting coals to the South •West.
ern Railway is 2s. 41d. a ton. On the Brighton Rail.
way the united charges were 2s. 11111. a ton ; but he
was making a dock and wharf at Deptford-creek, which he was
under a bond to the Greenwich Railway Company to make a public
wharf; and from that wharf, which was between Greenwich Hos.
pital and Deptford Dockyard, he could unload the ships at a half.
penny a ton, and get coals on to the Greenwich Railway for 4d.
Had an agreement with the Greenwich Railway Company to carry
for another 4d. ; the wharfage would be 2d. ; and meterage, as usual,
I d. a ton, so that he could supply coals at Dorking for the same price
as lie could send them to Charing.cross. He had had a ship of 280
tons unloaded in the dock, and there would be every facility for the
transit of goods, not only along the proposed atmospheric line, but
also with the North Kent to Chatham. He also sent a great
quantity of shoddy, a peculiar kird of manure applied to the hop
grounds about Dorking, and there was a good deal of lime which
came up from that part of the country.
To the cross examination of Mr. COCKBURN, Mr. Pope stated
that he had cempleted his own side of the dock since he gave his
evidence on the Epsom line last year, at a cost of about 2,000!.,
but the other aide was as yet incomplete in consequence of the
transactions between the Greenwich Railway Company and the
South-Eastern Company. One side of the dock was his own
freehold, but the other side had been leased of the Greenwich Rail.
way Company for 99 years, and they were under an agreement to
complete that side of the dock within two years from last Decem-
ber. The cost to them would be from 3001. to 5001,. and, of
course, the South. Eastern Company would be glad to complete their
side of the dock, because it would bring a gond deal of tonnage to
their line. In his opinion, the means which he adopted for
the tranference of the coals from the ships to the railway wag.
gone was much more economical.
Mr. Barclay, M.P. for Sunderland, residing at Eastwich Park, near
Leatherhead, stated that the whole of the country in his neigh-
bourhood was very much in want of railway communi.
cation. The nearest station was at Esher on the South-
Western line, and the time occupied in getting to the
City was about two hours and twenty minutes, and
the mode of conveyance was expensive. The whole of the
country was thickly studded with the villas of gentlemen connected
with commercial affairs, and who very frequently came to London.
His own place was 2 miles from Leatherhead, on the Guildford
road, and about 6 miles from Epsom. On the whole the London.
bridge terminus was by far the most convenient, and there was no
other railway which offered any facilities for conveyance.
Mr. Joseph Cubitt, engineer, stated that he was the acting
engineer in laying out the proposed line, in which he had enjoyed
the benefit of his father's assistance. The line began at the ter-
mination of the Epsom line, which was 18 miles 5 furlongs from
Dorking, thence by Leatherhead, and a tunnel at Norbury Park, 450
yards long, to Wootley-ridge, which they passed by a tunnel 660 yards
long, thence to the ridge on which Haslemere stands, which they
passed by a tunnel of 1,733 yards long, at a distance of thirty miles ;
thence to Lippock, four miles; thence to Petersfield, eight miles;
and rising to the South-down Hills, which they passed by a tunnel
1,254 yards long; thence by Ids worth and Rowland's Castle,
through a short tunnel of 140 yards in length, to Havant, eleven
miles; and thence by Bedhampton to Portsmouth, seven
miles, making the total length of line sixty miles
three chains, and the whole distance from London
nearly seventy-nine miles. The heaviest cutting would
be forty feet deep, and would require 327,000 yards of
earthwork, and the greatest embankment would require 22,000
yards of earthwork, and would be about twenty-eight feet high
—about fifteen miles from Epsom. The deepest gradient was lin
80, and the gradients gradually decreased 1 in 475. The horizontal
was seven miles long, and the rest of the railway was
laid out in the gradients, the steepest being about four miles long.
The Chichester Branch was about 31 miles long, and the rest was
easy in gradients. There were no curves of less than half a mile
radius. The works were certainly heavy, but easy of execution.
The total estimate was 1,407,165/., including land. That was on
the principle of a single atmospheric line, trit the land taken
was sufficient for a double line. The estimate included the
pipe and the electric telegraph, but not the working plant nor any
compensation for the patent right, the last being included in the
working cost. The railway might be opened in two yoars from its
commencement. The estimate covered the Chichester branch, and
in the whole comprised a distance of 69 miles. The proposed line
certainly went through a country far more deficient in the means
of conveyance than that through which the Chichester and Guild-
ford line passed. He had laid out a branch to Guildford,
and had surveyed another to Reigate, the plans of the
latter of which had been deposited, but both were abandoned
at a late period.
To the cross-examination of Mr. COCKBURN, Mr. Cubitt stated
that the first and principal cutting was in clay, and was proposed
to be 3tol in slope, and was to be 24 feet deep at bottom. There
were 34 other cuttings passing through chalk sand and clay,
varying from 1 to 1 in slope to 1 in 3, and from 30 to
50 feet in depth, and being from half a furlong to la
miles from each other. The total quantity of earth-
work would be 4,233,779 yards and of embankment 2,402,958
yards, effected at a charge of from 9d. to Is. 3d. a yard. The
charge for tunnelling at Norbury would be 30/. a yard, at Woot-
ley 45/., at Haslemere 45/., and at Buriton, 301. a yard. The
total cost of the tunnelling would be 163,1851., and for the earth.
work 200,2451. The bridges and culverts would cost just the same
amount, 200,245/. The permanent way would be made at a c:,•st
of 2,600/. a mile, being for ballast 660!., sleepers 440/., chairs
93/. 175., intermediate chairs 2811. 158., rails at 501bs
per yard, 291/., and the laying 176/., making a total
cost of 166,4001. for the main line, and !the branch,
23,400/. The vacuum tube and the electric telegraph would cost
4,5001. a mile, making a total cost in thatdepartrnent of 270,0001
The vacuum tube on the main fine was to be 18-inch,
and would require 320 tons a mile; that on 'the branch line
would be 15-inch, and would require 264 tons of metal per mile
The cost of the electric telegraph wodtd be 12,0001 , and
the cost of laying that and the vacuum tube would be
240/. a mile. The cost on the branch line to
Chichester would be, for fencing, 2,800/. a mile; earth-
work, 9,321/. ; for bridges, 27,750/. ; permanent way, 23,400/. ,
for vacuum tubes, 37,628/. ; for the electric tube, 1,750/. ; land,
14,602/. ; and for contingencies and stations, 9,987/. a mile; mak.
ing a total for the branch line of 127,2351., and for the main line,
1,279,9301. The number of stations on the main line was pro-
posed to be thirteen, erected at a cost of 61,000/., and there would
be two stations on the branch line. The stationary engines were
now strict'y within his department, but he believed that they were
to be at a distance of three miles from each other, and were to be
double engines of, together, 130 horse power.

