The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-11-19 00:00:00

THE LIVERPOOL STANDARD.

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and a proposed Buxton line, by a branch to Bramhall ;
and by two other branches it is proposed to be connected
with the Manchester and Leeds line near Oldham, and
the Manchester and Sheffield line, between Ashton and
Hyde, thus securing a portion of the traffic of Yorkshire,
Lincolnshire, and Derbyshire.
As might have been expected, at a time when capitalists
are so eagerly seizing hold of every line of country which
offers facilities for railway schemes, so favorable a coun-
try, as the route of this line from Birkenhead to Man-
chester, is not without claimants to its possession.
Amongst these we observe that a company, or rather a
combination of three powerful companies,—the Midland,
the Sheffield and Manchester, and Manchester and Bir-
naingham,—have given notice for a liug from Altringham
to Manchester, passing by almost the same route as the
Birkenhead and Manchester line. This proposed line,
we may remark, possesses a valuable feature, inasmuch
as, instead of communicating with the Liverpool and
Manchester line and using their station at Victoria Bridge,
its promoters adopt the southern entrance into Man-
chester, in allowing themselves to be bullied out of which
by the Leeds Company the Liverpool and Manchester
Board committed so fatal a mistake. We do not think,
however, that any serious apprehension need be enter-
tained as to the success of the scheme from this or
other competing claims. On the contrary, we con-
sider it very likely, and indeed advisable, that such
a compromise will be entered into as will enable the
Birkenhead people to go to Parliament with the in-
fluence of these parties in aid of their own. The
giving up a portion of their scheme into such hands might
even operate advantageously, by securing to the Birken-
head company a greater portion of the vast traffic, of
which these companies have the disposal. We speak,
however, merely our own opinion, with no authoritative
information as to the course likely to be pursued.
Another project is by the Directors of the Birkenhead
and Chester Railway, viz.—a tunnel from their station in
Grange-lane to the docks forming at Wallasey Pool.
Upon this, however, we need not remark as a novelty,
for, in fact, such a communication was a necessary ad-
junct to these docks.
To the south of Chester important projects are also on
foot. Notices have been given of an application to par-
liament for the necessary powers to construct a line of
railway, commencing at Shrewsbury, and passing, almost
in a direct line by Hadnall and Wem, approaching the
town of Wellington, which it passes a little to the left,
then crossing a detached portion of Flintshire and pro-
ceeding thence, on the Cheshire side of the valley of the
Dee, to Chester. This line will make the distance by
railway between Shrewsbury and Chester about thirty-six
miles ; and in connexion with the proposed Shrewsbury
and Wolverhampton line, will form a competing line from
Birkenhead and Chester to the south. A reference to the
map in our paper will show the capabilities of this line to
accommodate, by branches, the important mineral and
agricultural towns and districts, through whichit passes.
A connexion is also proposed to be formed between the
Chester and Holyhead Line and the manufacturing dis-
tricts of Lancashire and Yorkshire, by means of a branch
to the proposed Birkenhead and Manchester Line, the
value of which, as affording to those districts a shorter
route for the passenger and goods traffic of Ireland and
the mineral produce of Wales, we shall not enlarge upon,
having already exceeded the limits we proposed to devote
to the Cheshire undertakings.
On the Lancashire side of the Mersey, one of the most
striking projects is the line from Liverpool to Bolton and
Wigan. This line passes through the heart of the great
coal district of Lancashire, intersecting the Wigan coal
beds, and proceeding by those of Pemberton, Winstanley,
Billinge, Knowsley, &c., through Walton and Bootle to a
station near the North Docks of Liverpool. By this line
the important towns of Charley, Preston, &c., will also
obtain a shorter communication with Liverpool.
By another line, commencing at the north end of Liver-
pool, it is proposed to connect that port still more directly
with Ormskirk and Preston; and, by the formation of
branches from it, to join the proposed Blackburn and
Burnley line near Blackburn, and to form a communica-
tion with Southport.
We come now to an examination of the lines projected
by the Grand Junction, and first, as the most important
to this town, we take the line by which it is proposed to
shorten the route into Liverpool. The branch by which
this is to be effected commences in the township of Keke-
wick, runs through those of Daresbury, Norton, and
Runcorn, and crosses the river at a narrow about two
miles above Runcorn. From this point it proceeds, al-
most in a direct line, by Cuerdley, Widness, Upton,
Speke, and Cbildwall, crossing in its course the Runcorn,
Gap Railway, to a junction with the Liverpool and Man-
chester Railway at or near Huyton. By the formation of
this line a saving of distance is effected between tie two
points of about eight miles.
Another important line of the same. Company is that
proposed from Crewe to communicate with Newcastle
and Stoke, at which latter place it joins a line to be formed
by the Trent Valley Company to Stafford. These projects,
we are glad to find, have been recently laid before a pub-
lic meeting, held at Stafford, over which the mayor of that
town presided, and, with some additional accommodation
to be given to the Pottery district, have been received as

