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RAILWAY COMMUNICATION.
RETURN to an Order of the Honourable The House of Commons,
dated 15 March 1841;-—for,
COPY of the Fourth Report of the Committee appointed by the Lords of the
Treasury, in pursuance of Addresses of The House of Commons of the 12th,
14th and 20th days of August 1839, respecting Railway Communication
between London, Dublin, Edinburgh and Glasgow ; with Appendix.
LONDON, EDINBURGH AND GLASGOW.
{Mr. Robert Gordon.)
Ordered, by The House of Commons, to be Printed,
15 March. 1841.
132.
A
[ 2 ^
■ ■
TABLE OF CONTENTS.
PAGE
REPORT from Lieutenant-Colonel Sir Frederic Smith, of the Royal"!
Engineers, and Professor Barlow ------ j
Instructions ---------------3
Nature of information required ----------- 3
Addresses of the House of Commons 4
Reference to previous Reports - -- -- - - -- -- 5
Classification of the Projects - 5
First Class -------------- 5
Second Class --------------6
Third Class - - .--..-------7
Principles of Comparison - -- ....-----8
General Remarks --------------8
Preference 8
Examination of the Lines 8
Stafford and Rugby - -- -- .- -- -- -- 8
Table of Gradients and Earthwork -----------10
Great North of England - -- .- -- -.---12
Table of Gradients - -- -- -- -- -- --12
North Junction and Northern Union Lines - -- -----12
Crossing the River Tyne .-....------13
Inland Line to Edinburgh by Hexham - -- -- -- -- -14
Table of Gradients and Earthwork - - - - - - - - - - 15
Branch from Thankerton to Edinburgh ----------18
Table of Gradients and Earthwork - -- -- -- -- -20
Other Branch Lines to Edinburgh - - - - - - - - - 21
East Coast Line to Edinburgh - -- .- -- .- -- 21
Table of Gradients and Earthwork -----.-----23
Symington Branch ------ - .- -- --26
Table of Gradients and Earthwork - -- -- -- -- -27
Newcastle to Dalkeith - -- -.----.--28
Table of Gradients and Earthwork - -..------28
Nithsdale Line between Carlisle and Glasgow ---------29
Table of Gradients and Earthwork -----------30
Clydesdale Line from Carlisle to Edinburgh and Glasgow -------33
Table of Gradients and Earthwork -----------34
London to York via Cambridge and Lincoln - -- -- -- --37
Table of Gradients and Earthwork - -- -- -- -- -38
London to Yoik by the Barkway Line - -- -- - . ... 41
Table of Gradients and Earthwork ----- 43
Nlorpelh deviation Line -46
Table of Gradients and Earthwork ---.-------48
Effect of Giadients considered - -...----..4 g
Explanation of the Map - -- -- -- .- .- -50
Table of Distances - -- -- -- - ... - . 50
Comparison of Lines 51
Stafford and Rugby ------------51
Lines between Darlington and Newcastle - -- -- -- -- 52
Newcastle and Edinburgh Lines - -- -- -- -- -.52
Carlisle and Glasgow Lines -----------.54
Symington and Thankerton Branches - -- -- -- -- -55
Routes between Newcastle, Carlisle, Edinburgh and Glasgow ------ 56
Table of relative Distances - -- -- -- -- -- -56
The whole Routes from London and Manchester to Edinbuigh and Glasgow ... 56
Comparison of Distances from London - -- -- -- -- -56
Comparison of Distances from the Manufacturing Districts ------ 59
Table of Comparative Distances - -- -- -- -- --60
Reasons infavour of the Western Route - - - - - - - - - - hi
Remarks on the Estimates - -- -- -- .- -- -61
Table of Comparative Prices (No. 1.) - -- -- -- -- -62
Table of Comparative Prices (No. 2.) ---------- 63
Further Remarks on the Estimates --------..-64.
Average Cost per Mile as sent in ---------- - 65
Executed Lines - -- -- -- -- -- --65
Conclusion ----------- - .--C5
List of Documents furnished to the Committee - -..---.67
Map showing the Lines of Railway executed and projected.
t
ArrENDix, with Sections and Plans, to follow this Report.
[ 3 ]
FOURTH REPORT of Lieutenant-Colonel Sir Frederic Smith, of the Royal
Engineers, and Professor Barlow, to the Lords of the Treasury, in pursuance
of the Addresses of The House of Commons of the 12th, 14th and 20th
August 1839, and the 6th of February and 19th of May 1840.
Sir,
Railway Committee Office,
No. 3, Committee Room, House of Commons,
15 March 1841.
WITH reference to the Instructions of the Lords Commissioners of Her Ma¬
jesty's Treasury, dated the 26th November 1839, the 14th February, the 29th May
and the 16th November 1840, based on the Addresses of the House of Commons of
the 12th, 14th and 20th of August 1839, and the 6th February and 19th May
1840, we have now the honour of laying before you our final Report on the
competing Lines of Railway to which our attention was therein directed.
The first instructions which we received confined our inquiry to an investigation Instruction*,
into the merits of such proposed Lines of Railway communication with Dublin and
with Edinburgh and Glasgow as had been projected and surveyed antecedently to
the Addresses of the 12th, 14th and 20th of August 1839 ; but in consequence of
the subsequent Addresses, and the desire of their Lordships to obtain for the public
the best Lines of Railway that the nature and circumstances of the country
would permit, and that were demanded by its commercial necessities, further
instructions were given to us, extending the limits of our inquiry.
In order properly to test the superiority of competing projects for Lines of Nature of the in-
Railway communication, the explanatory documents which should constitute tlie formation required,
evidence in their favour ought in fairness to be placed in equal detail before those
who are appointed to judge of their merits.
Had this been the case, in the investigation which we have had the honour to
conduct, under their Lordships' orders, our task might have been briefly, easily
and satisfactorily performed ; but instead of this, the information furnished to us
has, with few exceptions, been very incomplete, and it has only been by repeatedly
urging the projectors or promoters of some of the competing Lines, that we have
been enabled to obtain from them even the meagre documents with which we
have been supplied ; indeed some of these documents have only reached us
very recently.
We do not bring this part of the subject forward as an accusation against the
parties concerned, because we have now reason to believe that it was solely from
a want of funds that they were prevented from promptly obtaining and laying
before us the various documents in question, which they admit to be necessary for
arriving at a just and impartial opinion as to the relative advantages of their
respective projects.
Our motive in touching on this matter is rather to remind their Lordships of the
fact, of which they have from time to time been informed, of the delays which have
arisen in conducting our inquiry; and which have occasioned us not only consider¬
able official liinderance, but have increased our labour and personal anxiety
respecting the important duty intrusted to us.
We shall not encumber this part of our Report with a detailed statement re¬
garding the documents submitted to us by the promoters of the Lines on which
we are about to report, for as they are given in the Appendix, it is only necessary
to remark that we felt it to be our duty to request these parties to supply us with
the following information ; viz.
1. A section of their respective Lines drawn to the Parliamentary Scale,
with remarks as to the nature of the soil through which the heavy cuttings
and tunnels would be required.
* 2. A field plan drawn to the Parliamentary Scale, showing the property
that would be interfered with by the proposed Railways, and the nature of
the curves.
3. A general tracing of the Line, on County Maps.
4. A detailed estimate of the probable cost of the Railway.
5. A statement of the population within a certain specified distance of the
Line.
a 2
t ;t~,—-ft
6. A list
K / 0 I
o-nrar Libron
4
FOURTH REPORT ON RAILWAY COMMUNICATION
G. A list of the names of persons through whose property the Railway
would pass.
7. A statement of the present known traffic.
8. A list of assents and dissents.
.9. Certain other statistical information, according to a form prepared by us.
By reference to the " List of Documents furnished to the Committee " (vide
page G7 of this Report), it will be seen that much of this information has
not even now been furnished to us for some of these Lines ; and we think
it right to observe, that Mr. Gibbs did not supply us with the estimates, Ac.,
for the Lines brought under our notice by him for the communication be¬
tween London and York through Cambridge and Lincoln, until the 9th November
last; that the projects of Messrs. M'Callum and Dundas for the Line to the west
side of the Pentland Hills, from Thankcrton to Edinburgh, was not laid before us
until the 2d January; nor the estimates and other documents connected with it,
until the 4th February of this year; that the Report for the Line through
Morpeth was not received by us until the Gth January also of this year; nor Mr.
Walker's last Report until the 11th of this present month.
Addresses of tfe The Addresses of the House of Commons under which, pursuant to your in-
House of Commons, structions, we have been acting are as follows:
" London and Dublin Communication."—Address, dated 12th August 1839,
"praying that Iler Majesty will be pleased to give directions that an engineer or
engineers may be appointed to inquire and report upon the relative merits and the
preference which ought to be given to the respective already surveyed and pro¬
jected Railways following; namely, from Holyhead via Bangor and Chester;
Portdynllaen via Caernarvon, Bangor and Chester; Portdynllaen via Barmouth,
Bala and Shrewsbury; Ormes Head via Chester : — And also, that Her Majesty
will be pleased to give directions that proper persons may be appointed to inquire
and report upon the best means of communication by sea between Dublin and
London, as connected with the said intended Railways."
"London, Edinburgh and Glasgow-Railways."—Address, dated 14th August
1839, " praying that Her Majesty will be pleased to give directions that an engineer
or engineers may be appointed to inquire and report upon the relative merits and
the preference which ought to be given to the respective already surveyed and pro¬
jected Railways between London and the cities of Edinburgh and Glasgow, follow¬
ing ; namely, via York, Newcastle-upon-Tyne and Berwick ; via Y ork, Newcastle-
upon-Tyne and Hexham; via Lancaster, Whitehaven and Carlisle; and via Lancas¬
ter, Penrith and Carlisle ; the said Tnquirv and Report to include the relative merits
of the two Lines from London to YTork by Derby and Rotherham, and by Cam¬
bridge and Lincoln."
" London, Edinburgh and Glasgow Railways."—Address, dated 20th August
1839, "praying that Her Majesty will be graciously pleased to direct that the engineer
or engineers to be appointed in pursuance of the Address of this House 011 the 14th
day of this instant August, do, in addition to the Report thereby required to be
made, report on the merits of the Cumberland Railways as regards their connec¬
tion with the Western parts of Scotland and the North of Ireland; and that he be
required also to report on the whole of the Lines named in the said Address, as
regards the relative merits of each, not only in respect to London, but also the
comparative facilities afforded to the communication by Railway between the
manufacturing districts of Lancashire and Edinburgh and Glasgow, and the North
of Ireland."
Address, dated 4th February 1840, " praying that Her Majesty will be gra¬
ciously pleased to direct that the engineers who have been appointed, in pursuance
of the Address of this House of the 12th day of August last, do, in addition to the
Report thereby required to be made, report on the merits of the projected Line of
Railway from London to Portdynllaen via Worcester and Newtown."
Address, dated 19th May 1840, " praying that Her Majesty will be graciously
j leased to give directions to the Committee appointed by Treasury minute to in¬
clude within their Report a new Line which has been discovered between Carlisle
and Lancaster, by which a portion of two Lines called the Kendal and Lune Lines
will be united, giving the town of Kendal the advantage of the Railway passing
near it, and probably lessening the expense between Lancaster and Carlisle."
Our Report of the 16th April last having, according to the best of our judgment,
disposed of the question respecting the communication between London and
Dublin, our present Report is limited, in the first place, to the subject of the com¬
munication
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 5
munication from London and from the manufacturing districts of Lancashire to Preference to pre-
Edinburgh, Glasgow, the Western parts of Scotland, and the North of Ireland ; V10US Reports,
and, secondly, to the consideration of the relative merits of the Lines from London
to York by Derby and Rotlierham, and by Cambridge and Lincoln.
With a view to clear away a part of the difliculties of the former question, we
reported on the 10th May last on three projects which had been laid before us for
a Railway between Lancaster and Carlisle ; namely, one by the Cumberland coast,
another by the valley of the Kent, and a third by the valley of the Lune.
For the reasons specified in that report, we gave the preference to the project
of the valley of the Lune; and we stated that the chief objections to the other
projects were, that the Cumberland Coast Line would considerably increase the
Railway distance between Lancaster and Carlisle, and require a continuous
embankment of the extraordinary length of 10 miles, and of the height of 36 feet
across the estuary of Morecambe Bay, and another of one mile and a half in length
across the Dudden ; and that by the project of the valley of the Kent a tunnel
would be required under the town of Lancaster, and another of 2 miles 21 chains
in length through the Gate Scarth- Mountain, which is supposed to be of a por-
phyritic formation, having a summit of 1,200 feet above the level of the tunnel.
We, however, suggested to the surveyors of both the Inland Lines the proba¬
bility of such a pass being found at the foot of the Grayrig Fells as would
unite their two Lines and admit of a Railway being formed, which, avoiding the
necessity of the almost impracticable tunnel through Gate Scarth, would give to
the population of the lower part of the valley of the Kent, and to the thriving
town of Kendal, in particular, the advantages of Railway communication.
One of these surveyors, Mr. George Larmer, at length submitted to us a project,
combining, in the manner we had pointed out, the advantages of both the Inland
Lines, and avoiding their chief defects. This project, which, in conformity with
their Lordships' instructions of the 10th May 1840, we carefully examined, was
favourably reported upon in our communication to you dated the 14th November
last, and we may therefore conclude that we have thus accomplished our task in
respect to the course of a western route as far as Carlisle.*
We have traced on the accompanying Map the Lines of the several projected Classification of
Railways that have been submitted to us, which may be subdivided into the follow- the projects,
ing classes f:—
First—Those which have been projected with a view of shortening or otner-
wise altering certain existing routes between London and distant towns in the
North of England, through which the Scotch and Irish traffic would probably
pass.
Secondly—The Lines intended to connect the more northern termini of
the English Railways with Edinburgh and Glasgow.
Thirdly—Two new Trunk Lines from London to York by Cambridge and
Lincoln, which have to be compared with the existing route to York by Derby
and Rotlierham.
Of the first class there is a route projected by Mr. George Stephenson, and sub- First class,
mitted to us by Mr. Edward Tootal, to connect by a nearly direct Line the town
of Stafford on the Grand Junction Railway with Rugby 011 the London and Bir- Stafford and Rugby
mingham Line, by which the Railway distance between these two places, and
consequently between London and Lancaster, would be shortened by about nine
miles and a half. This is marked No. 1 on the Map.
No. 2, which is another proposition having nearly the same object, was laid before
us by Mr. Locke. We have examined the section, &c. of this Line, but we do
not think it necessary to make any observations upon them, nor to take any
further notice of this project, as it has been withdrawn from the competition.
No. 3 is a project brought under our notice by Mr. Remington, for a nearly direct London and
Line from London to Leicester, according to which the present Railway route between Leicester.
these
* We have to observe, that, in consequence of the accuracy of that part of Mr. Larmer's project,
which was submitted to the lest of a fresh survey conducted by Lieut H. 11. Fansliawe, of the 12th
Foot, we concluded we might rely on the section of the Giayrig-pass. We leel it also our duty to
state, that Lieut. Fanshawe made a favourable report as to the cofiectness of Mr. Bintley's section
of the Gate Scarth Mountain.
j- For the purpose of bringing under one point of view all the various projects that have been sub-
milted to our inspection, we have added the several Welsh Lines referred to in our Fast R< port.
«32- A 3
6
FOURTH REPORT ON RAILWAY COMMUNICATION
Great North of
England.
these two places, by the London and Birmingham and Midland Counties Rail¬
ways, and consequently between London and York, would be reduced by about
nine miles. We found, on inspection, that this proposition was in a very im¬
perfect state, the ground having been levelled only from London to Bedford,
a distance of about 47§ miles out of 97 miles ; and we therefore did not consider
it proper to extend our inquiry beyond the last-named place; nor, as this is an
imperfect project, is it essential to the object of our inquiry that we should give
a detailed statement of our examination of the country through which it is pro¬
posed that the Line should pass.
No, 4 marks the course of the Great North of England Railway. This Line
is at present complete for the conveyance of goods from York as far as Darlington.
But although an Act was obtained in 1836 for the formation of a Railway between
Darlington and Newcastle, yet the work has not been commenced; and as its
promoters now consider that the Line is susceptible of improvement, fresh surveys
have been made for the purpose of being brought under the consideration of the
Legislature, with a view to obtaining an amendment of the original Act.
Northern Union No. 5. In competition with the said portion of the Great North of England
and^North Junction Raipvayj anf] yntli each other, two projects have been brought forward, called the
Northern Union and the North Junction. By these it is proposed to unite
Darlington with Newcastle, by connecting together certain existing Lines in the
county of Durham, originally intended chiefly for the conveyance of coals.
Either project, however, would lengthen the Railway distance between the termini,
a defect which the promoters of these union Lines contend would be more than
counterbalanced by their diminishing the required extent of new Railway. These
Lines are marked 5 and 6 in the Map.
J.econd class. The second class of Lines, being those intended to connect Lancaster with
Edinburgh and Glasgow on the West; and Newcastle with Edinburgh and
Glasgow by an Eastern route, are 1C in number, as described below:—
The four Lines between Lancaster and Carlisle—which have been adverted to
in a former part of this Report, viz.—
From Lancaster to Carlisle, across Morecambe Bay, and through White¬
haven and Maryport (marked No. 7 in the Map).
From Lancaster to Carlisle by the valley of the Kent (marked No. 8).
From Lancaster to Carlisle by the valley of the Lime (marked No. 9).
From Lancaster to Carlisle by the valleys of the Kent and of the Lune,
connected by the Grayrig Junction (marked No. 10).
As already stated, we reported in favour of the last-mentioned project, under
date the 14th November last; and this Line will make the actual distance
between Lancaster and Carlisle 70 miles 17 chains, and the equivalent hori¬
zontal distance 78 miles 62 chains.
From Newcastle to Edinburgh four Lines have been projected; namely,
(No. 11), Mr. Stephenson's Line from Newcastle by the Eastern Coast tn'dHowick,
Berwick and Dunbar, the actual distance being 117 miles 62 chains, and the
equivalent distance 123 miles 33 chains.
No. 12. A Line from Newcastle by Morpeth, to join Mr. Stephenson's East
Coast Line to the North of Little Houghton. The length of this deviation is 38
miles 45 chains, making the actual distance to Edinburgh, 116 miles 42 chains,
and the equivalent distance 122 miles 13 chains. This we shall term the
" East Coast deviated Line by Morpeth."
No. 13. .An inland Line from Newcastle via Morpeth and Wooler to Dalkeith,
by Mr. Remington: the actual distance to Dalkeith being 104 miles 10 chains,
and the equivalent 110 miles 18 chains.
No. 14. From Newcastle, by the Newcastle and Carlisle Railway, to Hexham,
Note-oth-gate and Galashiels to Edinburgh, by Mr. Blackmore: the actual
distance being 115 miles 76 chains, and the equivalent distance 130 miles 19
chains.
Carlisle and Edii.- Thirdly. Between Carlisle and Glasgow, and Carlisle and Edinburgh, the
burgh and Glasgow, following Lines have been proposed: —
'' No. 15. From Carlisle by Lockerby and Beattock Bridge, Lanark and Hamilton,
to Glasgow: the actual distance being 100 miles 74 chains, and the equivalent
li 316 miles 78 chains.
No. 16.
Lines between
Newcastle nr.d
Edinburgh.
7
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac. 7
1 No. 16. From Carlisle by Annan, Lochmaben, Beattock Bridge, Lanark and
Hamilton to Glasgow: the actual distance being 105 miles 55 chains, and the
equivalent 121 miles 68 chains. These last two are called the Clydesdale Lines.
No. 17. From Carlisle via Dumfries, Cumnock and Monkton, to join the Ayr
Railway, and from thence to Glasgow: the actual distance being 127 miles 58
chains, and the equivalent 133 miles 0 chains.
No. 18. From Carlisle via Cumnock to Kilmarnock, to join the proposed
branch Railway from that place to the Ayr Railway near Dairy, and thence to
Glasgow: the actual distance being 125 miles 0 chains, and the equivalent 130
miles 4 chains.
No. 19. From Carlisle via Cumnock, Kilmarnock and Beith, to Glasgow: the
actual distance being 120 miles 60 chains, and the equivalent 124 miles 54 chains
these, by way of distinction, are termed the " Nithsdale Lines." The five Lines
last-mentioned were surveyed under the direction of Mr. Locke and Mr. Miller.
As a mode of connecting Edinburgh with Carlisle, and with the manufacturing
districts of Lancashire, a Line has been projected (marked No. 20 in the Plan)
by Messrs. M'Callum and Dundas, to join the Clydesdale Line at Symington
(a place 66 miles 14 chains from Carlisle), passing on the East side of the Pentland
Hills : the actual distance from Edinburgh being 31 miles 30 chains, and the
equivalent 38 miles 68 chains.
No. 21 is another project by the same gentlemen, passing on the West side
of the Pentland Hills, and joining the Clydesdale Line at Thankerton.
No. 22. Mr. Miller submitted a project for a Line to proceed also from
Thankerton, and to take a course so as to join the Glasgow and Edinburgh Rail-
-way, at about seven miles from the latter place: the actual Railway distance
from Thankerton to Edinburgh by this route being 37 miles 41 chains, and the
equivalent distance 44 miles 24 chains.
In respect to the third class of Lines to which our attention has been Third clas«.
directed; viz., for the communication between London and York by Cambridge Lines between
and Lincoln, we have to observe, that in the year 1825 the Messrs. Rennie pro- London and York,
posed a Line between London and Cambridge, leaving the valley of the Lea
below Ware, and getting nearly in a straight line by the valleys of the Rib and the
Quin to Cambridge, passing by the towns of Braughing and Barkway. This Line,
which, by way of distinction, may be termed the " Barkway Line," was surveyed
in 1835 under the direction of Mr. Walker, and was then reported upon by him.
In the year 1835, the late Mr. Cundy projected a Line from London to
Cambridge by Bishop Stortford. About the same period Mr. Gibbs surveyed
another Line from London to Cambridge, passing near Dunmow in Essex.
Shortly after this a committee was formed for promoting a Railway from
London to York, with a branch to Norwich, and it seems that they engaged
the services of Mr. Walker, who reported his opinion as to the best Line for such
Railway communication.
This Report, made by Mr. Walker in 1835 and 1836, will bo found in the
Appendix, where it will be seen that he then gave the preference to the Bishop
Stortford Line, in consequence of its possessing superior gradients to those of the
other routes, and of its passing near to a greater number of towns and villages.
The said Report led to the formation of the Northern and Eastern Railway
Company, whose Line (deviating in some degree from that recommended by
Mr. Walker) was originally designed to be extended to York, but the Act
of 1836 was only obtained for the distance between London and Cambridge.
By an Act, however, of last Session, the powers of this Company are limited to
the construction of the Railway to Bishop Stortford. It is now open as far as Brox-
burne, and the works are in active progress for its completion.
On the receipt of our instructions we entered into correspondence with Mr.
Walker, respecting the communication by Cambridge and Lincoln to York, and London and York
that gentleman informed us, that, having withdrawn from the Northern and by Cambridge and
Eastern Railway, it had not been his intention to submit to us a project for ^'ncoln*
extending it to York, but he expressed his willingness to lay before us his plans,
sections, &c., and to accompany us over the country through which the Line would
pass.
This project, which is called the Bishop Stortford Line, is marked No. 23 in-'
the Map. The course it is proposed to take is by Cambridge, Peterborough and
Lincoln. It would reduce the present Railway distance between London and
York from an actual length of about 219 miles to 193 miles and 66 chains, and
the equivalent distanca from 222 miles 57 chains to 195 miles 76 chains.
133. a 4 Mr. Gibbs
8
FOURTH REPORT ON RAILWAY COMMUNICATION
Principles of com¬
parison.
General remarks.
Preference given
to the Western
route.
Mr. Gibbs lias also laid before us a project (No. 24) for the communication
between London and York by Cambridge, Peterborough and Lincoln. This gen¬
tleman adopts a modification of what we have termed the Barkway Line, having
abandoned his original Dunmow route, and also the Line of the Great Northern
Railway, which was rejected by the House of Commons on the second reading of
the Bill in 1836. The Barkway Line, as modified by Mr. Gibbs, would reduce
the actual distance by Railway from London to York to about 185 miles 13 chains,
and the equivalent to 100 miles 27 chains, being a saving in actual distance of
8 miles 53 chains, and in equivalent distance of 5 miles and 49 chains, over the
Bishop Stortford Line.
Having now enumerated all the Lines submitted to us which have reference to
the communication between England and Scotland, as well as those which bear on
the question of the communication to the North of Ireland, we have to state
that they have been subjected to a careful and minute examination. We have
not only inspected the country through which the several Lines would pass, but we
have deliberately considered the various elements of superiority possessed by each.
The chief of these elements are the distances and gradients; the probable cost
of construction and working; the numerical and commercial importance of the
population to be accommodated; the relative traffic and other statistical proper¬
ties; and it is on a consideration of these that we have arrived at the conclusion
which it is now our duty to report.*
We are led to believe, from all the information we have been enabled 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 Edinburgh
and Glasgow and the South is not such as would be likely to afford an ade¬
quate 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 GIasgow.i_yWere this otherwise, we should subdivide the question into
two branches, and consider, in the first instance, which of the several Lines would
be the most suitable for a communication by 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 circumstances, Ave should have awarded the preference to the
East Coast Line, whether deviated or not, between the tAvo last-named places,
and have then weighed the merits of the various routes to GlasgoAv; but
seeing the extent of capital that Avould be required for the construction of tAvo
distinct trunk Lines, the one to Edinburgh and the other to GlasgoAv, we feel under
the necessity of recommending, at present, the construction of one Line only ; and,
after a careful review of all the circumstances of this important question, we give
the preference to the Line from Carlisle by Lockerby, Beattock, Lanark and Ha¬
milton to GlasgoAv, Avith a branch from Thankerton or Symington to Edinburgh,
as being the general route Avhich Avould fulfil the greater number of requisites in
the Raihvay communication under consideration.
, We give this opinion, lioA\rever, under the supposition that antecedently to
/the construction of this Line, the Raihvay shall have been formed between Lan¬
caster and Carlisle, or that both Lines shall be undertaken nearly simultaneously :
but should this not be the case, and parties should be found to construct the Line
from Darlington to Edinburgh, then the western route ought to be abandoned for
the present, and in that event we should aAvard the preference to the East Coast
ljine^ver the Hexham Line. /
We shall now describe the various Lines, and afterAvards adduce the reasons
which have led us to come to the above conclusion.
Examination of the Lines.
The Line from Stafford to Rugby, projected by Mr. George Stephenson.
.Stafford and ltugby Among the objects Avhich the promoters of this Line assign as the motive of their
Line. support, are, first, to shorten the Rail\Aay distance between London and Manchester
asAvell as betweenLondon and Liverpool; second, to be enabled, by superior gradients,
to
* We have to observe, that no part of any of these projects, except the tunnel hills of the Westmore¬
land Lines were surveyed under our direction, and therefore we cannot pledge ourselves for the perfect
accuracy of the sections, although we have seeu no cause for entertaining any doubts on this subject.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 9
to obtain between Stafford and Rugby a higher rate of speed than they admit to be Stafford and Rugby
practicable with equal safety between those two places by the present route of the Line.
London and Birmingham and Grand Junction Railways ; third, to save a part
of the time which is now ordinarily consumed at Birmingham, whether the passen¬
gers are proceeding from London towards Manchester, or the reverse; fourth,
to diminish the cost to the traveller in proportion to the number of miles which
would be saved by the adoption of this project; fifth, to give direct Railway
communication to Nuneaton, Tamworth, Lichfield and Burton.
Our examination commenced at Rugby, from whence the Line proceeds towards
Tamworth, crossing the River Avon twice, by bridges 33 feet high, then the Oxford
Old Canal and the turnpike road, from Harborough Magna to Coventry, which
would have to be raised four feet; it then takes a course to the north of Brinklow
Camp Hill, and at about the fifth mile there will be a rather severe cutting through
Coomb Fields Hill. The Line then keeps nearly a direct course to the west
of Bulkington, crossing the Coventry roads from Hinckley and Bulkington; near
Bulkington it changes its course northward, crosses the Ashby-de-la-Zoucli
Canal and the turnpike road leading from Wolvey to Nuneaton, passes a little to
the north of the town of Nuneaton, whence it takes a nearly straight direction to
Atlierstone, crossing the Watling-street road between Witherley and Mancetter.
From Atlierstone the Line skirts to the north of Grendon and Poleswortli, crossing
the Atlierstone and Sheepy road, and the Sheepy and Grendon road, and passing
close to Grendon House and through the Coal Works to the north of Poleswortli;
it then skirts round to the north of the Coventry Canal, and crosses under the
Birmingham and Derby Junction Railway to the north of the town of Tamworth.
In this distance the River Anker is crossed nine times, by bridges of small dimen¬
sions. At about the 22d mile from Rugby, there would be a tunnel of nearly 400
yards in length, with a cutting at each end of 00 feet in depth. Starting from
Tamworth the Line passes by the foot of the Windmill Hill, and crosses the River
Tame by a bridge 17 feet in height. Along the valley of the Tame an embank¬
ment would be formed of about 16 or 17 feet in height and a mile and a half in
length, and here there will be a diversion of the Coventry Canal. The direction given
to the Line at this point will carry it about a mile to the north-east of the city of
Lichfield, across the Extension Canal and the Ichnield-street road; it then takes a
north-westerly direction, passing between Mavesyn-Ridware and the village of
Armitage; in this route it crosses the Lichfield and King's Bromley road,
and runs nearly parallel for a mile and a half to the Monks Kirby road, pass¬
ing close to Ilansacre Hall; a little beyond which the Grand Trunk Canal is
crossed. The Line then continues in a north-westerly course towards ltugeley, and
at a short distance beyond the Grand Trunk Canal the junction is formed with
the Alrewas Branch. The valley of the Trent is crossed by an embankment of
about a mile in length and 23 feet in height, with a bridge for the watercourse.
About four miles further on, the Grand Trunk Canal would be crossed and diverted.
From Rugeley the Line takes nearly a direct course to Stafford; in this distance of
8 miles and 54 chains, the severest work on this Line will occur. There will be a
cutting of nearly 60 feet in depth and 25 chains in length; the valley of the Trent
will be again crossed by an embankment of a mile and three-eighths in length and
of the average height of 18 feet, with a bridge over the Trent, and the Trent and
Mersey Canal. The ground is very broken between Rugeley and Stafford. At a
little beyond the third mile from the former place*a severe cutting of a mile and an
eighth in length would be required, with three tunnels, each 220 yards in length;
these would be followed by an embankment of about a mile in length, averaging
about 27 feet in height; then another cutting occurs of about 2,000 yards in length
and averaging about 30 feet in depth; the work from this point is very easy to
the Grand Junction Railway at Stafford, Avhere, as the Stafford and Rugby Line
comes on a level with the public street, considerable expense must be in¬
curred to raise it above the Railway. Before reaching Stafford, the River Sow
would have to be diverted.
The Aluewas Branch.—This branch, which is intended to connect the proposed Alrewas Branch.
Stafford and Rugby Railway with the Derby and Birmingham Junction Line, com¬
mences, as before stated, at a short distance to the west of the village of Armitage,
and takes a nearly direct course to the south side of Alrewas, crossing the Kings
Bromley and Lichfield turnpike road and the Grand Trunk Canal. From
Alrewas it sweeps round to the north, crossing the Ichnield-street Road at its
junction with the Alrewas and Croxall Road, and it crosses the Trent near its
132. b confluence
10 FOURTH REPORT ON RAILWAY COMMUNICATION
Stafford and Rugby confluence with the Tame; and half a mile further unites with the Derby
^ine* Junction Railway. In this branch no work of importance occurs, excepting near
its junction with the main Line at Armitage, where an embankment of nearly a
mile in length and about 22 feet in average height has to he formed with two
bridges over the Trent, each about 27 feet in height. The bridge over the Grand
Trunk Canal would not exceed 12 feet in height, nor that over the Trent near its
confluence with the Tame 9 feet in height. This branch would be 7 miles
5G chains in length.
The following Table exhibits a brief statement of the work required upon this
Line, which is not of a formidable character:—•
* TABLE of Gradients and Earthwork of the proposed Raiiway from Stafford to Rugby.
Gradient.
Earthwork.
Total
Length
of
Gradients.
Inclination.
Leu
gth.
Height or Depth.
Remarks.
Distance.
Extreme.
Mean.
Miles. Chains.
- 28
Miles.
Chains.
28
1 in 330, falling -
filling
Yards.
6l6
Feet.
20
Feet.
17
Rugby.
OO
1
l in 330, rising -
- ditto
cutting
filling
cutting
-
-
220
242
506
770
30
8
38
21
25
7
34
14
2 13
65
l in 1,040, rising
filling
cutting
filling
cutting
-
-
44O
154
440
440
34
3
27
8
17
2
14
4
5 17
3
4
level
filling
cutting
filling
cutting
filling
cutting
filling
-
220
318
594
1,386
1,320
176
1,078
4
11
11
39
38
14
35
2
6
6
18
23
8
24
8 44
3
27
1 in 1,101, rising
cutting
- ditto
filling
cutting
filling
cutting
-
-
L584
528
1,100
396
770
i,496
48
31
44
25
24
33
38
17
38
15
18
18
ii 9
2
45
1 in 854; falling -
filling
cutting
filling
-
-
1,716
1,716
858
7
35
14
4
18
Q
14 23
3
14
1 in 396, falling -
• ditto
cutting
tilling
cutting
-
-
638
1,144
2,750
318
24
18
24
16
16
11
12
11
15 9
-
66
1 in 458, falling -
- ditto
filling
-
-.
318
1,122
16
15
11
11
•7 37
2
28
1 in 405, falling -
- ditto
cutting
filling
cutting
filling
-
-
616
1,056
1,144
924
330
16
15
6
21
4
11
8
3
11
2
19 16
1
59
1 in 1,15°; falling
cutting
filling
cutting
filling
-
-
1,100
880
528
814
9
4
8
7
2
2
6
6
22 _ 27
3
11
1 in l ,015, rising
- ditto
cutting
filling
cutting
filling
cutting
filling
cutting
-
-
440
616
638
770
1,056
264
616
946
8
33
3
8
19
5
18
60
7
22
2
6
12
3
10
28
* In this and the following Tables, the minute dimensions are not noticed.
55
23
50
34
23
11
39
21
38
8
51
43
23
64
31
55
26
48
l
,2.
//
N LONDON, EDINBURGH, GLASGOW, &c.
i l
;t.
Earthwork.
Height or Depth.
Remarks.
Inclination.
Len
gth.
Extreme.
Meaa.
Yards.
Feet.
Feet.
l in 378, falling
tunnel -
-
3'j6
cutting -
-
528
60
38
filling
-
i,496
30
20
1 in 621, falling-
- ditto -
-
396
28
18
cutting -
-
264
O
6
filling
••
1,320
12
5
cutting -
-
550
9
8
filling
-
660
8
6
cutting -
-
506
10
6
filling
-
550
6
5
level
cutting -
-
88
27
16
Tamwortb.
ditto -
-
1,144
38
22
filling
-
3,oi4
18
12
1 in 451, rising -
- ditto -
-
1,210
19
17
cutting -
-
198
8
4
1 in 442, rising -
- ditto -
-
616
10
8
filling
-
880
23
18
level
- ditto -
-
458
20
12
cutting -
-
1,012
26
13
1 in 385, rising -
- ditto -
-
308
26
18
filling
-
L474
12
10
cutting -
-
2,112
40
22
filling
-
242
18
13
level
- ditto -
-
55o
18
12
cutting -
-
1,386
24
14
filling
-
616
7
3
cutting -
-
594
15
10
1 in 1,166, falling
cutting -
264
13
8
ditto -
-
1,320
7
4
filling
-
74S
9
6
cutting -
-
924
16
10
filling
-
638
20
10
l in 550, falling -
- ditto -
-
440
30
10
cutting -
-
154
13
7
filling
-
440
28
26
level
- ditto -
-
968
23
21
1 in 735, rising -
cutting -
-
i,474
30
20
level
- ditto -
-
1,100
62
38
filling
-
286
22
20
Rugeley. •
level
- ditto -
-
902
22
21
1 in 330, rising -
- ditto -
-
1,320
638
22
14
cutting -
-
44
22
filling
-
440
24
14
cutting -
-
88
50
25
archway
-
110
cutting -
-
220
50
35
filling
-
2,178
37
18
cutting -
-
i,H4
68
38
tunnel -
-
220
3 in 330, falling -
cutting -
-
374
70
50
tunnel -
-
220
cutting -
-
154
80
78
tunnel -
-
220
cutting -
-
352
92
60
filling
-
946
34
22
1 in 393, falling-
- ditto -
-
594
32
20
cutting -
-
2,156
65
28
filling
-
110
10
8
1 in 465* falling -
- ditto -
-
2,244
14
6
1 in 330, rising -
- ditto -
-
616
3
2
Stafford.
From Rugby to Stafford.
Stafford and Rugby
Line.
B 2
(continued.)
1 2
FOURTH REPORT ON RAILWAY COMMUNICATION
Stafford and Rugby
Line.
Gradient.
Earthwork.
Length
of
Gradients.
Inclination.
Length.
Height or Depth.
Remarks.
Distance.
Extreme.
Mean.
ALR
EWAS BRA NCI-
r.
Miles.
1
Chains.
8
Miles.
I
Chains
8
1 in 330, falling -
filling
cutting
Yards.
• 1,760
- - 176
Feet.
27
10
Feet.
>4
8
3
58
2
50
1 in 624, falling -
- ditto
filling
cutting
- 154
- 2,530
- 2,090
10
5
8
7
3
4
5
26
i
48
level
filling
- 2,860
10
6
7
30
2
4
1 in 515, falling-
- ditto
- 3,586
13
10
7
56
-
26
level
level
- 572
7
56
Great North of
England Line.
The Great North of England Railway.—This Railway, which is now complete
as far as Darlington, and is already used for coal traffic, is proposed to he opened
for the public conveyance of passengers on or about the end of the present month.
It will be seen by the Table of Gradients, that this Line passes through a district
of country particularly favourable for the working of a Railway. In its course it
passes near the towns of Easingwold, Thirst and Northallerton: the actual length
of the Line between York and Darlington is 44 miles 3d chains, and the equiva¬
lent distance 44 miles 4G chains, being a smaller increase for gradients, in propor¬
tion to its length, than almost any other Line which has been executed.*
TABLE of Gradients of the Great North of England Railway, from York to Darlington.
Length.
Inclination.
Miles. Chains.
-
36,
1
111 871
2
14
1
in 1,178
8
72
1
in 3,882
in 804
5
26
58
1
4
1
in 1,100
1
3
level.
5
61
1
in 628
1
3i
1
in 2,062
3
17
1
in 1,269
4
17
1
in 600
-
9
level.
2
51
1
in 377
2
65
1
in 458
jo
1
in 440
44
30
North Junction
and Northern
Union Lines.
We shall not give a detailed description of the Great North of England Line
from Darlington to Newcastle, as that project has been sanctioned by an Act
of Parliament, and we shall therefore proceed at once to describe the Lines
in competition with it. These two, the North Junction and Northern Union,
the former by Mr. A. Brooks, and the latter by Messrs. Wood & Harrison, are
designed to connect the Great North of England with the Clarence, Durham
Junction and Brandling Junction Railways, so as to make a continuous though
not a direct Line to Gateshead. Mr. Brooks proposes to effect this object by
the construction of seven and a half miles of new Line from Darlington to
near Quarrington, and then to form another new portion for eight miles to join
the Durham Junction Line at Morton; this project he calls the North Junction.
Messrs.
* It is proper to observe here, that this distance has reference to the original Line. At present the
Great North of England enters York by a branch which makes some inconsiderable difference in the
length above stated.
©
/3
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 13
Messrs. Wood & Harrison, on the other hand, propose to commence a new Line
from the Clarence Railway at Thrislington, which would make the distance to
connect the Durham Junction about 10 miles, and from the Durham Junction to
the Brandling Junction, another new portion would have to be constructed of five
miles, making the distance from Darlington to Gateshead by this route 35 miles
40 chains, and the equivalent distance 37 miles G chains.
The works for these Lines would not be of a very difficult character, but, for
the reasons we have given in another part of this Report, we cannot recommend
them for adoption. The Reports of the engineers on these projects will, however,
be found in the Appendix.
On arriving at Newcastle we expected to have found some project prepared for
our inspection, for uniting the Great North of England Railway with the proposed
Railways on the north side of the Tyne; but it appeared that Mr. Storey, the
engineer of the Great North of England Railway, only contemplated extending his Crossing the
Line to the south bank of the Tyne, while Mr. Stephenson intended the southern kiver Tyne.
terminus of the Great North British or East Coast Line to be at the Town
Moor, on the north of the town of Newcastle, leaving thus an interval of one mile
and a half unprovided with Railway communication.
It was not for Mr. Blackmore, the engineer of the Inland Line from Ilexham,
to project any means of crossing the Tyne at Newcastle, having already a suitable
station for the traffic of the Newcastle and Carlisle Railway (of which he is also
the engineer) on the west side of the town, and having moreover a station at Red-
Ireugh, the Gateshead terminus of the Branch which joins the main Line at
Blayden; nor was it our duty to unite the several projects which terminate on
the opposite banks of the Tyne ; but we pressed upon the engineers concerned the
expediency of submitting to us their respective views on this important subject in
a complete form.* This, however, owing to some conflicting interests, has not
been done in so satisfactory a manner as we could have desired. The terminus
proposed by Mr. Storey for the Great North of England is 85 feet above the level
of the Tyne at high water, and this terminus is proposed to be 50 chains to the
west of the present bridge, and immediately opposite to the Newcastle terminus
of the Newcastle and Carlisle Railway. It is also considerably above the level of
Mr. Blackmore's terminus at Redheugh, on the south side of the Tyne, and 9G
feet below the terminus at the Town Moor.
To unite with the Gateshead Line, a plane falling 25 feet per mile would be
requisite to bring the Great North of England Railway in connexion with the
Redheugh Branch, near the banks of the Tyne.
Mr. Nicholson, the engineer of the North Shields Railway, submitted to us a
plan for connecting Mr. Stephenson's East Coast Line with the North Shields Line
at the Newcastle terminus, and Mr. Stephenson has since sent in a proposition for
crossing the Tyne from that terminus to the Brandling Junction Line by a bridge
1,120 feet in length and 115 feet in extreme height.f
This would be below or to the eastward of the present public bridge, and would,
therefore, to a certain degree, interfere with the navigation of the river, and more¬
over it would be very objectionable to run the Great Trunk Line along a part of
the North Shields Railway, as suggested by Mr. Nicholson. We shall give our
reasons for this objection when speaking of the project for using the minor Lines
in the county of Durham for the great national traffic.
Under all circumstances, we are of opinion that if the East Coast Line
should be formed, a bridge for the Railway should be constructed above the
Line of the present public bridge, that is to the westward of it, and at such a level
as may best suit the two projects which it would unite; and it would be desirable
to form a joint station at the present terminus of the Carlisle and Newcastle
Railway. But if the Inland Line by Hexham should be adopted, the expense of
forming a new bridge over the Tyne might possibly be saved by connecting the See Plate, Appen-
Great North of England Line with the Redheugh Branch. dlx> No. '4-
In examining the Inland Line by Ilexham, we were accompanied by Mr. Black-
more, the engineer, who projected this Railway.
Examination
* Since our inspection of Mr. Blackmore's Line, he has sent us a sketch showing the manner in
which he would cross the Tyne; and Messrs. Wood & Harrison have also submitted a project for
this crossing.
+ In the Appendix, the section of this proposed crossing of the Tyne is given.
132. B 3
///
i4 FOURTH REPORT ON RAILWAY COMMUNICATION
Inland Line bv Examination of the Inland Line by Hexham.—This Line is intended as a
Hexham. " means of communication to Edinburgh, both from the east and west, with which
view it is intended that it should branch off" from the Carlisle and Newcastle
Railway at Hexham, a station which is 20^ miles from Newcastle and Gateshead,
and about 40 miles from Carlisle.
The Line which the Railway would take from Hexham is up the valley
of the North Tyne, passing in its course the villages of Hams-Haugh and Wark,
and the market-town of Bellingham. Up to this point, it runs nearly parallel to
the Watling-street Road, from Corbridge to Corsenside.
From Bellingham the Line takes a direction rather more to the westward, still
following the course of the North Tyne, as far as Iveilder Castle, leaving Ca-
pleston Edge to'the south, and passing near the villages of Charlton, Fallstone
and Plasketts. From Iveilder Castle the Line enters a district almost entirely
composed of moor land, taking a course towards Note-oth-gate, which
Mr. Blackmore represents to be the lowest pass of this district of the border
mountains, and he proposes to cross this ridge by a tunnel of 2,970 yards in length.
The Line will here pass under the turnpike road leading from Long Town to
Jedburgh. From Hexham to Note-oth-gate the Line is one continued ascent
to the mouth of the tunnel, being a length of 05 miles. This is the first summit,
and, according to Mr. Blackmore's section, it is 091 feet above the level of the
Newcastle and Carlisle Railway at Tyne Green, Hexham, which is the point of
departure of this proposed Railway, and it is 800 feet above the level of high
water at Newcastle-upon-Tyne.
Including the tunnel, the Line falls for upwards of 14 miles, entering Rox¬
burghshire near the source of the Rule Water, and proceeding along the vale of
that river till it passes near Booncester Bridge, leaving the village of Hobkirk
to the east; skirting the base of the mountain called " Rubers Law" and crossing
the Teviot within a mile and a half of Minto Castle, and about four miles to the
eastward of the town of Hawick ; the Line then takes a northerly direction
towards Melrose, crossing the Ale Water, and passing through Newton. It
crosses the Tweed about a mile to the eastward of Melrose, on the north of Gat-
tonside, and then it is directed towards Galashiels, passing up the vale of the
Gala Water, which stream it crosses several times.
At the crossing of the Teviot, which is 48-^ miles from Hexham, the Line,
according to Mr. Blackmore's section, is 291 feet above the Newcastle and
Carlisle Railway at Tyne Green, Hexham ; having fallen 400 feet in 14^ miles ;
between the crossing of the Teviot and the Tweed, a distance of 11 miles, there
is a difference of level of 29 feet.
The Line crosses the Middleton Ridge between Lammermuir and Moorfoot
Hills, keeping nearly the course of the turnpike road, and it reaches the second or
northern summit at a little beyond Hanging Shaw. In this distance of 29 miles
from the crossing of the Teviot, the Line rises 403 feet, being 094 feet above the
level of the Newcastle and Carlisle Railway at Tyne Green, Hexham, and 809
above the level of high water mark at Newcastle.
This summit is only three feet above the summit at Note-oth-gate.
T1 le Line passes through Fala Hill and Chriehton Moss by a tunnel and long
cutting; curves round to the west by the village of Bortliwick, and crossing the
Dalkeith turnpike road, it skirts the northern side of Armstone Park, and from
thence descends in nearly a direct course to Bruntsfield Links at Edinburgh,
passing to the west of the village of Laswade, and through Lone Head; crossing
in its course the North and South Esk, and the Dryden and Jordan Burns.
From the Middleton Ridge it falls 521 feet in the distance of 18 miles.
Mr. Blackmore states that, in the event of its being considered desirable, he
could form a junction with the Edinburgh terminus of the Glasgow and
Edinburgh Railway by means of an inclined plane.
It is now proper we should give a detailed statement of Mr. Blackmore's Line
as set forth in the drawings and documents submitted to us, the accuracy of
which our local inspection did not give us any reason to doubt.
Commencing at the Hexham station, the Line rises for 11 miles at the rate of
1 in 224; then 11 miles at 1 in 511, and afterwards 12J miles at 1 in 203. In
this total distance of 34 § miles, the South Tyne will have to be crossed once, and
the
//:
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac. 15
the North Tyne to he diverted four times, and crossed seven times, on bridges Inland Line by
of the following dimensionsHexham.
length.
extreme
height.
Feel.
Feet.
1st. Over the South Tyne ------
1,000
20
Over the North Tyne ------
32a
35
Ditto - - ditto ------
310
40
Ditto - - ditto ------
344
70
Ditto - - ditto ------
270
50
Ditto - - ditto ------
200
70
Ditto - - ditto ------
190 1
70
Ditto - - ditto ------
190 j
65
The river diversions will amount, in total length, to 5,874 feet, and the fol¬
lowing burns will have to be crossed:—the Bellingham, the Tarsed, the Falstone,
the Hawkliope, the Catcleugh, the Liddle, and some few other minor streams.
With a view of closing this part of the subject, we shall enumerate such other
bridges as it appears this Line will require, taking them in the order in which
they would occur, proceeding northward :—
length.
extreme
height.
Feet.
Feet.
Rule Water (three arches of 50 feet each) - - - -
200
120
Teviot - -- -- -- -- -
1,200
165
Tweed - -- -- -- -- -
399
135
Gala Water (12 crossings, each with one arch of 50 feet span)
-
30
South Esk Viaduct --------
660
120
Ditto - -- -- -- -- -
528
110
North Esk - -- -- -- --
462
185
Dryden Burn ---------
594
160
Blackford Burn (one arch, 40 feet with flank walls)
-
160
Jordan Burn - - ditto - - ditto -
-
48
The remaining burns to be crossed are the Catlee, the Wauchope, the Swan-
shield, the Hobs, the Hall Rule, the Spittal, the Denholme, the Ale, the Newton
Burn, the Bogle, the Ellwand Water, the Heriot Water, the Borthwiclc Burn, and
several small brooks.
The bridges or arches for turnpike roads are 7 over and 10 under the Railway.
The township road bridges are 27 under and 18 over the Railway; and the occu¬
pation bridges are 35 in number.
For the greater proportion of the burns, culverts of various dimensions will
probably be sufficient.
The larger bridges would be chiefly constructed with stone, for which ma-
terials may generally be found in the cuttings that would have to be made; and Air.
Rlackmore proposes to adopt, for some of them, stone piers with a superstructure
of wood, according to the mode which he has practised in other situations, and
of which a drawing will be found in the Appendix.
The following Table shows in detail the gradients and quantity of earthwork
that would probably be required from Hexham to Edinburgh :—
Gradient. j Earthwork.
Remarks.
Total
Distance.
Length
of
Gradients.
Inclination.
Length.
Height or Depth.
Extreme.
Mean.
•files. Chains.
1 1
Miles. Chains.
11
i in 224 "1
rising - J
Yards.
embankment - 680
tunnel - - 440
cutting - - 2,310
embankment - 1,780
cutting - - 660
ditto - - 1,760
embankment - 780
Feet.
37
125
33
50
50
50
Feet.
20
1 10
24
30
30
40
Hexham.
- - supposed to be in gravel
and black clay.
gtavel and clay.
132. ]) 4 (continued.)
i6
FOURTH REPORT ON RAILWAY COMMUNICATION
Inland Line by
llexham.
Gradient.
Earthwork.
Total
Length
Length.
Height or Depth.
Remarks.
of
Gradients,
Inclination.
Distance.
Extreme.
Mean.
Miles. Chains.
Miles. Chains.
Yards.
Feet.
Feet.
22
11
1 i n 511 "I
cutting -
• 1,210
120
70
rising -J
embankment
- 2,200
30
25
cutting -
" 770
40
30
gravel and clay.
embankment
- 1,100
50
35
cutting -
- 880
30
25
in clay.
ditto -
- 946
40
30
gravel and clay.
embankment
72 6
40
25
cutting -
- L320
Go
35
gravel and freestone.
34 26
12 26
1 in 203 "1
rising -f
- ditto -
- 594
50
40
freestone.
J
embankment
cutting -
- 326
- 550
60
35
50
30
Valley of the Tyne.
embankment
- 594
60
50
- ditto.
cutting -
• 330
35
30
gravel.
embankment
- 382
60
40
Valley of the Tyne.
cutting -
- 330
35
30
gravel.
ditto -
- 990
50
25
- ditto.
ditto -
- l320
70
30
gravel and clay.
embankment
660
110
50
Liddle Burn.
cutting -
- 1,320
180
120
- - supposed to be free¬
stone, with moss on top.
The Line has here reached the summit hill, composed of grey slate and grau-
wacke. The total distance through this hill would be 5,478 yards, of which
Mr. Blackmore proposes to tunnel only 2,070; but on the south side the
tunnel would open into a cutting 180 feet deep, and on the north side the
cutting would be 170 feet deep; we therefore are of opinion, as such works are
very unusual, that the tunnel should be carried 550 yards further to the north,
and G38 yards further to the south, making a total length of 4,158 yards;
cuttings would still remain of 1,320 yards in length, averaging 85 feet in depth.
Gradient.
Earthwork.
Total
Length.
Height or Depth.
Remarks.
rtf
Inclination.
Length.
Distance.
Gradients.
Extreme.
Mean.
Miles.
Chains.
Yards.
Feet.
Feet.
40
5
54
1 in 176 I
falling -J
cutting -
tunnel -
embankment
-
1,320
4,158
820
I 10
110
85
90
48
64
8
64
1 in 203 1
falling - J
cutting -
_
1,100
70
40
gravel and clay.
embankment
cutting -
embankment
cutting -
-
264
660
220
440
90
40
80
50
70
qo
80
35
Hobs Burn,
gravel and clay.
embankment
-
330
45
30
Spittal Tower Burn.
cutting -
-
1,760
110
60
freestone and gravel.
embankment
-
1,892
70
40
Denholm Burn and brooks.
ditto -
-
33°
110
75
Teviot Vale.
16
ditto -
-
440
60
40
51
-
2
1 i» 395 \
rising - J
cutting -
-
33°
40
30
clay.
57
40
40
- ditto -
-
4,070
60
30
sand.
0
embankment
cutting -
-
176
704
40
80
25
45
grauwacke and clay.
embankment
-
770
70
45
- - ditto.
cutting -
-
1,540
70
45
embankment
.
55°
60
35
cutting -
-
99°
60
3°
gravel and clay.
embankment
-
264
50
30
59
40
2
—
1 in 1,760 "1
rising - J
cutting -
embankment
-
1,144
33°
200
60
54
40
54
- • ditto.
Bogle Burn.
ditto -
-
80
80
Valley of the Tweed.
62
40
3
-
1 in 660 1
cutting -
880
30
20
|Ellwand Water Vale.
rising -J
embankment
-
1,156
40
30
ditto -
132
100
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac. 17
Gradient.
Total
Distance.
Miles. Chains.
65 40
77 40
Length
of
Gradients.
Mil... Chains.
3
12
40
Inclination.
1 in 220 "I
rising - J
1 in 188
rising - J
1 in 165 1
fallir
" J
05 40 I 10
95 40
1 in 203 ->
falling - /
Earthwork.
Length.
Height or Depth.
Extreme.
Mean.
Yards.
Feet.
Feet.
cutting -
660
2.5
18
embankment -
360
60
30
cutting -
400
50
50
embankment -
132
60
Co
tunnel
220
cutting -
440
50
50
embankment -
836
45
30
ditto -
260
45
45
ditto -
176
40
40
tunnel -
440
embankment -
220
30
3o
ditto -
572
35
35
ditto -
550
40
25
ditto -
330
40
40
cutting -
682
60
40
embankment -
880
50
30
cutting -
220
65
30
embankment -
222
40
35
cutting -
990
30
20
ditto -
264
55
40
ditto -
484
55
45
embankment -
550
45
40
ditto -
704
45
45
cutting -
880
60
35
ditto -
550
30
30
embankment -
330
20
20
cutting -
1,870
90
50
tunnel -
880
-
cutting -
1,760
So
50
ditto -
704
120
90
ditto -
2,354
75
55
embankment -
176
120
120
cutting -
176
30
30
embankment -
660
40
35
cutting -
550
35
35
ditto -
1,760
50
40
embankment -
220
50
50
embankment -
154
45
45
cutting -
396
45
45
ditto -
1,760
15
15
embankment -
1,100
60
40
cutting -
880
30
20
embankment -
198
60
32
cutting -
396
40
35
ditto -
660
50
40
cutting -
770
60
35
embankment -
220
40
40
cutting -
704
50
40
ditto -
396
35
30
embankment -
770
150
70
cutting -
330
50
50
embankment -
1,100
120
60
to Edinburgh.
Remarks.
Inland Line by
Hexhant.
clay and gravel.
- - ditto.
j-Gala Water,
gravel.
|Gala Water.
Gala Water,
in rock.
Gala Water.
Igravel.
- Gala Water ; two
}
gravel.
Heriot Water.
in rock (Fallow Hill),
in rock.
- -sand and gravel un¬
der Chrichton Moss.
J- gravel and rock.
- - bridge over Borth-
wick Burn.
}
clay and gravel.
ravine,
in freestone,
sand and gravel.
gravel and rock.
Dryden Burn.
gravel.
gravel and freestone.
\
gravel.
Back Ford.
gravel.
Edinburgh.
Having now given a full description of the Line proposed by Air. Blackmore, we
feel it proper to state, that he has selected his route through an exceedingly diffi¬
cult country, in a skilful and able manner.
In the arguments which Mr. Blackmore has brought before us in its favour, ho
has laid great stress on the advantage which the midland country would derive
from a Railway passing through it. On this we have to remark, that from
Bellingham to Hawick there is scarcely any population whatever, and we do
not conceive that there is much probability of the traffic in minerals being for
many years carried 011 to such an extent as to present a substantial argument in
favour of this Line. From Hawick northwards, the Line passes through a more
fertile tract, and the towns of Ilawick, Jedburg, Selkirk, Melrose and Galashiels
would doubtless bring considerable traffic to a Railway in this district.
132. g The
IS FOURTH REPORT ON RAILWAY COMMUNICATION
The next Line that underwent examination was one projected as a Branch to
Edinburgh, from a point on the Line surveyed under the direction of Mr. Miller
and Mr. Locke, for a communication between Carlisle and Glasgow, by the Annan
and Clyde.
