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

86 0
1 30

178 46

IT. Existing Railways forming part of the system-
-3lne3.

Portion of Glasgow and Ayr Railway, from Kil-
marnock to Glasgow 34
Edinburgh and Glasgow Railway 46
Edinburgh and Dalath
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 rejected. In this point of view, the
Caledonian, and the Glasgow, Dumfries, and Carlisle
lines, are absolutely inconsistent with each other ; nei.
ther could the Caledonian, and a trunk line from Edin-
burgh to Cailisle, by way of Hawick, stand together,
although a line for the mere purposes of local accom-
modation between Edinburgh and Hawick, would not
interfere with the traffic of 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 Junction, 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,7we
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, viz. 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 following gradients :

Miles. Chains.

1 in 200
1 in 100
1 in 80
1 in 75

4 5
1 70
2 40
5 42

On the rest of the line the gradients, though in parts
rather severe, are not of an 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
of four miles ; and for 16 miles together, in rising
frorteliilmarnock to the summit, the average inclination
is 1 in 154. Upon both lines the curves are un•
exceptionable.
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 cur views upon the subject are fully
stated :
" GRADIENTS.—As thcquestion of gradients and curves
enters as an important element into the consideration of
these and many other schemes, it may be well that we
shauld here state the views by which we have been
guided in forming a judgment.
e 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 thee have taken place in the con-
struction of the locomotive engine haVe greatly enlarged
the standard of its capabilities. Not many years ago.
anything ?tteper than 1 in 200 was looked upon as a de-
cidedlr objection&de feature in a line, and enormous
expense was incurred in avoiding gradients of steeper •
• inclination.
" The d:fference of expense in construction between
a line with first-class gralients, 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
then 10,0001., or even 30,0001. per mite. The London
and Birmingham Great Western and Buighten lines, for
instance, averaging above 50,0001. per mile, while the
Grand Junction and London aed South Western did not
exce d from 20,0001. to 25,0001. Experience has fully
proved that no saving either in time or economy of work-
ing, has been attained at all commensurate to this enor-
_, -Ins us additional outlay of capital. Indeed, in many
cases, cheaply-constructed lines have been worked at an
equal or less expenditure for locomotive power, and at
AS high an average velacity as lines constructed at twice
the expense.
" This is so universally admitted, that such gradients
as were formerly thought objectionable are now adopted
every thy u 3 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
altog thee impracticable, have a ma into general use.
" It is interment 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 Lichey incline, on the Birmingham and Glou-
cester Railway, is a conclusive proof that a gradient
of 1 in 37i for a length of 2 miles 3 chains may be
• worked by the aid of an engine constructed for the pur-
pose, well •ut serious inconvenience to an extensive
traffic. It is also proof that such an incline may be
descended without danger by the force of gravity, regu-
lated 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 10i for 4 miles consecutively, is surmounted by the
ordinary trains without difficulty or delay.
" The use of a stationary engine for ascending tho in-
cline oa the Manchester and Leeds Railway, from the
Victoria station, which is lin 59 for 1,000 yards, and I
in 49 for 640 yards, has been in a groat mea;uro discon-
tinued, the ordinary engines being found capable of
taking up it heavy passenger and goods trains of not
less than 80 tons weight.
" On tho Edinburgh and Glasgow Railway, stationer.)
power has likewise been discontinued, the locomotive
engine being found a inure efficient and economical
substitute ou the Glasfse' ew incline of I in 42 for 1-f
miles ; and recently the locomotive engine has been
equally substituted for stationary power upon the in-
dun' d plane of the London and Birmingliael Hallway,
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 mir.lit he
quoted, but the above seem quite eutficient to establish
the general proposition,—
" 1. That gradients of fr -m 1 in 50 to 1 in 100, are
; s seliVeefectly practicable to the ordinary locomotive engine,
-with moderate loads.
"1. That gradients up to 1 in 374 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 rich discri
ruination, Nothing can be uote-fallacivus thatt 4 mere