The Sun.
London, England, 1846-04-03 00:00:00

RAILWAY COMMITTEES.

(YESTERDAY.)

OF
CO MMONS.
GROUP VIII.
NO? BRITISH (HAIWICIC BRANCH).
(i.ldinatinned from our Afternoon Edition of yesterday.)
Sir. =sr, the engineer, accordingly stated that there had been
very considerable difficulty about the station to be formed in the
neighbourhood of Kelso, and that it had been eventually decided to
form one within half a mile of the town, and it was further in-
tended, if possible, to extent the branch into the centre of Kelso in
little more than twelve months hence. If the Berwick and Kelso
Railway Company had agreed with this Company to construct a
bridge over the Tweed, the station of the Kelso branch would have
been made in the first instance at Kelso ; he had, however,
no doubt that negotiations would be shortly entered into between the
two Companies to effect the desired object. This Company included
in their schedule quite sufficient land to make a more convenient sta-
tion than they intended to make at present.
All the clauses being passed,
Mr. PATON, on behalf of the trustees of the road uniting the village
of St. Boswell with Kelso, submitted a clause which entitled them to
compeusation. The liabilities which they lay under at present in
respect of the making of that road was 2,9501., upon which interest
Was due to parties who had advanced them the money. The clause
which he submitted would leave the settlement of the amount of

cOmpensatiou to the arbitration of the sheriff of the county.
In support of the trustees' claim Mr. PATON called
Mr. Robert Currie, who deposed that he was well acquainted

. .
with the west branch of the Kelso Union turnpike-road. The
annual average income on that road was 3221., the annual expen-
titure being 3061. Ss. 10d., which included interest on the total debt,

2,950 d. The road was parallel with the Kelso branch of this Com-
pany, and it would, no doubt, be rendered almost useless to the

trustees.

Cross-examined by Mr. Sergeant BELLAsts—Was not aware that
the trustees were personally r, sponsible tbr more than 4007.
Mr. Sergeant BELLASIS then objected to the clause and contended
that as there was no personal responsibility involved in the case, the
trustees were not entitled to compensation. The matter would, no
doubt, be settled by a compromise, but the truetees at any rate had
no right to, compel the Company to give them any amount by way of

compensation.
Mr. PATON replied—The trustees had come forward to make the
road in question for the benefit of their countrymen, not merely for
the purpose of speculating ; and he hoped that the Committee would
make a distinction between the case of his clients and of those whe

were mere speculators in such matters.
The Committee negatived the clause.
Two other clauses, which were submitted by the same Learned
Gentleman for the purpost of compelling the Company to compensate
the same trustees in rePpect of their north and south roads, were

also negatived.
The Bill was tb.'en passed.
The Committee then proceeded with the
EDINBURGH AND PEEBLES.

Mr. HOPE opened the case on behalf of the promoters, and in doing
se stated that in the district of Peebles there was water power of up-
wards of 3,000 horse power, which gave employment to 500 people,
and that the construction of a railway there would of
course develope the traffic very considerably. At present
the district through which this line would pass was almost exclu-
sively agricultural, and the farmers were in a great measure
deprived of lime, coals, &c. The present price of coals there was
between 17s. 6d. and 1/. per ton, but if this line were formed the
price would be reduced to 6s. per ton. The same remark would
apply to lime. The farmers would aise have better opportunities of
Importing artificial manures from Leith. There was also a considerable
quantity of freestone in that district, and if this railway were con-

itructed the result no doubt wonld be the erection of several villas, as
the country was 'very picturesque. The line would also afford ac-
commodation to the paper manufacturers of Esk. The quantity of
paper manufactured there annually amounted to 350,0001., the duty
alone being 50,000/. The Company also proposed throwing off branches
to Rosslyn and Ross wade, where the traffic was considerable. There
would also be a branch to Gilmourton Greenlaw and the neighbour-
hood, where there were extensive coal mines. If this line were per-
mitted to be made, some 100,000 people would have the benefit of
'railway accommodation. This line weuld join the Edinburgh
and Hawick, which would give the most 'valuable access
to Edinburgh which could possibly be devised. They would
also, by that junction, have an excellent commanication with Glas-
gow and the East Coast Railways, as well as the Aberdeen, &c. This
brought hint to speak of the Hawick line. The Hawick Company
were quite willing to enter into an amalgamation with this Company,
*which, if it were permitted by the Legislature, would be
most advantageous to the public and the two Companies.

