The Sun.
London, England, 1846-04-02 00:00:00

llonma BRITISH (ILIII,VICIt nMANCIT.:

The Hon. Mr. TALBox (°n continuation from our Afteenoon Edition of
yesterdat ) said The Selkirk branch was a portion of the Peebles branch
Selkirk was a manufacturing place, and the inhabitants desired to be
connected with the main lines of this Company, for the obviette pur-
pose of-obtaining a plentiful supply of coal, &c. East and west,
north and south of that branch he was happy to say the inhabitants
desired the project of this Company. With regard to the Kelso
branch. It lay in the neighbourhood of St. Boswells, which wee a
small town of some importance, and Weald bring eonsiderable traffic
upon the main line. The Kelso branch would be impeded by no en,
gineering difficulties, and the town of Kelso embraced a poptilatiOn
of 5,000. It was the centre of an agricultural district of very great
importance, and was, in feet, one of the largest agricultural market
towns in the south•west of Scotland. But it was sadly
deficient in accommodation with regard to the e 341 anti
lime that were used ter agricultural peirposes. The length
of that branch was twels'e miles and th:ee fuilorigh and
the worst gradient in it was lin 100 —there was no tunnel, At
Kelso they joined the Berwick and Kelso Railway so as to gain ac-
cess with Newcastle and all the principal towns iu England. He
would new call their attention to a case of opposition which it ap-
peared was intended to be, offered against the Kelso branch by a
landed proprietor, Sir George Douglas, a resident in the neighbour-
hood, who was the owner of a beautiful ruin on which he set much
value. He &Wel to the ruin of Roxburgh Castle ; but if they did
and
not interfere with the property of Sir George Douglas they would
hoped that the Committee would he, thereore. appealed ad
fall into a more Violent conflict with Captain Scott. There Was eh-
mtietreileyerdicnno an d alternative,he
not sanction an unfair opposition to his client's pro-
jects for the purpose of preserving a valued ruin or a
a beautiful protpe,ct. The length of the branch to Jedburgh was
eight miles, and Jedburgh being the county town of Roxburgh it was
of course, a matter of importance to afford the inhabitants railway
accommodation. He concluded by stating that the different pre;ects
of the Company had received the sanction of the inhabitants of the
districts through which they passed, and if the I egislature refused to
authorise them they would deem it a matter of great disadvantage
to the public.
The CHAIRMAN then proceeded to the House of Commons, for the
ptirpose of obtaining an order from the Speaker to compel the attend-
ance of the two witnesses previously reterred to ; and in a short time
returned, and stated that the witnesses had been ordered by the
Speaker to tender their crideuce, or warrants would be ieened
against theist,
Messrs. Ord, Dudgeon, and Laing, extensive farmers in the districts
of Kelso and Jedburgh, were then called, and gave evidence to the
effect that these districts were well cultivated, but entirely destitute
of line, OA; eid .4 *hien 'Ad nOW to be transported In carts from 20
ttl 3t,', tulles, and that the construction of a railway would reduce the
coat of essential articles from one-talf to one-third, as well as afford
a gobd outlet Mr their agliculittral produce.
Provost KeF, of Peebles, and Messrs. Roberts and Gillen, manufac-
turers, also spoke to the great advantages the Peebles branch would
confer upon the manufactures of that district, parttailarly in giving
increased facilitich to neW tills Which were about to be raised on the
TWeed and the Leithen, near Peebles. They admitted that, at pre-
sent, the intercourse between Peebles and Galashiels was not cons!.

