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

Having arrived at the conclusion that the Caledonian
scheme is preferable, on public grounds, we have now to
inquire how far this conclte,ion may be aact«l by con-
sithrations of expense, and whether the scheme is likely
to sustain itself as a solvent commercial undertaking.
As compared with the rival scheme, we have seen that
the Caledonian involves the constr uctiun of about 137
miles of new rail a ay as against 178.
An exatnination of the differunt plans and sections
will show that the Caledonian line is, on the whole, of
a 1.7-ss difficult and expensive character than the Duudries
line ; while the Hawick line would be still more expen-
sive to construct as a good double line for an important
passenger traffic. Tie Glasgow Junction, which is re-
quired to complete this system, would also be a very ex-
pensive work, being carried partly by a tunnel below the
town of Glasgow, and partly by arches across the streets
and the Cl 3 de.
On the whole, therefore, the cf,st of construction of
the Dumfries and Hawick system could not fail to be
much higher than of the Caledonian ; and it would re-
quire, including existing lines,. about 240 miles of rail-
way to be worked as against 170 by the Caledonian sys-
tem, in order to accommodate the same principal streams
of traffic.

Admitting, as we have done, that the Dumfries and
llawiek scheme would afford greater -local aecommoda-
lion to the Southern Counties, and therefore command
greater local traffic, we are not of opinion that this ad-
ditional local traffic could he at all sufficient to com•
pensate for the additional cost of construction and work-
ing ; and therefore we think that if any scheme for con-
necting Scotland with England, in addition to the line
by the East Coast, can support itself, the Caledonian is
most likely to do so. Upon this point, we are aware
that the Commissioners who reported in 1841 on the
best mode of effecting Railway communications between
England and Scottand, while giving a decided preference
to the Caledonian route for national purposes, expressed
a somewhat unfavourable opinion ; and we think it very
probable that under the circumstances, and upon the
evidence then before them, that opinion was a sound and
Judicious one. Considerable changes have, however,
taken place since that period. A much greater degree
of economy has been introduced in the construction of
Railways than the Commissioners would have been
warranted in assuming ; the cost of working also
has been considerably reduced ; and, owing to the
improvement of the locomotive engine, steep gradients
have ceased to be regarded as such a formidable source
of expense. The continuation of the Western line from
Lancaster to Carlisle, and the support given by the
Western Companies to the Caledonian line, also place
that line on a much more secure footing than it held
when considered by the Commissioners.
The Traffic Tables, which have been prepared with
much care, show an ample return on the estimated ca-
pital; and although these estimates must always be, to
a considerable extent, uncertain, especially w here, as in
the present caw, they depend a good deal on apt culative
sources of income, such as the diversion of passengers
and merchandise from steam-boats and other existing
modes of water communication; yet still, on the whole,
having regard to the above circumstances, we ace no
sufficient reason why the Caledonian line, if constructed
with due regard to economy, may not be able to support
itself as a fair commercial under taking ; and certainly no
such decided reasons to the contrary, as should indu:e us
to recommend that the sanction of the Legislature
should be withheld from a line of so much national im-
portance.
We directed our attention very particularly to the
Edinburgh Branch of the Caledonian scheme, with a view
to ascertain whether it promised a sufficient return to be
a support rather than a burden to the main undertaking;
and also whether the construction of an unnecessary line
might not be saved if this Branch were made to join the
existing Edinburgh and Glasgow line instead of entering
Edinburgh independently. It appeared to us, however,
that owing to the difference of levels, this latter ob-
ject could not be attained without great difficulty,
while the advantages of the separate entrance into Edin-
burgh, and separate terminus there proposed by the
Caledonian scheme, were represented to be considerable;
and as regards the branch generally, we were satisfied
that it was likely to bring a large accession of traffic,
and to afford much public advantage, more especially
from the supply of coals which it would furnish to all
the towns and districts adjacent to the main line.
On the whole, therefore, we have arrived at the con-
clusion that the Caledonian scheme in its integrity ap-
pears to us, on public grounds, to be deserving of pre-
ference.

