The Sun.
London, England, 1847-05-06 00:00:00

GROUP XLIX.

CALEDONIAN AND GLASGOW, PAISLEY
AND GN,ZENOCIE AMALGATION.

(Continued from our Afternoon Edition of yesterday.)

Mr. Hunter, a magistrate, of Greenock, gave evidence
that the supply of coal at present was limited on account of
the want of direct access with the Lanarkshire mineral fields,
and that it was dear as compared with the price at Glasgow.
He considered the united management and the continuous
line would give them much' larger and cheaper supplies, and
enable them to increase their exportation. At the present
time the trucks had to be changed at Glasgow, and tran-
shipments made. The Lanarkshire coal, which at present
cost 13s. 6d. at Greenock, would, he thought, by the amalga-
mated line, be sold for Bs. 6d. per ton.
Mr. James Ferguson examined—Said he knew all the lines
in connexion with Glasgow very well. He knew also the
coals of the Ayrshire and Lanarkshire, and he gave the de-
cided preference to the latter over the former. At present
many of the ships at Greenock were obliged to take out
rubble and stones, on account of the difficulty of getting coals
cheap enough. This would, in a greater measure, be obviated
if the companies as proposed were united in management.
Mr. Baird, a coal-merchant, of Greenock, gave evidence
as to the increased advantages Greenock would receive from
direct railway communication with the Monkland and Ha-
milton coal-fields. At present the supply of coal was limited,
and came mainly by the river and canal from the Monkland
coal-fields.
Mr. Ker, the manager of the goods traffic on the Greenock
line, deposed as to the present traffic, and the great benefits
the amalgamation would confer. The company at present
ran five goods' trains each way daily, taking on an average
32i tons each train. Their engines could take about
three times as much if necessary. The benefits of the undi-
vided management would be to keep up a better staff and
plant, and enable them to give better accommodation to the
public. Hitherto the dividends had been but two per cent.,
but the Caledonian hid guaranteed four per cent., with sub-
13:'quent advantages.
Cross-examined—The Ayrshire Company did not carry
minerals at present to Greenock, as they objected to the rate,
which was 2s. a ton from Paisley to Greenock. Mr. Dixon,
for the whole distance, was charged ls. 9%d. a - ton. This
was because Mr. Dixon used his own trucks and servants,
and the company had nothing to do but to find haulage for
the traffic.

Captain Huish, general manager of the London and North
'Western Line, said he had formerly been secretary of the
Greenock Co npany for four years. It was impossible to work a
short line so profitably as a long one. He knew a good deal
of the benefit of amalgamations of this kind. One of the most
remarkable was the Grand Junction with the North Union.
Before the amalgamation the traffic between the two lines
was very small and the rates high, but since the union the
traffic had vastly increased, while the public were benefited
by the reduction of prices. He considered that both the
passenger an►d the goods traffic would receive great benefits
by the amalgamation.
Mr. Errington, civil engineer, was examined in support of
the previous witnesses. He considered the shareholders
would never get back their capital or interest on it without
a union of this kind. At present the Caledonian had no
port for their 160 miles of railway, while the Ayrshire Com-
pany had access to six or seven ports. He corroborated the
evidence of the previous witnesses as to the cheaper working
of the line under a joint management. He thought 7,000/.
would be saved by the joint management.
The witness was cross-examined at some length, with the
object of showing that with the leases and amalgamations in
progress by the Caledonian, the latter would have port ac-
commodation not only at Glasgow and Greenock, but through-
out Ayrshire.
The Committee then adjourned till to-morrow at twelve
o'clock.

GROUP LI.
CALEDONIAN AND BRANCHES.

(Continued from our Afternoon Edition of yesterday.)

Mr. Locke, C.E., examined by Mr. CocKnuaw—He had
originally planned the Caledonian line. The witness pointed
out its course to the Committee. It was always contem-
plated that Dumfries should form a feature in this system of
railway communication, and he knew of no instance in the
history of railways where one series of lines had so injured
and encroached upon another as the Dumfries had
upon the Caledonian. The Caledonian had been eventu-
ally laid out on the recommendation of the Railway Com-
missioners, and on the absence of any opposition immediate
or contemplated; and, therefore, a considerable portion '
traversed a district, which could not, under any circum-
stances, pay a company. Such a district was that from
Moffat to Carnwath. He considered that this country was
overlaid with railways.
By Mr. TOLLEMACHE—It did not follow that trade
would be increased in the same proportion with railway com-
petition and accommodation. It was necessary that a limit
should be placed, because a trade which might remunerate an
expenditure of 16,0001. per mile, would never repay the ex-
penditure of a million per mile. The Birmingham and Derby
was an instance of this, which, having vainly tried to exist,
was at last obliged to incorporate itself with the Midland.
By Mr. COCKEURN—If the North British scheme were
sanctioned, they would have a double means of competition,
by Berwick on the east coast, and again by Hawick to
Edinburgh. If the Caledonian were to live at all, it must
depend in a great measure upon its through traffic.
By Captain PLUMRIDGE—He had in his scheme of 1839,
never contemplated the branch from Springfield to
Brompton.
Lord Joim MANNERS—Did you ever propose this scheme
until the Dumfries Company had first determined to supply it?
Mr. Locke—That branch was never contemplated until
this year.
Sir THOMAS Pumurs—l hope that answer may not be
considered conclusive as to your Lordship's question.
Lord JOHN MANNERS—Oh, it satisfies me.
By Mr. COCKBURN—It would be important, as a matter of
protectionoralmny haogualidnsetontshteriuretcorhepeStitroarsm,pttohnatbrtanhechto Caledonian
Company accom-
modate their southern traffic.

Cross-examined by Sir TuomAs Pitimaps--The Caledo•
nian, when before Parliament for their Act, calculated upon
an estimated traffic which would yield the proprietors 8 per
cent. That was before any of the north or west branches
were thrown out. He did not know that in this estimate the
traffic from Dumfries and Ayr was taken at something less
than 1,0001.
By Mr. TOLLEMACHE—So long as the 24 miles of differ-
ence between the Dumfries and Caledonian existed, it might
be considered a sufficient protection to the latter company,
but they could not say that that difference might not be
lessened by the Dumfries Company in the next session of
Parliament.
By Mr. Burr—lf the lease of the Annan branch were
granted to the Caledonian, he thought it would benefit the
public, and end these disputes.
This closed the case for the Caledonian Railway, with the
exception of the Dalmakedder branch, which it was agreed
should be afterwards considered.