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

NORTH BRITISH (HAIVICIL BRANCH).

The preamble was declared to be proved, and the Committee then
proceeded to consider the clauses.
On clause six being read,
Mr. PATON, on behalf of the inhabitants of Kelso, submitted a
obtuse which would compel the promoters of the Bill to construct a
station not near, but in the centre of that town, which, as he laid,
would afford the inhabitants considerable convenience.

Mr. Sergeant BELLasis submitted that Mr. Paton had no locus
stanch, inasmuch as the Company did not contemplate interfering
with the property of his clients.
_ . .

- - -
Mr. PATON contended that he had, and that theirproperty would be
materially affected by the Company.

Atter a lengthy discussion, the Committee decided that the petition
could not be entertained.

The clause was then passed, but the Committee decided that the
engineer should publicly state what sort of accommodation the pro-
moters contemplated giving to the inhabitants of Kelso. _ _

Mr. Miller, the engineer, accordingly stated thttithere 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 halt' a mile of the town, and it was further in-
tended, if possible, to extend 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
compensation. 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
compensation 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 306/. Ss. 10d., which included interest on the total debt,
2,9501. The road was parallel with the Kelso branch of this Com-
pany, and it would, no doubt, he rendered almost useless to the
trustees. .

Cross-examined by Mr. Sergeant BELLASIS—Was not aware that
the trustees were personally r, sponsible for more than 4001.
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, net
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 who
were mere speculators in such matters.

The Committee negatived the clause.
Two other clauses, which were submitted by the same Learned
Gaitleman for the purpose of compelling the Company to compensate
the same tnistees in respect of their north and south roads, were
also negatived.
The Bill was then passed.
The Committee then proceeded with the
Enxivnlynall AND PEEBLES.

Mr. HOPE opened the case on behalf of the promoters, and in doing
so 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 developo 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 also 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-
structed 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 beingso,oool. The Company also proposed throwing off branches
to Rosslyn and Rosswade, 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 would 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 communication with Glas-
gow and the East Coast Railways, as well as the Aberdeen, &c. This
brought him 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 be 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 X 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
deepes. gradient, 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. ENTwisix —This line would be a remunerating adjunct to
the North British Company, but he could not say that it would be
yery valuable to them.

Mr. Hors 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 Somerville, 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 272,000/. Me believed that about
one-twelfth of the white paper used in Great Britain was manufac-
tured in *at district. The manufacture had to be carted to Edin-
burgh, &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 CHAIRMAN—Was not a shareholder in this Company, nor
did he know the value of the shares, but he believed that the project
was a fair one. Messrs. Chambers and other paper manufacturers
were the principal shareholders. The shares had Rot been allotted
to the North British Company.
The Secretary stated 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 how 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-
holders' respectability was beyond all question. It was not a specu-
lative project.
To the CHAIRMAN—I am not a director of the Company. I con-
sider it a most desirable undertaking. If the line is not sanc-
tioned my decided opinion is that we shall in a few years
be obliged to transfer our manufactories to some other
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 tkat 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, suc-
cessfully 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 3lcntgornery 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.
lis•! EST Or SCOTLAND JUNCTION.
The r.2ommittee met to-day at the usual hour, Lord Worsley in
the hair, when the further evidence in support of this line of rail-
tir.ty was resumed.

Mr. Smith, superintendent of the steam-boat company at Fleet-
wood, deposed as to the great advantage the filling up of the gap at
Glasgow would confer on all traffic passing from Lancashire to the
east of Scotland. Wherever gaps interfered with continuos traffic
the greatest disadvantages were found to exist. This was found to
be the case at Leeds and Manchester, but since these gaps had been
filled up traders had found the greatest benefit without the public suf-
fering the least inconvenience.
Mr. Eadie, civil engineer, examined by Sir THOMAS PHILLIPS, said
his experience of laying down railways was very considerable. He
knew all the railways in the Glasgow district, both those made and
propesed to be made. He knew of no plan that would so well till up
the gap of the lines south and north. The round about line talked of
by means of the Dundyvan branch of the Caledonian would be a very
Inconvenient line, as it would be five miles in length, have to pass
over several crowded mineral lines, while It would virtually cut Oft'
all connexion with the nort-west of Scotland. The effect of r-ch a
junction would be to place Glasgow on a branch instead of main
e't
line.

Cross-examined by Mr. Foarrrn, ibr the Caledonian scheme—
There was no line at present by which the people of Ayrshire could
go to Edinburgh, without going through Glasgow ; though he knew
there was a project to effect a junction of that kind, he did not
think such a project would be successful, from the engineering diffi-
culties that presented themselves, which Were much greater than
those in the Edinburge and Glasgow line. The rival junction was
on the south side of the Clyde, through the Clydesdale Junction,
and tha Wilsontown and Coltness lines, but though the distance
might be the same, the gradients on the latter were much heavier
than those on the Edinburgh and Glasgow line. 'Time would there-
fore be gained by the latter railway.

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 connexion through
Glasgow.
Cross-examined by Mr. FoesrYn—lf the connexion with Edin-
burgh proposed from the south side was a mile shorter It would be
a mile better. He did not attach much importance to the gradients
of the Wilsontovvn and Coltness line. They could be easily worked.
Mr. M`Gutile, valuer and builder in Glasgow, deposed as to
the value of the land along the line. If the ono line was
constructed the value would be 75,9C01. ; and if the alterna-
tive line WP taken the amount would be 66,0001., or 9,0001. less. lie
Iraly.tia'..iie property with Mr. Lindsey and Mr. Bell.
Messrs. Bell and Lindsey deposed briefly that they concurred
With the previous witness as to the valuation.
Mr. Gibh, 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—If the west of Scotland viaduct drove a founda-
tion lower than that of the present bridge, there would be some
danger to the latter, but by driving piles and by the construction of
Coffer-dams the danger as fares possible would he obviated.
This closed the case for the Bill, with the addition of the evidence
of Mr. Lyons, 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 ease, 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 cireum-
stances, 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
junc-
tion would go through the Bridge-streeti
station,deposed that the
coal and coke shed, besides destroying a e
and take down their
portion of the goods station.
The junction would also take the mineral traffic over their branch to
the Polloc and Govan, in fact, destroy it.
The cross-examination of this .witnessenet.ted.e.
itthat the small
branch on to the Polloc and Govan Railway,junewtitanni was said would
;obut he be destroyed, would be supplied by the
com-
plained that the arrangements for the mineral traffic°
goodsw.t.tadtt be more
imperfect, on account of the connexion at the
severe griadi. ennte;
existing brancli-was on a sharp curve, and has a
and, in point df‘engineering, any of the proposed ee
nnexions were
better. _ _

Mr. Erritigton, civil engineer, followed to the same effect. Re
had laid down the Glasgow and Greenock line. It had cost about
800,000 t., and had, since the opening, conveyed four millions of
persons without an accident. If the West of Scotland Junction was
formed, it wonattestroy the best part of their passenger station, take
•

down their engine, coal, and coke sheds, and join with their rails in
a 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.