The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-04-16 00:00:00

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V.ss,

the second is the right one. Maybe d may keep them
both, for they are civil and good creatures, and would live
together very agreeable. But if I am to have only one,
and it be all the same to your honour, I would as soon
keep Matty, that was the first one. Seeing they have
found it, since your honour sat upon me, that I never
broke the law, and so was wrongfully transported, maybe
your honour will allow me something for my hardships
abroad and my expenses home again. No more at pre-
sent,unly please send an answer, and soon, to your ho-
nour's humble obedient servant."

RAILWAY INTELLIGENCE.

TO TH•E •COMMITTEE OF THE:CALEDONIAN

RAILWAY.

GENTLEMEN,—The circular issued by order of the
board of directors of the Edinburgh and Glasgow Rail.
way, calling upon the shareholders to do everything in
their power to discountenance your undertaking as being
highly injurious to their interests, appears to have greatly
excited your ire, if I may judge from the style of your
secretary's letter to the chairman of the Glasgow, Paisley,
Kilmarnock, and Ayr Railway. As a shareholder in the
Edinburgh and Glasgow Railway, cordially concurring in
the sentiments expressed in that circular, 1 feel it my duty,
to endeavour to expose the false colours under which you
have ushered your bantling into the world; and, in doing
so, I trust I shall not lay myself open to the charge of
making statements " equally at variance with good feeling
as with the ordinary usages of society."
You head your prospectus by stating that yours is " the
line recommended by the government commissioners."
Your secretary asserts that the " Glasgow, Dumfries, and
Carlisle" line can only'be regarded in the " light of a
scheme 'got up in opposition to the recommendation of
the government commissioners,"—and again, "that such
meetings as that over which Mr. M`Call presided are
crusades against all projects, however beneficial they may
be to the public, which are supposed to interfere in any
way with the interests of the Glasgow and Ayr, or Edin-
burgh and Glasgow Railways; and that such meetings
are held for the purpose of disseminating, in an irrespon-
sible way, whatever statements shareholders may make
against the government line of railway."
These observations imputing the most selfish and un-
worthy motives to gentlemen in every way as respectable
and honourable as themselves, come with a singularly bad
grace from parties who are, at the same moment, com-
plaining of the usages of society being violated by what
they are pleased to call unprecedented and unwarrantable
attacks upon themselves ; of the justice and good taste
of these accusations, I must leave the public to be the
judges, and will at once proceed to the main object of my
letter.

I will not offend against "good feeling," by saying
that you ha7e, by yourselves, or by your secretary, said
that which is not, but the suppression of the truth—and
of truth most important for the public to be acquainted
with Lin order to arrive at a right conclusion as to the
merit's of your undertaking—l do most distinctly charge
upon you.

That the government commissioners did, on the 15th
of March, 1841, give the preference to the line from Car-
lisle by Lockerby, Beattock, &c., is most true, under the
circumstances which then existed ; and in accordance
with the instructions which they had received to select the
line which would embrace the greatest number of requi-
sites for the object in view—one line only being then con-
templated—but did the commisssioners recommend that
line in the contemplation of circumstances which now
exist, and which their report shows clearly that they
anticipated as probable ? Let them speak for them-
selves.

EXTRACT FROM THE 'FOURTH REPORT ON RAILWAY
COMMUNICATION BETWEEN LONDON, EDINBURGH,
AND GLASGOW.
We are led to believe' from all the information we have
been able to collect, that the amount of traffic which, in
the present state of the commercial and other relations of
England and Scotland, may be expected between Edin-
burgh and Glasgow and the south, is not such as would
be likely to afford an adequate return for the outlay of
capital required for the construction of two distinct lines
of railway, the one from Darlington to Edinburgh, and
the other from Lancaster to Glasgow. Were this other-
wise, we should subdivide the question into two branches,
and consider, in the first instance, which of the several
lines would be most suitable for a communication from
Lancaster to Glasgow, as well as to the west of Scotland,
and to the north of Ireland, and which would be the
best route by Newcastle to Edinburgh. Under such cir-
cumstances we shohld have awarded the preference to the
east coast line, whether deviated or not, between the two
last named places, and have then weighed the merits of
the various routes to Glasgow; but, seeing the extent of
capital that would be required for the construction of two
distinct trunk lines, the one to Edinburgh, and the other
to Glasgow, we feel under the necessity of recommend-
ing., at present, the construction of one line only ; and
after a careful review of all the circumstances of this im-
portant question, we give the preference to the line from
Carlisle by Lockerby, Beattock, Lanark, and Hamilton
to Glasgow, with a branch to Thankerton or Symington
to Edinburgh, as being the general route which would
fulfil the greater number of requisites in the railway com-
munication under consideration.
We give this opinion, however, under the supposition
that, antecedently to the construction of this line, the
railway shall have been formed between Lancaster and
Carlisle, or that both lines shall be undertaken simulta-
neously ' • but should this not be the case, and parties
shouabe found to. construct the line from Darlington to
Edinburgh, then the western route ought to be aban-
doned for the present ; and in that event, we should award
the preference to the east coast line over the Hexhani
line.

