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

LONDON, MONDAY EVENING, APRIL 18, 1853.

PERTH AND INVERNESS, AND INVERNESS
AND ELGIN RAILWAYS.

(From the Inverness Courier.)

A meeting of the joint committees of these undertak
ings, and of other gentlemen favourable to them, was
held on Tuesday, at the office of Messrs. G. and P. An-
derson—Cluny Macpherson in the chair. Among the
gentlemen present we observed—Glennwriston ; Mr.
White, of Monar ; Mr. Robertson, of Inshes ; Mr. Bis-
coe, of Newton ; Captain Fraser Tytler ; Mr. C. Lyon
Mackenzie, of St. Martins ; Major Macpherson, Glen-
truhn ; Mr. Joseph Mitchell, C.E. ; Banker Waterston ;
Mr. Thomas Falconer, for Miss Macpherson, Belleville ;
Mr. Forbes, Castle-street ; Mr. D. Rose, View mount ;
Mr. James Gordon, Mr. Kenneth Ross, Mr. Neil Mac-
Lean, Mr. George Mackay, Mr. Patrick Grant, clerk of
Inverness-shire, &c., &c.
The minutes of the previous meeting having been read
and approved,
Mr. P. ANDERSON proceeded to read letters from
northern proprietors and others interested in the forma-
tion of railway communication between north and south,
who were unable to attend the meeting. The first of
these was from the Chishobn, who said he was not in a
position to pronounce upon the commercial value of the
undertaking to those who engage in it ; but he was sure
there could be no difference of opinion upon the fact
that this was the line which would benefit, in the greatest
degree, the traffic of the north of Scotland. Mr. J. B.
Fraser of Reelick, after apologising for his unavoidable
absence, said in his letter :
" You well know bow great 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 ono 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 iu
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—in fact,
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
establishment
ein
theperth and to tlonvetrhninekss tßhaatilwtahye
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 Saltoun, Lochiel, the Earl of Seafield, Mr.
Wylie of Bolfracks Castle, Mr. Brodie of Lethen, Mr.
Macinroy of Lude, 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 tlle 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 brough.t 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 impossible 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 deiideratum
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
which the deputation have held in various parts of the
kingdom, as well as the practical advice they obtained,
amounted to this, that the present was not the proper mo-
ment to bring a great measure of this sort before the pub-
lic ; that by and bye, if the present prosperity of the coun-
try continue, there will inevitably be such an accumulation
of money as must tend to make such investments be viewed
with their former favour. And the deputation were ar-
sured 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 acled 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 ascertain
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 wishes 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 direction. But if it is
thought the interests of the public require a line, thenera
nha bring
to
iedd
will not allow his own personal feelings to stand out against
it, how much he may otherwise regret it.' The other pro-
pi ietors generally are now alive to the great importance of
the formation of the line. Lord Seafield, Cluny Macpher-
son Mr. Baillie, of Kingassie, 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, without 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-
isospoouruetsctutohtievfhomecor 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 thataskuunmecahtyednbiaerneet assistance
of
most effectual. When matters have been
matured in manner just detailed, encouragement is held
application
the
to
undertaking the throughas
s mayb
ae
sli in
mayn
theire sfr o
serve
pmo
north
w
it into favourable notice in the money-market. That this
th
is
from these railway companies will be realised, is nothing,
more than may be expected, from the additional traffic to
ee
thevetnhttruidwnnkexotelninnteshioe.ipy by the the completion of this portion of
from DulsießßrtoTitdgcoorpuonrreicastainond.
aseu linohefirtelfrwfoomerrmeaßata.ddveenßrtouncedrgh to Fort-
William,
from Inverness into
of railway betweehetneonad'auaiTaranhrndel
policy of incorporating
and Elgin with the scheme
upon circumstances. It will
to Perth, may be regarded as an questionionof a direct line
their present intention to
be observed that the way is
clear, for the Great North of Scotland
open)3e
too dependent
Company have an-
nounced

only from Aberdeen to Elgin. The powers of that com-
pany expire this summer. In conclusion the reporters
called attention to the views entertained by the Scottish
Midland Company of a branch of their line to Dunkeld, as
a matter for amicable adjustment.

The report was signed by Mr. Joseph Mitchell and
Mr. Peter Anderson.

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 have every reason to be-
lieve that the capital might have been raised as was
done in 1845. No doubt the 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 losses that have occurred in
more fertile districts, where there is a population which
should have produced an ample return for railway invest-
ment, may be referred to. 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 expensive 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 forthe share-
holders a satisfactory and fair return. In Great Britain,
in 1851, the number of miles of railway opened was
6,621, and 551 miles more were in course of construction.
The-total expenditure on these was 232,000,0001., or an
average of about 35,0001. 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. rails, dou-
bling their lines, and otherwise
insuring
improvements.
whena s
at
ss
fuaceht
rayr e
dividend required,
o thustheir
e rshareholders.America alladtoes
nott Themapes-
extent of railway enterprise in
notth this caotuntthriys,daoytherwise
tpheearntoortbhe
ofufllsyeuotniadenrsdtowooduldin
unpro-
vided with railway communication. lam satisfied there
is ample traffic to pay for a railroad if we get one con-
structedn
en
,itmatterson the
nnot
to
Americanyo
u planwh;a
what
plannd I
is presume,adopte dg, e nptrloe--
vi e f
d theor
th
eadvantages.northl
of
mean,rail w at yh e communicationrefore. that
yon are
shouldob-
tained
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 cost of these works was
5,500/. a-mile, including " equipments." It will natur-
ally be asked, how does this occur ? what constitutes the
difference in expense ? Surely these lines must pass over
level plains, where there is nothing but to lay the rail,
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 :

