The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-04-09 00:00:00

April 9, 1844

hip
ORTANT TO SHIPOWNERS, CAPTAINS, &c.

LETTELEY'S PATENT WINDLASS PURCHASE
_.stro.ngly recommend, b numerous testunonials,
kainPlicay. and consequed nty cheapness.
t;HORS and CHAIN CABLES' CAMBOOSES,
Apply to WINCHES, IRON KNEES, &c.

BETTELEY and ROBERTS,
Brunswick Anctior Works,
East Side Union Dock,

GRAND JUNCTION RAILWAY.
ALTERATION OF MAIL TRAINS,
ORDER OF THE POSTMASTER GENERAL.
t)i= 12 th A
Public are respectfully informed, that on and after
ihwl,
NIGHT MAIL TRAIN, now leaving LIVER,
The D,OOl. at 7 p.m., will be despatched at 8 P.M.
MAIL TRAIN, leaving CHESTER. at 7 50 P.M.,
avtiohnaet I 45 A.M.,
will be despatched at 9 13 P M.
The EARLY DOWN AIL 1 R
_, now _eav_ng_IRMINGEIAM
will be despatched at 1 10 A.M.
Bing with these alterations may be had on applt-
ira nat any of the Stations on the Grand Junction Rail-
, Y, on and after the Ist of AptiL
By order,
MARK HUISH, Secretary.
street, 25th March, 1844.

