The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1838-06-22 00:00:00

THE LIVERPOOL STANDARD

GREENOCK RAILWAY

A small pamphlet, entitled a "A Letter to the Sareholders
in the Glasgow, Paisley, and Greenock Railway," has been for-
warded to us, and the perusal of it has given us additional
grounds for placing confidence in the entire success of the under-
taking. The arguments are clear and convincing, and the ob-
jections which may be raised, as to the lowness of fares, &c., ap-
pear to be fairly met and answered. Sweeping assertions and
vague assumptions are not in place in discussing a question of
this kind. One fact is worth a dozen arguments, and figures are
the test to which railways, in particular, must fearlessly be
brought. Many do not trouble themselves with detail's, vet
these, in their aggregate, indicate the success or failure of any
scheme. It will surprise such individuals to learn that that there
areal present 70,000 persons travelling annually from stage to stage
along the line of railway, independent altogether of the traffic be-
tween the termini. Here we have at Once, unconnected with the
river, so far as competition is concerned, a larger number of
travellers than the railway has credit for altogether. Many in-
teresting facts, illustrative of the rates of increase consequent on
superior speed, and numerous statistical details of the. expense
and returns of other railways, render this little publication really
valuable on grounds unconnected with its ostensible object. In
conclusion, we may remark, that the author has completely
made out his case, and to use his own.language, has-demon-
strated "that in whatever way this question is viewed it is im-
possible to arrive at any other conclusion than that the railway
will be eminently successful," In this opinion we cordially
agree, and we would advise those who are still sceptical to read
and judge fur themselves; and then, after making every allow-
ance for the natural bias of a partizan, to say whether the facts
and figures there set down do not dissipate their doubts. The
following is an extract from the pamphlet:—
I now approach what I consider will be the great triumph of
the railway—the thorough traffic between Glasgow and Gree-
nock. The number of passengers is stated to be 256,152, but
this I am satisfied is too small. Ist. Because that amount could
not remunerate the great number of steam boats-plying. 2d. It
is too small considering the size of the terminal towns. From
the great attention that hsis lately been directed to this subject,
it may be said that there is now almost a fixed relation between
the population of towns and the intercourse between them, re-
gard being always had to the distance, and to the speed and ex-
pense of transport. But where these circumstances are similar,
the ratio will be found nearly equal, For example, between
Edinburgh and Dalkeith, the speed is 8 miles per hour, and the
amount of intercourse is above 50 per cent. more than the united
population. Between Glasgow and Paisley, the speed is 7 miles
per hour, and the intercourse about 80 per cent. more than the
aggregate population. I need not advert to the case of *railways
with locomotive power, where the ratio of intercourse is infinitely
greater. For example, the population of Dublin and Kingston
is about 250,000. The railway was opened on 17th December,
1834, between which day and Ist March, 1836—being little more
than 14 months, the number of passengers was 1,237,800. On one
day the number carried was 9854. The intercourse therefore
was above 300 per cent. more than the population. Between
Glasgow and Greenock the speed is about 9 miles per hour, and
can it be believed that the intercourse is nearly 15 per cent.
less than the population The amount in the tables is therefore
too small, more especially seeing it has been proved so many other
items are understated. But even assuming the number to be cor-
rect, let us examine what proportion of the traffic the railway is
likely to carry. '1 he great majority of passengers travelling be-
tween Glasgow and Greenock are persons engaged in business.
Indeed,lhave no hesitation in saying that a large proportion of the
whole numbest hat land or embark at Greenock return the same
day ; thus making two voyages in one day. Now, suppose a mer-
chant in Greenock had-a meetingin Glasgow at eleven o'clock,
A.M., which would detain, him two hours. If he travelled by
the steam-boat he would require to leave Greenock at eight
o'clock,. before he had taken breakfast, and before he had
read his letters or been at his place of business. He would
leave Glasgow at one, and arrive in Greenock at about a
quarter past three. He would then read his letters for the first
time—after the banks were shut, and the business part of the
day past. In short, he would find, that the day was entirely
spent by his visit to Glasgow. If, on the other hand, he
travelled by the railway, he would breakfast with his family,
read his letters, see his clerks, give directions for the day, and
leave with the train at 10. He would leave Glasgow again at
one, and be in Greenock at two, an hour before the banks
closed, and in sufficient time to answer his letters and finish
his business of the day. Can there be a doubt which convey-
ance he would choose ? Certainly not; and it is almost un-
necessary to contrast the expense, as any person, even in the
most trifling business, would gladly pay double fare for the
saving of time; but in this respect also the advantage is in
favour of the railway. Fare up and down in steam-boat, as.;
breakfast, Is. 6d. Omnibus fare to and from Broomielaw, 6d.;
in all, ss. Railway, up and down. 4s. The time saved by the
railway, In two trips will be about three hours. Now, if it has
been established that two-thirds of the passengers between
Manchester and Birmingham prefer the quick to the slower
trains, and pay. 7s. in order to save three quarters of an hour,
and that more than half the passengers between Liverpool and
Manchester pay Is. 6d. to save about an hour, surely at least as
groat a proportion of the passengers between Glasgow and
Greenock will prefer the railway to a steam-boat, if they can
save au hour and a half and travel for rather less expense.
I have heard it stated as an objection to this railway, that the
fares must be higher than the existing means of conveyance;
and reference is frequently made to the Liverpool and Man-
chester railway. But this objection arises from a want of
knowledge of the circumstances of the two railways, 13v the
last reports, it appears that the Liverpool and Manchester line
cost £1,360,095 14s. 2d., or nearly £44,000 per mile; while the
line to Greenock will only cost 400,000, or about £lB,OOO per
mile. The enormous expense at Liverpool was in a great mea-
sure occasioned by circumstances peculiar to- that line. For
example, the railway company built extensive warehouses,
where goods were stored free of charge, as similar accommoda-
tion was given by the canal companies. The warehouses and
stations cost about £800,000; and f believe at least half that
expense was occasioned by the warehouses, and great addi-
tional extent of ground they-rendered necessary. 2d—There
are two tunnels at Liverpool, which cost. about £200,000. 3d
The, rails and blocks at first laid along the line were insuffi-
cient, and have since been entirely renewed. 4th—The ap-
proaches of the two towns were expensive; and there were
several engineering, difficulties on the line, which were only
overcome at very great cost. I have no means of ascertaining
the expense occasioned under the two last heads. But the two
first items alone amount to £350.000. The circumstances of
the trade between Glasgow and Greenock are therefore differ-
ens, and there is nothing in the line to render these of any
similar expenses necessary.
The difference in the annual expense of working the two
lines will be equally striking, and I will select from the reports
of 1837 alew of the heavy charges on the Liverpool line that
will not affect the railway tb Greenock.