derable.
Alf. traffic accolffitani to the principal lines In Scotland,
deposed that he calculated the passenger traffic on the Kelso branch
would being in 8,618/. per annum ; goods, 8,550/. ; coals, lime, &c.,
1,8 Isl. ; meits, &c., 1,2001. ; cattle and sheep, 1,015/. ; total,
21,8311/. thi the Jedburgh branch, passengers, 2,5181.; goods,
1,950/. ; parcels, 7601. ; total, 6,3071. On the
Selkirk bcoratehlirep, &asacengers, 1,3321. ; goads, 601/. ; minerals, 9061. ;
mails, sac., 5001. ; total, 2,339/. On the Peebles branch, 1,8261.;
geode; 2,6861. ; 7501. ; Parcels, 7501.; cattle and sheep, 1,0001. ;
parcels, Geo/. t total, 7,5621.
Mr. John Miller, engineer of the Company, was next called, and
deposed that he had laid out the several branches. The Kelso
branch left the main line Pear to a place called St. Bs-
well's, Which Was the neared point tb Kelso on the male
line. The length was 12 miles 3 Whinge and 39 yards.
There were no tunnels, and with the exception of the
crossing of the Teviot (which would be effected by a viaduct)
there were no engineering difficulties. The worst gradient was 1 in
75, and thete Were Lo of Cur, es. The Jedburgh branch
was seven mils three furlongs and 150 yards ill length, the steepest
gradient 1 in 165, and , the curves were not objectionable. There
were no engineeridg difficulties. The Selkirk branch was two miles
six furlongs and thirty yard 3, the steepest gradient being 1 in 200.
He was responsible for the laying amen of these branches.
The Peebles branch had been projected to accommodate the people
of the TWeed; amid gPie communication to Glasgow and Ayr. Inner
Leithen WAS a pled..., of gteat resort in summer, and factories were
course of erection there. Pie attached great importance to the
communication which the scheme of this Company Would afford to
the net And west of Scotland: The district between Galashiele and
Peebles Woilld Sits requite railway accommodation. The
estimate of the Peebles branch Wad 242,0001, of the Selkirk,
25,510/., the Kelso, 175,6351., and the Jedburgh, 62,554/, making an
aggregate of 506,0791 ; to which he had added 43,921/. for contin-
gencies, *flitch would trite a grand total of 556,0001. He considered
that the projeet to dress Captain Seett's property was much prefer-
able to iuterfeting with Lord t llbank's, On than,' grounds,
This concluded the evidence on behalf of the promoted.
Captain Scott's OppoSition being withdrawn, the Hon. Member fox'
DerWlek was released froth attendance:
Mr. PATON then proceeded to all eiFidentle in support of Mr. Bal-
lantyne's opposition, the first witness being
sias Oop
Mr, C. Haeliett, a landacape fie w f inion that
gardener, who stated that he had
laid out the grounds Of that gentlernan; tid
they would be most materially injured. He had oftett been referred
to in cases of this sort, and his arbitration had always been stitisfite•
tory to both parties, The situation of Holylee was very pretty in-
deed. There Were 69 acres planted, and the expense about 9,0001.
Mr. Evans, a gtntlethan residing in the neighbourhood, described
the pr,eperty Cs vO7 beautiful, and the house, which was built by
ItarlisaatitteLtYjihse:adn'diShoe;s6ht evidence, for
The CHAIRMAN said the Committee did not want any word Sad-
dence
Mr.
ikd6ent6tiati6nindjeratyen. oneevng,
the Piiitose of showing that It tfotikl not be It difficult Matter to alter
the line, so as to leave untouched the Holylee propery.
Mr. Sergeant BELLASIS having replied to the evidence,
The room was cleared, and on our re-admission,
The Crisfiisaie said—Mr. Sergeant Bellasis, the Committee are of
opinion that the immediate prospect of traffic will not justify the in-
terference with private property and the expenditure of capital re-
qutied forth the Peebles blanch, and therefore recommended the
Peeoles branch to be struck out of the preamble ; that is to say,
where it forms a junction with the Selkirk branch.
Mr. Sergeant BELLesis assented to the recommendation.
The Committee then adjourned till eleven o'clock to-morrow.

