The Sun.
London, England, 1853-04-18 00:00:00

SELF-PRESERVATION.

d
A Medical Treatise on the Philosophy of Marriage, and Nervous and
Generative Debility, illustrated by fifty coloured engravings, and
tribing in detail the various disorders resulting from secret habits and
excesses. The perusal of this treatise will assist in the correct
description of their cases, and may be had, price 2s 6d, in English
French, Spanish, Dutch, Italian, or German, of Messrs. piper'
Brothers and Co., 23, Paternoster-row; Hannay, 63, Oxford-street -
31arill, 39, Cornhill ; Stolle, Titchborne-street, Haymarket; or free
' 3 Post for forty-two stamps, to any address from the Author's real-
trice, 37, BEDFORD-SQUARE, LONDON.

IMPORTANT MEDICAL AND SURGICAL WORKS,
Just published, by U. Rainier% 219, Regent-street, London.
No I.
6v0., in cloth, price ss. by post free, ss. 6d.,
ON TRUE & FALSE SPERMATORRHCEA,
with the View to the Correction of wide-spread Errors
In relation to the Treatment and Cure of Sufferers from I' ability of Li- e
Generative System, or Sexual Hypochondriasis.
Translated from, the German of Dr. PICKFORD
"Dr. Pickford Is known to English readers by his frequent practi-
cal contributions to German medical literature. This is the first
time, he informs us, that he has addressed himself to the noit-medi-
cal reader. We trust this may not be the last, if he shall
detect any other equally flagrant evil which it may be in his
rower to correct."—London 31cdic.1 Gazette, May 30, 1851.
"We nromised in a former number that we should recur to this
wor:(, in order to exhibit its aim more clearly. The author lashes
with great severity the impostors who make a livelihood by preying
eu the credulity of the public. The tribe of Quiet Symathisers.'
and • Medical Friends,' are mercilessly exposed; and if this book
could find its way into the hands of those who suffer from th com-
plaint of which it treats, we are satisfied that many h andrecis would
IDe saved much needless suffering of body and mind, and what is of
less importance, though it is that which the quacks most prize—
much money...—. This volume is well qualified to put an end to the
monpitrical system of treating Spermatorrhcea, and to place the treat-
_ • upon a more rational and physiological basis. It is, therefore,
to do much good."—Medical Circular, Juno 16, 1852.
THESo. 11.
CURE Bvo.. 'at cloth, price 38. 6d., by post free, 4s.
rk3 at on OF STRICTURE OF THE URETHRA, on Princi-
a once Simple, Safe, and Efficient, in oven its most Inveterate
and ppareutly Intractable Forms.
Member of therioFyal. B.
ft
ofTSENurgtoYi,is
of England.
the _Prom of his views he (Mr. Courte nay) has given
rhistory of a great many cases successfully treated, as bad
i. 3 any which Mr. Spite adduced and
nth are mew ix
xi. , on which he had operated.
period of twelve y.e, r lie..traT xviil. No .Ix. had res'sted, for a coved in
as
many
watlezka treatment by dilitation, and was finally
in duration, severity, andßut cases xviii. and xix. appear, both
gravated charactei complication of symptoms, of a more ag-
an
Coetailed tzolent adopted by Mr. by Mr. Syme, and yet the
4.161. otirtenay
oresiorLiar, theL. Proved eminently sucete.iful."
Treace of Stricture.

