The Sun.
London, England, 1845-06-02 00:00:00

destination. The quantity of wheat purchased in Carlow and its
neighbourhood by millers and corn.dealers, was 123,000 barrels ;
the quantity of oats upwards of 200,000 barrels ; and the quantity
of barl,y, 59,600 barrels. The tons of goods sold by 180 shop-
keepers of Carlow were upwards of 9,000. The tonnage of the grain
sold in the district was near to 60,000. It was his •pinion that a
great portion of this would go by Wexford if the railway was
formed. • At present Dublin and Wexford were the exporting and
importing towns for those goods, The bacon trade was likewise an
important branch of sale in the district. A large quantPy of fine
marble was quarried in the district, and exported to England. Its
price in Carlow was 2s. 6d. per cubic foot; in Bristol it was ss.
It was generally used for tomb-stones and chimney-pieces. The
whole county of Carlow was in favour of this line. A resolution
at a public county meeting was unanimously passed in its favour.
Wexford was a famous fish market, and the line would greatly
facilitate the supply of Carlow and the adjoining towns with that
article. The present mode of conveyance was very imperfect and
slow.

The witness was cross-examined by Sir W. RYDDELL, on behalf
of the competing line, the Waterfori, Wexford, Wicklow, and
Dublin, without eliciting any point •i material importance.
Mr. Redmond, of Wexford, gave evidence as to tlie advantage
which the proposed line would confer upon the town and harbour
of Wexford. The harbour was capable of great improvement,
which no doubt would be effected were the railway carried out.
Sir John Rennie had examined into the capabilities of the har-
bour, and he had reported that it might be made as good as any
other harbour that he knew of. The tonnage that annually
entered the harbour of Wexford was about 60,000. The number
of ships belonging to it were 85, averaging about 100 tons each, or
an aggregate registered tonnage of 9,000.
Sir John M`Niell, civil engineer, said that he had surveyed the
line, and found no particular engineering difficulties. The
gradients 811E1 curves were generally favourable, and there were no
tunnels. The severest gradient was 1 in 122. The estimated
cost was 300,000/. The principal items were—for land, 12,500/.;
fencing, 6,5921.; excavations, 118,648/. ; ballasting, 8,726/. ; via-
ducts, bridges, and culverts, 56,980/. ; crossings, 1,350/. ; permanent
way, 71.8631.; stations, 5,0001.; contingences, upwards of 12,000/.
The estimates were for a single line of rails at present, though the
cuttings, embankments, viaducts, and mason work would be for a
double line. His attention had been called to the competing line
along the coast, and he was sure it never could be worked to pay;
considering its great engineering expenses. Some of the gradients
on that line were so severe that they never could be worked by
locomotive engines.

The cross-examinatson of this witness was proceeding with when
the Committee adjourned till to.morrow at twelve o'clock.

GROUP DD.

