The Sun.
London, England, 1844-11-28 00:00:00

ADVERTISEIVENTS INSERTED in ALL THE MBE E PAPER.,

cotch lines of railway referred to at the outset, and to all the
English railways with which the projected lines are to be connected.
Your Committee, however, would not be discharging their duty
were they net, in the next place, shortly to call your attention to
the origin and history of another plan, which is about to be brought
into Parliament under the name of the Caledonian Railway, and to
contrast tl-,e public and pirate advantages it holds out with those
which may be obtained by the scheme already described.
It will probably he known to all of you that the Royal Commis-
sioners, Sir Frederick Smith and Professor Barlow—who were
appointed in 1840 to report on the projected railways between Eng-
land and Scotland—proceeding noon the assumption that only one
would be made, expressed a preference for a line passing over the
high ground which occupies the centre of Scotland. In doing so,
however, the Commissioners carefully reserved the question which
of the various routes ought to be preferred, in the event of its
being found practicable to make two or more lines. The following
are their w'.l,rds :—" Were this otherwise (viz., were mote than
one line ter be made), we should subdivide the question into two
branches, and consider, in the first instance, which of the several
li:ves would be the most suitable for a communication by Lancaster
to Glasgow, as well as to the West of Scotland and to the North of
Ireland, end which would be the beet route by Newcastle to
Edinburgh."
The line thus preferred by the Commissioners, " under the
supposition that at present One line of railway only can be formed
from the South to Edinburgh and Glasgow," recommended itself to
them chieey in consequence of its having two forks or branches at
its northern extremity, the one terminating in Edinburgh, and the
other in Glasgow; but the barren character of the country through
which it would run, and probably some consideration of the extra
expense of working it, arising from the steep gradients rendered
necessary by its summit of 1,000 feet, induced the Commissioners
to record their opinion that " it was hardly to be expected that such
a line would command much support as an investment from the
general speculator ;" and to add, that, " unless the principal landed
proprietors along the line should feel disposed to give the under•
taking their hearty support, rather with a view to the increased
value it would give to their property, than to a large remunerating
dividend, there seems considerable doubt whether it will ever be
constructed."

The publication of that Report, and the facts it disclosed, in
place of lending to the early execution of the Beattock or Central
Line, had the effect of deterring the public from embarking in it,
and of directing their attention to the more profitable investment
presente.l by tile East Coast Line from Newcastle to Edinburgh.
The North British Railway, being the Scotch portion of that line,
was accordingly brought forward in l642—was sanctioned by an
Act of Parliament obtained last session—and is now in course of
being made.

