The Sun.
London, England, 1845-03-17 00:00:00

comparison of gradients upon two lines, without refer-
ence to their peculiar circumstances.
"In the first place, the distribution of the gradients
is a fact often of much more importance than their abso-
lute inclination.
"A line of an undulefing character, wit'l steep bet
short gradients, alternately rising and falling, may be
often worked at as much advantage as one where the
inclines, although less steep, are of greater continuance.
On the other hard, where the inclination of the line is
concentrated upon one or two gradients of such length
and severity that assistant power is required at any rate,
it may be comparatively unimportant whether such gra-
dients are a few feet in the mile more or less. In this
way lines which have gradients of 1 in 70 or 1 in 80,
distributed over them in short lengths, may be positively
better lines, i. e. more susceptible of cheep and expedi-
tious working, than others which have nothing steeper
than 1 in 100 or 1 in 120.
" Another important consideration with reference to
gradients is the nature of the traffic. Tt may he con-
ceded that although gradients of 1 in 50 0.- 1 in 100
may be perfectly surmountable by the locomotive en-
gine, they involve a certain less of power as compared
to lines of less inclination.
" Where the traffic is of such a heavy nature, that the
full, or nearly the full power of the locomotive engine is
rendered available with the ordinary trains, any increase
in the inclination must require extra power and extra
expense ; and therefore, up to a certain point, increased
original outlay in improving gradients may become pro-
ductive of eventual economy ; also, where high
speed and great punctuality are eery important,
as upon a long line, forming a link in a very
extended communication, goad gradients, if attainable at
any moderate outlay, may be very desirable. But in
the ordinary circumstances of a line dependent not so
much on a heavy through-traffic, which can be concen-
trated upon a few trains a day, as upon a local traffic,
requiring frequent and light trains stopding at nume-
rous stations, it appears perfectly well established that,
in a commercial point of view, it is unwise to enlarge,
beyond a certain point, the original outlay for the sake
of' arriving at perfection in gradients. Such a small pro-
portion only of the total cost of working is depend. ne
under such circumstances, upon gradients, that the in-
terest upon any considerable additional outlay is far
more than equivalent to any possible saving in working
expenses. The interest upon the extra cost of construc-
tion, occasioned by a slight improvement in gradients,
would often be sufficient to defray not merely the addi-
tional. but the total cost of locomotive power upon the
line of inferior gradients.
" Experience seems also to establish that under these
circumstances, i. e. of a large local traffic, with frequent
trains, light loads, and numerous stoppages, the traffic
may be conducted not only with far greater economy to
the Company, but also without loss of speed or other in-
convenience to the public. A remarkable instance of
this is afforded by the working. of the traffic between
Oldham and Manchester, which has to pass over inclines
of 1 in 59, 1 in 48, and 1 in 27 for two miles, the whole
distance being seven miles, and the gradient for the re-
maining five miles lin 150. Ten trains are run each
way carrying, on the average, 1,200 passengers and fioo
tons of goods per day, at an average speed of twenty-two
miles per hour. The working of the North Union, New-
castle and Carlisle, and other lines, also affords a proof,
that with light trains the effect of steep gradients on
speed .is very limited. The experience of the cases
above quoted appears also sufficient to show that gra-
dients ranging from 1 in 100 up to 1 in 50, or even a
higher inclination, may be worked under ordinary cir-
cumstances with perfect safety."
To apply these views to the case before us—it is evi-
dent that the long ascent on the Caledonian line, of 14
miles at an average inclination of 1 in 97, cannot be con-
sidered as impracticable. It would, however, require in
most cases the aid of an assistant engine, in order to
ensure the passing of trains with tolerable speed and
punctuality. This would involve some expense as com-
pared with a line capable of being worked without such
assistant power, and also some loss of time, since the
ascent, even with the aid of an assistant engine, could
not be expected to be surmounted at the average speed
upon a moderate gradient, nor could the whole time
lost in the ascent be regained in descending on the other
aide.
The comparison, however, does not lie betwetween this
portion of the Caledonian Railway and a line nearly
level, for the Dumfries line has, as we have seen, an as-
cent of 16 miles at an average inclination of 1 in 154, of
which one plane of four miles is at 1 in 100.
It is probable that the use of assistant power would
be required to enable trains to surmount it with tolerable
speed and punctuality, and would equally involve some
expense and loss of time as compared with a level line.
On the whole, therefore, after a careful comparison of
the gradients of the two lines, we do not think that,
supposing passenger trains of the ordinary weight drawn
by powerful engines of the most improved construction,
and assisted in each case up the long ascents by assistant
engines, to run over them from end to end, the differ-
ence in the time of performing the journey would be so
much affected by the gradients as to neutralise much
of the advantage of the Caledonian line in respect of
actual distance. Neither do we think that the dif-
ference in working expense would be so great as to in-
duce the shorter line to charge the public a higher rate
of mileage than would be charged upon the other line
under ordinary circumstances. This being the case, we
have to repeat our opinion that for the first of the ob-
jects above enumerated, viz., of supplying a trunk line
of communication for Glasgow southwards, the Cale-
donian line is decidedly preferable.
For the second object, vie., the traffic of the north of
Scotland with England, the Caledonian is still more de-
cidedly superior. By its junction with the Scottish
Central line at Castle Cary it reduces the distance
for all traffic from that point to Carlisle to 1051
miles, while, from the same point, the distance, by way
of Glasgow and Dumfries, would be 144 miles. This
assumes, moreover, the railway communication to be
completed by the construction of the Glasgow junction
line, which is strongly opposed on grounds of local and
private interest. In the event of this line being rejected,
the " Dumfries line would fail in providing an unbroken
railway communication for the north of Scotland, since
the Clyde would intervene between the proposed rail-
ways.'
For the third and fourth objects, viz, of affording a
communication between Edinburgh and the west of
England south west of Scotland, the Caledonian is also
superior. The distance by it from Edinburgh to Carlisle
is 100 miles, while, by the proposed Hawick line,
it would be about 97 ; but the latter is a much
worse line in respect of curves and gradients, and is
only proposed at present as a single line. In
fact the proposed line between Edinburgh and
Hawick, for which alone plans and sections are deposited,
is not of a character which could be readily sanctioned
as an important passenger line, when one of a better de-
scription is to be got.
As between Edinburgh and Dumfries, the Caledonian
scheme affords a line of 84 miles, while the rival system
would only afford a circuitous line by way of Glasgow of
141 miles in length, and depending for an unbroken com-
munication on the con, truetion of the Glasgow junction
line, or a line very circuitous by Carlisle.
On the other hand, for the fifth object, viz., of local
accommodation to the Southern Counties of Scotland, the
" Dumfries and Hawick " scheme appears preferable to
the Caledonian.

