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

~,

of is tpeh
aille
er the es], #,
is certainly
he
!stions for e
these fkre4':,i,
the pupil
111;rdl
sense nu. )00;17
perfect
de Besor- ''ost
i; the° itti,
ens 00,1,10°
most c
a carrYl"▪ e pro
?rfecrti.v.in_ °avreticie
the the,'
'n w
irer;(
dn
di with OP,
:oiesin justlY,:d'et,
f,rv• ler es- • e
miplo'
dine or fr
i)/1/0 v
v•I. I'oo
r LS. • to'
ificeo cop,d.
s map
r the forth'"lofo,,ri„i‘
rowai in .0011
I ustrate roe .0
volumes. b ofsri
fect triull3P
beautiful. ,•
e 14 AB° v

-----
RAIL WAY IN TELLIGENCE.

No. 147. London and Brighti.n—Dorking branch ; and
No. 214. South- Eastern—Reigate and Dorking branch.

REP TIT
Mg, OF THE RAILWAY DEPARTMENT OF
BOARD OP TRADE ON SCHEMES FOR
ACILITATING THE APPROACH TO THE
METROPOLIS.

If the atmospheric system of propulsion .should prove suc-
cessful and deserving of further adoption, it would seem to
be better suited than the locomotive system of traction to
the nature of this section of country. The whole question of
railway communication with Dorking may be temporarily
po;tponed without any inconvenience, and if hereafter the
atmospheric system should prove available, the line from
Epsom to Dorking, projected upon that principle, would
appear to be the best adapted for supplying the wants of
Dorking and its vicinity, without incurring the expense of
making so many additional miles of railway. This Epsom
line would be the shortest route from Dorking to London.
The gradients are very severe, but not more severe than are
encountered on some other lines to which we have not
thought it necessary to object, nor yet too severe to admit f
its construction as a locomotive line. It must, however, be
a bad locomotive line, and in the possible event of failure of
the atmospheric principle, it may be well at a future time to
consider, whether a good locomotive line to Reigate, giving
means for communication between Dorking and Brighton,
or Dover, might not be more to the advantage of Dorking
than a bad locomotive line to Epsom, giving indeed a supe-
rior access to London, but wanting the other advantages
here alluded to. . . .