GROUP LX.
The Committee met to=day at half-past eleven o'clock, Lord
W'ersley in the chair, when the remaining clauses of the
GLASctOWY GENtrtax, TrativllNus 111111-
nOUR
were gone through, and, with several verbal amendments, agreed te,.
The Chairman was then instructed to report the Bill, with the
amendments, to the 'louse.

beFihiallerce:ltdheencrievoenr
trust;
fzithbirisaszch:
W...*Pl' 941 NP4IMAN'3? rturcsizorr.
r 110 pit on
3fr. Wilton was recalled, and cross-eXamined by X"-! - '
laFo•nr, flTeei, c'•.44ipldl4tt at- a, i;ent eaoted, on kcc•lntit
tt tire tridge•strect, station teing SO, distant from the principal
parts ~1* the City. He *is satisfied, there would he a considerable
throUgh traftr; )intfte cotilditot say liciT much in tons; ii.eiqta not
so Std ii ta4l narcour trailic. The traffic of the harbour neropie•
scnted last year before a Committee to be, in iron 82,000 tons, and
It atniouethen restitrmo,
coals 119,000 tons, eXeltislve of coals to the steamers. He did not be,
scheme
tWe. :Ls',
touch the city, but went round it.
lieve the most of that traffic would go dowl.l4cittenCirlers4l::::A.
great part wculd go on to the south side of the river by the West of
Scotland JUnctiens or the Greenoek flues on to the general terinintl9,
tfor which the Bill hid been agreed to by the Committee. Tne
el, did not
so I' the Airdrie and Monlaarld scheme, will
the whole question, he thought thisv' junction
could
'Ott, port of Gla.sgew could be reached by other means.
31r. Lea ;better gave evidence • 1 to the same Ova as the pre-
vious witness. He had considerable Experience in railways, having
been chairman of the Ayr ,areful examination of
commodation to the public, with the least Illterfcrence with property,
without affectis• the ornarneiltal parts of the city.
Mr Macf3e, of !;reenock, a sugar refiner, gave evldcuee as to the
great amount of traillein raw ands rstl tied sugars and m&as.;:is w!th
would give the best ac-
andWow wOlll4 gigs great dtklmtage by C'A"""" - - - -
tile cast and north of Scotlard IDS 110u.;t., scat 60 , r 70 tons a
mouth, and several other hoaxes'' us much. The junction at
dig --,a,,,,,,a a direct through
GI
4.,„ ' - -

Mr. Adam Plack, Lord Provost of Edinburgh, deposed as to the
feeling of that city. It was generally in favour of this connexion, as
the break at Glasgow was very much complained of since he left the
Town Council of Edinburgh.
Mr. Muir, Deputy Chairman of the Chamber of Commerce at
Leith, generally agreed with the evidence of the Lord Provost, and
deposed as to a large provision traffic between Ayrshire and the
west and east of Scotland.
Mr. Perry, merchant and manufacturer of Aberdeen, gaTe evidence
as to the traders of that city being
Gl
generally in favour of this scheme.
There was a strong feeling that the gap atGlasgow should be filled
up, as the trade southward was at present impeded.
Mr. ISl'Monagill, provision merchant, of Glasgow, generally gave
evidence as to the advantage of the proposed junction. The trade
between the north of Ireland and Glasgow was very great, and a
large amount of it went through to Edinburgh. This trade was so
great, that last year 250,000 fowls went through, with 900 tons of
eggs, and 500 tons of ham and bacon.
Mr. Sidey, Lord Provost of Perth ; Mr. Archibald, of Alloa ; Mr.
David Birrell, of Dunfermline ; and Mr. David Murray, of Paisley,
gave evidence generally respecting the feeling of their respective
localities, which were represented to be in favour of the scheme.
The Committee then adjourned till to-morrow at half-past eleven
o'clock.

GROUP XII.

Aynsnntz, BRIDGE or wmxn, AND PORT

GLASGOW JUNCTION.
Continued from our Afternoon Edition .f yesterday.)

Mr. Stewart, M.P., gave evidence to show that the non•construc-
tion of the branch to Port Glasgow was never deemed a grievance
until it was now put forward to serve a purpose. If it had been
publicly complained of he must have heard of it in one of three capa-
cities—as Member for the county of Renfrew, as director of the
Greenock Company, and as curator and guardian of his nephew, Sir
Michael Shaw Stew :rt, whose estates would be effected. He knew
the county between Port Glasgow and Johnstone, and the only town
on the proposed route was Kilmalcolm, which bad a population
of 377 souls.— (Laughter.) There was, however, excellent shloting
on the line—(Laughter)—as a considerable portion of the country
was moorlands.—(Continued laughter.) He thought that the line
would be difficult of construction, because he remembered that they
had on the Greenock Railway a cutting of 800 feet through a granite
rock which had been once in a state of fusion.—(Laughter.) He was
(Mite certain that the line if constructed would never pay its cost of
300,0001.

