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

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 i3roceedings
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 his
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 .

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 RAIL WA Y.

(From 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
lashes; 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 ; Aneas Mack-
intosh, Esq., of Dalmiga,vie ; James Sutherland, Esq.,
Provost of Inverness : and the following Heritors, or
mandatories for Heritors, ani 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. Margil-
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 of Leanach 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 Perth and Inverness. They were all aware
that when the project was before the public in the years
1844, '45, and '46, 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 with 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.
Re 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 contagions. 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
117 k miles. The cost was formerly estimated under
1,100,0001., or 9,4001. 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 6i 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 (Raig-
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
a strong guarantee to capitalists in the south that be
if
they had any intention of taking part in thisi scheme,
they would have to deal with men who would
act as
was,
after of an enlightened public body. This
after 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
tcuunty 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 thercaiteoe
make roads and bridges, and in the drainage
land im-
provements loans—railways being now acknowledged as
a legitimate mode of developing the resources of a coun-
try. They could ask aid with a much better grace if
they could come forward with some such guarantee as
that which he proposed for the adoption of the meeting.
some such principle,
To show how general it was for counties to recognise he might mention that several
Irish counties voluntarily assessed
promotion of railway purposes, or themselves for the
what was the same
thing, agreed to assess themselves to supplement the
traffic if necessary, though in no case had they been
obliged to do so. It was tus, on the security of the
county of Fermanagh, that the Dundalk and Enniskillen
Railway Company had raised 120,0001., at four per cent,

