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

lwaY

April 9, 1844

IMPORTANT TO SHIPOWNERS, CAPTAINS, &c.
LETT'ELEy's PATENT 'WINDLASS PURCIIASE
its s'to.n li d gly recommended by namerou.„tr.ttnon,s, fo.
Ai:"
.„Pocny, an] consequeut cileapnoN.
"HORS and CHAIN CABLE`', CA NII3OOSES,
APply to WINCHES, IRON /KNEES,
BETTELEY and ROBERTS,_

Brunswick Anchor Works.
East Side Union Dock,

GRAND JUNCTION RAILWAY.
ALTERATION OF MAIL TRA
GINS,
lIVRDER OF THE POSTMASTE R• ENERAL.
th- 1e Public are respectfully informed, that on and alter
2th April,
The Up
NIGHT MAIL TRAIN, now leaving LIVER-
The ep°ol. at 7 r, M., will be despatched at S
MAIL TRAIN, leaving CHESTER at 7 50 P.M.,
The EARLY will be despatched at 913
DOWN MAIL, now Iteaving BIRMINGLIAM
Til 45 A M will be despatced at 1 0 A.M.
• •
cationlet Bills with these alterationhs may belha d on appli-
n at any of the Stations on the Grand Junction Rail-
Way, on and after the Ist orAptil.
By order, .

Zime. ,
25th Marchi
8t l‘
,AIRB4K4.HUISH, Secretary.