satisfactory and meeting the requirements of the towns
interested.

With respect to the communication to be given to
Shrewsbury from the Grand Junction line, upon which,
it will be remembered, the difference occurred between,
that Company and the London and Birmingham, two pro-
jects will be offered to the consideration of Parliament :
onea line running from Shrewsbury, by Wellington, to Staf-
ford and another, branching off near Wellington, and pro-
ceeding on to Wolverhampton. Another line is also pro-
jected, we believe, by the London and Birmingham, pro-
ceeding from the proposed Chester and Shrewsbury line
near Wem to the Shrewsbury and Wolverhampton line
near Wellington, then cutting off the angle formed by
carrying their lines to Shrewsbury, and reducing the dis-
tance
between Wolverhampton to Chester by this route
to something near that by the Grand Junction route. A
communication is also proposed to be made from the
Chester and Shrewsbury line passing by the town of
Wrexham and joining the Chester and Holyhead line
about midway between Holywell and Chester.
We now come to the new projects of the Liverpool and
Manchester company. It has long been acknowledged
that the stations, both in Lime-street and at Wapping,
were insufficient in size and arrangement for the traffic of
the Manchester and Liverpool and the Grand Junction
lines. To remedy these defects it is proposed to purchase
the buildings adjoining the station in Lime-streeet, as far
back as Hotham-street, including some on the east side of
the same street, the north side of Gloucester-street, and
the south of Sidney-street; the dwelling houses adjoin-
ing the station at the bottom of Gloucester-street and
Lord Nelson-street. Upon the site thus formed an
extensive station will be formed capable, it is thought
of furnishing the accommodation requisite. The
station at Wapping is to be extended by the
purchase of land and buildings, warehouses, &c.,
on the north side of Crosbie-street and adjoining the sta-
tion ; the warehouses and buildings on the west side of
Wapping, and on either side of Ironmonger-lane, front-
ing the King's and Queen's Docks. The tunnels and
works at Edge-hill are likewise to be enlarged ; a new
tunnel to be made to Smithdown-lane, and another from
Edge-hill to terminate at or near the Waterloo Dock in
the north end of the town. By the carrying out of these
theseveral
m eprojectsrce o
fmtuhcehpgreater
than facilitiesat
present villt been
enjoys.
to
Another
the
m main line
et
at
i sthe
Barton,formationaid of
passing.a line branching hing off
from Worsley,
Swinton, and Pendlebury, to a junction at Clifton with
thesphroorptolsiende
is
Manaclshoesttoer,beßutaryk,eanndfroltnlssaenpdoianlet Railway.between
A
Newton and Parkside to the North Union line, to reduce
the angle at present to be gone over in order to get from
the latter line to Manchester. It is further proposed to
form a branch from Barrownook Moss, in Rainford, in
the parish of Prescot, (thereiai
tooti
totorhphri
ari
this
ntrcnheouti
aeotar unite
rdwe with North
Gi
gprh
el
toaaabntnfo
Union
nthin.oiti
sosewtnetraliedrmi
eendatdeetl
railway from the St.. Helens and Runcorn Gap Railway,
n
rsßEn eerouaeuxrehnt
Howard-
street, ,uear)ynff-adonsnrot ddrßt
e,
Regent-road,
bgteaeer
Nenmnit
nrrnotaachtbati,dil
no:vn
to enable us to include it in our map. The line from
Barrownook Moss, however, is intended to reduce the
present distance by the Liverpool and Manchester and
North Union lines to Preston and Lancaster, and as it
passes close to Ormskirk, is expected to remove the ne-
cessity of the proposed Liverpool, Ormskirk, and
Preston line. The communication with the north end of
the town will, of course, be a valuable feature in the line,
if constructed.
In conclusion we shall regret if in the course of these
remarks, explanatory of our plan or in the plan itself,
we shall be found to have done injustice to any of the
lines enumerated. Our object was certainly to beimpar-
tial and just to all; and if we have offended we shall be
most willing to make all the reparation in our power.