After a short discussion
Mr. Harding proved that the Company, in the years 1841, 1842,
and 1843, when he was secretary, paid the cartage from the railway
to the harbour of Port Glasgow, and that no complaint had ever been
made on the subject of the Lon-construction of the branch.
Mr. Errington, civil engineer, was examined to show that the pro-
posed line could not be remunerative, scarcely practicable ; that it
would be attended with great and serious evils to the
public from the prevalence of fogs on the Clyde, the de-
scending gradient of 1 in 75, and the sharp curves just before
coming to the station at Port Glasgow, which would render it
a matter ofimpossibility for the engine-man to time his speed so
exactly as to come correctly to the station. The wants of the dis-
trict where not supplied would be amply provided for by a branch to
Houston and Bridge of Weir, promoted by the Greenock Company.
They would only require to construct a length of seven miles of new
railway, while the Glasgow and Ayr Company would require above
fifteen miles. The cost in the one case would only be 60,0001., in the
other the estimated cost was 300,0001.
Mr. Errington was cross-examined on the part of Mr. 81,1 res, of
Elderslie, to show that injury would be done to the residential pro
perty, and for the Glasgow and Ayr Railway, to show that there
were many railways la that kingdon which were worked on as steep
a gradient as the Ayrshire, Bridge of Weir, and Port Glasgow Junct-
tion. At the station near the latter place, there was a descending
gradient, on the Garnkirk Railway, of 1 in 80, with a level before
coming to the station of only 100 yards. The case wag not parallel.
because on the former line the heavy gradient extended for four
miles, while the level, before coming to the station, was only 396
yards.
The Committee then adjourned.

GROUP XIV.
SIIITTEE MASTEMINI 11..ELILWAV.