__.„................s
from Government. But the receipts of the line ha
been enough, and no assessment was necessary. lie
would not insult the meeting by saying one word on the
advantages to be derived from railway communication.
It had been put very pointedly to him, by a gentleman
of much experience near him (Mr. Waterston, banker),
by the illestration, that the Perth and Inverness Rail-
way would put Inverness in the position with respect to
London that York had been in the days when mail
coaches were the fastest conveyances between the north
and south of England. There was no doubt that if this
line were once made, the \extension of it would be very
great. We should soon have lines to Fort-William, to
the north, and to other parts of the Highlands. if they
would allow him, he would allude for a moment to
the traffic returns on the different railways throughout
the country. Those which he held in his hand
were for the month of April, which, as they all
knew, was a poor month on almost all the railways.
Now, it appeared "that the traffic returns on the Aber-
deen Railway in April 1853 were 221. per mile per week
on 72 miles ; on the Edinburgh and Glasgow Railway,
411. per mile per week, on 89) miles ; on the Glasgow
and South Western (Dumfries) Railway, 251. per mile
per week, on 171 miles; on the Caledonian Railway,
51/. per mile per week, on 189 miles ; on the North
British Railway, 231. per mile per week, on 149 miles-
-56 being main line, and all the others, Dense, North
Berwick, and Hawick, branches ; Dundee and Arbroath
Railway, 301. per mile per week, on 164 miles ; Dundee,
Perth, and Aberdeen Railway, 241. per mile per week,
on 31 miles ; Edinburgh, Dundee, and Perth Railway,
311. per mile per week, on 78 miles; Monklands Rail-
way, 231. per mile per week, on 37 miles of railway ;
Scottish Central, 401. per mile per week, on 50 miles ;
Scottish Midland, 211. per mile per week, on 32 miles
of railway. From the above statement, it would be
seen what the returns were per mile per week on the
Scottish railways. To pay 7 4-7th, or 8 per cent., on
the entire scheme of the Perth and Inverness, would
require only a return per mile per week of 191.
4), 6d.”
While upon this subject he could not but recal a letter
in which one of their own number—than whom none
was more respected (he meant Macleod)—had contrasted
the disadvantageous position of the Western Highlands,
as regarded the markets of Glasgow and of London,
when compared with the Irish coast and with Scotland.
In conclusion, he begged to move " that the meeting
should acknowledge the great and pressing importance
of the extension of railway communication from Perth,
the present centre of the Scottish railway system, by the
most direct route to Inverness and the northern counties ;
and recommend to the favourable consideration and sup.
port of the public the preliminary measures now in pro-
gress for carrying out that object."
Provost SUTHERLAND, of Inverness, said he seconded
the motion with very great pleasure. He expressed his
concurrence with what had been said on the subject by
Raigmore. The direct line was decidedly the line Fhich
was most wanted, for to save time was the great object
of all travellers ; and there was no other line by which
a man might breakfast in London, dine in Edinburgh,
and go to bed in Inverness. No other line 'could com-
pete with this in advantages to the public. But he did
not wish to throw cold water on any other line of com-
munication. If any other company would bring a line
of railway to Inverness, he would give them a hearty
welcome—a Highland welcome. But he thought,
nevertheless, that the direct line came from the proper
quarter. The public and the landed proprietors were
now fully alive to the necessity of having railway com-
munication with the south, though recently it was
otherwise ; and when lie saw so many proprietors along
the line—like their worthy chairman, Cluny Macpherson
—offering their services and their land to promote the
undertaking, he had no doubt that it would be supported
by all the northern counties and by the public. (Hear,
hear.) There was a very important railway proposed
to provide railway communication with the east. The
Inverness and Perth Railway Company would offer no
obstruction to it. He also understood that his friend
Mr. Mactavish was desirous to promote a great scheme
of communication by the west coast, to be called, he
heard, "The Glen-Mutchkin Railway." He would
give it a hearty welcome when it came, even though he
should go the length of Aldourie to meet it. (Laughter.)
RATUMORE said he forgot to mention previously, when
speaking of the traffic estimates between Inverness and
the south, that there had been an enormous increase in
the passenger traffic through Inverness. He was afraid
to trust to his memory for the exact figures, but he be-
lieved he might say that the number of passengers who
travelled last year through the Caledonian Canal was
nearly double that in 1846.
The Cuaramarr havina• been alluded to in the conver-
sation, felt called upon to congratulate the meeting upon
the fact that this movement had been so well supported.
He was one of those landowners on the line who would
materially benefit by the establishment of the railway,
but he did not on that account feel disqualified from
taking this opportunity to express his hearty desire to
see this movement meet with success and the support of
the county of Inverness. If once established, railway
communication between the north and the south would
be the greatest boon that could be conferred on the
north, and on the town and county of Inverness in par-
ticular. It was clear that the most direct and shortest
route to the south, and the one of easiest construction,
was the most desirable and eligible. This line embraced
all these advantages, and it was clearly the advantage of
all connected with the north, and particularly of the
county of Inverness, to promote this scheme by every
means in their power. But to induce capitalists and influ-
ential parties in the south to embark their means in a pro-
ject of this kind, it was necessary for those promoting
it to be able to announce to the public that they were
supported by the landowners along the line, and by
the public bodies connected with the towns through
which the line would pass. For this reason it was de-
sirable that the county of Inverness should record on
their minutes a favourable expression of opinion with
regard to those parties directly moving in the matter.
This he trusted would be the case, and ultimately it
might perhaps be the means of crowning the labours of
these gentlemen with success. Most of the proprietors
along the line who had been communicated with on the
subject, had expressed themselves favourable to the un-
dertaking, and many of them took a warm interest in the
success of a project which would be particularly beneficial
to their interests. It was impossible to calculate the
results that might flow from the present movement.
They were in a superior position to those who had pro-
moted it in 1845, inasmuch as nearly all the preliminary
expenses bad already been incurred, and those which
were still to be incurred were merely to reduce the
general expenditure. Further, all the calculations of
the traffic on other lines had fallen short of the actual
result, and he was sure that this would not be an ex-
ceptional case in that respect. He concluded by com-
mending the motion to the meeting.
Mr. GRANT of Glenmoriston said he had the misfor-
tune to have been connected with this movement when
it was first commenced, and he had been greatly disap-
pointed by the result. He was very glad, however,
to associate himself with the present movement, and
he had no doubt it would turn out well if sup-
ported by the county and town of Inverness. The
town would perhaps benefit more than the county by the
establishment of a railway with the_ south, by inducing
persons to come on to Inverness and to stay in it.
But he could not but see that the whole country suffered
a great drawback in their markets ; for their corn and
cattle must be 'sold at a disadvantage as compared with
the south. There the dealers could bring their corn and
cattle to a great market, but here, before one could hear
of a good market it was already too late. There was
really no object connected with the county of equal im-
portance to this, and he thought they were bound to
support it heartily.
Mr. Robertson of lashes entirely concurred with the
preceding speakers, and expressed his willingness, as a
proprietor through whose lands the railway would pass,
to do all in his power to promote the scheme.
Mr. Alexander Mactavish said that as the Provost of
Inirerness had, with his usual good taste, chosen to
allude to other railways, he felt called upon to reply.
It certainly would have been better to have left them
alone, for no obstacle was sought to be thrown in the
way of the Perth and Inverness line. No one wished to
discourage the undertaking, and he certainly would not
have taken any part in tho discussion but that he had
been alluded to in the manner he mentioned by the
Provost. There were many persons in the north of
Scotland, however, of influence, position, and property
who did not think that direct communication with Perth
was the way in which they could most directly and best
bring the north into connection with the great markets
of the south, and on their behalf as well as in justifica-
tion of himself, he must express his opinion that a coast
line was the proper one. He must say, that if these
discussions were to be provoked at the outset, h"u
would
tell the Provost that the success of the scheme