CALEDONIAN RAILWAY. r
SIR--A writer, who prostitutes the signature of " Veri-
tnietasies
ittakin ," aseries of false statements regarding this under-
En
g, solicits categorizal answers to his questions; and I
disposed to gratify his curiosity by the following re-
Plies to them :
1. It is not true " that of the long array of respectable
parties who appear as the Provisional Committee of the
Caledonian Railway, not one of those connected with
i.a.sgoAv has taken or intends to take a single share;'. but
rs true that the Provisional Committee have taken,
true that
more stock in the Caledonian, than the pro-
s not true
t'at,l33teer: of the Ayrshire route have been able to raise alto-
-14... Itfr the
formation of then circuitous line.
Visional
autho • "that the names of some of the pro-
committee were put down in the list without their
permission obtained two
owere
MY' While other t down in consequence of
circum-
stances ;"but ilia agotruethayteaervsery nobleman and gentleman
pu
under different circunn-
on the list has given express permission to use his name,
and that, in every case, suchpermission has been granted,
or repeated, within the last
months.
4 3. It is not true that for the reasons suggested by
'Veritas" " some of the most influential parties have,
Since the publication of the Prospectus, withdrawn their
narues; '' but it is true that one or two gentlemen have re-
quested leave to withdraw for reasons of a private and
Personal nature, and that their places on the.. list have
been fourfold by theof the
names addition
supplied
Hon. Lord Torpichen ; the Right
of the Right
Sir Charles Malcolm ; John
ii,..un• Lord Elphinstone ; .
London; Richard Pater-
tastertnan, jun. Esq. banker in
V;nl, of Blackheath, Esq. ; d Esq. M.P. ;
P. H. Hcwar , •O• ,
1 t n Elphinstone, Esq. ;
Colonel Elphinstone; J. Ful ar o
and A. E. Lockhart, Esq. the Caledo-
ra'" It is not true that any plans whatever of
e that
-'llll Rail • 'ted last have, but it is tru
the way were deposi .
since the Govern- Promoters of the undertaking
tient for that
line Commissioners declared their preferenceafter it reaches
s e'.ProPosed an alteration in the route .
Ytningtonwith the Scottish
view of ultimately joining
Cent • 1 ! a
a • and that they
rd
itatlwaY from Perth and Sterlin, ,
also
—two most
contemplate a short branch to Dumfries:
not
.w.
yealutble improvements on the project which are
an_ zrl.
-2,Bmisient with the portion of the line preferred d
„me, ended b yPo
. •
0. It '
i Y the commissioners.
s
Publishe-;:inel true " that the table of comparative distances
Makes - with the Prospectus of the Caledonian Railway
line • ' nn mention of the Glasgow, Dumfries, and Carlisle
and it is not true that that line is to pass over any
part;
. of the it
In that , i sonton Railway ;but
'We that in instance the Caledonian line is
nPivards of
and fortyDurnfries miles shorter than the route by Cumnock
€. It '
Railway,
the Mons not true that the Wishaw and Coltness R
kirkkland and Kirkintilloch Railway, and the Garn-
the Icitailway, (with all of which the Caledonian is to have
in, a iantage of a connection,) " are many of them of very
_,puerfct
in h, , construction ;" but it is true that, with the view
the ,ainin
g a share of the traffic of the Caledonian line,
to proprietors of these railways are already taking steps
b_ widen their gases and otherwise to improve their works,
%sides contributing largely to that undertaking.
i• It is .. - ' • client of the Cale-
donian . not true that the ruling gradient
line will be one in 75,' and it is not true that any
statement to that effect was made at the meeting held at
E'nark ; but it is true that there are many miles of worse
aedients
on the North British than any to be foundaar
aotne
Caledonianline ; and it is true that, after
the Caledonianfteran elaborate
line of the lengths and gradients
f
and
the Ayrshire lines, the Governme.n. + Commission-
ers
opinion,
that deliberate
state in their Report, as
supposing it to be
" that it would be injudicious, even supposing
for the purpose of
practicable, to incur a large expense
_aledonian line, to one of
!educing .the gradient on th
less inclination;" and that there are no statistical proper-
ties in the lines competing with it, to
counterbalance the
disadvantage of their greater length.,,
line is
It is not true that the summit of the Caledonian line
upwards of JOOO 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 would injudicious, EVEN
it be
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
the capital stock of the Caledonian, by the North of Eng-
land Railways is only in expectancy ;" hit ;
but 3 true that
these companies have actually contributed .
the sums which
tl'ie S ros peetus stated and it is also true that much more
the the required capital has been eagerly. subscribed by
come c, trom which circumstance" Veritas"
may form
aap,e4lllinion of the credence which has-been given to his
,Pavin. anus
the undertaking..
__
!ehhebri`uns given to " Veritas" the categorical
answers
-41"ght - "Nderated, I shall take the liberty of
tb
Nitta ,-• '
atters on which he has
"ght it
s- inin upon
neesom m
tisrer, Prudent to ask tions. c
II has put his
13 ot dfesentationsintotheshape of queries,because he l did
