The Sun.
London, England, 1845-05-31 00:00:00

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SUN OFFICE, Seven o' Clock.

RAILWAY COMMITTEES.

(THIS DAY.)

GROUP DD.

THE CLYDESDALE JUNCTION stAri.wity.
The Committee re-assembled this morning at the early hour of
eleven, and were remonstrated with by Mr. TALBOT, who consi-
dered it a great cruelty on Counsel for a single Committee to meet
at eleven. He was in a measure precluded from obtaining that
information which was necessary for Ur^ protecting the interests of
his clients. He had on a former occasion, in another Committee-
room, protested against the practice, and had protested success-
fully; and he could not refrain from expressing his surprise that
the Chairman of the present Committee, being himself a member
of the legal profession, should countenance a practice so disagree-
able to Counsel.

The CHAIRMAN said that it was compulsory on the Committee to
perform certain public duties, frequently at great inconvenience to
themselves, and an early hour was necessary to be fixed for the
purpose of obtaining sufficient time to go through the business be-
fore them.

Mr. TALBOT resumed the examination of Mr. Pare on the traffic
tables. He cosssidered that the coal traffic from Dundyvan ought
to be reckoned on, and only half of that coming from Cairnbrowe
and Calder. The tables had been calculated on the supposition
that the mineral produce would be carried to the harbour at Glas.
Pow by the railway, and that no cartage would be necessary ; but
if the railway did not extend as far as the harbour, it would follow
that cartage would be needed. If the minerals were brought to a
station not on the Clyde aide, an additional expense of 41,4 d. for
cartage would be incurred.

Mr. Landells was then examined as to the mineral traffic on the
Motherwell branch. A slight sinking existed in the large coal
field of Lanarkshire, but it was generally easy of working, and
tolerably free from water. Lanarkshire presented more facilities
for the sinking of shafts than any other coal district in Scotland,
and a shaft 150 feet in depth might be sunk there at no greater
expense than would be required to make a shaft of 40 feet else-
where. Splint and soft coal were found in considerable quantities.
The splint coal was generally used in the iron works. The coal
would be transmitted by the Motherwell branch—one portion of it
to the iron works, and another to Glasgow for shipment. The soft
coal would go entirely to Glasgow for consumption and exportation.
The making of the branch would be greatly to the advantage of
Glasgow, as well as to the Railway Company.
Mr. Williamson concurred entirely in the evidence tendered by
the last witness.

Mr. Carrick, superintendent of the streets of Glasgow, deposed
that there were 420 tons of coals, and 714 tons of iron carted daily
from the basin of the Monkland Canal to the harbour for exporta-
tion. From the east on the line of the proposed branch 315 tons
of coals were carted daily to the Broomelaw, and about 70 tens of
pig iron. He considered that about 1,•2001, would be sawed an.
nually in Glasgow from the wear of the streets, occasioned by the
numerous carts, if the railway were made.
_ _