CALEDONIAN RAILWAY. ,
8111,--A• writer, who prostitutes the sienatureof " Vert-
-11, tab" to the propagation, under the disguise of certain
I;tarles,of aseries of false statements regarding this under-
a Ling, solicits categorical answers to his questions; and I
ta disposed to gratify his curiosity by the following re-
plies to them :
tl. It is not true "that of the long array of respectable
arties who appear as the Provisional Committee of the
Glasgow
Ra+lway, not one of those connected
.with
it a.sgow has taken or intends to take a single share; but
but
is true that the Provisional Committee have taken,
lzaroooteng them, more stock in the Caledonian, than the pro-
otntoiet :kr:eshire route have been able to raise alto-
s.
_t or the formation of their circuitous line.
vg ho
cr f
37, while others
obtained
" that the names of some of the pro-
rnmittee were put down in the list without their
anthorit
permission
stanCes ;"but were put down in consequence of
two year- ago under different circum-
on the list has truethat everyb nobleman and gentleman
given express permission to use his name,
and that, in every case, such permission has been granted,
or repeated, within the last
two months.
4,,?/ It is not true that for
the reasons suggested by
eritas" " some of the most influential parties have,
Since the publication of the Prospectus, withdrawn their
liarneBl but it is true that one 'or two gentlemen have re-
quested leave to withdraw for reasons of a private and
eriollal nature, and that their places on the list have
eat' supplied fourfold by the authorized addition of the
tattles of the Right Hon. Lord Taoreps ,
Malcolm ; John
ichen the Right
Lord Elphinstone ; Sir.Chri
tuiterman, jun. Esq. banker in London; Richard
q. .. .p
ardP.ater;
"a, of Blackheath, Esq.; H. Howard, _
Colonel Elphinstone ; J. Fullarton Elphinstone, Esq.
.;
As• E. Lockhart, Esq.
„s. it is not true that any plans whatever of the Caledo-
is'asn Railway were deposited last. year ; but it is true that
t"u promoters of the undertaking have, since the Govern-
ent Commissioners declared their preference for that
e,e,,,,,pr...0P05ed an alteration in the route after it reaches,
—lagton. with a view of ultimately joining the Scottish
also Railway from Perth and Sterling; and that most
Canis a short branch to Dumfries:—two most
cous7s7a ienerovements on the project which are not in-
consistent ent with any portion of the line preferred and re-
mended h
5. It • -Y the Commissioners.
bl'
-11 lasted
s 'anal true "that the table of comparative distances
with the Prospectus of the Caledonian Railway
paalt.es no mention of the Glasgow, Dumfries, and Carlisle
line
Part and and it is not true that that line is to pass over any
part ofthe Wilsonton Railway ; but it is true. as is shewn
2: that table, that in every instance the Caledonian line is
and
dwaords of fort miles shorter than the route byiCumnock
Dumfries,
sh' It is not true that the Wishaw and Coltness Railway,
, .e Monkland and Kirkintilloch Railway, and the Gam-
.tttrk Railway, (with all of which the Caledonian is to have
Ilse advantage of a connection,) " are many of them of very
'2lSPerfect construction ;" but it is true that, with the view
obtaining a share of the traffic of the Caledonian line,
the Proprietors of these railways are already taking steps
beswiden their gazes and otherwise to improve their works,
des contributing largely to that undertaking.
4_. It is not true "that the ruling gradient of the Cale-
onion line will be one in 75,' and it is not true that any
statement to that effect was made at the meeting held at
'mark ; but it is true that there are many miles of worse
gyadients on the North British than any to be found on
tile Caledonian line; and it is true that, after an elaborate
rin4Pari son of the lengths and gradients of the Caledonian
ers e and the Ayrshire lines, the Government Commission-
state in their Report, as their deliberate
iotptinoloit)l4
"that it would be injudicious, even s
e supposingtorthepurpose of
Practicable to incur a larg 3S_
led
e
o statistical "ing die gradient on theee jendonian line, to one
less inclination ;" and that there Gale n
proper-
ties in the lines competing with it, counterbalance the
disadvantage of their greater length."
to
It is not true that the summit of the Caledonian line is
Upwards of 1000 feet above the sea, and it is not true that
the summit of the Ayrshire line is only 600 feet above the
level of the sea; but the exact heights were perfectly
known to the Government Commissioners when they re-
ported as above, " that it would be injudicious, EVEN
SUPPOSING IT TO BE PRACTICABLE, to incur a large
expense for the purpose of reducing the gradient on the
Caledonian line to one of less inclination.
9. It is not true " that the alleged subscription towards
e capital stock of the Caledonian, by the North of Eng-
ittiad aailways is only in expectancy ; ' but it is true that
tittae companies have actually contributed the sums which
e Prospectus stated, and it is also true that much more
the the
from
capital has been eagerly subscribed by
ssPsat'lie, from which circumstance " Veritas" may form
Some ci' trom which circumstance" Veritas" may form
as ',Pinion of the credence which has been given to his
lis'a'cins of the undertaking.