The effect of this decision of Parliament in favour ef an East
Coast Line, which removes the only ground on which the Royal
Commissioners had preferred the Central Line, is not even yet ge-
nerally known. Accordingly, the scheme of a Beattock Railway
which was revived last spring, with some modifications that led to
the adoption of the nvw name of the Caledonian Railway, has been
generally received by the public under the erroneous impression
that it has still the sanction of the Commissioners' authority.
The line, as thus revived and modified, is meant to extend
from Carlisle, to a point at or near Lanark, and to diverge there
into two branches, one running to Edinburgh and the other towards
Glasgcw. A subordinate branch is proposed, from a point about
eight miles distant from Glasgow, to join a projected railway,
called the Scottish Central Railway, at Castlecarry; whereby a
connexion with Stirling, and the North would be afforded. The
branch towards Glasgow is not intended to be carried so far as
that City, but, at some distance from it, will run—l, into certain
mineral railways belonging to separate Companies, and constructed
originally for the purpose of conveying coals to the high levels on
the north side •f Glasgow ; and 2, into another projected line,
called the Clydesdale Junction, which is intended to convey
minerals and passengers to the low levels on the south side of
Glasgow. This complicated plan will be beat understood by
reference to the accompanying Map.
In contrasting this scheme with that of which the Glasgow,
Dumfries, and Carlisle Railway is intended to form a part, your
Committee feel bound to consider, preferably, their bearing on the
general interests of the country.
First —The length of the Caledonian Railway, excluding the
Castlecarry Branch, which is said to be about eight miles long, is
stated in the Prospectus, as being 112 mile:, and the c0,..1, is there
estimated at 1,800,000/. In a subsequent report. 7.Oblished by the
promoters, it is stated, that, " In consequen,:e of savings on other
parts of the line, the Castlecarry extensir,n of the Caledonian Line
ran be constructed without exceeding the capital upon which the
Prospectus proceeded." But, eveU after allowing this correction
heoxfptehnezoromifgeiaannairoompf tojiLdagtiebri,:;ao,nfactlhdeofaccuracy of which your Committee
withoutabout altstemmipletsinlgontgo
tcoalDcuulmatefritehse,
and of widening the guage, and otherwise altering the mineral
lines before mentioned, or the expense of the Clydesdale Junction
Line, which practically forms a part of the scheme, it would appear
that the ;angle line of international communication proposed by
the Caledonian Company, would, without accommodating any
important local traffic, actually cause an expenditure of upwards
of 500,0001. more than the whole sum that would be required for
completing the two trunk lines of communication which your Com-
mittee have already pointed out.
Secondly.—Your Committee beg to refer you to the Comparative
Table of Distances on the accompanying Map, from which you
will observe-1. That the North British Railway, in connexion
with the projected lines from London to York, and from Newcastle
to Berwick, affords the shortest communication from Londcn,
Leeds, Hull, and Newcastle, to Edinburgh and Stirling ; and that,
not only by the Fife Line, but even by the Sc ottish Central Rail.
I way, which would be reached by the Eeinburgh and Glasgow
Railway, it forms the shortest route from London and the important
towns above-mentioned to Perth, Dundee, and Aberdeen.
2. That the Edinburgh, Hawick, and Carlisle Railway aftbrds the
shortest line from Liverpool, Manchester, Birmingham, Bristol,
&c., to Edinburgh ; and, in connexion with the Fife and Northern
Lines, to Perth, Dundee, and Aberdeen. 8. That the Glasgow,
Dumfries, and Carlisle Railway is the shortest route from London
and the whole of England to Dumfries, Kirkcudbright, Port-
Patrick, for the north of Ireland, Kilmarnock, and Ayr ; and
that, allowing for the superiority of its gradients over those of the
Caledonian Line, on the principles of comparison established by the
Royal Commissioners in their Report of 1841, it affords the shortest
communication, in point of speed and economy, with Paisley and
Greenock. The only disadvantage, in point ef distance, is in the
case of Glasgow; in regard to which, however, on the principles
laid down in the Commissioners' Report, the difference between the
two lines is reduced to 1311 miles, or less than half an hour in
point of time. _ _

Thirdly.—The sections of the Caledonian, and Glasgow, Dumfries,
and Carlisle Lines, not having been deposited, it is impossible
as yet to speak accurately on the subject of gradients. It is quite
certain, however, that the gradients of the former will be inferior
to those of the latter. The following are quotations from a report
made on the comparative merits of the two lines by Mr.
Locke, the engineer of the Caledonian Railway, in 1836. In
speaking of what is new called the Caledonian Line, he says, " lat
first directed my attention to this route, which, as far as Beattock_
bridge, near Moffat, I found tolerably favourable ; In prcceeding
farther, however, the valley for several miles rises very rapidly, until
reaching the summit near Elvanfoot, where it attains the height of
nearly 1,000 feet above the level of the sea—Beattock-bridge,
which is only 10 miles distant, being only about 300 feet above the
level of the sea. I❑ 10 miles, then, the rise is nearly 700 feet,
which, supposing it to be uniform the whole way, would give an
inclination of 1 in 75.* Not wishing to recommend a line having
such a plane," &c. But in speaking of the line by Dumfries, Mr.
Locke says—" Of the levels of this route, I may say, that from
Carlisle to Dumfries, about thirty miles, the only inclinations will
be these which it may be desirable to encounter for the purpose of
saving money, those two towns being nearly on the same level.
With the exception of the bridges across the Rivers Eden, Esk,
Sark, and Annan, which will neither be high nor very long, no
very considerable outlay will be required. The ground in some
parts is undulating, but not so as to render the formation of the
road either difficult or expensive." And again, with reference to
the portion of the line between Dumfries and Thornhill, he says
--" The levels in this part extending over a space of almost forty
miles,t will be nearly uniform, and gradually ascending for the
whole distance ; and with the exception of a short length of about
14 miles, about 1 in 180, I do not believe there will be a greater
inclination than what is generally admitted in forming railways in
England." And, in regard to the rest of the line, he says, that
" although undulating, the road will not, I should think, be unfa-
vourable for locomotive engines."
Fourthly.—The population of th• parishes intersected by the
Caledonian Railway, from the point where it leaves the route of the
Glasgow, Dumfries, and Carlisle Railway at Gretna, to the point
where the branches diverge at Lanark, a distance of about sixty.
eve miles, is,
- -