Railway Department, Board of Trade,
Whitehall, March 13, 1845.
coll.. Board constituted by Minute of the Lords of the
courattee of Privy Council for Trade, for the transaction of
iailwaY g had under consideration the follow-
fl4l,.schernes depotted with the Railway Department for
Mating railway communications with the metropolis, viz.
srnoiNl‘and Dorking
Grosvenor,s iz• .1 • .
LEop
70
..
83
Great.al wa,
estern, Uxbridge, and Staines Junction ... 94
/.‘,.n and Brighton—Wandsworth Branch ........
113266
R., LoCmon and Croydon—Dorking Branch
ndon and Bric.liton—Dorking Branch
tendon and South-Western—Epsom Branch l5O
A "clop & South-Western—Metropolitan Extension 166
tan Central Junction 164
Qeutimond and West-end Junction
South_ th London and Windsor
astern Branch—Reigate to Dorking 214
gotaities and Richmond
, • • • aa3
sut:tiiii'lastern—Extension of Greenwich Railway ..-
Lave -Lastern—Widening of ditto
for thdetermined on submitting the following report thereon
, e consideration of Parliament.
we'n our report upon the Kentish and South-Eastern Rail-
of 3 schetnes, we had occasion to point out the advantage
the Proposed central terminus in the southern quarter of
brid metropolis, at or near the Hungerford Suspension-
viz. ge• In several of the schemes embraced in this report,
Lona
. it'on and South-Western—Metropolitau Extension ;
sßtiacitnsonadodaißidieNbirinti-itein;d Junction;
t'.9ficloa and Brighton—Wandsworth Branch; and
thaeletropolitan Central Junction ;
I't sPot is equally proposed for a terminus.
piaci aPPears to us that there is a manifest advantage in
torunnag.a terminal station of this importance in the hands of
itie4l mes haying large interests entrusted to their manage-
depe",;(rd whose permanent prosperity must, more or less.
than upon their consulting the public convenience, rather
ereat,intgiving it to any small independent company, whose
!tatioT,'',,Profit might probably be derived from the use of tan
11" - ".)! other companies, and who might thus have an
11"keinlent to turn the possession of it to undue advantage.
betteres
this, the safety of persons using the line ma . be
tatt' insured if the arrangements are suited to the require-
tl4,,,,t(lthe long traffic, which cannot, from the nature of
• tilair' ue Conducted with the same punctuality, as regards
ap,„rrival of trains, as the traffic may be which is conducted
1,, the shorter lines.
spot reasons have influenced us in forming our opinion
!eta ethe Proposed Metropolitan Extension of the London
Its ~t7th-Western Railway, whereby it is sought to transfer
rtitrotion with the metropolis from Nine-elms to a more
Veatal c
and convenient spot near to Hungerford-bridge. The
givejost of this extension, in proportion to its length, has
must
li:triength to the reasons above stated; since the outlay
.11read:j'ess an object, proportionally, to a wealthy compa.ny
depend' 41 operation than it would be to any snort and in-
la preent line to be constructed, and where the capital sunk
Part viding such a terminus would constitute a very large
°f it -
A _ s entire outlay.
4.l7l;aietrepolitan terminus in the central spot in question
%Insi,,l,:the hands of the South-Eastern and South-Western
4vairaic'es might be, and doubtless would be, made fully
'hole ille for the use of shorter lines, and especially when
Or Rh'r of ! or lines will be, in other respects, tributaries to one
il
.e ttethose two companies.
app ale, therefore, of opinion that, if Parliament should be
Lt the"
tO sanction the establishment of a railway station
to.- central spot in question, there are not any public
Ir°llB foe Withholding its assent to the London and South-
4tero B
The it letropolitan Extension.
t° form 'ehMond and West-end Junction Railway is intended
icklObrra aiunction with the South-Western Railway at Fal-
iotilift. tlieti about four miles from that terminus, whence the
(11),.., e taken on the rails of that company to Hunger-
iiy lop.
itakoPis Richmonignd 'West-end Junction Railway, and
leovarit:°:Lation, the Richmond and Staines Railway, a. very
,„.4doil ''''"us outlet will be provided for the population of
L-tit be ,0 places of favourite resort, while accommodation.
7tyre.,„gll en to a considerable local traffic already existing
Z 4. then
many populous villages along the line and Lon-
. ff,' `.' ground through which these two lines will be
'Nati 1' tlearlv level throughout ; the works will conse-
Ndety4h.elighi and comparatively iaexpensive, and the cost
h_14°11:1114.118 of the existing traffic along the line and the
iwttts "LrafE,
~ together, it can hardly be doubted that the
gil't6 of these two railways will yield an adequate return
:.,?kie-cetPui_rita.dsl sounnkwih.niethh "r formation. We therefore see no
etc.' object to their construction.
iii.oi at training two schemes proposing to have their ter-
fr ungerford-bridge, and of which we have been able
'4 S, favourable opinion, are—
' ileandsworth Branch of the London and Brighton
ellway,
;Ile; Metropolitan Central Junction Railway.
*L3' froulrst.otf these proposes the construction of a new rail-
?Zee th.`„„ne Brighton line at Croydon to Wandsworth,
sir Brighton trains would come forward on the rails
sly '`"-Western Company to Nine-elms and Hunger-
' \i'h•tdge.
tile b 'le w
right- admit the importance of a west -end terminus for
, traffic, there does not appear to he any deflheids
th:)grea"antage to be secured by the construction o. _
A, rater than will be attained through the extension of
47,48 toltEastern Company's branch from the Bricklayers'
4e1„.t....,.,.'b‘,111?5e.rf0rd-bridge. The loca. l traffic to be accom-
raoe line n 1S comparatively insin!ticant.
ttTiepttiw°llld not provide the frighten Company with
oe, 4 anent terminus, which, in the ca.se of an extensi.%
tittlt; TO object deserving of some sacrifice for its attain-
tlialos nf!Yi_would simply exchange the possibly crowded
tiall'ott he South. Eastern for that equally crowded of
t th-W
.:..t %et, estern Company, while, owing to the arrangee-
tedon It'?hed last year, by which the local traffic of th
• likt,-"vork„a,llw, ay will be conducted in future on separate
1161,;„°4-4;r1 uy the atmospheric system, and the two present
tilicer tiZt?f that railway will be. rendered entirely avail-
-11,0111, urough-traffic, there will be less chance of inter-
. tellitot;:aPProaching London than would be the case if the
p..ortiti„r Lill;
il, I 1, Wandsworth