MT HAT the CHANCELLOR of the EXCHE-
QUER has just FOUND OUT.—That the increase of the re-
venue in 12 months exceeds nine hundred and twenty thousands, and
an advantage will be derived by the nation and individuals by a re-
duction of the tate of interest, which is to advance the real value
of property. The favourable impression this has made on our com-
mercial citizens fully proves that Quality and Cheapness are the
most approved principles of Business. This, very convincingly,
supports the pi actices of E. MOSES and SON, who commenced,
and alone have carried out, the most substantial improvements in
DRESS, at a reduction in prices far beyond the expectations of the
ablest financier.
What have E. MOSES and SON' "just brought out ?" The most
magnificent and GIGANTIC STOCK of SPRING and SUMMER
GOODS ever exhibited—peerless illustrations of the latest improve-
ment's in the world's commerce, the materials being selected with
unparalleled diligence and perfe.t experience, from the newest and
best samples furnished by every celebrated manufactory, British
and Foreign. In this selection the success of E. MOSES and SON'S
BUYERS «ill be found advantageous to their PATRONS and the
PUBLIC in ways too numerous for detail. 'I he richest, mostnovel
and varied—the finest and best materials--the first order of fashions
—the most artistic cut—the neatest and best workmanship—is com-
bined with a great reduction In the prices of every description of
ATTIRE, HOSIERY, HATSgand CAPS, BOOTS and SHOES, &C.,
&c. Inspect. the _endless novelties in SPRING and SUMMER
VESTS aed TROUSERS, the thousands of NEW STYLES and
fabrics of incomparable elegance, the SPRING and SUMMER
COATS and OVERCOATS, which for style, quality, and pries have
no equal, and it will be " found out" that E. MOSES and SON have
provided Spring and Summer Dress for all classes in the amplest and
most economical manner.

EMIGRANTS to AUSTRALT t, or any other part of the world,

may save as much by purchasing thk it Outfits and requisite Clothing
at E. MOSES and SON'S as, in many instances, will pay the cost of

Wiel;larsaie: when the superior (witty of the goods and the prices
they are charged are compared, the saving is nearly half the amount
which might have been expilided elsewhere.
E. MOSES and SON'S WkIOLESALE BUSINESS offers the
safest and most profitable investments for Capitalists and every class
of Et:migrants ; the Goods, having a word-wide celebrity, are iold
without inconvenii nee, and turn to better interest than any other
description of met chandise.
The magnitude of E. MOSES and SON'S Outfitting Business in-
duces them to keep a separate Department for Emigrants ; they also
furnish (without any charge) full Lists of Outfits for Ladles and
Gentlemen, with Shipsaiing information, &c., either on application
or post free, to any part of the kingdom.
CAUTION.—E. MOSES and SON regret having to guard the
public against imposition, having learned that the untradesman-like
talsehood of " Being connected with their Establishment," or " it's
the same concern," has been resorted to in many instances, and for
obvious reasons, they beg to state that they have
No CONNEXION WITH ANY OTHER lIOJSE me OR OUT OF LONDON,
except their own Establishments, as follows :
London City Establishment, 154, 155, 156, and 157, Minotics, 83,
34,85, and 85, Aldgate, opposite the Church, all communicating.
London West-end Branch, 506, 507, 508, New Oxford-street, I, 2,
3, Ilart-street, all communicating.
Bradford (Yorkthire) Brandt. 19 nd 20, Bridge-street.

Sheffield Branch, 36, Fargatel
Merchant Tailors, Clothiers, Hatters, Hosiers, Furriers, Boot and
Shoe Makers, and General Outfitters for Ladies and Gentlemen.
IMPORTANT.—ShouId any article not give satisfaction, it will be
exchan6ed if desired, or, if pre erred, the money will be returned
without hesitation. An goods arc marked in
plain figures, the lowest
price, from which no abatement can be made.
The Establishments are closed from sunset Friday to sunset on
Saturdays, when business is resumed till 12 o'clocL.
A new Book. entitled "The World's Pharos," containing the
Emigrant's Assistanit, full list of prices, and directions tor self mea-
sv:ement, may be had on application, or post-frec, to any part of
the kingdom. _

A andsome Almanac for the year ending 1853 can be had gratis,
on app"cation.

Id ron prrle Franca's.
Dior siricht man Deutsch.

Qui al parla Italian.
Aqua se habia Espanol

ELECTION PETITIONS.