Caledonian Line
While the population on your line,between the same point
and Kilmarnock, is

Difference 52,491
The population of the parishes on the two branches leading to
Edinburgh and Glasgow respectively, including those on the Clydes.
dale Junction Line, as contrasted with the population of the parishes
which lie up the 'West of Scotland Railways, at present terminating
at Kilmarnock, and their proposed branches (excluding, however,
in both cases, the cities of Edinburgh and Glasgow, which would
be alike accommodated by the two schemes), would be,
Caledonian Branches ...
West of Scotions Railway. ... 202,544

Difference 76,576
The total population on the Caledonian Line, and on the Glass
gow, Dumfries, and Carlisle, and Edinburgh, Hawick, and Carlisle
Lines (excluding, as before, the cities of Edinburgh and Glasgow,
anti that part of the line south of Gretna. common to both), is,
On Caledonian Railway
On Glasgow, Dumfries, and Carlisle Railway,: t '283,9.30
On Hawick Liae C 66,484

................
The particulars of sash of theso calculations are annexed
this Report, so that there may be no posSibility of doubt on the
subject.
Fifthly.--With regard to traffic, your Committee are now enabled
to speak with more confidence,in consequence of having, since the
date of their Prospectus, taken measures to ascertain its amount
accurately, both on your own and on the Caledonian Line. The
result is, that upon the line of the Glasgow, Dumfries, and Car-
lisle Railway, the thorough and local traffic, taken together, is ,t.uf-
flcient to ensure an adequate return; but the thorough traffic be-
tween Glasgow and England, including, of course, what passes
along the road by Beattock, as well as what passes by the other
great road from Kilmarnock to Carlisle, is quite insufficient to do
so. It amounts to not more than 40 per cent. of the whole traffic
which will pass along your lino. Were the whole of this trans.
ferred, without competition, to the Caledonian Line, on which the
local traffic is trifling, it would not yield interest on its cost.
Your Committee do not feel any hesitation In speaking of the
small amount of local traffic on the Caledonian Line, because their
statement is confirmed by the recorded opinion of the Royal Corn.
missioners, already quoted ; and no one who has travelled along
the Mattock-road between Carlisle and Glasgow, by daylight, will
fail to remember that there are from twenty to thirty miles where
the sight of a cottage or a human being is a rarity.
Your Committee aro aware that much reliance is placed by the
Caledonian Company on their prospect of traffic from the north of
Scotland to England, by means of their connexion with the projected
Central Railway from Stirling to Perth. The Table of Comparative
Distances, to which your attention has already been directed, will
enable you to judge how far this traffic, whatever its amount may
be, is likely to pass slang the Caledonian Line, which is more cir-
cuitous than either the North British or Hawick Lines. But, In
print of fart, the number of persons who travel south from Stirlieg.
shire or Pertbshia, without having oceasion to visit Edinburgh slid
Glasgow on their way, is extremely small. Indeed, most of you are
probably already aware, that although there is a direct turnpike.
roil, laid out by the late Mr. Telford, between Carlisle and Stir.
ling, there is not a single stage.coach or public conveyance upon it,
and it is deeply in debt,