according to the proposed arrangement, were
*t'ibety°,-v'andsworth over the rails. of the South Western
, Ilk that already encumbered with their own traffic and
keltig, thq the proposed Richmond and Staines lines. As-
, 411,44shaleirkefOre. that the Croydon and South-Eastern Com-
,''Lk hais',ue willing to accommodate the lirighton traffic
ert;,` is e,-;,e tennis, the only effect, so far as the public in-
Nii,b6ea)""rned, would be, that two capitals would be
PICLY well mink in order to perform the work that may be
Nl:l4t prinlePerformed by one; thus violating
should
ofbe the
il4hoi'i
(41. Iples by which these questions g
' teltfesi 41: e:e companies afford such accommodation as it
,1/4--iiikt•e:,.or their interest to do, upon moderate terms,
,ititite ztpan thus created would not be productive of any
kiii'Nlit4a,utage to the Brighton Company, who would
7%, bq the toll to the South-Eastern and Croydon Com-
It Litli, till order to do so must expend a sum, the interest
iolilAtll,7l(sether with the toll they would have to pay to
111 tat t'j stern Company, would probably equal the full
th at aavinz
o'4 guns appear-.
to us conclusive against this pro-
' zKeti.
Ili tt'‘ay„. °Milian Central Junction is an independent
• 'qe t Eoli 'lltended to connect all the great lines of railway
• ' seltqh tl-1 side of the Thames with a central terminus on .tk aid
ile r s'e at
, a, Hungerford bridge, crossing for that pure
ges, and joining the South-Western Railway at
tbkrtita.
• th;:tow,,
,*4-tant,,--fe.r,this scheme to be uncalled for. at
.present by
e
111 %ill the Public, and that its prosecution might pro
NN eXPend't •
4 pe„,,,,e i tne of capital. .
, zstt6eat
woo! Railway is likewise put forward as an in-
."'e t_-° Witi,'''''K ; its termini are at Pimlico and at a
klkirildo.-‘ the Brighton Railway near Godstone, 14 unites
• ,„14e,„te *ern,: line which thus requires the erection of
L'ilt"„t4t '," the Thames, must necessarily be of expen-
i74:,:liet7'4l, and would require a strong case of public
and"tit • `a.iustify its adoption. No such case has been
tht I no'l4eleed nobody has appeared before us to advocate
k 1.4 41 t4,t,tkeaTht has been made to show in what manner
, 4 l'i,a,.: '0 supported if made.
11144 rt, ' to Us that no public reasons exist why it should
'IN t oklettked•
4'4 rtleetu,London and Windsor Railway, also an indepen-
N,ht in Lad; like the last-mentioned scheme, not been
Zi-4W pa wax under our notice, further than by the
N, . It 78 and sections, and the publication of a pros-
-1,1;11 4or it,°e* not appear that any company has been
t.,_
revilien-teonstruction. . .
40.
wh,,.‘ilt:iii,wt,_lreeisittfoeity.lbeferrcidnmb;a,nn examination of the plans that the
mustcvrih .et
branches, right
e very expensive. It would run
NI. ''' ' 'ecupied part of the town between Blackfriars
Dulwich,
h to Southwark-bridge,
a amand left, to Kennington,
tstil'etild"' Brixton
ir Of •,,_ tal,,
ihettt ''s let the same direction, and occupy for a great
gLe!1(1 an gth aearly the same site as the Richmond and
kL-‘cli;,Mea ttioll, and Staines and Richmond lines. Leav-
ti:k tl atilt Windsor,
distance to the left, it would turn off to
'th,7ll:ull foot
ltt:rneg. Zfi the little park between Windsor Castle and
Nt western
totker branches are proposed to the Hammertb
141144 "tern I‘evf, to Hampton Court, and to join e
h•Lkheitte Railway at Slough.
'54C5 that .
is such an aspect of extravagance upon
ukr, It it is dim
o,lSito hay i, colt to conceive upon what prospect of
q'q4h,lQ grope put forward. We consider that there
1/4
ty ;114:4:4,544:11.:hte,
B:isdt
elvur why
ri
itd shouldg j u not receive the sanction of
ion Railway is promoted
klOir,:terta a Junction with the Great Western Railway at
44 Ititi. bra
station, connecting Staines on the one
' 14-11.)i: TheTlge on the other, by about eight miles of
iet give,
Shiresbu Te would be easy of construction, and not
.141 ~e this respect would have no advantage
Ne°vide and Richmond line, while this latter
. pt iii,',_ l'ailw„ accommodation for a larger population,
Llitr?ti ~.,`Y,,faties to Twickenham, Teddington,
`qto 1%11 -"a
tit toti ag6B, thianipton Court, Sunbury, and numero
t(NOttieti„, inhabitants of which will thus be brought
#tlu, es it,,„,. nth the heart of London, while the population
'111,• afr0.7..,', will have a vastly superior London terminus
ra, RI 1.,
tht t tian a •••Y the Great Western Company at Pad-
-4 olitketion a
k„ctiv. Yof , second line to Staines, would be to sanction
r5:..:..:11:,:44,;adt.tge5.h Second capital in order to render both unpro-
litilieies from, Staines to Hungerford-bridge
ei `°f the ler the
t, ,c_itl tk a Great reasons offered, to be superiorretsoatahne
Western Company, we. must. express
114f.,N1e 41.114(tek..er:NeortegLenaf;:risattaioinneasnjdunRciteihoninRonadilwlian3e,.is preferablep to
t.. ttl ot appear to us to be any case to justify at
of a second line to Epsom. That
;!0ti,4,..111 the ?Y the South-Western Company was brought
,414 ‘4 the Croydonl ssion of Parliament, and rejected, in
"4t c't
bt and •
the
So. 14 „open ftr, Epsom Atmospheric line, which
tt 4t, Etieir ' Yaffic until the summer of the present.
hyk
~a..w,„.4.o_PrPosition to the Croydon and Epsom line,
t.:ve4ol. itts'or`:!! Company proved that there was not
t 4tliwarred to than one railway, and nothing can since
li.vatteh.
~,10111.
liTriu:ngs:orowntih_bartitdhey were wrong in arriving at this
LI:41m!
tor- ne advants f
Nit -,, osed e ge 0 a west-end terminus will also,
lir tni,s 4 xtension of the Bricklayers' Arms
r, as -
iTO et)/1,,,, well as gbey,
tbheatobptareinpeodsedbybythteheCsroeyadtohn.
kil %4' South-
ex
, tow
...Ilitiotion-- nt which the Croydon and Epsom Company,
tkt rPrel)arin with the London .rid Croydon Company, are
DN. Nam gto cache
ril, to u,.. ed of ....--
_- out, is one which the Legislature
%al aeh: to beb'stzn, ational importance, so that there ap-
: lioNes efine, the or
ce, public reasons against sanctioning a
44_ ttie 1,,,e e t of which would be to endanger the
terh\Ve tiEirtlY l"
gave so
which Parliament, on special grounds,
k :111e,,,P induce d i! sanction.
Oi„ ti,,,,,:, the pond the circumstance just mentioned to re-
so,u",, of i-ti7l' nement to a future period, when the ex-
li, t foll'iltaii have i Atinospheric Railway from London to
40, 4%.i,..tig lebaeltest: Put in execution, the consideration of
°' 13,13°41 and viz.
onao,
~_ ,
.... . ing,
• .od Croydori—Dorking branch.