rielslgen, tivsaesssiuonbi.
A list of all the election petitions presented during the
all the eljtio
The names of tlep
as a return to a motion of Mr. Locke
lone, Barnstaple, constituencies
'shed on Saturday. The return contains
etitions presented up to Easter last.
Boston, Bradf
Cambridge, rd
petitioning are :—Ath-
erwick-upon-Tweed, Blackburn, Bol-
ton,, Bridgenorth, Bury St. Edmund's,
borough, Cashel,
Chatham,Canterbury Caii
Cirencester,s le, C arlowcicounty,Clare,
o 1 itCarlowher o
e,
Clonmel, Cockermouth,D
kb, lia;tiCork, Dartmouth, Derby,
Dublin, Dungarvan, Durham,
locester, Great Yarmouth,
Down, Dublin county
Ennis, Finsbury, prom' e
Hereford county, Here-
Guildford, Harw
ford, Huddersfield, Kiddeurlis'•
igsborough, Lancaster,
ter, Rilnar ,e King's
, Limerick,tt Lisburn, Li-
County, Kingston-upon-Hull,
Middlesex,
Maidstone, Mal-
Leicester, Leitrim, Leominster,
Pontefract,
estern divi-
verpool, Londonderry county, Lo
don, Mallow, Mayo, Meath,
Newry, New Sarum, New Windsor, NO4-oeixi New Ross,
sion),Norwich,Peterborough,Plymouth,
Sligo county, Sligo, Southampton, Stoke-upon-Trent,
Susrey (eastern division), Taunton, Tavisteeku-Ti;;"
Tippe-
rary, Totness, Tynemouth, Waterford county, Wer"-
meaih, Wexford county, Wigton, Youghal, snakingst-
total of 85 boroughs and counties in which it is alleged
corrupt corrupt practices have taken place during the last gene-
ral election. Of these 85 petitions, 32 have been with-
drawn ; in 19 cases, and in the case of 27 members, the
elections have been declared void ; 18 members have
been unseated, and of these 18 cases of expulsion there
were 16 in which the committee declared that bribery
had been proved. The names of the corrupt boroughs
are :—Cambridge, Lancaster, Kingston-on-Hull, Mal-
don, Bridgnorth, Chatham, Huddersfield, and Clitheroe.
The writs for Lancaster, Canterbury, Cambridge, Cli-
theroe, Chatham, and Kingston-on-Hull have been sus-
pended ; 25 petitions remain as yet to be disposed of,
and in the case of 8 petitions the investigations of the
committees led to the• conclusion that the sitting mem-
, berg were duly elected.