" The line is 460 miles in length, and cost about
5,000,0001. A large portion of it passes through forest
regions and jungles wholly uninhabited, It is a single line
ou the six-feet guage. Crossing the Susquehanla, days Mr.
Watson, some miles beyond Bayhampton, we 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 passage in perpendicu-
lar cuts of great depth in many places—and crossing it
again by a covered bridge 800 feet long, we came to Lanes-
borough, and into the lovely valley in which are the finest
works of the railway. The first 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 stone 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 rising gradient is ' Cascade
Bridge,' an immense 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 cutting at the summit, which is nearly 1,400 feet
above the level of the sea—and the line overcomes in eight
miles a difference of level of 400 feet in its descent to Des-
seret. The cost of this line is scarcely 8,0001. a mile, not-
withstanding these great works. The, traffic was then
large, and amounted to about 1,0001. 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 8,0001. 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 them 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, in 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.
Boswell and Lowell 1835
Boston and Maine 1843
Boston and Worcester 1835

Dividend.
8 per cent.

Connecticut 1846
Eastern lB4O
Fitchborough 1845
Nashua and Lowell lB3B

New Bedford
Western

1840
. 1842

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 10,2321. 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 otr 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
about this cod, The only thing analogous _ which _ we have

in the north is the little Lossiemouth Railway, got up
by the enterprise of our friend Provost Grant. This line
cost 6,0001. per mile ; and the traffic returns from the
opening on 10th August up to 31st December, amounted
to 1,0021., or 531. per week—giving a certainty (with
the increasing summer trade) of a dividend of five or six
per cent. If a little line with a limited legal traffic like
this produces such results, it is not unreasonable to as-
sume that the concentrated traffic of the northern half
of Scotland should warrant the construction of a line
such as we now contemplate.
The CHAIRMAN did not consider the satisfactory na-
ture of the report read by Mr. Anderson as at all exag-
gerated, for he bad met many influential people in the
south and landed proprietors along the line who were
highly favourable to the line. He suggested that they
ought to draw up some document which the influential
proprietors of the south should sign, so as to give the
people of the north a favourable idea of the scheme. The
difficulties of the undertaking were by no means serious,
and it was evident that no one would go round by Aber-
deen who could go round by the Highland road, whilst
the country of the Highlands would be much more bene-
fitted by this direct line than any other that could be
framed. The line projected lately by Oban and Fort-
William had been abandoned, so that they were altoge-
ther in a more favourable position for prosecuting this
scheme than they had ever yet been. If they only had
the cordial support of the proprietors along the line, they
would have no difficulty in getting the people of the
south to join them. But it would be a great matter, if
they bad the promise of support from the proprietors,
that they should have a guarantee to that effect, namely,
some document signed by them expressing their viewsion
the subject.' All useless land should be given gratis, and
arable land at what it is worth and no more. (Hear,
hear.)
After some further conversation, several resolutions
were moved by the Chairman, and seconded by Glenmo-
riston, of which the following is the substance :
" That the thanks of the meeting be voted to the depu-
tation for their report and statement ; and the meeting,
considering this a seasonable time for completing the work
of preparation, highly approve of the resolutions of the
last meeting on 16th Dec.; and in order to prosecute to a
successful issue the proceedings already begun, and to fol-
low out the recommendations obtained by the deputation,
the meeting directed—
" 1. Mr. Mitchell to survey afresh such parts of the line
as present any peculiar difficulties or require works of more
than ordinary cost, or where it is supposed modifications of
any kind may be made with advantage, and, that with all
possible expedition—the whole details to be based on the
most moderate and economical considerations. The pro-
priety was also suggested of the country north of Carr-
bridge being carefully examined with the view of insuring
the proposed line being the shortest practicable route south.
" 2. Messrs. Anderson to continue their labours, under
the direction of the following committee, in effecting ar-
rangements with landowners and preparing all details,
preparatory to final measures for re-constructing the com-
pany and bringing out a prospectus.
" 3. The following gentlemen were appointed a com-
mittee for superintending and directing the whole prelimi-
nary arrangements, and to promote the scheme in every
possible way, viz. :—Cluny Macpherson, Glenmoriston,
Reelig, Raigmore, Provost Sutherland, Major Duncan
Macpherson, Captain Fraser Tytler, Mr. Bryson, factor for
Lord Seafield, Duncan Forbes, Esq. of Leanach, Mr. White
of Monar, Mr. Forbes, chemist, Mr. Niel Maclean, Mr.
Falconer, solicitor, Mr. P. Grant, Mr. Mitchell, and the
Messrs. Anderson. _ _ _

" A subscription loan to be forthwith opened for de-
fraying the necessary cash disbursements (all professional
charges to form a claim only against any company to be
hereafter formed); -the subscriptions to be received on the
footing that they shall form a preferable claim againbt
the future company, so that they may as formerly be
repaid.
5. The chairman was requested to make arrangements
for bringing the matter under the favourable notice on the
30th of April county meeting." •

On the motion of Captain FRASER TYTLER, the thanks
of the meeting were voted to the chairman for his conduct
in the chair, whereupon the meeting broke up. We are
happy to say that several handsome contributions have
already been announced towards defraying preliminary
expenses, which will necessarily be very considerable.