The report was issued, as already stated, in March,
1841, we are now in April, 1814, and what, let me ask,
are existing circumstances? The Branch from Leith to
Kilmarnock is completed by the Glasgow and Ayr Com-
pany. " Parties have been found" to construct the line
from Darlington to Newcastle. A bill is before parlia-
ment, with hardly a doubt of success, tomake a line from
Edinburgh to Berwick; and an announcement has ap-
peared in the public papers that surveys have been made,
a company formed, and the funds provided, under the
auspices of Mr. George Hudson, (a well known name in
railway matters,) for carrying a line from Newcastle to
Berwick to complete that line, to which the commissioners
declare they would, "in such event, award the prefer-
ence,"—and—mark the conclusion—" Then the western
route, (the Caledonian,) ought to be abandoned for the
present."
This, gentlemen, is the government commissioners' de-
cision—and the case has arisen when, if called upon, they
would do that which they have not yet done—" Consider
which of the several lines would be the most suitable for a
communication by Lancaster to Glasgow."
Having thus disposed of your claim to be " the govern-
ment line of railway," I will briefly consider your pre-
tensions that the Caledonian is greatly preferable to the
Dumfries line, as a communication from Carlisle to Glas-
gow. At page 49 of the commissioners' report, it is stated,
" that the gradients on Mr. Locke's two Clydesdale lines
are, it is true, of an unusual character, the principal
plane in both cases having an almost continuous slope of
1 in 123 for a length of 18 miles;" but by way of qualify-
ing this it is added, " as this line, in all probability would
not have an abundant traffic, it would be injudicious even
supposing it to be practicable, to incur a large expense for
the purpose of reducing the gradient to one of less incli-
nation." This remark has reference to the line receiving
both the Edinburgh and Glasgow traffic, but the former
being now lost to it, the subscribers must judge for them-
selves how large a dividend they would be likely to receive
were the line made. But the difference in the gradients
between the Caledonian and Glasgow and Dumfries line
will more clearly appear, from the mode adopted by the
commissioners of adding to the length in proportion to
the inclination to be surmounted. At page 50, the line
from Carlisle to Glasgow, by Kilmarnock and Beitb, is
stated to be 120 miles 60 chains, and the equivalent dis-
tance 124 miles 54 chains, whilst the line from Carlisle,
by Lockerby, is 100 miles 74 chains actual distance, but
116 miles 78 chains, equivalent distance, so that accord-
ing to the commissioners' view of the matter a person
going from Glasgow to London by the Caledonian, would
be 20 miles in distance, but only about fifteen minutes in
time shorter than by the Dumfries line, an object cheaply
accomplished, no doubt, at an extra expense of £500,000.
Local traffic, too, is usually deemed of some importance,
as an element in the comprsition of the receipts and divi-
dends. A reference to the statistical tables, which it
would be tedious to give in detail here, will show a popu-
lation of three to one in favour of the Dumfries over the
Caledonian line. It would be uninteresting, as I think
the public will deem it unnecessary, to pursue the sub-
ject further. You boast, and doubtless, truly, that your
subscription list is full, which can hardly be matter of
surprise, when the names of your provisional committee
are looked at. The Glasgow, Dumfries, and Carlisle will
also, I have no doubt, be taken up, and the promoters of
both lines will have to stand or fall upon the merits of
their respective undertakings, before a tribunal, where
the interests of Scotland and the wishes of its inhabitants
will carry more weight than any array of names, however
respectable, the majority of whom can have no interest in
the matter beyond the anticipated profits of a mere com-
mercial speculation. By the decision of this tribunal I
am content to abide ; " a fair field and no favour" is all a
fair opponent can require. Yours, &c.,
AN EDINBURGH AND GLASGOW RAILWAY
SHAREHOLDER.