Mr.Miller's Branch This Branch Line, which has been brought forward by Mr. Miller, is proposed
Line from Thanker- to be connected at a village called Thankerton with the main Clydesdale Line be-
ton to Edinburgh. . m v i ■, ™
8 tween Carlisle and Glasgow.
The object in the Thankerton Line is to form a communication through
Lanarkshire, from Carlisle to Edinburgh.
Mr. Miller avails himself of the first seven miles of the Edinburgh and Glasgow
Railway, and proceeding from a point near Hillwood, he takes a course by the north
side of the Pentland Range, crossing the Union Canal, and up the valley of the
Almond Water, skirting the north corner of Lord Torphichen's property. The Line
passes near the villages of Mhl-Calder and Wilsontown, attaining its summit,
which is 835 feet above the level of the sea, close to the boundary of the counties
of Midlothian and Lanark. It then descends into the, valley of the Clyde,
following for some distance the course of the River Mouse, which it crosses near
the village of Carstairs, leaving the town of Lanark on the west, and the market
village of Carnwath on the east. The Clyde is crossed near Carstairs House,
whence the Line proceeds towards the village of Pettinain, in a line nearly parallel
to the course of the river, and it forms a junction with Mr. Locke's Glasgow and
Carlisle Line at the village of Thankerton. Mr. Miller not having personally
examined this route, it was pointed out by Mr. Riddle, the gentleman who had
surveyed it under the direction of Mr. Miller.
The nature of the country is such as to require severe gradients, to overcome
the summit which it is necessary to pass; but Mr. Riddle seems to have selected
his ground with great judgment, and the section, which is the result of an
exploring rather than of a definite and final or very minute survey, shows, as will
be seen by the following description, very easy work; and it is remarkable
that in this distance of 30 £ miles through a lofty, if not a mountainous district,
no tunnel appears to be necessary. This section was the only document given
in by Mr. Miller antecedent to our examination; and in the absence of a field plan
it was difficult to get a very complete knowledge of the minute features of the
country, but there does not appear to be any reason whatever for doubting the
correctness of the section, and indeed the Line seems to have been chosen and
delineated with much intelligence and fidelity.
A great proportion of it passes over an uncultivated tract of country, and
throughout its whole extent the population is very scanty, but the facilities
of construction are so great, that in the event of Mr. Locke's Line being
made, this proposed Branch from Thankerton to Edinburgh might be formed, if
objections that Ave do not foresee should arise to the Symington Line submitted
by Messrs. M'Callum &c Dundas, which has advantages of a mechanical character
entitling it, in our opinion, to a preference. In either case, a Railway in this
Line, while it would place Edinburgh in connexion Avitli Carlisle and the manu¬
facturing' toA\ns 'of Lancashire, would open the district betAveen Carstairs and
Mid-Calder, in AAhich it is known that there are valuable mines of iron and coal:
but, as far as regards a passenger traffic, there cannot be much expected beyond
Avhat the termini may supply, the intermediate villages being occupied chiefly
by persons in humble life.
The gradients on this Line are as folloAvs, commencing at the proposed Hill-
wood Junction of the Edinburgh and Glasgow Railway.
On the Thankerton Branch.
Miles. Chains.
Distance - - - - 3 - rising 1 in 132.
„ - - - - 1 - level.
„ - - - - 10 - rising 1 in 132
„ - - - - 4 45 rising 1 in 1501
™ i i >summit.
60 level - -J
5 48 I falling 1 in 160.
n. i i ,'the crossing of the Vale.
1 64 leveli of the Clyde.
- 3 63 rising 1 in 1,000.
Total - - - 30 40 b
The
//
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. jg
The Thankerton Line crosses the Union Canal at an elevation of 10 A feet above Mr.Miller's Branch
tlie surface of tlie water by an iron bridge, connected with two embankments, the Line from Thauker-
first of 22 chains in length, and GO feet in extreme and 50 feet in mean height; and ton t0 Edinburgh,
the second of 20 chains in length, and 45 feet in extreme and 40 feet in mean
height, bringing the Line to the end of the first gradient.
In the following mile, which is level, there will be a bridge over the Almond
Water of one arch of 40 feet span and GO feet in height, with embanked approaches,
measuring in extreme length, including the bridge, 10 chains. The remainder of
the work will be very light.
In the third gradient, which is 10 miles long, the understated work will be
necessary:
The road to Upliall will have to be raised where the Line intersects it, and an
embankment of three-quarters of a mile in length will have to be formed,
including a second bridge over the Almond Water, of GO feet span and 54 feet in
height. The Line then crosses by an ordinary bridge the old Edinburgh and
Glasgow road, skirts the North corner of Lord Torpliichen's domain, as has been
already noticed, passes a small burn by a 6 feet arch, and over the Dedridge Road,
which will have to be lowered, and then under the road to Bell's Quarry; two small
burns are then to be crossed, and further on the Harewood Water, by a bridge
of 15 feet span and 30 feet in height, approached by short embankments. The
road to Polbeth will have to bo carried over the Line, and afterwards a burn must
be crossed by a 10 feet arch. The Line of Railway will pass by bridges over the
carriage roads at Moss-end and Brick Mill, and take a course a quarter of a mile
to the north of the village of West-Calder.
At the 10th mile, reckoning from the junction with the Edinburgh and Glas¬
gow Railway, an embankment will be formed of half a mile in length ; in extreme
height 25 feet, and in mean height 8 feet. The Line then crosses by a bridge
over the road to Blackburn, which must be lowered, and then over the Seato Burn
by a bridge of 18 feet span and 4G feet in height, approached by short embank¬
ments. The Blackhill Burn is passed in the same way; the bridge in this case
having a 12 feet span and a height of 33 feet, with very short embanked
approaches. A cutting follows of three-quarters of a mile in length and 11 feet in
extreme height.
At the 14th mile the mineral district is entered. In the fourth gradient the
Line crosses a burn by a bridge of 8 feet span and 8 feet in height, with short
embankments, after which there is a cutting of three-quarters of a mile in length,
and of 25 feet in extreme and 18 feet in mean depth, in moss and clay. In this
gradient there is a considerable tract of moor land. The Line crosses the
Edinburgh and Ayr turnpike road, and then runs close to the farm-house of
Muldron. The Darmead Burn is to be crossed by a bridge of 8 feet span and
25 feet in height, then the road to Wilsontown and a small burn, also by bridges.
Between the I7tli and 18th miles a cutting of half a mile in length, and of 20
feet in extreme and 14 feet in mean depth will have to be made, from which an
embankment across the Darmead Lyn will be formed.
The summit is attained in a cutting through freestone and slate of two miles in
length, and of 65 feet in extreme and 40 feet in mean depth, presenting one of
the heaviest pieces of work in this project, and here a level is proposed of GO
chains in length. The total rise in 18I> miles to this point being G81 feet.
The Line now commences its fall towards the vale of the Clyde at the rate of
1 in 160, being the sixth gradient. At the end of the last-mentioned cutting the
Abbey Burn is to be passed by a small bridge, joined by short embank¬
ments, followed by a cutting of one-fifth of a mile in length, and of 20 feet
extreme and of 12 feet mean depth; then an embankment of half a mile in
length, and of 70 feet extreme and of 40 feet mean height will be requisite over
tlie ravine of tlie Abbey Burn, the water being crossed by a bridge of 18 feet
span ; the embankment reaches to Cover-liill. At the 21st mile the Moorland
District, which was entered upon near the 15th mile, terminates, and is followed
by a tract of comparative fertility. Between the 21st and 22d miles Westerton
Burn has to be crossed by a 10 feet arch, with embanked approaches of one-eighth
of a mile each, and of the average height of 30 feet.
At the 22d mile the Line will have to be carried under the Lanark turnpike
road, in a cutting of 18 feet extreme depth and half a mile long, followed by an
embankment also about half a mile long and of the extreme height of 32 feet,
passing the farm of Fall-hill, at " Sheaf-know," where there would be a short
132. 0 2 cutting.
■20
FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Milter's Branch cutting. Another embankment will have to extend from thence to the Mouse
totm(Te'di'nb3"r" ^a^er (a leng-tli of two-thirds of a mile), of 26 feet extreme and 20 feet mean
"k!* height. A bridge will be required over the Carstairs turnpike road at Cowford,
and a bridge of 30 feet span and 32 feet in height for the River Mouse.
A cutting through gravel, with a very undulating surface, then occurs of the
length of a quarter of a mile, and of the extreme height of 45 feet, and an average
height of 38 feet.
The Railway will pass within 150 yards of the village of Carstairs, and cross
by a bridge over the Lanark road, and by another bridge over a stream near the
Manse of Carstairs, where the descending gradient of 1 in 160 terminates, and
a level of 1 mile and 64 chains in length commences.
There must be a bridge of 16 feet in height for the road, and a six feet culvert
for the stream ; then a cutting will be required of one-third of a mile through
gravel and sand, and of 42 feet in extreme depth. The Line crosses over a moss for
one-third of a mile, where an embankment of about 10 feet in height would be
requisite and two short cuttings, bringing the Line to the vale of the Clyde, across
which there will be an embankment of about a quarter of a mile in length, and 65
feet in height. The river will be passed bya bridge of about 65 feet in height, having
a 90 feet span for the centre, and a span of 50 feet for each of the two side arches.
Here the last gradient begins, which, rising 1 in 1,000 for 3 miles and 63 chains,
carries the Line to the level of Mr. Locke's Carlisle and Glasgow Line at Than-
kerton. The work in this distance consists of a cutting of two and a quarter miles
in length, of the average depth of 40 feet, and of the extreme depth of 65.
The Line passes under the Lanark road near the village of Pettinain, and
also under the road to Whitehall, in a cutting of three-quarters of a mile in length,
and averaging in depth 30 feet. At the end of this cutting an embankment com¬
mences of a mile in length with a bridge of 16 feet span, and 28 feet in height
over the Glade Burn.
The foregoing description of this Line shows the facility of construction which
it presents. In a distance of 304 miles there is no tunnel; the cuttings and
embankments are of moderate dimensions: the highest bridge is 71 feet, and, with
the exception of that over the Clyde, they arc all of unusually small dimensions,
and of one arch only. The number of occupation bridges will be less, perhaps,
than on any other existing Line of equal length; and the other bridges, for the
whole distance, will not he numerous.
The cuttings on the Line will probably produce stone and lime for the bridges,
and ballast for the permanent way, but, notwithstanding all these advantages of
construction, the district through which the Railway would pass is so deficient in
population that it cannot be pretended that the local traffic, on any part of it,
could remunerate the parties who might incur the expense of its construction.
It is to the " through traffic," therefore, that the proprietors would have to look
for their profit.
TaBLE of Gradients and Earthwork on Mr. Millers Line from Thankerton to Edinburgh.
Gradient.
Earthwork.
Total
Distance.
Length '
of
Gradients.
Inclination.
Length.
Miles. Chains. Miles. Chains. |
3 C3
5 47
11
3 63 j I in 1,000 falling; fillir
1 64 level
48J
1 in :6o rising
ditto
filling
cutting -
filing
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
Yards.
l.CjO
1,210
2,200
374
594
638
31)6
880
Gfio
2G4
440
1,408
33o
1,760
880
Height or Depth.
Extreme. Mean.
Feet.
40
40
65
35
58
65
20
16
44
25
45
32
20
32
18
Feet.
20
28
40
20
35
60
12
10
35
16
26
22
12
20
12
Remarks.
Thankerton.
?/
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac.
21
Gradient.
Total
Distance.
Miles, Chains,
" 75 J
16 40^
26 40 J
Length
of
Gradients.
Inclination.
Earthwork.
Length.
27
30 4O5
Miles. Chains,
Co
4 45
10
30 40J
7 -
37 4°J
1 in 1G0
level
1 in 150 falling
1 in 132 falling -
level
1 in 132 falling
rilling
ditto
cutting
ditto
ditto
filling
cutting
ditto
ditto
filling
cutting
ditto
filling
cutting
ditto
filling
ditto
ditto
cutting
filling
cutting
filling
ditto
cutting
filling
cutting
Yards.
■ 836
- 1,100
- 440
968
- G320
- 440
- 1,166
- 1,166
- 1,320
660
- 1,364
- 880
• 1,716
" 440
- 594
- 440
- 1,320
- 1,166
- 1,430
- 176
- 1,210
- 506
- 528
- 1,320
- 1,320
- 352
Extreme.
Feet.
60
71
20
46
65
12
20
6
25
34
12
12
25
11
9
8
12
50
20
03
17
45
60
10
16
20
Mean.
Feet.
38
28
15
30
40
6
14
5
20
10
8
8
8
10
6
6
8
20
10
40
14
35
35
7
12
16
Mr. Miller's
Branch Line from
Thankerton to
p w a n X JJctllRCI LUI1
Height or Depth. REMARKS. Edjnbu,gL
j"On the Edinburgh and Glasgow Railway, from the Haymarket at
L Edinburgh, to Hillwood.
Total from Thankerton to Edinburgh.
The general form of the country between Edinburgh and those points on the Other Branch
Clydesdale Line, where a junction would be practicable, having been seen in the Lines to Edinburgh,
examination of Mr. Miller's Line, which we have just described, it was not
considered necessary, in the present state of this investigation, to make a
close survey of the other two Lines projected for a similar object, because, as we
are not supplied with a field plan of either; as their properties are not essen¬
tially different, and as we have no satisfactory estimate of their probable relative
cost, it would not be possible, fairly, to test their merits and assign a positive
and final preference. Should, however, the Clydesdale route be adopted as the
Line of communication from Carlisle to Glasgow, it would then be right to
institute a fresh and minute examination between that Line and Edinburgh,
with a view to discover the most suitable direction for the branch Railway, but
the want of proper documents prevents our now deciding this point, and we
shall therefore confine ourselves to giving, in page 27, a Table of the Gradients,
showing also the probable amount of work on the Symington Line; for a descrip¬
tion of which reference may be had to the engineer's report in the Appendix,
No. 21.
Examination of the East Coast Line.
The present eastern terminus of the Edinburgh and Glasgow Railway is at the East Coast Line.
Haymarket, Edinburgh, but the engineers of that Railway informed us that the
Company is about to take the necessary steps for extending the Line by the foot
of the Castle Hill and through Prince's Gardens to the North Bridge, where it
is understood they can obtain 011 moderate terms the requisite space for a large
depot. The projectors of the Great North British or East Coast Railway con¬
template making this station their northern terminus.
Starting from hence, this project takes a line passing round the north side of
Pier's Hill Barrack over the Prestalric Meadow, by an embankment of half a mile
132. c 3 ill
22 FOURTH REPORT ON RAILWAY COMMUNICATION
M \ G. Stephen- in length and of 23 feet in height, having a short viaduct over the turnpike road ; it
son's East Coast then passes through a low cutting near Jock's Lodge turnpike gate, and keeping a
course so as to leave Portobello and Musselboro to the north, it takes a direction
about midway between Preston Pans and Tranent, to the south of Seaton and
Long Niddrey, south of Wemyss House and north of Ballencrief; it then curves
round to the north of West Fortune and through the village of East Fortune,
whence it is directed to the village of Linton, intersecting the turnpike road
from Edinbuigh to Dunbar. It will be observed, that this Line passes about
midway between Haddington and North Berwick. Leaving Linton, the Line
crosses the Tyne by a bridge 85 feet in height, keeps to the south of the Dunbar
Road, and passes Nineware and Belton, and the valley of the Hedderwick Burn
by an embankment of a mile in length, the centre part being crossed by a viaduct
COO yards in length and 05 feet in height; the Biel Water requires a bridge of
88 feet in height and 100 yards in length. The Line continues in a direction towards
Bowerhouses, where a branch is proposed to Dunbar, of rather more than two
miles in length, of which above a mile and a half fall at the rate of one foot
in 65 feet 8 inches, and about 20 chains at the rate of one in 3.9, the remainder
being level. From the point of junction, the Line follows very nearly the
bend of the coast for several miles. Between the 27th and 28th miles from
Leitli Walk, the Spott Burn is crossed by a bridge 50 yards long and 47 feet
high, and the Dry Burn by a viaduct 170 yards long and 95 feet high. The
Line passes to the north-east of Innerwick and Brunxton, and to the south¬
west of Cockburnpatli, where it crosses three turnpike roads, and a stream which
empties itself into the sea near Lineliead; from Linehead the shore runs to the east
towards St. Abb's Head, whereas the proposed Railway takes a south-easterly course,
reaching the Ey Water near Ronton House, and crossing this river three times.
Between Renton and West Reston, where it leaves the river, and skirts round by Peel
walls, it takes a course rather to the northward of East, and crosses the Berwick
turnpike road near the village of Cocklaw and the road between Ayton and the
sea, at Flemington; it then curves with the shore, occasionally encroaching upon
the sea near Marshall Meadows, from whence it gradually curves towards the west
side of Berwick-upon-Tweed.
We were accompanied in our inspection by Mr. Grainger, civil engineer, who
arranged this part of the project with Mr. Stephenson. Having now brought
this Line to the border, we will make some remarks upon the more important
works which it would involve.
Starting from Leith Walk, there is a viaduct at Portobello, another over the Esk,
a third over the Tyne, a fourth over the Hedderwick Burn; the crossing of the
Biel Water and the Thurston Burn, two tunnels and a viaduct at the 34th mile, a
tunnel at the 38th mile, another at the 40th mile, a viaduct at the 47th mile, two
lofty viaducts at the 51st mile, of the respective heights of 1G5 feet and 110 feet,
opposite Marshall Meadows ; another short viaduct of 130 feet in height, and
about midway between that point and Berwick another of the same height.
The foregoing works, as well as those of minor importance, are comprehended
in the Table which will be found at the end of the description of this project.
From Berwick southwards, the details, as well as the general features of the
East Coast Line, have been under the special direction of Mi1. George Stephenson,
but the Line was pointed out by his assistant, Mr. Bourne.
The first work is the crossing of the Tweed, where a bridge would be required
of 726 yards in length and 95 feet in extreme height. It is proposed to be con¬
structed of laminated timber, according to a plan of Messrs. Green, of Newcastle,
a sketch of which will be found in the Appendix.
The Line curves round to the west of Tweed Mouth, and to the south of Spittal,
and continues towards the coast, which it touches near Spittal Moor ; it runs then
nearly parallel to the shore for several miles, till it conies about opposite to
Belford, crossing some small brooks and burns, but with tolerably easy work up
to this point. The Line crosses the Waren Burn between the villages of Lucker
and IToppen, passes through Lucker's Bog, south of Newham, over the Longnanny
Burn, and the Brunton Burn, whence it takes a course to the north-east of
Embleton; here it again approaches the coast, and crosses Embleton Burn and
the public road. From Embleton it proceeds in a south-easterly direction, till
it curves round between Ilowick House and the sea. It crosses the Ilowick Burn
by a viaduct of 132 yards in length and 51 feet in height.
During
22
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac. 23
During our examination of tliis Line, Lord Grey expressed very strong objec- Mr. G. Stephen-
tions to a Railway passing through his pleasure-grounds, and cutting off his private son's East Coast
communication with the sea, in the manner proposed by Mr. George Stephenson. ine"
We communicated his Lordship's observations to Mr. Bourne, Mr. G. Stephen¬
son's assistant, who informed us that the Line might be changed so as to pass
to the west instead of to the east of Ilowick Park, by which means the incon¬
venience apprehended by Lord Grey might be obviated. However, if the deviated
Line should be adopted from Newcastle by Morpeth, this part of the question would
be set at rest.
From the Ilowick Burn the Line proceeds direct to Foxton Hall, where it
curves with the coast, and passing through a deep but short cutting, crosses
the River Aln near its mouth by a viaduct* 1,100 yards in length and 55 feet
in height. We observed, however, that a viaduct or embankment in this direction
might interfere witli the vessels which use this river, and therefore we are of
opinion that it would be preferable to adopt a Line that would cross the Aln near
Lesbury. Mr. Bourne did not seem to have a doubt that this deviation would be
approved of by Mr. Stephenson, though the work might be on the whole, perhaps,
rather more expensive than by the original Line; so far as the mere crossing
of the river is concerned, it would probably be less so at Lesbury than nearer its
mouth, and the alteration requested by Lord Grey would be the more easily effected.
The next point of importance is the crossing of the River Coquet, by arching of
350 yards in length and 55 feet in height. The Line runs nearly south from the
crossing of the Coquet to the crossing of the Wansbeck, where a viaduct of 132
yards in length and of the extreme height of 99 feet would be required. Between
these two rivers the work would be comparatively easy, and from the Wansbeck
it would be equally light to the Blytli, where a viaduct of 154 yards in length and
90 feet in height would be requisite. Shortly after passing the Blytli, the main
Line branches off in two directions, one towards the Town Moor, and the other
to Heaton Colliery and the North Shields Railway, with which it is proposed to
make a junction; but as the section refers only to the Line towards the Town
Moor, we had not the means of examining the other project. A little to the south of
Gosfortli, another deviation is proposed by Mr. Stephenson, so as to run down to
form a junction with the North Shields Railway at its Newcastle station. A sec¬
tion of this will be found in the Appendix.
By this deviation Mr. Stephenson proposes to cross the Tyne to the eastward of
the present bridge, and to unite with the Brandling Junction and the Great North
of England Railways; the passage of the river to be effected by the construction
of a laminated bridge, similar to that proposed to be formed over the Tweed.
TABLE of Gradients and Earthwork of the East Coast Line.
Gradients.
Earthwork.
Remarks.
Total
Distance.
Length
of
Gradients.
Inclination.
Length.
Height or Depth.
Extreme.
Mean.
Miles.
Chains.
Miles.
Chains.
Yards.
Feet-
Feet-
-
8
-
8
level
cutting
- 154
19
14
Edinburgh.
2
39
2
3i
1 in 938 falling -
ditto
- 1,606
20
16
filling
- 94G
24
19
cutting
- 594
14
11
filling
- 1,056
40
25
3
4
-
45
1 in 1,008 falling
ditto
- 990
44
26
4
25
1
21
1 in 1,913 falling
cutting
- 2,376
40
27
5
74
1
49
level
ditto
- 1,540
25
15
1 in 641 rising -
filling
- 1,166
40
37
7
31
1
37
cutting
- 550
12
9
filling
- 1,254
25
10
cutting
- 880
22
10
9
49
2
18
1 in 733 rising -
ditto
- 3,600
24
15
11
67
2
18
1 in 5,819 rising
ditto
- 1,012
16
9
filling
- 2,640
10
3
continued.)
* In the section delivered to us by Mr. Stephenson, he has shown a viaduct of only 132 yards
in length, but we are of opinion that, if this route be taken, the viaduct would 1 equire to be of the
length we have stated.
132.
C A
2//
24
FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. G. Stephen¬
son's East Coast
Line.
Gradients.
Total
Distance.
Miles. Chains.
13 64
H
18
76
1
19 26
22 51
24 Cl
33 77
38 67
Length
of
Gradients.
Miles. Chains.
1 77
12
5
1 25
3 25
2 10
o 16
70
39 44
4G G2
- 57
7 18
Inclination.
1 in 1,050 rising
1 in 1,007 Galling
1 in 672 falling -
1 in 987 rising -
1 in 656 rising -
1 in 461 rising -
1 in 300 rising -
1 in 330 rising -
1 in 389 rising •
1 in 310 falling
Earthwork.
Length.
yards.
Feet.
Feet.
cutting
-
-
264
8
6
filling
cutting
-
-
1,122
18
7
-
-
1,870
35
22
filling
-
-
440
14
9
ditto
-
-
2,046
35
25
ditto
-
-
660
25
18
cutting
-
-
2,508
H
6
filling
-
-
2,200
24
15
ditto
-
-
1,056
25
16
ditto
-
-
792
12
5
cutting
-
-
1,672
25
15
filling
-
-
2,046
45
25
cutting
-
-
1,144
45
25
filling
-
-
1,100
30
20
ditto
-
-
748
35
16
cutting
-
-
1,936
35
18
filling
.
-
1,012
32
12
ditto
-
-
i,7i6
68
43
ditto
-
-
308
88
45
ditto
-
-
528
12
6
cutting
-
-
396
7
5
ditto
-
-
1,100
35
17
ditto
-
-
990
50
26
filling
-
-
176
50
38
cutting
-
-
1,518
13
6
filling
cutting
-
-
880
38
20
-
-
990
45
22
filling
-
-
550
30
20
cutting
-
-
330
17
10
filling
-
-
220
95
75
ditto
-
-
1,408
40
28
cutting
-
-
1,056
18
6
filling
-
-
264
70
45
cutting
-
-
220
20
10
filling
-
-
308
50
20
cutting
-
-
308
10
6
filling
-
-
1,232
80
40
cutting
-
-
770
50
25
filling
-
-
242
45
37
cutting
-
-
88
38
25
tunnel
-
-
220
cutting
-
-
308
50
35
filling
-
-
374
111
60
cutting
-
-
66
50
28
tunnel
-
-
300
cutting
-
-
528
50
28
filling
-
-
660
60
24
cutting
-
-
154
10
6
filling
-
-
528
50
25
cutting
-
-
396
32
24
filling
-
-
528
80
25
cutting
-
-
528
23
20
filling
-
-
264
30
25
cutting
-
-
66
17
12
filling
-
132
80
50
cutting
-
-
792
40
20
filling
-
-
572
38
18
cutting
-
-
704
22
20
tunnel
-
-
350
cutting
-
-
748
60
35
ditto
-
-
396
50
30
ditto
-
-
660
36
29
filling
-
-
660
4
2
ditto
-
-
506
4
3
cutting
-
"
66
50
30
tunnel
-
440
cutting
-
-
528
50
30
filling
-
-
132
30
22
cutting
-
-
242
60
50
filling
-
-
264
25
14
cutting
-
-
55 0
23
14
filling
"
•
44°
5
3
Height or Depth.
Extreme. Mean
Remarks..
BETWEEN LONDON, EDINBURGH, GLASGOW7, Ac.
25
gradients.
earthwork.
total
length
height or depth.
remarks.
of
inclination.
length.
distance.
gradients.
extreme.
mean.
Miles. Chains.
Miles. Chains.
Turds.
Ftet.
Feet.
filling
-
- 1,430
60
40
ditto
-
- 1,188
22
1 2
cutting
-
- 440
13
10
filling
-
462
78
40
cutting
-
- 1,012
27
20
filling
-
- 1,540
39
25
ditto
-
- g870
39
18
cutting
-
- g254
27
16
filling
-
- 1,012
80
60
cutting
-
506
29
14
c*
00
1 in 317 falling
filling
-
- 1,672
50
32
1 60
cutting
-
660
20
14
filling
-
- g540
27
20
cutting
-
- 94g
25
15
55 44
7 2
1 in 310 falling
tunnel
-
220
cutting
-
- 572
56
35
filling
-
- 506
105
40
ditto
-
- 1,100
43
40
cutting
-
- 176
30
27
filling
-
- 440
170
110
ditto
-
- 286
no
60
cutting
-
220
64
54
filling
-
66
50
25
cutting
-
- 2,244
80
45
filling
-
66
103
103
cutting
-
- 1,650
28
20
filling
-
- 1,298
15
10
cutting
-
- 880
25
12
filling
-
66
30
20
cutting
-
110
20
16
Berwick.
58 1
2 37
1 in 498 falling -
arching
-
- 530
no
100
- - River
filling
-
- 1,320
60
45
Tweed.
1 in 330 falling -
cutting
-
- 3,740
32
20
G> 79
3 78
filling
-
- 374
45
25
cutting
-
- i,h4
30
25
filling
-
242
32
26
.
cutting
-
- 1,012
15
9
filling
-
- 946
16
10
cutting
-
- 440
8
6
filling
-
- 616
9
5
ditto
-
- 33o
9
4
filling
-
880
5
3
c2 79
1
level
ditto
-
- 1,760
5
O
c5 37
2 38
1 in 704 rising -
ditto
-
- 1,078
11
6
cutting
-
- 1,100
24
20
filling
-
- 660
15
10
70 6.5
5 28
cutting
-
- 1,518
19
10
1 in 341 rising -
filling
-
- 1,733
20
8
cutting
-
- 1,100
3
0
filling
-
660
15
12
ditto
-
- 1,54°
24
20
cutting
-
- 330
8
5
filling
-
- 1,364
26
8
cutting
-
- 1,628
24
17
level
-
74 g5
4
level
filling
-
-1,034
10
5
cutting
-
- 704
12
8
filling
-
858
10
8
cutting
-
-1,980
15
10
cutting
-
- 748
18
10
level
-
- 880
1 in 880 falling -
cutting
-
-1,034
12
8
77 65
3
filling
-
-1,293
16
8
cutting
-
- 440
13
10
filling
-
-1,364
15
6
cutting
-
- 506
8
6
79 21
1 36
1 in 562 rising -
ditto
-
-1,650
2 2
12
filling
-
-1,254
40
22
cutting
-
-1,188
9
5
1 in 377 falling -
ditto
-
- 484
24
14
83 19
3 78
ditto
"
- 594
24
14
Mr. G. Stephen-
sou's East Coast
Line.
132.
d
(continued.)'
2 f>
FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. G. Stephen¬
son's East Coast
Line.
Gradients.
Total
Distance.
Length
of
Gradients.
Mites. Chains.
Miles. Chains.
86 47
3 28
87 47
1
88 47
1
91 2
2 35
93 2
2
95 27
2 25
97 69
2 42
100 34
2 45
102 29
1 75
104 24
1 75
109 32
5 8
112 20
2 68
113 75
> 55
115 62
] 67
116 42
60
116 42
Inclination.
horizontal
1 in 75+ rising
1 in 754 falling
level
l in 480 rising -
l in 1,056 falling -
1 in 528 rising -
1 in 1,056 falling
1 in 480 rising -
1 in 660 falling -
1 in 351 rising -
1 in 528 rising -
1 in 377 falling -
1 in 566 rising -
level
Earthwork.
Length.
filling
cutting
filling
cutting
filling
cutting
ditto
filling
cutting
filling
cutting
filling
ditto
cutting
arching
filling
cutting
ditto
filling
ditto
filling
cutting
ditto
filling
cutting
filling
cutting
ditto
arching
filling
cutting
filling
ditto
cutting
arching
cutting
filling
cutting
ditto
filling
cutting
ditto
filling
cutting
ditto
filling
ditto
cutting
filling
cutting
ditto
Yards.
• 1,276
- i,98°
- 55 o
- 220
- 1,804
- 528
- 1,034
- 330
- 1,430
- 2,222
- 1,760
- 1,760
- 1,518
- 1,122
- 352
- 2,816
- 1,166
- 3,916
220
- 2,244
814
- 638
- 2,816
220
- 1,430
- 1,826
- 1,650
- 990
- 132
110
- 990
- 1,254
- 9H
- 1,628
- 154
- 1,320
- 1,408
- 1,364
- 374
- 968
- 616
- 704
- 2,816
- 1,540
- 1,914
- 1,034
- 1,320
814
44
- 1,034
- 1,320
from Leith Walk, near Edinburgh, to the Town Moor, Newcastle.
Height or Depth.
Extreme. Mean.
Feet.
44
25
19
12
23
15
16
51
15
38
83
68
25
28
65
40
25
26
40
44
15
15
26
15
10
14
15
11
98
35
13
20
40
22
90
15
8
17
6
14
20
20
30
28
20
20
25
25
24
24
12
Feet.
20
8
15
8
14
8
12
35
8
10
32
40
23
12
42
18
15
11
20
18
11
8
17
9
4
5
10
8
90
20
6
10
22
12
50
10
5
10
5
10
15
8
18
14
12
10
14
18
18
18
9
Remarks.
Newcastle.
Messrs. M'Callum
& Dundas's
Branch from
Symington to
Edinburgh.
Description of Messrs. M'Callum & Dundas's Branch Line from Symington
to Edinburgh.
Messrs. M'Callum & Dmidas have expressed a desire to be allowed to with¬
draw their Symington Line, and to substitute a project which they now recom¬
mend from Thankerton ; but as the latter Line has been unquestionably surveyed
subsequently to the Addresses of the House of Commons 011 the subject of these
Railways, we are precluded by our instructions from testing its merits. We,
therefore, abstain from reporting upon it, thinking it better to leave to any
Company who may take up the main trunk Line to Glasgow to decide which of
the competing Lines to Edinburgh may most suit the public convenience and their
own interest. In the mean while we have to observe, that of the two Lines
projected previously to the Addresses of the 14th and 20th August 1839, the pre¬
ference seems to us to be due to that from Symington, the actual distance to
travel over being about one-sixth less, and tho equivalent horizontal distance being
also
2'/
BE WEEN LONDON, EDINBURGH, GLASGOW, &c. 27
also less. The advantage of Mr. Miller's Line is, that by availing himself of seven Messrs. M'Callum
miles of the Edinburgh and Glasgow Railway, he will have rather less of & Dundas's Branch
new Line to form than would be required in Messrs. M'Callum & Dundas's Line t™Edinlntr" h'0"
from Symington, and he will obtain easier gradients; but the traveller from
Carlisle would have to pay for 37^ miles by Mr. Miller's Line, whereas by
Messrs. M'Callum & Dundas's project lie would only have to pay for 31^ miles
011 each journey along the Branch Line.
TABLE of Gradients and Earthwork on the Branch Line from Edinburgh to Symington.
Gradients.
Earthwork.
Total
Length
Height or Depth.
Remarks.
of
Inclination.
Length.
Distance.
Gradients.
Extreme.
Mean.
Miles. Chains.
Miles. Chains.
Yards.
Feet.
JFeet.
12 3|
12 3|
1 in 113| rising -
cutting
- 880
20
13
Edinburgh,
filling
" 990
55
38
cutting
- 550
12
8
filling
264
95
60
ditto
- 594
20
15
cutting
- 968
35
22
filling
- 352
20
14
cutting
- G82
20
12
filling
- 770
30
18
cutting-
- .374
10
6
filling
- 1,49c
60
25
cutting
- L98°
18
13
filling
- g056
18
8
cutting
- 396
10
6
filling
- 308
9
6
cutting
- 484
22
12
filling
264
85
68
ditto
814
15
10
cutting
- 2,376
15
8
ditto
- 3,674
40
22
filling
- 3.52
45
20
cutting
- 1,210
30
16
co
C*
tt-
1 in 289^ rising -
filling
- 550
20
15
2 25
cutting
- 33o
30
25
filling
66
22
15
cutting
- 572
30
22
filling
- 66
55
30
cutting
- 575
15
10
filling
- 154
80
54
cutting
- 154
20
15
filling
110
70
40
cutting
- 1,892
45
30
filling
66
25
17
20 271
r-4^
co
bo
1 in 259! falling
filling
- 132
25
17
cutting
- 3,696
40
8
filling
- 198
55
38
cutting
462
10
4
filling
- 550
20
10
cutting
- 2,398
65
24
filling
- 1,672
55
25
cutting
" 374
28
15
filling
- 528
38
28
-
cutting
- - 284
28
18
filling
264
50
30
2 2 6o|
2 33 h
1 in 178 rising -
filling
- 1,276
45
15
6 55i
1 in 218 J falling
cutting
- 2,970
35
20
29 35l
cutting
- 704
35
20
filling
- 1,650
18
10
cutting
- 3,014
38
16
filling
- 131
30
20
cutting
- 176
32
o o
filling
- 198
30
24
cutting
- 1,408
17
8
filling
- 880
16
9
cutting
- 990
23
13
filling
- 2,600
28
15
cutting
- 418
12
8
31 29!
1 74
1 in 255 rising -
cutting
- 440
14
8
filling
- 1,232
25
14
ditto
- 1,716
20
9
- - Junction
with the proposed Line from
Total -
31 29
Glasgow to Carlisle at Sym¬
ington.
132. d 2 Description
2 8
28 FOURTH REPORT ON RAILWAY COMMUNICATION
Description of Mr. Remington's Line from Newcastle by TVcoler to Dalkeith.
Mr. Remington's After a careful examination of the section of this Line, as submitted to us, it
tleb ■'Wootemo^" nPPeai'C(l to involve the necessity of works of so expensive a character as to ren-
Dalkeith. dcr it wholly unsuitable for a country where the amount of traffic is likely to
be inconsiderable.
The cuttings, embankments and tunnels are of a formidable description, so much
so indeed, that if 110 other Line were attainable, we should be reluctant to recom¬
mend this project.
The following tabular statement of the work will justify this conclusion :■—
TABLE of Gradients and Earthwork on Mr. Remington s Line from Newcastle to Dalkeith.
Gradients.
Earthwork.
Remarks.
Total
Distance.
Length
of
Gradients.
Inclination.
Length.
Height or Depth.
Extreme.
Mean.
Miles. Chains.
Miles. Chains.
Yards.
Feet.
jFeet.
15
15
1 in 1,131 rising -
filling
- 1,760
80
40
Newcastle.
cutting -
- 3,360
30
22
filling
- 2,508
30
18
cutting -
- 2,684
30
17
filling
4ao
15
8
cutting -
- 4,290
50
20
filling
- 55 0
75
48
arching -
- 4+o
94
80
filling
- 3,828
58
25
cutting -
- 2,244
22
12
filling
- 2,090
125
60
arching -
660
150
130
22
7 ~
1 in 330 rising -
arching -
- 660
150
130
filling
- 2,94s
140
65
cutting -
- 1,760
100
60
ditto
- 1,760
80
55
ditto
- L7C0
155
100
ditto
- L430
150
9°
filling
- 396
25
14
cutting -
" 1,496
50
25
cutting -
- 1,870
110
50
24 20
2 20
1 in 330 falling
ditto
814
110
70
filling
- 1,03+
120
60
arching -
- 440
170
150
26 20
2
1 in 264 rising -
arching -
- 440
170
150
filling
- 1,650
110
60
cutting -
- 1,320
120
70
28 40
2 20
1 in 120 rising -
ditto
- 4,004
120
70
30 40
1 in 264 falling
tunnel -
- 3,520
180
32 40
0
1 in 120 falling
cutting -
- 1,940
150
ditto
" 99°
80
55
o
co
co
1 30
1 in 330 falling
filling
- 2,750
110
60
arching -
6 Go
120
100
41 70
8
1 in 1,056 falling
ditto
- 660
10
o
100
filling
- 1,276
95
65
cutting -
- 3,014
55
35
filling
- 1,980
35
20
cutting -
- 2,068
60
35
filling
•
-D ,
co
0
40
20
•
cutting -
- 924
60
30
0
co
7 —
.
1 in 330 falling
ditto
- 4,8+0
80
50
filling
- 4,004
55
25
59 7°
11
1 in 380 rising -
ditto
- 3,520
35
15
cutting -
- 1,210
10
a.
filling
- 1,210
45
20
cutting -
" 990
30
18
filling
- 2,200
10
5
cutting -
- L430
120
70
ditto
- 990
120
100
ditto
220
90
45
filling
572
18
10
cutting -
- 375
20
8
filling
- 3>8C6
25
15
cutting -
- 1,210
30
20
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac.
29
Gradients.
Total
Distance.
Miles. Chains.
64 70
72 72
76 50
94 50
104 10
Length
of Gradients.
Miles. Chains.
3 Co
18
9 40
104 10
Inclination.
1 in 330 falling
1 in 248 rising-
1 in 1,056 rising ■
cutting -
ditto -
ditto -
ditto -
ditto -
ditto
ditto
ditto
filling
ditto
cutting -
ditto -
filling
cutting -
ditto
filling
cutting -
filling
ditto
cutting -
ditto
ditto
ditto
tunnel
cutting -
filling
cutting -
ditto
ditto
ditto
filling
filling
from Newcastle to Dalkeith.
1 in 380 rising-
1 in 95 falling
Earthwork.
Length.
i 'lit ds.
- 2,728
- 1,980
- 528
- D7Co
- 1,584
- 1,760
- 1,320
- 1,276
- i,H4
- 7,700
- 1,760
- 3,634
- 440
- 616
- 5,456
- 3,345
- 2,420
- 3,080
- 1,650
- 2,420
• 3,520
- 3,520
- 3-630
- 8,800
- 7,480
- i,43o
- 1,870
- 1,320
- D540
- 1,408
- 880
- 1,320
Height or Depth.
Extreme.
Feet.
180
40
35
200
200
185
115
50
50
170
60
160
28
40
70
115
14
Co
25
25
7o
80
140
120
Co
170
170
110
100
7o
80
Mean.
Feet.
100
20
25
120
180
140
100
40
28
120
35
90
15
25
50
80
10
30
15
10
50
38
80
80
35
100
140
100
55
35
Mr. Remington's.
Line from
Newcastle by
Remarks. Wooler to
Dalkeith.
Dalkeith.
Mr. Remington proposes to use the Dalkeith Railway from that place to Edin¬
burgh, but it would require to be much improved before it could be fit to form
part of a great trunk Line.
Description and Examination of the Western Lines between Carlisle and
Glasgow.
The surveys of these five Lines, which are numbered J 5, 10, 17, 18 and 19 in
the accompanying Map, were conducted chiefly by Mr. Errington, and directed
by Mr. Locke and Mr. Miller.
These two last-mentioned gentlemen have supplied us with separate Reports,
(which will be found in the Appendix,) as to the relative merits of the five Lines.
Mr. Locke gives the preference to the two routes by the vallies of the Clyde and the
Annan Water; and Mr. Miller, on the contrary, recommends one of the more
Western or Nithsdale Lines.
Examination of the Nithsdale Line to Kilmarnock.
Mr. Miller attended to point out the course of this Line, and delivered to us a Nithsdale Line,
general tracing of it on a copy of the county maps, and also a section of it drawn
to a scale of four inches to a mile.
The Line commences at the Carlisle terminus of the Newcastle and Carlisle
Railway. After crossing the Eden, it takes a northerly direction towards the
Esk, which it crosses below the iron bridge; it then bends round to the west¬
ward, keeping parallel to the north shore of the Solway Frith, and passes the
Annan Water a little to the south of the present bridge; thence, keeping still
parallel to the shore of the Solway, it approaches Comlangen Castle, and skirting
the north side of Lochar Moss, reaches the town of Dumfries.
In this distance there are no engineering difficulties to encounter, and the
gradients are of a very easy character. From Dumfries the Line keeps the valley of
132. ' d 3 the
30 FOURTH REPORT ON RAILWAY COMMUNICATION
Nithsdale Line. the Nitli up to New Cumnock. Shortly after leaving Dumfries it crosses the
river, which it re-crosses at Aldgirth Bridge; it skirts the north side of the village
of Thornhill, and keeps along the east side of the Nith to half-way between
that place and Sanquhar, Avhere the ravine widens considerably, and it will
become necessary to cross the river in two or three places. From Sanquhar to
Kirkconnel the Line still keeps on the east side of the Nith; but a little beyond
the latter town it may be again requisite twice to cross the river. The Line is on
the east side of the stream up to New Cumnock, where it leaves the valley of
the Nith. Between Old and New Cumnock it keeps parallel to the turnpike
road, and here crosses the summit of the pass through this part of the country.
At the village of Aucliinleck, a little beyond Old Cumnock, the Line crosses the
turnpike road, which it re-crosses near the farm-house of Borgour, and it keeps 011
the east side till it intersects the Cessnock Water. The Line passes the Irvine Water
a little below Ilurleford Bridge ; it is afterwards carried over the turnpike road, and
enters the northern suburb of Kilmarnock, crossing by a viaduct the Kilmarnock
Water and the roads leading northward from that place. It here curves to the west
to join the intended Kilmarnock branch of the Glasgow and Ayr Railway, for
which Ave understand that an Act of Parliament has been obtained, and the land
purchased. Hence the Line passes by Dairy, Beith, LocliAvinnoch, Johnstone and
Paisley to Glasgow.
The works of the most important character on this Line are as follows :—
The bridges over the Eden, Esk and Nith; the crossing of the Luggar, Ayr,
Cessnock, Irvine and Kilmarnock rivers, and a tunnel.
The distances and gradients are shoAvn in the following Table, as Avell as the
cuttings and embankments, &c.
TABLE of Gradients and Earthwork on Mr. Millers proposed Line from Glasgow to Carlisle
by the Cumnock Summit.
Gradients.
Total
Distance.
Miles. Chains.
2 40
20
11
20
19 63
Length
of Gradient.
Miles. Chains.
2 40
5 Co
8 43
Inclination.
Earthwork.
Length.
From Kilmarnock to Cumnock.
level
1 m 130 rising
1 in 1,173 rising
1 in 220 rising
cutting -
filling
cutting -
filling
cutting -
filling
filling
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
tunnel -
cutting -
filling
cutting -
filling
cutting -
filling
filling
filling
cutting -
filling
Yards.
1,540
1 76
374
1,474
330
440
286
286
1,760
242
418
440
1,144
1,298
220
440
374
198
154
2,97o
660
506
176
572
i,9H
1,056
39c
528
726
1,210
1,320
Height or Depth.
Extreme.
Feet.
30
38
30
30
15
70
20
10
55
8
30
12
3o
50
50
20
24
8
28
60
70
18
9
22
8
160
50
15
30
15
Mean.
Feet.
18
24
22
15
12
34
10
6
28
4
18
7
H
22
20
15
14
6
14
28
25
8
4
9
5
50
30
10
16
7
Remarks.
2/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
3i
Gradients.
Earthwork.
Remarks.
Ttt.il
Distance.
Length
of Gradient.
Inclination.
Length.
Height or Depth.
Extreme.
Mean.
Miles, Chains.
Miles. Chains.
Fa rds.
Feet.
Feet,
cutting -
- 858
34
18
filling
- 308
5
3
cutting -
- 1,340
25
15
filling
- 1,210
20
5
cutting -
* 924
50
30
filling
726
160
7°
filling
" G76O
80
45
cutting -
- 2,266
30
20
filling
- 286
15
4
cutting -
- 792
9
6
Cumnock
Summit.
From the Cumnock Summit to Carlisle.
cutting -
" 550
9
4
25 60
5 77
1 ill 1,647 falling
cutting -
I 4t8
15
7
filling
[ 792
6
3
cutting -
704
12
6
filling
* 374
9
6
cutting -
• 198
6
4
filling
- 1,630
5
13
cutting -
- 1,452
20
2
filling
- 1,352
9
6
cutting -
- 308
10
5
filling
- 1,320
7
3
cutting -
- 352
10
5
filling
- 374
9
8
32 18
00
co
co
1 in 232 falling
ditto
- 506
9
8
cutting -
- 308
22
17
filling
726
20
15
cutting -
- 550
22
15
filling
- 440
20
10
cutting -
264
35
20
filling
- 396
20
12
cutting -
- 1,320
28
15
filling
- 286
17
12
ditto
- 1,980
14
6
cutting -
- 880
36
20
ditto
726
3
2
filling
- 2,640
15
9
39 32
7 H
1 in 27S falling
cutting -
- 770
20
10
filling
- 836
20
15
cutting -
418
27
15
filling
660
20
18
cutting -
- 1,584
20
12
level
- 2,574
cutting -
- 374
10
5
filling
- 946
25
18
cutting -
- 1,056
60
40
filling
66
50
40
cutting -
" 1,276
40
25
filling
- 154
45
22
cutting -
- 550
18
9
co
■*T
8 24
1 in 371 falling
filling
- 198
28
10
cutting -
- 1,188
8
3
filling
- 1,672
25
14
cutting -
- 2,420
40
25
i filling
- 308
10
6
cutting -
- 396
18
15
filling
- 1,254
80
32
cutting -
248
22
18
filling
- 132
20
14
cutting -
748
20
12
filling
- 726
8
6
cutting -
264
18
8
filling
- 550
10
8
cutting -
- 1,704
15
9
filling
- 784
10
5
cutting -
- 1,628
20
10
level
- 1,408
53 12
5 36
1 in 252 falling
cutting -
- 6,666
25
12
filling
- 1,640
40
16
100.
cutting -
- 1,100
12
9
(continued,.)
Mr. Miller's
Nithsdale Line.
D 4
FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Miller's
Kithsdale Line.
Gradients.
Total
Distance.
Miles. Chains.
59
66 48
69 78
74 13
76 24
80 71
84 19
01 38
92 l8
Length
of Gradient.
Miles. Chains.
5 79
7 37
3 30
4 15
2 11
4 47
3 28
7 19
- 60
92 18
Inclination.
1 in 936 falling
1 in 6,570 rising
1 in 3,564 falling
level -
1 in 1,881 falling
1 in 1,863 rising
1 in 590 falling
1 in 908 rising
1 in 1,320 falling
Earthwork.
Length.
filling
cutting
filling
cutting
filling
ditto
ditto
level
cutting
ditto
level
filling
level
filling
cutting
ditto
filling
cutting
ditto
filling
cutting
ditto
ditto
filling
cutting
filling
cutting
filling
cutting
filling
cutting
ditto
ditto
filling
cutting
filling
cutting
ditto
filling
cutting
filling
cutting
filling
ditto
level
- 1
Yards.
3,388
286
j1 44
836
1,870
660
770
616
638
1,540
1,364
3,145
1,276
3,520
2,200
1,650
704
2,310
1,276
572
330
1,144
3,6,4
616
286
550
1,760
2,046
1,166
594
4,4H
2,200
480
1,474
1,100
4,070
2,750
722
814
1,056
1,540
1,430
1,100
2,000
1,342
from Kilmarnock to Carlisle.
Height or Depth.
Extreme.
Mean.
Feet.
Feet.
12
8
10
5
12
7
10
6
25
16
20
8
IO
8
25
18
30
15
IO
4
9
4
34-
20
25
12
15
8
20
10
10
4
8
4
10
8
6
4
23
16
15
12
12
10
40
20
5
4
15
10
9
7
5
4
12
8
10
5
15
7
25
6
12
6
20
7
8
4
25
12
5
2
15
10
10
6
45
25
15
9
25
20
Remarks.
Carlisle.
To tlie above distance of 92 m. 18cli., are to be added 10m. 18eh. of the Kilmar¬
nock branch, not yet begun, and 22m. 53eh. of the Ayrshire Railway; making
the total distance from Carlisle to Glasgow 125m. 9ch., and to Edinburgh 171 m.
9ch.; whereas by the Clydesdale Line the latter distance is only 97m. 44cli.
and the former only 100 m. 74ch. This difference in the lengths of these Niths-
dale and Clydesdale routes, which would be still greater by the Monkton branch,
and only five miles less by the Beitli route, seems to render unnecessary any de¬
tailed description of the two last-mentioned Nithsdale Lines. A principal objection
to the Monkton route is, that it would avoid the important town of Kilmarnock;
and if the branch is made to that town from the Ayrshire Railway, there will be
less of new Line to form than by either of the other Nithsdale routes.
The two Easternmost Lines of communication between Glasgow and Carlisle fol¬
low the same route from the former place up to Johnstone Bridge. Here one Line,
which is that preferred by Mr Locke, proceeds by Lochmaben towards Dumfries,
approaching within seven miles of the latter place, apd then takes a direction
towards Annan, where it joins the Line recommended by Mr. Miller.
The other Line, to which it will be found we give the preference, takes the
route by Lockerby towards Gretna, and thence is carried direct towards Carlisle,
crossing the Sark and the Esk, as will be hereafter described.
Examination
.22
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 33
Examination* of the proposed Clydesdale Lines of Railway between Glasgow
and Carlisle.
These are the projects recommended by Mr. Locke in his Report given in the Restate Lines
Appendix, in which he sets forth the result of his deliberations 011 the various
Lines surveyed under the direction of himself and Mr. Miller, for effecting a Rail¬
way communication between Glasgow and Carlisle.
Commencing at the former place, the general direction is up the vale of the Clyde,
by the village of Rutherglen, the town of Hamilton, and the villages of Lark Hall,
Dalserf, Nethanfoot and Kirkenfield, where the Line approaches within about a mile
of the town of Lanark. It then skirts round by Harperfield, and on crossing the
Douglas Water, close to its confluence with the Clyde, leaves the course of that river,
which at this point takes a direction midway between Carstairs and Pettinain, while
the proposed Railway would bear away for the villages of Drumaben and Covington.
Mr. Locke proposes, on starting from Glasgow, to avail himself of the Polloc and
Govan Railway, which is nearly three miles in length. This Railway is said to have
been formed at the sole expense, and to be still the property of Mr. W. Dixon.
There is a double Line laid with only a 4 feet 6 inch gauge, having rails 75
pounds to the lineal yard, but the formation being 30 feet wide, there is the oppor¬
tunity of increasing the gauge to 4 feet 8^ inches, should this Railway become
a part of the Great Trunk Line from Glasgow to the South.
The next stage of Mr. Locke's project is to take advantage of a Railway which
is proposed to be formed to Hamilton, from the termination of the Polloc and
Govan Line at Rutherglen. The length of the proposed Hamilton Railway is
7 miles GO chains, which, added to the Polloc and Govan Railway, would com¬
plete the Line to 10 miles 39 chains, leaving 90 miles 35 chains to be formed
to Carlisle by the Gretna route.*
The works to be formed requiring notice on the projected Hamilton Railway are,
first, a tunnel of 130 yards in length, where the Line crosses underneath the Blantyre
Farm Road ; second, a viaduct over the Roller Calder Water; and third, a viaduct
of 32 chains in length through the town of Hamilton.
Proceeding from Hamilton, at about the twelfth mile from Glasgow, the Barn-
cleugh Burn and the River Avon will have to be crossed with viaducts ; Skelling-
ton Burn, near the 15tli mile, will also require a viaduct; and for the Mill
Burn, at the 16th mile, one of 103 feet in height will be necessary; the Dalserf
Burn, at the 17tli mile, will demand a bridge 70 feet high; and another, 85 feet
high, will be wanted over an intermediate brook. A burn will have to be crossed
between the 18th and 19tli miles ; and at the Nethan Water, a viaduct of 850 See Plate, Appen-
feet in length and 232 feet in extreme height will be necessary ; Crossfield Burn dix, No. 15.
will require a bridge of 98 feet in height, and Gilbank Burn one of 85 feet; at
Kirkfield Mains, a tunnel of 28 chains in length will have to be formed. These via¬
ducts and bridges are of a formidable character, and the crossing of the Nethan
M ater in particular will be a work requiring skilful construction.
Leaving Kirkfield, the Railway would pass near Drumaben, Symington
andWistown 011 the left bank of the Clyde, and Lamington on the right bank.
The Line crosses the Clyde between Wistown and Roberton, and keeps on that
side and parallel to the course of the river until near Crawford, where two Lines
are shown on the plan, viz. one curving so as nearly to follotv the course of the
Clyde, and the other taking a direct course through the Hill by a tunnel. The
former seems to be the preferable route.
Here there are three consecutive curves, two of which are stated to be of less
radius than a mile. Near Elvan Foot, the Line crosses the Carlisle turnpike road
five times, but the road can be diverted.
The next severe work on this Line occurs at the summit, in the pass of the
Clyde's Nap, where a cutting of 2 miles 56 chains in length and 50 feet in depth
will be required.
From hence the Line keeps on the south side of the turnpike road and on the right
bank of the Elvan Water, which runs into the Annan to the southward of Beat-
tock
* Since this Report was drawn up, Air. Miller has transmitted to us some particulars of another pro¬
jected Railway between Glasgow and Hamilton, which he proposes to make a portion of a main trunk
Line between Glasgow and Carlisle. Having left the country without the plan being laid before us, it
would be impossible now to offer any opinion upon it.
We have also received a communication from Mr. Mitchell, the secretary of the Wishaw and Colt-
uess Railway Company, representing the advantage that Line affords as a portion ofa main trunk Line
from Carlisle to Glasgow.
13^- E
34
FOURTH REPORT ON RAILWAY COMMUNICATION
Clydesdale Lines, tock Bridge. At Middle Gill a viaduct will be required of 30 chains in length and
110 feet in extreme height.
h The Line passes within about a mile of Moffat, and to the west side of the
Beattock Bridge Inn, crossing the Dumfries and Edinburgh Road near Kirkpatrick
Manse; it continues nearly in the same direct course and approaches the Annan,
which, as well as the turnpike road from Glasgow to Carlisle, it crosses near Johns¬
ton Bridge. From this point the Line towards Loehmaben and Annan, as projected
by Mr. Locke, commences, but the shorter Line preferred by us takes a course
towards Lockerby, crossing the turnpike road twice, and the Dryfe Water. From
Lockerby the Line proceeds to Gretna by Ecclesfechan, thrice crossing the turnpike
road, and the Milk Water, the Mein Water and the Kertle Water. It then proceeds
by the west side of Gretna, and just after crossing the Sarlc joins the Loehmaben
and Annan route, and, passing Moss-bank, crosses the River Esk by a bridgeJbf 17
feet in height and 132 yards in length. From hence the Line proceeds' direct
towards the eastern side of Caklew Church, where it takes a short curve to the
eastward, and joins the Carlisle and Newcastle Railway, crossing in its course
the River Eden by a bridge 38 feet high and 100 yards in length.
Neither for this project, nor for that of Mr. Miller by Kilmarnock, were we
supplied with a field plan, so that we have no means of stating what may be the
precise character of the work, or the nature of the curves, but we have no reason
for doubting either the accuracy of the sections or the practicability of the Lines
as laid before us. Both routes would interfere with private property, in a manner
considered very objectionable by the owners ; and indeed we may here remark, that
we are also aware of strong objections existing on the part of noblemen, and other
landed proprietors, both on the East Coast and on the Hexham routes, to a Railway
passing in either of those directions, but on the whole we believe the objections to
be less formidable on the score of interference with private property on the Clydes¬
dale and on the East Coast Lines than upon any other in competition with them.
TABLE of Gradients and Earthwork on the proposed Clydesdale Line of Railway from
Glasgorv to Carlisle.
Gradients.
Total
Distance.
Miles• Chains.
- 36
- 59
1 68
2 15
2 59
5 28
12
Jo 39
ii 63
Length
of
Gradients.
Miles. Chains.
- 36
" 23
1 9
- 27
- 44
2 49
64
27
24
Inclination.
I in 230 rising
1 in 240 rising
1 in 330 rising
level
1 in 880 falling -
1 in 383 rising -
1 in 124 rising -
1 in 262 rising -
level
Earthwork.