Mr. Errington, civil engineer, said that he had a general ac.
quaintance with the country through which the line would pass,
and he had prepared the plans and sections. He originally laid
down the line in 1839, and the plans and sections had been de-
posited for that portion of the line towards Hamilton, and it was,
in his opinion, the best that could be made between Glasgow and
Hamilton. The new portion of the line commenced at a certain
paint on the Polloc and Govan Railway. The rails of the Polloc
line did net at present extend as far as the quays
at Glasgow. The branch to connect the Polloc Railway
with the terminus of the Ayr line is 37 chains in length, and the
steepest gradient would be 1 in 100. The total length of the Polloc
and Govan Railway is 2 miles 37 chains ; that existing is well
adapted for the purposes of the Clydesdale Junction, as there are
no extensive curves on it. From the point at Rutherglen, the
main line commences and passes by the Glasgow turnpike-road,
proceeding as far as Park-farm, where the line diverges into two
branches, one of which continues on to Motherwell, and the other
to Hamilton. The terminus at Hamilton is well placed at a short
distance from the county buildings, in so convenient a manner,
that the line could at any future period be carried forward without
in any degree interfering with the buildings in the town.
The entire length of this branch line is 8 miles 9 chains, and the
steepest gradient on it is 1 in 220, and the least radius is a curve
of one mile. On the Motherwell branch the point of divergence
is at Park Farmstead, from thence the line passes the river Calder,
proceeding to the Clyde, which it crosses at a convenient point,
and continues by easy curves, none exceeding a radius of more than
a mile, through the open country to the village of Uddingstone; it
then crosses the White Calder at a favourable part, continuing
on to Motherwell, at a quarter of a mile beyond which
place it proceeds to join the Wishart and Coltness Railway
at a favourable junction. The length of the line up
to the junction is 6 miles and 49 chains. The severest
gradients is 1 in 132, and the curves were all easy. The only dif-
ficult point is where the line passes the Rolton Calder, by diverging
through the rock by a tunnel of 110 yards in length. At the
Clyde there would be an archway 54 yards long, and of theaverage
height of 55 feet. The passage across the White Calder is effected
by a viaduct 90 yards in length, and averaging in height from 50
to 100 feet. He had omitted to mention that there was a tunnel
230 yards long on the Motherwell branch near the point of diverg-
ence at Park Farm. The two tunnels would not be attended
with any engineering difficulty. It was intended to lay down
a double line of rails on the Hamilton branch. On the other branch
there would be only a single line of rails until, from the increase of
traffic, it should be considered advisable to maintain a double line.
The expense of constructing the Hamilton Branch was estimated
at 129,7341. ; the cost of the branch to Motherwell was 137,599/. ;
the small branch to connect the Polloc and Govan Railway with
the Ayr terminus would cost 2,2051.; the expense of obtaining the
Act of Parliament and contingencies was calculated at 20,0001.
—making, in the whole, a gross total amount in round
numbers of 290,0001. The working expenses of the line
had been estimated at the usual average of forty per cent.
Mr. Brrington was cross-examined at some length by various
Counsel who appeared to oppose the Clydesdale Junction, on be-
half of landowners; the opposition throughout was entirely of a
private nature, and the depositions of the witness were not mate.
rially altered.

Mr. LOCKE said he had heard the whole of Mr. Errington.s evi-
dence, and would concur entirely with him in the opinion he had
expressed with respect to benefit and advantages which the con.
struction of the proposed line would confer on the districts through
which it passed. A negotiation was pending between the different
companies as to the propriety of having stations, and was expected
to be concluded in a few days.
Mr. Smith was then examined as to the passage of the railway
through the estates of Mr. Graham, Mrs. Hamilton, and Mrs.
Douglas. It did not appear from his evidence that the estates
would suffer any material injury from the passage of the railway,
I.lthough it was very likely the proprietors would not wish the line
to come into their property. He was then examined generally as
to the value of the land to be taken for the purposes of the rail-
ways, the details for which he had obtained in the usual way from
the engineers. He had divided his valuation into three sections,
viz., the expense of the main line, including the short branch to
the Greenock Junction, the Motherwell branch, anti the Hamil-
ton branch, from the forks at Park farm. The cost of the land
for the trunk line was estimated at 11,2604:45. 2d.; for the small
branch to the Greenock Railway, 1,1761.; for the Hamilton branch,
and for the Motherwell branch 14,285/. Bs. I Id., making a total
for the whole expense of land of 32,3311. Os. 3d. He had esti.
mated the value of 35 years' purchase on the annual rent, and
besides these was the intersection on an average 33 per cent.
He concurred generally with the statements of the previous wit-
nesses as to the great benefits that would be conferred on the dis.
tricts which the Clydesdale line would traverse.

Mr. A. Gemmell was examined as to the dilapidated state of the
house at Westburn, and the uncultivated condition of the garden
attached to the house.

Mr. HOPE proposed to introduce next the sub engineer, to cor-
roborate the testimony of Mt. Errington; but it was considered
unnecessary by the Chairman, and the witness Iv as not called.
The case was then concluded, with the exception of the re-exa.
mination of Mr. Errington, to take place on Monday next.
Mr. Graham, the Parliamentary agent, put in the formal proofs,
and the Committee adjourned till twelve on Monday.

GROUP F.E.
IMPORTANT DECISION.
ABERDEEN RAILWAY.

ADJUDICATION ON THE PREAMBLE OF THE BILL.
The Committee on this line resumed this morning at the usual
hour, the Right Hon. F. Baring in the chair.

Mr. Gibb (whose direct examination was taken yesterday), cross-
examined by Mr. FORSYTH—Does not think the inconvenience to
the town, by the line crossing the Links, would be very material.
A fair compensation would be accorded. Perhaps that would not
satisfy the inhabitants for the loss of their site of recreation and
ex erci sc.

