The Sun.
London, England, 1853-05-17 00:00:00

MAIDSTONE ELECTION.

OFFICIAL DECLARATION OF THE POLL.

In consequence of the conflicting statements put forth
with regard to the numbers polled, the official declara-
tion of the mayor was looked for with some interest, and
it was anticipated that a protest would be made against
the return of Mr. Lee, on the ground of the proceedings
at the Corn Exchange, the effect of which, it was said,
was to prevent a number of Mr. Martin's voters from
going to the poll.

At 11 o'clock yesterday morning the mayor took bis
place upon the hustings. Mr. Lee only was present,
accompanied by a large number of his friends.
The mayor then said that upon a correct examination
of the votes he had ascertained the numbers polled to
be the following :
Lee
Martin

747
737

Majority for Lee
And he therefore declared W. Lee, Esq , to be duly
elected to serve as a burgess in the present Parliament
for the borough of Maidstone. This announcement was
received with loud cheers.

PERTH AND INVERNESS RAILWAY.

(Prom the Inverness Courier.)

The Commissioners of Supply of the County of Inver-
ness held their annual meeting on Saturday, at the
Court-house, Inverness, for the transaction of business ;
Cluny Macpherson in the chair. Among those pre-
sent were Duncan Grant, Esq., Convener ; J. M. Grant,
Esq., of Glenmoriston, Vice-Lieutenant of the County ;
Colonel Mackintosh of Farr ; Duncan Forbes, Esq., of
Leanach ; Andrew Belford, Esq. of Glenfintaig ; Wil-
liam Fraser, of Culbokie ; Captain Fraser Tytler, yr. of
Balnain ; the Mackintosh ; Arthur Robertson, Esq., of
Inshes ; A. Fraser, Esq., of Abertarff ; Eneas Mackintosh,
Esq., of Raigmore ; W. H. Colquhoun, Esq., Sheriff-
Substitute ; Patrick Grant, Esq., of Ballifeary, Clerk of
Supply ; T. P. B. Biscoe, Esq., of Newton ; Anea,s Mack-
intosh, Esq., of Dalmigavie ; James Sutherland, Esq.,
Provost of Inverness : and the following Heritors, or
mandatories for Heritors, and Justices of the Peace :
Mr. Patrick Grant for Dochfour and Leys, and as
judicial factor on the estate of Dunmaglass ; Mr. Mac-
tavish, solicitor, for Lord Macdonald and Mr. Maegil-
livray of Aberchalder ; Mr. Mr. Alex. Grant, account-
ant, for Glengarry's curators : Mr. Charles Stewart,
solicitor, for Lord Lovat and Achnagairn's trustees ;
Mr. Peter Anderson, solicitor, for Mr. Clark of Fingask;
Mr. Robert Smith, town-chamberlain, for Bunachton
trustees_; Mr. Falconer, solicitor, for Miss Macpherson
of Belleville ' • Mr. Macpherson, solicitor, for Mr. Mathe-
son, M.P. ; Mr. 'Wm. Stewart, solicitor, for the Earl
of Seafield and Col. Gordon of Clun ; Mr. George
Anderson, solicitor, for Glentruim's trustees ; Mr.
Forbes oiLeanach for Culloden ; Mr. Simpson, solicitor,
for Reelig ; Mr. William Robertson, Aigas, for the
Chisholm ; Major Macpherson, Falls of Truim ; Mr.
Fraser, Abersky, for Balnain, Balnespick, and Corry-
brough ; Mr. George France, Lovat • Mr. George
Mackay, Millerton Cottage ; and Mr:Macleod, Hill-
park.

Mr. MACKINTOSH of Raigmore said that he had a
motion to submit to the meeting respecting the move-
ment now being made to establish railway communica-
tion between Peer and Inverness. They were all aware
that when the project was before the public in the years
1844, '45, and '4B, it met with great support throughout
the north-of Scotland, 75 petitions having been forwarded
in its favour from the northern counties. The bill had
been thrown out, in direct opposition to the purport of
the-evidence of Mr. Locke, the famous engineer. The
ostensible reason given for throwing it out was that Par-
liament had no knowledge of the practicability of gra-
dients such as were proposed. As to what other reasons
might have influenced them, it was needless at this time
to discuss. The line was abandoned as a speculation,
but it was never given up by those who were thoroughly
aware of its great national importance, and convinced of
its practicability ; that is to say, of the reasonable cer-
tainty that such traffic as might be fairly calculated on
would yield an ample return on all necessary outlay.
Since that time every circumstance connected a ith rail-
way enterprise had been minutely investigated, and the
result had tended to prove the soundness of that opinion,
and a committee of gentlemen was formed for the pur-
pose of carrying the scheme into effect. There were
many circumstances which justified them in that course.
With regard to the gradients, it was now known that
the ruling gradients on the Caledonian line were as
great as any which were proposed on the Inverness
and Perth Railway. There had been one of about two
miles near Nairn, as a branch line, which was
very severe, but it was not in the main line. This
could, therefore, be no obstruction, since it offered
none on a line on which the traffic was about the
heaviest in this country, being at the rate of about 501. a
mile a week. The length of the line proposed was about
1251 miles, but the traffic was now nearly double what
it was assumed to be when first proposed, and it was
hoped that the length would be shortened, especially if
the Midland extended theirs to Dunkeld, which was in-
deed no object to this company, as the country there
was populous and wealthy. It was also expected that
the line would be shortened in various parts. Near Carr-
bridge, for instance, on one of the worst parts of the
- line, Mr. Mitchell hoped to gain nearly three miles, and
a considerable saving on the expense of the line, as ori-
ginally calculated, would be made by a more careful sur-
vey and by the altered feeling of the proprietors on the
subject. They were now alive to the advantages to be
derived from a railway passing through their property,
and were ready to give every assistance in their power.
He was glad to see the following article in a recent
number of the Railway Times :—" The men of the north
have gone out in search of experience, and, after edu-
cating themselves with the examples f England, Scot-
land, and America, they arrive at the sound conclusion
that it would be profitless to construct a line at 35,0001.
a mile, when one at 5,0001. is sufficient. These researches
into economy are exceedingly useful, not merely to the
parties more immediately interested, but to companies
in which the desire of extension and encroachment can-
not possibly be stayed. When less is made by lawyers,
engineers, and contractors out of projects on the
economic system, the excessive urgency as to their being
at once taken in hand will not, of course, be so readily
apparent ; and thus, if by no other means, proprietors
may be secured a longer rest than their over-busy
prompters and counsellors might be inclined to sanc-
tion. Our Highland friends having thoroughly opened
their eyes to the advantages of railway communica-
tion, continue in the exercise of their national cau-
tion. More inquiry, closer investigation, reduced esti-
mates, new allies, avoidance of offence with existing in-
terests—these are the means of progress which they use,
and although little may appear to be accomplished in any
particular session, we doubt not the healthy result will
be a remunerative line, paying a dividend sooner than
many of earlier construction. The example is decidedly
praiseworthy. Would it were found contagious. But it
would be a great matter, if they had the promise of sup-
port from the proprietors, that they should have a guar-
antee to that effect, namely, some document signed by
them expressing their views on the subject. All useless
land should be given gratis, and arable land at what it is
worth, and no more." (Hear, hear.) The original cal-
culation of the length of the railway to Dunkeld was
1171 miles. The cost was formerly estimated under
1,100,0001., or 9,400/. a mile. The traffic returns were
estimated at 130,0001. by Mr. Pare, the principal statist
of the day ; so that if they allowed the working ex-
penses to be 45 per cent., they would have 75,0001., or
fully 6A per cent., a-year to pay dividend. But he must
remark that Mr. Pare had always been so moderate in
his calculations of traffic, that they had been invariably
within the actual result ; and in assuming the working
expenses at 45 per cent, of the gross receipts. he (Haig-
more) assumed about the highest sum paid by any line,
and arrangements might be made by which they would
be much less. For instance, an arrangement which he
might mention was that by which the Caledonian line
worked the Edinburgh and Glasgow line at 35 per cent.
on the gross receipts. The Great Midland, also, worked
the North-Western, which was aline of about 50 miles in
length, for 50 per cent. until the income should amount
to 47,0001., and for 33 per cent, of the gross revenue
when the income rose beyond that sum. In this way
many of the southern railways would be glad to work the
Inverness and Perth line, as a feeder to their own traffic.
The gentlemen who now took up this subject were re-
presented by a committee which embraced the corn-
growers, the merchants, and all the important interests
of this part of the country ; and they were assisted by
gentlemen who to a very high professional character
joined a knowledge of the nature and capabilities of this
country which was possessed by no one else. Having
entered upon the necessary investigations on the sub-
ject, these gentlemen now came forward to ask of the
county of Inverness to put upon their records some ex-
pressions of the great importance of this line, and of
their confidence in such arrangements as had been
entered into and furthered by all parties interested in it.
There was nothing unusual in expecting the county to
do this ; in fact, it was only due to the county to put
some such expression upon their records. It would be
a strong guarantee to capitalists in the south that if
they had any intention of taking part in this scheme,
they would have to deal with men who would act as
members of an enlightened public body. This was,
rfter all, a matter of some importance, when they re-
membered how some of the early lines had to fight their
way as if every estate was a separate stronghold, and
each proprietor an independent robber-chief, intent on
spoil. (Hear, hear.) Besides that, so much was due to
the cuunty for the maintenance of its own character,
such a line of conduct would furnish a strong ground to
go upon, if hereafter it should be thought advisable to
appeal to Government for assistance in prosecuting the
scheme. This was a course which he did not look for-
ward to adopting, but which it would be nothing ex-
traordinary for them to do, as it was but in accordance
with the policy of Government in assisting them to
make roads and bridges, and in the drainage and im-
provements loans—railways being now acknowledgedas a legitimate mode of developing the resources of a coun-
try. They cot:id ask aid with a much better grace if
they could come forward with some
guarantee as
that which he propos such
rA for thefaarlopeotion of the meeting,
eunntitioens
tthoarteesoe:eraisel
To show how general it was
some such principle, he
az se, -eTwthhaetmwseaslvesthfeorsatmhee
might
or
Irish counties voluntarily
promotion of railway purposes
thing, agreed to assess themse
traffic if necessary, though in ves to supplement the
obliged to do so. It Was thuson case had they been the security o the
county of Fertnanag,h, that the Dundalk and Emrskif llen
Railway Company had raised 120,000/., at four per cent.