Length.
cutting
filling
filling
cutting
filling
cutting
filling
cutting
filling
ditto
cutting
filling
ditto
cutting
tunnel
cutting
filling
cutting
ditto
filling
ditto
ditto
cutting
filling
cutting
ditto
filling
cutting
Yards.
176
330
990
132
264
132
330
440
1,210
396
660
176
88
55 o
440
130
176
154
1,100
1,276
330
440
330
5.94
880
660
528
Height or Depth.
Extreme.
Feet.
25
30
30
15
15
J4
22
22
18
24
22
8
10
15
50
50
70
27
16
40
30
18
12
30
28
22
50
30
Mean.
Feet.
18
20
22
IO
IO
to
l6
18
15
20
16
6
8
12
25
28
40
20
10
35
28
10
10
20
16
20
30
20
Remarks.
- - Poiloc
and Go-
van Rail¬
way.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
35
Gradients.
Total
Distance.
Miles. Chains.
19 55
28 40
38 7
Length
of
Gradients.
Miles. Chains.
7 72
8 05
9 47
Inclination.
1 in 188 rising
1 in 169 rising -
level
40
1 in 298 rising
Earthwork.
Height or Depth.
Length.
Extreme.
Mean.
Yards.
Feet.
Feet.
filling
66
38
30
cutting
- 176
28
24
filling
- 132
75
60
ditto
- 176
120
IOO
cutting-
- 3D6
30
25
filling
- 286
28
24
cutting
660
26
22
filling
- L540
30
20
cutting
- 1,050
- 3.96
24
20
ditto
20
15
filling
- 880
35
3D
cutting
s80
30
25
filling
110
100
80
ditto
- 990
24
20
ditto
44
85
70
ditto
- 330
50
40
cutting
- - 176
30
20
filling
110
68
40
cutting
- I,76O
26
20
filling
88
30
24
ditto
- 33o
12
9
ditto
110
Go
40
cutting
418
20
15
filling
- 176
14
3
cutting
- 550
20
15
filling
- 440
30
25
cutting
220
15
3
viaduct
242
232
170
cutting
- 484
18
15
filling
- 330
25
20
ditto
110
90
7o
ditto
- 440
20
15
cutting
- 880
38
28
filling
- 1,320
30
25
cutting
264
18
15
filling
- 990
60
40
cutting
- 660
38
28
filling
88
80
60
cutting
- 330
50
40
tunnel
- 616
cutting
- 286
50
20
filling
- 660
76
40
ditto
5 5°
40
25
ditto
- 440
12
IO
cutting
- 880
24
2Q
filling
- 198
30
20
cutting
- 1,650
45
30
filling
120
75
55
cutting
- 484
28
20
filling
- 1.32
16
10
cutting
660
34
25
filling
- 1,540
15
10
cutting
- 1,320
30
18
filling
- 2,640
10
8
cutting
- 440
18
10
filling
- 880
30
15
cutting
44
22
16
cutting
- 880
15
10
ditto
- 1,4.30
15
30
ditto
- 1,320
20
12
ditto
- 550
15
IO
ditto
" 1,144
25
IO
filling
154
20
16
cutting
220
8
6
filling:
o
- 550
9 r
32
cutting
660
15
io
fillini:
o
- 1,760
t8
l6
cutting
- 1,760
25
20
filling
- 396
15
12
cutting
- 1,320
10
8
filling
- 330
5
4
cutting
- 1,650
20
16
132.
Clydesdale Line.
Remarks.
Hamilton.
River Avon.
- - Netlian
Water.
E 2
(icontinued.')
& tr
Clydesdale Line.
36
FOURTH REPORT ON RAILWAY COMMUNICATION
Gradients.
Earthwork.
Total
Length
of
Height or Depth.
Remarks.
Inclination.
Len
gth.
DistEnce.
Gradients.
Extreme.
Mean.
Miles. Chains.
Miles. Chains.
filling
ditto
-
Yards.
- L320
- 1,320
Feet.
15
20
Feet.
12
l6
cutting
-
660
45
35
filling
-
660
20
16
ditto
-
- 594
30
30
cutting
-
- 440
40
28
51 1
4 73
1 in 200 rising -
filling
-
- 2,090
30
20
cutting
-
- 550
14
8
filling
-
660
35
25
cutting
-
- 440
20
16
filling
-
- i,7®°
28
20
cutting
-
- 2,200
50
35
57 75
6 74
1 in 113 filing -
ditto
-
- 2,530
55
45
filling
ditto
:
- 39®
- 1,320
8
25
6
20
cutting
-
220
8
6
filling
-
- i,7®°
26
20
ditto
-
- 880
6
5
cutting
-
- 440
50
35
filling
-
220
10
6
cutting
-
- 33o
15
12
filling
cutting
-
220
. 35
3o
-
- 1,210
- 616
25
20
®9 -3
11 28
l in 138 falling -
filling
-
i1^
80
cutting
ditto
filling
-
660
- 770
- 374
O
O
18
8
6
10
6
cutting
-
- 1,760
25
20
filling
-
- 330
80
45
cutting
-
- 1,100
25
20
filling
-
- 286
15
12
ditto
-
- 286
8
6
cutting
-
- 2,090
20
10
ditto
-
- 77o
28
20
filling
-
264
8
6
cutting
-
- 770
25
18
filling
-
880
5
4
cutting
-
55°
18
12
filling
-
- 770
30
10
cutting
-
- 99°
10
8
filling
-
- 880
30
15
ditto
-
- 1,320
15
10
cutting
-
- 990
17
12
filling
-
660
25
18
ditto
-
- 176
75
50
ditto
-
- i,7®°
40
20
o
cd
00
9 37
1 in 657 rising -
filling
-
- 6C0
18
12
- -Annan
cutting
-
- 1,100
18
14
Water.
filling
cutting
-
4 !°
20
10
-
AAO
14
10
filling
-
. 660
35
25
cutting
-
220
12
10
ditto
-
- 550
35
25
filling
-
" 330
30
28
ditto
-
- 660
12
8
ditto
-
- 440
8
6
cutting
-
- 1,760
18
14
ditto
-
" 1,320
20
16
filling
-
484
16
14
cutting
-
- 39®
15
12
filling
-
660
70
35
cutting
-
- 77°
18
15
ditto
-
- 1,100
30
25
86 129
7 48
1 in 278 falling -
ditto
-
- 1,100
660
- 1,1C0
28
26'
ditto
ditto
m
12
24
8
18
cutting
-
- 1,320
30
20
filling
-
132
58
45
cutting
-
- 770
10
8
filling
-
- 99°
45
35
cutting
-
- 1,980
25
20
filling
-
- 2,200
15
10
cutting
220
45
25
2/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
37
Gradients.
Total
Distance.
Miles. Chains.
92 76
100 14
100 74
Length,
of
Gradients.
Miles. Chains.
5 59
7 19
- 60
100 74
Tnc1' nation.
1 in 230 falling -
1 in 908 rising -
1 in 1,320 falling
Earthwork.
Length.
cutting
ditto
filling
ditto
ditto
filling
filling
cutting
filling
cutting
ditto
filling
cutting
filling
cutting
level.
1 'arils.
220
1,980
G60
44O
550
660
2,860
660
660
880
1,100
1,320
880
176
1,760
220
Height or Depth.
Extreme.
Feet.
30
30
6
12
40
10
40
15
20
5
10
40
12
15
Mean.
Feet.
28
22
5
8
30
6
30
10
16
4
8
30
25
6"
Clydesdale Line.
Remarks.
JTotal distance from Glasgow to Carlisle by Beattock Bridge and
t Lockerby. ! II
London and York via Cambridge and Lincoln.
Mr. Walker laid before us a map 011 which were marked the following Lines :— London to York via
1st, a Line with two branches, the one commencing at Shoreditch, the other Cambridge and
at Pentonville, and meeting at Ivingsland, from whence the united Line takes a Lincoln.
course nearly parallel to the
high
O
road from Tottenham to Broxbourne, and also
nearly parallel to the Lea navigation. This is the Northern and Eastern Line as
originally laid out by Mr. Walker. About opposite to Hoddcsdon, Mr. Walker
shows a Line in nearly a straight direction to Barkway, leaving Ware to the
westward, and skirting the Ware and Barkway turnpike road almost the whole
distance to the last-named place from Puckeridge; at Barkway it crosses the
chalk range, and the road between Royston and Abington, near Carlton Ilill, and
proceeds in nearly a straight direction from thence to Trumpington. We may
here remark that from Thundridge up to Carlton ITill Bush, this Line is almost
identical with that now adopted and laid before us by Mr. Gibbs; but from Carlton
Hill Bush Mr. Gibbs carries his Line to the eastward, so as to pass between
Foulmire and Thriplow, and it again joins Mr. Walker's Line at Trumpington.
The Line we have just been describingis termed the Barkway Line. In Mr. Walker's
Report, drawn up in 1835, and addressed to a Committee for promoting a Railway
from London to York, he states that a Line had been proposed in 1825, by the
Barkway route to Cambridge, by the Messrs. Ronnie, and that this line of country
was subsequently surveyed under his own direction. It appears that Mr. Walker
then rejected this Line in consequence of the superior gradients of that for which the
Act of Parliament was obtained by the Northern and Eastern Company. He also
shows upon the same map the Northern and Eastern Line, as submitted to Parliament,
as far as Cambridge; and he further marks a Line projected and surveyed in 1835
by Mr. Gibbs, called the Dunmow Line, running nearly straight to White Roding,
where it curves and takes a northerly course, crossing the Dunmow and Bishop
Stortford road about midway between those two places. Two Lines are shown
from about a mile to the south of Saffron Walden ; the one passing close to that
town, and near Duxford, and the other keeping nearer to Great Abingdon. The
two Lines meet near Cambridge, about a quarter of a mile to the east of the
town, from whence Mr. Gibbs's route takes nearly a straight line across the Fens,
directed to a point about a mile to the east of Lincoln, but turning off about a mile
and a half short of that place; crossing the lower part of the city, and passing in
nearly a straight direction to Gainsborough.
In 1835, as wTe have before stated, Mr. Walker adopted the Bishop Stortford
Line; and we have already remarked that the Line now adopted and submitted
to us by Mr. Gibbs is for many miles nearly identical with the original Barkway
project of Mr. Walker.
132- e 3 Again,
3S FOURTH REPORT ON RAILWAY COMMUNICATION
^Cambridge and Again, from Trumpington to Earitli tlie Lines seem to follow the same course;
Lincoln. & ' but at Earitli, Mr. Gibbs diverges to join his original Line across the Fens at the forty-
foot drain, keeping to the east of Ramsey Mere. Mr. Walker, on the contrary, keeps
on the west side of Ramsey Mere, and takes a route about half a mile to the east
of Peakirk, and about the same distance to the east of Market Deeping, and his
Line runs almost parallel to the Heckington turnpike road, at about half a mile
from Bourne, and about the same distance from Morton and Dunsby; it crosses
the Donington and Ilorbling road, about half a mile to the east of the latter place;
it also crosses the Donington and Grantham road, and keeps to the west of the
Heckington road; after crossing the Sleaford and Tattersliall road the Lines are
again nearly identical for about 15 miles. As already stated, Mr. Gibbs at Lincoln
takes a nearly direct course to Gainsborough, whereas Mr.Walker, for reasons which
he considers very important, curves round to the westward, crosses the Fossdyke
navigation to the west of Saxelby, and proceeds in a straight direction to tlie west of
Littleborough, crossing in that distance the River Trent; and passing to the east of
Sturton-le-steepIe,the west of Saundby, and nearly abreast of Gainsborough, at about
two miles distant. At Walkeringham Mr. Walker's Line branches off in two direc¬
tions, one taking a straight course, between Snaitli and Gowdall to Temple Hurst.
At Temple Hurst this branch again forks off, one Line passing near Selby, and thence
by the east bank of the Ouse to the east of York, the other Line keeping 011 the
opposite bank and crossing the Wliarfe near its confluence with the Ouse. The
other branch from Walkeringham, keeping to the west of the one just described,
joins it at Cawood, and thence both proceed to unite with the York and North
Midland Railway between Copmanthorpe and Middlethorpe. Mr.Walker, in a
Report dated the 11th instant, which we give in the Appendix, fully explains his
present views on the subject of the London and York communication, and we there¬
fore conceive that we cannot do better than refer to that comprehensive statement.*
TABLE of Gradients and Earthwork on the Line submitted to Parliament in the year 1836
by Mr. Wallcer for the Railway from London via Cambridge and Lincoln to York.
Gradients.
Earthwork.
Total
Length
Height or Depth.
Remarks.
of
Inclination.
Length.
-
Gradients.
Extreme.
Mean-.
Miles.
Chains.
Miles.
Chains.
Yards.
Feet.
Feet.
-
34
-
34
1 in 379 falling -
2
33
1
79
level
filling
- 2,640
28
24
3
73
1
40
1 in 700 falling -
ditto
- I,l88
28
12
36
level
cutting
- 1,320
44
32
4
29
-
filling
' L936
25
l6
10
7
5
58
1 in 1,079 rising
ditto
- 9,834
8
5
12
32
2
25
1 in 1,526 rising
ditto
- 4,026
4
3
11
37
1 in 665 rising -
ditto
" 2,904
3
2
ditto
- 880
10
8
16
cutting
220
8
5
45
-
-
-
filling
o
- 3,696
15
10
- - Point of
cutting
* 1,540
36
20
divergence
filling
" 990
13
S
of Mr. Wal¬
cutting
- 1,034
23
17
ker's Bark-
filling
O
660
10
6
way Line
cutting
- 1,100
16
6
to Cam¬
filling
* 1,506
12
8
bridge.
cutting
" 3&6
28
20
filling
- I,l88
12
8
cutting
" 946
30
28
filling
o
- 286
H
12
cutting
" 198
20
14
23
69
-
-
.
ditto
- 286
12
10
24
69
]
-
1 in 330 rising -
ditto
* 330
8
5
filling
660
12
8
ditto
660
23
17
26
53
1
64.
level
ditto
" 990
25
20
cutting
- 880
14
6
filling
264
9
5
cutting
- 132
8
4
28
73
2
20
1 in 330 rising -
ditto
220
H
10
* Mr. Walker accompanied us over a part, and Mr. Comrie, who made the survey, over the whole
of the country through which the Line would pass.
BETWEEN LONDON, EDINBURGH, GLASGOW, kc.
39
Gradients.
Tola!
Distance.
Miles. Chains.
30 65
33 20
36 31
49 57
53 11
10
11
lG
20
21
22
23
24
25
27
28
29
33
35
36
42
42
42
44
44
51
50
50
40
46
29
29
70
70
38
41
70
70
66
51
65
16
46
11
51
6A
E3-
Leng.h
of
Gnu ents.
Miles. Chains.
1 72
2 35
3 11
13 26
3 34
53 11
l
1
1
2
1
1
3
1
1
5
50
6
63
4f
48
3
29
76
65
14
15
16
30
45
40
14
Inclination.
1 in 771 rising -
1 in 339 rising -
level
1 in 333 falling -
1 in l, 388 falling
1 in 1,217 rising
1 in 1,222 falling
r»
1 in 528 rising -
1 in 1,500 falling
level
1 in 528 rising
1 in 528 falling
level
1 in 528 rising
1 in 528 falling
level
1 in 528 rising •
1 in 528 falling
level
1 in 528 rising
1 in 528 falling ■
level
1 in 528 rising
1 in 528 falling
level
1 in 528 rising
level
Earthwork.
Length.
Yards.
Feet.
Feet.
filling
-
968
IO
9
cutting -
-
990
14
8
filling
-
814
21
10
cutting -
-
880
26
20
ditto
-
990
25
18
filling
-
2,420
27
20
ditto
-
814
22
16
cutting -
-
1,826
26
20
filling
-
1,848
26
20
cutting -
-
990
Go
40
ditto
-
2,926
65
40
cutting -
-
660
20
17
filling
-
1,672
50
32
cutting -
-
924
22
15
filling
-
3,190
46
22
cutting -
-
374
35
25
filling
-
484
46
34
cutting -
-
1,320
57
38
ditto
-
726
120
80
ditto -
-
66 0
100
80
ditto
-
1,210
30
18
filling
-
3,190
35
20
cutting -
-
1,364
20
16
ditto -
-
528
12
8
filling
-
1,760
20
14
ditto
-
2,816
20
16
cutting -
-
594
16
10
filling
-
924
14
12
ditto
-
550
8
5
cutting -
-
880
17
10
ditto
-
1,100
5
4
ditto
-
814
15
12
filling
filling
cutting -
filling
ditto
ditto
filling
cutting -
ditto
filling
ditto
ditto
ditto
ditto
filling
ditto r
ditto
cutting -
filling
ditto -
ditto -
cutting -
filling
cutting -
filling
ditto
ditto
ditto
ditto
ditto
ditto
ditto
ditto
cutting -
filling
E4
- 2,635
- 1,980
" 330
- 1,100
- 2,948
- 1,144
- 1,386
- 5,280
- 3,300
- 1,804
- 2,640
- 7,260
- 1,308
- 1,760
- 2,640
- 1,760
- 1,034
- 3,520
- 1,760
- 550
- 1,540
- 1,276
- 440
- 880
- 1,320
- 2,420
- 3,146
- 1,980
-10,846
- 374
- 836
• 2,530
- 880
- 2,244
- 1,100
- 1,980
Height or Depth.
Extreme.
13
20
5
19
12
4
14
14
11
12
11
6
7
12
6
13
13
6
9
13
14
5
7
6
25
7
16
16
6
9
9
6
10
10
Mean.
8
14
4
9
9
3
10
6
8
10
9
5
4
8
5
10
10
4
6
10
9
4
4
5
23
4
10
13
5
7
1*7
i
5
8
6
o
O
lUr. Walker's
Bishop Stortford
Line to York, by
Remarks. Cambridge and
Lincoln, 1836.
Cambridge.
(continued.)
40
FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Walker's
Bishop Stortford
line by Cambridge
and Lincoln, 1836.
Gradients.
Total
Distance.
Miles. Chains.
Co
78
52
62
63 38
64 38
67 -
/O
76
76
78
80
88
89
92
96
9C
101
117
118
121
123
j. 26
36
32
C3
63
82
83
84 -
84 40
85 60
87 47
47
47
93 48
25
5
105 77
112 -
116
Length
of
Gradients.
Miles. Chains.
10 13
33
38
32
24
- 40
1
2
4
6
I 4
42
56
54
31
- 17
40
20
67
41
1 40
32
25
Co
38
74
72
56
Tnclination.
1 in 1,056 falling
level
1 in 528 rising -
1 in 528 fn,,;ng -
level
1 in 1,056 rising
1 in 1,056 felling
level
1 in 1,056 rising
1 in 1,056 falling
level
1 in 1,320 rising
level
1 in 1,760 facing
level
1 in 1,320 rising
level
1 in 1,320 rising
1 in 2,112 falling
level
1 in 1,056 falling
1 in 528 falling -
level
1 in 548 rising -
1 in 528 falling -
level
1 in 1,320 rising
level
1 in 880 falling
level
1 in 528 rising •
level
Earthwork.
Length.
filling
ditto
ditto
ditto
ditto
cutting
filling
cutting
filling
ditto
ditto
ditto
ditto
ditto
cutting
ditto
ditto
filling
ditto
ditto
ditto
ditto
ditto
ditto
filling
ditto
ditto
ditto
ditto
ditto
ditto
ditto
ditto
ditto
cutting
filling
ditto
cutting
filling
ditto
cutting
filling
ditto
ditto
filling
ditto
filling
cutting -
ditto
ditto
ditto
ditto
filling
ditto
ditto -
ditto
ditto
cutting -
filiing
ditto
ditto
ditto
filling
ditto
cutting -
ditto
ditto -
filling
Yards.
- 3,300
- 1,760
- 3,080
- 946
" 2,310
- 1,100
- 440
- L320
- 1,760
- 1,980
- 880
- i,7go
- 3,4io
- 2,200
- 2,200
- 990
- 230
- 5,566
- 1,760
- 1,188
- 1,232
- 1,166
- 2,354
- 330
- 660
- L540
- 308
- 1,650
- 880
- 1,210
- 2,750
66 o
- 1,760
- 650
- 484
- 374
- 1,320
- 330
- 286
- 1,430
- 1,870
- 330
- 330
- 2,530
- 1,760
- 440
- 2,178
814
- 330
- 1,474
- 880
- 2,310
- 1,980
814
- 5,610
- 1,760
- 8,800
660
- 1,760
- i,43o
- 2,706
- 2,244
- 1,650
- 4,56o
- 990
- 2,750
- 1,056
- 1,100
- 1,320
- 440
Height or Depth.
Extreme.
Feet.
6
10
9
4
7
4
10
5
14
8
13
13
6
25
27
8
17
6
9
9
4
7
4
6
8
15
10
6
7
7
11
10
9
10
6
12
8
6
15
24
9
28
27
11
4
6
14
7
23
16
32
38
21
23
8
7
6
9
18
14
15
9
9
9
19
11
15
15
12
Mean.
Feet.
3
6
4
3
5
3
6
4
10
7
9
3
18
24
5
11
6
8
7
2
5
3
4
6
10
5
6
8
8
8
8
3
10
6
3
12
18
24
20
4
18
14
24
28
16
17
17
6
4
7
14
9
11
7
6"
7
16
6
8
7
8
Remarks.
Lincoln.
4/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
41
Gradients.
Total
Distance.
Miles. Chains.
128
130 iG
132 45
132 65
134 65
138 25
140 55
193 66
Length
of
Gradients.
Miles. Chains.
2
2 lG
2 29
- 20
2
3 40
2 30
53 11
193 66
Inclination.
1 in 812 falling -
1 in 708 rising -
1 in 600 falling -
level
1 in 1,056 rising
level
Earthwork.
Length.
1 in 1,164 rising
London to Cambridge.
o
filling
ditto
ditto
ditto
ditto
ditto
ditto
ditto
ditto
cutting
filling
ditto
ditto
Yards.
- 1,100
" 2,596
" L540
" 1,7C0
- 1,364
" 3,074
* 484
- 2,376
- 1,210
" 550
• 1,980
- 2,200
- 4,180
Height or Depth.
Extreme.
Feet.
22
14
9
15
21
12
3
6
17
9
6
4
12
Mean.
Feet.
15
8
6
10
17
8
14
6
3
8
London to York via Cambridge and Lincoln.
Mr. Walker's
Bishop Stortford
„ Line by Cambridge
Remarks. and l^co]n> ^
Joins York
and North
Midland
Railway.*
Examination of tlio Barkvcay Line from London to York, as submitted
by Mr. Gibbs.
Mr. Gibbs'proposition for a Line of Railway from London to York is divided london 0 Yor k°m
by him into three different projects. The first is an independent Line throughout Cambridge and
from Pentonville via Cambridge to Lincoln and York. Lincoln, as sub-
The second is a Line from Pentonville, to fall into the Northern and Eastern mined by Mr.
Railway, at about five miles distance from the Slioreditch station; to continue Gibbs.
upon that Railway to Broxburne, and afterwards to run independently to within two
miles of York, where it would unite with the York and North Midland Railway.
The third is proposed to proceed from the present Slioreditch Station, by the
Eastern Counties and the Northern and Eastern Railways, to Broxburne, and
thence again as by the second project.
The two latter, however, may be regarded as one project, the engineer
proposing to use both termini; viz. the one at Pentonville for the Western side
of the Metropolis, and the Slioreditch Station for the Eastern.
I11 examining the Barkway Line we proceeded from the Slioreditch Station ac¬
companied by Mr. Gibbs and his assistant Mr. Deane, following the Line as nearly
as practicable throughout to York, and comparing Mr. Gibbs' plans and sections
with the ground at all essential points ; and it is but justice to him to say, that
the whole of the plans, sections, estimates, borings, Ac. on this Line are given
in great detail.
As Mr. Gibbs' Report, which is in the Appendix, contains a very fair description
of the course of his Line, it would be useless for us to enter here minutely into par¬
ticulars, and we shall therefore confine our remarks to a few points of importance.
The first work deserving notice after leaving- the Northern and Eastern Rail-
© ©
way, at a short distance from the Station at Broxburne, are the crossings of the
N ew River, the Lea Canal or Stort Navigation, and the River Lea itself, by bridges
and embankments, in one continuous length of 54 chains. A little beyond this, the
Line skirts the eastern side of Easney Park ; it then crosses the Valley of the Ash
by a bridge and embankment, about 14 mile in length, and averaging about 44
feet in height ; after that it passes about 11 mile to the East of the town of Ware,
and proceeds by alternate cuttings and embankments by Newhall, Timberhill,
Standon, Puckeridge, Braughing, Ac. to Barkway.
Thus far the works consist of several bridges, cuttings and embankments of
© " ©
moderate dimensions; and from the cuttings being principally in chalk, they
present no unusual difficulty. The Line gradually rises through a distance of
about 18 miles in one continuous plane of 14 feet in a mile. Barkway is the
summit
* Mr. Walker's section of the Barkway Line, surveyed under his direction in 1835, and submitted to
us in March 1841, will be found in the Appendix, as will, also, a Table of Earthwork and Gradients.
132. F
AZ
$
42 FOURTH REPORT ON RAILWAY COMMUNICATION
Barkwuy Line summit of the Line, and here a tunnel, becomes necessary in order to pass the
York b0IC t0" chalk range. The length of this tunnel, which would be wholly in chalk, is
and Lincoln" as ^ rePresented as three-quarters of a mile in length, descending towards Cambridge at
submitted by ^ an inclination of 1 in 100. This slope is continued beyond the tunnel till it attains
Mr. Gibbs. the total length of four miles. The plan for working this plane is one which gives
a promise of increased safety to the passenger. It is by the formation of three
Lines, two to be used by the up and down trains, and the third by an assistant
engine, to be attached to the ascending trains by a tail-rope. This will render it
unnecessary to use the assistant engine as a propelling force, and it will also
prevent its having to pass to a siding. This inclined plane brings the
Line down to Washington Bottom, and to within about 10 miles of Cambridge;
the remaining gradients being 1 in 400 for 5 miles ; 1 in 1,020 for 3f miles, and
horizontal for 1 mile 55 chains.
In passing Cambridge, an expensive, but by no means a difficult, work has to be
executed ; namely, a viaduct of 1,474 yards in length, and of the average height of
21 feet. This is about a quarter of a mile to the left or western side of the River
Cam, and is preferred to a heavy embankment, which in such a place might be con¬
sidered unsightly. It will consist of about 220 arches, each of 20 feet span, similar to
those on the Croydon Railway, where that Line leaves the Greenwich Railway:
and founded, as Mr. Gibbs informs us, on the actual cost in that instance, the pro¬
posed arches at Cambridge are estimated at 220/. per arch, making a total of
about 48,400/., besides which, an embankment of about 880 yards will be required at
the east and west ends of the viaduct to preserve the level of the Line at this place.
The Cambridge station is proposed to be to the north of the town, and nearly
opposite the Castle, at the point where the Line passes below the Huntingdon
road. The road itself will have to be raised one and a half feet, in order to effect
this object. From this point 14 miles of slight cuttings and embankments would
bring the Railway to the Fens, across which it would proceed, slightly raised
above the surface of the ground and nearly horizontal, for about 58 miles; but
in its course it must cross the Ouse, the Nene, Whittlesea Wash and the
Welland Wash, besides various land drains, requiring altogether 1,936 lineal
yards of arching, but of very inconsiderable height.
In its progress over this Fen district, the Line approaches very few towns of
importance, but there are several small towns on both sides of the Line at dif¬
ferent distances. Whittlesea is passed within two miles, and Peterborough stands
at about six miles to the west of the Line.
Throughout this district for nearly 60 miles, the earthwork would consist of
merely raising the Railway clear of the present surface from side cuttings, which
would serve as drains for the work, and of making the approaches to roads having
to cross the Railway. Several borings have been taken in this part of the Line,
and the results are given, with various other data, in the Appendix.
The greatest difficulty in this district appears to be finding a proper material for
ballast. Some gravel is met with in places on slightly elevated spots, and some
is shown in the borings ; but still there may be a deficiency of this material for the
permanent way of a Railway.
No work of importance occurs after leaving Cambridge till the Line arrives
near Lincoln, where some property belonging to the Reverend Mr. Sibthorpe
would have to be interfered with to preserve the most direct course, but this
may be avoided by approaching nearer to the River Witham; this brings the
the Line to the Cattle-market, Lincoln, which will have to be passed over
by arches. The Railway would cross the street nearly at right angles, and just
beyond this point would be the Lincoln Station. The Line proceeds over the
eastern side of the race-course, and then crosses a flat level country, which
extends, almost without interruption, to within about two miles of York, where
at present it is represented as uniting with the York and North Midland
Railway. But a plan has also been submitted to us by Mr. Gibbs for crossing
the last-mentioned Railway on a level, and proceeding till his Line would fall into
the Great North of England Railway, about two miles to the north of York.
But this crossing we consider to be objectionable as regards the public
safety, and, indeed, we should consider it very much better for Mr. Gibbs
to find some means of even avoiding the necessity of forming junctions so
near the termini of the Railways with which he proposes to unite the Barkway
Line; and in respect to the York terminus of his own Line, it would be proper
that he should approach as near as possible to the city, because, as he contem¬
plates
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
43
plates adopting the gauge of the Northern and Eastern Railway, which is five
feet, he cannot, without leading to complicated, or at least undesirable arrange¬
ments, use any portion of the York and North Midland or the Great North of
England Railway, both of which have a 4 feet 0 inch gauge.
It is obvious that any Line to York, which adopts the present executed 15
miles of the Northern and Eastern Line, must either arrive at York, independently
of the York and North Midland Railway, or must change its gauge and have a
general shifting of passengers and luggage at some intermediate station. As far
as passengers only are concerned, this might, by proper arrangements, be done
without much inconvenience; but with cattle and heavy goods the case would be
very different. The fear of this inconvenience has led Mr. Gibbs to propose his
plan for proceeding direct from Pentonville to York by an independent Line for
the whole distance, as stated in the preceding part of this description.
There can be no doubt that now the Great North of England Railway is open,
a large traffic in coals will be carried to the south of York, which would render it
very inexpedient to have the change of gauge at that place, and it would be equally
objectionable for the carriage of agricultural produce and for cattle to have the
change at Lincoln or any more southern point in the Line ; the junction, there¬
fore, of the London and York Railway with either the York and North Midland,
or with the Great North of England, would be attended with inconvenience.
Indeed, if even there were no difficulty in respect to the gauge, we should consider
it improper to recommend that the traffic of any new Line should open upon the
York and North Midland Railway, with which so many Lines are already in
connexion, as to render delay unavoidable, and collision not improbable. In con¬
sequence of the numerous trains of luggage and passengers now using this Line,
nearly two hours are sometimes occupied in passing over a little more than 30
miles from York.
Bark way Line
from London to
York by Cambridge
and Lincoln, as
submitted by
Mr. Gibbs.
TABLE of Gradients and Earthwork on Mr. Gibbs proposed Railway from London via
Cambridge and Lincoln to York.
Gradients.
Earthwork.
Total
Length
Height or Depth.
Remarks.
Distance.
of
Inclination.
Length.
Gradients.
Extreme.
Mean.
Miles. Chains.
Miles. Chains.
Yards.
Feet.
Feet.
" 30
~ 30
1 in 1,913 rising
cutting - - 220
35
25
- - from
tunnel - - 660
Middleton
4 20
3 70
1 in 379 falling -
cutting - - 110
42
41
Gardens
tunnel - - 518
to Junc-
cutting - - 1,100
35
25
! tion with
ditto - - 1,166
17
1.5
Northern
arching - - 308
and East¬
cutting - - 2,090
26
22
ern Rail¬
filling - - 880
16
13
way.
15
0
to
0
rh
the distance passe
:1 over the Northern and
Eastern R
ailway.
15 70
- 70
level
cutting - - 1,540
16
8
34 10
l8 20
1 in 377 rising -
ditto - - 1,892
32
24
ditto - - 2,640
27
20
- - Junc¬
filling - - 660
20
14
tion of the
ditto - - 1,100
40
33
Integral
cutting - - 1,100
60
50
Line.
filling - - 1,320
40
2 2
cutting - - 2,640
67
50
ditto - - 660
50
22
ditto - - 836
35
30
filling - - 77°
23
10
cutting - - 396
25
18
filling - - 660
28
24
ditto - - 5.30
20
15
ditto - - 1,320
34
17
cutting - - 946
40
32
filling - - 484
31
28
ditto - - 660
12
6
ditto - - 330
16
12
cutting - - 440
6
4
filling - - 5,280
17
12
Bark way Line, as
submitted by Mr.
Gibbs.
3 32.
F 2
([continued.)
44
FOURTH REPORT ON RAILWAY COMMUNICATION
Barkway Line, as
submitted by Mr.
Gibbs.
Gradients.
Earthwork.
Total
Distance.
Length
of
Gradients.
Inclination.
Length,
.
Height or Depth.
Extreme.
Mean.
Miles.
Chains.
Miles.
Chains.
yards.
Feet.
Feet.
cutting
-
-
880
52
40
ditto
-
-
2,200
76
40
38
8
3
vt
oo
1 in 100 falling -
tunnel
-
-
1,320
Co
cutting
-
-
1,100
40
ditto
-
-
550
23
16
filling
-
-
2,640
25
16
43
15
5
7
1 in 440 falling -
cutting
-
-
3=520
8
18
6
40
filling
-
-
4,400
12
79
3
64
1 in 1,020 falling
ditto
-
L540
26
12
cutting
■
-
1,100
8
5
filling
-
-
1,980
16
10
51
65
4
66
level
ditto
-
-
1,320
24
16
arching
-
-
1=474
22
20
filling
-
-
880
52
15
cutting
-
-
1=540
17
14
53
63
1
78
1 in 528 falling -
ditto
-
"
800
18
16
filling
-
-
2,200
10
5
59
1
5
18
1 in 3,270 falling
ditto
-
-
440
6
4
cutting
-
-
462
4
3
filling
-
-
S80
4
3
ditto
-
-
1,100
12
8
cutting
-
-
2,420
4
3
filling
-
-
2,860
4
4
60
2
1
1
1 in 528 rising -
filling
.
_
1,760
12
10
61
77
1
75
level
arching
-
-
220
16
filling
-
-
330
10
cutting
-
-
880
10
8
63
62
1
65
1 in 528 falling -
filling
-
-
330
11
8
cutting
660
12
10
ditto
-
-
440
12
9
filling
-
-
39°
8
6
G8
25
4
43
level
ditto
-
-
7=920
5
4
68
57
-
32
1 in 528 rising -
ditto
-
-
704
8
5
69
30
-
53
1 in 528 falling -
ditto
-
-
1,100
9
6
70
39
1
9
level
ditto
-
-
1=760
5
3
7°
73
_
32
1 in 528 rising -
ditto
-
-
726
8
4
71
35
—
44
1 in 528 falling -
ditto ■
-
-
770
8
6
73
28
]
73
level
ditto
-
-
3=307
5
4
73
60
—
32
1 in 528 rising -
ditto
-
-
660
10
8
74
42
—
62
1 in 528 falling -
ditto
-
-
1,408
9
6
75
78
1
36
1 in 528 rising -
ditto
-
-
484
6
4
cutting
-
-
616
8
6
filling
-
-
1,100
14
8
76
47
-
49
level
arching
-
-
902
12
77
62
1
15
1 in 674 falling -
filling
-
2,068
15
8
81
60
3
78
1 in 3,520 rising
cutting
-
-
1,320
12
8
filling
3=520
4
3
84
29
2
49
level
ditto
-
-
4,620
8
6
85
21
-
72
1 in 528 rising -
ditto
-
-
1=584
12
7
85
55
-
34
level
arching
-
-
704
86
45
-
70
1 in 528 falling -
filling
-
-
1,386
9
6
9~
1
5
3G
level
ditto
-
-
9=57°
9
6
92
49
-
48
1 in 528 rising -
ditto
-
-
1A34
8
6
93
23
-
54
1 in 528 falling-
ditto
-
-
1,276
9
5
107
77
1 +
54
1 in 19,300 rising
ditto
-
-
3,520
3
2
ditto
-
-
7=040
5
4
cutting
-
-
660
6
3
ditto
-
-
880
5
3
filling
-
-
1=760
9
5
ditto
-
-
880
8
6
108
77
1
-
1 in 528 rising -
ditto
-
-
1,760
15
12
j eg
>— .->
/ "
—
75
1 in 620 falling -
arching
-
1 to
1 in 5,280 falling
filling
-
-
1=496
15
12
333
73
4
1
ditto
-
-
4=520
6
6
cutting
1,320
6
5
316
25
2
32
1 in 573 rising -
ditto
-
-
i=540
20
16
119
3
2
58
1 in 530 falling -
ditto
-
-
1,100
24
20
filling
-
-
3=300
12
8
122
2
2
79
level
ditto
-
-
5,280
5
4
327
66
5
G+
1 in 849 rising -
ditto
-
-
2,310
8
/
cutting
-
-
3,080
12
9
ditto
~
"
2,068
26
22
Remarks
Cambridge.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
45
Gradients.
Total
Distance.
Length
of
Gradients.
Miles. Chains
Miles. Chains.
127 66
C*
O
CO
r-t
2 39
C*
co
CO
3 17
137 42
4
138 35
- 73
139 60
1 25
142 45
2 65
144 62
2 17
145 35
- 53
146 75
1 40
148 23
1 28
148 55
- 32
149 60
1 5
152 50
2 70
157 1
4 31
157 75
- 74
158 48
- 53
160 15
1 47
161 47
1 32
162 37
- 70
163 37
1
164 9
- 52
165 52
1 43
167 27
1 55
168 57
1 30
170 70
2 13
172 10
1 20
CO
04
CO
9 18
182 35
1 7
185 20
2 65
O
CO
1 42
1 42
3 6
1 44
6 6
3
Inclination.
l in GoG falling -
level
I in 528 rising -
1 in 680 falling -
1 in 700 rising -
1 in 588 falling -
1 in 356 falling -
level
1 in 528 rising -
1 in 548 falling -
level -
1 in 2,739 falling
1 in 3,8n rising
level
1 in 1,840 rising
1 in 1,716 falling
1 in 530 rising -
1 in 626 falling -
level
1 in 530 rising -
1 in 1,122 falling
1 in 812 rising -
1 in 594 falling -
level
1 in 528 rising -
1 in 573 falling -
»
1 in 13,784 rising
Earthworks.
Length.
cutting ■
filling
arching ■
filling
cutting -
fitting -
ditto
cutting -
ditto
filling
cutting -
filling
cutting ■
filling
ditto
cutting -
ditto
ditto
filling
arching ■
filling
ditto ■
ditto
ditto
ditto
ditto
ditto
ditto
ditto
level,
level,
filling
ditto •
ditto
filling
ditto
ditto
ditto
cutting ■
filling
ditto
ditto
ditto
cutting ■
filling
ditto
ditto
ditto
cutting -
filling
ditto
ditto
Midland
Yards.
G60
- 1,540
- 880
- 550
- 1,540
- 1,3-20
- 3,520
- 880
220
- 1,760
- 1,980
- 330
- 330
- 1,320
- 550
- 880
- 2,200
" 550
- 1,320
- 1,540
- 2,860
- 1,188
- 2,640
- 1,980
660
- 1,100
- 4,840
- 1,760
- 1,320
- 2,772
- 1,100
- 1,100
- 880
- 1,760
- 1,100
- 1,540
66 o
- 1,980
- 1,320
- 1,320
660
- G60
- 330
- 1,320
Height or Depth.
Extreme.
- 1,320
- 1,100
660
- 4,l80
- 880
- 880
Railway to York.
Feet.
31
30
15
13
5
8
4
5
8
20
8
8
15
13
23
25
10
26
24
22
4
12
14
4
5
5
3
4
9
9
8
6
11
11
7
10
17
4
5
14
10
6
7
8
15
14
5
4
Mean.
Feet.
25
20
9
10
4
4
3
4
6
16
6
6
10
10
18
20
8
18
20
16
3
8
8
3
4
4
2
3
7
8
6
4
8
8
4
6
14
3
4
11
6
5
5
7
12
10
4
3
6
Bark way Line,
as submitted by
Mr. Gibbs.
Remarks.
Lincoln.
1 in 540 rising
on York and North
Total from Pentonville to York.*
Integral Line from Middleton Gardens.
level
1 in 372 rising
level
cutting -
- 176
25
18
tunnel -
- 495
cutting -
- 902
40
20
tunnel -
- 572
cutting -
- 506
40
30
ditto
- 1,100
36
22
ditto
- 440
35
28
tunnel -
- 336
cutting -
220
40
30
filling
44°
20
10
ditto
- 1,320
28
26
cutting -
- 330
12
8
filling
- 1,540
20
15
(continued.)
* The distance from the Shoreditch terminus is 185 miles 13 chains.
132. F 3
// 6
46
FOURTH REPORT ON RAILWAY COMMUNICATION
Eavkway Line,
as submitted b}r
Mr. Gibbs.
Gra dients.
Total
Length of
Distance.
Gradients.
Miles. Chains.
Miles. Chains.
7 c9
1 63
10 40
2 51
11 70
1 30
16 49
4 59
167 53
16 49
I67 53
184 22
184 22
Inclination.
l in 726 rising
level
1 in 378 rising
1 in 836 falling
Earthwork.
Length.
filling
cutting
filling
cutting
filling
ditto
cutting
ditto
filling
cutting
filling
ditto
ditto
cutting
ditto
Yards.
2,860
44O
616
1,980
440
880
550
660
330
130
748
1,760
176
G430
1,980
330
Height or Depth.
Extreme.
To junction with the main Line.
From junction to York.
Total distance from London to York by the Integral Line.
Feet.
22
30
35
11
6
22
H
44
H
14
22
10
25
14
38
Mean.
Feet.
12
25
25
10
5
20
10
3o
10
10
16
8
15
10
22
20
Rem arks.
Examination of tlie Morpeth Deviation Line as proposed by Mr. Bowman.
Moipetli Deviation rpjie survey an(j section of this Line begin at the Town Moor, Newcastle, 011
the site proposed by Mr. Stephenson for the commencement of his Line, at about
180 feet above high-water mark 011 theTyne, and nearly 100 feet above the station
of the Newcastle and Carlisle Railway at Newcastle. These gentlemen have not
finally decided upon the plan by which this station is to be connected with the
Town Moor, but there appears to be no means of effecting this junction, except
by a tunnel under a new part of the town of Newcastle, and by forming an inclined
plane to the Town Moor.
Starting from this point, Mr. Bowman, instead of bearing away to the north¬
east (the course taken by Mr. Stephenson), carries his Line forward in very nearly
a northerly direction as far as Brenkley, about seven miles from the Moor, keeping
on the west side, but nearly parallel to and not far from the high road to Mor¬
peth; and at Brenkley it is carried under the turnpike road in about a 25 feet
cutting, and continues its course in nearly a straight line to within a short dis¬
tance of Morpeth, passing behind Blagdon Park, without seriously interfering
with that property; it then crosses the River Blytli by means of a bridge of
moderate dimensions.
The cuttings and embankments in this division of the Line, viz., from the Town
Moor, Newcastle, to Morpeth are considerable.
As the gradients are now laid down by Mr. Bowman, there is one continuous slope
of seven and a half miles at 1 in 1,25-i, and another of five and one-third miles at
1 in 704; but to obtain these favourable gradients an expense in earthwork is
proposed perfectly incompatible with any traffic that can here be reasonably
anticipated.
In passing to the east of Morpeth, the Line will require a very expensive work
in crossing' the valley of the Wansbeck. The distance from the south bank of
o J
the valley on which the Line opens in a cutting, to the point on the north
bank where it again takes the ground, is about three-quarters of a mile, and nearly
half this distance must be passed by a viaduct of about 100 feet in height; the
rest might, perhaps, be made up by embankments. The Line is proposed to be
level here for the space of a mile ; then to ascend for two miles at the rate of
1 in 377 ; next to fall for seven miles at an inclination of 1 in 480, and afterwards
to be for one and a half mile level, bringing it to the south bank of the Coquet.
This
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac. 47
This river must he crossed by a lofty viaduct of considerable length. The Morpeth Deviation
Line now rises again for two miles at the rate of 1 in 580; it is then level for Line,
one mile, and for one and a half mile descends at the rate of 1 in 34-4. Here
it opens on the south bank of the valley of the Aln, at which point again it
encounters a formidable difficulty. This bank of the river is at this point
very precipitous, and where the projected Line opens upon it, the ground
is 103 feet above the water; the opposite or northern bank, 011 the other hand,
rises very gently, so that the whole distance to be passed between the two banks
exceeds a mile, and the Railway must be earned over the intervening space by
a lofty viaduct with embanked approaches, the former extending for at least half
that length.
Before proceeding with a description of the Line northward of the Aln, it may be
well to observe that for the first 18 miles the route selected is very nearly straight,
and runs almost due north, but after crossing the wansbeck it bears towards the
north-east, in order to approach Mr. Stephenson's Line, which it is proposed to
join at about four miles beyond Little Houghton. The exact point of junction,
however, has not been definitively fixed upon, nor has the Line been minutely
levelled beyond the last-named town; so that no great reliance can be placed
on this part of the section.
This is much to be regretted, because very near this place the Line must
cross the direction of the band of whinstone, which commencing near Ap¬
pleby, in Westmoreland, can be traced tlience to Edinburgh. Near the point in
question it shows itself very conspicuously, rising several feet above the general
surface, but whether it will intercept the Line in the direction in which it is pro¬
posed to carry it is uncertain.
It is proper to observe, however, that according to the opinion of several able
geologists whom we have consulted, and also according to a map accompanying a
geological memoir by Mr. N. Wood, and extracted from the transactions of the
Society of Natural History of Northumberland, Durham and Newcastle, there
seems to be reason to conclude that the rock at the point where the Line passes
is considerably below the surface.
The point of junction, although not exactly decided upon, is proposed to be at
about the distance of 401 miles from the Town Moor, Newcastle, reckoning by
Mr. Stephenson's section, or 39 miles by Mr. Bowman's section, the latter being
about one mile and a quarter shorter than the former in consequence of its more
direct course. Mr. Bowman's report consists principally of a criticism on the
other Lines to Edinburgh, and a comparison between them and his own project,
upon which he grounds a decided preference for the latter. This document, to say
the least of it, is far too partial in its views; and we feel bound to observe that
the estimate is extremely understated, and certainly does not amount to much more
than half the probable cost of construction.
As the section is incomplete in a very important part of the Line, we are unable
fairly to test this project, or to say more than that the direction Mr. Bowman has
given to it presents the advantage of approaching the towns of Morpeth and
Alnwick, and that, moreover, by crossing the several rivers and burns at a greater
distance from the sea, the works requisite for these objects, although still very
heavy, would in all probability be less formidable than on the Coast Line.
The most important works on the Morpeth Line, it will be seen by what has
been above stated, would be the Ascent from the Newcastle and Carlisle Station
to the Town Moor; and the crossing of the Rivers Blyth, Wansbeck, Coquet and
Aln.
Table
//S
48
FOURTH REPORT ON RAILWAY COMMUNICATION
Mor|eth Deviation
Line.
TABLE of Gradients and Earthwork on the Morpctli or East Coast deviation Line.
Gradients.
Total
Distance.
Miles. Chains.
7 10
12 45
13 45
15 45
22 45
24
5
26
5
27
5
28
45
29
45
31
45
32
45
38
45
Length
of
Gradients.
Miles. Chains.
10
7 10
35
1 40
40
1
6
38 45
Inclination.
level
1 in 1,254 rising
1 in 7°4 falling -
level
1 in 377 rising -
i in 480 falling -
level
1 in 586 rising
level
1 in 344 falling
level
1 in 528 rising
level
1 in 960
Earthwork.
Height or Depth.
Length.
Extreme.
Mean.
yards.
Feet.
Feet.
filling
220
12
5
cutting
" L584
20
15
ditto
- 1,320
20
14
filling
- 2,640
45
25
cutting
- 1,870
34
16
filling
- 1,760
27
17
cutting
- 2,200
40
26
ditto
- 1,760
45
30
filling
- 484
20
15
arching
1 to
90
70
ditto
- 880
26
20
ditto
- 1,760
27
15
cutting
" 550
10
8
ditto
" 1,452
22
17
ditto
660
10
7
ditto
660
15
10
ditto
- 132
14
12
filling
- 440
45
30
arching
660
95
60
cutting
* 198
23
16
filling
- 132
80
55
cutting
- 4S4
25
18
ditto
- 1,672
23
17
ditto
- 836
12
10
ditto
- 2,585
15
12
filling
" 374
34
25
cutting
- 440
10
6
ditto
- 880
20
15
ditto
- 990
20
16
filling
- 2,640
25
16
ditto
- 2,288
lo
8
cutting
- 1,760
16
8
filling
- 1,584
40
20
ditto
220
45
30
arching
- 330
95
^5
cutting
- 2,200
20
15
ditto
- 1,584
58
40
ditto
- 1,980
60
47
filling
- 308
18
12
cutting
264
28
15
arching
- 528
110
80
ditto
- 1,230
60
40
filling
- 770
35
28
cutting
■ 1,980
20
12
ditto
0
1
1
40
25
ditto
- 1,166
40
25
filling
- 1,980
15
12
cutting
- 880
8
6
ditto
- 2,640
25
20
filling
- 1,100
18
12
cutting
- 880
12
lo
ditto
- 440
6
5
From Town Moor, Newcastle, to junction with East Coast Line.
Remarks.
River Blytb.
- - River
Wansbeck.
Itiver Coquet..
River A In.
--Junction
with Mr.
Stephenson's
East Coast
Line.
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac.
49
The effect of Gradients considered.
As the question of preference between two or more Lines may depend in a Effect of Gradients
great degree upon the character of their respective gradients, it will be proper to considered,
state the principles upon which the effect of the several inclinations has been
estimated in this Report.
It is well known that many civil engineers advocate very different views on the
subject of gradients, some of them treating it as one of great importance, while
others assert that it is of minor consequence.
By referring to Mr. Locke's Report on the projected Lines between Car- Vide Appendix,
lisle and Glasgow, and Mr. Bidder's Report on the Stafford and Rugby Line,
it will be seen that these gentlemen appear to entertain very different ideas
on this question. The fact is, however, that the bases and the hypotheses on
which their arguments are founded are very dissimilar. If, for instance, we
suppose a Line to have such an abundant traffic, that the load an engine has
to draw is limited in its amount by the prevailing gradient of the Line, it is
obvious that a reduction of the slope would be, in such a case, equivalent to
increasing the capability of the engine, and considerable expense might be advan¬
tageously incurred in making such a reduction; or, in the selection of one out of
two Lines, great weight ought, under such circumstances, to be given to the
mechanical effect of the inclinations. But there are perhaps few Lines on which
the traffic is so great that in one journey out of ten the load is regulated by the
power of the engine; for it is determined almost generally, and particularly in pas¬
senger trains, by the demand for conveyance. In such a case, therefore, the
mechanical effect of a gradient would be altogether overrated if treated on the
principle above supposed.
There is this great difference in the views and doctrines respectively advo¬
cated by Mr. Bidder and Mr. Locke, that while the former gentleman is looking
at the Stafford and Rugby Line as one for which he anticipates considerable traffic,
the latter, applying his reasoning to Railways which he is aware can only com¬
mand a moderate traffic, makes the question of gradients subordinate to other
considerations.
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 on the Newcastle and Carlisle
Railway there is a plane of 1 in 106, of 4 miles in length, which is worked
several times every day with passenger trains at nearly the average speed of the
whole line, and therefore there can be no question of Mr. Locke's less steep though
longer gradient being also a practicable plane ; consequently, 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 inclination.
In the Table of Distances given in the following page, the value of the several
gradients in the various projected routes has been computed on the principles
explained in our Report on the Cumberland Lines, namely, by estimating the
effect of the inclinations in both directions by a corresponding lengthening of the
Line; such increased length being what we have termed " equivalent lengths," or
" equivalent horizontal distances."*
The calculation is made on a supposition that the gross loads of the trains will
vary from 40 to 50 tons. With heavier loads the retarding effect would of course
be greater, as will be seen by comparing the equivalent distance allowed in the
Table for the Stafford and Rugby Line for light loads, with the equivalent distance
shown in page 51, under the supposition of heavy loads being drawn.
It may here be observed that in the numerous Railway journies which we have
made in the course of this investigation, no opportunity has been neglected of
estimating,
* It is proper to observe that great difficulty has been experienced in obtaining exact information
respecting the actual lengths of several existing Railways, in consequence of the difference in the
statements we have received. The discrepancies, however, are small, and by no means such as to
affect the conclusions we have drawn.
132. G
50 FOURTH REPORT ON RAILWAY COMMUNICATION
estimating, by practical observations, the retarding or accelerating effect of the
several planes over which we have passed, and the results have been found, in
general, consistent with the principles of reduction adopted in this Report.
In the description already given of the several projected Lines will be found
tables of their respective gradients, and their equivalent horizontal distances have,
as above stated, been computed ; the same has likewise been done in respect to
those existing routes which are proposed to form part of the Great Trunk
Lines of communication between London and the manufacturing districts of
England, and Edinburgh and Glasgow, and the results are given in the following
Explanation of the Table. In order to render the whole question more intelligible we annex a Map,
Map. as stated in a former part of this Report, to show the position of the several
projected routes, numbered according to the arrangement described in page 5. We
have likewise marked the existing Lines which would form parts of the projected
main chain of communication. These, as well as the Lines in progress, or for
which Acts of Parliament have been obtained, are denoted by the plain black
lines, while the projects notv under consideration are distinguished by red lines,
and those already reported on by us are in blue.
Table of Actual and Equivalent Distances.
NAMES OF THE LINES.
Mr. Stephenson's Line, Stafford to Rugby -
Stafford to Birmingham Station ------
Birmingham Station to Mr. Stephenson's Rugby Station
Mr. Stephenson's Rugby Station to London -
Midland Counties' Rugby Station to London -
Ditto - - ditto - to Derby ------
North Midland from Derby to Junction of York and North
Midland ------ - - -
York and North Midland Junction to York -
The Barkway Line, Pentonville, by Northern and Eastern
to Cambridge
JJitto - -
Ditto - -
from Cambridge to Lincoln
from Lincoln to Junction of York and
North Midland -
Ditto - - by York and North Midland to York
Total London to York -
M
48
79
53
2
Ch.
53
59
76
65
Original Northern and Eastern from Shoreditch to Cam¬
bridge - - - - - - - -53 11
Ditto - - Continuation from Cambridge to York 140 55
Total London to York
North Junction from Darlington to Newcastle -
Great North of England from Darlington to Newcastle
Great North of England from York to Darlington -
Mr. Stephenson's Line from the Town Moor, Newcastle, to Leith
Walk, Edinburgh - - - 116 42j
Ditto - - ditto - from the Newcastle and Carlisle
Station to lite Town Moor -
Ditto - - ditto - with the deviation by Morpeth
Mr. Blackmore's Line from Newcastle to
Hexham - - - 20 46 -
Ditto - - from Hexham to Edinburgh 95 30 -
Newcastle and Carlisle Railway from Caslisle to Hexham -
Mr. Remington's Line from Newcastle to Dalkeith -
Grayrig Line from Lancaster to Carlisle (See 3d Report)
Line from Carlisle, by the Nithsdale valley, to Cumnock
(this is common to the three following Lines) viz.
Cumnock and Monkton, by Ayreshire Railway, making total
from Carlisle to Glasgow -
Ditto - by Kilmarnock branch, making total - ditto -
Ditto - by Beith, making total - - ditto -
Line from Carlisle, by Lockerby, to Glasgow -
Ditto - - - by Lochmaben, to Glasgow -
1 20
Equivalent. 1
20 63
109 3 G J
Actual
Distances.
Equivalent
Distances.
M. Ch
M. Ch.
49 1
49 56*
29 5
29 68
29 35
29 74
82 55
f84 21
82 40
84 n
49 16
49 72
63 76
65 44
23 11
23 15
185 13
1S9 78
193 66
195 76
35 40
37 6
29 70
31 11
44 30
44 46
117 62
123 33
116 42
122 13
115 76
130 19
40
43 46
104 10
110 18
70 17
78 62
72 35
74 36
127 58
133 9
125 9
130 4
120 60
124 54
100 74
116 78
105 55
121 68
(continued.)
* The equivalent distance for heavy loads on this Line is 51 miles 16 chains. See next page.
+ The equivalent distances on the London and Birmingham Railway are taken from Camden Town
Station.
J-/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
NAMES OF THE LINES.
Actual
Distances.
Equivalent
Distances.
Line from Carlisle to Symington (by Lockerby)
Ditto - - - to ditto (by Lochmaben)
. Ditto Symington to Edinburgh - - - -
Ditto Thankerton to Edinburgh by Mr. Miller's Line.
Manchester to Junction with York and Nortli Midland
Ditto - to Preston ------
Stafford to Newton -------
Newton to Preston -------
Preston to Lancaster ------
M.
Ch.
M.
Ch.
66
14
77
75
70
75
82
42
31
30
38
68
37
41
44
24
49
76
53
40
30
50
34
45
55
34
57
62
22
1
24
64
20
18
20
24
Comparison of the Lines submitted to our consideration. Comparison of the
several Lines,
1. The Stafford and Rugby Line.
According to the tenor of the addresses to the Crown and our instructions Stafford and
from the Lords of the Treasury, our Report on the Lines laid before us is required Rugby Lines,
to be confined to the facilities they respectively offer for the Railway communica¬
tion between London and the manufacturing districts of Lancashire, and Scotland
and the north of Ireland.