" You well know how groat an interest I have felt from
the first in that long-projected enterprise : and nothing in
my power shall at any time be wanting towards promoting
it. It does appear to me that this is the time to press for
its commencement. Money is abundant, and the means
for safe and profitable investment of capital are very
limited. Trade and agriculture are taking a great start,
and the necessity of a railway in the north is very urgent,
and daily increasing.- In fact, unless we have one soon,
we shall be quite left behind in the race of advancement in
which . all our neighbours are so earnestly engaged.
Witness, for instance, the immense impulse given in
the east, by the railway to Aberdeen ; epecially in
cattle feeding—a branch of agricultural economy which we
here cannot engage in, except on very disadvantageous
terms, for want of a market at our doors. They say that
this Aberdeen Railway is to be carried on to Elgin—if so,
it is well— but will that not serve to excite to competition
those lines connected with the centre and west of the coun-
try, which cannot fail to appreciate the value of a tailpiece
that will throw into their hands the traffic of one of the
richest districts in the north—that from Elgin to Inver-
, ness—aye, and all to the west of it, even to the coast—and
were the Highland line once in full operation, it would not
only sweep the whole country to the west of Elgin, but
eventually that also between Inverness and Tain—infact,
all Ross-shire."
Letters were read from. Mr. Monro of Allan ; Sheriff
Tytler : Mr. Gillanders of Highfield ' • Mr. D. Macdou-
gall, of the Tartan Warehouse (who said, "my own
experience in business leads me to think that the
establishment of the Perth and Inverness Railway
will be followed by great benefits to all concerned
in the trade and prosperity of this district of the coun-
try) "; Mr. Ross, of the Inverness Brewery Company ;
Provost Sutherland, Mr. Butter' of Fascally ; Mr.
Mackenzie, of Muirton (who said he gave the scheme
" his warmest approbation," and promised, when
the details were exhibited, to use his influence with
others "in uniting with its promoters for the full
success of the undertaking)." Letters were also
received from the Duke of Sutherland, the Mar-
quis of Breadalbane, Lord Panmure, Lord Kinnaird,
Lord Sa.ltoun Lochiel, the Earl of Seafield, Mr.
Wylie of Bolf;acks Castle, Mr. Brodie of Lethen, Mr.
Macinroy of Lucie, Mr. G. W. H. Ross of Cromarty,
Mr. Ross of Pitcalnie, Sir C. Munro, &c., &c. All
these 'answers were favourable to the scheme, except
perhaps that of the Duke of Sutherland, who said that
he was not very sanguine of its success, but was most
desirous to see such a scheme carried out prosperously.
Mr. Anderson read the report by the deputation ap-
pointed at the meeting of members of the joint commit-
tees; held at Inverness on the 16th December, 1852.
The report stated that—
The
appointment of the reporters was chiefly for the
purpose of putting themselves in communication with
parties in the south connected with railway companies,
and with persons of influence generally connected with the
north of Scotland ; and that With the view of giving and
receiving information regarding the scheme of direct rail-
way communication to the north, and the best means
of forwarding this object. Accordingly Mr. Peter
Anderson joined Mr. Mitchell in Edinburgh in the
beginning of January, and they in the first place
made it their business to come in contact with as
many persons as possible in the south of Scotland in any
way likely to be of service ; and also to bring the revived
intention of carrying out the purpose in view as much as
possible under public notice. They successively visited
Perth and Glasgow. In these ,places, and in Edinburgh,
they got introduced to directors and officials of all the rail-
ways affected by the through northern traffic, and to
several of the principal brokers in Edinburgh and
Glasgow, under whose notice they brought the scheme.
The reporters then proceeded to London, and on the way
they had a meeting, by special appointment, with the
Board of Directors of the York, Newcastle, and Berwick.
Railway, from whom they had a very friendly reception.
In the metropolis frequent interviews were had with several
of the more influential parties interested in the north of
of Scotland, in particular with Mr. Alex. Matheson, M.P. ;
Mr. Ellice, M.P. ; The Chisholm, and others; all of whom
expressed their great interest and anxiety in the success of
the undertaking ; and the deputation were in communica-
tion with the office-bearers of the London and North-
Western, and the Great Northern Railways, and with
Messrs. Locke and Errington, engineers, and with others
connected with railway works, and the attention of the
directors of the Lancaster and Carlisle Railway has since
been directed to the subject by correspondence with the
Secretary. They had the satisfaction to find that very
favourable impressions are entertained by parties the most
competent from their railway experience to judge of the
traffic to be anticipated. Indeed, it may now be said to
have become an acknowledged axiom that disappointment
as to traffic returns is never experienced. So wonder-
fully do the facilities afforded by a railway operate,
especially in localities previously denied such means of
communication, that it is literally impassible to predicate
the amazing alteration which thereby arises in all existing
relations ; and the specialties in this instance all conspire
to confirm the conviction that the railway proceeds will
constitute a very large revenue indeed. And the deputa-
tion were given to understand that the only desideratum
to success is moderation of cost in the construction of the
line (a matter hitherto too rarely aimed at), combined with
a favourable state of the money market.
Meantime, however, it was felt that capitalists were dis-
inclined to embark in any undertaking of this nature with-
out definite forehand arrangements, as far as practicable,
with the landowners along the line, whose interests would
be specially promoted under any circumstances by the pro-
posed works. And almost the first question put on all oc-
casions was the amount of encouragement proffered -by
these parties.
The result of these several conferences and communings
whichkingdo
kingdom
as edelf,ellutatas the
ionhavperaheteilead
linadvviarcieoutshepyarotbstoafintehde,
amounted to this, that the present was not the proper mo-
ment to bring a great measure of this sort before the pub-
lie • that by and bye, if the present prosperity of the coun-
try continue, there willinevitably be such an accumulation
of money as must tend to make such investments be viewed
with their former favour. And the deputation were /11'-
1 surcd by some of the most practical and influential men
with whom they conversed, that parties would be readily
got to undertake for one-half the capital, and that they
thought the other half would be easily pro ided by the
. public, in such a state of the money market as is con-
fidently anticipated soon to arise. These experienced par-
ties suggested that in the interval the promoters should
direct their attention, in the first instance, to ascei Lain
positively the amount of encouragement and facility to be
afforded by the proprietors along the line and their tenan-
try. It was also suggested that the ground should be again
carefully examined, and that having in view the great en-
gineering improvements which have arisen since 1845, such
alterations should be adopted as would secure the construc-
tion of the works on the most moderate scale. Reason
was given to believe that a considerable portion of the
stock will be readily taken in part payment of the contract
price by some of the leading railway contractors, and other
terms obtained from them, such as materially to facilitate
the raising of the whole capital. In respect of the first
recommendation, that in regard to the land, considerable
progress has been already made.
The deputation went to Dunkeld in the hope of obtain-
ing an interview with the Duke of Atholl, through whose
property the line runs for many miles. In this, however,
they were disappointed. His grace politely excusing him-
self from a personal conference, on the ground that he had
not duly considered the written communications made to
him on the subject from Inverness. Since then the Duke has
intimated `that he u ishes it to be understood that he does not