The South-Eastern Company having leased in perpetuity
the Greenwich Railway, are desirous of extending and
widening the line, with a view to give greater convenience
and security to the public, and we have no public objections
to offer to their proposals for that purpose.
In conclusion, we beg to draw attention to the passage of
the fifth report of the Select Committee of last year, in
which it is stated, in recommending that reports should be
made to Parliament by this department upon railway
schemes, " That no such report should be held to prejudice
the claims of:private persons, t4e examination of which
should be altogether reserved to the Houses of the Legisla-
ture."
In submitting to Parliament, in conformity with the re-
commendat.ons of that Committee, the results at which we
have arrived, with a view to the information and assistance
of Parliament in forming a judgment upon the schemes in
question, so far as our report may be available for that
purpose, we are anxious that it should be distinctly under-
stood that we have arrived at these results solely upon public
grounds, and to the exclusion of all considerations how far
such results might require to be modified by a due regard
for private rights and interests.
DALHOUSIE.
C. W. PASLEY. G. R. PORTER.
D. O'BRIEN. S. LAING.

ch.)
int hai Di set 04
the labourer, ices le„,
iond, vve ',lief etor 0
• DOilbtieiS I V ,bef 11
canilest ; wheel,
its ftil'
England,.
the 1 b g PSI 0
a aril, i j 0
conifort---vm° itili
rer's cheek, ad L 41,4
If him tbe ereci.l;"o,ol
Pritnest WO h p
ter eliiniants Of t„"evi
with the noble vitkrof,
t stroke of pbilttow,,os
Olessed wonders. o,
Printing; with 51
)f steam, De igill,itiri
lm for Vic MOO "0!
()f England', lill'i oil
ble rem,
frt 01,41.)
is to (-trick that ¢?
is
gYptian tnagieie j,
,rely
a boal o',i
ins his beneroleslr
d ddoso
weariell nen AO
lshing O
it
a l $
s tbst lOW
'69 to See
i tiblel pi
se
an. Ho in s tarenriel
, silver trurePeo,9
There i 3 no semi
nis repOor„il
mission, V the