By referring to the preceding Table of the actual distances, and computing the
equivalent distances for heavy loads, it will be found that by the present existing
route the actual distance
M. Ch. M. Ch.
From Stafford to Birmingham is - 20 5 equivalent 31 22
From Birmingham to the Rugby star-
tion is - - - - - 29 35 ditto 30 44
Making the Total - - - 58 40 ditto 61 66
By Mr. Stephenson's route:
From Stafford to Rugby - - - 40 1 ditto 51 16
Making a difference of - - 9 30 10 50
If, therefore, this projected Line were formed, the saving in actual distance
would be about 9^ miles, and in equivalent distance 101 miles, supposing average
loads of about 80 tons to be carried.
This saving of distance should produce a corresponding saving of time in actual
travelling; and supposing that the rate of fare per mile to continue as at present
on the existing Lines, and to be on the same scale of charge on the proposed route,
the saving in expense to the first class passenger would be about 2s. 6d.
and to the second class passenger between Is. 8d. and 2s. It is not, however,
so easy to estimate what may be the saving of time, if any, at the stations by
the adoption of the proposed route. Its promoters contend that there is at pre¬
sent a great loss of time at Birmingham, whereas its opponents assert that this
Joss of time will be more than balanced by the double detention of shifting
from one line to another at Rugby, and again at Stafford. The detention at
Birmingham, it must be borne in mind, does not result entirely as a consequence
of the time requisite for transferring the carriages from the Grand Junction to
tho London and Birmingham Line; but from the necessity of allowing, at some
great station, not only a sufficiency of time for the refreshment of passengers
who have long journies to perform, but also a margin to meet those frequent
delays which occur on the road. This, we apprehend, would have to be the case
either at Stafford or Rugby, if the direct Line were formed between those
two places; for if any detention were to take place between London and
Rugby, and no margin were left in the time-table of the Extension Company,
either some excessive speed must be used to regain this lost time, or else the
132. g 2 passengers
sz
52 FOURTH REPORT ON RAILWAY COMMUNICATION
passengers waiting for trains between Rugby and Manchester would be thrown out
in their calculations ; and the same inconvenience would be felt in the up-trains if
no margin were allowed for a stoppage at one of the termini of this Line. We
therefore are of opinion, that the saving which might be effected by the proposed
route would only extend to the difference of time actually consumed in tra¬
velling over the two Lines between Rugby and Stafford, and to the fares of
the passengers. IIow far this economy of time and expense to the public tra¬
veller and the local accommodation to be afforded to the district through which
this Line would pass may render its construction desirable, is not a question on
which we are called upon to decide. It is sufficient to state that such saving
could be effected, that the mechanical properties of the Line are very favour¬
able, and that a great part of the country is well calculated for the construction of
a Railway. The chief difficulties would be encountered for the first eight miles
proceeding from Stafford, but even here they are by no means of a formidable
character.
It is further proposed, that a branch from the main Line should be carried from
a point between Rugby and Lichfield to join the Derby and Birmingham Railway
at Alrewas. This branch appears to be considered an important feature in this pro¬
ject as a means of uniting the Grand Junction with the Birmingham and Derby Rail¬
way. The advantages proposed by the promoters of the project in question are fully
detailed in a Report by Mr. Bidder, which we publish in the Appendix, together
with his detailed estimate. On the other hand, the directors of the London and
Birmingham Railway have addressed to us a letter, which we also publish in the
Appendix, containing a concise statement of the arguments which they conceive
may be fairly urged against this project.
Comparison of the Lines between Darlington and Newcastle.
I.inesbetween Dar- \ye have already adverted to the two Lines which have been brought into
castle" and NeW~ competition with the proposed extension of the Great North of England Railway
from Darlington to Newcastle, namely, the North Junction and the Northern Union.
M. Ch. M. Ch.
By the Great North of England the I 2& ^ ud h e iraIent 31 n
actual distance would be - -j n
By the North Junction and thej OK An .... 0>7 ~
■kt it tt • 1 3d 40 - - ditto - - 37 o
Northern Union -J
The promoters of the two Lines which have been put in competition with the
Great North of England claim for their respective projects the merit of saving
the construction of about 9^ miles of new line, and of affording direct Railway
communication from the south with Monkwearmouth, Sunderland Bishops-
wearmouth, Hartlepool, and South Shields. These places may, however, obtain
the advantages of the Railway communication in question, without subjecting the
traveller to or from Scotland to the inconvenience and expense of extending his
journey by six miles, and we have further to observe, that we consider it generally
objectionable to run great trunk Railways into minor Lines of frequent and
mixed traffic.
Indeed, it is a subject of regret to us that any of the great Railways should be
under the necessity of admitting the traffic of heavy goods at the times of the
running of the passenger trains, as the difficulty which seems to exist of esta¬
blishing the same degree of punctuality in the movements of the goods as in
those of the passenger trains must naturally tend to diminish the safety of the
travellers. Under these views we cannot recommend the adoption either of
the North Junction or the Northern Union Lines.
Comparison of the projected Lines between Newcastle and Edinburgh.
Lines between These Lines are numbered 11, 12, 13 & 14. By referring to the table of
Newcastle and actual and equivalent distances, it will be seen at once, that, as regards the mere
Edinburgh. question of length, the preference is due to No. 13, Mr. Remington's Line by
Wooler;
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 53
Wooler; but by examining the Report and section delivered to us by this gentle- Newcastle and
man (Appendix, No. 13), and our observations 011 this project in page 28, it will be bdinourgh Lines
seen that it would involve works of such a difficult and expensive nature, as to
lead at once to its rejection. The cuttings, tunnels and embankments are of a
most formidable character; and there appears to us no probability of the traffic
being ever such as to remunerate any party for incurring the expense of such
costly works as would be required to carry Mr. Remington's project into effect.
We are inclined to think that Mr. Stephenson might 011 further investigation
be induced to carry the East Coast Line nearer to Morpeth and Alnwick than
he originally intended, and we shall therefore adopt in our future comparisons the
shorter distance which such a route would give.
By this the distance from the Newcastle station of the Newcastle and
Carlisle Railway to the terminus originally intended at Leith Walk is 116 miles
42 chains. Since Mr. Stephenson's project was first submitted to us, he has
determined to extend his Line to the proposed terminus of the Edinburgh and
Glagsow Railway at the North Bridge, Edinburgh, which will lengthen the Line by
about 1 mile and 10 chains, according to section in Appendix 11; and the distance
from the same station at Newcastle, by the inland Hexham Line to Mr. Black-
more's terminus at the Links, Edinburgh, is 115 miles 76 chains. This point is 70
chains distant from the Edinburgh and Glasgow Railway, and 170 feet above its
level, and therefore the communicationeould only be formed by means of an inclined
plane worked by stationary power. The difference in the proposed Railway distances
between the respective termini of the two Lines is very inconsiderable, but the
mechanical properties are greatly in favour of the coast Line, its equivalent distance
being only 122 miles 13 chains, while that of Mr. Blackmore's inland Line is 130
miles 10 chains, being a difference of about eight miles in favour of the coast
line. On the other hand, as the inland Line proceeds for 2ffg miles along the
Newcastle and Carlisle Railway to Hexham, the length of new line to be formed
for the inland route is only 05J miles, while on the coast Line it would be 116
miles 42 chains to Leith Walk. The traveller by the inland Line would, how¬
ever, derive no benefit, as regards the amount of his fare, from this circum¬
stance, as the proprietors of the Newcastle and Carlisle Railway Avould have to
be paid for the 20^ miles of their Line to be used by the passengers to and from
Scotland, and, therefore, the fare from Newcastle to Edinburgh would probably
be the same in either case; and it must be borne in mind, that the superiority
of the coast Line over the other, in regard to the saving of time and its working
properties, is about one twelfth.
With respect to the amount of population, it appears from the census of 1831,
that it is nearly the same on both routes, averaging, for a distance of 10 miles
on each side of the respective Lines about 4,000 persons per mile, including the
populations of Newcastle and Edinburgh.
The amount of coach and mail traffic is however greatly in favour of the coast
Line. According to the returns with which we have been officially furnished
and which are given in the Appendix, it appears that the total number of pas¬
sengers licensed per annum reduced to the whole distance is as below:—
Coast Line, 40,644* persons, reduced to the average of the whole distance.
Inland Line, 29,624 persons, - - ditto - - - ditto.
Of the former, 9,282, and of the latter, 14,199, are licensed for the whole
distance.
Now, supposing one half of each of the two latter number of passengers, viz.,
9,282, and 14,199 are carried through, and that the other half are intermediate
passengers, it follows, that by deducting one-half of the latter numbers from the
former respectively the remainders will give the amount of the intermediate or
local present traffic on each Line ; and we thus obtain, for the
Intermediate traffic, Coast Line - - 36,003
Ditto - - - Inland Line - - 22,525
and these numbers may be considered a measure of the comparative local accom¬
modation that would be afforded by each Line.
The above has reference to the intermediate or local accommodation of the two
Lines. Now, with respect to the actual total accommodation, we must, of course,
assume
* This includes the passengers between Edinburgh, Poi tobello, and Musselburgh.
132. G 3
.54 FOURTH REPORT ON RAILWAY COMMUNICATION
assume that all those passengers at present travelling the whole distance (esti¬
mated at half the number licensed) will pass hy Railway, whichsoever of the two
Lines may be adopted ; we must therefore add to the existing coast traffic half
the number of passengers at present licensed through on the Inland Line, and
we must add to the total of the inland traffic half the number licensed through
on the Coast Line, and we thus obtain
Previous Total Traffic, Coast Line - - 40,644
Add Half-through Traffic, Inland Line - 7,099
Total Traffic, Coast Line - - 47,743
Previous Total Traffic, Inland Line - - 29,024
Add Half-through Traffic, Coast Line - 4,641
Total Traffic, Inland Line - 34,265
These numbers, of course, have no reference to that increase of traffic which
has always hitherto followed the establishment of Railway accommodation, but
they are considered to be a fair comparative measure of the probable future
traffic of the respective Lines.
It appears, therefore, that as regards the traffic and mechanical properties, the
advantages are in favour of the East Coast Line, whether the Morpeth devia¬
tion be adopted or not; and that there is nothing in the engineering properties of
either which would prevent its speedy formation, whereas the summit tunnel
at Note-oth-gate would, from its length and the nature of the rock through
which it would have to be cut, as we have mentioned in the examination of the
inland route, be a work that would retard for some years the opening of that Line.
As, however, the above inland Line has still to be compared with the projected
western routes it will be again referred to in drawing that comparison.
Comparison of the five Western Lines between Carlisle and Glasgow.
Corn pan ion of tbe These five lines, which are numbered 15, 16, 17, 18 and 19 in the foregoing
enumeration, and are indicated by the same numbers on the accompanying Map,
were surveyed under the direction of Mr. Locke and Mr. Miller, as already stated.
Of these, Nos. 15 and 16 admit of a branch communication with Edinburgh,
rendering the Railway distances between Carlisle and Glasgow and between
Carlisle and Edinburgh nearly equal.
j Mr. Locke, after an able exposition of the respective merits of these projects,
has recommended the route No. 16. The ground of this recommendation is
I \ principally the nearer approach that this Line makes to the towns of Annan and
Dumfries, by which the traffic to and from these two places would be more
' likely to be secured than by the route No 15. This is, however, almost the only
^ advantage which No. 16 possesses over No. 15, and as its formation would
probably require an expenditure of between 85,000/. and 100,000/. beyond ihat
I required for No. 15, and as in either case public conveyances would be provided
for the passengers to the nearest station, we are disposed to give the preference
to the shorter Line, which would afford for the local traffic not much inferior
accommodation, and be decidedly better for the " through passengers."'
The Lines Nos. 17, 18 and 19 offer no facilities for reaching Edinburgh,
except by means of the Edinburgh and Glasgow Railway, a route too circuitous
to bear a comparison on the ground of distance with the Clydesdale Lines.
The mechanical properties of the Nithsdale projects, Nos. 17, 18 and 19, are,
however, decidedly superior to those of the two Clydesdale routes, Nos. 15 and
16, but this advantage is more than counterbalanced by the additional length
of the former between Carlisle and Glasgow, and still more between Carlisle and
Edinburgh, which will be evident from an inspection of the table of distances, &c.
given in the following page.
It is true that as each of these three routes is intended to form a junction
with the Ayrshire Railway, or its projected branch to Kilmarnock, there would
be a shorter length of new line to construct than for either of the Clydesdale
Railways ; but we must here observe, as we did in speaking of the Hexham pro¬
ject, that this is rather to be considered as an advantage to the proprietors of
these
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
these Lines than to the public, whose fares would be in proportion to the
distance travelled over, whether on an old or on a new Line ; and, although
it must be admitted that in such cases it would appear fair to give reasonable
advantages to persons who have executed works of such public utility, possess¬
ing hut questionable remunerating returns, yet, on the other hand, it would be
very unjust, for their exclusive advantage, to tax passengers between Carlisle
and Edinburgh or Glasgow, both in time and expense, to the extent that would
be requisite in this instance. Viewing the matter in this light, it is conceived
that neither of the three Nithsdale Lines (Nos. 17, 18, and 19) can be recom¬
mended as a main trunk Line of communication between England and Scot¬
land.
The following Table shows the distances, equivalent distances, and length of
new Line to be formed on the five Lines now under consideration :—
ROUTES.
Distances
between
Carlisle
and
Glasgow.
Distances
between
Carlisle
and
Edinburgh.
Actual extent
of Railway
required
for the
Accommodation
of both
Places
Mean
equivalent
distances
on
both
Routes.
Miles
of
New Line
to be
formed.
Miles. Chains
Miles. Chains.
Miles. Chains.
Miles. Chains
Miles. Chains.
No.
15 : from Carlisle by Lockerby and
100 74
97 44
132 24
116 70
132
24*
Beattock (Symington branch.)
No. 16 : from Carlisle by Lochmaben and
105 55
102 25
137 6
121 30
137
5
Beattock (ditto.)
No.
17 : from Carlisle by Monkton and the
127 58
173 58
173 58
156 9
91
58
Ayrshire Railway.
No.
18 : from Carlisle by Kilmarnock and ditto
125 9
171 9
171 9
153 4
102
36
No.
19: from Carlisle by Beith -
120 60
166 60
166 60
147 54
110
14
We shall now consider the question of preference in respect to the western
communication from Carlisle to Glasgow and to Edinburgh to be settled in
favour of the Lockerby route, as there are no statistical properties in the Lines
competing with it to counterbalance the disadvantage of their greater length.
It may be well to observe here that the Edinburgh branch assumed to be
adopted is that from Symington to Edinburgh direct, in preference to the line by
Thankerton to the Edinburgh and Glasgow Railway. The arguments in favour
of the former have already been briefly stated, and are given in more detail in
the following article.
Comparison of the Branch Lines from Symington to Edinburgh, and from
Thankerton to Edinburgh.
The competing branches from Symington and Thankerton would both diverge Comparison of
from the same line, namely, from the route (No. 15), vid Lockerby and Beat- Symington and
tock, to Glasgow. The former branch would proceed direct from Symington branches1"0
to Edinburgh, the actual distance being 31 miles 30 chains, and the equivalent
distance 38 miles G8 chains ; the latter from Thankerton, a point about 2£ miles
nearer to Glasgow than Symington, and falling into the Edinburgh and Glasgow
line at the distance of seven miles from Edinburgh. The length of the projected
new line between the two proposed junctions, that is from Thankerton to the
Edinburgh and Glasgow Railway, is 30 miles 41 chains. The whole actual dis¬
tance, therefore, from Thankerton to Edinburgh is 37 miles 41 chains, and the
whole equivalent distance is 44 miles 24 chains.
Miles. Chains.
The distance from Carlisle to Symington is - - 06 14
The distance from Carlisle to Thankerton is - - 08 33
supposing the shorter of the two main lines to be adopted.
Adding together the respective distances above named, the whole line between
Carlisle and Edinburgh by the Symington route (No. 20) will be 97 miles 44 chains.
Ditto by the Thankerton route (No. 22) 105 miles 74 chains, being an excess
of 8 miles 30 chains in actual distance.
It follows, therefore, that, whether the fine by Lockerby or that by Loch-
maben be adopted, the advantage in respect to actual distance is in favour of the
Symington
* Nearly three miles of this distance is formed by the Polloc and Govan Railway, but as it belongs
to a private individua', it would probably have to be purchased by any Company that might wish to
use it as part of the Great Trunk Line; and therefore we have regarded that length as having still to
be made. This remark applies etpinl'y to route No. 16.
4 6
56 FOURTH REPORT ON RAILWAY COMMUNICATION
Symington branch. The working or equivalent distance is also in favour of that
branch, being only 38 miles G8 chains, whereas on the Thankerton branch it is
44 miles 24 chains, and as the difference in the length of new line to be formed is
less than a mile, and the population and traffic are nearly the same by both
routes, the preference is due, statistically as well as mechanically, to the branch
by Symington.
Comparison of the There remain four Lines for further comparison between Newcastle and Edin-
routes between burgh and Glasgow,* and also between Carlisle and the two last-named places, viz.:
Newcastle,Carlisle, ° ™ => . . . , , pi +
Edinburgh and
Glasgow.
1st. The east-coast Line from Newcastle to Edinburgh and Glasgow.")"
2d. The inland Line from Newcastle to Hexham, and thence to Edinburgh and
Glasgow.
3d. The inland Line from Carlisle, via Hexham, to Edinburgh and Glasgow.
4th. The route from Carlisle by Lockerby and Symington to Edinburgh and
Glasgow.
To avoid the necessity of reference to another Table, the actual and equivalent
or working distances of these Lines, and the length of new Railway to be
formed, are given in the following Table:—
ROUTES.
Distance to Edinburgh.
Distance to Glasgow.
Mean of
the Two
Miles of
New Line
Actual.
Equivalent.
Actual.
Equivalent.
actual
Distances.
to be
formed.
From Newcastle by tbe East-coast
deviated Line, via Morpeth,
Alnwick, and Berwick, to
Edinburgh and Glasgow
Miles. Chains.
116 42
Miles. Chains
122 13
Miles. Chains.
162 42
Miles. Chains
168 13
Miles. Chains.
139 42
Miles. Chains.
116 42
From Newcastle, by the Inland
Line, via Hexham, to Edin¬
burgh and Glasgow
115 76
130 19
161 76
176 19
138 76
95 30
From Carlisle, by the Inland
Line, via Hexham, to Edin¬
burgh and Glasgow
135 30
153 20
181 30
199 2
158 30
95 30
From Carlisle, by the Clydesdale
Line, via Lockerby to Glasgow,
with a Branch from Syming¬
ton to Edinburgh -
97 44
116 63
100 74
116 78
99 19
132 24
From an inspection of the foregoing Table, it is clea'r that the route, by
Lockerby, has a considerable advantage in regard to actual and equivalent dis¬
tance over the other Lines, both to Edinburgh and Glasgow, reckoning from
Carlisle on the one side and from Newcastle on the other.
Thus the mean of the two distances to Edinburgh and Glasgow from Carlisle
is about 40 miles shorter than the mean of the east-coast deviated route to the
same cities from Newcastle, and 39 miles shorter than the mean of the Hexham
or inland route to the same places; and in respect to the distance from Carlisle,
it is nearly GO miles shorter than the mean length from that place by the Hexham
route.
A passenger travelling from Carlisle by the Hexham route would there¬
fore pay to Edinburgh, at 2d. per mile, 6 s. 6d. more fare, and to Glasgow
13^. 6d. more than by the Lockerby Line with the Symington branch ; the only
counterbalancing advantages being, that there would be about 37 miles less of
new Railway to form.
We shall now refer to the existing English Lines leading towards Newcastle
and Carlisle from London and from the manufacturing districts of Lancashire.
It has been seen that two Lines have been projected, both proceeding from the
burgh and Glasgow. Northern and Eastern Railway, one of which, the Barkway Line, would reduce the
present actual length of the Railway route between London and York by about 34
miles ; and the other, the Bishop-Stortford Line, by about 25 miles.
If the subject of a Railway communication between London and York were
now brought forward for the first time, and the relative merits of the existing
Line by Derby and Rotherham were to be weighed against those of the proposed
routes by Cambridge and Lincoln, we should have no hesitation, after a full con¬
sideration of all the properties of both, in awarding the preference to one of the
latter
* Since this Report was written notice has been received from the promoters of the Hexham route
that they have reason to believe that there is a practicable Line for a Railway to Glasgow, branching
from the line to Edinburgh via Hexham, and they have requested time to survey the country ; but our
instructions preclude us from taking cognizance of any project brought forward at this late period.
t We adopt the deviated Line in this comparison, although the same conclusion would be drawn by
taking the original East Coast Line,
Comparison of the
whole routes from
London and Man¬
chester to Edin-
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac. 57
latter as a main-trunk Line of communication to the north ; hut as the former has
been completed, and has at this moment by no means an over abundant traffic,
it does not appear to us that it would be expedient to construct, at the cost
of probably more than 4,000,000 i. another Line passing by Cambridge and Lincoln
merely for the sake of shortening the distance for the " through passenger" to
York and to the north of that city. Looking, however, at the highly produc¬
tive district to the eastward of the Derby and Rotherham Line wholly unprovided
with Railways, and the unusually favourable character of the country for their
construction, we are of opinion that the period is not far distant when a new
Line will be formed to York, passing near Cambridge, Peterborough, and Lin¬
coln ; and that this Line will, in all probability, be combined of parts selected
from the various projects which have at different times been brought forward for
this route.
We cannot avoid observing that the formation of the Barkway Line, or any
other nearly direct Line to York, would unquestionably draw a certain amount of
traffic from the present Lines to that place, as the " through passenger" would
doubtless be carried on the shorter Line ; independent of which, the present
licensed mail and coach traffic amounts to 63,543 persons annually.
Our instructions do not require us to test against each other the merits of the
projects submitted to us for the York communication, but merely to state whe¬
ther the preference is due to the Derby and Rotherham or to the Cambridge and
Lincoln route ; and having awarded it to the latter, we shall confine ourselves
to a mere statement of some of the leading advantages and defects of the pro¬
posed Lines, so far as the documents before us admit of a fair comparison.
The Barkway Line has the advantage over the Bishop-Stortford Line of shorten¬
ing the actual distance to Cambridge by about five miles ; and it leaves the
question open of adopting any gauge that may be considered preferable, but it
wdl require 25 miles more of Railway to be formed to Cambridge.
We are aware that there are strong local feelings and prejudices in regard to
these Lines, but on these matters we offer no opinion.
From Cambridge to Lincoln the distance by the Line given in by Mr. Gibbs is
nearly five miles shorter than that by Mr. Walker's original project ; but the latter
runs nearer to the base of the high land, and by keeping clear of the fenny dis¬
tricts interferes less with the inland navigation.
From Lincoln the projected Lines are in scarcely any instance above three miles
asunder ; and if either of them should be carried into effect, the preference will
probably depend as much upon the accommodation it will afford to local interests
as to any mechanical properties it may possess.
In order to show the effect which a Cambridge and Lincoln Line to York would
have in respect to the " through passenger," two statements of mean and equivalent
distances, &c., have been drawn up for the purpose of comparing the merits of
the eastern and western routes, on the supposition on the one hand of the Bark¬
way Line from London being formed, and on the other of the Stafford and Rugby
Line being constructed. We beg to observe, however, that in making the Bark¬
way Line one of the elements of this comparison, it is not to be understood
that we thereby express a preference for that Line over any other between London
and York ; but that as the shortest we take it, for the purpose of trying in the
severest manner the merits in regard to distance of the western route.
The distance from London to York by the existing route is as below : —
Miles. Chains.
London to Rugby - - - - 82 40
Rugby to Derby - - - 49 16
Derby to York ----- 87 7
Total - - - 218 63
The total equivalent distance being 222 miles 57 chains.*
In continuation of the route from London to York, the Great North of Eng¬
land Line is on the point of being opened for passengers for 44 miles and 30
chains ; viz., from York to Darlington. In the course of probably a few weeks,
therefore, a complete Railway route will be established from London towards New¬
castle,
* From the Camden Station.
f Since this Report has been in the press the Railway has been opened for passengers to Darlington.
132. ii
5?. FOURTH REPORT ON RAILWAY COMMUNICATION
castle, amounting in actual distance to 263 miles 13 chains, leaving only 29
miles 70 chains to complete the connection to the last-named place.* For this
part an Act was obtained in 1836, it being, in fact, a portion of the Great North
of England Line. Circumstances have hitherto prevented its being carried into
execution ; but, presuming that the Great North of England Company still
intend to complete their project, or a modification of it, the distance of 29 miles
70 chains will be considered as the length of unformed Line, making the total
distance between London and Newcastle, following the existing route, 293 miles
3 chains, which would be reduced to 259 miles 33 chains provided the Barkway
line should be executed.
On the western route the distance from London to Lancaster is as follows :
M. Ch.
London to Birmingham - - - - 112 10
Birmingham to Parkside - - - - 84 40
Parkside to Preston - - - - - 22 1
Preston to Lancaster - - - - -20 18
Total to Lancaster
- - -
238
69
Adding to this distance Mr. Larmer's
from Lancaster to Carlisle
new Line
70
17
Total to Carlisle
- - -
309
6
Which distance, if the Stafford and Rugby Line should he formed, would be
reduced to 299 m. 47 ch.
The equivalent distance being 316 m. 49 ch.
Combining now the distances between London and Carlisle, and London an
Newcastle, by the shortest proposed routes, with the respective distances between
Carlisle, Edinburgh and Glasgow on the west, and between the two last-men¬
tioned places and Newcastle on the East; we have
London to Carlisle, supposing the Stafford and M- Ch. M- Ch.
Rugby Line made ----- 299 47
Carlisle to Edinburgh - - - - - 97 44
Shortest distance, from London to Edinburgh,
by western route ------- 397 11
London to Carlisle, as above - 299 47
Carlisle to Glasgow 100 74
Shortest distance, from London to Glasgow,
by western route ------- 400 41
Sum of both Routes - - - 797 52
Again by the eastern route, adopting the
Barkway Line to York, and thence to New¬
castle ------- 259 33
Newcastle to Edinburgh, by the deviated Coast
Line - - - - - - -116 42
Shortest eastern route, from London to Edin¬
burgh - - - 375 75
London to Newcastle, as above - - - 259 33
Newcastle to Edinburgh - - - - 116 42
Edinburgh to Glasgow - - - - 46 -
Shortest eastern route, from London to Glas¬
gow - - - - - - - - - 421 75
Sum of both Routes - - - 797 70
The shortest projected routes, therefore, on the east and west, may be con¬
sidered of nearly the same actual length.
In consequence, however, of the better gradients on the eastern lines, the
equivalent, or working distance, is much in their favour, as will appear from the
following
* This has reference to the original Line. See note, page 12.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 59
following results, which are obtained in the same manner as the foregoing, except
employing the equivalent lengths instead of the actual lengths: viz.
M. Ch.
Sum of the equivalent lengths, between Lon-
Westernj don and Edinburgh, and London and Glas-
Routes.j gow, adopting the preceding shortest route
to Lancaster - - - - - - 861 70
F I Sum of the equivalent lengths, between Lon-
as ern an(j Edinburgh, ancj London and Glas-
oues'[ gow, adopting the Barkway Line to York - 821 56
Difference - - 40 14
Giving a difference of 40 miles and 14 chains in equivalent distances in
favour of the eastern route, or a mean difference of about 20 miles on a single
journey, and as the cost for locomotive power, and the time of performing the
journey, are both dependent on the equivalent distance, it appears that under
these two heads the advantage is at the rate of five per cent, in favour of the
Eastern route, supposing the Barkway Line to be formed to York, and taking
London as the southern terminus. The other expenses of the Lines, such as
maintenance of way, police, guards, stations, &e. would probably be the same on
both Lines, being generally proportional to the actual lengths.
But supposing neither the Barkway Line nor the Stafford and Rugby Line to be
formed, the difference in actual distance between the Eastern and Western routes
would be 24 miles in favour of the Western route from London; and the equi¬
valent distance would be about two miles in favour of the same.
We must now consider the manufacturing districts of England. Comparison of dis-
With reference to the accommodation of these districts with Railway commu- tancea from the
nication to Scotland, particularly with Glasgow, we must assume some mean actuniis
point of departure, and, as we selected Manchester in our first Report, we shall,
for the reasons which then guided us, do the same on the present occasion.
The distance from Manchester to Carlisle, and thence to Glasgow and Edin¬
burgh by the Western route, may be stated as follows:
From Manchester to Preston -
Preston to Lancaster -
Lancaster to Carlisle -
Total Manchester to Carlisle -
Carlisle to Glasgow
Manchester to Glasgow
Manchester to Edinburg
Symington
M.
Ch.
-
30
50
-
20
18
-
70
17
-
121
05
-
100
74
-
221
79
by
-
218
49
M. Ch.
Total to both places - 440 48
By the Eastern Route :
From Manchester, by the Manchester and
Leeds Railway, to York -
York to Newcastle -
Newcastle to Edinburgh by the Coast
deviated Line -
Total Manchester to Edinburgh 263 69 263 69
Edinburgh to Glasgow
Manchester to Glasgow - 309 69
73
7
74
20
116
42
263
69
46
—
Total to both places - - 573 58
Manchester, therefore, is nearer in actual distance to Glasgow by the Western
than by the Eastern route by 87 m. 70 ch., and to Edinburgh by 45 m. 20 ch.
These results are obtained by comparing only the two routes we have specified ;
but in the following Table deductions are made for several other routes for the
communication between the manufacturing districts and London with Edin¬
burgh and Glasgow ; it is not, however, thought necessary to give all the cal¬
culations at large, as the preceding cases will sufficiently illustrate the mode by
which we arrive at the results.
132. h 2 We
6o
FOURTH REPORT ON RAILWAY COMMUNICATION
We may fairly conclude, from what we have just seen, that the advantages
presented by the Western route for the communication between Manchester and
Edinburgh and Glasgow, as well as with the west of Scotland and the north of
Ireland, more than balance the advantages which would belong to an Eastern
route from London, even adopting a new Line by Cambridge and Lincoln to
York as a portion of this great trunk Railway ; and if such new Line were not to
he formed, the superiority in respect to distance of the western route would be
considerably greater, as we have already shown.
ROUTES.
From London, by existing
route, to Lancaster, and
thence by Carlisle, Lock-
erby and Symington to
Edinburgh and Glasgow
From London to Lancaster,
adopting the Stafford and
Rugby Junction, and
thence from Lancaster, as
above -
From London, by existing i
route,to Lancaster, and
thence by Carlisle and'
Hexham (by Inland Line)
to Edinburgh and Glasgow
From London to Lancaster,-
adopting the Stafford and
Rugby Junction, and
thence, as in the preced¬
ing route (No. 3.) -
From London, by existing
route bj' Derby and Ro-
theram to Darlington, and
thence by Newcastle and
the East coast deviated
route to Edinburgh and
Glasgow -
From London, by the Bark-
way Line, to York, thence
as in the preceding route
(No. 5.) . .
From London, by existing''
route by Derby and Ro-
therham to Darlington, and
thence by Newcastle and (
the Hexham Line to Edin¬
burgh and Glasgow
From London, by the Bark-~i
way Line to York, and [
thence as in the preceding j
route (No. 7.) - -J
From Manchester to Preston'!
and Lancaster, and thence |
by Carlisle, Lockerby and I
Symington, to Edinburgh '
and Glasgow - - -
From Manchester, by Man¬
chester and Leeds Rail¬
way, to Darlington, and
thence by route (No. 5.) to
Edinburgh and Glasgow
From Manchester, by Man-'
Chester and Leeds Rail¬
way, to Darlington, and
thence by route (No. 7.) to
Edinburgh and Glasgow -
Actual
Distances
to
Edinburgh.
Miles Ch.
406 50
397 11
444 36
434 77
409 45
375 75
408 79
375 29
218 49
263 69
263 23
Actual
Distances
to
Glasgow.
Miles. Ch.
4IO
4OO 41
491 60
482 21
455 45
421 75
454 79
421 29
221 79
309 69
309 23
Mean
of
both Routes.
Miles, Ch.
408 25
398 66
4C8 60
459 21
432 45
398 75
43i 79
398 29
220 24
289 69
289 23
Mean
of equivalent
Length of
both
Routes.
Miles. Ch.
441 '45
430 75
5ni 1
490 31
443 47
410 68
451 53
418 74
255 77
297 45
304 21
Number of
Miles
of new Line
to form.
Miles. Ch.
202 41
251 -
I65 47
214 48
144 32
318 26
125 20
296 33
202 41
146 32
125 30
Average
of Population
per Mile
within
Ten Miles
of the Routes
North of
Carlisle and
Newcastle.
/1.433*1
I3J125 J
{
L433*l
3,625 J
J 2,J39+1
l4,on J
{
2,139t I
4,011 /
f 2,364^1
14,236 /
f 2,364+ \
14,236 J
J 2,i39+I
U,°u J
f 2,139+1
+4,011 J
f G433*'l
13,625 J
f 2,364+
14,2.36/
f 2,i39+
L4,°i 1J
Average
No. of Persons
licensed
per annum,
for the
wholeDi stance,
North of
Carlisle and
Newcastle.
* The lesser population iD each case is exclusive of Carlisle and Glasgow, and the larger includes those places. The Symington branch is not included,
f The lesser population in each case is exclusive of the Towns of Edinburgh and Newcastle, and the larger includes those Towns.
It
BETWEEN LONDON, EDINBURGH, GLASGOW, be. 61
It will be evident, from an examination of the last Table, that, so far as regards Reasons in favour
the interest of the traveller, both in respect to the economy of his time and of of tho Western
his purse, the preferable route for the Railway communication to Edinburgh and h°ute-
Glasgow would be by the proposed Carlisle and Lockerby Line (No. 1.), with
a branch from Symington.
It will at once be seen that the Line (No. 3) by Lancaster, Carlisle and Hex¬
ham, to Edinburgh and Glasgow, is, from its greater mean length, quite inad¬
missible as a single Line ; and it has four lofty summits to pass—the first between
Lancaster and Carlisle, the second between Carlisle and Hexham, and the
remaining two between Hexham and Edinburgh. It exceeds both in actual and
equivalent length the mean of the two routes by the Lockerby Line no less than
60 miles, and the only advantage it possesses is that of having 37 miles less of
new Line to construct.
Comparing the first route by Lancaster and Lockerby with the Derby, Rother-
liam, Darlington, Newcastle and East Coast route (No. 5 in the Table), the
Lockerby route has the advantage of 24 miles less of mean actual distance, and
two miles less of equivalent distance, but it has 58 miles more of new Line to con¬
struct. The Lockerby Line has nearly the same advantage of actual mean dis¬
tance over the Derby, Rotherham, Newcastle and Hexham Line (No. 7), that it
has over the East Coast Line ; and it has also the advantage of 10 miles less in
equivalent distance, but it has 77 miles more of new Line to form, which disad¬
vantage is, however, not sufficient to turn the scale against it, as will be obvious
from a consideration of the statements in the following paragraph.
If the Barkway Line should be made, the mean to Edinburgh and Glasgow by
the Hexham route (No. 8) wrould be nearly 10 miles less in actual distance, and
23 miles less in equivalent distance ; but for these advantages this route would
require 94 miles more of new Line to be formed than the Lockerby route. The
balance of advantages is, therefore, with the Lockerby Line, as far as regards the
communication between London and Scotland ; and they are still more so in
respect of the communication between Edinburgh and Glasgow and the manufac¬
turing districts of Lancashire, and with the latter and the North of Ireland.
We have had before us various statistical returns regarding the districts
through which the several competing Lines would pass, and as they are of an
interesting nature we have placed them in the Appendix, but we do not find that
the results they give are such as to lead us to prefer any other Line to that by
Carlisle and Lockerby.
On commencing this inquiry, we anticipated that by means of the estimates we Remarks on tbe
expected to obtain from the promoters of the various projects, it would be in estimates,
our power to test minutely the relative probable cost of construction of the pro¬
posed Lines of Railway, as wre have done their mechanical properties. With
this view we supplied these parties with tabular forms, so that they might class
the various items of expense under their respective heads, in such a manner as
to give in detail the information we required as to the elements of their calcu¬
lations ; but unfortunately we have found such discrepancies in the estimates
which have been laid before us, that we are precluded from following the
course we had intended, and in our own justification we are under the necessity
of inserting the following comparative statements of the quantities and prices
extracted from these estimates, and these data will be found to differ so essen¬
tially in points where there is no apparent cause for such difference, that it
must be admitted we could draw no satisfactory deduction from them, and conse¬
quently that they could neither confirm, nor tend in their present form to disturb,
the opinion we have given as to the preference which is due to the Lines we
have had under consideration.
It is foreign to our duty to revise or to reconstruct any of these estimates
in a detailed manner, nor have we been supplied with those working drawings
by means of which alone this could be done in a satisfactory manner.
132
COMPARATIVE
COMPARATIVE VIEW of the Quantities and Prices of Land and Earthwork on the Projected Railways, as inserted in the Engineer's Estimates.
Ki
*1
o
g
3
8
O
3
o
50
>
►—i
r»
>
o
o
£
3
G
2
t—t
O
t>
H
O
3
No.
in the
Map.
l
o
3
4
5
C
*7
#
8
9
10
ti
12
13
14
15
j6
17
18
19
20
21
22
23
2+
25
26
Name of the Lines.
Stafford and Rugby, Mr. George Stephenson's -
Stafford and Rugby, Mr. Locke's
London and Leicester -
Great North of England.
North Junction Line - -- -- -- -
Northern Union Line -
West Cumberland Coast Line -
Lancaster and Carlisle by Valley of the Kent -
Lancaster and Carlisle, by Valley of the Lune -
Gray rig Line - -- -- -- --
[Great North British, or East Coast Line (north of the Tweed)
) Ditto - ditto (south of the Tweed)
Morpeth Line --------
Newcastle and Dalkeith, by Carter Fell -
Inland Line, by Hexham to Edinburgh -
Clydesdale Line, by Lockerby to Glasgow -
Clydesdale Line, by Annan and Lochmaben, ditto -
Nithsdale Line, by Cumnock and Monkton to Glasgow
Nithsdale Line, by Kilmarnock and Dairy to Glasgow
Nithsdale Line, by Beith and Paisley to Glasgow -
Branch from Clydesdale Line at Symington to Edinburgh -
Branch from Thankerton by the West side of the Pentland Hills
Branch from Thankerton to the Edinburgh and Glasgow Railway
London to York by Northern and Eastern, from Bishop Stortford
London to York by Eastern Counties, and Northern and Eastern.
London to York by Northern and Eastern only -
London to York, integral Line
Number of
Acres of Land
per Mile.
Price
per Acre.
t. d.
Number of
Cubic Yards
of Cutting
per Mile.
line withdrawn ; no Estimate
no Estimate sent in.
no detailed Estimate sent in.
! . -|
no detailed Estimate sent in.
no detailed Estimate sent in
9 70 - -
10 100 - -
108,521
sent in.
9
12
11
211 15 -
120 - -
60 - -
- no Estimate sent in.
9
10
150 -
150 -
115,230
82,816
110,202
162,814
86,309
125,000
169,633
101,108
- - no detailed Estimate sent in.
9 i
10
10
no Estimate.
12 I
40 - -
50 - -
100 - -
243 it
140,984
91,183
88,000
77.590
Price per Cubic Yard.
Rock.
1/6
1/
1/
Id i
1/3
1/
1/11
1/8 to 2/8
1/
1/
l'
1/
Alluvial.
1/
' I
1/
8/
Number
of Yards of
Tunnelling.
19
1,200
1/
-
'/
1/
4,400
2,420
2,244
/6 h
2,022
19
/6
1,500
- none.
/8
5,390
/8 to 1/3
2,706
none.
2,9°5
Price
per Lineal Yard.
£. t. d.
v5° - -
20 - -
28 10 -
50 - -
50 - -
38 13 -
average.
r.o - -
30 - -
{
40 - -
50 - -
average.
5s
N
COMPARATIVE VIEW of the Estimates for Permanent Way on the Projected Lines of Railway under Investigation, as sent in by the Engineers.
co
to
Number
in the
Map. !
Name of the Liuea.
[Stafford and Rugby, Mr. George")
\ Stephenson's »J
Stafford and Rugby, Mr. Locke's -
London and Leicester -
Great North of England
North Junction Line -
Northern Union Line -
West Cumberland Coast Line
Lancaster and Carlisle by the Kent -
Lancaster and Carlisle by the Lune
Grayrig Line -
(Great North British, north of the Tweed -
Great North British, south of the"!
[ Tweed - -J
Morpeth Line -
Newcastle and Dalkeith
Inland Line to Edinburgh, byHexham
Clydesdale Line by Lockerby
Clydesdale Line, by Annan and Lochmaben
Nithsdale Line, by Cumnock and Monkton
fNithsdale Line, by Kilmarnock and)
1 Dairy - - - _ - -J
[Nithsdale Line, by Beith and)
j_ Paisley -J
| Branch from Symington to Edin-[
[ burgh - - - - -j
Branch from 'lhankerton, west of)
the Pentland-hills, to Edinburgh/
fBranch from lhankerton, to the 1
< Edinburgh and Glasgow Rail-
l way - - - - - J
I London to York, from Bishop Stort-)
1 ford ----- J
J London to York, by Eastern Coun-)
) ties, and Northern and Eastern -[
["London to York, by Northern audi
) Eastern only -j
London to Y'ork by Integral Line -
Price
of Fencing
per Mile.
£. s. d.
440 - -
371 *7 C
300 - -
200 - -
484 - -
352 - -
220 - -
440 - -
352 - -
352 - -
352 - -
528 - -
83G
836
83G
Number of
Blocks
per Mile.
Price
per Block.
Number
of Sleepers
per Mile.
Price
per Sleeper.
3,520
6/6
no Estimate sent in
■ no Estimate sent in.
£. 1,012 per mile -
no Estimate in detail sent in.
£. 880 per mile
110 detailed Estimate sent in.
no detailed Estimate sent in.
Line withdrawn.
2,640
7,040
3/8
2/
- - no Estimate sent in.
1,320
3,520
7,371
5,280
J/
2/6
no detailed Estimate sent 111.
- - no detailed Estimate sent in.
- - no detailed Estimate sent in.
- - no detailed Estimate sent in.
7,040
5,280
- no Estimate.
2/
3/6
5/
3/
51
56
5/6
5/6
Weight of
Rails in lbs.
per Yard.
65
60
GO
15
6j
56
56
50
75
60
60
60
Price
per Ton.
£.
11
12 -
12 -
9 10 -
11 - -
9 >o -
9 10 -
10 - -•
10
9 10 -
12 - -
12 - -
12 - -
Cost of
laying and forming
per Mile.
£. s. cl.
440 - -
234 13 ■
f 880 -
with Ballast. J
352
352
250
352
352
308
496 - -
496 - -
496 - -
Price of Ballast
per Yard.
(
£.1,056 -
! per Mile.
1/6
,/6
1/6
1/2
1/6
1/
1/6
4/
4/
4/
£• 1,415
per Mile.
Weight of
Chairs.
f 65 tons "1
per Mile. J
75 h tons
per Mile.
15 lbs.
each.
f 15 16s. "I
1 each. J
20 lbs. each.
20 lbs. „
14 lbs. „
17 lbs. „
23 lbs. „
Price per Ton.
20 lbs. „
22 lbs. „
- - not used.
- - not used.
- - not used.
£. s. d
710 -
)
7 10
9 -
5 15
7 -
8 -
5 1°
9 10
5 10
N. B.—The Great North British Railway is one Project, but the Estimates are sent in by two different Engineers.
o»
CO
^//
64 FOURTH REPORT ON RAILWAY COMMUNICATION
Further remarks It is hardly necessary to remark upon the discrepancies in these Tables, as
on the L.stimates. they will be obvious pn the most cursory examination, but there are some points
upon which it is necessary to comment.
In the first of the two foregoing Tables tve see the price of 28/. 10.?. per lineal
yard inserted for a tunnel proposed to be cut through green slate and porphyry,
the summit of the hill being no less than 1,200 feet above the level of the
tunnel; it is almost needless to observe that, if executed, the work would cost
more nearly three times the price inserted.
Looking at No. 11, which is divided into the works north and south of the
Tweed, we find in the former subdivision, where the amount of earthwork is stated
to be double that of the latter, that 9 acres of land only are estimated for per mile,
whereas in the southern division of the Line 12 acres are more properly allowed.
The price of the land in the northern division is put down at nearly
double the price in the southern, and the latter is precisely double what Mr.
Bowman has allowed for the land he requires for the Morpeth Line.
Projects 20 and 21 are both by tbe same parties, and it will be observed that,
for the Line in which they have the greatest quantity of cutting, they provide for
the smallest quantity of land.
Projects 20, 21 and 22 are in nearly the same district, yet it will be remarked,
that in 20 and 21, which, as above stated, are by the same parties, the average
price allowed per acre for the land is 45/., whereas the engineer for the com¬
peting project has allowed 100/. per acre, a sum likely to be much nearer to the
truth.
In the second Table almost equal discrepancies occur to those which are
observable in the first ; for instance, in the price for fencing, only 200/. per
mile is allowed for the Lune Line, and 220/ for the Morpeth Line ; whereas
for the Thankerton Line, project No. 22, 528/. is allowed, and for the Lines from
London to York, 836/. ; neither the local circumstances nor the character of
the work justifies such a difference.
In the price of blocks an unaccountable difference is made in nearly the same
districts, and in the weight of the rails there is also a considerable difference,
without there being any ground for such variety: the same observation applies
to the price of the iron.
There are many other parts of the estimates varying so much in price for
works which wrould be nearly similar in execution, that any deduction drawn
from these discordant documents could only serve to mislead. For instance,
there is on the Inland Line by Hexliam a tunnel proposed to be cut of 2,970 yards
in length through clay slate and grauwack^, in the formation of which it is only
proposed to make use of four shafts, twTo of 450 feet in depth, and the other two
of "200 feet in depth. The price inserted in the estimate for the tunnel is only
30/. per lineal yard. There can be no doubt that this work would be more likely
to cost double the sum allowed for it; and if no more shafts were used than four,
several years would be occupied in its completion ; but we have shown in a former
page that it will be necessary to extend this tunnel to the length of 4,840 yards.
For the tunnels north of Berwick, although the prices are specified, the nature
of the soil does not seem to have been ascertained, and, consequently, no great
reliance can be placed on the amount inserted for these works. In respect to the
estimated price of bridges, we have had similar difficulties to contend writh, and
no satisfactory deduction could therefore be drawn from such data ; indeed,
in many cases, the amounts inserted for the bridges have not been the result of
actual calculation.
The
BETWEEN LONDON, EDINBURGH, GLASGOW, Ac.
65
The following Table shows the amount inserted by some of the engineers as the
probable cost per mile of their respective projects :
Number
on
the Map.
10
11
11
12
H
15
20
21
22
26
Name or the Railway.
Stafford and Rugby ------
Grayrigg Line -------
Great North British, Northern Part - - -
- - - ditto - - Southern Part -
Morpeth Deviation Line ------
Inland Line by Hexham -
Clydesdale, Lockerby Line -
Symington Branch to Edinburgh"! by Messrs. M'Callum andf
Thankerton • ditto - -J Dundas -\
Ditto - - ditto - by Mr. Miller -
London to York by Cambridge and Lincoln
Average Cost
per Mile, as given in
the Estimates
submitted to the
Committee.*
£.17,5°°!
110 allowance
for land.
£. iG,ooo
£• 19,461
£• 18,793
£.11,387
including
£. 20,819
£. 16,313
the esti¬
mated cost
£. 14,503
of the land.
£. 14,113
£. 12,617
£. 21,616,
During the course of our investigation of the projects submitted to
us, in addition to an examination of other existing Lines, we made our¬
selves acquainted with the nature of the works on the Midland Counties, the
Birmingham and Derby Junction, the North Midland, the York and North
Midland, the Great North of England and the Manchester and Leeds Rail¬
ways,—the Midland Counties, North Midland and York and North Midland
as the means of communication from London to York by Derby and Rother-
ham,—the Birmingham and Derby as a connexion between the Western and
Eastern manufacturing towns, and the Manchester and Leeds as a means of
communication between the manufacturing districts of Lancashire and New¬
castle and Edinburgh. On the construction and working qualities of these Lines,
we are however not called upon to make any observations.
Having thus brought under notice the properties, both mechanical and sta- Conclusion,
tistical, of the several competing Lines, as far as they have been laid before us, cn
or as we have had an opportunity of inquiring into them, and having expressed
the preference we feel bound to give to the Western route to Scotland by f
Lockerby, under the supposition that at present one Line of Railway only can
be formed from the south to Edinburgh and Glasgow, we shall conclude with the i
following observations : \
We may confidently expect that the present" through passenger road traffic," as
well as a part of the traffic which is now carried on by steamers between London and !
Scotland on the east, and between Lancashire and Glasgow on the west, besides
a great proportion of that between the central parts of England and Scotland, \
which at present takes the Eastern route, would flow into the proposed Clydesdale
Railway, and that a certain amount of local traffic would also be established; J
yet it is hardly to be expected that such a Line would command much support, as
an investment, from the general speculator. Unless, therefore, the principal
landed proprietors along the Line should feel disposed to give the undertaking
their hearty support, rather with a view to the increased value it would give
to their property than to a large remunerating dividend, there seems consider¬
able doubt whether it will ever be constructed. Should, however, the work be
carried into effect, a great benefit will be gained in a national point of view, and
considerable accommodation will be afforded to the mercantile interests of England
and Scotland, as also in a certain modified degree to Ireland.
If therefore any parties should be ready to undertake the execution of this
proposed Clydesdale Railway, they would certainly be entitled to every facility the
Government could afford, provided security were given of a bond fide intention of
completing the whole Line from Lancaster. This condition seems essentially neces¬
sary, otherwise, a mere pretence might be made which would lead to no result
beyond that of paralysing any attempt at an Eastern route; and thus deprive
Scotland altogether of the advantage of Railway communication with England.
If,
* The above Table does not include the probable cost of stations, the locomotive and coaching
stock, law charges, or the expenses of management during the conslt uction ; but a sum has been
added for contingencies, where omitted by the engineers.
132. I
66 FOURTH REPORT ON RAILWAY COMMUNICATION
If, however, no parties should be found willing to execute a Railway by this
"Western route under the conditions above stated, and within some definite time,
then the East Coast Line, whether deviated or not, would in our opinion be
entitled to the next preference.
We have, &c.
Frederic Smith, Lt-Col. R. Engineers.
Peter Barlow, f. n. s.
Henry Amsinck, Lieut. r. n.
Secretary.
To Robert Gordon, Esq., m. p.,
Secretary, Treasury.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. C7
List of Documents furnished to the Committee by the Engineers and Promoters
of the competing Lines of projected Railway.
Stafford and Rugby Mr. Bidder.
Report on the Line - })
Estimate - -- -- -- -- -- - ,,
Field Plan ----------- -
Section -------- - „
Map of the Country, with the Line thereon ------ „
Stafford and Rugby Mr. Locke.
Line drawn on the Ordnance Map - -- -- -- „
Section - -- -- - })
London and Leicester - -- -- -- -- Mr. Remington.
Report ------------ - ,,
Section from Crouch End to Bedford - -- -- -- „
Great North of England Mr. Storey.
Parliamentary Plan and Section -------- „
Report - -- -- -- -- -- - ,,
Remarks on the crossing of the River Tyne ------ „
North Junction Railway - - Mr. Brooks.
Report ------ „
Plan of the Railways in the County of Durham, and Comparative Sections, from Mr.
Jackson.
Field Plans and Sections - - - Mr. Brooks.
Northern Union Railway ------ Messrs. Wood and Harrison.
Report - -- -- -- -- - n
Estimate
Field Plan and Section - -- -- -- ,,
Plan of part of the County of Durham, showing various Lines of Railway, as connected with
the proposed Junctions - -- -- -- -- Mr. Bourne.
Joint Report ----- Messrs. Stephenson, Storey, Wood and Harrison.
Plan of crossing of the River Tyne -----„
Elevation of a proposed Bridge across the Tyne. ----- Messrs. Green.
Great North British or East Coast Line Mr. G. Stephenson-
Report ------------ „
Field Plan and Sections --------- „
Maps, with the Line drawn thereon ------ ,,
Design for a Timber Bridge across the River Tweed - - - - Messrs. Green.
Estimated Cost from Edinburgh to Berwick ------ Mr. Grainger.
Map of the City of Edinburgh -------- - „
Estimated Cost from Berwick to Newcastle ------ Mr. Bidder.
Statement of the Population within 10 miles of each side of the Line - - Mr. Davidson.
Statistical Information - -- -- -- -- - ,,
Estimated Revenue - -- -- -- -- - „
Statistical Observations—Manufactures - -- -- -- „
Statistical Observations—Fish -------- - „
Design for a Bridge across the Tyne ------- Messrs. Green.
Morpeth deviated Line - Mr. Bowman.
Report - -- -- -- -- -- -- „
Field Plan and Section - -- -- -- -- - „
Map of the Country, with the Line drawn thereon ----- „
Estimated Expense ---------- - „
Newcastle to Dalkeith Mr. Remington.
Section ------------ „
Map, with the Line drawn thereon ------- „
Inland Junction Line by Hexham Mr. Blackmore.
Two Reports on the Line - -- -- -- -
Field Plan and Section - -- -- -- -- „
Map, with the Line drawn thereon ------- „
Estimated Revenue „
Statistical Data ,,
Estimate ------------ „
Plan of the proposed crossing of the River Tyne - - - - „
Elevation and Plan of some of the proposed Bridges - „
Clydesdale
68 FOURTH REPORT ON RAILWAY COMMUNICATION, &c.
Clydesdale Lines Mr. Locke.
Report on the Routes „
Sections - - „
Large Skeleton Map of the proposed Western Lines - Mr. Locke and Mr. Miller.
Estimate of the Lockerby Line -------- Mr. Errington.
Design for a Viaduct over the Nethan Water ------
Plan of the City of Glasgow ---------
Plan of the City of Carlisle - -- -- -- --
Statement of Population ---------
Additional Statement in favour of the Lockerby Line -
Statistical Data - -- -- -- -- --
Nithsdale Lines
Report on the Routes
Mr. Miller.
Sections
Statistical Data
from Dumfries Committee.
Messrs. M'Calluin and Dundas.
»
55
55
55
Messrs. M'Callum and Dundas.
57
55
Symington Branch to Edinburgh -
Report on the Line -------
Section ----- ....
Map of the Country, with the Line drawn thereon
Observations by Sir W. Jardine -
Thankerton Branch to Edinburgh
Report on the Line, with estimated Cost - - -
Section
Map with Line drawn thereon - - - - -
Thankerton Branch to join the Edinburgh and Glasgow Railway -
Section. ----------
Estimate - -- -- -- -- -- -
Map with Line drawn thereon- --------
Northern and Eastern Line from London to York -
Two Reports on Route --------
Field Plan and Section of Bishop's Stortford Line from London to York
Map, with Line traced thereon - -- -- -- -
Section of Barkway Line from Northern and Eastern Railway to Cambridge
Barkway Line from London to York
Report on Route -----------
Detailed estimate -----------
Field Plan and Section -
Maps, with the Line drawn thereon -------
Enlarged Plans of London Terminus -------
Statement of the Borings on the Line - - - _
Parliamentary Plan and Section, with enlarged Plans and Cross Sections -
Map showing Railway Route, Stations, and Population -
Statement of Population - -- -- -- --
Average Cost per Mile of each Division ------
Mr. Miller.
Mr. Walker.
55
55
55
55
Mr. Gibbs.
57
»
»
57
57
77
APPENDIX.
4™ REPORT RAILWAY COMMUNICATIOOSr.
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<//
RETURN to an Order of the Honourable The House of Commons,
dated 15 Marcli 1841 \-for,
COPY of the Fourth Report of the Committee appointed by the Lords of the
Treasury, in pursuance of Addresses of The House of Commons of the 12th,
14th and 20th days of August 1839, respecting Railway Communication
between London, Dub/in, Edinburgh and Glasgow ; with Appendix.
LONDON, EDINBURGH AND GLASGOW.
{Mr. Robert Gordon.)
APPENDIX,
PLANS, AND SECTIONS.
Ordered, by The House of Commons, to be Printed,
15 March 1841.
'32.—II.
a
[ 2 ]
A P P E N !) I X.
LIST OF DOCUMENTS.
No. Page
1. Stafford and Rugby.
Report on the Stafford and Rugby Line, with Estimate of Cost, by Mr. G. P. Bidder - 3
Letter from Mr. Creed, Secretary to the London and Birmingham Railway Company - 10
3. London to Leicester.
Report on the proposed Newcastle and Edinburgh, and London and Leicester Railways,
by Mr. G. Remington - - - - - - - - - - -11
4. Great North of England.
Report on Northern Communication, by Mr. Hamilton H. Fulton - - - 12
Remarks on crossing the River Tyne, &e., by Mr. T. Storey - - - - -,12
Observations on the Great North of England Railway, by Mr. T. Storey - - 13
5 & 0. Northern Union and North Junction.