Ow the other hand, with reference to the general prospect of
traffic on your own line, the following passage in the Report of
Mr. Locke, in 1836, may be interesting to you :--" Of the advan.
tage to all the towns in Scotland, through or near to which this line
will pass, no adequate idea can be formed. They exist in the most
favourable part of Scotland, requiring only a cheap means of trans.
fort to develope the many resources they possess. fieve-ral of thest
towns have already grown into some importance; and it should be
an object with the proprietors of the soil, and with the manufac-
turers of the district, to encourage the formation of a road like
the one proposed, so as to extend to them the benefits which if is
capable of affording." _

Sixthly.—Thereare various other points in regard to which the
superior advantages offered by the Edinburgh, Hawick, and Car.
lisle Railway, and the Glasgow, Dumfries, and Carlisle Railway,
require only to be briefly indicated. (L) The former will open
up a connexion between the counties of Berwick, Selkirk, Peebles,
and Roxburgh, and the north-west of England, and south-west of
Scotland. These Scotch counties already combine the highest
state of agricultural improvement, with a growing woollen manu-
facture. (2.) In the neighbourhood of Langholm there arc very
rich seams of coal which are at present landlocked, but the produce
of which the Hawick Line will be the means, not only of bringing
to the coast, but also of carrying farther into the interior, which
is at present suffering front the want of it. (3.) The Dumfries
Line, by giving a communication both from the south and north,
with the seaport of Annan, affords to the whole ef that district of
country the means of communication with the beet harbour on the
upper Inn of the Solway Frith. (4.) The Caledonian Line would,
even if a branch were made to Dumfries, afford very inferior ac-
commodation to that town, and to the counties of Kircudbright and
Wigton, from which a large number of cattle are at present sent,
partly by sea and partly by land, to England. (5.) The Caledonian
Line would, in like manner, afford a very inferior communication
between the north of England and the north of Ireland, either
by way of Port Patrick er the seaports on the coasts of Ayrshire.
(Lastly.) The Caledonian Railway would place in a less advan.
tageous position the whole population of the counties of Ayr and
Renfrew, which, together, contain 319,428 inhabitants, being
more than twice as many as the whole of Lanarkshire, exclud.
ing Glasgow.

After the details which have now been given you, you will not
be surprised to hear that the Caledonian Railway, while it receives
a certain degree of support from the promoters of the Scottish Cen.
tral Railway, is opposed by almo.t all the other railway interests in
Scotland, including the Edinburgh and Glasgow, the North British,
the Glasgow, Paisley, Kilmarnock, and Ayr, the Glasgow, Dumfries,
and Carlisle, and the lines extending through Fifeshfre to the
north of Scotland.