This, as we have already stated, appears to us to in-
volve the rejection of the Glasgow, Dumfries, and Carlisle
line, and also of any scheme from Edinburgh to Carlisle,
proposed as a competing scheme to the Caledonian. The
Edinburgh and Hawick line, however, considered simply
as a local line for the accommodation of the district,
does not fall within this description. It will unquestion-
ably afford considerable local advantage to the district
traversed, including the towns of Hawick and Galashiels,
which are the seats of a thriving woollen manufacture.
The benefit conferred on all this district will be great,
by lowering the price of coals, which are now carted at
a heavy expense from the vicinity of Dalkeith, and by
affording a communication with Edinburgh. If con-
structed cheaply, the traffic may be sufficient to afford a
moderate remuneration to the North British Company,
by whom it is undertaken, and of whose Dalkeith line
it will be a feeder ; and although this is a point which
we should have wished to investigate more fully if we
could have commanded the requisite time and evidence,
and to which we beg to direct the attention of the Com-
mittee on the Bill, we do not, as at present advised, see
any sufficient reasons to the contrary to induce us to
report an opinion adverse to the measure upon public
grounds.
There are some facts connected with the experience
of existing Railways in Scotland, which would make us
hesitate in concluding that Railways, if constructed with
economy, may not be supported even in localities where
the existing traffic appears insufficient for that purpose.
Between Arbroath and Forfar there was no public
conveyance previous to the formation of the Railway ;
the population of these towns is only 8,707 and 9,620
respectively ; there are only a few small intermediate
villages, and the traffic in the direction of the line was
quite inconsiderable. Now there are 90,000 passengers,
in the course of the year, conveyed by the Railway, and
its receipts average from 150/. to 2004 per week. The
Dundee and Arbroath Railway, likewise, has created a
considerable traffic ; and although only seventeen miles
in length, and, therefore, too short to be worked with ad-
vantage as an independent line, is in a prosperous con-
dition, paying a dividend of from five to six per cent.
These circumstances induce us to hesitate in recom-
mending the rejection of lines proposed to open out new
districts in Scotland, where the local advantage will be
considerable, and where substantial parties are ready to
undertake them ; although we may feel doubts, looking
at the existing amount of traffic, as to its sufficiency to
yield a fair return on the required capital.
In such cases we think it better to direct the attention
of the Committee on the Bill for authorising the under-
taking, specially to the point of estimates and traffic.

Subject to this reservation, we have to report our
opinion, that there are no public grounds why the Edin-
burgh and Ilawick line should not receive the sanction
of the Legislature.
The Camnock Branch of the Glasgow and Ayr Com •
pany, which runs in the same direction as the Glasgow,
Dumfries, and Carlisle line for 18 miles from Kilmar-
nock, does not appear either to be necessarily involved
in the fate of that undertaking. It will open up a rich
mineral field, and afford local accommodation to a con-
siderable district in Ayrshire; and, as the Glasgow and
Ayr Company are desirouF of undertaking it as a feeder
to their existing line, we are aware of no public reasons
why it should not be sanctioned.
We now come to the remaining schemes north of
the Forth and Clyde ; viz, the Aberdeen, the Scottish
Midland, the Dundee and Perth, and the Edinburgh and
Northern.

We have already stated our opinion that the Scottish
Central line to Perth must be assumed as the basis of a
system of railway communication for the northern portion
of Scotland.

It is equally clear that the Aberdeen line is a proper
and necessary part of such a system. Aberdeen is a
town of 64,000 inhabitants, the seat of considerable
trade and manufactures, and the centre of an important
district.

The population along the line, including—
Population.
Stonehaven
Brechin 7,560
Montrose
Forfar . . 9,620

Arbroath
in connexion with Dundee, Perth, Edinburgh, Glasgow,
and England to the south, also appears sufficient to jus-
tify and support an extension of railway communication
in this direction, where it is ascertained that a line of
cheap construction and with favourable gradients can be
found ; nor does there appear to be any reason why such
a line might not afford, as well as the Dundee and
Arbroath, and Arbroath and Forfar lines, a moderate
return on the capital invested. At the same time, it is
obviously desirable to avoid unnecessary expense ; and
with this view, the termination of the Aberdeen line at
Friockheim, which, by rendering the Arbroath and For-
far Railway available, saves the construction of 51 miles
of main railway, and four miles of branches, appears
justifiable, although a slight shortening of distance in
the main line to the south might be attained by taking
the line, as has been suggested, straight to Forfar. By
this latter combination, however, not only would in-
creased expense be incurred, but the distance of the
town of Montrose from the main line would be increased
and all the traffic of that town, and of places to the north
of it, with Arbroath, and with the large and import int
town of Dundee, would be diverted over a considerable
additional length of railway. The Aberdeen line, there-
fore, appears to us to be well laid out, with a view to
the objects which it has to attain. The importance of
this line is increased, by the consideration that a cheap
and easy line, traversing a district of considerable popu-
lation and local traffic, is stated to have been surveyed
from Aberdeen to Inverness. Should this be the case,
it seems not improbable that railway communication to
the more northern counties may be extended in this
direction.
On the whole, therefore, we have to report our opi-
nion, that we are not aware of any public grounds why
the Aberdeen line should not be sanctioned.
Assuming the sanction of this as the northern, and of
the Scottish Central and Ca'e lonian as the southern
links of a great trunk line of communication for Scotland,
the question of supplying the intermediate link rests
between the Scottish Midland, and the Dundee and
Perth, in connexion with the existing Dundee and Ar-
broath, and Arbroath and Forfar lines. By the former
the connexion between Perth and the Aberdeen railway
is effected in 38 miles, by the latter in 44; 74 miles of
the Arbroath and Forfar line being common to each
combination.

Had the question simply been, whether under existing
circumstances, and with the existing prospects of traffic
upon the Northern lines, it was better to take a circuit
of six miles, for the purpose of placing the towns of
Arbroath and Dundee in the main Line, and rendering