Report on the proposed North Junction Railway, by Mr. W. A. Brooks - - - 15
Reports on the Northern Union Railway, with Estimates of Cost and Table of
Gradients, by Messrs. Wood and Harrison - -- -- -- - 17
Report on the Crossing of the Tyne and the Communication by Railway between
Threslington and Newcastle, by Messrs. Storey, Wood and Harrison - - - 21
Report on the Crossing of the Tyne at Newcastle, by Mr. Stephenson - - - 22
Report and Estimates of the Northern Union Railway, by Messrs. Wood and Harrison 22
Estimate of Expected Income upon the proposed Railway from Lancaster by Kendal to
Penrith, by Mr. C. Nicholson - -- -- -- -- -27
11. Eastern Coast Line.
Report on the Great North British or East Coast Line, by Mr. G. Stephenson - - 28
Estimate of the probable Expense of the Northern Division of the East Coast Line,
by Messrs. Grainger and Miller ---------- 35
Estimate of the Southern Division of the East Coast Line, by Mr. G. P. Bidder - - 38
Explanatory Letters, by M r. G. P. Bidder - -- -- -- -42
Estimated Revenue, by Mr. C. F. Davidson - -- -- -- - 44
Statistical Data - -- -- -- -- -- --43
12. East Coast deviated Line, by Morpeth.
Report on the Morpeth deviated Line, by Mr. E. Bowman - - - - 77
Estimates of Cost, by Mr. E. Bowman - -- -- -- --82
14. Inland Line of Railway between Newcastle-upon-Tyne and Edinburgh, by Hexham.
Reports on the Inland Junction Line by Hexham, by Mr. J. Blackmore - - - 87
Estimated Cost of Construction, by Mr. J. Blackmore - - - - - - 94
Population and Statistical Data - -- -- -- -- -95
15. Glasgow to Carlisle, by the Clydesdale Line.
Report on the proposed Clydesdale and Nithsdale Lines, by Mr. J. Locke - - - 99
Estimate of Cost of Construction, by Mr. W. E. Errington - - - - - 107
List of Population and Statistical Data - - - - - - - - -116
Remarks on Messrs. M'Callum and Dundas's Line from Thankerton to Edinburgh - 118
18. Cumnock to Carlisle, by the Valley of the Nith.
Report on the proposed Nithsdale and Clydesdale Lines, by Mr. J. Miller - 127
Statistical Data - - - - - - - - - - - - -135
20. Branch Railway from Symington to Edinburgh, to join the proposed Line from Glasgow to
Carlisle.
Report on the proposed Branch Railways from Symington to Edinburgh, by Messrs.
M'Callum and Dundas - - - - - - - - - - -137
Observations, by Sir W. Jardine - - - - - - - - - -141
21. Branch Railway from Thankerton to Edinburgh.
Report on the proposed Thankerton Branch to Edinburgh, by Messrs. M'Callum and
Dundas - - - - - - - - - - - - - -143
22. Branch Railway from the Carlisle and Glasgow Railway at Thankerton to the Edinburgh
and Glasgow Railway, 7 miles from the Haymarket at Edinburgh.
Estimate of Cost of Construction of the Thankerton Branch by the Edinburgh and
Glasgow Railway to Edinburgh, by Mr. J. Miller- ------ 150
23. Northern and Eastern Railway from London to York, by Mr. J. Walker.
Reports on the Northern and Eastern Line from London to York, by Mr. J. Walker - 152
24. London to York by Cambridge and Lincoln, by Mr. Gibbs.
Report 011 the Barkway Line from London to York, by Mr. J. Gibbs - 162
Estimated Cost of Construction, &e., by Mr. J. Gibbs ------ 169
Population - - - - - - - - - - - - - -195
Estimated Traffic and Revenue - - - - - - - - - -196
Officiul Returns of Mail Coach Traffic - - - - - - - - -201
- 203
yjy
[ 3 ]
APPENDIX.
Stafford and Rugby Railway.
To Sir Frederic Smith and Professor Barlow.
Gentlemen,
The Railway from Stafford to Rugby, now brought under your consideration, is 4S miles mr. Didder's
77 chains in length ; its characteristic gradient being 3 2 feet per mile, whilst its steepest R»pnrt on the
inclination is 10 feet per mile, or 1 in 330. The engineering estimate for this Line, including Stafford and
the Alrewas Branch, which is 7 miles 56 chains in length, is £. 980,000, or about £. 17,500 Rugby Railway,
per mile; this is exclusive of land.
This Esiimate is framed on the same basis as that referred to in my evidence last year,
and on prices which, by reason of the recent completion of so many Railways, will be found
to exceed those resulting from increased competition. The whole estimate is composed
th
us
Earthwork - - -
Masonry and Tunnelling
Permanent Way -
Contingencies
£.
281,000
272,000
340,000
87,000
£. 980,000
There is reason to believe that the completion of most of the Railways already authorized
will throw upon the market a vast amount of capital and labour which has not been accessible
of late years except at very high prices, and will enable the Company to procure the com¬
pletion of their works at a much reduced rate, and reduce in proportion the charges to
the public.
It may not be irrelevant here also to allude to the Parliamentary Estimate of annual
expense for working this Line, which, including the Alrewas Branch, was computed at
£.1,050 per mile per annum. To show the soundness of the basis on which this is calculated,
reference can now be made to the experience of several Railways, especially of one which
from its contiguity will perhaps be more strictly applicable, viz., the Birmingham and Derby,
which costs about £.800 per mile per annum, including interest on loan amounting to £.200
per annum. The Loudon and Birmingham even, with its enormous traffic and large terminal
expenditure, is worked for £. 2,000 per mile per annum. That portion of the evidence of
last year relating to the saving of distance to the public will still apply, including the town
of Manchester, which together with Liverpool, Ireland, and West Scotland, Cheshire and
North Wales, will be in effect placed nine and a half miles nearer the Metropolis than
heretofore, exclusive of the advantages to be gained by better gradients, &c. Subordinately
to the purpose of shortening the communication between London and the most important
parts of the manufacturing districts of England as well as Scotland and Ireland, the
proposed Line, by means of a short Branch, will also open a Railway communication between
the Midland Counties and North Wales and Ireland, as well as Liverpool and the manu¬
facturing districts of Lancashire.
These are some of the grounds for recommending the construction of this Railway; and
of their importance to the general traffic of the great northern manufacturing districts,
and to the communication with Ireland in particular, some conception may be formed from
the fact that the Birmingham and Derby Railway Company have found it necessary to
convey passengers between Rugby and Derby (orgs, less than the fare taken by the
Midland Counties Railway; one may fairly consider, therefore, that 3 s. is the price the
public are disposed to pay for a saving of about nine miles in distance. On the Stafford
and Rugby there will be, in addition to the saving in time consequent upon the shorter
distance, a further advantage from more favourable gradients, and an actual decrease in
charge, as the tolls would be taken on a less mileage.
For instance, the fares now charged between Rugby and Stafford amount to 13 s. 6d.;
the fare to be taken on the Stafford and Rugby will be 10 s.; thus saving to the public
3 s. 6 d. per passenger, to which add 3 s. as equivalent to the saving in time, making altogether
6 s. 6d. per passenger.
It will further restore to the districts through which it passes the advantages of commu¬
nication which were possessed by it under the old turnpike system, and thereby in part
bring back the value of property to something like its old standard, from which it has so
greatly declined in the neighbourhoods where the benefit of coaches was once enjoyed,
and where now neither coaches nor railroads exist.
The advantages attending improved gradients are still, it is to be lamented, a source of
132.—II. a 2 much
4 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Stafford and much difference of opinion among engineers; for while on the one hand there are those
ugby Railway. w]10 are disposed to undertake the most formidable works to attain a comparatively level
Line, others are to be found who go the whole length of affirming that up to certain limits,
say of 20 feet per mile, they are wholly immaterial.
Whilst I do not hesitate to avow opinions altogether opposed to the latter, who in fact,
by the mode they have adopted in arranging the gradients on the Railways they have
and are executing, contradict the theories which in other places they have advanced,
although differing most materially from the latter, I cannot deny that too much may be
expended in the improvement of gradients. In the present instance, however, gradients
almost unexceptionable are attained by works of moderate extent, and it only remains for
me to state the advantages which they possess in comparison with those ou the route by
Birmingham.
To avoid all possibility of controversy, 1 have gone into the question on two principles—
First, by assuming the same class of Engine to be used on each Line, and the average
gross load to be 6o tons, and the average speed on a level plane to be 27 miles per hour.
On this assumption, 1 find that by the gradients alone again of five minutes is obtained
between Stafford and Rugby. This assumption, however, is the most favourable that can
be adopted for the steep gradient, inasmuch as it does not take into consideration the
delays which frequently arise on long inclinations when the train is unusually heavy, or
from a high wind prevailing, or in consequence of the rails being slippery, as well as the
engine being by chance not in the best condition.
The effects from such causes can only be ascertained by accurate observation, but can
scarcely be estimated at less, in the present case, than ten minutes, which would increase
the saving to fifteen minutes derivable from the flatter gradients ; this is without reference
to their better dispositions for enabling the engines to start away from the stations.
Secondly, I have assumed that between Stafford and Rugby the same engine is used as
by way of Birmingham, with the exception of the driving wheels, which 1 increase in the
former case inversely in proportion to the gross resistance on its steepest characteristic
gradient to the gross resistance on the steepest characteristic gradient on the latter, which
would be, assuming them to be 12 feet and 16 feet per mile respectively, in the proportion
of (10 friction x 6j gravity, or 3|g) i6£ to (10 x 5 gravity, or 15, so that on the
former hypothesis as to speed or gain, three miles per hour would be obtained on the
Stafford and Rugby Line, or nine minutes on the journey ; besides this, the wear and tear of
the working parts of the engine and the consumption of steain would be reduced in the
same proportion, in consequence of the number of strokes of the piston being reduced in
relation to the diameter of the driving wheels.
The above added to the smaller summit level to be surmounted, would still bring the total
saving by the gradient on the route by Tamworth to about 15 minutes.
35J, Great George Street, Westminster, I remain, &c.
September 1, 1840. (signed) George P. Bidder.
Intended Railway from Stafford to Rugby, by way of the Trent Valley.
Table (A.)
Cuttings and Embankments.
(A.)
(C.)
(B.)
Cubic Yards.
532,000
932,000
454,000
510,000
144,000
49,000
480,000
225,000
89,000
75,000
1,800,000
300,000
Lead.
Miles.
Extra on cutting"!
in 1 ock, 508,590/
ii
1 h
2
2 }
3
31
Spoil.
Side cutting.
Charge.
d.
9
11
12
13
14
15
16
17
18
9
Q
A mount.
£.
i9>95o
42,766
22,700
27,625
8,100
2,858
30,000
1 5,000
6,304
5,625
67,500
11,250
259,678 - -
42,644 - -
302,322 - -
Tabli
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Table (B.)
Detailed Cost of One Mile complete of Permanent Way.
Stafford and Rugby
Railway.
Rails, 65 lbs. per yard, 205 tons per mile -
Chairs, 7,040 per mile, 65 „
Pins, 14,080 per mile, 3 „
Wedges, 7,040 -
Fencing and gates, 1,760 yards
Ballasting, 1,760 + 6= 10,560 cubic yards
Laying and forming, 1,760 yards
Sleepers, 3,520 -
Draining
563 at 6,0001. - - - £.340,500.
£. s.
at 11 -
at 710
at 20 -
at - -
at - 5
at - 2
at - 5
at - 6
£.
£. s. d.
2,255 - -
487 10 -
60 - -
44 ~ -
440 - -
1,056 - -
440 - -
1,144 - -
5,926 10
73 10
6,000
Table (C.)
Cost of Bridges, &c.
Distance
on Line.
Description.
Span. Width. Total Cost.
I
From Junction with Grand Junction Railway near Stafford to Trent Viaduct near Rugeley.
£.
10,000
500
: 0-25
7'52
7 07
7'3
070
5'5$
5'32
7*3
5'1
4-68
4* 18
4-11
278
•2'6O
o * <"» o
o-
O76
°'54
Highway ------
Occupation road - - - - -
River Penk ------
Highway - - - - -
Staffordshire and Worcester Canal
Road ------
Brook -------
Highway ------
Ditto ------
Ditto ------
Ditto ------
Occupation road - - - - -
Highway ------
Ditto ------
Ditto ------
Turnpike road from Stone to Rugeley -
River Trent, viaduct -
28
3°
30
25
28
28
18
18
18
30
160
30
18
28
28
28
20
20
2S
28
28
28
28
1,000
1,200
2,000
100
230
3,500
1,200
2.000
1,200
350
1,200
1,200
1,200
3,000
8,000
36,080
(continued.)
* The above distances correspond with the section, by reference to which the description of the
roads, canals or rivers to be crossed, and manner of crossing, can be easily ascertained.
132.—II. B
//
6 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Stafford and Rugby
Railway.
Cost of Bridges,&c.
Distance
011 Line.
Description.
Span.
Width.
Total Cost.
From Rugeley to Junction with London and Birmingham Railway near Rugby.
' -6
17S
2-65
3*6
3.28
4'43
5'i
6-41
7-16
7-63
8-o
8-43
8-63
9*53
9* 54
9*5 9
976
10-38
10-48
ii"39
12-56
13-48
13-78
14-8
15-18
i5"4i
16-13
17-23
17-40
17*73
18-48
18*58
20-23
21'6
21*28
21*79
22-36
22-68
23*53
23*73
24-20
24-73
3,000
Road from Rugeley to Colton -
Mill Gort -------
River Trent -------
Grand Trunk Canal - - - - -
Road from Hansacre to Rugeley -
Turnpike road from Lichfield to Rugeley
- - ditto - - ditto - - - -
Road at Haunch Wood -
Road to be diverted 110 lineal yards, at 50s. -
Turnpike road from King's Bromley to Lichfield
Road --------
Road from Lichfield to Carborough
New turnpike road to Burton -
Icknield-street ------
Road from Huddesford to Lichfield
Occupation bridge and road to be diverted
Wyrley and Essington Canal -
Road to Whittington - - - - -
Road in Whittington - - - - -
- - ditto - - -
Coventry Canal ------
Road to Ashby to be diverted 220 yards, at 40s.
Ditto and bridge under Railway -
Coventry Canal diverted 500 lineal yards, 63
cubic yards, at 6d., towing-path 500, at 32s.
River Tame - - - - -
Road --------
Road from Hopwas to Stafford -
Occupation road to be raised two feet
Road to brick-kiln - - - - -
Gungate-street, Tamworth -
Birmingham and Derby Railway -
River Anker, with flood arches, timber superstruc-)
ture, 140 feet, at ys- -J
Road to be raised 12 feet -
Road from Amington to Shuttington -
Road to Alncote -------
Road to Alvecote Mill (level crossing) -
River Anker, flood arches, 200 feet waterway
Road from Polesworth to Shuttington -
Road from Polesworth to Warton in rock cutting -
Road from Shuttington to Grendon -
Road from Warton to Grendon -
Pinwall-lane turnpike road -
Turnpike road from Atherstone to Sheepy
[Cattle and flood arches VTimber superstructure,)
[River Anker by Alder Mill J 140 lineal feet - -/
Cattle arch ------
Road from Atherstone to Ratcliffe Culey
Road from Wetherley to Atherstone - - -
Turnpike road from Atherstone to Hinckley -
River Anker (Witherley), 140 lineal feet
RRe^Ankerl^'111^1 suPei'st,'uctul'e, 140lineal feet,)
Cattle arch J
120 leet waterway -
"J
Road from Hartshill -
Ditto - - ditto - - - - -
River Anker diverted 14 chains, at 201. -
Road to Caldicote -
18
18
30
30
30
30
15
3°
30
30
18
15
30
30
18
18
18
30
30
30
30
30
3°
3°
30
30
30
30
3°
30
30
18
18
18
30
30
!5
30
15
18
30
3o
18
15
18
18
18
18
18
3°
30
18
18
18
181
18/
30
30
18
18
30
1S
18
18
£.
600
200
4,000
3,600
1,116
2,052
1,420
V15
275
1,265
795
1,280
1,105
1,248
74i
896
1,000
1,877
1,722
800
3,500
440
1,400
1,875
8,000
1,578
1,007
5°°
500
1,040
1,500
1,500
75o
1,200
1,57 2
279
3,750
1,049
1,150
i,925
2,809
1,400
220
1,648
925
3,899
1,400
1,400
1,774
i,43i
280
1,084
BETWEEN LONDON, EDINBURGH, GLASGOW, See.
Description.
River Anker") r . , , . ,
ditto _ [diverted o chains, lol.
Cattle arch -4
River Anker, timber bridge, 90 feet longj*
Turnpike road from Hinckley to Nuneaton
Road to be diverted
Road --------
Cattle arch 4 • , - r . ,
River Ankerj ' -° ® " "
Turnpike road from Nuneaton to Wolsey
Road from Bedworth to Wolsey - - -
Ashby-de-la-Zouch Canal -
Road to Marston Inlet - - - - -
Road from Bedworth to Bulkington
Turnpike road from Bulkington to Coventry -
Shilton-lane ------
Turnpike road from Coventry to Hinckley
Oxford Old Canal - -
Road from Coventry to Monks Kirby
Oxford Old Canal - - - , -
Turnpike road from Harborough Magna
Arch, 15 feet for brook and footpath
Road from Easenhall to Brinklovv -
Road --------
Road from Newbold to Brinklow - - -
Road from Rugby to Harborough Magna
Oxford Canal -
Oxford Old Canal -
Road from Newbold-upon-Avon -
River Avon, cattle arch, 200 yards viaduct, in 14
feet embankment - -
Road from Newbold to Bilton -
Total
From Rugeley to Grand Junction
Alrewas Branch - - -
Total
Tunnels 1,200 yards, at 501. -
56 occupation bridges, at 500/.
12 cattle arches -
- as above
Page 5
- as below
Alrewas Branch.
Turnpike road from Lichfield -
Road to King's Bromley -
Turnpike road from Lichfield to King's Bromley
Cross road -------
Road from Tradley to Orgreaves - - -
Road to Alrewas ------
Ditto - ditto ------
Turnpike road from Lichfield to Burton -
Turnpike road from Alrewas to Croxall -
Grand Trunk Canal Bridge - -
River Trent, timber, 640 lineal feet
Ditto - diverted 30 chains, at 35 L -
Span.
30
18
30
30
30
30
30
3o
30
30
30
30
30
3°
18
Width.
30
18
30
18
18
18
30
18
30
*5
30
18
18
18
18
£.
3°
3°
3°
i 8
3°
3°
3°
18
18
18
18
-
18
-
3°
-
3°
-
Stafford and Rugby
Total Cost.
Cost of Bridges, &c.
£.
180
U025
1,163
100
970
1,025
2,134
1,205
1,400
1>9°3
1,064
2,780
820
720
5°°
700
500
i,i77
900
1,842
2,826
2,126
i,4i4
3,000
500
1,300
10,000
500
124,93°
124,936
36,080
21,092
182,108
60,000
28,000
2,092
272,200
013
- 987
1,239
1,908
S47
650
788
1,700
1,410
3,000
6,600
1,050
21,092
132.-11.
Item
8 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Item of Bridoes, Ditersions, &cc. in Estimate of Manchester and Birmingham Extension Railway.
at
a
>4
£
<3j
ci
o
PS
u-.
o
Depth of
Cost of
t3
CD
£
a
o
0)
as
Description.
v-
o
<l>
u*
.5
r -
bit
i
^ .
Brick
Roadway.
Earth
UD
"ri
3
ss
Total.
•S
c
a
3
a
■£
mu
§ g
and
and
o)
aj
0P
8
3
"55
"bh
p
rf
"5
a a
Stone.
Fencing.
o
o
55
s
<
co
£
o
w
h
h
£.
£.
£.
£.
1
Road at Field Place; diverted
_
_
_
_
.
-
-
-
-
500
2
.50
Turnpike road to Leek
70°
30
30
9
_
750
374
452
10
-
1,576
4
.72
Private road -
_
15
15
_
14
400
33
311
-
3
744
5
—
River bridge -
_
15
_
-
28
278
m -
-
-
-
278
6
_
Private road -
_
30
15
! 2
_
800
147
314
-
-
1,26!
11
1.70
Turnpike road to Stafford -
33°
30
30
_
13
1,500
124
88
-
-
1,712
800
13
2.20
Road to Aston Mills, &c.
_
18
IS
__
13
700
54
46
-
-
15
3.40
Road to Burston -
33°
18
18
..
5
900
171
305
-
-
1,376
16a
-
Road diverted -
_
_
_
0m
-
-
-
-
-
—
50
17
4.05
Road from Burston to the turn¬
1,645
pike road -
—
30
18
_
2
900
145
600
-
-
18
4.45
Trent and Mersey canal -
_
-
_
-
13
3,500
•
-
-
-
3,500
19
4.63
River Trent and flood arehes -
100 feet waterway
-
20
4,000
-
-
-
-
4,000
925
20
4.75
Road to Anson Moor
40°
15
15
-
11
825
50
50
-
-
21
5.05
Turnpike road to Stafford
60°
30
30
15
_
1,000
220
422
-
-
1,642
22 a
6.05
Road at Salt (level crossing)
_
_
-
-
100
60
350
-
-
510
2 00
23
-
Mill stream -
_
-
18
200
-
-
-
-
24
6.43
River Trent, 100 feet waterway -
_
_
-
—
20
4,000
-
-
-
-
4,000
25
_
Trent and Mersey Canal -
40°
_
.
12
3,100
-
-
-
-
3,100
26
6.61
Road to Weston -
15
15
8
400
102
146
-
9
648
27
7.25
Turnpike road from Stone to
5,018
Lichfield -
_
30
30
_
5
1,600
814
2,604
22
-
28
8.7
Road to Gayton -
70°
18
18
-
5
750
171
706
22
-
1,627'
30
8.45
Road to Hixon -
70°
18
18
_
12
650
72
57
-
5
779
31
9.12
Road to Hixon -
_
18
18
15
600
54
31
-
2
685-
32
9.55
Turnpike road from Stone to
650
Lichfield -
diverted 300 yards, at 50 s.
-
-
-
-
-
-
35
10.25
Road to Tythe Barn
15
15
7
400
120
79
-
10
599
37
—
Road -
_
30
15
2f>
-
900
-
-
-
-
900
39
11.25
Road to marl pit (rock cutting) -
_
30
15
35
800
120
1
CO
1
-
-
800
45
12.40
Road to Blytli Field
_
15
15
_
11
400
-
6
59 9
47
13.10
Road from Colton to Wolseley
1,000
bridge -
18
18
-
12
900
54
46
-
5
48 b
(13.55
Diverting canal 11,000 yards, at
44
638
Is.
_
_
_
_
_
•
44
—
-
49
14.38
Road from Rugeley to Colton -
18
18
22-
600
-
-
-
-
600
52
_
Mill Gort -
_
_
__
21
200
-
-
-
-
200
53
15.30
River Trent -
_
_
28
4,000
-
-
-
-
4,000
54
17.17
Grand Trunk Canal
_
_
_
12
3,600
-
-
-
-
3,600
55
-
Road from Hansacre to Rugeley
30°
18
18
_
10
900
120
96
-
7
1,116
56
17.38
Turnpike road from Lichfield to
2,052
Rugeley -
30°
30
30
_
17
1,400
400
252
2
-
57
17.60
Ditto -
40"
30
30
14
.
1,250
90
80
5
-
1,420
58
18.75
Road at Haunch Wood
80°
30
15
7
-
800
90
225
11
-
1,115
59
_
Road to be diverted 110 lineal
yards, at 50 s.
.
_
_
_
-
•
-
-
-
275
60
19.33
Turnpike road from King's Brom¬
150
ley to Lichfield -
60°
30
30
15
-
1,000
115
2
-
1,265
64
20.73
Road -
70°
15
15
-
3
500
120
175
-
13
795
66
21.48
Road from Lichfield to Car-
borough -
30°
30
18
31
-
1,250
30
-
-
-
1,280
68
22.15
New turnpike road to Burton -
_
30
30
17
-
650
230
225
12
-
1,105
69
22.32
Icknield-street -
60°
30
30
5
-
750
242
256
13
-
1,248
70
22.75
Road from Huddlesford to Lich¬
field -
-
18
18
11
-
600
78
63
-
6
741
71
-
Occupation Bridge and road, to
be diverted -
_
] 5
15
_
18
896
-
-
-
-
896
72
23.15
Wyrley and Essington Canal
_
_
_
_
15
1,000
-
-
-
-
1,000
74
23.65
Road to Whittington
30°
30
18
-
2
1,400
158
319
20
-
1,877
75
24.06
Road in Whittington
40°
30
18
4
-
900
222
600
21
-
1,722
76
24.11
Ditto - - -
50°
18
18
-
12
800
-
-
5
-
800
77
24.28
Coventry Canal -
—
-
—
-
3,500
-
-
-
-
3,500
78
24.60
Road to Ashby, to be diverted
220 yards, 40 s.
-
_
-
-
440
-
-
-
-
440
78 a
-
Ditto ditto, and bridge under
Railway -
_
-
-
-
-
1,000
400
-
-
-
1,400
79 a
25.
Coventry Canal, diverted 500
f towing path 500, at 32 s.3
1,875
lineal yards -
1 63,000 cubic yards, at 6d.J
81
25.71
River Tame - -
_
-
__
-
19
8,000
-
-
_
-
8,000
84
26.25
Road -
_
18
18
-
6
1,000
136 I. 10s.
441/. 10 s.
_
9
1,578
86
27.8
Road from Hopwasto Staffordshire
30°
18
18
-
12
1,000
54
43
_
6
1,097
88
-
Occupation road -
-
-
-
16
-
500
-
-
2
-
500
89
-
Road to brick-kiln -
-
_
_
27
-
500
-
-
-
-
500
90
28.0
G ungate-street, Tarn worth
85
30
30
25
-
1,000
40
-
_
-
1,040
93
28.30
Birmingham and Derby Railway
80
30
30
24
-
1,500
-
-
-
-
1,500
94
28.40
River Anker, with flood arches,
timber superstructure, 140 feet
-
-
-
-
7
1,500
-
-
-
-
1,500
97
29.50
Road -
—
-
-
6
-
-
-
-
12
-
750
98
29.73
Road from Annington to Shut-
tington -
-
30
18
-
5
1,100
198
948
23
-
2,246
100
30.45
Road to Alvecote -
38°
30
18
—
-
900
144
528
18
-
1,572
102
-
Ditto (level crossing) -
_
-
-
-
2
100
108
71
2
-
279
103
31.55
River Anker, flood arches, 200
3,750
feet waterway -
65°
-
-
-
24
3,750
-
-
-
-
104
31.72
Road from Polesworth to Shut-
1,049
tington -
-
30
18
7
-
750
126
173
11
//
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 9
£
"6
CO
Depth of
Cost of
T3
<u
O
a>
o
—
<Z)
o
£
tt
r
\
w
£
0
Description,
CM
o
<*»
©
fan
Ji .
Brick
Earth
"rt
j5
Total.
Ja
g
c
a
09
o>
"So
s
S
ca
.2
mbar
men!
and
Stone.
Roadway.
and
Fencing.
cj
O
a>
O
£
5
<
VI
£
o
w
H
H
J 05
32.25
Road from Polesworth to Warton
£.
£.
£.
in rock cutting -
40°
-
_
64
1,100
50
.
_
_
1,150
108
33.
Road from Shuttingtonto Grendon
35°
30
18
_
_
900 1
330
536 (
18
3,166
109
33.10
Road from 'vVarton to Grendon
65°
30
18
-
9/6
1,400 (
27 6
-/
112
34.55
Pinwall-lane, turnpike road
35
30
30
_
2
1,400
242
283
16
1,925
113
35.38
Turnpike road from Afherstone
to Sheepy -
60°
30
30
-
4
1,700
462
647
22
2,809
114
35.60
Cattle and flood arches - -T
-
_
-
7 "1
River Anker by Alder Mill - I
-
_
_
_
1,
1,400
, _
. _
1,400
115
_
Timber structure, 140 lineal feet J
50°
_
_
_
8 J
116
-
Cattle arch -
-
_
_
7
220
_
_
_
_
220
117
36.31
Road from Atherstone to Rad-
cliffe Culey -
83°
30
18
_
3
900
224
524
21
1,648
118
36.68
Road from Witherley to Atherstone
80°
30
18
7
_
700
92
133
11
925
119
37.20
Turnpike road from Atherstone
to Hinckley -
33°
30
30
_
5
2,000
374
525
23
3,899
120
-
River Anker (Witherley), 140
lineal feet -
-
_
_
—
6
1,400
_
_
1,400
122
-
Cattle arch, timber structure -*|
_
_
_
_
8~)
123
38.05
River Anker, 140 lineal feet - I
78"
„
.
_
9
1,400
-
_
_
1,400
124
-
Cattle arch, 120 feet waterway - J
_
_
_
_
8 i
125
38.25
Road from Hartshill
70°
30
18
5
1,100
224
450
23
1,774
126
38.52
Ditto -
—
30
18
1
_
700
185
546
17
1,431
129
39.25
River Anker, diverted 14 chains,
20/. ....
60°
__
_
__
15
280
-
•
_
_
280
133
-
Road to Caldicote -
66°
18
18
_
11
800
158
126
7
1,084
137
39.70
River Anker bridge, diverted 9"]
138
39.79
chains - - - - J.
River Anker bridge, 20/. -J
80"
63"
-
-
~
16/
15 /
180
-
-
-
-
180
141
142
41.10
Cattle arch - - -
River Anker, timber, 90 feet longj
—
-
-
-
181
24 J
1,025
-
-
-
-
1,025
143
41.25
Turnpike road from Hinckley to
82°
Nuneaton -
30
30
-
11
1,000
100
63
-
7
1,163
144
-
Road to be diverted
-
_
-
_
_
100
-
.
-
-
100
145
-
Road -
67
18
18
_
4
600
99
171
-
14
970
146
147
41.72
Cattle arch timber, 90 feetf
River Anker -/long -
-
-
-
:
20 \
24/
1,025
-
-
-
-
1,025
151
42.47
Turnpike road from Nuneaton to
Wolsey -
47°
30
30
i
-
1,400
330
404
17
-
2,134
154
43.20
Road from Bedworth to Wolsey -
75°
30
18
-
1
750
171
284
19
-
1,205
155
43.47
Ashby-de-la-Zouch Canal
60°
_
_
-
12
1,400
-
-
-
-
1,400
156
43.60
Road to Marston Jabet
75
30
18
-
9
1,400
158
345
27
-
1,903
161
44.70
Road from Bedworth to Bulking-
ton -
67°
30
18
10
-
650
192
222
8
-
1,064
164
45.32
Turnpike road from Bulkington
to Coventry -
85°
30
30
-
4
1,500
400
880
22
-
2,780
167
46.70
Shilton-lane -
53°
30
18
33
-
800
20
-
—
-
820
168
46.75
Turnpike road from Coventry to
14
Hinckley -
-
30
30
17
-
700
6
1
-
720
171
48.23
Oxford old canal -
63°
.
_
17
-
500
-
-
-
-
500
177
49.78
Road from Coventry to Monk's
64°
Kirby -
15
15
-
35
700
-
-
-
-
700
178
-
Oxford old canal -
_
-
-
-
12
500
-
-
-
-
500
179
50.15
Turnpike road from Harborough
Magna -
76°
30
30
14
-
750
242
185
4
-
1,177
181
-
Arch, 15 feet, for brook and path
74°
_
-
-
38
900
-
-
-
-
900
185
51.30
Road from Easenhall to Brinklow
50°
30
18
39
_
1,800
42
-
-
-
1,842
188
52.03
Road -
67°
30
18
—
11
1,400
210
1,216
29
-
2,826
189
52.42
Road from Newbold to Brinklow
27
30
18
—
4
1,300
138
688
22
-
2,126
190
52.50
Oxford canal -
62°
_
-
-
12
3,000
-
-
-
-
3,000
191
52.57
Road from Rugeley to Harbo¬
rough Magna -
72°
30
18
1
-
800
132
482
17
-
1,414
194
-
Oxford old canal -
45°
_
-
-
500
-
-
-
-
500
195
53.00
Road from Newbold-upon-Avon -
67°
2' 6"
-
800
218
2,838
20 6
-
3,856
199
53.75
River Avon, cattle arch, 200
yards viaduct, in 44 feet em¬
bankment -
54°
_
_
-
44
10,000
-
-
18
-
10,000
200
-
Road from Newbold to Bilton -
45°
18
IS
-
13
500
-
-
-
—
500
172,286
A
LRE1
30
US
R R A N P. JL
41
Turnpike road from Lichfield
30
440
290
180
913
42
-
Road to King's Bromley -
-
30
18
-
_
723
132
134
-
-
987
43
-
Turnpike road from Lichfield to
King's Bromley -
30
30
776
286
177
_
_
1,239
44
-
Cross roads -
30
18
-
-
1,380
264
264
-
-
1,908
45
-
Road from Tradley to Orgreaves
_
18
18
_
725
92
30
-
-
847
43
-
Road to Aire was -
_
18
_
-
_
600
50
-
-
-
650
49
-
Ditto -
_
18
-
700
66
22
-
-
788
50
-
Turnpike road from Lichfield to
Burton - - -
_
30
.
_
1,100
200
400
-
-
1,700
51
-
Turnpike road from Alrewas to
Croxall -
_
30
_
_
_
1,110
250
50
-
-
1,410
Grand Trunk canal bridge
_
_
_
-
-
.
-
-
-
3,000
River Trent timber bridge, 649
lineal feet -
_
_
_
_
.
-
-
-
6,600
Ditto, diverted 30 chains, at
35/. -
-
-
-
-
-
-
-
—
-
1,050
£.
21,092
B 3 Estimated
Staftord and Rugby
Railway.
Cost of Bridges,&c.
Letter from Mr.
Creed, Secretary to
the London and
Birmingham Rail¬
way.
10 APPENDIX TO FOURTH REPORT OX RAILWAY COMMUNICATION
Estimated Cost of Bridges, and Diversions of Roads and Canals.
£.
Highway, river and canal bridges, and diversions of roads, See. - 103,368
63 Occupation bridges - -- -- -- - 33,000
15 Cattle arches - - - - - - - - - 3,170
19 Footways - -- -- -- -- - 1,900
£. 231,438
Letter from the Secretary of the London and Birmingham Railway Company.
Sirs, Office, Euston Station, 30 January 1841.
The directors of the London and Birmingham Railway Company, understanding that,
amidst the various projects which have been submitted to you in the course of your inquiry
as to the best Line of Railway communication between the above cities, a proposed Line
from Stafford to join the London and Birmingham Railway at Rugby has been brought
under your notice, accompanied by statements in its support, which the directors have not
had the advantage of perusing, have instructed me briefly to state to you the objections
which they (as parties much interested in the question) entertain towards that measure.
The directors admit that, by means of the proposed Line, the distance between London
and Manchester would be shortened to the extent of nearly nine miles, but they contend
that this saving of distance would not be attended with such corresponding benefit to the
public as to render the measure one of necessity or even of expediency.
In originally laying down the Line of the London and Birmingham Railway, in con¬
nexion with the Line of the Grand Junction Railway from Liverpool and Manchester to
Birmingham (both of which Lines formed the subject of long parliamentary inquiries), the
object in view was to obtain such a continuous Line of Railway as would form the best
communication between the termini, and at the same time benefit the greatest number of
intermediate towns,.
This object, it must be admitted, has been most fully attained, since by the present Lines
the journey between London and Manchester, which formerly occupied 24 hours, is now
constantly performed in less than 10 hours; and a larger number of important interme¬
diate towns share in the advantages of the Railway than could have been approached by
any Line between the same termini, passing in a different direction.
By the proposed new Line, the greatest saving in time which could be effected, accord¬
ing to the average rate of railway travelling, in the journey between Manchester and
London, would not exceed a quarter of an hour, assuming that the whole Line were
worked as one continuous railway under a single management.
It would, however, be impossible for the directors, consistently with the safety or con¬
venience of the public, to permit the junction of another main Line with the London and
Birmingham Line, without those precautionary arrangements at the point of junction
which the directors have already found absolutely essential for the paramount object of
public security in the case of other Lines with which the London and Birmingham Line is
connected, and which necessarily involve a considerable delay.
In the case of the Midland Counties and Birmingham and Derby Railways (to the
traffic of both of which the directors have been desirous of affording every facility), the
necessary stoppage occasioned by transferring the
and carriages from one Rail¬
way to another has averaged in duration at least a quarter of an hour, and similar stoppages
would of course be required for the Stafford and Rugby trains, not only at the junction
with the London and Birmingham Railway, but also with the Grand Junction Railway.
The directors do not hesitate, therefore, to assert, that whilst the present duration of the
journey between Manchester and London would not be at all lessened by the proposed
new Line, the public safety and convenience would, for various reasons, be diminished
rather than increased by it.
Experience has now fully proved that nothing tends so much to add to the risk of rail¬
way travelling as the difficulties which unavoidably arise at the points of junction with
other Railways, difficulties which would of course be considerably increased at Rugby,
from the circumstance of that station being already the diverging point for the Yorkshire
traffic. Not only is time unavoidably lost in arranging the trains, but every precautionary
measure which experience dictates as calculated to provide against risk at points of junc¬
tion has an inevitable tendency to augment delay. Whilst on the one hand, therefore, the
directors feel convinced that they have underrated the loss of time which must arise at
Rugby, they are satisfied, on the other hand, that the increase of risk and of responsibility
will be so great as to make it necessary for them to request that you will give this part of
the subject most deliberate consideration.
The directors might refer you to other instances in which the inconvenience and danger
of these junctions is deeply felt, for instance, on the North Midland Railway; and they
trust that so heavy a responsibility may not be thrown upon them as must be the result of
an attempt to carry out a scheme, which in fact can afford no compensating advantage to
the public, but must, on the contrary, materially check the facility of communication of
Manchester with Birmingham, Coventry and other large towns, with the surrounding dis¬
tricts and the whole of the west of England.
No Railway can be worked so efficiently as one of which the traffic is subject to the
control and arrangements of one governing body, and it would of course be impossible
that
5/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 11
that two Lines of Railway could be supported at the same cost, or that there should be London and Bir-
the same frequency of communication on the two separately, as on one; so that the cost of mingham Railway,
travelling on both would in all probability be increased, whilst the number of trains would
be diminished. The directors beg to point out that this result has ensued in all cases where
competing Lines have hitherto been established.
The London and Birmingham Railway, which has cost a sum of no less than
5,750,000is fully adequate to the carriage of all the traffic anticipated on it, and of
which evidence was given before the Committee of both Houses of Parliament on occa¬
sion of the original inquiry into the merits of the Line; and every year's experience has
added, and probably will add, to its efficiency for meeting the public safety and conve¬
nience, if not interfered with by rival Lines in connexion with it, but of opposite interests,
and not under the control of the Company.
No Railway has ever yet been laid down in the shortest possible direction, without refer¬
ence to other inducements in the selection of the Line, such as the benefit to the greatest
possible number of towns between the termini ,the avoidance of parks, &c.; and if the
principle be once admitted, that, without some very urgent public necessity, every possible
shortening of the existing Lines should be sanctioned, the public security in all such under¬
takings will be shaken, and means will be given to speculators—after companies, by the
expenditure of a large capital and by years of anxiety and labour, shall have shown the
possibility of deriving a profit from the formation of a Railway between any two given
places—to deprive such companies of their just reward, by the creation of new and inde¬
pendent Railways, having for their object the partial shortening of the original Line.
The merits of the proposed Stafford and Rugby Line will probably, as you are aware,
form the subject of a parliamentary inquiry in the next session, and the directors there¬
fore refrain from entering at length into the various cogent reasons which they might urge
against the expediency of the measure; but in the meantime, as any report on the subject
emanating from so high authority as yourselves must necessarily carry with it the greatest
weight, both in the minds of the Legislature and the public, they have felt it their dut}- to
their proprietors to lay before you this brief summary of their views, lest (as the measure is
proposed to be in connexion with the London and Birmingham Railway) it might be
inferred from their silence with regard to it, that they acquiesce in its expediency, or have
consented under any terms of arrangement to its construction.
I have, &c.
R. Creed, Secretary.
To Lt.-Col. Sir Frederic Smith and Professor Barlow,
8tc. Sec. &c.
Proposed Newcastle and Edinburgh, and London and Leicester Railways.
To the Commissioners for inquiring into the best Line of Railway Communication
between England and Scotland.
Gentlemen,
In the month of December last, I had the honour of submitting for your consideration Mr. Remington's
a section for a Line of Railway from Newcastle to Edinburgh, and in consequence of Report 011 the pro-
Mr. Amsinck's request of the 23d instant, I now beg to lay before you a description of Posed Newcastle
the route, and to make a few remarks upon this important investigation. 3nc* Edinburgh and
Commencing at Newcastle, I proceeded over the Town Moor by Hoxton Grange, and ondon and ei-
west of Morpeth Church, crossing the Wansbeck on the west side of the town, and cester 31 ways-
thence between the turnpike road to Alnwick and the road to Weldon Bridge, to the east
of Longhorsley, crossing the River Coquet near Weldon Bridge; thence to the east of
Long Framlington to Rimside Moor, east of Lone-house, west of Bolton, east of Glanton
to Powburn, and thence by the Valley of the Wooler Waters to Wooler; then following
the Valley of the Beaumont Waters, to the north of Kirknewton, west of Kirkham, by
Preston, and Mindrutn, Pottsclose, and Prouston, east of Kelso, continuing on the direct
course from thence near Loan-head toll-gate to the east of Smailholm, over Shieldfield
Moor to Earlston ; thence nearly in the direction of the New Road from Earlston to
Lauder, leaving the latter town close on the left, then by Cufra Hill through Soutra Hill,
Blackshields, Pathhead, Dalkeith, to Edinburgh.
The circumstances that led to an investigation of this district were,
Fi rst.—A view of obtaining the nearest Line of Railway communication between Edin¬
burgh and Newcastle.
Second.—Because it would be available to the greatest number of towns and the
greatest amount of population.
Third.—Because it would be more available for agriculture.
Fourth.—Because it would more effectually open the internal resources of the country,
which will still remain shut up if the Line is made coastways; and lastly, for these reasons,
although the levels may be the first, yet they should not be considered the only important
feature.
I am not sufficiently acquainted with the Coast Line or the Line from Hexham to
Jedburgh to draw a parallel between the relative merits of them and the one above
described, but shall confine myself to my own surveys. After completing the section
I have handed to you, I spent several days in walking over the country, in order to ascer-
132.—II. B 4 tain
SZ
12 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
ProposedNewcastle tain what improvements could be made; and returning to Kelso by the Valley of the Gala
and Edinburgh, Water and the Tweed, and making observations on the intermediate country, I am
and London and satisfied that great improvements could be made in the section produced by making
Leicester Railways, diversions in the Line in the manner represented in the accompanying plan, marked
No. i ;—
First, by carrying the Line nearer to Felton, tiie Ridge of Rimside Moor might be
reduced; and second, by sweeping round the Wooler, Tweed and Gala Valleys, the summit
level of the Line, or the Ridge of Soutra Hill, might be reduced and shortened, but to
what extent would require much more time and investigation to determine.
1 have also submitted to your consideration a section of a proposed Line of Railway
from London to Bedford, which is a part of a more extensive design of a direct Line from
London to Leicester, Derby, Macclesfield and Manchester, where, by uniting with the
present Lines and those in formation, a direct route would be opened to Carlisle, saving
at least 25 miles over the route by Birmingham and Warrington; and by the same design
it is proposed to unite with the Midland Counties Railway at Leicester, by which means
10 miles would be saved to York and Newcastle over the Birmingham Line, and 38 miles
over the Northern and Eastern Line, as last recommended by Mr. R. Stephenson.
I have, 2ce.
Kenton-street, Brunswick-square, (signed) Geo. Remington, jun.
27 April 1840.
Gentlemen, London, 13 December 1839.
Mr. Fulton's I respectfully beg leave to submit to you a plan for forming a Railway communi-
Report. cation from the North of England Railway to Carlisle, which some time ago suggested
itself to me. It would form a portion of the most direct Line from London, and the other
principal towns on the eastern coast and the midland districts of England, with Edinburgh
and Glasgow.
This Line would commence at a junction with the Great North of England Railway at
North Allerton, and pass through a flat and level country within a few miles to the east
of Richmond; would reach Barnard Castle at a distance of about 25 miles; from thence
it would pass up the valley of the Tees to its source at the foot of Crossfell, through the
rich tin and lead mining districts.
A little above the source of the Tees would be the summit level of this Line, and almost
the only difficulty which would have to be surmounted between the two termini. From
this point it is proposed to pass along the valley called the Great Dale into the valley of
Crowdendle Beck, within a trifling distance of Penrith, to which a short branch would
be formed; and from thence following the valley of the Eden River, and forming a junc¬
tion with the Carlisle and Newcastle Railway near the village of Wetheral, making a
distance of about 73 miles from North Allerton, or the total distance from North Allerton
to Carlisle would be about 77 miles.
At the summit at the foot of Crossfell above mentioned, it is supposed, from a cursory
survey of that summit made during a stay in the north in 1836, that a tunnel here of
about one mile and a half would be necessary, supposing no inclination to exceed 20 feet
to one mile.
A great advantage to this Line is that each terminus is about 156 feet above high-water
mark; the summit being situated about midway, a considerable help in attaining that level
is thus gained.
The total distance from London to Carlisle by Lines of Railway for which Acts of
Parliament have been obtained would be about 320 miles.
By an inspection of the accompanying small plan of England, it will be seen that Hull
and most of the principal towns in the midland manufacturing districts would be directly
connected with Carlisle, and eventually with Edinburgh and Glasgow, supposing either
of the western lines is executed. Should a Line from London to Leicester be obtained
as direct as that submitted to you by Mr. Remington, this would be an additional gain
of distance along the grand northern Line of communication of about 10 miles over the
Birmingham and Midland Counties.
Trusting that the importance of this subject will be a sufficient apology for intruding
these remark's upon your notice, and that you will bestow upon it your valuable consi¬
deration,
I am, &c.
(signed) Hamilton II. Fulton.
To Messrs. George and John Rennie.
Great North of England Railway.
Remarks of Mr. T. Storey, the Engineer of the Great North of England Railway.
September 18 th, 1840.
Great North of Crossing of the River Tyne.—The plan and section produced of a deviation in the
England Railway Great North of England Railway in crossing the River Tyne, effects that at 80 feet above
high-water level line, with easy gradients on a level with the Railway and Station of the
Newcastle
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 13
Newcastle and Carlisle, affording a means of getting north to Scotland by a locomotive Great North of
Line rising 1 in 100 for i|§ mile; thus, whether a Coast or Midland Line is adopted, a junc- England Railway.
tion and mode of continuous railway travelling is thus effected ; if a Midland Line is adopted,
a junction with it could be effected without crossing the Tyne, by making a branch from
the Parliamentary Line of the Great North of England Railway to join the Newcastle and
Carlisle Railway south of the Tyne at Team Staiths. The crossing of the Tyne at an 80
feet level would not join the projected Brandling Junction crossing at a level of top feet
above high-water line. By adopting the gradient of 1 in 100 north of the Newcastle and
Carlisle station to the Town Moor to go towards Scotland by the Coast Line, 162 feet level
above high-water line is obtained at Clareinont-place ; but should such level be below that
of the North British, by continuing the inclination of 1 in too a little further, the same
section of Railway across the Town Moor may be obtained if necessary.
Railway near Chester-le-street.—When the Act of Parliament was obtained
for the Great North of England Railway, a property belonging to Mr. Gookson prevented
the best Line being adopted ; that property is now bought by the Great North of England
Railway Company, and admits of a great improvement of the Line and a reduction of
expense; it also shortens the distance, and gains a 16 feet to the mile gradient, instead of
one 20 feet to the mile.
Railway at and near Durham.—A deviation of the Parliamentary Line may be
made atthe crossing of the Wear and Sbincliffe Valleys, to reduce the expense considerably
at a short increase in the length of the Line.
To the Railway Commissioners.
Gentlemen, Saint Llelen's Auckland, 21 September 1840. Storeys
In laying before you the plans and sections of the Great North of England Railway, Observations on
commencing at York and ending at Newcastle-upon-Tyne, permit me to make the follow- (lfC£tlF '
ing observations. » -i
. Railway.
An Act of Parliament was obtained in 1S36 for that portion commencing at the River
Tyne and ending at Hurworlh Lane near Croft, and in the following year (1837) 311 -^et
was also obtained for the remaining part south of Croft to the city of York.
In selecting and designing this Railway, especial attention was always directed to
making it a portion of a great Line of Railway communication between the cities of
London and Edinburgh, and consequently much greater expense incurred than if it had
been intended for local communication or branches as feeders to a main trunk Railway.
When the whole length of this Railway is considered, the average cost of each mile
will be found below that of many others now constructed in the south part of England.
That portion of this Railway south of Darlington has proceeded far in execution, and
will shortly be opened for public use, thereby completing the chain of Railway communi¬
cation from London to Darlington.
About 48,000/. is paid and agreed for land for the Railway between Darlington and
Newcastle-upon-Tyne at various points, and there can be no doubt of its being executed
shortly, should either an East Coast or Inland Line be selected by you for the communica¬
tion into Scotland.
The length of the Line south of Darlington is 44 miles 77 chains, which will be open for
use this year; that portion North of Darlington to the Newcastle and Carlisle Railway
station near the Infirmary is 31 miles 20 chains.
The whole of this latter portion has been set out for execution, and exhibits several
important improvements, tending greatly to reduce the magnitude of the works, particularly
at the Sherburn and Wear Valleys, Chester-le-street, and adjoining the south banks of the
River Tyne, by which is obtained the following list of gradients. (See Appendix, A. 1.)
The estimated cost of the remaining portion of this Railway from Darlington to New¬
castle, including the bridge over the River Tyne, forming a junction with the Newcastle
and Carlisle Railway at their station, is 780,000/. (See detail at Appendix, A. 2.)
The alteration of this Railway at Shinclifl'e and Sherburn, also at the Wear Valley and
Newton Hall, reduces the amount of excavating and embanking at those places to ordinary
work, without detracting any useful working acquisition appertaining to the Parliamentary
Line.
That at Chester-le-street is consequent on the purchase of the Hermitage Estate (which,
on obtaining the Act of Parliament, belonged to Mr. Cookson) by the Railway Company.
This change effects a great improvement in the gradients, a reduction in the cost of con¬
struction and shortening of the Line of Railway ; that at the River Tyne is consequent on
the abandonment of the bridge across that river by the Newcastle and Carlisle Railway
Company, at the southern! of which the Parliamentary Line of this Railway terminated ; it
is now removed considerably to the east, to effect a crossing on the level of the Newcastle
and Carlisle Railway station.
The reasons that have guided me in this selection are as follows:—
Bearing in mind that tiiis Line must from its connexion and position be the Trunk Rail¬
way communication into Scotland, whether a Coast or Inland Line of Railway is recom-
132.—II. C mended
&//
14 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Storey's Obser- mended by you for adoption ; that its qualities should not be deteriorated by an endeavour
nations on the to join branches or other local lines in forming a communication with Newcastle-upon-
oeat North of Tyne, but rather that such should give way, and have the best practical communication that
England Railway. ci, be effected. .
The position of the bridge is such, that the Brandling Junction Railway can effect as
easy a communication therewith as this Line of Railway.
The height, I think, is admitted by Mr. Wood (the engineer of the Brandling Junction
Railway) to be the best for communicating with the Newcastle and Carlisle Railway Sta¬
tion on a level therewith; also that of proceeding northwards through the suburbs of the
town of Newcastie-upon-Tyne, to join the North British coast, or westward by the Inland
Lines to Scotland.
The projected branch to Durham from the Durham Junction Railway is desirable for
communicating this Railway with Sunderland and South Shields, and would prove advan¬
tageous to both companies.
The only projected Line which I am led to believe will be laid before you for considera¬
tion in opposition to this Line of Railway, and on which I presume you will feel it neces¬
sary to pay any attention, is that by Messrs. Wood and Harrison; this Line I am per¬
suaded you will see is a very bad substitute ; it is very circuitous, with objectionable curves,
passing on a level three permanent engine planes for the leading of coals both by day and
night; it is made up of three new or projected portions of Railway to connect the Brand¬
ling Junction with Newcastle, the Durham Junction, and the latter with the Clarence, at
Thrislington Pass; thus travelling over two different Coal Railways, worked by three dif¬
ferent companies, increasing in a very great degree the liability of collision of coal and pas¬
senger trains, and all this on the proposed Great Trunk Railway into Scotland. It may be
said that there is a portion of this route already formed, and a bridge built over the Rivet-
Wear, yet I do think some parts extremely objectionable, unremedied by their plans and
sections, and in some instances very difficult of alteration (if not altogether impracticable).
To avoid those objections, which together with the increased distance and great liability of
sacrifice in human life (which the Great North of England is entirely free from), induces
nie to be very confident that you will not recommend that route in preference to the Line
I have the honour to submit for your consideration.
I have, Sec.
Thomas Storey.
(Appendix, A. 1.)
A List of Gradients on the Great North of England Railway from the Junction with
the Newcastle and Carlisle Railway to the City of York.
Names of Localities where a change
of Gradient takes place.
Commencing at—
Junction with the Newcastle and
Carlisle Railway -
River Tyne -
Shipcote Colliery Railway - - -
Shincliffe ------
Clarence Railway -
Chilton Brand) Railway - - -
Clarence Railway -
Stockton and Darlington Railway
Yarm-lane, or Bank-top -
Hurworth-lane - - - - -
Cooper House - - - - -
Di tto, Watercourse -
Hutton Bonville -
Northallerton - - - - -
Turnpike road from Boroughbridge to
Northallerton -
Crompton's Avenue - - - -
Turnpike road front Thirsk to Piipon -
Hi ghway from Dalton to Sessay
Lfitto - Raskelf to Tholthorp -
River Ouse - - - -
Junction of Branch Railway to York -
Length of
Plane
in Miles.
Miles. Chains.
~ 59
2 66
2
3
5
2
2
4
3
1
41
6ox60-
47tV
49
65
5i
9
'7
57
31
5
2 3
4 58
5 26
8 72
2 14
1 36
Rate of
Ascent per
Mile.
Ft. Dec.
- level -
16-4
- level -
14-24
14-0
level
4-16
2-56
level
6-056
Rate of
Descent
per Mile.
Ft. Dec.
- level.
14*8
- level.
14-96
16 -oo
12 -oo
11-52
- level.
S-8
Proportion.
1 in 356tw
1 in 322
1 in 37°t8o
5 in 353
1 in 330
1 in 440
i in 458!
1 in 377|
l in 600
1 in J,209xV
1 in 2,0622
8-4
1
in
6 2 84
level.
0-48
1
in
11,000
6-56
1
in
OO
0
4^
~; —
1 -36
1
in
3,882-^
4-48
1
in
1,178!
-
1
in
871#?
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
ir,
(Appendix, A. 2.) Great North of
Estimated Cost of making the Great North of England Railway from Darlington to England Railway,
Newcastle-upon-Tyne. September 1840.
Excavations and embankments
Masonrv - - - -
•/
Railway -
Fencing -
Land -
Contingencies -
Total length of Railway
Average cost per mile
Total
- 311 miles.
- 24,960/.
- £.
£. s.
196,837 10
276>375 10
150,980 -
8,306 10
67,830 -
70,670 9
780,000
d.
3
Report on the proposed North Junction Railway, by Mr. W. A. Brooks.
The rapid approach towards the completion of uninterrupted Railway communication Report on the
between the South of England and Darlington, in the county of Durham, renders its proposed North
further extension northwards most desirable, not only so far as the convenience of the Junction Railway,
public at large is concerned, but also as regards the interests of the proprietors of the
existing Railways, the traffic upon which would naturally be greatly increased if the same
means of conveyance were available to the inhabitants of the districts in which are situated
such populous places as Newcastle, North and South Shields, Durham and Sunderland.
It is therefore the object of this Report to show that by three new Lines of Railway
of short lengths, connecting those already made in the county of Durham, which, on
account of their taking the required northerly direction and possessing unexceptionable
gradients, can be made use of, not only will the above places and the whole of the county
enjoy the advantages which are now withheld from them, but by means of the Newcastle
and Carlisle Railway, the same benefits will at once be extended to the North-western
shores of the kingdom, and great encouragement will thus be held out for the completion
of a Railway communication to Glasgow and the Northern Metropolis. The above
advantages being capable of attainment by the formation of less than 21 miles of new
Railway in the county of Durham, unattended with any great natural difficulties, will it is
considered be deemed sufficient to warrant a detailed description of the proposed route, as
compared with that part of the projected Great North of England Railway from Darlington
to Newcastle, for which an Act was obtained several years ago, but towards the construction
of which not a single work has yet been commenced, the attention of the Directors of
that Railway Company having been entirely devoted to the formation of that portion of
their Line between York and Darlington forwhich an Act of Parliament was subsequently
passed. This latter division being of very easy execution, and holding out the reasonable
expectation of a large revenue from passengers and heavy goods, promises to be highly
remunerative, provided the profits which it ma}' give be not swamped by the very charges
which must certainly be entailed upon it by reason of the enormous outlay of additional
capital requisite to overcome the natural difficulties of the country through which the
Parliamentary Line passes in its course from Darlington to Newcastle, which it is com¬
pulsory upon them to execute, provided Parliament should refuse (which it is not believed
it would) to sanction another Line as a Branch, which would at once relieve the Great
North of England Railway proprietors from the responsibility and difficulties in which they
are now involved, and give to the public the benefit of a Railway divested of the dangers
and difficulties attending the lofty embankments of the Parliamentary Line. To the
shareholders of the Great North of England Railway it therefore must be an object of
urgent and double interest that an extension northwards should be speedily obtained by the
easier means of communication, the proposed North Junction Railway, which I shall
describe in this Report, and for which the requisite notices have been given, and plans and
sections lodged for applying for an Act of Parliament next Session. A survey of the
county of Durham shows that any Railway to be made in a northerly direction from
Darlington must, in order to insure good gradients, pass through the Thrislington Valley
V>\ Are gorge at its south end, which was tor this reason the course taken for the Clarence
Railway; and to this, which may be properly called a fixed point for any Line of Railway
to the North, the northern division of the Great North of England Railway, planned by
Mr. Storey, C. E., has also been directed, which I shall describe before noticing further
the North Junction Railway.
The Great North of England Railway from Darlington is, for about a mile from that
town, an elongation of the Line on the south side of the Stockton and Darlington Railway,
and to this portion, as regards its course, no objection can be raised ; it then curves to the
north-west towards the great northern turnpike road, nearly parallel to which it runs for
about five miles, at a distance varying between one quarter and a third of a mile, and then
turns in a contrary direction, or to the north-east, in order to arrive at the gorge or pass
forming the entrance to Thrislington Valley; but in lieu of making use of the cut made for
the Clarence Railway, it was proposed to make a second excavation through Rudd's Rock
132.—II. c 2 for
id APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Report on the foi' the passage of the Great North of England Railway into the valley a little higher up,
proposed North which the said Great North of England Railway crosses at right angles, and at a level, the
Junction Railway. Byers Green Brand) of the Clarence Railway, and at the place called the Thrislington
Junction on the latter, the level of the Great North of England Railway and that of the
Clarence is the same.