THE CLYDESDALE .71717CT10N RAILWAY.
The Committee re-assembled this morning at twelve o'clock,
and shortly afterwards proceeded with the further consideration of
the scheme before them.
Mr. Graham, the Parliamentary agent, announced that the op-
position to the line, on behalf of Mrs. Douglas, had been with-
drawn, in consequence of an arrangement that had been made
between her solicitor and the railway company.
The re.examination of Mr. Errington was resumed by Mr.
GREGG, who endeavoured to show that the course of
the line through Mr. Graham's property, as at present laid out,
would materially injure it. and that all difficulty might be easily
obviated by a small deviation of the line. It appears, by evidence,
that thirty cottage gardens would necessarily be destroyed by the
proposed deviation through the village at Cambaslang. The plan
did not show that more than four cottages would have to be taken
for the purposes of the railway. Mr. Graham's proposed deviation
would be at least 100 yards longer than the present line, and a very
expensive archway would be necessary to be made, and the turn-
pike road must be altered. The cutting through Mr. Graham's
property would diminish twenty feet from the central altitude of
forty feet.
On examination by Mr. HILHYARD—Mr. Errington said that he
considered there would be a very increased traffic at the Kilmar-
nock and Cumnock station in case the Clydesdale Junction Railway
were net made The station at Glasgow could be very greatly en.
larged if it was necessary.
The CHAIRMAN interrupted the cross-examination, and observed
that the Learned Counsel was bringing subjects before them on the
arrangement of erecting a station which did not properly come
under their jurisdiction, but ought to be referred to a decision of
the Board of Trade,
Mr. HILDYARD said, in the present instance it was known that
the Board of Trade entertained views which were not exactly in
accordance with the opinions held by the Ayr Company.
Mr. Graham, the Parliamentary agent, observed that the Clydes-
dale Company had offered to give a veto to the proprietors of the
present station, to prevent, if necessary, the entrance to the station
of any objectionable traffic.
Mr. HlLvaan preferred to go on with the cross-examination, but
afterwards the Chairman said that the Committee were resolved to
close the evidence against the Clydesdale Junction, if possible, to-
day, and the Leained Gentleman did not press farther his supple-
mentary
examination of Mr. Errington.
The opposition on behalf of the Glasgow Company was then con-
cluded.
Mr. MAXWELL rose and said he appeared to oppose the Clydes-
dale Junction on behalf of the trustees of the Glasgow and Paisley
turnpike-road, and also on behalf of Sir John Maxwell, as a land-
holder on the line. His Learned Friend Mr. Hildyard would ad-
dress the Committee more particularly on behalf of the trustees,
and he (Mr. Maxwell) would proceed to lay down the important
features of Sir John Maxwell's case, consolidating it as much as
possible with the other interests. The first point which he would
bring before the Committee was an objection to the manner and the
matter of the proposed Bill, as related to the Polloc
and Govan Railway. The Bill had been presented as a third-class
Bill, in which the erection of new works had not been content-
plated. He would, however, submit that the present Bill did not
come under that appellation, that prima facie the making new
works was intended, and the 25th clause of the Bill showed the
position he had taken; and also the evidence of Mr. Errington,
the engineer, would show it.
The Coal asteN, at this stagy, interrupted the address of the
Learned Gentleman, and said that the Committee could not enter-
tained the points which had been "
carried, as they were a matter
which came immediately under the jurisdiction of the Committee
on Standing Orders.
Mr. MAXWELL observed that he could show that the Bill, as it
at present stood, was a deception on the Committee; but as it ap-
peared their decision that the point could not be entertained, he
would not press it further, but would address a few observations
with respect to the Polloc railway in another point. He would
shortly declare the history of the Polloc and Gavan Railway. It
appeared that it was originally a tram-road on private property,
and used for private purposes. In 1830 Mr. Dixon, to
whom the ttam.road belonged, obtained an Act of Far.
liament to enable him to raise the funds for continuing the line of
railway, and subsequently provided an amended Act to put them
in a position to extend the line to West.street. A clause was
inserted in this Act which provided that Mr. Graham should pay
for the property he used for the purposes of the railway within a
certain period. This proviso it appeared had not been complied
with; and the consequence had been a protracted course of legal
action in the Courts of Scotland, and, finally, an appeal, which
was now pending in the House of Lords. He stated this matter
to the Committee in order that any decision they might arrive at
with respect to the eligibility of the Clydesdale Junction
Railway might not interfere with the progress of the
actions now pending, and contended that, even setting aside
the objectionable manner of crossing the canal, it would tend con-
siderably to injure the interests of the parties engaged in the pre-
sent actions, and, therefore, he would call on the Committee to be
cautious how they decided, as, in case of an affirmative decision
for the Bill, the persons now engaged in litigation would have to
contend with a powerful body, possessed of large capital and means
for opposition.

The CHAIRMAN interrupted the Learned Counsel, and said, with
respect to the operations intended to be carried on between the
station and the river, the Committee did not think that the Clydes-
dale Junction Company had made out any case, and they had no
locus standi before the Committee to interfere with rights now ante
j udiee, end which would be prejudicial by their decision.
After considerable discussion between the Committee and Coun-
sel, the room was ordered to be cleared; and, on our re-admis-
sion.