Mr. Cubitt, civil engineer, examined by Mr. TALBOT—Was
requested in June last to accept the office of superintendent..
engineer to the Aberdeen Railway, and accordingly went in the
month of August to inspect the line, having all the sections and
plans submitted to him. The conclusion he came to after this
examination was a confirmation of his previous report in favour
of the selected route. He had looked over the sections and
estimates of the line, and considers them perfectly correct.
The estimate was 830,000/., and he regarded that sum as unquestion-
ably sufficient. Did not go over the entire line, but visited Mon.
trose and Brechin. His recommendations to Mr. Gibb (the acting
engineer) were to go as near Montrose with his line as possible.
It appeared to him essential to communicate with the coasting
towns, as well as the inland and western districts.

Cross-examined by Mr. FoasYTll—Did not personally
survey the line, but had carefully " inspected the
route between Lawrence Kirk and Brechin, but went
to Forfar. The Arbroath and Forfar Railway will be
obliged to change its gauge, but that difficulty had been obviated
by satisfactory arrangements, and any sacrifice in distance will
be more than compensated by the important towns the Aberdeen
line will embrace.

Formal evidence was here given of the estimates and sections
of the line. The cost was named at 830,000/ ; the power for
raising loans to the amount of 276,666/. 13s. 4d. ; 12,925 shares
had been already taken, and deposits amounting to 32,312/.
There were 75 local shareholders subscribing a sum of 269,850/.
This closed the close for the promoters.

Mr. FORSYTH wished to inform the Committee of the position in
which he was placed by the different interests that opposed the 8111.
In the first place, in conjunction with Mr. Cockburn and Mr.
Hope, he appeared as counsel for the inhabitants of Brechin, and,
in a second capacity, he appeared singly for the town of Montrose.
He proposed, therefore, under the guidance of the Committee,
first to call witnesses to prove his case on bcliaX of the inhabitants
of Montrose, and make a speech upon the evidence he should ad-
duce ; and defer the consideration of the claims of Brechin until
his colleagues, Messrs. Cockburn and Hope, could attend and pro.
test the interests of that district.
The CHAIRMAN stated that the Committee, while anxious to
afford counsel every convenience and indulgence, did not think
the course proposed by • Mr. Forsyth would be conducive of any
benefit whatever. They preferred that the Brechin opposition
should be first opened, and if counsel wished, a speech might be
made upon its conclusion ; and subsequently, proceeding with the
Montrose case, deliver a second speech.
Mr. FORSYTH acting on this suggestion addressed the Committee
in opposition to the line.

Sir James Duke, M.P., examined by Mr. FORSYTH—Is a native
of the town of Montrose, the inhabitants of which are unanimously
opposed to the construction of the projected line. The distance
from the extremity of the town to the sea-side is about half a mile.
The railway must necessarily pass across the Links, a spot for
many years devoted to the use and enjoyment of the inhabitants.
of Montrose. The line would pass close by a very extensive boys'
school and a lunatic asylum, both circumstances opposing objec..
tlons to its formation.

Cross.examined by Mr. ANDREWS, Q.C.—The line will pass
about three hundred yards from the school. The lunatic asylum
is under the governance of commissioners. Was not aware that
these had petitioned in favour of the Bill.

Joseph Hume, Esq., M.P., examined by Mr. FORSYTII—Is not
only the Member for, but a native of Montrose, and perfectly ac-
quainted with every spet and inch of the town. On seeing in the papers
that it was proposed to pass the high road, and traverse the Links,
running by Nortliesk, he considered the course most objectionable,
and finding that the line would intercept the only place of recrea-
tion which the inhabitants enjoyed, he wrote a letter, on the 9th of
May, to Mr. Jameson, expressing his regret and disapproval
of its construction. His objection to the railroad was two-
fold—in the first place, because it would cross High-
street, which was the direct road to Aberdeen, and in-
terfere with the water navigation in that quarter, now
traversed by a ferry; and in the second place, because it would
preclude the inhabitants from their source of exercise and recrea-
tion. He believed the line was unnecessary, and its route most
circuitous, and taking all these objections, besides those of inter- ,
lerence with traffic, existing rights, &c., into consideration.