The Great North of England Railway in its further progress passes over Shincliffe, the
River Wear at about one mile from Durham near Newton Hall, the Hermitage, Chester
Dean, Chester-le-street, and from thence to the south bank of the River Tyne, where the
level of the Railway is by the section only about 23 feet above the high-water line of
spring tide.
The proposed North Junction Railway, which I now venture to submit as a substitute for
the present projected Parliamentary Line through the county of Durham, commences
from the terminus of the Great North of England Railway at Darlington, and with altered
gradients, which diminish the amount of the excavations, follows for about a mile the Line
surveyed by Mr. Storey ; but at that distance, in lieu of bearing to the north-west and
thereby approaching too near the great turnpike road between Darlington and Durham, it
continues in nearly a direct line to the north until it falls into the valley at the back of
Keiton House.
Its course is then along the valley to its head, or where it is interrupted by a narrow
ridge running east and west, which it passes by a cut of 47 feet in depth under the road
from Great Stainton to AyclifFe, and then meets with the head of another valley, the
direction of which it follows until it arrives near the lif mile-post of the Clarence Rail¬
way on the Simpasture Branch, which it passes at an elevation of 20 feet, then skirts the
foot of the high ground adjoining, or to the eastward of Morden Cars, and finally falls near
Morden into the Northern or City of Durham Branch of the Clarence Railway, which I
propose to make available as part of the great main Line between the north and south of
England, for which it is well adapted, both as regards its gradients and direction.
The gradients of this southern division of the North Junction Railway, commencing
from the Great North of England Railway, which will be opened as far as Darlington in
the autumn of this year, are
1 in 231^ or 22t8u feet per mile for 2| miles;
1 in 264 or 20 feet per mile for miles, and
1 in 1,000 or 5^- feet per mile for 2| miles;
Making a total of 7^ miles of new Railway.
Northward of this, or from Morden to the northern terminus of the Clarence Railway
the gradients of the latter are
m. f. yds.
1 in 1,500 or 3 feet {\Jg per mile for 5 3 36, and
1 in 226^ or 23^ feet per mile for 2 1 22.
To this point, or northern terminus of the Clarence Railway, the total distance is 15 miles
58 yards from the Great North of England Railway at Darlington, of which length only
71 miles are required to be made, the remainder being the available portion of the Clarence
Railway.
My estimate for the completion of these 72 miles of Railway, including 10 per cent, for
contingencies, amounts to 101,452/.
The preponderating course of the passage of heavy goods will on the southern division
of the North Junction Railway be from the north towards the south, in which direction
the greatest ascent is 1 in 1,000, or about 5! feet per mile for 2% miles; the whole of the
remaining distance as well as the available position of the Clarence being a descending
Line, or in favour of the load.
The Line to Thrislington, as planned by the engineer for the Great North of England
Railway, is half a mile shorter than that by the southern division of the North Junction
Railway and available position of the Clarence Railway ; but the advantage, as regards gra¬
dients, is so decidedly against the Great North of England Railway, that the latter will
take a longer period to traverse.
At the Northern terminus of the Clarence Railway, or at 15 miles 58 yards from the
Great North of England Railway at Darlington, the second division of the North Junction
Railway commences; the hitter being designed to unite with the Durham Junction Rail¬
way, and cross the Wear by the Victoria Bridge, and thus make available that highly
creditable work, which has overcome the only difficulty which existed on this Line to
Newcastle.
The Line for about one mile and a quarter passes through land purchased by the
Clarence Railway Company for a continuation of their Sherbourn Branch, and also makes
available a large cut near Quarriugton Hill.
On reaching Heugh Hall farm-house, the Line continues in a northerly direction, pass¬
ing by the east side of Cassop Moor Colliery, but under the Railway from the latter to
Hartlepool by a cut through clay and excellent freestone ; thence to the east side of Byers
Garth, and without approaching Sherburn Hospital nearer than half a mile, crosses the road
from Durham to Sherburn, a little to the west of the latter village; proceeding northward,
the Line crosses the Durham and Sunderland Railway, near the same place proposed by
Messrs. N. Wood & J. E. Harrison, civil engineers; and finding that those gentlemen have
chosen a good Line for the continuance of the North Junction Railway, it has been deter¬
mined
8/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 17
mined to aceept their offer to let that portion of their Line be made use of for the remain- Report on the
ing connexion of the North Junction Railway with the Durham Junction Railway and prop°sed North
Victoria Bridge, which has been effected by changing the gradients from the common Juncuon oauway.
piace of crossing the Durham and Sunderland Railway, which, by Messrs. Wood & Har¬
rison's Line, is at an elevation of 18 feet, and by the North Junction is at 28 feet, the
latter thus materially diminishing the whole of the excavations between that place and the
Durham Junction Railway.
The total length of this second division of the North Junction Railway is eight miles,
the gradients commencing from the south end being as follows :—
1 mile and 88 yards level ;
3 miles, with a descent to the north of 1 in 264, or 20 feet per mile; and
3 miles 7 furlongs 132 yards, with a descent in the same direction of 1 in 237,
or 221 feet per mile to the Durham Junction Railway.
The Durham Junction Railway is then available for the length of 3 miles 7 furlongs,
the north end of which will be by the route heretofore described, 26 miles 7 furlongs and
58 yards from the Great North of England Railway at Darlington, for the completion of
which length of Railway there will only have to be made 15! miles of new Line, viz., the
southern division of the North Junction of i\ miles, and the northern division of the same
of 8 miles.
My estimate for the northern division, including 10 percent, for contingencies, amounts
to 76,498 I.
The north end of the Durham Junction Railway communicates with the Stanhope
and Tyne Railway; therefore the formation of the before-described 15! miles of new
Railway, at a cost of 177,950/., will complete the Line between Darlington and South
Shields.
The above forms the work to which my attention has "been professionally given; but
having in the outset of this Report stated my intention of pointing out an entire Line to
Newcastle, I must take the liberty of referring to the plan of the Northern Union Line by
Messrs. N. Wood & Harrison to connect the Durham Junction with the Brandling
Junction Railway, for which purpose those gentlemen have planned a Line of 5 miles in
length, which appears unobjectionable, its direction and gradients being good, and the
works of such easy execution, that the cost of the whole will be under 45,000/.
Thus, by the formation of three short connecting Lines, the whole amounting to only
20 J miles in length, and an outlay of 222,950/., and without encountering any work which,
in an engineering point of view, would be considered of magnitude or risk, the desired
Railway communication will be completed across the whole of the county of Durham to
the banks of the Tyne, from which the Newcastle and Carlisle Railway gives a connexion
with the north-west coast.
The works 011 the Line on the proposed North Junction Railway are capable of being
completed several years before those of the Great North of England Railway.
The gradients on the whole of the Lines are such as to offer no impediment to the con¬
veyance of passengers at great velocities; and as regards the transit of heavy goods, the
gradients also favour the preponderating direction of the load; the principle which has
guided me in planning the Line having been to obtain gradients w hich should practically
answer the required purpose, without going to that outla}' for a doubtful advantage which
would diminish the value of the undertaking, or would drive those engaged in it to endea¬
vour to remunerate themselves by an additional charge upon the public, the result of which
would probably be the formation of a competing Line.
(signed) A. Brooks,
Redcar, March 1840. C. Engineer.
Northern Union Railway.
To the Commissioners for inquiring into the best Line of Railway Communication with
Scotland, 8cc. &c.
Gentlemen,
Having been requested by the promoters of the Northern Union Railway to lay before Messrs. Vtood and
you the plan and section thereof, together with the estimates of completing the same, and
also to communicate such information as might appear requisite, in order to explain to you pjm0n Rajlwav
in what manner and to what extent the formation of this Line of Railway would contribute
to complete the communication between the south of England and Scotland, and at the
same time afford the requisite accommodation to the great mercantile towns and ports in
132.—II. c 3 tlie
Report on the
Northern Union
Railway.
(Plans.)
18 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
the route; we now beg to present to your notice the following plans, estimates and obser¬
vations :—
No. 1 is a plan of the Northern Union Railway, as deposited in the several offices required
by the Standing Orders of Parliament.
No. 1 A. is a plan, 011 a scale of one inch to a mile, of this and the several other Lines
of Railway, either laid down or projected, through the county of Durham, and bearing upon
the subject of this inquiry.
No. 2 is a section of the Northern Union Railway, as deposited agreeably to the Standing
Orders of Parliament.
No. 3, Appendix, is an estimate of the cost of the proposed Northern Union Railway,
from the junction with the Great North of England and Clarence Railways at Thrislington
to Gateshead.
No. 4 is a list of the gradients of the Northern Union Railway from Thrislington to
Gateshead, including those portions of the Durham Junction and Brandling Junction Rail¬
ways already completed and at work.
We shall now proceed to give such explanations of the foregoing plans and estimates as
appear to us requisite, to enable you to comprehend their bearing upon the subject of your
inquiries.
We presume it will not be considered irrelevant if we premise, in laying down an exten¬
sive Line of communication, however desirable it may be that such Line should, as far as
circumstances will admit, be the most direct, still that intermediate and extensive towns
and sea-ports should not be overlooked, especially if those ports, to a considerable extent,
rival the accumulated commercial importance of all the mercantile interests involved in the
terminus of the proposed communication. We would humbly submit that the exclusive
accommodation of the towns or districts at the two termini should not be the sole standard
whereon to found a general Line of communication, but that all the intermediate interests
should have their due weight in the consideration, and that the Line should be that which
will afford the greatest amount of benefit to all the various interests throughout the entire
Line of communication.
These observations appeared to us necessary, in order to explain to you our reasons for
soliciting your attention to the interests involved in the completion of the Northern Union
Railway, and their connexion with the object of your inquiries.
On examining the small sketch No. 1 A., you will observe that the Great North of
England Railway, which is the sole Line of communication proposed, runs in nearly a
direct Line through the county of Durham from Thrislington (which is the pass of the dis¬
trict) to Newcastle ; the terminus at the latter place being at a low level and at a point upon
the river west of the Tyne Bridge, and which is inaccessible to sea vessels. No communi¬
cation is provided by this Line with the shipping at Newcastle or with the ports of Shields
or Sunderland, or with these two latter towns.
Next to London these ports employ the greatest number of shipping, as may be seen by
the official returns; and the population of these towns, thus deprived of a direct communi¬
cation with London or Scotland by the proposed Great North Line, was by the last returns
85,612 persons. Avery extensive dock has recently been constructed at the sea-port of
Sunderland, and more extensive docks are projected and in course of construction at South
Shields, with both of which no communication is provided by the aforesaid route.
Independently of the extensive and important commercial interests thus left unprovided
for in the proposed Line of communication between England and Scotland, the nature of
the commerce of these ports renders it of the greatest importance to the interests of the
county, and to the various manufacturing and agricultural towns and districts through
which such a general Line of Railway is to be carried, that the best possible communica¬
tion should be obtained with these ports and docks. The great export of these ports being
coals, the Baltic, Mediterranean, and indeed the produce of all the countries to which coals
are sent, are all imported at lower rates than to any ports in the kingdom ; and as vessels
can at all times be fully loaded out with coals, the produce of this country is also exported
at the lowest rates.
The proposed Northern Union Railway, as will be seen by the plans No. i and No. 1 A.,
proceeds from the Line of the Great North of England and Clarence Railways, near
Thrislington, to the southern terminus of the Durham Junction Railway, a distance of 10
miles ; it then proceeds along that Railway across the River Wear to near its junction with
the Stanhope and Tyne Railway, a distance of four miles ; the Line then proceeds in a
direction due north for five miles, until it joins the Brandling Junction Railway, along
which Line it proceeds to Gateshead, a distance of three and a half miles, and crosses the
Tyne into the town of Newcastle, making altogether from Thrislington to Newcastle a dis¬
tance of 22 miles 1,166 yards.
Viewed as forming part of the Great Trunk Line or general Line of communication be¬
tween the south of England and Scotland, it will be seen that by following this route the
distance from Thrislington to Newcastle will be increased about three and a half miles; but
by
B 9
BETWEEN LONDON, EDINBUKOII, GLASGOW, Sic.
10
by doing so, a railway communication is effected with the important sea-ports and docks of Report on the
Except the increased distance, the Line, in every other respect, is equally favourable as
that of the Great North of England Line ; and for a more detailed report on this part of
the subject, or an engineering comparison of the two Lines, we refer to Appendix, No. 5,
being a Report made in conjunction with the Great North of England Railway engineer.
We understand that two Lines of Railway from Newcastle to Edinburgh will be submit¬
ted to your notice; one following the line of the coast, and called the " Great North Bri¬
tish Railway;'"' and the other, taking the route of the Newcastle and Carlisle Railway for
about 20 miles, and then passing through the country north to Edinburgh and Glasgow,
and called the " Midland Railway." Should the former of these Lines he recommended
by you as the best, we refer to Appendix, No. 6 (being a Report by Mr. Stephenson, the
engineer to the Great North British Railway Company) as to the mode of forming a junc¬
tion with that Railway ; or should the latter be recommended by you, we beg to observe
that a junction is at present in operation with the Newcastle and Carlisle Railway on the
south side of the River Tyne, for the passengers and traffic going direct north ; and if it
be necessary to complete the communication with Newcastle, the bridge across the Tyne,
forming part of the plan of the Northern Union Railway, will effect that object.
It is not for us to offer any opinion how far the accommodation thus afforded to the
important commercial interests previously alluded to may influence you in your selection
of that Line which will confer the greatest extent of benefit to all the various interests
comprehended within the limits of your inquiries, and whether the route of the Northern
Union Railway may not, under all the circumstances, be preferable to a more direct Line
through the county of Durham. Should you, however, be of opinion that the Line of the
Great North of England Railway ought to be adopted, we beg to bring under your notice
the necessity of providing for such a Line of Railway as the Northern Union Railway, as a
branch from the Great North of England Railway, for the purpose of effecting a communi¬
cation with the important sea-ports, docks and towns of Shields and Sunderland; and byr
means of that portion of the Line from the Durham Junction to the Brandling Junction
Railway, w ith the shipping of Newcastle-upon-Tyne. We presume that at all events these
Lines of Railway will be requisite, in order to complete a perfect chain of communication
between the manufacturing, agricultural and commercial towns on the Line of the Grand
Trunk Railway and these places.
Should this last view of the subject be taken, it is a subject which, we trust, will meet
with your serious consideration, whether such a Line of Railway, although it does increase
the length of the general Line 3J miles, may not, in the first instance, be accepted as a
substitute for the Great North of England Line from Thrislington to Newcastle.
We presume the estimates of the cost of completing this Line from Thrislington to New¬
castle will be laid before you ; and if our information is correct, these will amount to
several hundred thousand pounds more than that required to effect a Railway communica¬
tion by the Northern Union. Where such an enormous amount of capital can be saved in
the first instance, on such a Line of communication as that submitted to your notice, and
where a want of capital will form, we presume, the great and almost insuperable difficulty
in the way of the adoption of the Railway, the subject of your inquiries, we take the
liberty of suggesting that such a substitution as that which we propose will, we trust, meet
your serious consideration. And when it is considered that the Line of Railway thus pro¬
posed as a substitute to the direct Line may be accomplished by the formation of Railways,
which, even if the Great Line is formed, will act as auxiliaries to, and form branches from,
such Line of Railway to the important towns and ports hereinbefore alluded to ; and when
we may likewise add that the route by the Northern Union Railway does not leave out any
important town between Thrislington and Newcastle, but affords equal accommodation
with that of the direct Line to all the towns except Chester-le-street, containing only a
population of about 15,000 people, while it passes through the infinitely more densely
populated colliery districts of the Wear, we trust that this will be an additional reason for
its temporary adoption.
In conclusion, as we understand it is your intention to visit the districts included within
the limits of your inquiries, we beg to say that we shall be happy to attend upon you on
your visit to the locality of the Northern Union Railway at any time you may appoint,
and to give you such further information as you may require.
Shields and Sunderland.
Northern Union
Railway.
We are, 8tc.
Nich. Wood,
Thus. E. Harrison,
Engineers to the Northern Union Railway.
132.—II.
C 4
(Appendix,
<y
20 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Report on the (Appendix, No. 3.)
Northern Union
Railway. Estimate of the Cost of the proposed Northern Union Railway.
1st Division, from the Durham Junction to the
Clarence Railway at Thrislington.
£. s. d.
£. s. d.
Purchase of land
Cuttings and embankments -
Rails, chairs, keys and pins -
Fencing - -- -- -- --
Laying and ballasting the road -----
Blocks, sleepers, &c. ______
Drainage - -- -- -- -
Occupation and other bridges -
Culverts - -- -- -- --
Alteration of roads -------
35,250 - -
75,000 - -
33,873 ~ -
3,040 - -
8,921 - -
8,921 - -
2,550 - "
20,000 - -
5,ooo - -
5,000 - -
197,555 ~ ~
2d Division, from the Brandling Junction Railway
to the Durham Junction Railway.
Purchase of land ------
Cuttings and embankments - - - - -
Rails, chairs, keys and pins -
Fencing ---------
Lay ing and ballasting the road - - - - -
Blocks, sleepers, &c. ------
Drainage ---------
Occupation and other bridges -
Culverts ---------
Alteration of roads -------
10,000 - -
15,000 - -
16,191 - -
i>575 ~ -
4,620 - -
4,620 - -
750 - -
3,5oo - -
1,200 - -
2,000 - -
59,456 - -
Contingencies, Act of Parliament, &,c. at 15 per cent. -
£.
257,011 - -
38,55! ~ ~
£.
295,562 - -
(Appendix, No. 4.)
The following is a Table of Gradients of the Line from Thrislington to Gateshead.
Distance
Rate of Inclination.
Rate
in
per
Total Rise.
Total Fall.
Miles
and Yards.
Rise.
Fall.
Mile.
Miles.
Yards.
Ft. In.
Ft.
In.
Ft. In.
1
1,584 -
level.
1
528 -
1 in 528
-
IO
13
-
3
308 -
-
1 in 351 -
15
-
-
47 8
4
1,606
- - .
1 in 264
20 -
-
-
98 3
-»
A.
121
level.
1
-
- - -
1 in 330 -
lb
-
-
16
1
1,100
level.
1
1,034 -
1 in 314 -
- - -
l6 io
26
8
3
528 -
level.
24 8
-
154 -
1 in 214
- - -
2
2
2
1,232 -
- - -
1 in 356 -
16
-
-
40
—
1,672 -
level.
22
1.166
(Appendix,
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
21
Messrs. Stoiey,
Wood and
Harrison's Report
on the Crossing
of the Tyne, and the
Communication by
Railway between
Thrislington and
Newcastle.
(Appendix, No. 5.)
To the Directors of the Great North of England, Brandling Junction, and Durham
Junction Railway Companies.
Gentlemen, Durham, 15 November 1837.
In compliance with your minute of the 241b, and resolution of the 31st October last
past, the engineers of the Great North of England, Brandling Junction, and Durham
Junction Railways, have this day met and considered the subject therein referred to them.
From the relative levels at which the Brandling Junction and Great North of England
Railways approach the River Tyne, their adopting a bridge across that river with the same
height of roadway would injure the levels of each Railway, and very materially detract
from that public advantage which each would afford on preserving that level consonant to
its Line of Railway.
Both those Railways would however pass over the river by one bridge, having two Lines
of Railway at different heights, say at 80 and 104 feet above high-water mark ; the position
for which ought to be somewhere about the red line marked on the plan accompanying
this; each Line diverging from the other, after passing the bridge, to those stations most
adapted to their respective levels on the north side of the river. It must be admitted that
this plan would afford each Line of Railway a communication with Newcastle, but by
being at different levels, the mutual use of either or all the Lines of Railway approaching
the town at that point could not be conveniently effected.
Certain documents have been laid before us, describing another Line of Railway from
the south to Newcastle, diverging from the Great North of England Railway near Thris¬
lington, and joining the Durham Junction near Rainton Meadows, following the Line of
the Durham Junction to the crossing of the Stanhope and Tyne Railway, thence by a new
Line till it joins the Brandling Junction, east of Heworth, and by that Line to Gateshead
and Newcastle.
We beg to lay before you the documents above referred to, which show both plan and Great North of
section of the Great North of England Railway, and of the Line of Railway described as England Railway
Northern Union
Railway.
above.
With respect to these two Lines, we would beg leave to observe that the distance from
the Great North of England from Thrislington to the River Tyne is about 18 miles 72
chains,and by the Eastern Line 22 miles 27 chains; making a difference of 3 miles and 35
chains, or nearly 3J- miles.
With respect to the gradients on the two Lines, they appear to be equally favourable.
With regard to the curves on the Eastern Line, the only ones which appear objection¬
able are those at the bridge across the River Wear and at Gateshead, which may be con¬
siderably improved, with the exception, perhaps, of the curve on the south side of the River
Wear.
Upon the Eastern Line there is already formed a distance of 7 miles 32 chains of Rail¬
way ; and, as will be seen by the sections of the two Lines, the works of formation upon
the Eastern Line will be very considerably less than those upon the Great North of
England.
By the adoption of the Eastern Line, one bridge across the Tyne would answer the pur¬
pose of a direct communication with Newcastle for the Great North of England, the
Brandling Junction, and the Durham Junction Railways. As the Eastern Line passes at a
greater distance from the city of Durham than the Great North of England, we consider it
necessary to state, that a branch may without difficulty be formed to that city ; and we
have also to observe, that for the purposes of local communication, the Eastern Line will
complete the connexion bevveen Newcastle and the populous colliery districts on the Wear,
by means of the Brandling Junction and Durham Junction Railways, and also between
the city of Durham, Sunderland and South Shields, and effect a direct communication with
all those places and the Great North of England.
We have not gone into any estimate of the relative costs of the different Lines, not
having proper data for the purpose; but consider the whole subject as one deserving your
serious consideration.
We are, &c.
(signed) Thomas Storey,
Engineer to the Great North of England Railway.
Nick. Wood,
Engineer to the Brandling Junction Railway.
Thomas E. Harrison,
Engineer to the Durham Junction Railway.
Plans, and Plans
No. 1, No. 1 A.
and No. 2.
132.—II.
I)
(Appendix,
22 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
(Appendix, No. 6.)
To the Newcastle Committee of the proposed Great North British Railway.
Gentlemen,
Air. Stephenson's JN compliance with a resolution passed at a meeting of the Edinburgh committee of
Report on the the proposed Railway, "That Mr. Stephenson he requested to examine the ground, and
grossing ot the report as to the practicability of joining this proposed Line of Railway at Newcastle with
yne a ewcas e. tjie JEnglisli Lines either executed or in progress to the south of that town, and to state in
his Report such particulars as he may think prudent, both as regards the precise point at
which the Tyne should be crossed, and at whose expense the crossing should be made:"
I now beg to report to you, that I have made a careful investigation of every part of the
town of Newcastle, to ascertain the best mode of passing through it; and I recommend
that the Line should be continued from the station on the Town Moor, referred to in my
first Report, and crossing either over or under the road at the opening between Eldon-
street and Claremont-place, and continuing in a direct line through the Leazes and North
of Leazes Crescent, at which place a tunnel would be made to carry the Line under the
buildings ; it then continues under Gailowgate-street, and near Heber Tower, and conti¬
guous to the old wall ; then under Westgate-street ; and, passing by the north-east corner
of the new buildings now being erected in the Forth, it continues in open cutting on the
south side of the old wall, until it arrives at the vacant ground adjoining the Forth, where
an excellent station may be made for passengers. The Line then passes under Forth-street,
into the open ground adjoining Messrs. Hawthorn's and Messrs. Stephenson and Co.'s
manufactories; this piece of vacant ground is below the level of the proposed Railway,
and is ar, excellent, situation for depositing the material to be excavated from the higher
ground near the Forth.
The Line then passes over the Close, and crosses the River Tyne by a bridge, which
must be sufficiently high to enable a junction to be formed on the opposite side with the
Brandling Junction Railway.
I think the station I propose near the Forth, as a station for passengers, is by far the best
that can be obtained for the convenience and advantage of the town, as it will also be a
convenient station for the various Railways now terminating at Newcastle ; namely, the
Newcastle and Carlisle, the Brandling Junction, the Great North of England, and the
proposed Newcastle and Edinburgh Railway.
I am of opinion that it will be of the greatest advantage to the commerce of the town of
Newcastle to be enabled to concentrate in one passenger station the immense amount of
traffic in passengers which will be carried to and from the town when the various Railways
now constructing shall be in operation.
Having now reported to you upon the means of crossing the River Tyne, and forming a
junction with the Southern Railways, it only remains for me to add, that I have not entered
into the cost of the proposed Junction Line, as I consider it most advisable for the various
Railway companies, whose interests will be so materially improved by this Junction, to co¬
operate and raise a general fund, the interest of which should be defrayed out of the tolls
of the respective roads.
Or, if this union is found to be impracticable, I have no doubt but there are some indi¬
viduals who would undertake to build a suitable bridge, and make the necessary commu¬
nications with the adjoining Railways.
This, however, is a subject more immediately belonging to the various interested parties
than to an engineer.
I am, Sic.
(signed) George Stephenson.
Newcastle-on-Tyne, 19 November 1838.
To the Commissioners for inquiring into the best Line of Railway Communication
with Scotland.
Gentlemen, Newcastle, 12th October 1840.
Having understood that in presenting our former Report and plans of the Northern Union
Railway, and of its connexion with the communication into Scotland, these plans did not
comprehend the mode of joining the different Lines of Railway proposed for your consi¬
deration from Newcastle to Edinburgh and Glasgow, and that it was necessary to do so,
we now beg to lay before you a plan, sections and estimates of the different modes by
which continuous locomotive Railway communications can be effected from the Northern
Union Railway to the different projected Lines into Scotland.
We have already explained to what extent the adoption of the Line of the Northern
Union Railway would deflect the direct Line into Scotland ; and considering that the large
and important towns and ports of Sunderland and Shields would in that event be accom¬
modated to a much greater extent than by the Great North of England Line of Railway,
we ventured to express an opinion that in the consideration of an extensive line of commu¬
nication important intermediate towns and ports should not be overlooked.
lO
Messrs. Wood and
Harrison's Report
on the Northern
Union Railway.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
23
To your consideration and judgment we must leave the determination of this question. Messrs. Wood and
We beg, however, to lay before you some additional information, which we deem Harrison's Report
important to the consideration of the subject. 011 the Northern
We are given to understand that the promoters of the Great North of England deem it Union Railway,
advisable to alter the Line of that Railway, and that they now propose to carry it further
east in the neighbourhood of Durham. If this is done, it would shorten the Line of the
Northern Union Railway nearly three and a half miles at the south extremity, the proposed
diversion of the Great. North of England being nearly upon the same Line as the Northern
Union for that distance.
Supposing the Great North of England Railway to be carried forward to Newcastle,
the branch to Sunderland and Shields would therefore leave that Line near Shincliffe, as
shown by the red lines on the accompanying plan, No. III., instead of near the Byers-
green Branc!) of the Clarence Railway.
The other plans and documents which accompany this Report are as follows :—
No. IV., which is a section of the Northern Union Line, with the particulars of cuttings
and embankments; and Note A. (Appendix), contains the estimates, with certain expla¬
natory observations.
Plan No. V. shows the different Lines of Railway crossing the River Tyne at Newcastle,
for uniting the south with the northern Lines into Scotland.
Two Lines of Railway have been projected from Newcastle into Scotland : the Midland,
following the Line of the Newcastle and Carlisle to Hexham ; and the North British, pro¬
ceeding along the east coast direct from Newcastle.
Referring to the plan and sections, No. V., and supposing the former Line to be adopted,
and that the route of the Northern Union Railway be chosen as a part of the Great
Trunk Line, then the mode of joining the Newcastle and Carlisle Railway would be along
the Line A.F. G., crossing the river at a height of 85 feet above high-water mark ; and the
estimate, No. 4, will show the cost of accomplishing this communication, including a
bridge across the Tyne, of the plan of Messrs. Greene, an elevation of which is given on
the plan, No. V. This route and crossing of the Tyne (viz., A. F. G.) would, in case the
Great North of England Line were at some future period adopted, answer for that Line,
which it would join at E.; and in this case the Line E. F. H. would form a Branch of com¬
munication with the Brandling Junction Railway and the shipping below the bridge at
Newcastle, the cost of which Branch is given in the estimate, No. 5.
Again, supposing the Great North British Line adopted into Scotland, then the junction
with the Northern Union Railway would be along the Line A. B. C. D. ; and if the Great
North of England is afterwards carried to Newcastle, then the Line would be by the route
E. F. B. C. D., and the Newcastle and Carlisle Railway might join by the Line G.C. The
crossing of the Tyne would in this case be 93 feet above high-water mark.
We have not given an estimate of this Line, as we understood from the promoters of the
North British Railway that they would furnish the estimate from D to A. The cost of the
Junction with the Great North of England, or from F. to B., is shown in the estimate,
No. 6.
In case it should be determined that the Line of the Great North of England Railway
from Darlington to Newcastle should be retained, leaving the question of the time of
execution to the public, or the promoters, we respectfully submit, that the Branch pointed
out in the first part of this Report, and shown by the red line on the plan of the Northern
Union Railway, should at any rate be formed to communicate with the towns and ports of
Sunderland and Shields from the south.
We submit, likewise, that either the Line A. K. F. or A. F. B. will also be required to be
formed to effect a communication between the towns and ports of Sunderland and Shields
and Scotland. We suggest, however, that the last named Branches would not be formed
until the Lines are carried, or in progress of being carried, into Scotland from New¬
castle.
It appears, therefore, that if the Great North of England Railway was carried from
Darlington as far north as Shincliffe, or to the point of junction with the Branch of the
Northern Union Railway to Sunderland and Shields, and that Branch formed to the
Du rham Junction, the estimated cost of which is 123,581 I., that a Railway commu¬
nication could, with that expenditure of capital only, be made with Gateshead, by the
existing Lines of Railway; and that the very heavy expenditure of capital near Durham
might be suspended until the Lines north of Newcastle into Scotland could be carried into
effect. And in this point of view, no capital is expended which may afterwards be
rendered useless in case the Great North of England shall at a future time be carried
forward to Newcastle; as in that case the above-named Branch will be required to com¬
municate with Sunderland and Shields.
We beg particularly to call your attention to that part of the Line between Thrislington
and the Durham Junction, as compared with the Great North of England, northward from
Shincliffe.
By keeping the Line more towards the east, the Shincliffe Valley, which on the Line of
the Great North of England is crossed by an embankment of about 120 feet in height,
and of very great length, is in our case crossed by two short embankments of about 70
132.—il. D 2 feet
24 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Messrs. Wood and feet in height, thereby avoiding all the risk and uncertainty naturally attending the
Harrison's Report formation of a work of such immense magnitude with a very doubtful material.
Union Radl^™ Supposing the Branch from Shincliffe to the Durham Junction to be completed, it
k 1 way* would then only require the additional expenditure of 62,926/. for the Branch between
the Durham Junction and the Brandling J unction to complete the communication to
Gateshead.
If this were done; or, in other words, if the Great North of England Railway was
carried forward to Shincliffe, the Branch of the Northern Union Railway from thence to
the Durham Junction at Rainton Meadows, and the Branch between the Durham and
Brandling Junction formed; we have, by an expenditure of capital of only 186,507/., a
Railway communication to Newcastle, capable of being united to either of the projected
Lines into Scotland, and in every other respect as good as the Line of the Great North of
England, except being about three miles longer, but by such divergence, giving corre¬
spondingly greater facilities of communication with the important towns and ports of
Shields and Sundeiland ; while, we are given to understand, to accomplish the direct Line
from Shincliffe to Newcastle would involve the expenditure of several hundred thousand
pounds sterling.
Nic1ls Wood,
Thos. E. Harrison,
Engineers to the Northern Union Railway.
Note A.—(Appendix.)
In our former Report we gave an estimate of the probable cost of the proposed
Northern Union Railway in two divisions ; the firstembracing the distance from Thrislington
to the Durham Junction Railway, the second from the Durham Junction to the Brandling
Junction Raihvay. Since that Report was written, we have made a careful examination of
the country, and obtained more information as to the nature of the cuttings, Sic., and
now beg to lay before you an amended estimate of the cost, divided into three
divisions :—
The first being a length of three and a half miles from Thrislington to a point on the
proposed deviation of the Great North of England, where a Junction might be easily
formed with them :
The second from that point to the Durham Junction Railway: and the third from the
Durham Junction to the Brandling Junction Railway.
With regard to these estimates, we beg to observe that they are the result of detailed
calculations, and the prices at which the different works have been calculated are such as
our experience of similar works in the immediate neighbourhood justifies us in saying are
amply sufficient.
With regard to the extent of the works, we beg to observe that there are two heavy
cuttings, numbered 1 and 5 on the accompanying section, No. IV., which may deserve some
remarks.
The first, No. 1, it is believed will be found to consist of clay, with beds of sand inter¬
mixed, and should it be found on minute boring that it is not likely to stand well, the
extent of cutting may be greatl}' reduced by increasing the inclination from ro to 20 feet
to the mile at the south end.
The second, No. 5, will consist at its greatest depths of a fine dry indurated sand,
affording excellent material for ballast, and at the north end of clay.
The other cuttings will consist of clay, with freestone in the bottom of some, and in
others of gravel.
There are also two rather heavy embankments to be formed over the Shincliffe and
Sherburne Becks, in the former of which, however, the rock is visible in the bottom of the
Burn, and in the other the foundation is a hard clay.
The above are the only works of magnitude on the Line, and as the cuttings very much
exceed the embankments, about 500,000 cubic yards must go to spoil; or by taking 25
feet per mile as the maximum gradient instead of 20, as is shown by a red line on the
accompanying section, a saving to the extent of 300,000 cubic yards might be effected,
which, together with the purchase of land and bridges, would make a total saving of about
20,000/. on the accompanying estimate.
Estimates
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
25
Estimates of proposed Northern Union Railway.
No. 1.
From Thrishngton to near Shincliffe, lengtli 3f miles.
Purchase of land -------
Cuttings and embankments 536,910 cubic yards at 1 s. -
Rails, 60 lbs. per yard, say 190 tons at 12/. - £. 2,280
Chairs 15 lbs. each, say 48 tons at q/. - - 432
Keys, pins, &c., 12 tons at 20/. - 240
2,952
Rails, chairs, keys and pins, say 3^ miles at 3,000/.
Laying and ballasting the road, 3| miles at 880/. -
Blocks and sleepers, 35 miles at 880/. -
Fencing, railing, Sec. 300/. - -
Drainage --------
Bridges -------
Culverts --------
Alteration of loads ------
Contingencies 15 per cent. -
No. 2.
From Shincliffe to the Durham Junction, length 6| miles.
Purchase of land ------
Cuttings and embankments, cub. yards 767,339 at is.
Rails, chairs, keys and pins, 6| miles at 3,000/. -
Laying and ballasting the road, 6g miles at 880/.
Blocks and sleepers, 61 miles at 880/.
Fencing railway, &c. at 300/. -
Drainage --------
Bridges over and under the road -
Culverts -
Alteration of roads
Contingencies 15 per cent. -----
No. 3.
From the Durham Junction to the Brandling Junction
Railway, length 5 miles.
Purchase of land -------
Cuttings and embankments,* cub. yards 281,629 at lod.
Rails, chairs, keys and pins, 5 miles at 3,000/.
Laying and ballasting the road, 5 miles at 880/. -
Blocks and sleepers, 5 miles at 880 /. -
Fencing railway, &c. 5 miles at 300/. -
Drainage - - - -
Bridges over and under roads
Culverts -
Alteration of roads
Contingencies 15 per cent. -
No. 4.—Estimate of Cost of Railway from A. to F.
and G. Plan V. Length, 2,320 yards.
Land and compensation ------
Excavations, cubic yards 170,231 at l s. -
Taking off soil and soiling slopes -
Tunnel, yards 813 at 20/. - - - - - -
Rails, 60 lbs. per yard, 248 tons 11 cwts. 3 qrs. at 12/.
Chairs, 15 lbs. each, 62 tons 2 cwts. 3 qrs. at 9/. -
Iron keys, 3 tons 2 cwts. at 14/.
Oak pins, 18,560 at 40s. a thousand - - - -
Turn-outs and crossings and joinings- -
Laying and ballasting the road, 2,320yards at 8s. 6d.
£.
10,600
26,845
59,1 25
8,868
10,000
11,719
15,000
4,400
4,400
U5oo
1,000
3,500
1,200
2,000
3,000
8,511
150
16,260
2,982
559
43
37
360
986
s.
10,500 - -
3,080
3,080 - -
1,050 - -
55° - -
2,400 - -
720
300 - -
£. s. d.
Estimates of the
proposed Northern
Union Railway.
18,000 -
38,367 -
19,500 -
5,720 -
5,720 -
1,950 -
1,625 -
8,000 -
5,580 -
3,000 -
107,462
16,119
54,719 -
8,207 -
11 -
15 -
6 -
10 -
2 -
67,993
123,581
62,926 -
254,500 - -
(continued.)
132.—II.
* About 150,000 yards will go to spoil.
D 3
26 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Estimates of the
proposed Northern
Union Railway.
No. 4.—Estimate of Cost of Railway from A. to F.
and G. Plan V.—continued.
Stone blocks --------
Fencing and draining Railway - - - - -
Side drains in cuts -------
Bridges ------
Culverts and side walls in open cut -
Retaining walls at tunnel - - -
Retaining walls for embankments
Contingencies 15 per cent. -
Bridge across River Tyne
No 5.—Estimate of Cost of Railway from F. to I.,
Plan V. Length, 1,000 yards.
Land and compensation ------
Excavations, cubic yards 80,941 at 1 s. -
Taking off soil and soiling slopes -
Rails, 60 lbs. per yard, 107 tons 2 cwts. 3qrs. at 12/. -
Chairs, 15 lbs. each, 26 tons 15 cwts. 3 qrs. at 9/.
Iron keys, 1 ton 6 cwts. 3qrs. at 14?.
Oak pins, 8,000 at 40s. a thousand -
Turn-outs and crossings for junctions -
Laying and ballasting Railway, 1,000 at 8s. 6d.
Stone blocks - -- -- -- -
Fencing and draining ------
Side d rains in cuts ------
Bridge for road
Bridge for footpath ------
Culverts and side walls ------
Retaining walls for embankments -
Contingencies 15 per cent. -
No. 6.—Estimate of Cost of Railway from F. to B.,
Plan V. Length, 1,052 yards.
Land and compensation ------
Excavations, cubic yards 121,865 at is. -
Taking off soil and soiling slopes -
Rails, 60 lbs. per yard, 112 tons 14 cwts. 1 qr. at 12 I.-
Chairs, 15 lbs. each, 28 tons 3 cwts. 2 qrs. at 9 /. -
Iron keys, 1 ton 8 cwts. 1 qr. at 14/. -
Oak pins, 8,416 at 40 s. a thousand -
Turn-outs and crossings for junctions - - -
Laying and ballasting Railway, 1,052 at 8 s. 6d. -
Stone blocks, 4,208 at 2s. 6c?. -----
Fencing and draining ______
Side drains in cuts -------
Bridge for road to Windmill-hills -
Bridges over Brandling Junction Railway -
Bridge for footpath -------
Retaining walls for embankments -
Culverts and side walls in open cut - - - -
Contingencies 15 per cent.
s.
d.
10 -
£.
1,160
438
548
625
280
500 - -
36,691 17 -
5;6°4 *5 -
250
4,047
50
1,285
241
18
16
90
425
500
200
233
180
125
100
200
1 -
L3 -
2 -
13 -
5 -
7,961 14
1,190 6
500
-
6,093
5
50
-
1,352
11
253
12
19
15
16
16
120
-
457
2
526
-
200
-
203
5
180
-
74°
-
125
-
200
-
100
—
11,137 6
1,670 14
£.
42,196 12 -
46,920 13 2
89,117 5 2
9,162 —
12,808
ESTIMATE
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
2 7
ESTIMATE of the expected Income upon the proposed Railway from Lancaster by Kendal to Penrith.
Description
of
Traffic.
Places where to and from.
Quantity
per
Annum.
Charge.
Passengers
Carriages
Parcels
Merchandize
Minerals
Wood -
Cattle
Horses
Coals -
Mails -
Firstly, present absolute Traffic.
Direct to and from Lancaster and Penrith - now
Halifax, Leeds, &c., and Kendal (Lancaster and
Kendal)
Ulverstone and Lancaster (Lancaster and Mill-
thorp) --------
Liverpool and Glasgow by sea - now (tons) 41,000
and Carlisle ditto
0,240
(Take off these one-fourth) 47,840
To and from Kendal and Lancaster
,, Kendal and Penrith -
Lancaster, Kendal and Penrith -
Kendal and Yorkshire
now
tt
received now
Kendal and Lancaster (take one-half) now (tons) 5,500
butter alone (all)
000
Kendal and Penrith by waggons now (tons) 2,054
by carts - ,, „ 1,900
(via Stainmoor to New¬
castle) - now (tons) 150
tt
Manchester and Liverpool to Carlisle and Penrith by
sea - (take one-tenth) now (tons) 10,725
Kendal and Liverpool by sea to Glasgow Dock
and Millthorp, thence by canal and carts to
Kendal - - - (take one-third) 4,750
Kendal and Yorkshire (takeone-half) now(tons) 900
Kendal and Lancaster, by carts, of perishable goods
Penrith to Kendal, thence by canal, south - now
Neighbourhood Penrith to Kendal - (tons) now
Penrith to Lancaster (head of)
„ sheep and lambs
Penrith to Lancaster -
Kendal to Penrith - - -
(tons) „
Secondly, Prospective Traffic.
Locomotive Post-office, clerks' bags, &c. Lancaster
and Penrith -------
Add 100 per cent, upon all passengers - - -
„ „ upon all carriages - - -
500 per cent, upon native wood - - -
Add for increase of coal to Kendal by the reduction
of 6s. 6d. per ton - - - - (say tons)
Minerals, prospective ------
Slate - „ - (no doubt this will form a
considerable item) ------
54,000
4,0G0
5,000
11,9G0
900
590
2,750;
660*
1,410
4,104
1,583
450
500
2,533
800
150
2,3G4
23,272
700
25,000
s. d.
10/
5/
2/G
10/
17/6
22/6
8/6
12/
20/
8/6
5/
8/
9/ ea.
/9 ea.
12/
4/6
4/6
.£. s. d.
27,000 - -
1,040 - -
625 - -
78/ -
623 15
3,000 -
266 -
1,449 5 -
2,462 8 -
1,070 - -
1,076 10 -
1,063 16
872 14
10,000 -
34,645 -
1,410 15
300 -
1,575 —
£. s. d.
34,645
1,410 15 -
8,266 - -
6,060 3
200 -
60 -
1,936 10
420 -
5,625 -
58,62.3 8 -
47,9-30 15 - 1 47,930 15
Total of present and prospective Income
£'. i 106,554 3
Kendal, 24 March 1840.
132.—II.
(signed) Cornelius Nicholson.
Great
^5
28 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Great North British or East Coast Line.
Mr. Stephenson's Report to the Committee appointed for the promotion of a Railway
from Newcastle to Edinburgh.
Gentlemen,
Mr. Stephenson's Being present at a meeting of gentlemen interested in the formation of a Railway between
Report on the hie town of Newcastle-upon-Tyne and Edinburgh, held at Newcastle the 21st of August last,
Great North British when the following resolution was passed, which I undertook immediately to carry into effect:—
or East Coast Line. "That Mr. George Stephenson be requested to make an inspection of the country be¬
tween Newcastle and Edinburgh, with a view of considering and reporting his opinion on
the best Line of Railway between those places, upon levels to which locomotive steam-
power can be advantageously applied preparatory to such Line being more minutely sur¬
veyed and ultimately adopted."
I have now the honour to report to you, that after having examined the country in the
neighbourhood of Newcastle as far west; as Callerton, and both to the west and east of
Gosforth and Killingworth, I commenced my examination of the country farther north
on the 27th of August.
In the following Report, it is my intention, in the first place, to state the route that, after
a thorough inspection of the country, 1 consider the best that can be adopted, leaving the
question entirely open as to any detailed deviations which may be found necessary, when
more accurate information is collected, and when the surveys and levels are in progress.
As it appears that two Lines of Railway have been contemplated between Newcastle
and Edinburgh, both of which I have examined, it will be necessary for me to give my
opinion upon the merits and demerits of each Line, both in a national, commercial and
local point of view.
I was called upon, in the year 1836, to examine and report upon a Line of Railway
between Edinburgh and Dunbar, which was then in preparation for Parliament; and as
I at that time carefully examined the country through which it passed, I did not think it
necessary, in my present examination of the country, to proceed farther north tiian Dunbar.
I subjoin a copy of my Report to the Edinburgh and DunbarCompany for your perusal.
I was also employed by the same Company to examine and report to them upon a Line
of Railway which was contemplated from Edinburgh and Glasgow to Newcastle, through
the interior of the country, and crossing the ridge of Carter Fell; a copy of which Report
I also subjoin for your perusal.
I propose that the Line should commence on the south side of the Town Moor, and
on the west side of the turnpike road, near to Brandling Place, the depot to be in or
near the piece of ground which is walled in, belonging to the freemen.
I have not as yet made any arrangements for a junction with the several Lines of
Railway which terminate at Newcastle and Gateshead, thinking it more prudent to leave
this portion of the subject to future consideration, as it will require great deliberation;*
the terminus I propose to adopt at present is, however, in the most suitable position for a
junction being formed with those Lines. From the depot the Line will be carried to the
east side of the turnpike road; it will then pass along the low side of the Town Moor, to the
west side of Gosforth Church. Here I have examined two Lines, one diverging to the east,
and leaving Gosforth Moor House a little on the left, North Farm to the right ; it runs a
little to the north of Forrest Hall, and curving round to the east side of Backwonh, passes
Wolf Hill, Low Stead, Mare Close, Whiteridge, and North Moor, where it joins the
westerly Line, which would cut through a little of the moor land which Mr. Brandling
has planted and attached to his park; thence by Annett's Ford, Moor Farm and North
Moor, where the two proposed Lines again join. Tbe route then continues a little to the
east of Horton and High House, and crossing the River Blyth about 200 yards below the
Bedlington Iron Works, it proceeds in almost a direct Line to Berwick-upon-Tweed. It
will cross the River Wansbeck a little below Sheepwash Mill, leaving Ellington a little to
the east, and Widdrington Castle either to the west or east, passing near Hudstone and
Tongstone ; and crossing the River Coquet a little to the east of Warkworth Castle, it then
proceeds to the River Aln, and crosses that river near its outlet into the sea, close by the
village of Alnmouth, and proceeds on the east side of the grounds of Howick, leaving them
entirely undisturbed, and passes on the west side of Craster Tower, and west of Dun-
stanborough Castle, in a direct line to the east of Tuggall Hall, and west of Swinhoe. From
this place it proceeds in a pretty direct line to Bamborough Castle, which it leaves to
the east; it then crosses Warnham Flats on the land side of the small harbour, and runs
parallel and near to the coast all the way to Berwick.
There are, however, two Lines presenting themselves here, one about a mile west of
the other, which 1 can better decide upon when the levels are taken.
The River Tweed must be crossed on the west side of, and a little above, the present
bridge, near to an old mill; and, passing under the road near the toll-bar, it runs parallel
to the coast nearly as far as Burnmouth, where it bends to the west, and pursues the valley
of the River Eye to its source, which is the summit of the whole Line; it then passes
Grant's House, and pursues the course of another brook, and continues to near Dunbar,
keeping the west side of the road.
1 will
* Mr. Stephenson has since reported upon this point, and has shown how a junction can be easily
and advantageously effected with the South Lines.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
29
I will now proceed to describe the nature of the country the proposed Railway passes
through, with the description of works to be executed, and as far as I can judge from an
ocular view of the country, the extent of inclination required to procure the best Line.
In proceeding from Newcastle northwards, I found that the most favourable point for
crossing the ridge of country lying between Callerton and Killingworth is close on the
west side of Gosforth Hall, and on the east side of the turnpike road ; but this interfered
so much with the privacy of the residence that I abandoned it. The next opening which
presents itself through the ridge is formed by the brook which cuts through a small portion
of Gosforth Park, and passes White House to Annett's Ford.
I then examined the ridge to the east side of Killingworth, as far as Baekworth. The
ridge at this place falls away so rapidly that very favourable inclinations may be obtained
from Newcastle here, and the country is also favourable for the formation of a Railway.
The distance will be a little increased by taking this circuit; but this is compensated for
by an improvement in the levels and decreased cost of the works.
From the east side of Baekworth to the crossing of the River Blyth, near the Bedlington
Iron Works, the country is so very favourable that no impediments present themselves.
In order to carry the Line if possible nearer to Morpeth, I examined the country bctli to
the east and west side of Netherton ; but after making a close inspection of the country,
I satisfied myself that it presented difficulties to a considerably greater extent than the Line
near the Bedlington Iron Works. I should, however, recommend, that when the levels are
taken, this country be tried, to ascertain how far it may be advisable to accommodate the
town of Morpeth. I also made a close examination of the country at Morpeth and the
valley of the Wansbeck; but I consider the town itself so situated, that if a Railway were
brought to it, it could not be carried any farther. This town may, however, be accommo¬
dated by a very convenient branch.
The situation 1 have fixed upon for crossing the Blyth is extremely favourable, the
strata at the surface being rock.
The country does not present any difficulties between the River Blyth and the Wansbeck.
The Wansbeck River will also be crossed at a very favourable place, both as regards
foundations and its being the narrowest point in that part of the river. Between the
Wansbeck and the Coquet, a distance of 12 miles, the Line runs through almost a flat
country. I examined the country farther into the interior, as far as Felton, with a view of
obtaining the best Line, but found none to be compared to the one selected. The Coquet
River will be crossed without any difficulty, and at a very moderate expense.
The ground between Warkworth and Alnmouth is also very favourable, and no heavy
works will be required.
The River Aln will be crossed near its mouth, and, by taking advantage of a small island,
which is situated in the line the Railway ought to take, it is crossed without any difficulty,
and at a moderate cost.
The ground continues favourable from Alnmouth to below Howick, and forward to
Craster Tower and Bamborough Castle ; in this portion of the Line there are no difficulties
nor heavy works of any kind. After leaving Bamborough, some cutting will be required
to fill up Warnham Flats; this can be obtained close at hand, and will be the means of
straightening the Line at that place. In looking at the map, it will appear as though the sea
might form a difficulty at this place; but it does not, as the sand is at present warped up,
and forms a bank across this small bay, which is scarcely covered at high water. There is
another Line which presents itself nearer Belford, and which has a feasible appearance;
but I think the country will be found too high. I would, however, recommend that levels
should be taken before the direction of the Line is finally decided upon in this district.
If the more westerly Line should be found feasible, as regards levels, it will possess the
advantage of approaching the town of Belford nearer than the Line at Bamborough.
From Warnham Flats the Line will be found nearly a dead level, and remarkably easy of
construction, to within three miles of Berwick. Here it passes through an undulating
country, and to the eye of an inexperienced person has a rugged appearance; but there do
not appear to be any difficulties, as the cutting will be very short. The sea-beach is close
at hand, and forms a very convenient deposit for the material from the excavations. On
arriving at Berwick, the nature of the country and the course of the river point out the
best place for crossing the Tweed. This point is a short distance above the present
bridge. A lofty bridge will be required here, in order to obtain proper levels 011 the north
side for proceeding forwards. This bridge will be the greatest work on the whole Line,
but yet it is a work of no great magnitude: the foundations are composed of excellent
material. In passing the town of Berwick, the Line does not interfere injuriously with any
property, and will be extremely convenient of access to the population both on the north
and south sides of the river.
After passing the town, the Line crosses under the turnpike road, at the skirts of the
town, where two streets and two roads meet, but without being of the slightest inconve¬
nience to any of them.
The direction of the Line is then parallel to the coast 011 very favourable ground for five
miles; it then stretches away to Ayton, and passes through an undulating country, without,
however, encountering any difficulties, when it enters the vale of I he River Eye, which it
pursues to its source. This valley is rather circuitous, and it will be necessary to cut
through some of the abrupt tongues of land which abut upon the river, in order to preserve
the Line as direct as possible; but no heavy works are necessary.
From the summit the Line pursues the same valley, with this difference, that
132.—II. E it
Mr. Stephenson's
Report on the Great
North British or
East Coast Line.
/O0
30 Appendix to fourth report on railway communication
Mr. Stephenson's it is falling towards Dunbar ; and it will be necessary to carry the Line on one side of the
Report on the Great valley, so as to preserve easy inclinations towards Dunbar.
North British or Fiont the summit towards Dunbar the country may be considered undulating. Short
Fast Coast Line. excavations and embankments will be necessary, but I do not apprehend any works of
more than ordinary magnitude.
With respect to the inclinations of this Line between Newcastle and Berwick, I feel
assured that ten feet in a mile will be the greatest inclination which it will be found
necessary to adopt. A great portion of this pait of the Line will, however, be nearly level.
From Berwick to the summit of the Line near Grant's House, and between that place
and Dunbar, the Line will probably rise and fall fifteen or sixteen feet a mile; and from
near Dunbar to Edinburgh, if the coast Line is adopted, instead of going by Haddington,
the Line will be nearly level.
You will perceive, in perusing my Report to the Edinburgh and Dunbar Railway
Company, which I will now insert, I stated that my expectations were, that almost a level
line of Railway might be obtained between Dunbar and the summit; but since the levels
have been taken, 1 find it will be necessary to rise more than I anticipated : sixteen feet a
mile is, however, a fair locomotive inclination.
"To the Directors of the Edinburgh and Dunbar Railway Company.
" Gentlemen,
'• In compliance with your request, I have examined the country between Edinburgh
and Dunbar, with your engineer, Mr. Grainger ; and after fully considering the merits of
the Lines proposed by him, I now report to your Committee my opinion, as to which is
the most eligible for a Railway between those two places, and also as to the country
generally.
" I commenced my examination in the city of Edinburgh, accompanied by Messrs.
Grainger, Davidson and Grahame; and having received from Mr. Grainger sections of the
different routes, I was enabled to gain very correct information as to the levels of the
country.
"The site which has been selected for the station in Canal-street, between the Old and
New Town, is, in my opinion, decidedly superior to any other station which can be found,
not only on account of its central situation, but also in consequence of its being connected
with the different Railways now projected and in progress to Glasgow and Leith.
" From this station there is only one feasible outlet to the south, which Mr. Grainger
has selected. He may be enabled to make some small deviations in passing through the
throng of buildings, which he will be better able to do when he has obtained an accurate
o '
survey and valuation of the neighbouring property. I do not think it would be prudent
to remove any of that rock which almost overhangs the breweries; but the prominent part
near the burial-ground, I think, may be cut through, or partially tunnelled, without difficulty.
" The valley between that rock and Parsons Green cannot be avoided ; a small portion
of the hill at the latter place may also require to be tunnelled through. This depends very
much on the materials of which it is composed ; if it should work freely, I would not tunnel
it. The Line then runs on to White-hill, to which place I do not see that it can be amended.
From White-hill towards Musselburgh, providing the assent of land-owners can be obtained
in that district, I think a diversion ought to be made, skirting the high ground on the south
side of Musselburgh, and between the town and the church, where an excellent station
may be made for that town, which I consider of great importance.
" I do not think that any branch should be made to Portobello, as there is already one
for the Dalkeith Railway, to which yours ought to be connected ; neither do I think it
advisable to make any branch to Leith, as there is already one existing, and another for
which an Act has been obtained, which will be connected with your station at Edinburgh.
" The deviation I propose to come near to the town of Musselburgh again falls into Mr.
Grainger's Line near the Mid-Lothian Toll. The two routes selected by Mr. Grainger,
called the North and South Lines, are both judiciously selected for the different objects to
be attained. I will now proceed to give you my opinion as to the merits of each, so far
as I am enabled from the information I have before me. The length of the two Lines is
nearly the same. From the calculation I have made, it appears that there is a loss of power
equal to five miles in length on the Line by way of Haddington, when compared with the
North Line, which is about equal to 12 minutes in time, and 2\dl. per ton extra for the
whole distance.
" The increased expense to the Company for the conveyance of passengers on the South
Line will not be considerable, as far as gradients are concerned. The most important point
for consideration against the South Line is the expense of execution: if I were making an
estimate of the expense of two such Lines in England, I should consider the cost of the
South Line 100,000/. more than the North Line. I have not made any increased calcu¬
lation for bridges or land on the South Line ; I have only calculated the expense of earth¬
work, allowing the slopes at l to l. In making this comparison, I have not calculated
for a tunnel at the summit near Alderston, as, alter duly considering this point, I think it
would be better to open cut it, so long as you can keep tbe gradient so low as 16 feet per
mile.
" As the extra outlay on the South Line will be equal to 5,000/. per annum, the great
point for consideration is, will the increased traffic be sufficient to pay the greater expense
of
/W
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 31
of execution ; and after full}' considering this point, I am at present strongly inclined to Mr. Stephenson's
recommend the South Line for adoption, as I think the increased cost of the Line will be Report on the Great
more than balanced by the greater amount of population, as well as the more extensive Noith British or
district of country it embraces, and especially as it approaches the coal-field, where pro- East Coast Line,
bably such an amount of tonnage may be obtained as would warrant the making of a
Railway for that article alone.
" After you have obtained a correct statement of the passengers and goods at present tra¬
velling on the two different routes, with a fair increase for the facilities afforded by Railway
conveyance, and when you have received from the hands of your engineer a correct esti¬
mate of the cost of each Line, you will be able to ascertain accurately which will pay you
the best, giving all due weight at the same time to the benefits the public will derive, and to
good policy in carrying your Bill through Parliament, and making some sacrifice in order
to consult the feelings and wishes of those whom you either injure or annoy.
