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

the existing Dundee and Arbroath line available, or to
shorten the trunk l'ne by this distance, by going through
Strathmore to Perth, we shorld have be-n inclined to
p-ofer the former alternative. But it appears tht?t, the
edvantage of an nnbrok n locomotive commurieation
ean:ot be tiff ,rded by the Dundee route, which is inter-
rupted by two gaps, first in the town of Dundee, and
secondly in Arbroath.
The termini of the Dundee and Perth, and Dundee
and Arbroath Railways are more than half a mile apart;
and the only connexion proposed to be made is, by
laying down rails along some of the principal quays and
streets of Dundee, over which a limited number of car-
riages and waggons may be hauled by horse power.
Even this arrangement will be subject to the control of
the Harbour Commissioners, who have a power secured
to them by the Act of the Dundee and Arbroath Ra,;lway
Com..any, of buying up about three quarters of a mile of
this Railway, including its trrminus, in orler to meet
the contingency of the space being requiyd fir the
accommodation of the increasing trade of the port, or
f:)r additional dock room.

In the town of Arbroath a similar interruption exists,
and the traffic passing from the one railway to the other
is drawn by horses over rails laid down in the streets.
1140 interruption at Arbroath might probably be
avoided by effecting a junction of the two lirss outside
the town, at a mo lerate expense ; but at Dundee, owing
to the peculiar situation of the town, which is confined
between a steep hill and the river, there seems no pos-
sibility of effecting a proper junction, unless at. an ex-
pense so heavy as to render it very unlikely that it will
b.., undertaken.
The existence of this interruption seems to us con-
clusive against the alternative 07 ;electing the Dundee
route as the sole line of throogh communication fro.n the
north of Scotland to the south ; when by the Scottish
Midland or Strathmore line we are offz.red a communica-
tion 5 miles shorter in actual distance without; inte.Tup-
tion, and with excellent gradients. The difference in
point of time between this and the Dundee route, for the
transmission of m-ils and quick trains, most necess_rily be
considerable ; and this great line of cornmunicatiou could
not properly be made to depend on the exercise, on the
part of the Harbour Commissioners of Dundee, of a dis•
cretion guided by circumstances referable to the trade of
that port.
The Scottish Midland line appears thus to be neccs
sary as an integral portion of the Northern line of com-
munication, and it moreover will afford great accommo-
dation to a district of considerable resources, and ca-
pable of much improvement ; while, being of remark-
ably easy construction, and likely to be wo••ked econo-
mically in connexion with other lines, it appears to hold
out a fair prospect of remuneration. This, however, is
a point upon which, as in the cases before referred to,
we most content ourselves with directing the particular
attention of the Committee on the Bill to the estimates
laid before them. •

The construction of the Scottish Midland would render
the Dundee and Perth line unnecessary as part of the
through line from the North to Perth. But looking at
the importance of the town of Dundee, which, as the
seat of extensive linen manufactures, is much connected
with Glasgow, Liverpool, and other commercial and ma-
nufacturing towns in England, it appears to us very
desirable that it should enjoy a connexion with the
general railway system of the kingdom ; and as this
connexion can be effected by a line of 20i- miles, the
estimated cost of which is only 200,0001., and which
will, moreover, be the means of introducing coals at a
cheaper rate into Dundee, and of accommodating a con-
siderable local traffic between that town and Perth, we
cannot hesitate to report our opinion that, notwithstand-
ing the sanction of the Scottish Midland as the prefer-
able line for through communication to the North, the
construction of the Dundee and Perth linp appears to
us, upon public grounds, to be justifiable.
In considering this line, we have assumed that it is
to follow the alternative line on the north bank of the
Tay, and not, as originally proposed, to cross that
river by a bridge ; such bridge having been objected to
by the Lords Commissioners of the Admiralty, after
investigation by an engineer appointed by them for the
purpose, as calculated to interfere injuriously with the
navigation.
For the same reason, in considering the Edinburgh
and Northern line, we equally assume that it is to run
to Perth, without effecting a junction lower down, by
means of this proposed bridge, with the Dundee and
Perth line.

We have already stated our opinion that for the purposes
of a through line of communication, this line, owing to the
interruption of the Ferry, cannot be placed in competition
with the Scottish Central. Considered, however, :,imply
as a local line, it is calculated to afford great accommo-
dation to the county of Fife, and also by op ning up the
coal fields of that county to the adjoining counties, and to
the towns of Perth and Dundee. The advantage to the
latter town will be somewhat diminished by the increased
distance rendered necessary by the circuit br Perth, in,
order to avoid interference with the navigation of the
Tay. Still the advantage, from the introduction of coals
at a cheaper rate, will be considerable ; and having re
ference more particularly to this, we do not feel ourselves
justified in reporting unfavourably of the undertaking,
unless fully convinced that it holds out no
reasonable probability of being a solvent com-
mercial undertaking. This we do not feel to be the case,
if the railway be constructed, as is proposed, with a
single line of rails, and as cheaply as possible ; although
we beg to direct the attention of the Committee on the
Bill particularly to the estimates both of cost and of
traffic. With this reservation, we have to report that
we are aware of no public grounds why the- scheme
should not be sanctioned.