The Committee met to-day at twelve o'clock. Present, Mr. Pro-
thcroe (chairman), Lord Evelyn, General Lygon, Mr. J. O'Connell,
and Mr. Grogan-
After a delay of twenty minutes, caused by the absence of Mr.
Austin, the examination of Mr. G Bidder was resumed by Mr.
Mettartvemea. The witness stated that the most severe gradient on
the South-Eastern, between Woolwich and Dartford, is one in 150,
and that only for a short distance. The remainder is practically a
level. The working gradient of Mr. Vignoles, over the same ground,
is lin 100. The works of the South-Eastern, from Woolwich to
Dartford, are light, while Mr. Vignoles's are rather heavy. The
line would be a perfect engineering anomaly. The four acres pro-
posed for the Union-street station, would be wholly insufficient.
The Paddington station occupies thirteen acres. The Shoreditch
station occupies five acees and a half, and is about to
have an increase of four acres more. The Union-street
station would be thirty feet above the level, and a good ap-
proach to it would require a road of 300 yards in length. The Lon-
don and Birmingham station occupies seven acres. The station at
London-bridge is about four acres. There is a station at the Brick-
layers' terms, which occupies the very large area of twenty-six acres.
The Union-street station of the North Kent line would be incon-
venient, as people going to it would have to cross Southwark-bridge
and pay the toll, and besides the streets around it are very dirty and
narrow. The London-bridge station cost 300,0001,, exclusive of what
was expended by the Greenwich Company. The arching of the
Union-street station would cost 80,9001., and hat would merely
be the platform for the railway; 20,0001. would not then
complete the station. The estimate for this station is only
100,000/. Believes that before the Union street station
could be built so as to accommodate all the traffic which
it was intended to accommodate, it would cost 250,0001. Mr.
Vignoles proposed to carry the line from Union-street to the junction
with the Croydon line on an embankment held in by retaining walls.
That embankment would cross more than 900 yards of street, and
there would of course be so much arching required. A populous
neighbourhood ought not to bo crossed by an embankment. Mr.
Vignoles's Fine affects a rental of 16,0001. per annum. The purchase
of that at thirty years' purchase would be 480,0001., and the legal
expenses attendant on the transfer of property in the metropolis
are very great, in fact they would be in this case about 70,0001.
When the Blackwall Railway was about to be constructed it passed
through same property of the most wretched description, in fact
mere shells of houses, of which the rents were collected every morn-
ing, and yet the cost of three miles of line which affeected that
part cost more than 700,0001. There is no possibility of making a
correct estimate where house property is concerned, as so many con-
tingencies arise in the formation of the works. Believes that the three
miles of line from the Union-street station to the Croydon junction
would cost 1,150,0001. The junction at New• Cross would be a most
dangerous junction, as the embankment is constantly slipping, and
the New-Cross station is situated at the foot of a long incline.
There would also be the inconvenience of crossing the atmospheric
pipe, in order to get on the rails. Tee way in which it would be
necessary to join there would require a gap in the pipe of from twenty
to thirty yards, and the atmospheric train would have to be drawn
across that space by some other power. The gradient of the
North Kent, at the point of junction, is 1 in 569, and the
Croydon line, where it is Joined, has a gradient of 1 in 100. The
South-Eastern is so continued as to avoid the powder-mills at
Dartford, and the Company will purchase the Osprlnge powder-mills
in order to avoid any danger from the proximity of their line. Mr.
Vignoles proposes, in the tram-way which he intends to throw out
to the town of Faversham, to cross the main street at a level with a
gradient of one in seventeen—an incline rather steeper than the
present approach to Westminster-bridge. The length of it is to be
half R mile, and the total declivity or fall is 54 feet. In case of one
of the waggons getting loose it would cross the main street at the
rate of flirty miles an hour, and ,from the curve at the bottom of
the trerniqoad would inevitably be projected into the creek. The
line frail I.nilden to Chilham, as proposed by the South-Eastern
Company, has it decided advantage over the North Kent
Company, in point of direction, expense, gradients, and working.
The Balton Ridge, near Canterbury, is to be passe 1 by a tunnel
1,500 yards long. Had' exaMiii;il Balton Ridge very minutely in
1832. In that year it was his opinto;: that Chilham, lower down
the ridge, was preferable for a railway, as it avc.tdo the capping of
clay at the top of the ridge, and was more available for txural pur-
poses. Mr. 'Vignoles' cutting to the Balton Ridge will be fol.: cr
fifty feet deep, and about thirty feet into the clay. The depth of his
cutting in one place will be equal to the height of the Duke of
York's column, and the width will be 280 yards. The cost of the
work will be about 290,0001. Mr. Vignoles will, by his tunnel, save
about 2% miles in distance, but it is not worth the
expenditure of 30,0001. The interest of 30,0001. would run
four or Ave long special trains per day from Cantetbnry to
London. The expenditure of that 300,0001. would only save four
minutes of time to a special train and eight minutes of time to an
ordinary train. The distance from Greenwich to Canterbury by the
Sonth-Eastern line is 58 miles, and by the North Kent it would be
54 miles. The South- Eastern would, from its arrangements, be able
to reach London in the same, if hot in less, time than the North
Kent line.
The Committee then adjourned until four o'clock to-morrow.
lo

GROUP XIX.
(Comtinuerfrom our Afternocn Edition of yesterday.)
33.1LIDGEWATER. AND 2VEINEIMAD.