"After having ascertained what your gross income is likely to be, deduct one-third from
it for contingent annual expenses in keeping up the Railway, engines and establishment;
the remainder of course will be your profit.
" From what I .saw of the country from Edinburgh towards Berwick, and from what I
know of the country between Berwick and Newcastle, and of the feeling of the inhabitants
of Newcastle, Darlington, York, &c., I feel convinced that if you can only obtain the Line
as far as Dunbar, there will very soon be a locomotive communication between London and
Edinburgh, along the east coast of Scotland and Northumberland. When this is complete,
I have no doubt of your Railway being a most lucrative one.
" If I can at any time be of service to your undertaking, I shall be extremely glad to
afford it; but from my intimate knowledge of Messrs. Grainger and Miller, I think you
will rest perfectly safe in reposing implicit confidence in their abilities for carrying your
scheme into execution.
" I am, Sic.
"Alton Grange, Sept. 11, 1836." (signed) " George Stephenson.''
In concluding my observations upon the nature of the works and the inclinations, I may
say, that in the whole course of my experience I never examined a country for a Line of
Railway of the length this will be, where the works to be executed were of an easier
description, or the level and inclinations of a more favourable character.
The material through which the excavations will be made is principally the coal-mea¬
sure formation from Newcastle to five miles north of Berwick, which formaiion I consider
one of the most favourable for excavations. The Line will in a few places pass through
the new red sandstone, and north of Berwick there will be a few cuttings through the
older formations; but the character of these rocks is not such here as to present any
difficulties, and the cuttings are all short, and may soon be executed. The foundation
for the bridges in all cases is excellent, being principally rock at the surface of the
ground.
By carrying the Line near the sea-coast nearly throughout the whole distance, I avoid
the great expense entailed upon most Railways, that of building & great number of occupa¬
tion and public road bridges. The Rivers Blyth, Wansbeck and Coquet are all small, and
the crossings short and easily effected ; indeed, throughout the Line there does not appear
to me one difficulty of any importance. I certainly did not anticipate that I should have
the pleasure of presenting you with so very favourable a report of the country.
Having understood that a Line had been proposed from Newcastle towards Stamfordham
and Roth bury, thence to near Wooler, and on to ihe Tweed, on my return to Newcastle
I examined this route, but found the country presented difficulties so great in amount, that
I did not hesitate to say it is quite impracticable to carry a Railway through it with loco¬
motive inclinations. The several prominent and continuous ridges which present them¬
selves prevent the possibility of obtaining favourable inclinations, and the works to be
executed are such as have never yet been attempted.
Before I proceed to make any remarks as to the advantages or disadvantages of the
Coast Line in a national point of view, I will endeavour, to the best of my ability, and
from information which I possess, to give you a short description of the proposed Midland
Line of Railway, commencing at Newcastle and running near Stamfordham, Otterburn,
crossing the Carter Fell by Jedburgh, Melrose, Galashiels to Peebles, where two branches
diverge, one to Edinburgh by Eddlestone and Pennycuik, and the other to Glasgow by
Biggar, Lanark and Hamilton. For my opinion on this Line I refer you to my Report to
the Edinburgh and Dunbar Railway Company in 1836, at whose request I examined the
country. I now subjoin a copy of that Report.
" To the Directors of the Edinburgh and Dunbar Railway Company.
" Gentlemen,
"In compliance with your request I have examined the country from Edinburgh
towards Newcastle, by way of Melrose, Jedburgh and the Carter Fell, and thence into the
vale of the River Reed, and having obtained a section of that portion of the country from
Edinburgh to Carter Fell, along the line of the present turnpike road, I am enabled to"
give you a pretty correct statement of the nature of that country, with my opinion upon
some of the engineering difficulties which would have been encountered in carrying a
Line of Railway through it.
132.—II. E2 "The
/0Z
32 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Stephenson's "Thedatum Line from which I compare the different levels of the country is 255 feet
Report on the Great above the sea, and on a level with the Tron Church at Edinburgh, which appears
North British or to be the only part of the town where a Line of Railway can approach it from the
ast Coast Line. route I have examined.
" The ground is very favourable from the first mile from Edinburgh ; between the first
and second miles the road descends about 79 feet, and from the second to the third mile
the ground again rises to the level of Tron Church.
"Up to this point the Line might be made suitable for locomotive engines at a great
expense of earthwork. Between the third and fourth tnile the ground again rises 141
feet, and descends before the fifth mile to the level of Tron Church. It does not appear
to me that any deviation can be made in this portion, so as to form a Line which can be
worked by locomotive engines. Between the fifth and seventh mile the road again
descends 80 feet, and from the seventh to the eighth mile suitable levels for iocomotive
engines could only be attained at a considerable expense. From the eighth to about the
25th mile, which is the summit of that part of the country, the ground rises with a pretty
uniform ascent at the rate of about 85 feet per mile; this could not be worked by loco¬
motive engines, nor does it appear that the gradient could be materially improved.
" The next six miles the road descends at the rate of about 28 feet per mile; from near
the 21st mile the Line still descends to the 27th mile at nearly the same ratio; from this
place to the 31st mile, a distance of four miles, the ground is almost level; the next four
miles the ground descends into the valley of the Tweed near Abbotsford, at the rate of
about 45 feet per mile. In the last 20 miles I have described, the Line cannot be materially
improved in gradients, as it must be carried along the vale of the Gala: and in consequence
of the extreme ruggedness of the country on both sides of the valley, and its geological
character being almost entirely basaltic, of a very hard and compact nature, it is quite out
of the question to attempt heavy cutting in this material.
" The course of the River Gala is extremely circuitous, and many of the curves would
vary from a quarter to half a mile radius. The next 20 miles, from the junction of the
Tweed to the foot of Carter Fell, I think the gradient, by making the Line circuitous,
might be obtained at the rate of 20 feet per mile.
"The next five miles brings us to the summit of Carter Fell, which rises at the rate of
180 feet per mile. It may be said this hill might be tunnelled through. This is quite out
of the question, as the length of a tunnel required at this place, so as to preserve suitable
gradients for locomotive engines, could not be less than eight or nine miles between the
valley of the Jed and the Reedwater valley ; and as I have particularly examined the
geological character of the district, and find that Carter Fell is composed of basaltic at a
small depth from the surface of the ground, it puts an end to all discussion respecting a
tunnel through it.*
" The vale of the Reedwater appears very favourable so far as I have examined it, but it
very soon leaves the direction of the road to Newcastle, and takes a more westerly course;
and from the ruggedness of the country which presents itself on the direct line of the
turnpike road from Carter Fell to Newcastle, 1 do not think it would be possible to carry
the Line to Newcastle by any other route than the valleys of the Reed and the Tyne, both
of which are very circuitous.
" I have calculated the loss of power which would have to be sustained by this route
from the summit at Carter Fell to Edinburgh, and find that it amounts to 100 miles when
compared with a dead level.
" This is supposing that a tunnel is not to be made at Carter Fell.
" 1 have to inform you, that I have also examined the country from Dunbar to the
summit between that town and Berwick, and find that almost a level may be obtained from
Dunbar to that summit.
" From what I know of the country, and the various routes which have been proposed
through thp east, centre and west of the island, between England and Scotland, I am
prepared tq state, that in my opinion no Line can be found equal to the one on the
eastern c<Mst, both as regards gradients, expense, and population.
" You shall shortly have nty Report on the merits of the two Lines which have been
projected bv you from Edinburgh to Dunbar. I may mention, that on either of these two
Lines there is not the slightest engineering difficulty; the only question is, what sum of
money it is desirable to lay out in order to accommodate the population on or near the
Line.
" I am, &.c.
(signed) " George Stephenson."
" Newcastle-upon-Tyne, August 20, 1836."
Since tire above Report was written, a Report has been published by Mr. Joshua
Richardson, who was employed to examine the country through which the Midland Line
passes. His Report piovides me with a section of a portion of lire Line, and more detailed
information than 1 possessed at that time, and will materially assist me in describing to you
a few
* Since the above Report was written, I have been led to believe that the coal measure formation
does exist to a triflrug extent on the south side of Carter Fell, but not in such quantity as to make
the tunnel a less difficult work.
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 33
a few of the difficulties which I consider quite insurmountable on the Midland Line. Mr. Stephenson's
From an examination of this section, I find that the works to be executed (in order to Report on the Great
obtain even the inclinations which he does) are of a character far exceeding in magnitude North British or
any thing that has ever been attempted, either in this country or the world. 1 will merely East Coast Line,
point out two or three of them, extending over a distance of 36 miles, which is the extent
of the section appended to his Report. I will commence at the south end of the
tunnel.
This tunnel is two miles in length, and at the highest point 550 feet below the surface of
the ground ; some of the shafts for ventilating the tunnel, and also for carrying the works
into execution, must of necessity approach this depth. I may inform you that no such
works as this exist on the London and Birmingham Railway.
The excavations at each end of the tunnel are 160 feet deep. The deepest cutting 011
the London and Birmingham Railway is 60 feet. There is an embankment in crossing
the River Jed 70 chains in length, and at the deepest point 210 feet. There is then a
cutting 1 mile and 60 chains in length, at the deepest point too feet, and averaging
about 56 feet. At Hirdean Burn there is an excavation go chains in length, and at the
deepest point 150 feet.
There is then an embankment over the Teviot River, one mile in length, and at the
deepest point 190 feet, and averaging about 146 feet.
There is near Greenend a cutting 1 mile and 30 chains in length, varying from 50 to too
feet in depth. This is followed by an embankment two miles in length, and varying from
70 to 80 feet in height; following this is a cutting two miles in length, varying from 50 to
too feet deep.
I can scarcely form an}- conception of the magnitude of such works as I have
been describing, never having heard of a continuous succession of such works being
attempted.
I will now describe a few of the inclinations on the Midland Line, which are attained by
the immense works which I have just detailed.
Miles. Cits, Ft.
From Whitelee to near Litham - - - - - 2 75 35 a mile.
From Litham to North of the Jed - - - - 3 60 45 ,,
From the Jed to Teviot - - - - - - 8 30 30 „
I find, from the section appended to Mr. Richardson's Report, that I was perfectly
justified in stating, that in order to obtain suitable inclinations for locomotive engines, it
will be necessary to have a tunnel eight or nine miles in length through the Carter Fell ridge.
Although I do not consider it necessary to make any further comparison of the relative
advantages or disadvantages of the Coast and Midland Lines, yet, in the hope of settins;
tire question entirely at rest, I will state a few points for your consideration.
In the first place, the works on the Coast Line are remarkably easy of execution, whereas
on the Midland Line they are of such magnitude as has never yet been attempted.
I confidently expect that on the Coast Line the greatest inclination between Newcastle
and Edinburgh will be from 16 to 18 feet a mile; whereas on the Midland Line, according
to Mr. Richardson's Report, as far as his section goes, he has, for 14! miles, inclinations
varying from 30 to 45 feet a mile.
As regards the length of Railway required to be executed, tire Coast Line between New"
castle and Edinburgh is 117 miles in length, whereas the Lines necessary for accommodating
the cities of Edinburgh and Glasgow by the Midland Line are 149 miles.
As regards summits, the only summit of the Coast Line is at Grant's House, near the
source of the River Eye, and is about 370 feet above the level of the sea.
This may be reduced by cutting 30 or 40 feet, leaving the summit 330 feet above the
sea, or 530 feet less than the Midland Line; and, without taking into consideration at all
the other summits of the Midland Line, I consider this is equivalent to a loss in the dis¬
tance of 263 miles. Independently of this, Mr. Richardson says in his Report, after pass¬
ing the Carter Fell, and when describing the country between there and Edinburgh, that,
" both by the Gala Water and Peebles, there is a considerable rise and fall towards Edin¬
burgh ; the summit 011 the first Line is at Crichton Moss, and the other at the head of
Eddlestone Water, near Howgate."
As regards actual distance, the Midland Line has 110 doubt the superiority over the Coast
Line ; but when the summits of the two Lines are compared, and the mechanical power
requisite for attaining these summits is taken into consideration, it will he found that, in
point of time consumed in travelling between Newcastle and Edinburgh and Glasgow,
the Coast Line has a decided preference.
Miles.
The Midland Line from Newcastle to Edinburgh by Peebles is - - 107
The Coast Line - - - - - - - - - -117
The M idland Line from Newcastle to Glasgow by Peebles is 132
The Coast Line from Newcastle to Glasgow through Edinburgh - 163
I am aware that these distances do not correspond with the distances mentioned in Mr.
Richardson's Report; but as he does not state liom what source he obtained his knowledge
of the distance, I felt called upon to ascertain this from the best maps I could procure, and
the result is as I have stated.
132.— II. E 3 In
/0/t
34 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Stephenson's In laying out a Line of Railway from England to the two principal cities of Scotland,
Report on the Great and as a great thoroughfare between the two countries, there are many circumstances to be
EastCoa; L'°r taken into consideration. The first and most important of all, considering it as a great
s ne' national work, and desirable for the convenience and advantage of the whole community,
is to endeavour to obtain a Railway with such inclinations as will secure a certain, speedy
and safe conveyance between the two countries, not merely for the conveyance of passen¬
gers, but more especially for the mails. We should endeavour to obtain a Railway ou
which the engines should at all times be enabled to perform the duties required of them,
and without having to encounter steep inclined planes, totally unfit for the profitable
employment of the locomotive engine; and also without having to depend in a great
measure upon the peculiar state of the atmosphere, in order to enable the engines to sur¬
mount such inclined planes at all.
It is extremely desirable, in laying out a main Line of Railway like this, to avoid as much
as possible passing through a high country, as in doing so you not only invariably meet
with difficulties in the form of extensive works to be executed, and inclined planes to be
overcome ; but you also pass through a country much more subject to the inclemency of
the weather, especially in winter, where,in high countries, the snow, a great impeder to
Railway travelling, remains so long a time upon the ground.
In consequence of the Line I propose to you running so near the coast, it is entirely free
from those great disadvantages; it passes through a low country ; it possesses levels of a
most favourable nature; and in the neighbourhood of the sea-coast the snow remains a
very short time upon the ground. The Line itself runs so near the coast that it may be
found of great advantage in conveying troops from station to station, and also in case of
war, in conveying despatches from the seat of government to any part of the north ; and
also for keeping up a communication with the sea, as, if it should be found necessary, the
whole Line from Newcastle to Edinburgh may be formed into one continuous battery, by
erecting a mound in exposed places to protect the engines from any attack from the sea.
The whole troops of the country may be concentrated in one spot on the shortest notice.
The Line of Railway which I am proposing will constitute the best link in the great
chain of Railway communication from London to Edinburgh and Glasgow ; in the whole
of this chain there will not be between London and Edinburgh one inclination exceeding
20 feet a mile (except at the London and Birmingham station), and the characteristic
inclination will be 16 feet a mile. The same description of engine will be enabled to work
the whole of the Lines included in this chain, so that if it should be necessary, either from
necessity or despatch being requisite, or in case of accident, an engine may be transferred
from one Line to another, capable of performing the work. But, as I stated before, it
appears to me that, both in a national and commercial point of view, the most important
consideration in endeavouring to procure easy inclinations is, that it insures a certain,
speedy and punctual performance of the duties required from the engines.
In looking at the subject in a local point of view, I may state that it has always been
my practice to lay out main lines of Railway through the lowest country, unless some im¬
portant consideration, such as a large and populous town, induced me to diverge into a
higher country. I consider that by adopting the low country I have many advantages
which are lost by taking a high one. Considering the subject locally, I afford great facilities
in procuring cheap branches from the main Line into the interior of the country, and up
the various valleys which run nearly at right angles to the main Line; for instance, as
regards the present Railway, those productions, both agricultural and mineral, which are
found in Northumberland and Scotland, may be conveyed on Branch Railways running up
the valleys of the Blyth, theWansbeck, the Coquet and the Tweed, on a declining Railway
from the places where they are produced, to the main Line of Railway, when they can be
carried north or south as may be required.
It is a very important consideration, indeed, that Branch Railways should possess a falling
inclination towards the main Line, as the productions of the country are invariably con¬
veyed either to the coast for shipment, or to the populous towns through which the main
Railways of the kingdom are carried ; and the traffic conveyed from populous towns and
the coast into the interior of the country is generally of a light description, consisting of
groceries, and what may be called the luxuries of life. There is, however, in this case an
exception, and that is the River Tweed. It will be a great advantage to the valley of the
Tweed, inasmuch as they will procure both lime and coal from Berwick at a cheap rate;
and as that river is crossed at the height of 90 feet, and being a sluggish stream near
its mouth, you will be enabled to have a level branch along the valley for many miles.
The towns of Morpeth, Belford, Alnwick and Kelso may be easily accommodated by
branches up the different valleys in which they are situated.
I will now conclude this Report, congratulating you upon the favourable nature of the
country, and the great facilities which exist for constructing' the works on the Coast Line,
with a firm conviction on my own mind that it is the only feasible and desirable Line of
Railway, with levels to which locomotive steam power can be advantageously applied,
between the town of Newcastle-upon-Tyne and the cities of Edinburgh and Glasgow.
I have, &,c.
Tapton House, near Chesterfield, (signed) George Stephenson.
Sept. 13,1838.
Estimate
■/w
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
35
Estimate of the probable Expense of Railway from the City of Edinburgh to the
River Tweed.
Messrs. Grainger
and Miller's Esti¬
mate of the North¬
ern Division of the
East Coast Line.
Division l.—From the Edinburgh Terminus at the North Bridge to the Junction of the
Original Line at the Abbey Hill;—length one mile and a quarter.
Rails, blocks, chairs, ballasting and other upper works -
Tunnel -----------
Viaduct from Leith Wynd to the Calton Hill -
Two road bridges and other masonry -------
Forming operations - -- -- -- -- -
Net estimate of works -------
Property, say -
Total net expense ----£.
£.
7.50o
10,000
12,000
2,250
7;250
39,000
25,000
64,000
Division 2.—From the Abbey Hill to the River Tweed;—length 54^ miles.
Rails, blocks, chairs, fencing and other upper works, at 6,000?. per mile -
Seven tunnels of various lengths _ - - - -- --
Viaducts - -- -- -- -- -- -
Bridges, culverts, &c. - -- -- -- -- -
Retaining walls in deep cuttings when the material is not required fori
embanking - -- -- -- -- --j
Cuttings and embankments and forming operations -
Net estimate of works - -- -- -- -
Land on this division -------
Net estimate of this division ------£.
£.
327,000
73,000
125,000
73,000
7,25o
278,000
883,000
86,750
970,000
Explanation.
In the above estimate the rails are taken at 75/. per lineal yard, with bearings four feet
apart.
The embankments and cuttings are computed at a breadth of 30 feet at the forming
line, the former with a slope of 2 to 1, and the latter with a slope of 1J to 1, except when
the cuttings so formed would produce more stuff than is necessary for the embankments.
In these cases the cut is made or formed 32 feet wide, and nearly perpendicular to the
extent of 6% feet, then sloping off as before, thus,
32 feet
The steep parts are supported by retaining walls, for which upwards of 7,000/. is allowed
in the estimate.
In the foregoing estimate no allowance is made for the contingent expenses inse¬
parable from such works, for which from 75,000 /. to 100,000/. would seem a reasonable
allowance.
This estimate is made up from prices of similar works executed and executing in Scot¬
land, which rates are lower than for similar works in England.
Edinburgh,
26 September 1840.
Grainger & Miller,
Engineers.
132.—II.
Estimates
//?
36 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Estimates of the Division from Edinburgh to Berwick.
Description.
Number.
Price.
Amount.
Total Sum.
£.
s.
d.
£.
s. d.
it'¬
s. d
Length of Line -
55| miles.
Land ...
500 acres for Railway
211
15
-
105,620
- -
Ditto . - -
15 acres for stations
- '
.
it -
400
_
—
6,000
- -
ll 1,620
Earthwork, rock, &c.,
alluvial and gravel •
7,107,517 yards of cutting, and including proper slopes at per cubic yard
-
-
281,339
4 -
Alluvial, &c.
1,969,373 yards of side cutting,
.
* if
-
-
6i
53,337
4 -
334,676
8 -
Tunnels ...
No. 1.—192 vards long (soil not ascertained) -
- at per lineal yard
30
-
-
5,760
_ -
» *" — "
2—100 „
3 260 „
»
-
~ " ft
~ " m a
30
36
:
—
3,000
10,080
it ' " •
4.—440 „
5—350 „
■ >1 "
~ H ~
- -
■ w
»
45
40
—
_
19,800
14,000
~~ ~
it
6.-—440 „
7.—220 „
~ 3 >
■ » *
- -
• ~ tt
""" a
40
36
-
-
17,600
7,920
— -
78,160
. (
Viaducts at—
Edinburgh terini-*^
nus - -J
No. 1,—320 yards in length
; 20 feet in height;
material—to be constructed"!
35
11,200
with stone, at per lin. yard J
Restalrig
2.— 40 „
23 „
tt
" a " ft
52
10
-
2,100
- -
Portobello -
3. 190 „ »
39 „
Jl
" ft " a
52
10
-
9,900
~ *
South Esk -
4.—200 „
34 ,,
ft
- it " a
51
15
-
10,350
- -
Linton
5—220 „
39 „
if
"a - it
38
4
-
8,400
- -
Hedderwick -
6.—600 „ „
65 „
ff
ff " ff
54
3
-
32,500
- ~
Biel -
7 100 „
73 „
)>
"ft " it
71
10
-
7,150
- -
Thurston
8—170 „
70 „
1»
"it " it
58
16
-
10,000
- -
Dean Burn -
9.— 84 ,, ,»
87 „
ff
it " ft
107
10
-
9,030
- -
Cockburn's Path,
Old Tower
10.— 33 ,,
54 „
ft
ft " it
65
3
-
2,150
- -
Glenfin Burn
11.— 62 „
71 „
ff
" ft " a
64
10
-
4,000
AVater Eye, near
Beston
12.— 140 „
71 „
ft
"ft " ft
57
IN
O
-
8,000
- ~
Horn Burn -
13.— 220 „
74 „
ft
"it " tt
56
16
-
12,500
- -
Adjoining ditto -
14.— 150 „
63 „
ft
" ft * W ~
56
13
_
8,500
- -
135,780
4
Bridges over large rivers
large rivers all crossed by the viaducts.
Turnpike bridges
No. 23.—Built of stone
.
-
- each at
750
-
_
17,250
- -
Parish and public ditto -
3/. „ j»
500
-
_
18,500
- -
Occupation
82. ,, ,,
-
-
m "" a
300
-
-
24,600
- -
Culverts -
32. „ „ -
444
-
-
14,208
- -
Drains - - -
98,120 lin. yards
-
-
- at per yard
-
2
_
9,812
- -
Rails -
392,480 „ weighing
75 lbs. per lin. yard
- at per ton
9
10
-
124,991
10 -
Chairs -
294,360 - - „
20 lbs. each
. »
5
15
-
15,066
8 -
Pins -
588,720 - „
13 oz. each
nearly
- - - atpercwt.
-
15
3
3,238
- -
Blocks -
147,180 - „
-
-
each
_
3
8
26,983
_ -
Sleepers -
73,590 - - „
-
-
each
-
5
_
18,397
10 -
Ballasting -
543,104 cubic yards
-
-
- at per cubic yard
-
1
6
40,732
16 -
Laying rails, blocks, &c.
196,240 lineal yards of single way
176
-
-
9,812
- -
Fencing and gates
196,240 „
484
-
-
26,983
- -
Switches -
T urnplates -
No Tpnees for these included in the
266,204
4 -
sum for stations.
Stations -
13. -
3,500
-
-
-
45,500
Retaining walls -
upper works, &c. not included in the queries -
19,317
17 -
£.
1,075,628
9 -
Incidental expenses, say
58,371
11 -
Total
-
-
-
-
- £.
1,134,000 - -
Edinburgh, 4 November 1640. N Thomas Grainger.
Estimate of that part of the Railway from the City of Edinburgh to the River Tweed.
(Schedule No. l.)
500
*5
7>107>5l7
1,069,373
7>6it>,379
543>104
Acres land for Railway -
Ditto tor Stations -
Cubic yards of cuttings -
... • O
Ditto for side ditto
- at per acre
ditto
- per cubic yard
- ditto
Ditto embankments (price charged in cuttings).
Ditto ballasting - per cubic yard
392,480 Lineal yards of rails, weighing 75 lbs. per
yard - per ton
£. s. d.
£. s. d.
211 15 -
105,620 - -
4OO - -
6,000 - -
- - 81
240,944 7 ~
- - 5i
44,256 3 "
- 3 3
88,006 19 -
910 -
124,991 10 -
\
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
37
average cost each
294,360 Number of chairs, 20 lbs. each
588,720 Ditto pins, 13 oz. nearly
147,t8o Ditto blocks, each 4 cubic feet
73,590 Ditto sleepers (not Kyanized)
196,240 Lineal yards of fencing
13 Number of stations
14 Ditto viaducts ------
60 Ditto public bridges -
82 Ditto occupation ditto -
32 Water ditto, and culverts for Railway -
98,120 Lineal yards of drains - per lineal yard, at
Tunnels and other masonry, not included in the above
Laying rails and other upper works, ditto
Incidental expenses, say
Total
£. s. d.
15,066 8 -
3,238 - -
29,436 - -
18,397 10 -
26,983 - -
45,5°° - ~
135.780 ~ ~
35,75° ~ ~
24,600 - -
14,208 - -
9,812 - -
£. 968,589 17 -
89,420 2 -
17,612 10 -
1,075,628 9 -
58,37! 11 -
1,134,000 - -
Messrs. Grainger
and Miller's
Estimate of the
Northern Division
of the East Coast
Line.
(Schedule No. 2.)
Questions.
Total length of Line ?
Single or double ?
Length of sidings?
Number of switches?
Number of lurn tables?
Cost of buildings for housing and repairing
carriages and engines ?
Proposed gauge ?
Proposed character of the engines?
Abstract of the quantities of earthwork,
specifying tiie average length of lead for
each quantity ?
Length and height of each viaduct?
Length and height of each bridge ?
Tunnels ?
Viaducts ?
Answers.
55^ Miles from Edinburgh to River Tweed.
Double.
No sidings but at stations.
20 Pairs.
8 Turning tables.
Cost included under the head of stations.
Not determined.
Not determined.
Average length of lead 800 yards, and
chiefly downwards.
See Schedule No. 3.
Minimum height 15 feet, and width 28.
20 Feet above rail.
27 Feet greatest width.
20 Feet wide within parapets
(Schedule No. 3.)
Length and Height of each Viaduct.
O D
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Viaduct at Edinburg
)>
»
)>
)>
>)
1 terminus -
Restalrig - - - -
Porto bello -
South Esk - - - -
Linton - - -
Hedderwick -
Biel -
Thurston -
Dean Burn -
Cockburn's Path, Old Tower
Glenfin Burn -
Water Eye, near Reston -
Hornburn - - -
Adjoining ditto - - -
Yards long.
Feet high.
32°
20
40
23
190
39
200
34
220
39
000
°5
100
73
170
7°
84
87
33
54
62
71
140
71
220
74
15°
°3
Note.—In addition to the viaducts marked on the Parliamentary Plan, those at the
places marked in the above list, Nos. 10, 11, 12, 13 and 14, are proposed to be substi-
132.—II. F tuted
/a &
Messrs. Grainger
and JNliller's
Estimate of the
Northern Division
of the East Coast
Line.
38 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
tuted for embankments, and estimated accordingly ; and further, the viaduct at Hedder-
wick is increased in length too yards, and another viaduct is required at the Edinburgh
terminus, in consequence of the proposed alteration of the Line from this point to the
Lochend road ; also, by substituting the alternative Line at Peel walls for the main Line,
the viaduct as shown on the plan will be unnecessary, an embankment being formed
instead. The viaduct marked at Spott on the Parliamentary Plan is proposed to be done
away with, and embanking substituted in its place.
Edinburgh, 30th September 1840. Grainger St Miller.
An Estimate of the proposed Bridge across the River Tweed, at a Level of 100 Feet
above Low Water, with 11 Timber Arches, 6 of 150 Feet Span, and 5 of 140 Feet;
and also 1 Stone Arch of 50 Feet Span over the Footpath 011 the South Side of the
River, for the projected Railway by the East Coast from Newcastle to Edinburgh.
October 21, 1840.
£. s. d.
Digging, including pumping - -
Masonry -------
Coffer-dams -------
Carpentry -------
1,896 5 -
22,673 10 1
8,637 10 -
32>°79 J3 -
Add 10 per cent, for contingencies -
-
65,286 18 i
6,528 - -
£.
71,814 18 1
17 November 1840.
George P. Bidder.
Abstract Estimate of the East Coast Line Southward.
Mr. Bidder's
Estimate of the
Southern Division
of the East Coast
Line.
Description
Length of Line
Land -"I
Ditto additional atNewcastleJ
Earthwork, rock and allu¬
vial, &c.
Tunnels -
Viaduct:
River Tweed -
No. I.
— -
-
-
Embleton Burn -
2
— 264 feet.
40
Howick Bum -
3
— 396
33
50
River Aln -
4
—- 396
33
60
River Coquet - - -
5
—1,056
33
45
Over road to Wansbeck
6
— 396
33
90
River Blythe - - -
7
— 462
33
90
River Tyne -
8
—2,030
33
93
Bridges:
Large River
Turnpike and township
Occupation
C ulverts -
Drains -
Rails -
Chains
Pins ...
Blocks -
Sleepers -
Ballast -
Fencing- and Gates:
. Switches -
Turnplates
Stations -
N umber.
65 miles 1,600 yards.
790 acres for Railway,(about 12 per mile) at perl
acre - - - - - - -j
— acres for stations, not determined, at p' rood
5,294,008 yards of cutting (slope)j 1J to 1, atj
„ „ (ditto) }> per cubic I
402,433 yards side cutting - -J yard - -J
No. 1-
clay
-Length in yards 1,500. Soil, in dry"
Length.
Height. Width. Materials.
Wood.
. 26 feet.
33
33
33
33
3?
33
33
33
33
33
33
33
33
33
33
33
33
33
33
1
> Vide Table 1.
) Vide Table 3.
Not determined.
V
jj
Price.
£. s. d.
120 - -
50 — —
at per sup'
- 13 -
- 13 6
- 14 6
- 13 3
- 19 3
- 19 3
2 5 6
Table
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
1
rWEEN LONDON, EDINBURGH, GLASGOW, &c.
39
Table 1.
s and Estimates of Viaducts and Bridges from Berwick to Junction with
Great North of England Railway.
Description of Bridge.
Span.
Breadth.
Length.
Height
by
Embankment
in Cut.
Feet.
Feet.
- - Viaduct across the River
Tweed and Tweed Valley
—
-
2,178
95
Bridge underneath for road
15
- -
-
E
55
- - Archway for footpath under¬
neath -
8
-
-
E
62
Waggon-way bridge underneath
10
-
_
E
36
- - Road from Berwick to Kelso
underneath
20
-
_
E
16
- - Turnpike road from Berwick
to Belford -
20
-
-
C
o
- - Road from Turnpike to Spital
under
15
-
-
E
16
- - Road from Spital to Turnpike
over
-
15
-
C
Scremerston waggon-way, over
-
10
-
C
16
- - Road to Gossick along sea
banks -----
-
12
-
C
24
- - Road to Gossick along sea
banks - over
—
12
-
C
28g
- - Road from Berwick to
Scremerston Mill-house over
—
15
-
C
16
Road from Cheswick to coast
over
-
15
-
C
H
Road from Mill-hill to coast
o
over
-
15
-
E
5
Arch for Gossick Burn
10
-
26
E
8
Arch for Brook-mill Burn
10
-
26
E
10
Road from Beall to Holy Island
-
15
-
C
o
Road from Berwick to Fendham
-
19
-
C
19
Road from Berwick to Elwick
under
15
-
-
E
9
Road from Ditchant to Elwick
under
15
12
-
E
17
Occupation road - over
-
12
-
C
10 „
- - Road from Easington-grang-e
and Bamborough - over
-
20
_
C
81
Moscroft Burn -
8
-
_
E
3"
- - Road from Chatton to Bam¬
borough - - - over
—
20
-
C
7
- - Road from Bradford to Ad-
derston - over
-
15
-
c
15
- - Road from Lucker to Barn-
-
borough - - - over
—
20
-
E
O
'J
Bridge over the River Ware
12
-
-
E
7
- - Road from Hen-hill to
Newnham Barns - over
-
15
-
C
10
Road at Newham villag-e over
-
15
-
level
Bridg-e at Newham Burn
12
-
-
E
3
Bridge at Long-nanny Burn
10
-
-
E
10
Road to Tuggall - over
Road at Brunton - under
1
15
-
C
15
15
-
-
E
20
Bridge at Brunton Burn -
12
-
174
E
38
Road from Newton to Alnwick
-
15
-
C
10
- - Road from Bamborough to
Embleton - - - -
-
15
-
C
24
- - Viaduct over brook and road
Embleton Burn -
-
264
E
40
Road from Howick to Embleton
-
16
-
E
1
Road from Howick to coast over
-
20
-
C
17
Viaduct across Howick Bum -
-
-
396
E
50
Road to Longhouton - over
—
15
-
C
0
Road to Longhouton - under
15
-
-
E
7
Road to Longhouton - under
Road from Alnwick to Alnmouth
15
-
-
E
8
20
-
-
E
11
Viaduct over to River Aln
-
396
E
60
- - Road to Alnmouth from
Warkwortli - - under
20
-
-
E
40
Mr. Bidder's
Esiiinate of the
Southern Division
of the East Coast
Line.
Carried forward -
Cost
Estimation.
£.
71,814
1,800
800
700
600
800
500
400
250
500
550
450
550
750
380
420
700
550
500
520
300
700
200
450
460
900
300
450
600
300
250
450
600
900
480
550
4,500
650
500
7,000
450
600
600
650
7,500
1,300
F 2
115,174
[continued.)
Mr. Bidder's
Estimate of the
Southern Division
of tlie East Coast
Line.
40 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Height
Distance
by
inkment
Cost
No.
on
Description of Bridge.
Span.
Breadth.
Length.
Emb
Estimation.
Section.
in
Cut.
Miles.
Chains.
Feet.
Feet.
£.
Brought forward
-
-
115,174
47
90
03
- - Road to Alnmouth from
Warkworth - - over
_
15
.
c
12
450
48
91
-
- - Viaduct over the River Coquet
and road to Amble - under
1,056
E
45
18,000
49
91
20
Occupation road ...
—
12
-
E
16
400
50
91
45
- - Road from Warkworth to
Morpeth ... -
-
20
-
E
25
600
51
92
60
- - Road from Warkworth to
Morwick -
15
.
C
16
400
52
93
43
- - Road from Warkworth to
Felton - over
—
20
-
C
8
500
53
94
28
- - Road from Warkworth to
Morpeth ... over
-
20
-
C
H
500
54
94
56
- - Road from Warkworth to
W oodside ... over
—
15
-
c
420
55
95
55
- - Road from Warkworth to
Bullock's-hall ...
E
n
600
,56
97
03
- - Road from Warkworth to
East Stead - under
15
E
n
600
57
97
57
- - Road from W arkworth to
Morpeth ... over
-
20
-
C
Gh
500
58
98
-
Occupation road - - over
-
12
-
C
5"
400
59
99
10
Road to Ailing-ton Morpeth
-
15
-
C
5
400
60
99
50
Arch at the Line Water under
12
-
-
E
13
500
61
100
36
Road from Ellington to Morpeth
-
15
-
C
1
520
62
102
4
Road from Ellington to Morpeth
over
—
15
-
C
15
400
63
102
12
- - Road froi^ Woodhorn to
Morpeth -
-
15
-
c
14
440
64
103
4
- - Viaduct over the road to
Wansheck -
-
-
396
E
90
9,900
65
103
53
- - Road from Morpeth to New-
biggin -
-
20
-
C
n
750
66
104
48
- - Ten feet culvert at the Wil¬
low Burn ... .
—
-
210
E
45
1,050
67
104
71
- - Bridge over Netherton wag¬
gon-way -
10
E
20
800
68
105
47
- - Road from Bedlington to
Sleekburn -
-
15
-
C
19
450
69
105
56
- - Road from Bedlington to
Blyth ... - over
-
20
-
C
20
600
70
105
75
- - Viaduct across the River
Blyth -
—
-
462
E
90
11,650
72
107
53
Public road at Horton under
15
-
-
E
500
73
107
65
Road near Leverick-hall over
—
16
-
C
17
450
74
108
25
Turnpike road to North Shields
under
25
-
-
level
1,800
75
109
40
Cramlington waggon-way over
10
-
-
C
20
350
76
109
51
Road near Mr. Straker's house
over
—
15
-
C
8
450
77
110
23
West Cramlington waggon-way
under
10
E
11
250
78
110
59
Road from Seghill to Ascot
under
15
-
-
E
H
32
500
>.
111
—
- - Ten feet culvert for Seghill
Brook -
10
. .
160
E
950
80
111
23
- - Road from Seghill to New¬
castle - under
16
E
18
450
81
111
39
- - Road from Cranglington to
Newcastle - over
-
20
-
leve
1
650
82
111
62
Bridle and occupation road
over
—
12
-
C
25
400
83
112
12
Wideopen waggon-way over
-
10
-
C
18
350
84
113
3
- - Road from Killingworth to
Wide-open -
20
_ _
c
6 h
550
85
114
42
Private road to Gosforth under
16
-
-
E
24
650
86
114
75
Road at Gosforth church over
-
20
-
C
15
500
87
115
40
- - Road from Newcastle to
Cramlington - over
-
20
.
c
231
550
88
115
55
Occupation road or Town Moor
over
-
15
-
c
18
350
Carried forwt
trd -
- £.
175,704
///
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
4i
Tunnel, 1,500 yards
8 full bridges, at 300I.
016 yards, 3 feet culverts
297
?!
4
?!
113
?!
5
??
97
?!
6
??
80
?!
8
??
■10 field bridges
No.
Distance
on
Section.
Description of Bridge.
Span.
Breadth.
Length.
Height
by
Embankment
in Cut.
Cost
Estimation.
Miles.
Chains.
Feet.
Feet.
£.
Br
ought ft
jrward
175,704
89
115
75
Occupation road or Town Moor
over
-
15
-
c
12
350
90
110
13
- - Turnpike road from New¬
castle to Morpeth - - over
-
00
-
c
101
1,000
91
115
45
Public road - over
25
20
-
c
25
900
92
115
57
Occupation road - - over
25
15
-
c
18
500
93
110
37
Land - over
25
15
-
c
28
550
94
110
50
Cemetery road - - over
25
20
-
c
20
900
95
110
00
Sandford lane - - over
25
18
-
c
17
000
90
117
25
Turnpike road - - over
25
30
-
c
12
1,200
97
118
25
Lane - - - over
25
18
-
c
11
550
98
118
40
Sunderland turnpike road
25
30
-
c
45
1,250
99
119
01
Carriage road - - over
25
15
-
c
15
550
100
120
30
Road - under
18
25
-
E
10
000
101
120
55
Road - under
18
25
-
E
11
000
102
121
8
Road - under
18
25
-
E
12
600
103
121
10
Team Railway -
15
25
-
E
14
000
104
-
-
Bridge on River Tyne
-
-
-
-
-
120,000
Total of Viaducts, Bridges, Culverts and Drains from Berwick")
to Junction with Great North of England Railway - - Jj
307,054
75,000
2,400
1,540
891
452
582
800
13,800
402,51!
Mr. Bidder's
Estimate of the
Southern Division
of the East Coast
Line-
17 November 1840.
Geo. P. Bidder.
Table 2.
Abstract of Cuttings and Embankments from Berwick to Junction with Great North
British Railway.
Cubic Yards.
Average Distance of
Lead.
Per C
ubic
Yard.
Amount.
d.
£.
s.
d.
147.579
_
-
9
-
5>534
4
3
301.099
3 mile
-
11
-
13,800
7
5
1,262,653
| mile -
-
12
-
G3.132
13
-
497.095
1 mile -
-
13
-
26,925
19
7
605,177
ij mile -
-
14
-
35.301
10
10
367>35*
i£ mile -
-
14I
-
22,194
r>
O
7
71,222
2 miles -
-
15
-
4.451
7
6
526,923
402.433
Cutting to spoil
Side cutting
9
9
-1
r
_J
34.850
17
-
1,514,908
Cutting to spoil
12
-
75>745
8
-
Total Amount
- -
- £.
281,937
—
O
17 November 1840. Ceo. P. Bidder.
132.—II.
Table
1
//2
Mr. Bidder's
Estimate of the
Southern Division
of the East Coast
Line.
42 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Table 3.
Estimate of Formation of One Mile of Permanent Way.
Rails, 65 lbs. per yard, 205 tons, at £.11 -
Chairs, 2olbs. each, average 65 tons, at £.7
Sleepers, 3,520 (not Kyanized) at 3/
Pins, five tons, at £.18 -
Wood keys, 7,040, at 2d. -
Fencing and Gates, 3,520 yards lineal, at 2/
Ballasting, 10,560 yards cubic, at 1/6
Laying, 3,520 yards lineal of way, at 2/ -
Draining, &c. - - - -
Cost per mile
£.
17 November 1840.
£. s. d.
2>255 _ -
455 ^ -
528 - -
90 - -
59 - "
352 - -
792 - -
352 " -
117 - -
5,000 - -
Geo. P. Bidder.
Table 4.
Estimate of Viaduct.
228,127 cubic feet of timber work
548,284 - ditto - ashlar masonry
21,980 - ditto - parapet
9,760 cubic yards rubble -
3,613 - ditto - ditto -
Cwt. qrs. lbs.
1,047 2 24 °f *ron work, at 25/ per cwt.
160 tons of metal work, at £.8 per ton
Tar, oakum, 8tc. - - - -
Pile-driving and excavation
£.
s.
41
1/1
1/6
20/ yard
10/
Scaffolding
17 November 1840.
Table (A,)
d.
29,740 17
1,648 10
9,70t5 -
1,806 13
£.
£.
45.625
s.
120,000
Geo. P. Bidder.
d.
42,902 - 7
U309 10 9
1,280 - -
2,876 12 -
1,685 ~ ~
95,676 11
24,323 8
Railway from Berwick to Junction with Great North of England Railway.
s-}
kan(j _ Collected Estimate of Expense.
Length of Line 65 miles 1,600 yards, at 12 acres per mile, is 790 acres,
at £.120 per acre - - - " -
Cuttings, See., per details --------
Viaducts, bridges, &c., ditto - - ------ j 402,51
Permanent way and fencing, at £. 5,000 per mile (6 miles 1,600 yards) 329,55
Property required in the town of Newcastle -
£.
94,800
28!,937
Contingencies - -- -- -- -- -
Total from Berwick to Junction with Great North\
of England Railway -J ^• 1 >23^,5°7
s. d.
17,110 - -
1,125,910
112,591
6 -
6 2
27 November 1840.
Geo. P. Bidder.
To the Railway Commissioners.
Gentlemen,
Mr. Bidder's In reply to your inquiries respecting the cost of the Edinburgh Railway Stations, I beer
Explanatory to state that the price of land for the immediate stations will not exceed that paid for land
Letters. required for the Railway, while that for the Newcastle and Berwick Stations wiil, of course,
have
//■?
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 43
have to be purchased by the yard. I have the honour of transmitting to you the names of ]yjr_ Bidder's
the following places for the principal stations, with the estimated cost of each, including Explanatory
land :— Letters.
£.
Willing worth -
-
500
Bedlington -
-
1,500
being also the Morpeth station.
Cramlington -
-
1,000
Aslington -
-
500
Widdrington -
-
500
Wackworth -
-
1,000
Alnmouth -
-
2,000
- - including warehouse for grain,
Howick -
-
700
being also Alnwick station.
Embleton -
\
-
700
Chathill and Newham -
-
500
Lacker -
500
Belford -
2,000
including warehouse.
Beal
-
500
Berwick, i\ acres, 6,050/."l
10,050
Building, 4,000/. J
Newcastle:
Four acres - - 19,360 Z.j
Building to purchase 8,000/. r
-
33,36o
Station Buildings - 6,ooo/.J
Total -
- £.
55,3io
The above is what I think each station should cost; but I have 110 doubt in execution it
will be found unnecessary to expend the sum estimated upon several of them. The New¬
castle and North Shields Railway Company have built three very neat stations for about
300/. each, with an additional sum of 1501, for footpaths at the Railway sides.
With respect to the soil through which the excavations are proposed to be made, the
only information I have to offer, in addition to that already laid before you when at New¬
castle, respects the section between the Town Moor and the North Shields Railway
Station ; of this the excavation will be clay.
The tunnel on the south side of the Tyne to join the Great North of England Railway
will be entirely of free-stone.
1 have given directions that the land-owners, whose sentiments are at present unknown,
should be written to, and so soon as the answers shall be received, I will furnish you with
them.
1 remain, &c.
Geo. P. Bidder.
Dear Sir, 35I, Great George-street, Westminster, Dec. 3, 1840.
In reference to your communication of the 28th ultimo, I beg to observe that, although
the Line from Newcastle to Edinburgh may be regarded as one entire measure in its results,
yet, as regards the estimates for the respective portions, they should each stand upon their
own merits; and I do not consider precise consistency any more necessary in this instance
than in the case of the Grand Junction and London and Birmingham Railways' estimates,
which were made under the sanction of the same individual as engineer, viz., Mr. Stephen¬
son; nevertheless, the difference of soil, character of the works, and value of the land in¬
troduced an entire distinction in their respective scales of prices.
The prices for earthwork in the estimate which I made are consistent with the expe¬
rience of the south of England ; whereas Mr. Grainger's are based on his experience in
Scotland, where it is notorious that the prices are lower than in the south. The price of
land I took from the opinion of local surveyors, formed on their actual experience in similar
cases for Railways. Mr. Grainger's portion may, for aught I know, pass through better
land, or generally sever it more injuriously.
As regards the weight of the rails, all I can say is, that 65 lbs. per yard is ample, as the
experience of the Northern and Eastern distinctly proves; of course, on this ground,
75lbs. per yard cannot be objected to ; but Mr. Grainger may probably intend adopting four
or five feet bearings, in which case he would require larger sleepers, of course, attended with
an extra expense. The price at which I have estimated for sleepers was that which has
been actually paid for them in the north.
The cost of rails and chairs I know to be very ample, but this item should be so, for in
the execution of the works many are broken and lost, and these should be allowed for in
the price.
132.—II. F4 The
44 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
East Coast Line to ^'le re'at've prices for tunnelling may not be at all inconsistent, as that I have fixed was
Edinburgh. f°r passing through clay, and under a town where there would, of course, be less conve¬
nience for its execution.
1 am unable to account for Mr. Grainger's estimate of land at nine acres per mile; that
gentleman, 110 doubt, can give a satisfactory explanation ; hut I feel confident that, though
12 acres may prove rather more than sufficient, it would not he safe to reckon on less.
I remain, See.
H. Amsinck, Esq. George Parker Bidder.
(signed by Jarnes J. Berkley.)
Estimated Revenue. Abstract of Passenger Traffic.
1. Passengers presently travelling
between Edinburgh and New¬
castle, by land and sea
2. Passengers between Edinburgh
and Hull and London by sea
3. Passengers between Edinburgh
and Carlisle and places be¬
yond Carlisle, 24,704; of
whom upwards of two-thirds
are understood to go to Lon¬
don
Total through passengers -
4. Passengers between Edinburgh
and Berwick ...
5. Passengers between Edinburgh
and Dunse ...
6. Passengers between Edinburgh
and North Berwick
7. Passengers between Edinburgh
and Haddington and Lin¬
ton, 32,954.
Say two-thirds to Had¬
dington -
One-third to Linton
8. Passengers between Edinburgh
and Dunbar ...
9. Passengers between Edinburgh
and Musselburgh, Preston
Pans and Tranent
10. Passengers between Edinburgh
and Portobello ...
The Dunse passengers are
assumed as coming to and
leaving the Railway at the
parish road to Dunse ;
The North Berwick pas¬
sengers at Drum ;
The Haddington passengers
at Tranent; all which are the
nearest points to their seve¬
ral towns.
10. Intermediate passengers between
Berwick and Newcastle,
stated in the Return at one-
third of those between Edin¬
burgh and Berwick and inter¬
mediate places, but which I
believe to be much under the
truth ....
N. B.—I have stated the rates at
2 d. per mile, which is lower, I be¬
lieve, than is usually charged ; and
it is considerably lower (particularly
as regards the fares between Edin¬
burgh and Newcastle) than the pre¬
sent fares are by coach.
28,993
25,000
10,469
8,264
6,207
9,564
21,969
10^985
10,790
235,725
400,532
704,036
Distance
by
Railway.
Rate of
Charge
per Mile.
Miles.
116
55
42
17
10
22
28
d.
Total
Charge.
S. d.
21 -
9 2
7 —
2 10
4 8
1 2
rjpe.
£.
d.
73,985 2 -
3,787 13 4
2,172 9 -
1,354 18 -
1,830 15 -
2,013 18 -
2,517 13 4
13,750 12 6
10,013 6 -
Add for probable increase as usual before Parliament
Total from Passengers
£. s. d.
"3,985 2
37,441 5 2
12,480 8 4
£. s. d.
123,906 15 6
123,906 15 6
247,813 11 -
Abstract
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
45
Abstract of Gooos Traffic.
1. Goods presently carried by land between Edinburgh and Berwick and inter¬
mediate places, equal to 1,397,821 tons, carried one mile along the Railway
at 4 d. per ton -
Fat and other cattle, sheep and other stock brought in large quantities from
Haddington and Berwickshire to the Edinburgh and Glasgow markets,
and cattle and sheep from Falkirk and other markets to Haddington and
Berwickshire, assumed oply at - -- -- -- -
2. Goods presently carried by land between Newcastle and Berwick and inter¬
mediate places -----------
Fat and other cattle, sheep and other stock, carried in very large quantities
from Berwickshire, Roxburghshire, Haddingtonshire, Northumberland and
other districts to Morpeth, and from thence to Newcastle and other mar¬
kets, assumed only at ---------
3. Goods carried by sea between Edinburgh (or Leith) and New¬
castle and intermediate ports within 10 miles of the Line
Deduct coals to Leith - - - -
Tons.
37,639
8,873
28,764
Of which a quantity equal to one-third may be assumed as likely to be car¬
ried along the whole Line - - 9,588 tons at 3d.
4. Goods carried by sea between Edinburgh (or Leith) and London, Hull and
other ports south of Newcastle, above 60,000 tons yearly, of which, I pre¬
sume, from the description of the goods, that above one-tenth would go by
Railway - - 6,000 tons at 3d.
5. Carriages and horses -
6. Small packages or parcels and allowance for mails
Total
Add for increase on the trade, particularly in the carriage of coals between
Berwick and Newcastle, as the Railway would pass through a very exten¬
sive new coal field in that district; coals from Haddingtonshire to Edin¬
burgh, grain and fish; as to which see separate Reports already sent
Total goods ------
Passengers as above - - - - -
Deduct for expense of working the Line, 40 per cent.
Free revenue
£.
1 believe the expense of working the Railways in Scotland has been found to
be less than in England, on account of the cheapness of labour and fuel; so
that 40 per cent, is perhaps overstating in place of understating the cost.
£. s. d.
23,297 - -
3,000 - -
23,297 - -
5,000 - -
13,907 12 -
8,700 - -
6,000 - -
12.000 - -
95,201 12 -
15,000
110,201 12
247,813 11
358,015 3
143,446 3
214,569 3
East Coast Line to
Edinburgh.
Estimated Revenue.
Edinburgh, 22 Jan. 1841.
(E. E.)
Chas. F. Davidson.
132.—11.
G
Appendix
//
40 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
East Coast Line to ~~~—————————————————
Edinburgh.
Appendix (B. 2.)
Statistical Data.
RETURN of Poor's Rates, County Rates and Assessed Taxes, payable in the undermentioned
Parishes in England within 10 Miles of the Line of the Great North British Railway.
Amount of
Amount of
Amount of
Poor's Rates
bounty Rates
Assessed Taxes
Names of Parishes.
assessed
assessed
in
in the Parish,
in the Parish,
each Parish,
1838.
1838.
1839.
£. s. d.
£. s. d.
£. s. d.
Borough of Newcastle and Gateshead
19,307 4 -
273 19 -
8,509 19 4\
Gosforth -------
523 16 -
134 13 -
298 17 2
Long Benton ------
1,398 14 -
230 4 -
580 11 7
Wallsend ------
1,396 4 -
118 8 -
367 11 2
Tynemouth -------
7,058 17 -
379 14 -
1,739 8 8
Earsdon -------
2,268 16 -
170 7 -
353 12 11
Cramlington (Chapelry) -
223 12 -
36 1 -
93 14 6
Newburn -------
1,179 1 -
134 15 -
453 10 1
Ponteland -------
477 10 -
142 17 -
200 18 3
Heddon-on-the-Wall - - - - -
472 7 -
47 1 -
172 8 8
Whalton -------
174 11 -
55 15 -
107 18 -
Stannington ------
477 16 -
82 12 -
239 4 -
Bedlington -------
601 3 -
73 - -
188 13 5
Horton (Chapelry) - - -
576 7 -
33 — -
109 2 6
Mitford -------
305 - -
42 10 -
115 611
Morpeth -------
1,635 13 -
105 9 —
586 - 1
Woodhorn -------
437 3 -
68 C -
293 2 1
Ulgham (Chapelry) - - - - -
143 3 -
26 14 -
40 6 9
Bothal -------
560 - -
95 - -
158 18 2
Part of Hartburn ------
118 6 -
29 11 -
71 4 -
Lonorhorsley ------
426 6 -
53 17 -
120 9 -
Widrington ------
198 1 -
31 1 -
33 6 8
Felton -------
739 13 -
107 1 -
477 12 8
Warkworth ------
848 8 -
175 17 -
487 19 2
Shilbottle -------
408 10 -
48 2 -
76 13 5
Framlington (Chapelry) -
349 16 -
23 1 -
18 4 6
Part of Rothbury -----
137 1 -
12 16 -
38 - -
Edlingham ------
293 9 -
55 2 -
157 17 11
Part of Whittingham (Shawdon Township)
25 3 -
8 2-
15 - -
Alnwick -------
2,608 2 -
164 12 -
1,389 3 1
Lesburgh -------
305 18 -
52 12 -
149 7 11
Longliouglrton ------
330 18 -
43 5 -
48 17 7
Howick -------
83 15 -
16 10 -
225 11 -
Embleton -------
641 5 -
131 17 -
332 2 -
Eglingham -------
878 11 -
122 10 -
340 2 5
Ilderton -------
362 5 -
47 - -
171 12 11
Wooler -------
611 1 -
51 7 -
258 2 10
Chillingham ------
206 17 -
20 7 -
122 17 9
Chatton -------
784 5 -
S3 2 -
225 1 1
Ellingham -------
244 5 -
55 — —
190 8 5
Bamburgh (with North Sunderland)
1,170 6 -
223 2 -
491 9 1
Belford -------
493 16 -
73 4 -
252 6 9
Kyloe -------
468 18 -
-
147 17 10
Holy Island ------
280 7 -
40 15 -
28 14 -
Lowick -------
794 17 -
71 10 -
136 5 2
Doddington -------
387 4 -
33 12 -
201 3 1
Ancroft ------
489 5 -
39 18 -
338 16 7
Tweedmouth
1,234 19 -
72 13 -
143 5 10
Ford --------
1,108 6 -
112 7 -
409 13 6
Norham -------
1,466 17 -
163 4 -
208 17 1
Berwick-on-Tweed and Liberties -
2,773 18 -
221 17 -
1,024 12 4J
£
j 60,487 5 -
4,644 19 -
22,940 19 11
LIST
//7
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
LIST of some of the Towns on the Frith of Forth and on the East Coast of Scotland, which maintain a commercial Inter¬
course with London and other Ports in England ; tog-ether witli a Description of the Manufactures and other Goods
sent thither, and of the Channels through which they are conveyed.
Names of Towns.
Population
of
Parishes
in 1831.
Annual
Value
in
1815.
Description of
Goods.
Ports for which
the Goods
are shipped.
Means of
Conveyance.
Dumfermline
17,068
26,728
fine linen goods »
London -
steamer from Leith.
Inverkeithing and Burnt¬
island.
5,555
12,275
- - spirits, magnesia,
herrings, ale, &c.
- - London, Hull, and
Newcastle.
- - direct, and by steamers
from Leith.
Kirkaldy and Dysart -
12,138
18,132
- - linens and general
merchandize.
- - London, Liverpool,
Hull and Newcastle.
- - by smacks from
Kirkaldy, and by steam¬
ers from Leith.
Pittenweem, Crail, An-
struther, Elie, St.
Andrews, St. Monans,
and Buckhaven.
13,701
41,392
farm produce and fish
- - London, Liverpool,
Hull and Newcastle.
- - direct, and via Leith
and Glasgow.
Kinross -
2,917
5,150
Cupar -
6,473
14,056
linens.
Perth and Newburgh -
22,658
38,267
- - cottons, muslins,
farm produce and ge¬
neral merchandize.
- - London, Hull and
Newcastle.
direct, and via Dundee.
Dundee -
45,355*
50,166
- - linens, cottons and
general merchandize.
- - London, Liverpool,
Hull and Newcastle.
- - direct, and via Leith
and Glasgow.
Forfar -
7,949
8,699
linens -
London.
steamers from Dundee.
Arbroath - - -
6,660
10,017
- - linens and general
merchandize.
London and Liverpool
- - direct, and vid Dun¬
dee and Glasgow.
Brechin - - -
6,508
20,062
bleached linens.
Montrose - - -
12,055
22,017
- - linens and general
merchandize.
- - London, Liverpool,
Hull and Newcastle.
- - direct, and vid Leith
and Glasgow.