wish any railway through Athole, and that so far as he is
concerned, he would prefer that no line of railway were
brought further in the proposed directior. But if it is
thought the interests of the public require a line, then he
will not allow his own personal feelings to stand out against,
it, how mrch he may otherwise regret it.' The other pro-
prietors generally are now alive to the great importance of
the formation of the line. Lord Seafield, Cluny Macpher-
son, Mr. Baillie, of Kingussie, Miss Macpherson, of Belle-
ville, Brodie of Brodie, Mr. Brodie of Lethen, Mr. Butter
of Fascally, Mr. Mackintosh of Raigmore, Culloden, and
other proprietors, are quite favourable, and it is believed
will all come in to any terms that may be agreed on. It
is thus anticipated that the land can be obtained at no
great expense. It has been suggested that the landowners
ought to give at least all the moor land gratis, and the
arable land for say thirty years' purchase of its agricultu-
ral value, withor_t any allowance for severance, and com-
muting, if deemed desirable, the amount for a moderate
feu-duty ; and that the tenants should also be got to agree
to accept of say three per cent. per annum, during the sub-
sistence of their leases, on the sum payable for their re-
spective possessions to their landlord. It will be proper
to have a general form of agreement in some such terms
Prepared, and the individual signatures obtained in any
way that may be most effectual. When matters have been
matured in manner just detailed, encouragement is held
out to make application to the through lines from north to
mayon themb expected,
b y th e
m opl e tin of
south for such direct assistance as may bein their power, and
for such countenance of the undertaking as may serve to bring
it into favourable notice in the money-market. That this aid
frominore tn ease railway companies will be realised, is nothing,
thecompletion o additionaltraffic
pertien
to
be thrown
of
the trunk line of direct communication. The natural
eventual extension
from Dulsie B
of the line from Badenoch to Fort-
William,ridge to Forres and Burg head and
from Inverness into -Re
policy of incorporating The
ss:shire, were adverted to.
and Elgin with the scheme line of railway between Nairn
to Perth, may be regarded
as
sf the formation of a direct line
upon circumstances. It will ane observed
n questiontiat tdhetf
wayend dependent
clear, for the Great North of Scotlandser have an-
nounced their present intention Company.
to be to carry their line