Cartage at Manchester £6884 11 11
Do. at Liverpool * • 1599 14 0
These charges being exclusive of the
expense of parcel carts for the delivery
of light goods—which will also be a •
charge OA the Greenock line, and are
therefore not stated here.
Taxes and rates
Stationary engine disbursements 1599 4 10
Tunnel disbursement 893 8 8
North tunnel

£18,250 1 5
To this should be added the large warehousing disbursement,
agents' and clerks' salaries, porters' wages, and the heavy cost
of purchasing and keeping up a large number of horses. This
must amount to a great sum; but as I have no means of ascer-
taining, the exact amount, I omit it altogether.
Here then is'en annual expense of above £lB,OOO. on the Li-
verpool line, which will be necessary on the Greenock line.
But this is far from constituting the sole .difference. The
comparative expense of working two railways
.depends almost
altogether upon their gradients. The charges for maintenance
of the railway, and for coach and waggon disbursement are also
greater, as the concussions occasioned by the heavy descending
trains are more .severe than when the same load is propelled
along a level. On the'Liverpool and Manchester Railway there
;ire inclinations of tin 48 and 1 in 72 in the tunnel, and of 1 in
90 and and I in 96 on the line. Whereas for about half the
length of the railway to Greenock, the steepest gradient is I in
1200, 'and the steepest on the whole line is 1 in 360.. The line
is besides singularly adapted for the economical application of
locomotive power. For example, the heaviest load will be be-
tween Glasgow and Paisley, and the steepest inclination on that
part of the line 'is lin 1200. Neatly one-half of the train will
be left at Paisley, and the same engine Will proceed with its
diminished load to Port-Glasgow, on the
which part of the line
gradient of lin 3CO occurs. At Port-Giasgow the train will
receive a considerable accession of passengers, which the same
engine will he enabled to carry forward, at even 'greater speed,
as the line from Port-Glasgow to Greenork'is aints dead level.
t
is therefore a singularly favourable circumstance -
il-
way, that the inclinations, slight as they are, occur on the por
tion of the line where the load will always be lightest.

Mr. Poulett Scrope has calculated that the average increase
of the population of these kingdoms is a thousand per day.