avi,,, taus
Which deu
.us given to " Veritas" the categorical answers
enligh ,iderated, I shall take the liberty of further
tot dar
thought him upon some matters on which he has
Irlisre-ps"e. Prudent to ask no questions. He has put his
aentationsintotheshape of queries,because he did
out wE'r t° state openly that which he knew to be untrue.
I shall chi nevertheless, he wished the public to believe.
.I„g"%e him my information in substantive assertions,
wssr—g tnem to be incapable of contradiction.
desid ,I,ile the Government Commissioners express their
Ay Zu Preference for the Caledonian line over the three
Of C—tisries lines generally, they reject, as not even worthy
Dreier "-Aeration, the line' by Monckton, which is the one
best a"..0 by the Glasgow and Ayr Company, and which
that 'Llbits their private interests. The Qonaniis•ioners say
y the Kilmarnock route, the " total distance from
'drritsle to Glasgow is 125 miles 9 chains, and to Edin-
'4ll_ol 171 miles 9 chains; whereas, by the Clydesdale
tth:ethtirnegticliasti3tnlerydis'ance is only 97. miles 44 chains, and
100 miles 74 Shams. The &Terence in
of these Nithsdale and Clydesdale routes,
WhiCh would be still greater by the Monckton branch.
4‘
we °II'S' five miles less by the Beith route, seems to
r
thunutcessary any detailed description of the two
e
Cover:
n'entioned Nithsdale lines." In other the . words, .
thing the best
lines. y
ommissioners sa that e Klmarnock
e
of the Ayrshire routes, wasi so inferior to
Ot 4esaedrosh nar n
sto render superfluous all notice of the
ky
li es The ruling gradient on the Ayrshire and Dumfries
tiler " which so much stress is laid, (but which is never-
co ess. one in 1381, is disposed of by the Government
clun'..missioners in a. manner at once convincing and
.con-
us They expose the fallacy of testing the gradients
nailway by assuming that the ensines are always to
are few lines,"
4,s loaded to the utmost extent of their power. "There
say they, " on which the traffic is so
great that, in one journey out of ten, the load is rem-
., lated by the power of the engine; rit is determined
by
generally, and particulaily in passenger trains,
~liye the demand for conveyance." * * * .40n the
vveastle and Carlisle Railway there is a plane of 1 in
106, of four miles in length, which is worked several
buses every day with passenger trains, at nearly the
„ swoeurclehespeed of the whole line ;" * * * and "it
injudicious to incur a large expense in reducing
" the
tiagradient to one of less inclination" on the Caledo..
3. The.
pus
Ayrshire lineewYe rselfish motives of the propounders of the
SiOners,who‘ereroeLetrated by the Government Commis.
are well deserved. thereon are no less sev?trieiatir
as
st
each
"of these three (Nithsdalet)rure say they,
intended to form a
" junction with the ,4
--Yrssiseoußasiiiray, or its pr,,jeeted
" branch to Kilmarnock, there would be a shorter length
of new line to construct • * * but this
I considered as an advantage
OULD BE IN
!age to the proprietorsisrat of that
:‘ line than to the public, WHOSE FARES W
4: PROPORTION TO THE DISTANCE TRAVELLED OVER,
_
whether on an old or new line; * * * and it
would be very unjust for their exclusive advantage to
,:t,„ax Passengers between Carlisle, and Edinburgh and
4',
both in TIME and EXPENSE, to the extent
ot it would be requisite in this instance. Viewing
the matter in this light, it is conceived THAT NEITHER
4, OF THE THREE NITHSDALE LINES CAN BE RECOM-
''''ENDED AS A MAIN TRUNK LINE OF COMMUNICA-
TION BETWEEN ENGLAND AND SCOTLAND."
pihoielli unconditional and fatal condemnation of the
arid atZtshe Ayrshire lines, by persons so well informed,
rsissiossrs'anie time so impartial, asthe Government Corn-
and ssr. NV was not made dependent (as Mr. Leadbetter.
/erPool a sa,,stson in their peripatetic exhibitions at Ayr, Li
Posed it; ix:StPurnfries, would fainmake it appear) on the sup-
eause• a IhtY of Scotland to maintain two Railways, be-
ixissi theevent of two lines being constructed, the Com-
lvostjanssera, give the preference to the Caledonian and the
Itilwately among
Stance -"ritish lines, to the exclusion, under any, circum-
aelaar 8, Of the Ayrshire lines. They draw a comparison
the several eastern routes, and separately
toutZg the several western routes. Among the eastern
and asstheY give the preference to the North British line,
the the western routes they give the preference to
red lin-e•e",oniart line; and if one only of these two prefer-
!she Cazesg to be constructed, they give the preference to
—4e un "ntariLßS to the Ayrshire lines they pronounee
reco qualified verdict, that not one of them "can be
bet 'ended as a main trunk line of communication
t. peen England and Scotland."
1110110 r the subject of traffic, the Government Commis-
!ibis Sa arrive at and announce an opinion no less favour-
Ibey 'so the Caledonian line. "We have had before us,"
: tsisiZYsts " various statistical returns, regarding the dis-
i, 01188'. 'Trough which the several competing lines would
a, tus4' ,but We do not find that the results they give are
%/re! to lead us to prefer ANY other line to that by
the and Lockerby."
Verit„e. h„ooe, categorical t I have satisfied the cravings of
"s; h° for answers to his queries,
I remain, sir, your obedient servant,
DETECTOR.