Sergeant Murphy and Mr. Cockburn appeared on behalf of the
promoters of this line.
Mr. Talbot, Mr. Merivale, and Mr. Carrow ap?eared in support of
certain petitions from landowners against the projected scheme.
Mr. Sergeant Wranghain and Mr. Hoskins appeared on the part '
of the Bridgewater and Taunton Railway and Canal, the opposing
scheme.
Mr. Sergeant nuarisr then addressed the Committee in sup-
por of the paroposcd line. He said that the primary and lead-
ing objects of the promoters of this line of railway was,
that it afforded a safe raid convenient harbour in the port of
Minehead for vessels frequenting the Bristol Channel. Ano.ther was
connecting the port of Minehead by a railway with Eristol and
Londn, which rilway will proceed immediately frm the proposed
ports through aswell-populated and rich agricultucoal district, and
join the Bristol and Exeter Railway at Bridgewater. The dangers
attending the navigation of the Bristol Channel was, be believed,
considerable, but these dangers existed principally above Minehead.
There was not a spot on the coast from the Avon to the Hartland
Point offering such advantages and con' eniences as the port of Mine-
head. It was accessible at all times of the tide, and he
was sure no site could be discovered on that coast uniting
the advantages of a position for a trading harbour and a
place of refuge for shipping in distress of weather. By this scheme
passengers from the South of Ireland and Wales, and all
other parts of the world, would be afforded the most rapid and con-
venient means of reaching Bristol and London, and that there was,
no such means of transit for goods and cattle from the South of
Ireland and from the South of Wales, offering the same faci-
lities, having regard to the economy of time or expellee.
This line of railway would pass through, or near to,
thirteen considerable villages, with a population.' afford!.
lug a prospect of eminent utility and profit independent of the
advantages arising from the pier. He was quite sure he need not
mention that Minehead was situated in the midst of some of the
most superb scenery in the kingdom, and was in the summer season
the resort of large numbers of persons in search of health and
recreation The Learned Sergeant concluded his address by calling
the Committee's attention to the numerous petitions from Cork,
Bridgewater, Taunton, Poole, Minehead, and other places.
Captains Parrott and Evans, both of the Royal Navy, were then
examined as to the depth of water and soundings in the Bristol Chan-
nel, and also the advantages that Minehead offered as a harbour of
refuge.
It being past four o'clock, the Committee adjourned until twelve
o'clock to-morrow (Thursday).

GROUP XX.
LONDON AND B7R,DGIILTON (lATANDSWORTZ

(Continued from our Afteraoon Edition .f yesterday.)
Mr. Fuller, surveyor, being examined, gave evidence of the value
and ornamental character of the ground through which the whole
line passed. He thought that 40,0001., instead of 29,0001., would be
the proper price for the laud. He founded that estimate on the nature
of the land, and the agreements entered into by the Company with
other parties-=-with Messrs. Rawlinson and. Co.—who had received
9,0001., and With Crooke, Ellison, and Co., who had got 6,0001.
It came out in cross•examination that an agreement had been
made between the Company and Mr. Fuller about the ground of Mr.
Hague, giving Mr. Hague OM an acre, and 2,0001. Mr. Hague re-
pudiated the agreement, as not made with his authority.
Mr. Surrort, the solicitor to the Company, stated that he had
negotiated with Mr. Fuller end Mr. Hague's son, both of whom re-
presented themselves as authorised by Mr. Hague, sen. The witness
pia in a 'Written assent to the Rill, signed by Mr. Hague, jun., and
Oat in last year, when the scheme was before Parliament. He
said the sum gilica to Messrs. Crooke, Ellison, and Co. was incor-
rectly stated, it WaS Wit 3,0001.

This closed the case.
Mr. O'MALLEY, on the part of the South Western (Mitcham
Branch), here objected to the Committee considering the line, for
which he appeared, as competing with the Brighton line, and he
would not offer any opposition to that line passing ; but if the Com-
mittee considered it a competing line, he would be compelled to ad-
dress himself and his evidence against the preamble of the other Bill.
The Committee decided that as Mr. O'Malley had al read
had better
y acted, by
erns -examining the witnesses, as for a competing
line, he
continue to occupy the •ame position.
SOLITE( VIZSTEITZN (MITCBIIII2 ErLANCII).
Mr. O'MALtior then proceeded to open the merits of the Mitcham
line, and to put in evidence in favour.
Mr. Ilewz opposed the line on behalf of owners and occupiers on a
mile and a half on the projected line.
The Committee adjourned till twelve o'clock to-morrow.