REPORT OF THE RAILWAY DEPARTMENT OF THE
BOARD OF TRADE ON THE TRENT VALLEY AND
CHURNET VALLEY RAILWAY SCHEMES.
Railway Department, Board of Trade,
Whitehall, March 13, 1845.
The Board constituted by Minute of the Lords of the Com-
mittee of Privy Council for Trade, for the transaction of
Railway business, having had under consideration the Trent
Valley and Churnet Valley Railway schemes, have deter-
mined on submitting the following report thereon for the
consideration of Parliament :
These lines may be considered as forming portions of one
scheme for shortening the distance of the principal railway
communications from the metropolis to Ireland, Scotland,
Liverpool, Manchester, and the northern and north-western
portions of the kingdom. The Trent Valley Railway com-
mences at Rugby and runs by Tamworth, Lichfield, and
Rugeley to Stafford, thus cutting off the angle of the London
and Birmingham and Grand Junction lines at Birmingham,
and reducing the length of the journey from London to
Liverpool and Holyhead, and by Carlisle to Scotland, by nine
miles of actual distance. The proposed line is 494 miles in
length, and its gradients are of a very favourable descrip •
tion. The serious delay now experienced in passing through
Birmingham will also be avoided; and, on the whole, we
agree with the Commissioners, who reported in 1841 upon
the communication with Ireland and Scotland, that a consi-
derable saving in point of time will be effected upon through
traffic. The importance of this saving upon such great lines
of communication has been fully recognised on former occa-
sions, and is too obvious to require comment. The intermediate
district between Stafford and Rugby, including Tamworth,
Lichfield, Rugeley, Atherstone, Nuneaton, and the towns
along the old Holyhead road, will also derive great benefit
from the railway, and being brought forward in connexion
with the existing railway company interested in the great
lines of communication referred to, may be considered as un-
opposed.
The Churnet Valley Railway, together with the above
line, and with the existing London and Birmingham and
Manchester and Birmingham Railways, completes a line of
railway communication between London and Manchester
19 miles shorter than the present one, and which is believed
to be practically as short a line as any which can be made
between the two points. Commencing at Macclesfield, to
which place a branch from the Manchester and Birmingham
line has been already sanctioned, the Churnet Valley line
passes by Leek and Uttoxeter to a point four miles north-
west of Tamworth, where it joins the proposed Trent Valley
line. From Uttoxeter a branch diverges to Willington, a
point on the Birmingham and Derby line, within 6i miles of
Derby.
It will thus be seen, by reference to the map, that the
Churnet Valley line presents the double advantage of uniting,
by the shortest practicable lines, Manchester, the great ma-
nufacturing metropolis of the kingdom, with London, on the
one hand, and on the other hand, with Derby, and through
the existing and projected railways which centre there, with
Nottingham, Leicester, Stamford, Peterborough, Cambridge,
and the whole of the Midland and Eastern Counties. At
the same time it will afford to Derby, and to the traffic
centering there, the shortest outlet to Liverpool, Preston, and
the north ; and be productive of much local advantage to the
important manufacturing town of Macclesfield, containing a
population of upwards of 50,000; to Leek, another manufac-
turing town, containing a population of 11,738 ; and to the
towns of Cheadle, Uttoxeter, Rocester, &c., and the district
along the line.
The importance of such a line has been already recognised,
and in 1836 a Committee of the House of Commons reported
that "It has been established to the satisfaction of the Com-
mittee, that a line opening a communication from Manches-
ter and Liverpool, through the populous and growing towns
of Stockport, Macclesfield, and Leek, to Derby, to Leicester,
to Nottingham, and to London, is one highly desirable for
the public interest, and highly deserving of favourable con-
sideration in a future session." Since that period the in-
crease of population in the manufacturing districts, and the
development of traffic and opening out of new railways, have
added greatly to the force of these arguments.
It is true that by the construction of the Manchester and
Birmingham line to Crewe, the objects mentioned by the
Committee have been partially attained, and by the pro-
posed Trent Valley, in connexion with this line, the dis-
tance between London and Manchester would be reduced to
1881 miles, as compared with 179 miles by that of the Chur-
net Valley • and if this were the solo object, it might be
questionable how far it would justify the construction of
more than 50 miles of railway, of which a good deal is of a
difficult and expensive character. But when we consider
that not only Manchester but the surrounding district, com-
prising the towns of Bury, Bolton, Rochdale, Ashton, Old
ham, Stockport, &c., and a mass of population of upwards of
a million, actively engaged in the pursuits of manufacturing
industry, will benefit by every reduction of distance in their
principal communications; and also that the connexion of
this district with the midland manufacturing district, and
with the midland and eastern agricultural counties, from
which it derives a large proportion of its supplies, would
alone justify a railway to Derby, so that the portion of new
line actually required for the purpose of completing the most
direct communication with London is only 15 miles, it ap-
pears to us to be perfectly evident that there are sufficient
public reasons to justify the construction of the line.
By the reduction of the distance to 179 miles, the fare be-
tween London and Manchester, by the Parliamentary third-
class, established by the Act of last year, will be reduced to
15s. The time of the journey also by quick trains, under a
proper system of combined management between London
and Manchester, may, at the rate of travelling which is now
established upon several railways, be reduced to 5i or 6
hours, so as to admit of the possibility of a person leaving
Manchester in the morning, transacting business in London,
and returning the same evening.
The traffic which may be expected to pass over a line which
combines so many important objects may reasonably be ex-
pected
to afford an adequate remuneration on the capital re-
quired, although, as we have already observed, parts of the
line are of an expensive character. The traffic tables sub-
mit ted to us also show a probability of a sufficient income ;
and being in alliance with the other companies whose lines
will form portions of the direct London and Manchester, and
Manchester and Derby routes, a further security is afforded
for the due development of the traffic and for the line being
efficiently worked.
The promoters of the Churnet Valley line have further de-
posited plans for a continuation of their line from Tamworth
to Rugby, to meet the contingency of the Trent Valley line
not being sanctioned; but as the Trent Company were first
in the field, and have a preferable claim, founded on ex-
penses incurred on former occasions; as the traffic which
will pass over their line towards Liverpool and Ireland will
probably be greater than that over the Churnet line towards
Manchester; and as the Trent Company offer to accede to any
reasonable provisions for securing the unimpeded transit
upon fair terms of the Churnet traffic over their line, it
appears to us that they are fairly entitled to the possession of
the integral line from Rugby to Stafford, and that the
Churnet line should only be sanctioned up to the point north
of Tamworth, where it leaves the direction of the Trent line.
The Alrewas branch of the Trent Valley scheme would
have been very useful in diminishing the distance between
Manchester and Derby, had not a more direct route been
afforded by the Churnet line. This however being the case,
there hardly appears to be at present any sufficient object to
justify the construction of this branch, although being only
71 miles in length, and of an easy character, it would not be
expensive.
The accommodation of the Potteries, by means of branches,
also forms a part both of the Trent and Churnet Valley
schemes. The latter proposes a branch from Stoke to near
Leek, and the former a branch from near Stafford to Stoke,
where it is proposed to meet a line promoted by the Grand
Junction Company from their line at Crewe. The branch
from Stoke to Leek would afford an outlet both towards
Manchester and Derby, and although it might not be suf-
ficient in itself for the complete accommodation of the Pot-
teries district, and should not be allowed to interfere with
any other scheme proposed for that object, it will afford a
certain amount of accommodation, and we are aware of no
public reason why it should not be sanctioned.
The other line of the Trent Valley Company, from Stafford
to Stoke, would form, in conjunction with the proposed
branch of the Grand Junction Company, a scheme for the
accommodation of the Potteries, so far complete, that in the
event of its being sanctioned, there would be no likelihood
of any other scheme for that purpose being brought forward.
Considering that the scheme was originally proposed with
a view to the accommodation of the Potteries district, as the
result of some understood arrangement with the principal
Potteries' interests, and that those interests now object to it,
and urge that the whole question should he postponed until
another year, to afford time for consideration, and for matur-
ing some more complete scheme for the accommodation of
that important district, it appears to us, without expressing
any opinion upon the merits of the projected line, that, under
these circumstances, we are justified in recommending its
postponement.
With these exceptions, we are not aware of any objections,
upon public grounds, that can be urged against the Trent and
I Churnet Valley schemes, which are recommended, as we
have already seen, by such obvious and important public
considerations. _ .