SCOTTISH CENTRAL RAIL WAY.—There has been,
within the last few days, an understanding come by to the
rival companies northward from Perth to Aberdeen, where-
by continuous railways further north. through Dundee,
Strathmore, Blairgowrie &c., will be formed, which must
prove excellent auxiliaries to this undertaking as feeders.
—Edinburgh paper.
An important event in railway annals is now on the
very eve of completion, viz., the junction of the Liver-
pool and Manchester Railway with the Manchester and
Leede, at Hunt's Bank, Manchester, by which that long
desired and most important object will be gained, viz.,
the connexion of the western with the eastern ocean, by
railway—between Liverpool and Hull—and that in the
short space of about ten hours. This astonishing work
will, it is now evident, be completed so as to enable the
carriages to come to the Hunt's Bank station within the
time originally stipulated, viz., Ist May, 1844.
EASTER EXCURSIONS.—The number of passengers
on the Eastern Counties Railway, from Easter Tuesday
to Wednesday inclusive, was 13'454, of which 5,439 tra-
velled into the country, and 8,015 up to town. On this,
as on the Brighton and Dover lines, the great proportion
of traffic was up to the metropolis. The excursion tickets
issued on the Brighton line, from Monday to Wednesday
inclusive, was 5,720; and on Easter Monday and Tues-
day, to Dover, 1,270. The number of passengers on the
Blackwall line, on Easter Monday, was 13.570 ; on Tues-
day, 10,220; and Wednesday, 8,970, the chief proportion
of which were visiters to Greenwich Fair.

A guard on the Dover railway, named Nunn, was killed
on Monday last, through incautiously standing up while
passing under a bridge near the Maidstone station.
BOLTON ♦ND PRESTON RAILWAY.—On Wednesday
last, a special general meeting of the proprietors of shares
in the Bolton and 'Preston railway, was held in Bolton, at
which a draft of the bill to amalgamate the North Union
and Bolton and Preston railway companies, was submit-
ted to the shareholders. Atter some discussion, it was

approved of, and the seal of the.company was affixed to
the bill.

EXTENSION .O.F RAILWAY COMMUNICATION FROM
BELFAST TO THE INTERIOR.—A company is about to
be formed for the purpose of extending railway communi-
cation from Portadown to :Monaghan, with a view to far-
ther extension towards Longford and the banks of the
Shannon in one direction, and towards Enniskillen and
the west of Ireland on the other. We understand that
arrangements have been made for proceeding immediately
with the preliminary survey of the proposed new line.—
Northern Whig.
RAILWAY COMMUNICATION.—The importance of rail-
way communication from the British to the Bristol Chan-

nels, and the desirableness of a junction between the
South-Western and Bristol and Exeter Railways have
been felt by the public. Both these objects are now likely
to be attained. A railway is about to be proposed from
Southampton, through the New Forest, between Ring-
wood and Christchurch, to Lytchett, which is immediately
at the back of Poole Harbour ; from this point it will be
continued to Dorchester, thence to the River Reo, and
extending to Bridgewater. It is not yet decided whether
there shall be one or two companies, but this will be
known in a week or two.—Sherborne Paper.
ATMOSPUERIC RAILWAYS.—Dr. Pauli, the eminent
Bavarian engineer, who came over to inspect and report
upon the works from Kingstown to Dalkey, to the King
of Bavaria, has returned to Munich, and sent in a report
most decidedly favourable to the atmospheric system.
The French government have determined on the adoption
of the atmospheric system, so successfully carried into
effect for the first time between Kingstown and Dalkey.
That government have entered into a contract with
Messrs. Samuda, the patentees, giving them 250,000
francs for the use of their patent, on a line of railway from
Paris to Meaux, twenty-six miles, and appointing Mr.
Joseph Samuda the sole manager of the undertaking.--
Dublin Paper.

DREADFUL ACCIDENT AT THE LONDON AND CROY-
DON RAILWAY' COMPANY.—A dreadful accident oc-
curred on Thursday morning, at the terminus of the
London and Dover and London and Croydon Railways,
Old Kent-road, London. At this station, 'which is the
joint property of the two companies, there is•an iron roof
for the reception of passage trains. This roof gave way,
and buried a number of workmen under the ruins. Two
men—one a carpenter, the other a labourer—were killed,
and upwards of a dozen others so severely wounded, that
the lives of many were in jeopardy. The cause of the
misfortune was the columns supporting the iron ties of
the roof not being sufficiently braced, and consequently,
getting out of the upright, the superincumbent weight
caused them to give way.
RAILWAYS.—On Saturday, a return was, issued of all
twneys raised under acts, whereby railroad companies
have been incorporated, from January 1826 to January
1844, distinguishing the sums raised as principal from the
sums to be raised by loan or mortgage. The return con-
tains the names of 121 railways, and the titles of no fewer
than 250 acts of parliament, which passed in the years
mentioned, under which the moneys were raised. The
entire sum was " Seventy-nine millions, twenty-six
thousand, and three hundred and seventeen pounds! !"
of which enormous sum X 57,387,735 was capital in joint
stock, and £21,638,582 to be raised by loan or mortgage.
From May 1833, the London and Birmingbain railroad
was empowered to raise £5,500,000, of which amount
X 3,500,000 in joint stock, and £2,000,000 by loan or
mortgage. This appears the largest amount set forth in
the return.