The Sun.
London, England, 1847-05-04 00:00:00

GROUP XL VIII.

This Committee met to day at twelve o'clock ; Lord
Courtepay in the chair.

"'LL-I:iITDBONIAN, GLASGOW, GARNIEIRIE, and
CO
MGM (11AANCLI To GLASGOW
STATION).
On the assembling of the parties, a question was rai,ed
about the promoters being allowed to call further evidence
to rebut the statements of Messrs. Adie and Miller yes-
terday.
Mr. ANDaicws objected, and the room was cleared.
On our readmission,

The CHAIRMAN said, the Committee would be prepared
to hear any further evidence in support of that already ad-
duced by the promoters, but they could not allow any new
evidence to be given.
Mr. HOPE, on behalf of the promoters, intimated that,
under those circumstances, they would leave the Bill in the
hands of the Committee, as they did not thitic they could
offer better evidence on the works referred to than what had
been already advanced.
Mr. ANDIMVS then replied at some length, going over the
evidence in detail, and contending that the promoters had
not wade out their cam

GROUP L.
The Comna'ttce m tat twelve; Mr. Bankes in the
GLASGOW, BARRECEAD, AND NZIELSTOS
BRANCH.
Mr. Henderson's cross-examination was proceeded With
this morning, in reference to the supply- of coals to Paisley.
The CHAIRmAN suggested that the Greenock and the BOW,
head schemes ought, in consideration of their own interess
not to risk the rebult of a contest between schemes so identi-
cal, when there was a third opponent.
Mr. Sergeant Mumnar acquiesced in the suggestion, and
begged the Committee would adjourn till Thursday, or pro"
ceed.witli other Bills.
The CHAIRMAN refused to accede to a further adjournment
thanThefor one hour.
room was then closed till two o'clock, in hopes that a
mutual amalgamation of the two schemes might be brought
about.

GROUP LI.
CALEDONIAN R o ILWAY AND 88.A.NC100.
The Committee—consisting of Sir John Yards Bul;
(chairman), Lord J. Manners, Captain Plumridge, Mr. To
lemache, and Mr. Newdegate--met this morning atwelve
v
o'clock, and proceeded to hear evidence.
Mr. Errington, C.E., knew the maps of the Commissioners
ordered to be printed in 1841. The witness proceeded to e%"
plain the lines as originally laid down, and the alterationa
which had been made at the suggestionof the RoyalComraiso;I
D *loners. Ile also explained to the Committee the position
the several lines on the map of the Commissioners, dated 1f34,
The blue line on that map from Edinburgh to Ilawick (the;
North British) was not continued to Carlisle. The Board 0_
Trade map of 1846 was put in. In 1846 the Caledonian lin°
ran a branch up to Langholm, which was thrown out. _
By Mr. NEWDIGATE—It was thrown out in the Commo to
ns
The Caledonian then came forward with two branches
Dumfries, one through Annan, and the other substantiaq
the same with the Dalmakedder branch of this year. TPer
were also thrown out. If the Caledonian were thrown oout'and the schemes of the Dumfries as proposed this seslioril
sanctioned, they would have a thorough line to Cti
which would compete with the Caledonian, being only i
miles longer. A portion, however, of the Dumfries sche:
were thrown out on the standing orders. He bad "do-
mined the country, and laid out the branches of the Cale
nian Railway, from Langholm to Canobie, thence to Long'
ton, and so on to Brampton.
The Committee objected to going into this evidence, which
had been given s fully befoe, bt to
Mr. Erringtono explained thatu it would be necessary. h
wit
do so, in order to show the advantages as comps emes
red
the North British, which had not yet brought their sch
forward.
Examination continued—Commencing with the Branle.../1
branch of the Nithsdale, it was some furlongs
the Caledonian—that was measuring from the Peiatsoo
which a new railway would require to be constructed.
did not mean to say that the Caledonian was much better au
coup'
vantaged in gradients, as both lines followed the setae
sate
for the
try but it was elle bge y the engineering eof five
Dumfries Company that there was only a ditrerenc
feet at the juncture, whereas he found that this shou:d be
increased to twenty feet. The table of distances he h
the timwat
held
his hand would g ive the Committee all the distances of the °P-
posing branches, and would show that the Caledonian could eon!
struct these branches at a lesser cost of 150,000/, beside!_Bl
lesser annual cost of working. The substance of the paper w:71;
that the comparative length as betweeen the three COloPaal
to complete the system of communication would be
The Caledonian, with branches 2
4
North British Company 29 6
The Glasgow, Dumfries, and
Carlisle grand total ...
Miles. 36 Furlong& lain&
6
as compared with 36 miles 2 furlongs and 5 chains these ,":;(i
ledonian. He had again examined the system nt
down by the Caledonian, and he was more convinced Ile
there were great advantages in concentrating the traehi.,
upon Langholm. 150,0001. of first capital would be saved njf
twhoerskeinlginseisx,
miles,which , with interest and annual eaPease:;e
would average probably an annual sai7.
of 10,000/. The gradients from Langholm to Canobie 0,
bited considerable advantages to the Caledonian on..si;
score of gradients ; the Dumfries company seemed to
_awn
given themselves unnecessary trouble to surmount a
elevation above the river Esk. A mineral traffic surmount
nobie to Carlisle would require to enounter on the Dunne_
Company's line a gradient of 1 in 100, while on the Caleuthe
nian the only opposing gradient was lin 330. Ile wase„ked
engineer of the Lancaster and Carlisle, and be was -that
to open out the fields of coal in the districts traversed by ~,
line, and it was with this view that he had thrown o:titi;
branch to Canobie. The Caledonian Company and eh
th
caster and Carlisle had a joint station at Carlisle, 3 sn.
might be worked very harmoniously, and with greed aulhot
tage as respected the Canobie coal. He did not knevirele.
far the North British intended to build stations at Cdi jail
as their intentions had not been made public. Ile 'feed.
out the branch from Gretna to Brampton, and he„ba.%,,, at
ficed a little in the gradients in order to obtain - a Din
Brampton. His steepest gradient was 1 in 63, Win
r ether
Miller's was lin 75. Mr. Miller's curves e
thought,
sharper near the point of junction, and this,
would equalise the speed. _
her