but -re to that which he knew to be untrue,
, wh;_,_ a e open ) .
I shot '''.li, nevertheless, he wishe t e p . d hpublic to believe.
k glve him • in substantive assertions,
nowio my information
1. wg them to be incapable of contradiction.
-
deeid„hile the Government Commissioners express their
Avrshr Pfeference fur the Caledonian line over the three
tree_ r.e lines generally, they reject, as not even worthy
pro. nrrsideratione'the line by Monckton, which is the
ho.ne
besiesd b_y the Glasgow and Ayr Company, and w ich
thatbits their private interests. The Commissioners sayofl
,carr, the Kilmarnock route, the " total. distanceEfr.
''
bo ,bstto Glasgow is 125 miles 9 chains, and to din-
" l' r'''''' "1 miles 9 chains; whereas, by the Clydesdale
I, 2,7 the latter disiance is only 97 miles 44 chains, and
, theul lion:net. only 100 miles 74 chains. The_diffierencein
whi„Leugths of these Nithsdale and Clydesdale routes,
" and wen.ll.l be still greater by the Moncktonbranch,
~°l4 five miles less by the Beith route, seems to
" rend"u detailed description of the two
last unnecessary any
Go, 'mentioned Nithsdale lines." In other words, the
being the Commissioners say that the Kilmarnock. line
tilei7o.toe. best .of the Ayrshire routes, was so inferior
lit;
Other d
onian, as to render superfluous all notice of t
2. T Ayrshire lines.
lines The ruling gradient on the Avrshire and Dumfries
th i, on which so much stress is laid, (but which is never-
r. eless• one in 138), is disposed of by the Government
.-ilnact!tnissioners in a manner at once convinc,ng and con-
oi aiN,i'e• They expose the fallacy of testing the gradients
be a l'ailwaY by assuming that the engines are always to
~ loaded to the utmost extent of their power. " There
~ are few lines," say they, "on which the traffic is so
peat that, in one journey out of ten, the load is regu-
Id, feted by the power of the engine ; for it is determined
~ al
theost generally, and particularly in passenger trains,
by demand for conveyance." ** * "On the
:,". Newcastle and Carlisle Railway there is a plane of 1 in
106, of four miles in length, which is worked several
,`, times every day with passenger trains, at nearly the
~ Iv era every
of the whole line ;" * * * and "it
" the grZ; injudicious to incur a large expense in reducing
nian line. Lent to one of less inclination" on the Caledo-•
3. The .
purely set h .
Ayrshire line wer.. s motives of the propounders of the
sinners wboser- - Penetrated by the Government Commis-
' ' e"ica thereon less severe than they
are well deserved.
,„," It i are nao
they,
" that as each
" of these three knithsdat:t)ruroet'ess L intended to form a
" junction with the
Ayrshire u 7 ay or its projected
.Rat w '
'''
.41 branch to Kilmarnock, there would be a shorter length
of
new line to construct
• * * +i' but this is rather lobe
qconsidered as an advantage to the proprietors of that
44
line than to the public, WHOSE FARES WOULD BE IN
4, PROPORTION TO THE DISTANCE TRAVELLED OVER,
4, whether on an old or new line ; * * * and it
~Would be very unjust for their exclusive advantage to
~ Passengers between Carlisle, and Edinburgh and
4. ,`,.‘aBSoty, both in TIME and EXPENSE, to the extent
vXV it would be requisite in this instance. Viewing
44 `"e Hatter in this light, it is conceived THAT NEITHER
4, 'Op 1-1 E THREE NITHSDALE LINES CAN BE RECOM-
4, IdENnED AS A MAIN TRUNK LINE OF COMMUNICA-
I.L" BETWEEN ENGLAND AND SCOTLAND."
whole 8 Unconditional and fatal condemnation of the
and atthe
the Ayrshire I' b sso well informed,
. lines y person
Iris at so impartial,astheGovernment Com-
-S
was notmade dependent (as Mr. Leadbetter
and Air xi; .
ver' " atsom in their peripatetic exhibitions at Ayr, Li
pool,and Lin t • ldf inmakeita ear) on thesup•
posed •
~,. ....., 111 ries,wou d . . pp
Zn inability of 'Scotland to maintain two Railways, be-
-ssein theevent of two lines being constructed, the Com-
47'_. sioners give the preference to the Caledonian and the
sta'rth British lines, to the exclusion, under any circum-
se,lces, of the Ar.shire lines. They draw a comparison separately
ittaun th
Y among the several eastern routes, and separately
°utes th
g e several western routes. Among the eastern
and ens -ey give the preference to the North British line,
the lag the western routes they give the preference to
red i;,?`edonianline; and if one only of these two prefer-
the Cole is to be constructed, they give the preference to
the a‘edonian ; as to the Ayrshire lines they pronounee
1. unqualified verdict, that not one of them "can be
'I 2iee,°rnmended as a main trunk line of communication
5.e,::::,))"._
n England and Scotland."
sinner n the subject of traffic, the Government Commis-
able ,8 arrive at and announce an opinion no less favour-
they Lu the Caledonian line. "We have had before us,"
t' saYt " various statistical returns, regarding the (Hs-
i,
rush;
through which the several competing lines would
4 e,ss,; but we do not find that the resells they give are
I' "caen veto lead us to prefer ANY other line to that by
11:11i and Lockerby."
'''SitrilLe hooe, sir, that I have satisfied the cravings of
''s." for categorical answers to his fineries,
I remain, sir, your obedient servant,
DETECTOR.