1" . ,rok i
shat ore tbel,.+:lo9 1
-compelling o°oo i
) sooner 30Eerie.,
rouse a roc re,
if
away 111_..81A10, 1
; balm to tbot 1, 7: or i
lecrotaancy of tveboli°
• imagination f°,1.010,
the Freetnasons , 00 1
.. opo
r.l ey separab- ~,,..t- 0
ayes --50n0,074 olico,
Lew raiaieutcvoi
fireless beorlb+ tiogl
his face, and lill'iroleu
,s smile ot tbe rpollict
nt magic liestioe "i, Or
ie Lsbotiol • i.,
the eountil• ,
_beffil
?r fails to raseeT,:o V.,
gifts it i Piro ST 1
leo- asel,4oly, b,,,,0 e o wi''
take heart. noidloo;
gut then, doe} ot
nirlescension 0.
nd. i
10°00(
! It is yo
cod $; or
night you Op% Yifi
thOUght; CPO. 0 1,
Withering "1000;1
* and I°U Of
V {.°
lig, it 004, lesl, •or
ht ; necerOje }0 ~,,,,
ke an ulif _.`lo, 14'-'
I London tAno /1”.
of Riehoend
Itt
I. a ' 4. 1141tvj
union , , 400.,
✓ brain w+P eniole
granite gr 01,,,, As
the Lbourer+, i 0 V
sick ; it ills!:e1+1,
rosh.re ; iv tbypie ei
are COO 4 .It° 9 1
rself and sore' 4 01.54
✓ wretch ! „'.ll,'j
3 to trielge..flii+it
:bridge WO°, gt;el.4
rinter air. oulot ,i,
'r an order _.l jog oj4
lg, it is siebderob to;ii
i call upon e tretj
Igin ; it +a cell bid r)
our wife e 0 lir of ryi
Ike heart 1 13400.. t,O
hold upon 1 ley,lM
,15--nli thilt Clirietidit,
Lurrahs Sea fiiii
ion, tbef dr; .. l
• Xiiir"
U are Jost tiii ,If oil fit
fortahle ger iiio 0
search of Or 10,
7ing frord th° ti°,loo,o
ne(...—bnt the °Ol,, 9
,r sent to 0.4 clj, y
s. an Are o°_,,f'ogeP; le
youtlismieot ell
'from you, ofi,` 11)1,0 01
ou shiver, P odif i
makes 3°o e4all'
;ng garruef i j•
raiment o tots ~,,ra
on ; bat yott, 0,0 ),,,01
,ore tracelline 4 fitly
,y side 110'1'1,6.: 0 fo! 1,11;1,4
;oil fight filfr'e 1,10 ppe
rent d with t1;1 tb01„ IV
t visit yOO,lO ,11" 01
cal connolon,!,,11„. 0109;
' oar ears. +++`",t,o, ,lio
are not forgo,
..3 0,,,„
qi
humanity,. prOlife
stSI4IIIV fp
you 00; *6
bed,▪ num 0;4
rs you. ovu v 4,e
ono your lioreech ;tillr.
You hove Vet lf,gl
's cold. 11 sAd
reel) of death 1°,00; j 11l
e pauper,' 141;0,4
words that he r-16
fleap of ClOl.-it;:s.,
,laZonfeentS rit9; to Oki
s to ti.ibeg, dui for 1/
hthe coofOrtrio,
' b' cl; ''
.rinkft be +0 00010
the Vbeio' ti, s+ i
it the b _.fsfett j
nlnke Oleo bcold.r
Cantwell 0 • •
)
..... -- /,. 1
colif ie.
-sotr 1, ft
e last egeS, s oti'le
relsting to ihne,,,isgo,"
to London. 'oe 410
at. at Brisoltorvi
yea (too ‘'ls r 0:1t$
lour. itnotbe § „4
u the altero.t.h°l#l€9"
;ttletdent, rilb A
ercurv. i tile )e-
-been adae,l t;:1111,
est Britain. e
ost.offi,e of , foll‘,"
l'ost-office .r. to VI
rs betweeo ''' trek
e of t oir
twin
Franc col .
tain and her 41
Greeco„, vogl :;"'
111$ tiOrTS At, j 00;(!)
to state,kiir
)licatio gt"i ,idl
il the 60c,0„ oiAl
'fish translotlPooo,49
eokly billiudootli'
,llers And ee"' K
NS Stls.atir,rie:orfer
n, of Greot i'- eV
0 ,
, 0 Tie got o.sl,
I ROOIOCe, ;,111:0601r
s of Poris; h co 0,/,:iiV
svo., whic ,o, jio) ,
rlburn bas ,10(0,0;"
'els : 9..55100°4
untess of .10v1: ,
iy Ilenrii_r,: o ,
flgf tile"f r"CI
If ' OA° 6 Ole . di,
1e....-Atia ' o door
air 0.1",0rPc0,0, ii,
0/04
,a by ueo: , foe
er works, 01 ' i
• it lir 1
r eveolo , p 14,
ifiquestlfertior,V
;edertel.., ,r,
IoY of )17-,„ 4 9:
nwall. _Asrat:,,eo,
ek, was I`oo re,
which eiscoe!,,,
, the °4' (0040140
e control. hc;s.,4 ,i
,fence that r p:4' Di 7.
The il .tle oe, °N 11
the a1015..11
,he loge 11
Jle died °tl

The only parties who have appeared before us as objectors
to the Churnet line are the Grand Junction Railway Com-
pany, who contend that it would create an injurious and un-
necessary competition with existing lines for the traffic from
Manche:=ter to the south. This argument, however, is met
by the rcumstance that the other companies principally in-
terested in the Manchester and London traffic, viz., the Man-
chester and Birmingham, the Trent Valley, and the London
and Birmingham, do not object to the Churnet Valley Com-
pany, but, on the contrary, are in alliance with it ; while the
Grand Junction Company, whose line is principally a line for
Liverpool, Irish, and northern traffic, do not appear to, be in
a position which can entitle them to advance any objections,
on public grounds, to the construction of a direct line between
Manchester and London. In the absence of any such ob-
jections, it appears unnecessary for us to dwell at greater
length upon the arguments in favour of this and of the Trent
Valley line already referred to or to enter more fully upon

TIIE SUN, LONDON, MONDAY MORNING, MARCH 17, 1848.

N. . 1. New Railway to be made—

Chains,.
Calt,dorkin trunk line frem Carlisle to point of
diverge nee at Carnwath
Point of divergence to Edinburgh
Diito to Wishaw and Coltness Railway l2 10
CasCc Cary Branch
Duuu'rles Branch
Minor Junctions, &c.

comparison of gradients upon two lines, without refer-
ence to their peculiar circumstances.
"In the £rst place, the distribution of the gradients
is a fact °qui of much more iminxtance. than their abso-
lute inclination.