The CHAIRMAN read from a paper the following important deci-
sion :—lt appears to the Committee, as laid before them, inexl•e.
client to sanetion the incorporation of the Clydesdale Junction
Railway with the Pollock and Govan Railway.
A few observations having been made by Counsel,
Mr. Bannatyne, one of the solicitors, inquired to know if the
Committee refused also to sanction the branch across the river,
from the Pollock and Govan Railway to the Ayr terminus ?
The CHAIRMAN replied—Certainly not.
Mr. MAXWELL then said that in consequence of the decision of
the Committee, it would be unnecessary for him to proceed any
further with his opposition.
_ _

Mr. GREGG resumed his opposition on behalf of M.. Graham,
(through whose property the line would pass) against the Bill, and
contenped that the decision just come to by the Committee mate-
rially interfered with the estimates on the Bill before the Com-
mittee gave their decision; and said that, althougn offers of a com.
promise had been made to Mr. Graham by the promoters of the Bill,
yet they were so unsatisfactory and insufficient that they could not
be entertained.
He then called Mr. Martin, C.E., to show the injury that would
be done to Mr. Graham's estate in case the line were permitted to
pass through it, and also to suggest a devidtion which would avoid
doing any (Image to the property.
The Learned Counsel then examined Mr. Puchanan, Mr. Mur-
ray, and Mr. Robson, who all corroborated the evidence of the pre-
vious witness, and the case for the opposition was finished.
The CHAIRMAN observed that he was desired by the Committee
to intimate to the parties concerned that they approved of ,he con-
struction of the Hamilton branch of the Clydesdale Junction, but as
regarded the Mootherwell branch, its fate would be regulated by
the decision on the Caledonian line. The reason that these inti-
mations were given for was, that the different parties might have
an opportunity of preparing and arranging the various clauses that
would be required when the formal proofs for tho Bill would be
put in.

The heat, during the whole day, in the Committee.room, was
excessive, owing to the defective ventilation, and the CHAIRMAN
alluded to it in stringent terms. He further observed that one
Hon. Member had been reported to the House for absenting himself
from attendance on Railway Committees, and he attributed his non-
attendance to the ii.convenience he lelt in breathing the badly_
regulated air, and the excuse of the Hon. Gentleman had bee❑
received by the House with cheers.
The Committee adjourned till twelve to.motrow.

GROUP BE,
ABERDEEN RA.XZWAIr.

--
This Committee met to-day at twelve o'clock, Mr. taring Chair-
man, when the consideration of the clauses of the Aberdeen Rail-
way Bill was entered into. The several clauses were read, and
with several unimportant amendments, egret,' tn.
The Chairman was then instructed report the Bill to the
House.

THZ SCOTTISH IVII:ILAND RAILIWAY.
Mr. HOPE proceeded to bpen the case on behalf of this line.
The Scottish Midland, t'',e Learned Gentleman proceeded to state,
was proposed to he taken through an an important agricultural
district. It commenced at Perth, with a population of 20,000,
and passed u,, the right bank of the Tay to Stanley, an important
manufacturing village, from thence it left the Tay and went up
the right bank of the river Isldy to Cupar Angus, a distance of
15 miles. At Cupar it joined the Newtyle and Cupar Angus
Railway, and passed along it for 4* miles, which was to be pur-
chased at the price of 15,750/., contingent on the passing of this
Bill. Near to Meigle it left the Newtyle and Cupar Angus line,
and there was here a new portion to be formed of 134 miles.
At the end of this new portion it joined the Newtyle and Glammis
Railway, over which it passed for 4it mile*, and which was pro.
posed to be purchased for 20,000/. At Glammis a new portion of
line was to be farmed of six miles, by which it would be connected
with the Arbroath and Forfar Railway. The total length,
including the portions already made, would be :32 Titles. For
thirteen miles, the rails were almost on a level. The severest
gradient was one in 125, and there were no tunnels. The largest
bridge, that over the Tay, would be one of ordinary struc-
ture. It was only proposed to lay down a single line of
rails at present, but land would be taken for a doub'e
line, so that the latter could be found as soon as
the traffic jusiitied it. The whole of the capital was 300,000/.,
which was amply sufficient for all the purposes of the line, and to
make purchases of the portions of railways aready formed pro.
posed to be taken. There was a strong feeling in the district
through which the line was proposed to be taken, in its favour.
The petitions in its favour altogether were 17, from Perth, Dundee,
Brechin, Stanley, Ghommistown, and the landlords and farmers of
the surrounding county. After a general reference to the nature
of the opposition offered to the line by certain landholders and
road trustees, the Hon. Gentleman proceeded to call witnesses,
Mr. Sidey, Lord Provost of Perth, was first called. There were
a great number of fairs held in the district through which the
line passed, and a great amount of apicultural produce was car-
ried from the various markets to be forwarded to the manufac-
turing districts. There was a very great cotton manufacturing