Mr. MITCHELL then addressed the meeting. He said
—You will notice from the report read that we have
had no small encouragement in ,the south ; and had
the money market continued in the same buoyant state
which it was in December, I havci, every reason to be-
lieve that the capital might have been raised as was
done in 1845. No doubt thi serious losses that
have occurred by railway investment have led the pub-
lic to be more cautious as to entering into undertakings
like the present ; and the only thing that we can do in
the meantime is to instruct the public mind as to the
intrinsic merits of our line. I would not be a party to
this scheme without a positive conviction of its intrinsic
merits. I know it may be said that our scheme will be
an unprofitable one, and the lossesthat have occurred in
more fertile districts, where there is.a population which
should have produced an ample return for railway ir.vest-
ment, may be referred tn. Most of the railways in the
south of Scotland may be quoted ; the Aberdeen, the
North British, the Edinburgh and Northern—where the
shareholders reap no dividend, and the Caledonian and
others, where the returns are very limited, and on all of
which the most serious losses have arisen to the original
shareholders. And were we, gentlemen, to promote a
line which approximated to these in outlay, our oppon-
ents would be right in repudiating such an undertaking,
and in advising the public to beware of venturing on it.
But we wish to enter into no ex/lensive undertaking of
this sort, but into one of such moderation in form and
construction as will be adapted to the traffic and exigen-
ces of the country—such as. will ensure for the share-
holders a satisfactorrand fair return. In Great Britain,
in 1851; the number of miles Of railway opened was
6,621, and 551 miles more wereintiburse of construction.
The total expenditure on these was 232,000,0001., or an
average of about 35,000/. per mile, including stations and
stock. Were we to ask you to enter on any undertaking
involving even an approximation to these figures, of
course we would give our opponents just cause for
triumph ; but we do no such, thing. We ask you to
enter into the consideration of a work adapted to the
exigencies of a not over-populous but highly improvable
country. For myself, I look to what has been done in
America, and I constantly put the question to myself,
surely the northern half of Scotland, with its immediate
vicinity to a dense population, its highly improvable
lands, its immense breeding stock, its extended fisheries,
its extended tracts of cultivated land, and its forests,
ought to be a country which would warrant the con-
struction of a railroad, as well as the desert regions of
Canada, or the Western districts of the Northern States
of America. (Hear, hear.) Yet we find that by the
enterprise of these people, and their persevering energy,
railroads are made in these districts, by which the coun-
try is opened up and most materially benefitted ; and
these railways have become about the most valuable in-
vestments in that money-making empire. But why is
this the case? Why, because they have adapted their
works to the want of the country. They have not spent
35,0001. a mile in their construction, for that would not
answer their purpose. They have calculated their pro-
bable traffic, and they have suited their works to that
traffic. They say, and say naturally, ' that when the
traffic increases they will expand their works, and
so they do increasing their weight of rails, dou-
bling their lines, and otherwise making improvements
when such are required, thus insuring at all times
a satisfactory dividend to their shareholders. The
extent of railway enterprise in-America does not ap-
pear this
be
country,atthisdaoythnenrwprisoe.
nation. lam satisfied there
thevpie
d norths, e
dr tow bitehofr
railway
understoodaoytlacnoind rnwuonvi
is ample traffic to pay for a railroad if we get one con-
structed on the American plan ; and I presume, gentle-
men, it matters not to you what plan is adopted, pro-
vided the advantages of railway communication are ob-
tained for the north. I mean, therefore. that you should
not spend 35,0001. a mile on your railway, but that you
should adopt the American plan of cheap construction.
There is ample traffic in this country. Traffic calcula-
tions have never been at fault, and therefore, bearing
that fact in view, we can turn to expenditure with more
certainty, In America, in 1851, there were 10,921 miles
of railway in operation, and 7,560 miles in the course of
construction, and the average oust of these works was
w ,
expensehh oincludingrwe dtho ee
there
this
resenql
ooyucti
nothing
nhimnre
ges en
btl equipments."
?whatn.
t'
e'
st
om lutty will
constitutespass
hsnse natur-
ally
at
vtuhuer
the
difference
lvirsyeoelrobele.n asked,eea
plains,nlini i
s
and the bridges must be of the simplest and rudest form.
This gentleman, is not the fact. No doubt many of the
railways are rudely constructed, but many of them are
the reverse, and that you may see the sort of works that
America has constructed, I will just read you a descrip-
tion of the Erie Railway, which I have taken from a
tour made in 1851 by Mr. Watkin, one of the talented
London and North-Western officials. It is to this
effect :

" Tbo line is 460 miles in length, and cost about
' 5,000,000/. A large portion of it passes through forest
-r2,gions and jungles wlttliiprizrhiliabitoil, It is a single line
on the six-feet gua,go. Crosiit'= the Susquehanna, says Mr.
Watson, sonic miles beyond 13:.yliampton, wo entered
Pennsylvania—the line keeping still near the river and
winding its curves round the whole circuit of the great
valleys, the rock hewn away for its pessfige in perpendicu-
lar cuts of groat depth in many places—and crossing it
again by a covered bridge BC9 feet long, wo came to Lanes-
borough, and into the lovely valley iu which arc the finest
works of the railway. The frst of these works is a tressel
bridge, over the Cancaacta creek, and a portion of the vil-
lage of Lanesborough. This bridge is 450 ft. long. Then, a
mile or two beyond, is the Starucca viaduct—a magnificent
work of stout 110 feet high, 1,200 feet long, and having 18
arches, each 50 feet span—bridging over the Starucca creek,
which here joins the river ; and taking a last peep at the
Susquehannah, at the end of a I sing gradient is Cascade
Bridge,' an immenso lumber bridge, with a single arch 250
feet span and 50ft. rise, thrown over a deep chasm 184 ft. in
depth. From this bridge the line ascends into the great
rock cuttino, at the summit, which is nearly 1,490 feet
above the level of the sea—and the line overcomes in eight
miles a difference of level of 4C) feet in its descent to Des-
seret. The cost of this line is scarcely 8,0001. a mile, not-
withstanding these great works. Thi, traffic was then
large, and amounted to about 1,00/. a mile per annum.
It passes over mountains, wild passes, and along an ever-
varying level, but there is no tunnel."