not be such as he supposed. Let this scheme, now be•
fore the meeting and the public, be tested upon its
proper merits, and not by casting reflections upon other
linos. (Hoar, hear.)
The PROVOST said he was very sorry to find that what
he had said had been taken up so keenly. He had said

they would throwatthe comingw ay t,
°but Inverness
would
was sure, however,
givetha twhietml i regard gha d tyon.ineylcoomtl
obstaclesiee.rliHn
in
ens
of the inhabitants of Inver-
ness, at a public that if the merits of omfetehteingdifferent lines were to be consi-
dereds
they would decide in favour of the direct line
to Perth. It was the best line for Inverness.
Mr. MACTAVISH mentioned that he had that morning
received a letter from The Chisholm, in which he ex-
pressed himself highly favourable to the motion before
the meeting.
Mr. P. ANDERSON said, that in this movement the
great difficulty they had had to contend with was the
incredulity of the public as to the possibility of this line
paying for the outlay. He has Just obtained a state-
ment of the highest importance, and which he thought
would remove all doubt on the subject. The traffic on
which they calculated on the Perth and Inverness rail-
way was 1,0201. per mile a-year. There was not in the
whole kingdom of Great Britain and Ireland, with one
exception (the East Anglian), a line on which the traffic
returns were lower than 1,020 f. and the exception was
under such peculiar circumstances that it ought not to
be reckoned. He would read merely the traffic of Scot-
ish railways for the year ended April 15, 1853 :-:,,..
Aberdeen, per mile ... ••• 212uu
1250
Dundee, Perth, and Aberdeen ..•
.._

Edinburgh, Perth, and Dundee 1855
Scottish Central ... •••
60
Edinburgh and Glasgom• •••
22
..•
- • • ••
2360
Glasgow and South Western
..• 1410
North British •..
••• ••• • • • ••• 1325
Caledonian 2640
Average of railway traffic in Scotland, per mile, per
annum ...
••• ••• •••
Do. of Great Britain and Ireland, per mile 2400
They were, therefore, putting themselves at the bottom
of the scale when they asked credit for only 1,020/., and
it would be a very extraordinary thing if they could not
realise this.
The CHAIRMAN then put the motion, which was
agreed to unanimously, and directed to be communicated
to the members for the county and burgh.

, 4 g4:17-Z4 tt
' 14V1
14,
ity 440