PROPOSED RAILROAD BETWEEN SUEZ
AND CAIRO.

The idea of a ship-canal across the Isthmus of Suez
was entertained long before railways were known, and
would no doubt be of vast advantage to the commerce
of Europe with the East Indies, and now with China,—
more especially, we think, to England, whose eastern
possessions are much more extensive than those of all
European states, and who possesses (or has the means of
possessing) an almost illimitable mercantile marine, whe-
ther as regards vessels of wood, or of iron,—sailing ships
or steam ships. The rage for railways has, however, ex-
tended to such a degree, that our countryman, Mr. Wag-
horn, (a gentleman of undoubted ability) has recently—
repudiating the project of a ship canal in that quarter—
set the scientific and speculative world into a fever of ex-
citement, by proposing a railroad from Cairo to Suez in
preference to a large canal. We are not in possession of
informationthat in detail that enables us to pronounce a
definitive opinion on the policy of this proposition, but
from what we can learn we are much inclined to conclude,
that if both a railway and a canal cannot a priori be ac-
complished—and the probable trade and passenger transit
would, we conjecture, justify both, if properly regulated
for the mutual advantage of the European family—the

most feasible, and the most useful of the two, would be
the ship canal, by which large and valuably laden vessels
passing to and from the east would be saved some thou-
sand leagues of course now in-urred by the circuitous
route round the Cape of Good Hope. The great advan-
tage of heavy ships being enabled, at a comparatively
cheap rate, to pass from the eastern end of the Mediter-
ranean into the Indian Ocean, by a cutting of less than
30 leagues, without transhipment of goods or passengers,
is by no means likely to be compensated for by a railway,
especially as it appears that the line, if constructed, must
he much longer, and the rates indubitably much higher.
Several of the most popular and sciewitic Parisian jour-
nals have taken up the subject, and argue on this side of
the question with, to say the least, a plausibility that ap-
pears to be grounded on facts. A letter, published by
Mr. Waghorn in the London Times, advocating the ex-
pediency of a railroad from Cairo to Sin z, has drawn
forth a long article from the Journal des De'bats, in which
the writer ably opposes such a mode of transit, and pro-
poses the cutting of a canal direct from Suez to the spot
on the Mediterranean coast, where formerly stood the
city of Pelusium, now the site of an inconsiderable village.
The importance of the subject, not only to commercial
men, but to all persons who have an interest in speedy
communication with the east, induces us to quote the fol-
lowing passage from that paper :
" A railroad from Suez to Cairo would serve only for the advan-
tage of travellers and the carriage of mails. With a railroad, the
passage across the Isthmus would remain of considerable length'
for in that case it would continue to be made from Alexandria to
Suez, and to require the troublesome journey from Alexandria to
Cairo. The isthmus will not be properly pierced until it shall
offer a breach through which ships may pass without striking their
masts. European commerce is at present pressing towards the
Indian Ocean. The number of ships which now double Cape Horn
and the Cape of Good Hope amounts to 3,000, with a tonnage of
more than 1,300,000 tons. The rapid progress of the flourishing
Dutch and English colonies in the Indian seas, and the accelerated
march of the production of cotton in India, would be sufficient to
give even a more rapid increase to this trade. What will it be now
that the great wall of China is removed, and that the moment may
be safely anticipated when, by fair means or force, a vast exchange
will be established between European manufactures and 300,000,060
inhabitants of the Celestial Empire? All amongst these 3,000 ships
which return to Europe round the Cape of Good Hope would save
by the piercing of the Isthmus of Suez more than 3 000 leagues.
For this reason a canal cannot be abandoned in favour' of a rail-
road, unless there be extraordinary difficulties. But those difficul-
ties are not insuperable. There is a mode of piercing the Isthmus
completely through without going round by Cairo, or without un-
dergoing the enormous expense of an artificial navigation between