Indeed, the Edinburgh and Glasgow Railway Company have the
strongest interest, and, at the same time, the strongest Parlia-
mentary grounds for opposing the Caledonian scheme, in come.
quence of the two forks of the latter undertaking being to laid out
as to form a competing line for the traffic between Edinburgh and
Glasgow, not more than eight or nine miles longer than the direct
route, and thus falling under the class of schemes which the Select
Committee of the House of Commons on Railways last session de-
nounced as unjustifiable, being a railway (to use their own words)
" which, if it is to remunerate the proprietors at all, can only
remunerate them by means of the abstraction of traffic, which is
already, for all substantial purposes, equally well accommodated by
some existing railway.°
Your Committee regret mach the length to which their ob-
servations on the merits of your line, and those with which it has
been placed in competition, have extended. They will endeavour
to condense, into as short a space as possible, the remaining points
which it is essential they should bring before you.
You will recollect that the original rough estimate of the cost of
the Glasgow, Dumfries, and Carlisle Railway, was at the rate of
13,0001. per mile. Mr. Miller, your engineer, has not completed
the detailed plans of the works, so as to enable him to say whethet
any reduction can be made upon the estimate, but he assures your
Committee that there is no chance of its being exceeded. The
amount, therefore, which will be required to finish your line, will
be under 1,200,000/. Of this sum above four-fifths have bees sub.
scribed and paid on, being more than is required by the Standing
Orders in Parliament to entitle your Bill to pass, even if you apply
for your whole line from Kilmarnock to Carlisle ; whilst, if your
Committee shall, on mature consideration, consent to the Glasgow,
Paisley, Kilmarnock, and Ayr Railway Company proceeding with
their Bill, to the effect of taking power to execute the portion of
the Line between Kilmarnock and Cumnock, under an obligation to
convey it or lease it in perpetuity to you, if you desire it, the
amount which has been subscribed will be considerably more than
is required, In these circumstances, your Committee have resolved
not to issue at present any additional shares.
Your Committee have had very satisfactory comniunications
from most of the proprietors of land along the railway. They have
also received assurances of support from many of the Corpda'ations
in the west of Scotland, and particularly from the towns of Dum-
fries arid Annan, in which both the magistrates and inhabitants
have resisted various attempts to draw them off, and have unani-
mously declared in your favour. The counties of Ayr, Renfrew,
and Kircudbright, have also passed resolutions approving of your
line.
Your Committee have thus laid fully before you the details of
the entire scheme of railway communication from England to
Scotland, of which your line forms a part. They feel perfect eon-
fidenoe in its superiority over each other, as being best calculated
to promote the interests of Scotland ; and they will proceed quietly
but zealously, with their preparations for the approaching examina-
tion of its merits before the Board of Trade and Parliament.

By order of the Provisional Corainittee,
WM. LOGIE, Interim•Scc.

Glasgow, Nov. 15, 1844

In 1840 Mr. Locke prepared an amended plan, whereby his
gradient of 1 in 75 was to some extent improved, but to accomplish
this he was obliged to have recourse to severe cutting and banking,
which would, of course, add proportionally to the expense of the
line.

+ The suramit is only 600 feet.
The total population on the line between Glasgow and Car-
lisle, by Dumfries, including the termini, is 590,296.

S HEFFIELD and LINCOLNSHIRE JUNC-
TION RAILWAY.

TO THE EDITOR OF '• THE SUN."

Office, Sheffield, Nov. 26, 1844:

Sin,—Various reports having been circulated on the subject of
this line, tending to induce a belief that the Directors were not
intending bona fide to carry out the scheme, or that they had
neglected to comply with the standing orders as to the requisite
notices, with other similar unfounded and injurious statements, I beg
leave to assure you that all such report., and especially the one
alluded to in " Herapath's Railway and Commercial Journal," of
last Saturday, as being current in Liverpool, are utterly
devoid of truth or foundation. The Directors are not
only prepared to go to Parliament for this independent and
neutral line, but they are determined tc carry out the objects
of the undertaking by every means in their power. They
have no apprehension of any opposition, nor any reason to believe
that such is intended ; and as they will not, on their own parts,
neglect anything to insure success, neither will they allow the
scheme "to be shelved "by any one, if such were possible. Share-
holders may, therefore, set down all such idle reports as the remit
of stoek.jobbing speculations, to induce a fall in the shares, and be
on their guard against them for the future. The Directors are
sorry to find that any such idle stories should have been sanc.
tioned or circulated by the Editor of a Railway Newspaper, without
the smallest inquiry at the Company's office, where he would have
been furnished with every requisite information, had he asked for it.
I am, Sir, your obedient humble servant,
J. H. HUMPREY, Secretary.
N.B. The above remarks apply equally, in their fullest extent,
to the Great Grimsby and Sheffield Junction Railway, of which I
have the honour to be the Secretary.

PATRONISED BY HER MAJESTY, HIS ROYAL HIGH-
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NOBILITY, AND THE SEVERAL SOVEREIGNS AND
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or Improving and Beautifying the Skin and Complexion. Price
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FRAMPTON'S PILL OF HEALTH,
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