Now you see, gentlemen, that this line, with these great
works, was constructed at 8,000/. a mile, and we may
naturally say, surely in this country, where labour is
cheaper, and the facilities of obtaining material so much
more convenient, we ought to construct our railroads in
the north, at as low if not a lower figure. On the Perth
line there are no such formidable works as are here de-
scribed. In fact, along the greater part of the distance
the ground is particularly favourable, and along the
whole line not a tunnel is required. Therefore we ought,
and I have no doubt we will, be able to get the lines
constructed at a moderate price, but this no doubt de-
pends on the proprietors of the land. Of course, if they
obstruct us, or make exhorbitant demands, we will be
driven into expensive works, but these may be greatly
avoided, provided we are met by theni in a fair and
liberal spirit. The promoters of railways in America
have no such difficulties to contend with as those in this
country. They have neither land cost nor parliamentary
opposition. Generally the land is given for nothing,
and whenever a line is projected, both the Federal and
State Government, as well as the counties and towns in
their combined and corporate capacity, vie -with each
other in promoting the enterprise. They find their ad-
vantage from it ; not only are their estates and farms
doubled, or even quadrupled, is value by the lines run-
ning through them, but the schemes are in themselves
most profitable. As an evidence of this I may mention
the dividends on a few of their lines--•

When opened. Dividend.
Boswell and Lowell 1835 ... 8 per cent.
Boston and Maine 1843 ••. 7
Boston and Worcester 1835 ' •.. 7
Connecticut 1846 .•• 8
Eastern lB4O .•. 8
Fitchborough 1845 ... 7
Nashua and Lowell lB3B ... 9
New Bedford lB4O ... 8
Western 1842 ... 8

You will thus see the advantage for the north of Scot-
land of adopting the American plan of cheap construc-
tion ; and, as I have said before, to obtain cheap con-
struction we must have liberal terms from the landed in-
terest. I hope, therefore, gentlemen, the entire north
will combine in promoting this most important measure.
I trust no petty jealousies will operate in the mind of
any one to prevent them coming forward to lend their
aid to this work. Many influential parties, whose
-opinions are entitled to the utmost respect, consider that
the Great North of Scotland line is the most natural
route, and should be first promoted. To this, of course,
you cannot agree. The seven northern counties of Scot-
land are surely entitled to the most direct communica-
tion that can be obtained. There can be no objection
to the North of Scotland line. No one more rejoiced
than I did to hear that it had commenced. What I ob-
jected to, and what I have all along objected to, was that
the Aberdeen people should construct a line, and obtain
exclusive powers to force the northern public and their
traffic round by Aberdeen---a detour of 70 miles. The
promoters in Aberdeen, however, have now adopted
more reasonable views. They have fixed their northern
terminus at Elgin, where the traffic naturally would
divide ; and if they adhere to that point, they will have
a good paying line from their local traffic, as they are
constructing their works on a moderate scale ; but we
must watch them, as they still threaten opposition to our
direct line of communication. Now, in respect to
whether this Perth and Inverness line will pay, I may
add a few words. In the statement which we have
printed, it will be seen that for a double line the return
will be upwards of 5 per cent., and for a single line
6 2-sths, even according to the outlay by the original
estimates of 10,232/. per mile for a double, and 8,8171.
for a single line. But it is to be hoped that considerable
saving may be effected on this sum. If our railway
should not exceed the American cost of 7,0001. a mile,
allowing even the working expenses at 50 per cent., a
traffic of 141. per mile per week would amply suffice to
pay, a dividend of 5 per cent, In Canada extensive
English companies have undertaken the construction of
as many as 1,112 miles of railway on this scale, and
'l, about this cost, The only thing analogous which we have