"A line of an undulating character, with steep but
short gudients, alternately rising and falling, may
worked at as much a•lvantage as one where tin
inclines, although less steep, are of greater continuance.
On the other hand, 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 rare,
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.bo positively
better lines, i. e. more susceptible of cheap and expedi •
tious working, than others which have nothing steeper
than 1 in 100 or 1 in 120.

Total of Caledonian ..
Clydesdale Junction..

..136 57
.. 10 56

147 33

IL Existing railway, forming pert of the system—
Miles. Chatni.
Wishaw and Coitness line, and portion of
blonlilan 1 and Kirkintilloch
Gardl,irk asd Glas-ow 8 20
Polloc ani Govan (forming part of Clydesdale
line)
Total of Existing Railway

" Another important consideration with reference to
gradients is the nature of the traffic. It may be con-
ceded that although gradients of 1 in 50 or 1 in 100
may be perfectly surmountable by the locomotive en-
gine, they in x olve a certain less of power as compared
to lines of less inclination.

Total of Caledonian System 169 35
Tiis system would afford a very complete railway
communication from - Glasgow, Edinburgh, and the
North of Scotland, to all parts of England, with the ex-
ception of the eastern portion, the communication with
which may be assumed to be already supplied by the
East Coast line.

" 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 ; alio, where high
speed and great punctuality are very important,
as upon a long line, forming a link in a very
extended communication, good 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 stopping 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 dependent,
under such circumstances, upon gradients, that the in- I
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, 1. e. of a large local traffic, with frequent
trains, light loads, and numerous stoppages, the traffic
may be conducted not only with far gr, ater 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 t':e 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 3.00
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 c&mpeting system proposes to attain the same
general objects in the following manner :-
1. By the proposed Glasgow, Dumfries, and Carlisle
line, in connexion with the existing Glasgow and Ayre
line, giving a western line of communication from Glas-
gow to England.

2. By a line from Edinburgh to Hawick, which the
promoters offer to pledge themselves to continue to Car-
lisle, giving a communication from Edinburgh to die
West of England and the manufacturing districts.
3. By the Glasgow Junction Railway, intended to
connect by an unbroken communication the Edinburgh
and Glasgow, and railways north of the Clyde, with the
Glasgow and Ayr, and Glasgow, Dumfries, and Carlisle.
This system would consist of the following parts:—
I. New Railway to be made—

Niles. Chains,
Glasgow, Dumfries and Carlisle, from Kil-
marnock to Carlisle
Line from Carlisle by Ilaw•ick, to junction
with the Edinburgh and Dalkeith Railway,
about
Glasgow Junction