Cairo and Alexandria. This mode consists of attacking the Isthmus
precisely where it is most narrow, from Suez to the coast of Fara-
mall, on the borders of the Mediterranean, where formerly stood
Pelusium, and where at present there is only to be seen the mise-
rable village of Thyneh. Everything tends to the construction of a
canal. The distance is short From Suez to Thyneh, in a bird's-
eye view, is but 30 leagues; and even within this space is to be
found the basin of the Bitter Lakes, in which the bed of the canal is
naturally formed to the extent of 10 leagues, together with the lake
Menzaleh, which it would be merely necessary to deepen. The
soil from Suez to Pelusium is so level that there is not an elevation
of more than three feet above the highest flood at Suez, nor more
than 33 feet above the Mediterranean at Thyneh. In fine, the lied
Sea at Suez being at least 24 feet higher than the Mediterranean,
the canal would be easily supplied from the waters of the Red Sea.
Everything is therefore favourable except one, which is, that there
is not a good harbour on the Mediterranean at the extremity of this
line. The port of Pelusium is filled up, and sands are consequently
accumulated there by the force of the current. But this disadvan-
tage, which was irremediable at the period when Alexandria was
built by Alexander the Great, is no longer so at present. The art
of hydraulic construction has made immense progress. At present,
engineers are possessed of a force by which harbours can be kept
clear of any accumulation of sand collected by the currents of the
sea. This has been proved in our port of Cette. The construction
of a harbour at Pelusium is not more difficult than the great works
which have been constructed at Cherbourg, nor than the new har-
bour which is being constructed at Frioul, near Marseilles, by virtue
of a bill passed last session. The question remains to be solved by
whom should the canal be executed. As it is of universal interest,
and as it is of the greatest service which could be rendered to com-
merce in general, and that the real and immediate utility of a mari-
time canal in the Isthmus of Suez surpasses even that of a canal
through the Isthmus of Panama, as nothing is less founded than
the assertion of Mr. Waghorn, according to whose authority the
Isthmus of Suez would transport to Trieste the prosperity of Mar_
seilles, all maritime nations might combine in order to take the
enterprise under their patronage, and give their guarantee that th
Isthmus of Suez may be made a neutral passage. But the work fs
entirely within the capacity of the Pasha of Egypt without any fo-
reign assistance."
The Constitutionnel concurs with the writer quotel,
but throws out some insinuations with respect to the po-
licy of this country, which are not perhaps justifiable. lie
imputes the desire of England to hare a railroad to the
wish to transport easily to India troops and the materiel
of war, and to secure to herself " the protectorate, which
that passage of troops and the residence of an English
company in possession of the railroad would enable it to
exercise over Egypt." We do not believe that England
entertains any such exclusive wish. Her only profitable
object must be the promotion of our traffic with the east,
and troops can neither command trade nor secure it,
saving in the quelling of insurrections of the vast and scat-
tered population of our territories. The writer adds that
the Pasha of Egypt has not the means to construct a rail-
way, but that England has; and that the objections of the
former to a railway owned by foreigners disappear when
the communication is to be by canal, which he contends
the Pasha cculd execute himself. He then concludes :
" A canal which would join the Nile to the Red Sea would
apßdreo,d.
ac uns rteaeagteaos,
:Cd amt ihrpeo.
impart
tnd A
Nile,
a ralxeenadt a
pnrdorbia con sable
activitya loyt
fsoei dr
navigationce rl
el e a
l onicommercial
n zone
theo ne
of the desert extending on both its banks. A loan con-
tracted for the execution of the undertaking, and mort-
gaged on the revenues of the canal itself, might come in
aid to the finances of the Pasha without endangering in
the least his political independence. Such an undertaking
would prove advantageous to England as well as to the
rest of Europe, and deserves to he encouraged by all those
who feel an interest in the prosperity of Egypt and the
progress of civilisation."
•

