The Sun.
London, England, 1844-12-26 00:00:00

Patrick, for tke north of Ireland, Kilmarnock, and Ayr; and
tkst, allow* for the superiority of its gradients over those of the
Caledonian inc., on the principles of comparison established by the
Royal Commissioners In their Report of 1841, it affords the shortest
comm ation, in point of speed and economy, with Paisley and
Greenock. The only disadvantage, in point of 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 13i miles, •r less than half an hour i*
point of time.
Thirdly.—The sections of the Caledonian, and Glasgow, Dumfries,
and Carlisle Linos, 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 termer will be inferior
to those of the latter. The folowing 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 now called the Caledonian Line, he says, " lot
first directed nay attention to this route, which, as far as Beattock-
bridge, near Moffat, I found tolerably favourable; in proceeding
farther, however, the valley for several miles rises very rapidly, until
, reaching the summit near Elvanfoot, where it attains the height of
nearly 1,900 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. In 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 75.4 Not wishing to recommend a line having
mirth a plane," &c. But in speaking of the line by Dumfries, 'Fir.
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 apace of almost forty
mile,s,t will be nearly uniform, and gradually ascending for the
whole distance ; and with the exception of a short length of about
11,4 miles, about I 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 the 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 poimt
where the branches diverge at Lanark, a distance of about sixty.
five miles, is,
Caledonian Line

28,195

While the population on your line, between the same point

and Kili;lansock, 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 theparishes
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, wisieh would
be alike accommodated by the two schemes), would be,

Caledonian Branches
125,964
W•it of Scotland Railways
202,544

Difference
76,576
The total population en the Caledonian Line, and on the Gina.
gow, Dumfries, and Carlisle, and Edinburgh, Hawick, and Carlisle
Lines (excluding, as before, the cities of Edinburgh and Glasgow,
and that part of the line south of Gretna common to both), is,
" _ _

On Caledonian Railway
On Glasgow, Dumfries, and Carlisle Railway,:4s3,23o
On Hawick Line

Difference... 195,51.1

The particulars of each of these calculations are annexed to
this Report, s• that there may be no possibility of doubt on dm
iubject.
•

Fifthly.—Pith regard to traffic, your Committee are now enabled
to speak with more confidence, in consequence •f 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 suf-
ficient te 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 ether
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 line. Were the whole •f this trans.
ferred, without competition, to the Caledonian Line, on which the
local traffic is trifiing, it would not yield interest on its cost.
Your Committee do not feel any hesitation in speaking of the
small amount otlocal traffic on the Caledonian Line, because their
statement is confirmed by the recorded opinion of the Royal Com-
missioners, already quoted ; and no one who has travelled along
the Beattock.road between Carlisle and Glasgew, 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 are aware that much reliance is placed by the
ScotlandC Caledonianal
Rtao CiEwonamgyipaziy.,
boy
Stirling, the aeni r. prospect otpshtiri ctr
ht
connexion
afTnt
hreaexffiTi
neanbfl reo withmof ttchhoeernpnproaorjr. north of
Distances, to which your attention has already been directed, will
enable yes to judge how farthcistrdaGflinie.,n Linewkaterewrhitcsh '
amount
mr.ouonnrteutmera!
be, is likely to pass along the ale
cir-
cuitous than either the North Itritish or Hawick Lines.
point of fact, the number of persons who travel south from Stirling.
i'
shire or Perthshire, without having occasion to visit Edinburgh and
Glasgow on their way, is extremely small. Indeed, most of you are
probably already aware, that although there is a direct turnpike.
road, laid out by the late Mr. Telford, between Carlisle and Stir.
ling, there is not a single stagecoach or puhlia conveyance upon it,
and it is deeply in debt.
On 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.
port to develope the many resources they possess. Several of these
towns have already grown into some importance; stud it should he
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 it is
capable of affording."
Sixthly.—There are various other points in regard to which the
superior advantages offered by the Edinburgh, Ilawick, and Car-
lisle Railway, and the Glasgow, Dumfries, and Carlisle Railway,
require only to be briefly indicated. (1.) The former will open
op a connexion between the counties of Berwick, Selkirk, Peebles,
and Roxburgh, and the north-west of England, and sowth-west of
Scotland. These Scotch *studies already combine the highest
state of agricultural improvement, with a growing woollen menu.
facture. (2.) In the neighbourhood of Langholm there are very
rich seams of coal which are at present landlocked, but the produce
of which the Hawick Line will be the raeans, not only of bringing
to the coast, but also of carrying farther into the interior, which
is at present sufering from 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 of that district of
country the means of communication with the best harbour on the
upper part of the Solway Frith. (4.) The Caledonian Line would,
even if a branch were made to Dumfries, aford very inferior ac.
commodation to that town, and to the counties of Kircudbright and
Wigton, from which a large number of oattle 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 Pert Patrick or 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.
log Glasgow.
After the details which have new been given you, you will not
be surprised to hear that the Caledonian Railway, while It receives
a certai. degree of support from the promoters of the Scottish Cen.
is opposed by almo.t all the ether railway interests in
setraolu Railway,and,ineluding the Edinburgh and Glasgow, the North British,
the Glasgow, Paisley, Kilmarnock, and Ayr, the Glasgow, Dumfries.
and Carlisle, and the lines extending through Fifeehire 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 couse.
queuce of the two forks of the latter undertaking being so 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 Wiest
Committee of the Heuse of Commons on Railways last session de.
neunced as unjustifiable, being a railway (to use their own words)
" which, if it is to remunerate the proprietors at all, eau only
remunerate them by means of the abstraction of traffic, which M
already, for all substantial purpose*, equally well accommodated by
some existing railway."
Your Committee regret much the length to which their oh.
servations on the merits of your line, and those with which it has
been
in competition, have extended. They will endeavour
to
into as short a space as possible, the remaining points
co, placed in
which it is essential they should bring before you.
You will recollect that the original rough estimate of the emit of
the Glasgow, Dumfries, and Carlisle Railway, was at the rate of
13,000/. per mile. Mr. Miller, your engineer, has not completed
the detailed plans of the works, so as to enable him to say whether
any reduction Call be made upon the estimate, hut 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 1,900,0001. Of this sum above four-hfths have been 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 lioe 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 Cutnnock, 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 ally additional shares.
Your Committee have had very satisfactory communications
from most of the proprietors of land along the railway. They have
also received assurances of support from many of the Corporations
in the west of Scotland, and particularly from the towns of Dutn.
fries and 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 entime scheme of railway communication from England to
Scotland, of which your line forms a part. They feel perfect con.
fidenze 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 Committee,
Glasgow, Nov. 15, 1844. WM. LOGIE, Interim-See.

In 1840 Mr. Locke prepared nn 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

+ The summit is only 600 feet.
The total population on the line between Glasgow and Car.
isle, by Dumfries, including the termini, is 690,296.