By the Dumfries line the county of Ayr is accommo-
dated, which is entirely left out by the Caledonian
scheme ; Paisley and the county of Renfrew are about
equally situated, in respect of distance, to England,
by the two schemes; but being placed in the through-
line of communication by the laumfres line, are, proba-
bly, on the whole; better accommodated by it. Dum-
friesshire, although much worse accommodated in re-
spect of connexkn with Edinburgh, is more directly tra-
versed by the Dumfries line, and gains in distance to
England and Glasgow. It is, therefore, also, on the
whole, probably interested in the success of that line, as
also, to a slight extent, the adjoining counties of Kirk-
cudbright and Wigton.
The counties of Roxburgh and Selkirk, including the
rnanuracturing district of Ilstwick and Galashiels, are
decidedly interested in the success of the llawick line,
which alone proposes to afford them any accommodation.
On the other hand, the Caledonian line, for about 33
miles of its course from the fork, near Lat.ark, to
Beattock, traverses a district singularly sterile and des-
titute of population ; and al►hough the northern portion
of the line will be of considerable local benefit to the
important county of Lanark, and by opening up a
rich coal field in the vicinity of Wilsontown, will be of
great use in affurdivg a supply of that article, and more
especially of a particular description of it used in the
making of gas; yet, considered es mer... local lines fur the
accommodation of the Southern counties, it appears to
us that th Caledonian would be productive of less bene-
fit than the two lines of the Dumfries and llaw•ick
scheme. _ .

We are, therefore, brought tl consider whether the
larger interests and greater amount of population are
benefited by the superior advantages of the Caledonian,
or by those of the Dumfries and Ifawick syttem. Trying
it by this test, we find that— _ _

Ayr
Roxburgh
Selkirk

Por ulation.
...... 164,356
46,025
7,990

218,371
h2re a strong interest in the adoption of the Dumfries
and Hawick in preference to th? Caledonian scheme.
Also,— Population.
Renfrew
Dumfries 72,832
Kirkcudbright
Wigton

308,216

On the other hand,— Population.
Lanark
and all Scotland north of the Forth and Clyde (exc. pt,
perhaps Fife), containing a population of 1,200,000, have
a decid,d interest in the adoption of the Caledonian line.
Also Edinburgh and the adjacent district, population
about 250,000, have a decided, although not as strong an
interest the same way (being already supplied by the
East Coast line.)
We can bare no hesitation, therefore, in arriving at the
conclusion that, on the whole, a decided preponderance of
advantage to Scotland is of by the Caledonian
scheme in connexion Uith the Scottish Central, as giving
better trunk comnmunic•ation ft r all the most important
streams of traffic ; and we have consequently to report
our opinion that it deserves, on public grounds, a pre-
ference over the competing scheme.
We are fortified in this opinion by the consideration
that the minor local benefits of the competing scheme
will probably be attained by the gradual extension of
branches in connexion with other lines, although they
may be now postponed in order to secure the best trunk
line for the country at large; whereas if an inferior
trunk line be sanctioned for the sake of minor local ad-
vant-nges, it may not be so easy to obtain an iibproyed
one afterwards,