Some idea of the extent to which the new railway pro-
jects have already arrived may be gathered from the
monthly circular of Messrs. Railton and Son, share-
brokers, Manchester, issued on Monday last. Messrs.
Railton say—" Since cur last monthly circular of the
14th ultimo, there have been put forth forty-one pros-
pectuses of railway schemes, and the shares applied for in
each have far exceeded the number to be issued. Taking
the above forty-one lines into the account, the following
will result :—On the 14 of August upwards of ninety new
lines, requiring more thanX6o,ooo,oooof subscribed capital
to complete them, were put forward to which add the
above forty•one, stating a requirement of £35,265,000.,
together upwarps of 131, needing an investment of
£95,265,000., with the power of borrowing one-third
more, devoted to the same object; making a grand total
of £127,020,000." It ought, however, to be taken into
consideration that many of the projected railways are du-
plicate lines, and, as the legislative sanction must be
refused to a great number, the amount of capital required
may be fairly reduced to one-third.

SPORTING INTELLIGENCE.

MANCHESTER, FRIDAY EVENING.
DERBY.

Connaught Ranger yesterday was laid against by one party.
in the first instance, to lose .t'l,ooo at 40 to 1, and afterwards,
in two or three bets with another party, to lose £lO,OOO more at
the same terms, but, from the magnitude of the latter sum, we
are unable to say whether it was bona fide betting or not ; 25 to
1 was also laid against Old England, 1,000 to 30 against Young
Eclipse, and 500 to 13 agst Anti-Repealer. To-day, there was
not a single bet laid, with the exception of 500 to 3 agst Hermit
The only offers were-5 to 1 agst John Day's lot, 20 to 1 against
Cobweb colt, 25 to 1 agst Old England (offered freely, takers at
five points more), 500 to 15 against Connaught Ranger, 40 to 1
agnt Weatherbit, 40 to 1 agst Cabin Boy (take 50 to i), and 1000
to 20 agst Flahwolagh (take 1000 to 15.) 3') to i was wanted
about Newsmonger.

TATTERSALL'S, THURSDAY.
DERBY.

The only bets laid in the afternoon were-200 to 10 against
Cobweb colt ; 2000 to 70, 900 to 30, and 750 to 25 agst Idas ; 25
to 1 to about .t-'lOO agst Pam ; 35 to I, to a pony, agst Young
Eclipse ; 1000 to 25 agst Anti-Repealer ; 1000 to 20, four or five
times, agst Cabin Boy; 1000 to 2.P agst Black Prince; 1000 to 15
each ag;t Flahowlagh, the Carlotta colt, and Seaman; and 1000
to 10 each agst the Christina colt, John Davis, and The Hermit.
3 )0 to 10 was laid agst Lady Wildair, for the Oaks.

THE CHASE.
The CHESHIRE HOUNDS will meet cn
Wednesday, Nov. 20, at Hank eloW
Thursday, 21, at Cholmondeley
Saturday, 23, at Crewe Hall
Monday, 25, at Appleton
Wednesday, 27, at Mere, at eleven
Thursday, 2s, at Booth-lane Smithy
Saturday, 30, at Black Dog, Saighton
Each day at half-past ten o'clock.
The SHROPSHIRE HOUNDS will meet on
Friday, 22, at Tunstall
At a quarter past eleven.
The UNITED PACK will meet on

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