The two remaining schemes—the Glasgow, Barrhead,
and Neilston direct ; and Glasgow and Ayr, Barrhead
and Neilston Branch—have reference to a local question
of competition for the accommodation of a manufacturing
district in the vicinity of Glasgow. This district com-
prising Pollockshaws, Thornliebank, Barrhead, Neilston,
and other manufacturing. villages, is evidently of suffi-
cient importance to justity the extension to it of railway
comuntinicatin ; and the sole question is between the
independent scheme proposed for that purpose, and the
branch proposed by the Glasgow and Ayr Company
from their existing line...

ot rbeydtirweoe t,
mi!es
uponng a shorter commu-
givi
of nine miles. total distance
n i cTa thieo nfotromGe rl
a issg

places, and a larger popu-
lation ; is more favourably situated for extension ; and
is supported by a great majority of the local interests
concerned, which are opposed to the Glasgow and Ayr
branch.
The only point in which this branch appears prefer-
able to the direct line is, that it affords a shorter com-
munion the principal traffic
rn-
, and as the distance from
wbut
omfutnhiecadtiisotnrictowardsthPaGisialesygo;
Barrhead to Paisley is still very circuitous, being eight
miles by railway, while it is only three by the turnpike
road, this advantage does not seem of much weight.
It has been objected to the direct line, that it is too
short to be worked with economy, and to support the
expense of an independent establishment and station in
Glasgow; and as a general rule it is certainly true that
lines of this short length are worked more advantage-
in eixsisothinvgiated by an
lines; but
rstelisremapesrnebtsreallyni
instance.tictlist hinecGo connexion ag
ow aewnt iicttihn
Greenock Railway
Company to work the line, and to provide accommoda-
tion at their own station in Glasgow.
It appears to us, therefore, that as the direct line offers
such superior advantages, this is not a case in which the
privilege of extending a branch from their
us to be preferable
Glasgow and Ayr Company can fairly claim to be al
lowed the
existing line; and we have tthheereGfoiarsegotow,ricipacrcriri,cattl4aatnodf
tand to the proposed
to direct the irlee)%li.
di trsseiova
isnod
Clydesdale
refs
J.erpcueetnnt iccanttp,gi
opbnesuactuhzeamtitolo:
Railway,
bigneo
n of the Committee on the Bills, to the crossing of
the turnpike-road from Glasgow to Paisley on a level,
which of the traffic of the lines in question
by a portion of the Polloc and Govan Railway, over
A level crossing over a road of this-importance, at a
may
ain
5113.a1e part
t where it forms one of the principal outlets, and
n
point of fact may almost be considered as one of the
public streets of Glasgow, is evidently objectionable,
whatever restrictions may be introduced against the use
I
or for regulating the passing of
b v eu
waggons ; amount of inconvenience, and the
proper
locomotive mm oo tdieoth
r engines,applyingte
a. remedy, arc questions which
depend so much upon detached evidence as to local cir-
cumstances, that we abstain from expressing any de-
ciJed opinion respecting them.
The only other projected lines in Scotland are certain
short branches proposed by the Edinburgh and Glasgow
Railway Company, viz
A branch, three furlongs in length, to connect the
Edinburgh and Glasgow Railway with the Monliland and
Kirkintilloch.

2. A branch five miles in length, to the village of
Campsie.

3. A branch, two furlongs in length, to afford access to
additional station-room in Glasgow.
We are not aware of any objections to these branches,
on public grounds.
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 recommend-
ing 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, the examination of which should
be altogether reserved to the Houses of the Legislature."
In submitting to Parliament, in conformity with the
recommendations 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, in so far as our report may be
available for that purpose, we are anxious that it should
be distinctly understood 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. D. O'BRIEN.
G. R. PORTER. S. LAING.

REPORT OF THE RAILWAY DEPARTMENT
Oh' THE BOARD OF TRADE ON RAILWAYS
PROJECTED IN 'THE NORTH AND NORTH
WEST OF IRELAND.
Railway Department, Board of Trade,
Whitehall, March 13, 1845.
Tho Board constituted by Minute or the Committee of
Privy Council for Trade, for the. transaction of Railway
business, having had under consideration the different
schemes deposited with the Railway Department for ex-
tenling• Railway Communication in Ireland to the north
and north west of Dublin have decided on submitting
the following- Report 113reon for the consideration of
Parliament. The propos:A lines are the—
Duhlia and Belfast Junction,
No Railway Inland Line (Armagh to Dublin),
Dublin and Drogheda Branch to Bells,

Grcat North Western,
which are connected with the metropolis of Ireland: