The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-04-02 00:00:00

British railway bill sent to a committee. Now he (Mr.
Leadbetter) could not see how the Grand Junction. Co-
mpany, the North Union, or the Prtston and Lancaster,
could have any interest in favour of one line over the
other, unless they hoped to get a share of the Edinburgh
trade. If the North British line was carried through, of
which there was no doubt, as their capital was ready and
everything arranged to go next session for a bill to con-
nect Berwick and Newcastle, it was obvious that the peo-
ple of Glasgow would not be satisfied with having all their
intercourse with England carried on by way of Edin-
burgh. The question then was, which was the line to
pay those taking an interest in it, and he was disposed
upon every consideration to say that the line by Dumfries
and Ayrshire was the one; and if the capital to make it
was subscribed, which he hoped it would be, and if the
Caledonian succeeded in raising theirs, which he hoped
they would not, parliament would be called upon to de-
cide which was the line that ought to be executed. Upon
that point perhaps there might be a question of some im-
portance, namely, the nature of the contest between the
two companies. He would mention, then, that any diffi-
culty of this sort would in some degree be obviated by the
adoption of a standing order this session, by which all
competing lines were sent to a select committee—thereby
keeping free from all local bias and feeling in the deter-
mination
of the question. There could not, therefore, be
any very great expense, whilst there would be an impar-
tial tribunal. He hoped the result of this meeting would
be a feeling favourable towards this undertaking, as one
that would strengthen more and more the commercial re-
lations already existing between the two cities of Liver-
pool and Glasgow, and that it would lead to the public
taking an interest in a line which promised so well to
those who might engage in it, and so well for the interests
of the country at large. (Hear.)
The CHAIRMAN expressed the obligations he felt to
Mr. Leadbetter for the information he had afforded ; and
remarked that he had not spoken upon the short distance
of railway there would be to make—only 92 miles, which
was a very important feature in the case.
Mr. LEADBETTER was much obliged to the Chairman
for being reminded of this point. The line to be made was
only 92 miles long; and upon the authority of the engi-
neer he could state that the expense would amount to
only £13,000 per mile, which would require £1,200,000.
But it had been thought desirable, as the condition of
subscription, that interest at the rate of 4 per cent. should
be paid to the shareholders from the passing of the bill to
the opening of the line ; and with the view of meeting that
£lOO,OOO was added, which would make the total capital
required £1,300,000. The Caledonian line was 112 miles
long; for its completion there was required a capital of
£1,800,000. (Hear.) In their prospectus the directors
of that company stated that they had £600,000 subscribed ;
he (Mr. Leadbetter) did not know in what proportions
that sum was subscribed. He then impressed upon the
meeting the necessity of contributing their subscriptions
as early as possible ' • and he described the gradients upon
the line in detail, spewing how much more favourable they
were than those upon the Caledonian line. With regard
to the revenue to be derived no estimate had as yet been
framed ; but relying upon the statements published by the
Parliamentary Commissioners, it would yield a return of
£8 per cent.
Mr. Locur said the statements of the Commissioners
were contained in the appendix to their report, and were
as follows :
The Port of Dumfries extends from Sarkmouth to
Carsethorn, along the coast, included Annan ; and its im-
ports are soft goods, timber, slates, coals, swine, lime.
iron, dry-saltery, foreign produce, sheet lead, herrings,
whiskey, salt, tallow, hemp, wine, and other goods ; and
its exports are grain, potatoes and other farm produce,
bacon, wool, house timbers, and general goods to Liver-
pool and America. Annan has at present 31 vessels, in
all 1,540 tons, exclusive of its share in steamers ; and its
manufactures are mule spinning, weaving for the manu-
facturers of Carlisle, ship-building, rope-works, cooper-
age, and the manufactures of flour, &c, &c.. fisheries, &c.
The landward parishes are agricultural and pastoral, and
their general manufactures are weaving for Carlisle. Dum-
fries has at present 54 vessels, in all 3,421 tons, evclusive
of the steamers; and its manufactures are tanning, ho-
siery, weaving, cabinet-making, ship building, curing ba-
con to a great extent, the manufacture of flour, barley,
breweries, salmon fishing, and basket-making extensively.
Closeburn, the property of Sir C. Monteath, abounds in
extensive lime-works, and in the use of coal for these
works, and are brought from Mansfield, a distance of 28
miles, in common carts; there is also a woollen manufac-
tory for spinning. Kier has also lime-works, and•the coal
for them is conveyed 20 miles in the same manner. Lead
Hills, and its neighbour Wanlock Head, manufacture
from the ore 1,200 tons lead annually, and require 20,000
carts of coals annually, which, at 10 cwt. to each cart,
makes 19,000 tons in all. Sanquhar and Kirkconnell
abound in coal, and their manufactures are extensive in
carpets, tartans, weaving and flowering muslin, and nearly
the whole of which are carried to Glasgow and Ayr. Port
of Urr has 27 vessels, in all 1,384 tons, besides coasters
and foreigners.
As the gradients Mr. Louie read the following :
" From the table of gradients you will observe that the
Line by Beattock is about 24 miles shorter than the Line
by Cummuck ; in this respect, the Beattock Line is de-
cidedly preferable, and were there no other elements for
consideration, the question would be easily settled. On
the other hand, the summit to be surmounted on the
Cummock Line is 597 feet (which is the natural summit
of the country), while the summit on the Beattock Line
is 965 feet (which is obtained by cutting upwards of 40
feet below the natural summit), making a difference in fa-
vour of the Cumnnek Line of 368 feet; and if the natu-
ral summits of the country are looked to, of 400 feet.
Looking again to the table of gradients, you will observe
that on the Beattock Line the ruling gradient is 1 in 113,
and it is in length nearly seven miles. On the Cumnock
Line the ruling gradient is 1 in 130, and it is in length
5i miles.
As to population, Mr. Louse read
" As to the population and wealth of the country tra-
versed, you will observe from the map that the Line by
Beattock, passes near to no town of consequence except
Lanark and Hamilton, The popul tion in its route from
Glasgow to Gretna, is about 58,000. Then as to the line
by Cumnock you will observe that it passes through
Paisley, Kilmarnock, Dumfries and Annan, besides the
populous districts of Renfrewshire and Ayrshire. The
population on this route is about 167,000, or about three
times the amount of that by the Beattock route, and that
is of the parishes actually passed through. These numbers
are from the census of 1831. Since that time I have no
doubt that the population on the Cumnock route has in-
creased to a much greater extent than on the Beattock
route."
He concluded by reading the following from Mr. Miller's
report :
" My own conviction rather is, however, that two coast
lines will ultimately be required for the accommodation of
the rapidly increasing population of Scotland : and I can-
not divest myself of the feeling, that the public hereafter
would have great cause to regret the adoption of any infe-
rior central line, although it might present in the first in-
stance the apparent advantage of affording an immediate
connexion to both sides of the island.
" Looking, therefore, to the question of which of the
two lines now surveyed affords the greatest facilities for
railway communication between Glasgow and Carlisle,
and the country generally, between these two places, I
have no hesitation, for the reasons brought out in the com-
parisons already made, in giving the preference to the line
by Cumnock.
The reasons in favour of it are-Ist. The line to be
made is shorter : 2d. The summit to be overcome is
lower : 3d. The gradients are superior : 4th. The capital
required less : sth. The expense of formation less 6th.
The population accommodated greater : 7th. The districts
traversed wealthier.
" The reason against it is, that the total length between
Glasgow and Carlisle is much greater."
Mr. A. F. JONES alluded to the statement of the Cale-
donian line being 24 miles shorter to Edinburgh, and
asked whether the commissioners had not allowed a cer-
tain portion of ascent to be equal to a given distance—
being so much in favour of the line by Dumfries ?
Mr. LEADBETTER replied that the difference was in the
distance only ; and the gradients in the line via Dumfries
were so much more favourable that the journey would be
accomplished within the same time.
Mr. JONES asked whether the commissioners did not
allow a certain amount of distance to be equivelent to a
specific rise?
Mr. LEADBETTER replied that they did, bait he could
scarcely explain the principle upon which the Commis-
sioners made the calculation. It was founded, however,
upon an average of the actual distance and the equivalent
distance. He ought to mention, perhaps, that the parlia-
mentary survey, which was what the Commissioners had
gone upon, was what engineers called a " flying survey,"
and he had no doubt that a more careful examination of
the line which would take place in the summer would
cause a very considerable improvement in it. With re-
gard to the landed proprietors upon it, the company stood
favourably. Lord Eglinton had consented to act as pre-
sident, and Lord James Stuart brother to the Marquis of
Bute, and a large proprietor of land in Ayrshire, had con-
sented to act as deputy-governor ; the directors had also
had an interview with the Portland family, and expected
their concurrence and support, The Duke of Buccleuch
had given permission to go over his estate with the view
of finding a pass for the line not so near his residence at
Drumlanrig as the Parliamentary line, by which his ob-
jections would probably be overcome.
Some conversation followed with respect to the several
landed proprietors who had taken an interest in the line,
in the course of which it was stated that Mr. Dennistoun,
brother to the member for Glasgow, had subscribed for
100 shares ; and that altogether 17,000 shares had been
subscribed for, making in the whole one-third of the ca-
pital.—lt was then agreed that when any further informa-
tion had to be communicated, Mr. Wotherspoon should
convene another meeting.—The proceedings terminated
by a vote of thanks to Mr. Leadbetter for his able exposi-
tion, and to Mr. Crossfield for his courteous conduct in
the chair.

ULSTER RAILWAY.—A prospectus will be issued forth-
with, for continuation of the Dublin and Drogheda Rail-
way to join the Ulster Railway at Portadown. The in-
creasing receipts of the latter company, together with the
above intelligence, has caused a buoyancy in the stock of
the company, and shares were on Friday sold at £3l.—
Banner of Ulster.

THE LANCASTER AND CARLISLE RAILWAY.—On
Monday last, the surveyors commenced marking out the
line which, in all probability, will be that adopted for the
continuation of the railway from Lancaster to Carlisle.
They started from the engine-house; and the route staked
out is directly across the turnpike-road, thence behind
Greenfield, and above the Bath Houses. The canal will
be crossed at some distance from the aqueduct bridge;
and a slanting bridge is to be built over the Lune, com-
mencing about the Ladies' Walk, and to come out near
Skerton Mill. It will then be carried through a portion
of Slyne, and will be about half a mile from Kendal. The
statement, that it was intended to take the line through