It would be found, from the evidence of the engineer, that the
'proposed line was the very best that could he formed for the purpose
of connecting Peebles and the district with Edinburgh, and although
the gradients were difficult, they were such as were sanctioned by
the Legislature in the case of the Hawick line last year. The esti-
mated cost was 317.0001.
Mr. Parr, the constructor of the traffic tables, estimated the gross '
revenue of the line at 22,4601., which, after deducting one-third for
working expenses, would give 4% per cent, on the estimated cost of
317,0001.
Mr. David Stephenson, engineer on theline, described its character.
Its length was 21 miles. The steepest gradient lin 40, and the nar-
rowest curve was a quarter of a mile.
Captain Moorson considered the line to be well laid out. It was
impossible to avoid the decline proposed by the promoters. The
deepest. gradleat, one in forty-five, could be conveniently used with
locomotive engines, such as were used on the Manchester and
Leeds, and several other lines. Six-wheeled engines were at this
moment traversing similar curves to that on the proposed
line at 40 miles per hour. He believed that it would be found that
no more accidents occurred on curved than on straight lines, although
the theory was the reverse. The engines could be worked better On
this than on the Manchester and Leeds line. There would be eight
trains daily, four each way.
To Mr. ENTWISLE —This line would he a remunerating adjunct to
the North British Company, but he could not say that it would be
very valuable to them.
'Jr. HOPS said that he was prepared to submit further engineering
evidence, if necessary.
The Committee decided that they had heard sufficient evidence of
that description.
Mr. William Semerrnle, jun., paper manufacturer in the neigh-
bourhood of Esk., then deposed that there were several paper
and other manufactories in that district, the annual value of
the paper manufacture being 572,0001. Me believed that about
one-twelfth of the white paper used in Great Britain was manufac-
tured in that district. The manufacture had to be carted to Edin-
burgb, &c. If the projected line were formed, and the Company
united with the Hawich and other companies, there would be a direct
communication with Edinburgh.
By the CRAISMAN—Was not a shareholder in this Company, nor
did he know the value of tbo shares, but he believed that the project
was a fair one. Messtis. Chambers and other paper manufacturers
were the principal shareholders. The shares had sot been allotted
to the North British Company.
The Secretarystated that, of the shareholders, there was a vast
number who were locally interested in the: line, but he could not
state the precise portion. He had no means of knowing bow often
the shares had changed hands. There had been no meeting for the
purpose of giving the shareholders an opportunity of expressing their
opinion of the project.
Mr. Cowan stated that he and several other paper manufacturers
In the district of Esk had projected the line for the purpose of ob-
taining a better communication with Edinburgh, &c. The share-
liolders' respectability was beyond all question. It was not a specu-
lative project.
To the CHAIEMAN —I am not a director of the Company. I con-
Sider it a most desirable undertaking. If the line is not sanc-
trk..„,el2. Yams
district where the means of communication with the principal
towns of Scotland and England are better. I have increased the
number of my shares lately, but I am not prepared to say that I
have done so merely because of the guarantee offered by the North
British Company. The Kent paper manufacturers, who till lately
had not the same advantages as those of Esk, can now, in conse-
quence of the railway accommodation furnished to that district, sue-
essandly compete with us.
Mr. Wm. Stuart corroborated the above evidence, and also stated
that the district of Peebles was sadly deficient in coals and lime,
which were of the greatest consequence to the farmers of Peebles.
To Mr. ENTWISLE —I firmly believe that this is a fair commercial
scheme, projected by commercial men. I believe that the landed
proprietors in the district are decidedly in favour of the line.
Sir Graham Montgomery gave similar evidence, Was now, and
had been since the commencement, a shareholder in this project.
This ended the evidence.
The room was then cleared. On our re-admission,
The CHAIRMAN said, the Committee have passed the preamble of
the Bill, and will proceed with the clauses to-morrow at twelve.
The Committee then adjourned.