. -
Mr. GINNING appeared for Lord Grantley, who has an estate
near Wonersh, and endeavoured to elicit from Mr. Cubitt that the
direction of the line had been needlessly altered. It appeared that
the nearest point of the railway would be within 150 yards of
Lord Grantley's house where there would be an embankment about
27 feet high, but the viilage of Wonersh lay between the two.
There was, however, a portion of the line not more than 300
yards from the house, where there was no building to intercept the
sight of the railway. The radius of curve at the park was about
three-quarters of a mile.

To the cross-examination of Mr. M. SMITH, Mr. Cubitt stated
that there would be seven roads crossed at a level, and he proposed
to cross the line by small balance bridges, which were to remain
up generally, and which would be lowered over the tube whenever
a carriage wanted to pass over, and a man would be placed at
those points to lower and raise the bridges.
To the cress-examination of Mr. WADDINGTON, Mr. Cubitt
stated that the branch line would leave the main line at Havant,
and he proposed to use the station of the Brighton and Chichester
line at Chichester.

To the cross-examination of Mr. RewuNsoN, the witness
stated that the main rooms looked away from the line down
the opposite valley, and that there was a wall twelve feet
high at the back of the premises, and the whole
of the village between the house and the railway. It was intended
to pass the canal by a viaduct screened from the house, except the
upper windows, by a wood. The line would run about 200 yards
from Gosden House, the seat of Mr. Sparks, but it went altogether
through farming ground, and he did not think that any ornamental
property whatever would be disturbed. They had contracted for
the atmospheric tube at Si. 15s. a ton, while that on the Epsom
and Croydon line was to be 71. 15s. a ton. The rails on this line
were to be W. 10s. per ton.
_ _

To the inquiries of Mr. M. MILNER, the witness stated that the
great features of the line had been adopted from the beginning, and
he had adopted this line, because from Godalming it was the
shortest, and enabled him to join the atmospheric line at Epsom ;
and he did not think that the advantage of the better gradients, on
the other line, was worth consideration.

To the inquiries of Lord CLIVE, the witness stated that there
would be nineteen engine stations between London and Portsmouth,
and there would be five or six crossing places on the line. There
would be a means of communicating, by the electric telegraph,
between station and station.

To Mr. OSWALD—The witness said that the heaviest portion of
the line was between Godalming And Dorking; and the steepest
gradient, lin 80, was on the way to Havant. There were many
gradients steeper than this, there being one on the incline plane of
the Birmingham line of lin 37. The tunnels were 14 feet clear
way, and 16 feet high, clear. The brickwork was to be 18 inches
in the chalk, and 2 feet 6 inches in the sand and clay. He could
not speak as to the opportunity of continuing the traffic, if the
tunnels were to be enlarged for a double line, nor could
estimate the expenses, but the proportion might be half as
much again.
The Committee here adjourned till twelve o'clock to-morrow.