178 46

IT. Existing Railways forming part of the system-
111i les,

Portion of Glasgow and Ayr Railway, from Kil-
marnock to Glasgow
Edinburgh and Glasgow Railway 46
Edinburgh and Dalkeith
It is quite clear that the traffic from Scotland to the
south would not be sufficient at present to support two
competing systems ; and that if the one be sanctioned,
the other, or so much of the other as directly competes
with it, must be reji cted. In this point of view, the
Caledonian, and the Glasgow, Dumfries, and Carlisle
lines, are absolutely inconsistent with each other ; nei.
t her could the Caledonian, and a trunk line from Edin-
burgh to Cal lisle, by way of Hawick, stand together,
although a line for the mere purposes of local accom-
modation between Edinburgh and llawick, would not
interfere with the traffic crf the Caledonian line, and would
not necessarily be inconsistent with it.
The Clydesdale line, although a material part of the
Caledonian system, has a local traffic of its own, and
would not necessarily be included in the rejection of that
system. So also the Glasgow Junetiot , although a part
of the system opposed to the Caledonian, might, if a suf-
ficient case of public advantage were otherwise esta-
blished to overrule the objections of a private and local
nature to which we have alluded, be sanctioned. notwith-
standing the rejection of the system of which it formed
a part.
Having thus explained the two competing systems,'we
proceed to investigate their comparative merits.
The leading public objects which it appears to us to be
important to keep in view are,-
1. The traffic of Glasgow (including the district of
which it is the centre) with Liverpool, Manchester, Lon-
don, and the rest of England.
2. The traffic of Scotland, north of the Forth and
Clyde, with same places.
3. The traffic of Edinburgh (and its district) with
Liverpool, Manchester, and the west of England (the
traffic with London and the east of England being as-
sumed to be sufficiently provided for by the East Coast
line.)
4. The traffic of Edinburgh and the east of Scotland
with Dumfries and the south west.
5. The local accommodation of the southern counties
of Scotland not already provided with railway commu-
nication by the Berwick line.
Assuming, for the sake of comparison, each system to
be carried out completely, the advantages would appear
to be divided.
For the first of the above objects, via. the connexion
of Glasgow with England, the Caledonian system is pre.
ferable, as giving a shorter line by 23 miles.
In order to obtain this diminution of distance, the
Caledonian line, however, has to pass the range of hills
which runs across the south of Scotland at a higher
level than the Dumfries line, and to attain the requisite
elevation by gradients of great severity. It becomes
necessary, therefore, to examine the nature of these gra-
dients more in detail, in order to ascertain how far the
advantage of the Caledonian, as a trunk line, in actual
distance, may be neutralised by the character of its in-
clinations.
The principal ascent on the Caledonian line is on the
south-side of the range. From Beattock to the summit
of the Clyde pass, the ascent in 13 miles 77 chains is
760 feet, or at an average inclination of 1 in 97, which
is surmounted by the fallowing gradients :
Miles. Chains.
1 in 200 ......... for
1 in 100
1 in 80 ......... for
1 in 75 ......... for 5 42
.
On the rest of the line the gradients, though in parts
rather severe, are not of un extraordinary character,
having nothing steeper than 1 in 100.
On the Dumfries line, the steepest gradient is 1 in
100 ; but at this inclination there is a continued plane
ifsroml ocukptoonthebostuhmmlinitsthtehaevecruargi
of four miles ; and for 16 miles together, in rising
in 154.
exceptionable. •ee cures ar are
inclination
u n
.
The question of gradients enters so materially into
a comparison of these lines, that we think it right to
subjoin the following passage from one of our previous
reports, in which our views upon the subject are fully
stated
" G RADIENTS. —As thequestion of gradients and curves
enters as an important element into the consideration of
these and many other schemes, it may be well that we
should here state the views by which we have been
guided in forming a judgment.
" Discarding all merely theoretical considerations, we
have approached the subject in a practical point of view,
referring to the actual experience of existing railways
as the sole test of what is admissible in regard to future
ones.
" And first in regard to gradients.
" The improvements that have taken place in the con-
struction of the locomotive engine have greatly enlarged
the standard of its capabilities. Not many years ago,
anything steeper than 1 in 200 was looked upon as a de-
cidedly objectionable feature in a line, and enormous
expense was incurred in avoiding gradients of steeper
inclination.
" The difference of expense in construction between
a line with first-class gradients, as it was called, i. e.
none steeper than 1 in 200, and one with second class
gradients ranging up to 1 in 100, was frequently not less
than 10,000!., or oven 30,000/. per mile. The London
and Birmingham Great Western and Brighton lines, for
iestance, averaging above 50,0001. per mile, while the
Grand Junction and London anti South Western did not
exceed from 20,000!. to 25,000/. Experience has fully
proved that no saving either in time or economy of work-
ing, has been attained at all commensurate to this enor-
mous additional outlay of capital. Indeed, in many
cases, cheaply-constructed lines have been worked at an
equal or less expenditure fur locomotive power, and at
as high an average velocity as lines constructed at twice
the expense.
" This is so universally admitted, that such gradients
as were formerly thought objectionable are now adopted
every day as a matter of course, and as the capabilities
of the locomotive have been enlarged, gradients of a
class which would have been considered a few years ago
altogether impracticable, have come into general use.
" It is important to ascertain, by reference to actual
practice, the results which have been a'ready arrived at,
and which must be taken as starting points to guide us
in the consideration of any new scheme.
" The Lickey incline, on the Birmingham and Glou-
cester Railway, is a conclusive proof that a gradient
of 1 in 371 for a length of 2 miles 3 chains may be
worked by the aid of an engine constructed for the pur-
pose, without serious inconvenience to an extensive
traffic. It is also proof that such an incline may be
descended without danger by the force of gravity, rep-
lsted by the action of breaks.
" The Sutton' incline of 1 in 88, on the Liverpool and
Manchester Railway, is surmounted by the ordinary
trains of that railway, whose traffic is of a very heavy
description, with a single locomotive engine.
" On the Newcastle and Carlisle line, an incline of 1
in 106 for 4 miles consecutively, is surmounted by the
ordinary trains without difficulty or delay.
" The use of a stationary engine for ascending the in-
cline on the Manchester and Leeds Railway, from the
Victoria station, which is 1 in 59 for 1,000 yards. and 1
in 49 for 640 yards, has been in a great measure discon-
tinued, the ordinary engines being found capable of
taking up it heavy passenger and goods trains of not
h ss than 80 tons weight.
" On the Edinburgh and Glasgow Railway, stationary
power has likewise been discontinued, the locomotive
engine being found a more efficient and economical
substitute on the Glasgow incline of 1 in 42 for 11
miles ; and recently the locomotive engine has been
equally substituted for stationary power upon the in-
clined plane of the London and Birmingham Railway,
from the Euston- square terminus to Camden-town,
parts of which are at 1 in 66 and 1 in 75.
" Many other facts of a similar nature might be
quoted, but the above seem quite sufficient to establish
the general proposition,—
" I. That gradients of from 1 in 50 to 1 in 100, are
perfectly practicable to the ordinary locomotive engine,
with moderate loads.
" 2. That gradients up to 1 in 37 or higher, may
be surmounted by heavy trains, with the aid of an as.
sistant engine of peculiar construction.
" The application of these facts requires much discri-
mination. Nothing can be more fallacious than a mere

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, viz., 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 1052
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, via. 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
woull only afford a circuitous line by way of Glasgow of
141 miles in length, and depending for an unbroken com-
munication on the construction 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 Dumfries line, are, proba-
bly, on the whole, better accommodated by it. Dum-
friesshire, although much worse accommodated in re-
spect of connexion 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
manufacturing district of Hawick and Galashiels, are
decidedly interested in the success of the Ilaw•ick 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 Lanark, to
Beattock, traverses a district singularly sterile and des-
titute of population ; and although 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 affording a supply of that article, and more
especially of a particular description of it used in the
making of gas; yet, considered as mere local lines for the
accommodation of the Southern counties, it appears to
us that the Caledonian would be productive of less bene-
fit than the two lines of the Dumfries and Hawick
scheme.
We are, therefore, brought to 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 Hawick system. Trying
it by this test, we find that—
Population.
Ayr 164,356
Roxburgh
Selkirk

218,371
have a strong interest in the adoption of the Dumfries
and Hawick in preference to the 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 (except,
perhaps, Fife), containing a population of 1,200,000, have
a decided 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 have no hesitation, therefore, in arriving at the
conclusion that, on the whole, a decided preponderance of
advantage to Scotland is afforded by the Caledonian
scheme in connexion with the Scottish Central, as giving
better trunk communication for 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 aro 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-
vantages, it may not be so easy to obtain an improved
one afterwards.