GROUP IX.
WEST OT SCOTLAND JUNCTION.

(Continued from our Afternoon Edition et yesterday.)

Mr. Hawkshaw, civil engineer, deposed briefly to the advantages
of the proposed junction. It was important to concentrate traffic as
much as possible at central points. He thought it a good and
effectual scheme. Any line on the south side, and only touching the
city, would not do away with the necessity for a conziexion through
Glasgow.
Cross-examined by Mr. FOitsrrg—lf the nnnession with Edin-
burgh proposed from the south side was al: mile shorter it would be
a mile better. He did not attach uvlo importance to the gradients
of the Wilsontown and Coltness !;Ile. They could be easily worked.
Mr. AVG&lie, valuer and builder in Glasgow, deposed as to
the value of the land along the line. If the one line was
constructed the value would be 75,0:01. • and if the alterna-
tive lint was taken the amount would be 46,0001., or 9,0001. less. He
values the property with Mr. Lindsey and Mr. Bell.
Mr:ssrs. Bell and Lindsey deposed briefly that they concurred
wit'a the previous witness as to the valuation.
Mr. Gibb, builder, was examined respecting the present Glasgow
bridge. He built it, along with his father, about ten years ago.
The foundation was of good hard sand, and would easily admit of the
construction of such a viaduct as the West of Scotland Junction
proposed. . .

Cross-examined—lf tte west of Scotland viaduct drove a founda-
tion lower than that of the prevent bridge, there would be some
danger to the latAer, but by driving piles and by the construction of
coffer-dams the danger as far as possible would be obviated.

This closed_ the case tbr the Bill, with the addition of evidence
of Mr. LyJns, respecting the foundations of the bridge, which was
put in from the minutes of the Committee who sat en this scheme last
year, Those minutes having been...referred by the Standing Orders
Committee to the present one.
Mr. Sergeant BELLASIS said the opposition were arranging a com-
bined case, to save the time of the Committee, and therefore would
not be ready to proceed till next morning.
After some conversation, it was arranged that, under the eireum-
Stanees, it would be best to go on with the opposition of the Glasgow
and Greenock Company, as landholders, to the West of Scotland
Junction, that being the only case ready to proceed. Mr. Talbot and
Mr. Forsyth appeared for the petitioners.
Mr. Locke, civil engineer, examined —He deposed that the junc-
tion would go through the Bridge-street station, end take down their
coal and coke shed, beside: destroying a portion of the goods station.
The junction would also take the mineral Vatic over their branch to
the Polloc and Govan, in fact, destroy it.
The cross-examination of this witness elicited that the small
branch on to the Polloc and Govan Railway, which it was said would
be destroyed, would be supplied by the junction line ; but he cora-
-plaineci that the arrangements for the mineral traffic would be more
Imperfect, on account of the connexion at the goods station. The
existing branch was on a sharp curve, and has a severe gradient ;
-and, in point of engineering, any of the proposed connexions were
better.

Mr. Errington, civil engineer, followed to the same effect. He
had laid down the Glasgow and Greenock line. It had cost about
800,000/., and had, since the opening, conveyed four millions of
persons without an accident, If the West of Scotland Junction was
formed, it would destroy the but part of their passenger station, take
down their engine, coal, and coke sheds, and join with their rails in
's most inconvenient manner. It would also take away part of the
goods station.
At the close of the examination of this witness, the Committe ad-
journed till to-morrow at half-past eleven o'clock.