Aberdeen -
58,019
101,613
- - linens, cottons, wool¬
lens and general mer¬
chandize.
- - London, Liverpool,
Hull and Newcastle.
- - direct, and vid Glas¬
gow.
Peterhead -
6,695
9,019
*1
Frasersburgh
2,954
6,320
>--fish and general
merchandize.
- - London, Liverpool,
Hull and Newcastle.
- - direct, and'uz'a Aber¬
deen and Leith.
Banff -
3,711
3,540
y
Markinch -
4,967
14,226
235,383
401,679
* The population of Dundee is now upwards of 60,000, and that of the other towns lias also increased.
i32—II. G 2 State
East Coast Line to
Edinburgh.
48 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
State of Tolls on the Berwickshire Post Road, Eastern District, for the Years
1839 an^ 1840-
1 8 3 9.
1 840.
Dunglas Bridge Toll Bar -------
Ayton Bridge Toll Bar -------
Lamberton Toll Bar - -- -- --
Mail Coach Toll Duties -------
Stage Coach - ditto -------
•Composition payable by Middle Trust, in lieu of Check Bar
at Ayton Bridge --------
£.
£. s. d.
243 - -
208 - -
306 - -
328 10 -
339 !9 6
15 - -
£. s. d.
280 - -
233 - -
314 - -
329 8 -
281 14 -
15 - -
1,440 9 6
U453 2 -
Edinburgh, iq Sept. 1840. The above State was furnished to me by the Clerk to the
Road Trustees.
/ Cfias. F. Davidson.
Rents of Tolls in the Middle District of Berwickshire.
From Whitsunday 1838 to Whitsunday 1839.
Chirnside Toll --------
Dunse Bridge End -------
Union Bridge --------
Starch-house --------
Clock Mill
Eyemouth --------
Upsettlington --------
Payton - -- -- -- --
Idington Hill --------
From Whitsunday 1839 to Whitsunday 1840.
Dunse Bridge End
Union Bridge -
Starch-house -
Clock Mill
Payton -
Upsettlington -
Chirnside
Idington Hill -
Eyemouth _______
From Whitsunday 1840 to Whitsunday 1841.
Payton -------
Clock Mill -------
Eyemouth -------
Starch-house -------
Chirnside -------
Dunse Bridge End ------
Union Bridge -------
Idington Hill -------
£.
84
349
242
340
W9
245
105
311
7
s.
345
270
337
160
300
108
109
7
190
316
166
210
340
111
338
180
d
1,862 - -
1,835 - -
1,667 - ~
Edinburgh, 19 Sept. 1840. The above Statement was furnished to me by the Clerk to
,the Road Trustees.
Chas. F. Davidson.
Statement
//9
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 49
_ . _ _____ _ _ ______ East Coast Line to
Edinburgh.
Statement of Rents at which the several Tolls on the Great North Road, between the County
of Edinburgh and Buekton Burn in the County of Northumberland, were let in the following
Years.
1830.
1837.
1838.
1839.
1840.
Haddingtonshire :
£. s. d.
£.
s.
d.
£.
s.
d.
£.
s.
d.
£.
s.
d.
Dolphingston -
- f
784
-
-
809
-
-
880
-
-
966
-
-
St. Lawrence House -
- 1
501
-
-
450
-
-
458
-
-
469
-
-
North-east Port of Haddington
_ !
486
-
-
491
-
-
482
-
-
467
-
-
Linton Bridge -
no return
-
275
-
-
276
-
-
295
-
-
204
-
-
Belhaven -
215
-
-
239
-
-
233
-
-
230
—
—
Broxburn, Cleek-im-in, and Spott"!
Road -J
1
281
-
-
283
-
-
269
-
-
275
-
-
Bilsdean -----
-
173
-
-
162
-
-
175
-
-
171
-
-
Composition for Coaches:
Union Coach -
-
300
-
-
300
-
-
300
-
-
300
-
—
Steel's ditto, Edinburgh to Dunbar
Ditto, Morning, Haddington to~\
Edinburgh - - -J
■ no return
346
18
4
346
18
4
346
18
4
346
18
4
Ditto, Afternoon, ditto
Berwickshire :
Dunglass Bridge - - - -
200
234
-
-
200
-
-
243
-
-
280
-
—
Ayton Bridge -
172 - -
211
-
-
198
-
-
208
-
-
233
-
—
Lamberton -----
240
268
-
-
278
-
-
300
-
-
314
-
—
Mail-coach Toll Duties
328 10 -
328
10
-
328
10
-
329
8
-
328
10
-
Union and other Stage-coaches
413 2 -
376
8
6
351
-
-
339
19
6
281
14
-
Compensation from Middle Trust,
in lieu of Side-bar at Ayton TollJ
15
15
-
-
15
-
-
15
-
-
15
-
-
Berwick-upon-Tweed :
Castlegate - - - - -
580
588
-
-
510
-
-
500
-
-
540
-
-
Tweedmouth Low-gate
569
593
-
-
652
-
-
658
-
-
698
-
-
Ditto - High-gate -
631
600
-
-
575
-
-
630
-
-
650
-
-
North Durham:
Haggerston -
302
328
-
-
302
-
-
312
-
-
317
-
-
Rents of Berwick and North Durham Tolls, from 1835 till 1840, inclusive.
Toll Gates.
1835.
1830.
1837.
1838.
1839.
1840.
£.
£.
£.
£.
£.
£.
Ancroft ------
135
106
134
115
146
152
Castlegate -
534
586
588
510
560
540
Duddo ------
200
178
233
115
107
187
East Ord -----
376
384
360
358
303
355
Haggerston -
324
302
328
302
312
317
Longridge and Thornton - - -
192
168
200
263
246
224
Shoreswood, Sandybank and Grindon
216
236
336
353
422
567
Tweedmouth, Low-gate -
545
509
593
652
658
698
Ditto - High-gate -
585
631
600
575
G30
650
Twizel ------
585
641
736
7 3 5
736
751
Union Bridge - - - - -
320
280
314
284
285
256
Wm. Willoby,
Berwick, 23 September 1840. Clerk to the Trustees.
132.—II.
Statement
East Coast Line to
Edinburgh.
50 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Statement of Rents of Toll-bars on Berwickshire Post-road for the following Years; viz.
Dunglass Bridge Toll-
:}
bar
Ayton Bridge, ditto -
Lamberton, ditto
Mail-coach Toll-duties
Union and other Stage-")
coaches -j
Compensation from"
Middle Trust, in lieu
of Side-bar at Ayton-
Toll -
1836.
1837.
1838.
1839.
1840.
£. s. d.
£. s. d.
£. $. d.
£. s. d.
£. s. d.
200 - -
234 - -
200 - -
243 - -
280 - -
172 - -
211 - -
198 - -
208 - -
233 - -
240 - -
268 - -
278 - -
306 - -
314 - -
328 10 -
328 10 -
328 10 -
329 8 -
328 10 -
413 2 -
376 8 6
351 - -
339 19 6
281 14 -
15 - -
15 - -
15 - -
15 - -
15 - -
1,368 12 -
1,432 18 6
1,370 10 -
1,441 7 6
1,452 4 -
Eyemouth, 16 September 1840.
(E. E.)
77(0. Boivhill,
Clerk.
Dear Sirs, Coldstream, 21 Sept. 1840.
There are only two tolls on the north side of the Tweed, between Cornhill and Kelso;
viz. Eireburn Mill and Rosebank, the rents of which, for the last five years, I have noted
below.
I am, &c.
Wm. Hably.
Note of Rents of Eireburn Mill Toll, for Five Years, since Whitsunday 1836.
1836 to* 1837
£. s. d.
- 676 - -
1837 t0 1^38 -
1838 to 1839 "
1839 to 1840 -
1840 to 1841 -
661 -
Tolls on Coaches
Tolls on Coaches
£. s. d.
530 - -
87 6 -
617 6 -
- 576 -
- 88 13 -
664 13 -
510 - -
Tolls on Coaches not ascertained till next year.
Rent of Tolls on the North and South Branches of Kelso Union Turnpikes, for One Year,
at Whitsunday.
North Branch:
1837-
1838.
1839-
1840.
1841.
£.
£.
£.
£.
£,
Rose Bank Toll -------
472
461
392
382
401
Ednam Toll --------
261
261
293
296
296
South Branch:
Sprouston Toll -------
93
136
170
170
108
Carhamburn Toll -------
W7
180
184
236
181
Note
s
I
]
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
AT.
to one
loadec
1
/%/
BETWEEN LONDON, EDINBURGH, GLASGOW, See.
51
e
East Coast Line to
of Tolls to be rouped upon Thursday, the 2d day of April 1840, for One Year, from 25 May 1840 to 25 May 1841. Edinburgh,
Bajis.
Present Tenants.
1. Laswade :
Mayfield, and check-bars at Grange
Let along with No. 11. Joint rent, 4,000/,
Polton, Newbattle, Gallovvshall, Har- j Peter Kelly
vieston, Bonny rig, &c.
Let along with No. 12 and 13.
Heriot-house and check-bar
Torquhan and Weatherston check-bar
Cathie, and check-bars -
Clerkington -
Leadburn -
Mount Lothian, Fallhills and Aucliin-
corth -
Garvald and Dewarsgill -
Bilstonburn -
in:}
George Baigrie
Joint rent, 3,0801.
James Sanderson
Walter Scott -
John Baxter -
Robert Blackie
Let along with No. 33. Joint rent, 9401.
2. Dalkeith:
James Spears -
- - in trustees' hands; rent
of former year.
James Spears ...
Cameron, Niddrymill and Cairntows -
Let along with No. 1.
Lugton and Newinills
Cowbridge and check-bar
Let along with No. 2.
Fala and Watergate
George Baigrie
Joint rent, 4,0001.
:}
Peter Kelly
Joint rent, 3,0801.
Thomas Robertson -
3. Post road to Haddington,
miles:
Jockslodge, Seafield, Southfield, Ma-
rionville, Leith Links, &c.
Ravenshaugh and Wallyford
Crossgatehall -
4. Cramond :
Bonnington, Dean, Stockbridge, and
all the bars in the district except
Cramond bridge.
5. Corstorphine :
Wliitehouse and check-bars
Boathouse bridge -
Ingleston, and new bridge at Loanhead
6. Calder :
Keirshill, and two check-bars -
Let along with No. 29.
James Spears -
ditto -
Peter Kelly
James Spears -
ditto -
Walter Scott -
ditto -
Robert Suttle -
Howden bridge, Livingston, north
bridge of Calder, and side-bars.
The Raw and side-bar -
The Jarq and check-bar -
Briechbridge new and old bars, Addie-
well and side-bars.
Tyne Castlebraefoot and check-bar -
7. Slateford :
Tyne Castlebraehead .
Currie and check-bar ...
Let along with No. 22.
Little Vantage ...
8. Wkightshouses :
Wrightshouses ...
Fairmilehead and Braidshill
Bushloun and Seafield
Let along with No. 10.
Joint rent, 7401.
James Erskine-
John Mitchell ■
Illungo Kerr -
Agnes Stewart -
.John Baxter -
Joint rent, 1,4801.
Robert Suttie -
Joint rent, 7401.
Mungo Kerr -
James Spears -
John Drummond
James Spears -
Joint rent, 9401.
Rate
of
Toll.
full -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
half -
full -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
ditto -
Present
Rents.
£.
2,225
1,715
790
600
60 0
30
595
80
627
1,775
1,365
750
3,080
1,400
215
5,120
1,020
380
325
468
380
265
150
145
715
765
272
110
1,090
120
313
27,485
New Tenants.
New-
Rents.
B The tolls on carts with two wheels, and on waggons not on springs with more than two wheels, have been reduced
:-half of the full rates at all the bars, except those in Cramond district, and there is no additional charge exigible on
1 carts in respect of weight.
32.—II. G 4 ABSTRACT
ABSTRACT of Rents of Turnpikes, County of Haddington, from 25
tli May 1837 to 25th May 1841.
<jr
to
Districts and Toll Bars.
Great Post Road District.
Dolpliingston -
St. Lawrence House -
North-east Port of Haddington
Linton Bridge -
Belhaveu ------
Broxburn, Cleek-im-in and Spott Road
Bilsdean ------
Totals - - £.
North District.
Ravenshangh -
Wall y ford
Loch bridge and Balgone -
g os ford ------
Ballancrieff -
Black mains -
Cong alt on and East Fortune
Dirleton and Feuton -
Totals - - £.
Kit,pallet District.
Duncan] aw
Danskine
Inglisfield
Salton
Winton
Totals - - £.
South District.
Nungate and Waterloo Bridge
CoaKton -
Samuelston Loanliead
Le tli a m -
:1
:J
Totals - - £.
Ormiston District.
Ormiston North
Ormistonkirk
Fonlstruther
Kilpallet
Totals - -
1837-38.
£.
784
501
480
275
215
281
173
</.
2,715
Tenants.
J. Spears
A. Guthrie
A. Guthrie
C. PefferB
11. Laurie
R.Lilly -
A. Morrison
Coaches the same as 1840-1841
340
141
98
200
148
81
121
171
1,306
51 - -
112
• 200
303 - -
I
700 _ _
700 - -
43
130
179 -
J. Spears
J. Spears
A. Morrison
R. Litster
W. Verty
A. Guthrie
R. Hardie
T. Forrest
A. Guthrie
A. Guthrie
A. Souness
A. Guthrie.
R. Hall -
J. Pringle
1838-39.
£.
809
450
491
270
239
283
162
d.
2,710 - -
344 - -
147 - -
09 - -
337 - -
00 - -
134 - -
175 - -
1,266 - -
42 - -
90
193
331 - -
420 - -
205 -
Tenants.
G. Spears
T. Forrest
J. Forrest
11. Guthrie
C. Peffers
C. Peffers, sen.
J. Pringle
|G. Spears
G. R a mage
R. Hardie
R. Litster
R. Cowe -
W. Verty
J r. Lilly
G. Sandilands
A. Souness
J. Forrest
A. Stephenson
685 - -
21.3 - - R. Hall -
213
1839-40.
£.
880 -
458 -
482 -
295 -
233 -
269 -
175 -
J.
2,792 - -
f381 - -
\_159 - -
68 - -
303 - -
100
140
1,305 _
/ 57 - -
80 - -
40 - _
58 - -
241 -
430 - -
256 - -
092 - -
19.3
193 -
Tenants.
G. Spears
C. Peffers
James Burn
\v. Walker, jun.
C. Peffers
J. Forrest
J. Pringle
1840-41.
Tenants.
Composition for coaches:
Union coach - - - -
Steel's ditto, Edinburgh to Dunbar
Ditto, morning, Haddington to Edinburgh
-Ditto, afternoon, ditto to ditto
}
J- G. Spears
G. Ramage
W. Verty
J. M'Laren
R. Litster
11. Hall -
R. Whiteoross
R. Lilly -
J. Souness
G. Purves
T. Forrest
R. Guthrie
J. Ronaldson -
Ormiston North
Kilpallet
Ormistonkirk -
Fonlstruther
and
£.
900
469
407
204
230
275
171
s. 11.
2,782 - -
300 _ -
346 18 4
3,428 18 4
/ 414
^ 175
70
339
80
105
130
1,313 -
47 -
61 -
40 -
80 -
228 -
427
200
627 -
102 - _
72 - -
35 - -
209 -
/Z3
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 53
Easl Coast Line to
Rental of Tolls upon the under-mentioned Turnpike Roads. Edinburgh.
Names of Gates.
1837.
1838.
1839.
Buckton Burn and Cow Cawsey-road.
£. s. d.
£■ s. d.
£. s. d.
Gosforth-gate -
1,585 - -
U525 - -
1,525 - ~
Morpeth South-gate -
1,045 - -
9i3 - -
913 ~ -
Morpeth North-gate -
800 - -
684 - -
684 - -
Alnwick South-gate -
610 - -
474 - -
474 - -
Heckley-gate -
360 - -
280 - -
280 - -
Belford-gate -
300 - -
250 - -
253 - ~
Wooler and Breamish-road.
Bender-gate -
360 - -
352 - -
355 ~ -
Haugh Head-gate -
258 - -
222 - -
246 - -
Doddington-gate - - - -
264 - -
257 - -
250 - -
Powburn-gate - - - -
240 - -
225 - -
227 - -
Framlington-gate -
309 - -
309 - -
340 - -
High laws-gate -
375 - -
303 - -
305 - -
North Shields and Morpeth-road and Branches.
Stobhill-gate -
208 18 4
215 14 7
201 19 6
Plessey ^hecks-gate -
164 11 8
146 14 2
148 18 9
Earsdon-gate -
196 - -
194 19 7
188 10 10
Preston-gate - - - -
104 - -
115 19 i°
103 16 6
Stakeford-gate -
37 12 1
34 15 5
41 4 6
Cow pen-gate -
115 ]5 -
133 10 -
122 11 8
Horton-gate -
11111 8
131 5 -
124 5 -
Fisher-lane-gate -----
71 10 4
41 18 4
65 12 -
Hexham and Alemouth-road.
Alnwick-moor and Lesbury-gates -
469 - -
469 - -
469 - -
Egglingham and Wooler.
Abbey-gate -
140 - -
140 - -
140 - -
Wooler and Adderstone-road.
Weetwood-gate - - - -
83 - -
73 - -
75 - -
Chatton-gate - ' -
110 - -
85 - -
90 ~ ~
Bellshill-gate -
13 5 ~
15 5 ~
ii 5 -
Berwick and North Durham-roads.
Ancroft-gate - - - - -
134 - -
115 - -
146 - -
Castle-gate -
588 - -
510 - -
560 - -
Duddo-gate - - - - -
233 _ _
115 - -
167 - -
East Ord-gate - - - - -
360 - -
358 - -
363 - -
Haggerstone-gate - - - -
328 - -
302 - -
312 - -
Longridge and Thornton-gates
200 - -
263 - -
246 - -
Shoreswood, Sandy Bank and Grindon -
33^ - -
353 - ~
422 - -
Tweed mouth Low-gate -
593 ~ ~
652 - -
658 - -
Tweedmouth High-gate -
600 - -
575 - -
630 - -
Twizell-gate -
736 - -
735 - -
736 - -
Union-bridge - - - - -
3H ~ -
284 - -
285 - -
Morpeth-bridge ------
918 - -
990 - -
1,040 - -
Ford and Lowick-road.
Ford-gate ------
814 - -
882 - -
953 - ~
Barelees-gate -
570 - -
572 - -
685 - -
Langham-bridge ------
135 - -
135 - ~
138 — —
Redscar-bridge -
70 - -
33 - -
34 ~ -
Newcastle and North Shields-road.
Chirton-gate - - - - -
840 - -
840 - -
840 - -
Byker-gate -
1,095 - -
1,095 - -
1,095 - -
Shield-field -
270 - -
270 - -
270 - -
Tynemouth -
125 - -
125 - -
125 - -
132.—II. H
////
54
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Names of Towns
within
Ten Miles of the
proposed Line.
Towns in
SCOTLAND:
Edinburgh.
Leith.
South Queensfeny.
Dalkeith.
Portobello.
Musselburgh.
Fisherrow.
Tranent.
Prestonpans
Haddington.
North Berwick.
Dunbar
Dunse.
Ayton.
Eyemouth.
Large Villages:
East Linton.
Belhaven.
Lasswade.
Coldbranspath.
Pennycuik.
Athelstaneford.
Inveresk.
Corstorphine.
Batho.
ENGLAND:
Berv.ick-on-Tweed.
Tweedmouth.
BeJford.
Bainburgh.
North Sunderland.
Bedlington.
BIyth.
"V ooler.
Alnwick.
Alnmouth.
Morpeth.
North and South
Shields
Sunderland.
Bishopswearmouth.
Monkswearmouth,
Tynemouth.
Newcastle, and
Gateshead.
Besides many po¬
pulous villages.
Population
within Ten Miles
on each side,
by the Census of
1831.
In Scotland:
267,256
In England:
268,622
535,878
In Scotland:
£. s. d.
5 0,473 1 10
In England:
22,940 19 11
SeeApp. (B.2.)
See A pp. (A.)
Amount of
Assessed Taxes
of Parishes
within
10 Miles of
the Line.
Value
of the said
Parishes.
In Scotland:
£. s. d,
1,630,898 - -
In England,
including
Berwick-on-
Tweed:
850,886 2
Amount
of Poor Rate
assessed
in the said
Parishes.
Amount
of
County Rates
in the said
Parishes.
In Scotland :
£. s.
19,047 10
d.
2,481,784 2
Note. — The
annual value of
the real property
in Scotland is
taken from the
Parliamentary
Report upon the
boundaries of the
cities, &c., in
Scotland ; or¬
dered to be
printed, 18 April
1832.
See App. (B.)
So far as they
have been ascer¬
tained ; but no
returns have been
got from Had-
| dington ; and it
may be remarked
I that, from the
I peculiar manner
I in which the poor
are provided for
in Scotland, the
poor-rates afford
no criterion for
judging of the
state of the coun¬
try.
Sec App. (B.)
In England:
60,487 5 -
See App. (B.)
In Scotland:
£. s. d.
8,252 17 5
See Ap¬
pendix (B.)
In England:
4,644 19 -
See App.
(B. 2.)
Names
of Persons
through
whose
Property the
Railway
would pass.
See Book
of Refer¬
ence.
Names
of
Dissentients,
if any.
The Earl of
Wemyss is the
only person who
has as yet inti¬
mated his dis¬
sent, so far as I
know. A con¬
siderable number
of proprietors
give the proposed
Railway their
cordial support;
but from the
Company's pro¬
ceedings having
been stopped, in
consequence of
the Commission¬
ers to whom this
Return is made
having been ap¬
pointed, it is im¬
possible to give
any more satis¬
factory Return
under this head.
Present known
Traffic.
Passengers :
Between Edin¬
burgh and
Berwick, and
intermediate
places - 704,036
Between Edin¬
burgh and
Newcastle - 28,993
Between Edin¬
burgh, Lon¬
don and Hull
by sea - 25,000
Between Edin¬
burgh, Car¬
lisle, and
places be¬
yond; agreat
portion of
whom go by
Railway to
London, &c. 24,704
Between New¬
castle and
Berwick, and
intermediate
places, the
number has
not yet been
properly as¬
certained, but
is assumed
at one-third
of the num¬
ber travelling
about the
same distance
between
Edinburgh
and Berwick 234,678
1,017,411
Goods :
By land between Edin¬
burgh and Berwick, and
intermediate places, the
quantity carried is equal
to 1,397,821 tons car¬
ried one mile along the
Railway.
Between Berwick and
Newcastle the quantity
has not been accertained
with accuracy, hut it is
thought that it will fully
equal, if not exceed the
above.
By sea, between Leith
and Newcastle, and in¬
termediate ports, 37,639
tons in 1839.
By sea, to London,
Hull, Ac,, the quantity
of goods is very great,
and a considerable
amount of them would
go by Railway.
Note.—All this is ex¬
clusive of large quanti¬
ties of fat cattle, sheep,
Ac., which are sent along
the whole length of the
Line to the great markets
in Scotland and England.
Edinburgh, 7 April 1840.
/Z/"
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
55
Annual Amount
of
Exports and Imports.
There is no regular account
kept of these at Leith, or
any of the other ports on
the Line in Scotland; but
the tonnage of vessels ar¬
riving and departing will
represent their amount
pretty nearly.
Leith :
Tonnage of vessels
arriving in 1839,
(See App. C.) 801,000
Ditto, departing - 801,000
Note.—The vessels depart¬
ing occasionally go in ballast,
but thi3 will not make a ma¬
terial difference between the
amount of arrivals and de¬
partures.
Berwick, and Ports be¬
tween it and Leith :
Arrivals
Departures -
- 102,900
- 102,900
Note.—Statements are also
given in the Appendix to
show the amount of ship¬
ments of particular articles
at Berwick and elsewhere.
Newcastle :
Value of exports for 1839,
480,694/. 3 s. 2 s.
See Appendix (C.)
Excise Duties
paid on
Manufactures.
1839 :
Edinburgh :
£. s. d.
514,644 18 8
Haddington district;
161,000 - 9
Newcastle and Ber¬
wick district;
318,869 18 4
Exciseable articles t
Exported for 1839:
18,043 5
Customs:
Leith 573,685 13 7
Newcastle:
456,853 - -
Other ports not ascer¬
tained.
Names
of
Steam-boats
which
sail from the
Port.
Leith :
City of Ham¬
burgh
Caledonia
Clarence
Leith
Monarch
Royal William
Royal Adelaide
Royal Victoria
Pegasus
Vesta
Ardincaple
Sovereign
Duke of Rich-"\
mond -J
Bonny Dundee
Velocity
Halbert Castle
Modern Athens
Benlede
St. George
Forth
Victoria
Morning Star -
Thane of Fife
Edinburgh Castle
Newcastle :
London Mer¬
chant
Attwood
Vesta -
Neptune
Ardincaple, about
Eclipse -
Streamshalls,
about
John Wood
Clyde -
333
423^
426
494
454
325*|
324 >
354J
130
161
75
206
253
113-1
148-/
100
100
102
77
74
7 o
95
94
187
189
161
173
85
51
50
180
195
Times of Sailing.
every alternate Saturday
- - one every Wednesday^
and Saturday -J
', on Saturday
and in summer, Tuesday j
- - in winter,
and in sun
and Saturday
Saturday - - -
- - in winter, Saturday; in
summer, Wednesday and
Saturday.
- - Friday, from April to
November.
Friday -
Tuesday - - - -
Thursday and Saturday
Thursday -
- - Tuesday, Thursday and
Saturday.
- - from May to September,
daily; rest of the season,
Monday, Wednesday and
Saturday.
- in winter months, daily ;
rest of the year twice a day.
- - once a day in winter"}
months, and twice a day the I
rest of the year - - r
- - ditto - ditto -J
twice a week -
six times a day
four times a day
every Saturday
every Wednesday
every Monday and Friday -
every Wednesday
once a week -
once a week -
once a week -
once a fortnight
three times a month -
Places
to
which they sail.
Hamburgh
London
ditto
Hull
Newcastle •
Berwick
'Aberdeen -
Inverness ■
Wick
Wirkwall -
Lerwick
/"Aberdeen -
^Inverness -
Aberdeen -
Montrose -
Dundee
ditto
Largo
Stirling and
Alloa
Alloa
Burntisland
Pettycur -
Kirkaldy -
London
London
Leith
Hull and Whitby
Berwick
Hull and Whitby
ditto
Hamburgh
Rotterdam
Fares.
Cabin.
Steerage.
£. s. d.
,€. s. d.
4 - -
3 - -
3 10 -
2 5-
3 10 -
2 5-
1 - -
- 7 6
- 15 -
- 10 -
- 6 -
- 4 -
- 12 -
- C -
1 7 -
- 14 -
1 10 -
- 16 -
1 13 -
- 18 -
1 16 -
1 - -
- 12 -
- 6 -
1 7 -
- 14 -
_ 12 -
- 6 -
- 6 -
- 4 -
_ 4 -
- 2 6
_ 4 -
- 2 6
- 2 6
- 1 6
- 2 6
- 1 6
_ 2 _
- 1 -
1
no passengers.
1 6
2 2
2 2
- 15
- 12
- 6
- 12
- 12
2 2
2 2
Besides a great number of small steam-boats daily to Work worth during summer, 2 i
Berwick :
Manchester
Rapid, about -
Glenalbyn
Ardincaple
The fares by steamers to London and Hamburgh include provisions.
309
weekly -
London
2 10 -
1 15
300
ditto.
131
ditto -
Hull
- 12 -
- 8
75
ditto -
Newcastle, and
- 6 -
- 4
Leith
- 6 -
- 4
1 -
1 10
1 10
- 10
1 10
1 10
132.—II.
Charles F. Davidson, Secretary.
II 2
/ z z
50
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Appendix (B.)
Parishes in Scotland.
SCOTLAND:
1.—County of Linlithgow :
Queensferry -----
Dalmeny ------
Kirkliston (part of) - - - -
2.—County of Edinburgh :
Craniond (part of) -
Kirkliston -
Currie ------
Ratho ------
Corstorphine - - - - -
Glencorse ------
Lasswade ------
Libberton ------
Collington - - - - -
Dalkeith ------
Newbattle - - - - -
Newton ------
Cockpen ------
Car rington -
Dudding-stone - - - - -
St. Cuthbert's (included in the city)
Canong-ate - ditto
South Leith -----
North Leith (included in the city)
Inveresk ------
Cranstoun - - - - -
Crig-hton ------
City of Edinburgh and Royalty -
Borthwick -----
3.—County of Haddington :
Aberlady - Parish - - - -
Atlielstaneford „ - - - -
Bolton - ,,
Dirleton - ,,
Dunbar - ,,
Dunbar (Burgh of) - - - -
Fala - Parish - - - -
Garvald -
Gifford - „
Gladsmuir - ,,
Haddington- „
Haddington (Burgh of) -
Humbie Parish - - - - -
Innerwick -----
Moreham ------
North Berwick -
Ditto (Burgh of) - - -
Oldhamstocks Parish -
Orniiston ------
Pencaitland -----
Prestonkirk -
Prestonpans -
Salton ------
Spott ------
Stenton ------
Tranent ------
Whitekirk -
Whittingham -
Amount of compositions for Establishments
,, - „ Game Duties
4.—County of Berwick :
Coldbranspath Parish -
Coldingham -----
Eyemouth -
Ayton
Mordington - - - - -
Assessed Taxes.
£.
s.
d.
£.
60
14
9
784
276
7
4
13,745
240
10
9
9,332
714 6
91 5
290 15
129 14
432 11
173
746 15
784 10
410 19
1,332 12
327 2
194 18
244 13
116
941
included in
ditto.
697 11
included in
1,100 6
216 4
108 12
31,522 19
206 4
6
3
1
3
2
5 -
4
11
6
11
6
8
10
3
6
3
10
the city
Annual Value
of
Property in
1815.
16,491
5,527
12,884
11,746
13,165
3,736
19,417
28,904
13,886
11,911
8,722
10,351
6,543
4,474
14,194
6 | 29,048
the city 15,415
24,519
8,531
6,702
938,733
8,955
53 15
197 4
46 11
233 5
98 -
134
8
9
8,569
— —
151
5
—
9,344
— —
86
3
6
2,274
— -
233
1
6
16,768
— —
302
8
6
24,570
_ _
403
9
6
included
above
9
14
6
1,248
— —
90
16
-
7,038
— —
222
15
6
7,031
_ _
153
4
3
12,400
— —
748
487
8
4
91
9J
29,037
- -
177
5
3
8,507
- -
105
11
9
12,182
— —
65
18
9
2,765
— —
125
145
17
14
-1
9/
12,976
- -
133
7
3,820
— —
171
7
9
4,446
— —
173
17
-
6,362
— —
250
6
3
13,183
_ _
180
15
3
5,695
— —
161
12
6
6,314
— —
189
7
-
6,197
— —
91
3
3
7,356
— —
243
2
-
14,239
_ _
374
8
-
11,426
- —
108
6
3
8,623
— —
492
4
11
337
6
-
8,281 -
18,729 -
3,734 -
13,169 -
3,203 -
Poor's Rate.
£. s. d.
14 12 -
12 13 3-^
6,765 18 8
900 - -
1,400 - -
1 no Return -
268 2 10
509 - 11
85 17 9
County Rates.
£. s. d.
108 19 -
89 5 -
28 2 6
112 16 10
18 13 9
145 4 6
72 9 -
none.
38 4 11
157 13 -
- none.
103 4 2
18 13 9
20 18 4
5,647 1 -
58 1 -
965 6 2
47
50
39
12
17
15
11
17
12
112
o lr
-12
o_l_
1 2
7 _EL
'12
3 to.
12
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
57
Parishes in Scotland and England.
Assessed Taxes.
Scotland—continued.
Foulden -
Hutton -
Ladykirk -
Whitsome
Edrom -
Chirnside -
Buncle and Preston -
Dunse -
Abbey St. Bathans
Oldhamstocks -
Fogo -
Lang-ton -
Polwarth -
Long'formacus -
Swinton -
£.
Berwick-upon-Tweed -
£.
£. s. d.
£.
70 11 3
4,907
223 9 11
10,302
106 2 9
5,407
71 12 3
7,264
364 11 11
14,288
61 1 3
9,667
100 3 8
7,722
596 19 5
16,196
9 14 3
1,238
-
1,380
34 10 4
4,777
102 5 4
5,644
54 - 1
3,166
39 18 -
3,039
97 16 2
8,700
50,473 1 10
8-20 7 -
ENGLAND:
Borough of Newcastle -
Gosforth ------
Long Benton -
Wallsend -
Tynemouth -----
Earsdon ------
Cramlington (Chapelry) ...
Newburn- - ... -
Ponteland -
Heddon on the Wall -
Whalton ------
Stamington -----
Bedlington . ... .
Horton (Chapelry) - - - -
Mitford
Morpetli ------
Woodhouse - - - - -
Ulgham (Chapelry) -
Hartburn E. and W. Abrunton Township
„ High and Low Angerton ditto
„ Hartburn - - ditto
Longhorsley - - - - -
Widdrington (Chapelry) -
Felton ------
Wark worth - - - - -
Shilbottle - - - -
Framlington (Chapelry) -
Part of Rothbury, Hasleyhurst Township
„ - The Lee ditto
„ - Pauperhaugh ditto
„ - Healey ditto
Eddlington -
Whittingham (Shawdon Township) -
Alnwick ------
Lesburgli -
Longhoughton - - -
Howick ------
Embleton - - - -
Egglingham - - -
llderton ------
Wooler ------
Chillingham - - - - -
Chatton ------
Ellingham - - - - -
Baniborough with North Sunderland -
Belford ------
Annual Value
of
Property in
1815.
s. d.
1,630,898
30,811 - -
Poor's Rate.
s. d.
64 5
191 11
88 15
170 4
275 17
859 12
15 12
72 2
6
8
1-5-
1 1'2
6£
67 7 7
28 11 6
257 3 10
19,047 10 -J4
180,915
-
-
18,045
14
1
30,676
-
-
17,973
-
-
46,041
11
0
-
-
5,028
7
8
19,783
13
4
21,973
3
-
0,930
17
-
7,289
-
-
11,603
17
5
9,125
17
-
9,437
10
-
8,774
10
-
17,633
7
-
10,049
1
-
3,737
15
-
"4-
GO
-
-
7,528
13
6
4,627
-
-
14,532
10
0
-
-
8,157
6
6
3,473
13
-
1,428 10
8,319
1,359
23,195
7,848
5,680
2,301
18,690
16,475
7,895
7,127
4,649
12,807
8,4) 1
32,612
12,000
10 1
2 0
1 10
3 9
15 -
8 -
4 -
11 -
County Rates.
£.
s.
d.
13
8
11A
32
7
5A
32
0
i°A
13
10
4 i-i
1 2
71
13
nA
27
3
9-5
12
41
3
1_8_
A1 2
111
11
3TV
1 2
5
11
6A
-
17
5A
23
1
8
24
10
7A
79
8
11-2-
u12
17
15
10-A
22
0
11
8,252 17 4Ty
132.—II.
(continued.)
58 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Parishes in England.
Assessed Taxes.
Annual Value
of
Property in
1815.
Poor's Rate.
County Rates.
En'olax d—con tinned.
Bothal -------
Kyloe - -- -- -- -
Holy Island -------
Lowick --------
Doddington -------
Aneroft
Tweedmouth -------
Ford
Norliam --------
Gateshead -------
. =8
^ 1 t 1 1 1 1 1 1 1 1
I 1 1 1 1 1 1 1 1 1
1 1 I I 1 1 1 1 1 1
£. s. d.
15,130 - -
7,000 - -
4,254 - -
10,010 11 4
9,118 10 -
9,500 - -
13,255 10 -
11,255 - -
18,500 - -
33,277 - -
£. s. d.
£. s. d.
820,075 2 8
SUMMARY.
Parishes in Scotland -
Berwick-upon-Tweed - - - - -
Parishes in England - - - - -
Total -
00,473 1 10
826 7 -
£.
1,630,898 - -
30,811 - -
820,075 2 8
19,047 10 -4|
8,252 17 4tV
2,481,784 2 8
Statement of the Number of Passengers between Edinburgh and Berwick and other
Towns in 1839.
Names of Towns.
Passengers
V
Land.
Passengers
6y
Sea.
Total.
Berwick - -- -- -- -
Dunse - -- -- -- -
Dunbar - -- -- -- -
North Berwick -------
Haddington, Linton, &c. -
Musselburgh, Prestonpans, Tranent, &c. -
Portobello --- -----
6,864
6,207
10,79°
32.954
235.725
400,532
1,400
8,264
6,207
10,790
9,064
32,954
235,725
400,532
To London _______
Hull --------
Newcastle -------
Carlisle and places beyond -
24,993
24,704
0 0 0 '
000
°- °- 0.
« -4-
704,036
21,000
4,000
28,993
24,704
7^2,733
About 12,000 passengers also travel yearly between Edinburgh and Kelso, which is little
more than 10 miles from the Line.
N.B.—The returns of tire passengers to and from London by sea have only been got to
1837, no account having been made up since, so far as known. The others are to 1839.
Summary
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
59
Summary of Goods shipped at Leitli for Newcastle and intermediate Places, within less
than 10 Miles of the Line of Railway, in 1839.
East Coast Line to
Edinburgh.
Ports or Creeks.
Newcastle -
Hartlepool
North Sunderland
Alnmouth -
Holy Island
Berwick
Eyemouth -
Dunbar
North Berwick -
Morrison's Haven
Fisher-row -
Goods shipped at and carried to the several intermediate ports above
mentioned, about - -- -- -- --
Tons Goods.
3A91
55
25
20
28
883
94
794
53
52
283
5.4/8
12,000
17.478
Summary of Goods and Coals imported at Leith from Newcastle and intermediate Places,
within less than 10 Miles of the Line of the Railway, in 1839.
Ports or Creeks.
Tons Goods.
Tons Grain.
Tons Coal.
Total.
Newcastle -
5,458
340
8,808
14,606
North Sunderland -
84
44
-
128
Alnmouth - - - - -
-
1,171
-
1,171
Holy Island -
48
-
48
Berwick -
313
2,081
-
2,394
Eyemouth - - - -
75
584
-
659
Dunbar* - - - - -
488
4QO
-
978
North Berwick * -
-
102
-
102
Cockenzie -
5
_
67
72
Preston pans -
3
-
3
6,474
4,812
8,875
20,161
* Exclusive of dried fish for London, per steamers.
Statement of Tonnage which arrived at Berwick and other Ports and Creeks, within
10 Miles of the Line of the Great North British Railway.
Years.
Ports or Creeks.
1838
1839
1839
1839
1838 [
1S39
Berwick
Eyemouth -
Dunbar
North Berwick
Cockenzie -
Morrison's Haven
Fisher-row -
Total
Registered Tons.
52,000
7,2,00
10,200
2,000
20,000
11,500
102,900
Note.—The tonnage of arrivals at Berwick, Cockenzie and Morrison's Haven, in 1830,
not ascertained. The tonnage for each of the other places made up to end of December.
Statement of Fish shipped at Eyemouth from 1st July 1839 to lst March 1840, a period
of Eight Months.
Barrels herrings
Barrels smoked haddocks
Boxes fresh fish
Barrels cod
132.—II.
Total number of packages
H 4
6,483
1.565
108
108
8,264
Statement
60 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
East Coast Line to ——————————
Edinburgh. Statement of the Number of Vessels which arrived at Berwick in the year ending-
August 1839, from other specified Ports.
Ports from which Vessels arrived.
Number of Arrivals.
London ----------
Hull ...
Newcastle -------
Leith ---------
Ports between Newcastle and Glasgow, exclusive of Leith -
Other British ports --------
Foreign ditto ---------
Total -
60
56
148
53
60
45
55
477
Statement of Grain, Flour, Meal and Barley shipped at Berwick in the
years ending
31st August 1836 and 1837.
Description of Grain.
In 1S36.
In 1S37.
Wheat -
- quarters
27,629
19.45s
Barley -
77
45,62 6
40,309
Oats
77
18,130
17.237
Rye
" 77
M43
753
Beans -
77
3.6/6
1.356
Pease -
77
653
145
Flour -
hags'!
Meal -
1
25,686
22,569
Barley, &c. -
„ J
Note.—The above statement was furnished in September last year, at which period
the shipments for 1838 and 1839 weie not made up.
Statement of Fish shipped at Berwick in the year ending August 1839.
Whither sent.
Barrels and Boxes
Barrels and Boxes
Boxes of
Total Number of
Herrings.
Haddocks and Cod.
Salmon.
Packages.
Newcastle - - - -
2,307
51
_ _
2,358
Hull
6,290
1 1
-
6,596
London - - - - -
5,586
6,577
3.581
15,744
Bristol - - - - -
•
Liverpool -
6,993
Glasgow -
. 6,993
-
-
Leith - - - - -
Londonderry and other ports
31,691
Note.—In addition to the above, large quantities of wilks,turbotj lobsters, Sic., were shipped.
Return of Custom Duties received at Neweastle-on-Tyne in the years 1837, 1838 and 1839, and of the Arrivals and
Departures of Loaded Vessels in these years.
Port of Newcastle.
183 7.
1838.
18 3 9.
Increase in 1839
over 1837.
Amount of duties received on imports -
Ditto ditto on warehoused goods -
Value of exports -
£. s.
85,364 -
320,401 -
395,618 7
d.
9
£. s. d.
87,317 - -
284',446 - -
468,697 14 3
£. s.
118,063 -
338,790 -
480,694 3
d.
0
£. s. d.
32,699 - -
18,389 - -
85,075 15 5
Number of vessels inwards, cargoes"! foreign f
„ „ outwards, ditto / trade \
618
2,725
601
2,822
839
3,160
221
435
„ ,, inwards 1 coasting J*
„ „ outwards/ trade (_
2,963
15,301
3,195
13,990
3,129
13,787
166
Number vessels registered at this port /
ionnagej c 1 ^
1,119
219,043
1,186
229,425
1,248
247^700
129
28,157
Comparative
/?/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 61
~~~~~~ East Coast Line to
Edinburgh.
Comparative Statement of Distances from the most important Districts in England to Edinburgh
and Glasgow by the proposed East and West Coast Lines of Railway.
Distance
in favour of
East Coast.
Distance
in favour of
West Coast.
London to Edinburgh:
East Coast to Rugby, Derby, York,
Newcastle, and Berwick
West Coast through Birmingham,
Newton, Preston, Lancaster, White¬
haven, Kilmarnock, and Glasgow -
Miles. Chns. Links.
412 - -
505 3 43
Miles. Chns. Links.
93 3 43
Miles. Chns. Links.
London to Glasgow:
East Coast to Edinburgh and Glasgow
West Coast by Kilmarnock
459
458
3
43
- 76 57
Birmingham to Edinburgh:
East Coast through Derby, York,
Newcastle, and Berwick
West Coast through Newton, Preston,
Lancaster, Whitehaven, Kilmar¬
nock, and Glasgow -
320
392
21
73
50
43
72 51 93
Birmingham to Glasgow:
East Coast through Edinburgh
West Coast - - -
367
345
21
73
50
43
21 28 7
Manchester to Edinburgh :
East Coast through York, Newcastle,
and Berwick -
West Coast through Bolton, Preston,
Lancaster, Whitehaven, Kilmar¬
nock, and Glasgow -
264
313
69
67
50
38
48 77 88
Manchester to Glasgow:
East Coast through Edinburgh
West Coast -
311
266
69
67
50
38
45 9 12
Liverpool to Edinburgh:
East Coast through Manchester,
York, Newcastle, and Berwick
West Coast through Preston, Lancas¬
ter, Carlisle, Kilmarnock, and Glas¬
gow ------
295
323
42
22
50
58
27 60 8
Liverpool to Glasgow:
East Coast through Manchester, York,
Newcastle, and Edinburgh -
West Coast -----
342
276
42
22
50
58
66 19 92
Leeds to Edinburgh:
East Coast through York, Newcastle,
and Berwick -
West Coast through Manchester, Bol¬
ton, Lancaster, Carlisle, Kilmar¬
nock, and Glasgow -
218
369
27
32
70
38
151 4 68
Leeds to Glasgow:
East Coast through Edinburgh
West Coast through Manchester, Pres¬
ton, Lancaster, Carlisle, &c. -
265
322
27
32
70
38
57 4 68
Newcastle to Glasgow:
East Coast -
West Coast -
163
185
48
40
-
21 72
Hull to Glasgow:
East Coast -----
West Coast - - - - -
290
311
27
59
70
70
21 32
Hull to Glasgow:
By Manchester, Carlisle, &c.
370
63
38
Hull to Glasgow:
By Edinburgh - - - -
290
27
70
80 35 68
N. B.—It will be observed that Mr. Davidson has assumed in the above statement that the Com¬
mittee would recommend the Morecambe Bay and Whitehaven, and the Kilmarnock Railways, and
also that he has lost sight of the Symington Branch to Edinburgh.
132.—II.
I
Great
V3Z
62 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Appendix (B. 2.)
Great North British Railway from Newcastle to Berwick.
Names of Parish.
Population
within 10 Miles
on each side,
by the Census
' of 1831.
Annual Value
in 1831.
Amount of
Poor Rates
assessed
in each Parish
in 1838.
Amount of
County Rates
assessed
in each Parish
in 1838.
Amount of
Assessed Taxes
in each
Parish in 1838.
£.
s.
d.
£.
s.
d.
£.
s.
d.
£.
s.
d.
*Borough of Newcastle
54,991
138,586
—
—
15,183
16
-
58
17
-
7,173
4
7 the whole
*Borough of Gateshead
15,177
26,000
—
—
4,123
8
-
215
2
-
1,336
14
n
??
South Shields - - - -
28,478
40,000
-
—
5,187
-
-
167
9
-
828
-
6
?>
Gosforth -
3,546
18,045
14
1
523
16
-
134
13
-
298
17
2
?7
Long Benton - - - -
6,613
30,676
-
—
1,398
14
-
230
4
-
580
11
7
77
Wall send -
5,510
17,973
-
—
1,396
4
—
118
8
-
367
11
2
?7
Tynemoutli (Borough)
24,778
46,041
11
2
7,058
-
-
379
14
-
1,478
11
8
77
Earsdon -
6,460
27,236
-
—
2,268
16
-
170
7
-
353
12
11
77
Cramlington -
931
5,028
7
8
223
12
—
36
1
-
93
14
6
71
Newburn( whole population4,639)
4,602
19,623
13
4
1,162
11
-
129
19
-
449
17
1
Ponteland -
1,797
21,973
3
-
477
10
-
142
17
-
200
18
3
??
Heddon-on-tlie-Wall
774
6,936
17
—
272
7
—
47
1
-
172
6
8
??
Whalton (whole population 548)
457
6,068
-
-
145
11
-
45
16
-
89
16
-
Stannington -
1,021
11,603
17
5
477
16
-
82
12
-
239
4
-
?7
Ovingham (whole pop" 3,019)
624
3,846
—
—
163
—
-
24
—
—
45
1
3
Stamfordham ( ,, ,, 1,736)
76
676
—
_
28
1
-
4
_
-
10
17
5
Bolam ( ,, „ 608)
70
848
-
_
15
18
-
5
6
-
28
17
9
Meldon -
114
1,372
—
_
51
-
—
11
10
—
39
11
3
??
River Green (extra-parochial) -
48
430
-
—
77
Bedlington -
2,120
9,126
17
—
601
3
-
73
-
—
188
13
6
??
Horton (Chapelry) -
2,423
9,437
10
—
576
7
-
33
-
-
109
2
6
Mitford -----
701
8,774
10
—
305
-
-
42
10
-
115
6
11
7)
Morpeth -
4,797
17,633
7
—
1,635
13
-
105
9
-
586
-
1
77
Woodhorn - - - -
1,416
10,049
1
-
437
3
—
68
6
—
293
2
1
7?
Ulgham (Chapelry) - - -
359
3,737
15
—
143
3
-
26
14
-
40
6
9
77
Botlial - - - -
1,319
13,753
15
6
560
-
—
95
—
—
158
18
2
77
H artburn (whole population 1,440)
329
3,882
-
—
138
18
-
22
19
-
58
14
8
Longhorsley - - - -
952
7,528
13
6
426
6
—
53
17
—
120
9
-
3?
Widdrington (Chapelry) -
395
4,627
—
—
198
1
-
31
1
—
33
6
8
7?
Felton - - - - -
1,619
14,533
8
6
739
13
-
107
1
—
477
12
8
33
Warkworth -
2,478
22,917
5
8
848
8
_
175
17
_
487
19
2
33
Shilbottle - - - -
1,195
8,157
6
6
408
10
_
48
2
—
76
13
5
33
Framlington (Chapelry) -
735
3,473
13
—
349
16
_
23
1
—
18
4
6
77
Rothbury(wholepopulation2,869)
275
1,924
-
—
116
14
-
14
2
—
18
—
5
Eddlingham ( „ „ 568)
568
8,021
-
—
282
14
—
53
2
—
152
1
1
Whittingham ( „ „ 1,830)
310
2,912
—
-
150
14
—
19
6
—
69
13
11
Alnwick - - - - -
6,788
23,195
10
1
2,608
2
—
164
12
—
1,389
•V
O
1
33
Lesbury - - - - -
976
7,848
2
6
305
18
-
52
12
—
149
7
11
33
Longhoughton - - -
690
5,680
1
10
330
18
—
43
5
—
48
17
7
33
Howick -----
208
2,301
—
_
83
15
—
16
10
—
225
11
_
33
Embleton - - - -
1,929
18,690
3
9
641
5
_
131
17
—
332
2
_
33
Egglingham (whole pop" 1,614)
1,475
16,960
—
—
794
1
—
122
8
—
310
16
5
Ilderton ( „ „ 602)
159
2,079
—
—
95
16
—
12
8
—
45
10
8
Wooler - - - - -
1,926
7,127
8
—
611
1
—
51
7
—
258
2
10
33
Chillingham - - - -
477
4,649
—
—
206
17
—
20
7
—
122
17
9
33
Kirknewton (whole pop" 1,674)
807
8,871
-
—
317
18
-
43
12
—
122
19
11
Chatton -
1,630
12,807
8
_
784
5
—
93
2
—
225
1
1
77
Ellingham -
1,125
8,411
4
-
244
5
—
55
—
—
191
8
5
33
Bamburgh - - - -
3,949
32,612
11
-
1,170
6
-
223
2
—
491
9
1
33
Belford -
2,030
12,000
-
-
493
16
-
73
4
—
252
6
9
33
Kyloe - - - - -
927
7,000
—
-
468
18
-
-
-
-
147
17
10
77
Holy Island -
836
4,254
-
-
280
7
-
40
15
—
28
14
33
Lowick - - - - -
1,864
10,010
11
4
794
17
-
71
10
—
136
5
o
33
Doddington (whole pop" 903)
881
7,866
-
-
334
4
-
4
12
—
173
11
1
Ancroft - - - - -
1,384
9,500
-
-
489
5
-
39
18
—
338
16
7
3?
Tweedmouth - - - -
4,971
13,255
10
-
1,234
19
-
72
13
143
5
10
77
Ford (whole population 2,110)
1,801
9,605
-
-
945
11
-
95
12
—
349
11
6
Norham (whole population 3,774)
3,407
16,746
—
-
1,324
6
-
147
4
—
329
6
—
Berwick-on-Tweed and Liberties
thereof -
8,920
34,412
13
4
2,773
18
—
221
17
—
1,024
12
4
77
** In 1840, the annual value of Newcastle is £. 180,915.
„ ,, Gateshead is £.33,277.
/3Z
BETWEEN LONDON, EDINBURGH, GLASGOW, Sic. 63
List of Departures and Arrivals of Coaches between Edinburgh and Portobello and East Coast Line to
other Towns in Scotland on the Line of the Great North British Railway. Edinburgh.
1.—To Portobello :
The coaches between Edinburgh and Portobello depart and arrive from each place
daily during the year as follows :—13 coaches, each licensed to carry 16 passen¬
gers ; to coaches, each to carry 19 ; and 15 coaches, each to carry 13 passengers
for two months during summer.
2.—To Musselburgh: 8 coaches, each licensed to carry 16 passengers.
4 ditto - - ditto - - 18 ,,
3.—To North Berwick : 1 coach, licensed to carry 15 passengers.
4.—To Haddington : 2 coaches, each licensed to carry 16 passengers.
5.—To Dunbar: 1 coach, licensed to carry 19 passengers.
Note.—To ascertain the number of passengers carried both ways, the number of coaches
and passengers stated above must be doubled ; and it will also be kept in view that besides
the coach passengers there are a vast number go by private conveyances, and upwards of
100,000 go yearly by the Dalkeith Railway to Portobello and Musselburgh.
List of the principal Proprietors through whose Estates the Great North British Railway is proposed
to be carried.
1. Wm. Allan, Esq. -
2. Heriot's Hospital -
3. Mrs. Norton
4. Earl of Moray
5. W. Miller, Esq. -
6. Marquis of Abercorn
7. EarlofWemyss -
8. Sir John Hope
9. W. Aitchison, Esq.
10. Sir E. E. Suttie -
11. J. M'Dougal, Esq. -
12. Marquis of Lorn -
13. Lord Elibank
14. Lord Hopetoun
15. G. W. Hope, Esq.
16. Sir F. W. Drum-
mond
17. Sir D. Kinloch
18. Rennie's Trustees -
19. Earl of Haddington
20. Mrs.NesbitFerguson
21. Captain Hay
22. General Carfrae
23. James Sprott, Esq.
24. Duke of Roxburgh
25. James Hunter, Esq.
26. Sir John Hall
27. J. Balfour, Esq. -
28. Lord Douglas
29. Sir Samuel Stirling'
30. Mrs. Coulson
31. Mr.Home,of Paxton
32. J. Dickson, Esq. -
33. J. Fordyce, Esq. -
34. Lord Alford
35. D. Renton, Esq. -
36. A. C. Renton, Esq.
37. Corporation of Ber¬
wick
38. Lord Lesborn
39. Misses Askew
M. Fur.
- 1
- 2
31
H
1
4
5
01
n
1 -
- 6|
1 3
3 4*
6|
1
2 h
2j
41
n
M. Fur.
- H
2 3
4A
1 U
- 4l
1 -
3^
M. Fur.
3 7
1 6
Remarks.
in favour.
ditto,
unknown,
said to be against,
said by his agent to be favourable.
ditto,
against,
in favour,
ditto,
ditto,
ditto,
ditto,
unknown.
ditto, believed to be against,
ditto, believed to be in favour.
in favour.
ditto, if alternative Line adopted.
- - ditto, but the property was sold
within these two months, and the
new proprietor's views are not as¬
certained.
- - returned as unknown, but he
expressed himself in favour of a
Railway, without pledging himself
to the Line through his property.
- - in favour, but without adopting
the particular Line through her pro¬
perty at present.
- - in favour, but wishes a deviation
through his estate.
in favour.
unknown, believed in favour.
- - declines to declare until the
commissioners' Re-port is made ; be¬
lieved favourable.
in favour.
ditto,
neuter.
ditto,
abroad ; his
in favour,
ditto,
ditto,
ditto,
unknown,
in favour,
ditto,
ditto,
ditto,
unknown,
ditto.
trustees are in favour.
Edinburgh, 12 Sept. 1840.—I believe the above to be a correct return. At the same time, I cannot
give it so confidently as I could have wished, not having communicated personally with all the
parties. Chas. F. Davidson.
132. II. i 2
East Coast Line to
Edinburgh.
64 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Appendix (A.)
Statement of the Population within Ten Miles of the Line of the proposed Railway,
according to the Census of 1831.
Counties.
Parishes.
Total
Population.
Proportion
within
Ten Miles.
Total
within
Ten Miles.
see
Linlithgow-
T L A N D :
Queensferry -
Dalmeny -----
Kirkliston(so far as in this county)
Cramond (so far as in this county)
Total in
684
1,291
1,692
104
Linlithgows
the whole
99
yy
yy
hire -
684
1,291
1,692
104
3-7"1
Edinburgh -
Haddington
The population in
the two counties
is 431.
See Berwickshire.
Cramond (the part
burghshire) -
Kirkliston (the part
burghshire) -
Currie - - -
Ratho -
Corstorphine
Gleneorse - -
Lasswade -
Lihberton
Colinton -
Dalkeith -
Newbattle
Newton -
Cockpen -
Carrington
Duddingston
St. Cuthbert's -
Canongate
South Leith
North Leith
Jnveresk -
Cranstoun
Crighton
City of Edinburgh -
Borthwick
in Edin-1
- _ -I
in Edin-1
- -J
1,880
573
1,883
U313
1,461
652
4,252
4,063
2,232
5,58t>
1,882
2,274
2,025
561
3,862
7°,SS7
1°,175
18,439
7,416
8,961
1,030
1,325
55,232
l473
Aberlady - - - -
Athelstaneford -
North Berwick -
Bolton -
Dirleton - - - -
Dunbar -
Fala (part in this county, the
mainder in Edinburgh) -
Garvald -
Gladsmuir -
Haddington -
Humbie -
Innerwick -
Moreham- -
Oldhamstocks (so far as in
county) - - -
Qrmiston -
Pencaitland -
Prestonkirk -
Prestonpans -
Salton -
Spott -
Stenton -
Tranent -
Whitekirk and Tyningham
Yester, otherwise Gifford -
Whitlinghatn -
re-1
-J
thisj_
973
931
1,824
332
1,384
4,735
125
914
1,658
5,883
875
987
262
624
838
1,166
1,765
2 >3 ° 2
7S6
612
686
3,620
1,109
1,019
715
the whole
two-thirds
the whole
Jf
>)
))
?>
)>
yy
yy
Total in County of Edinburgh
the whole
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
yy
1,880
573
1,883
876
1,461
652
4,252
4,063
2.232
5,5s6
1,882
2,274
2,025
561
3,862
70,887
10,175
i8,439
7,416
8,961
1,030
1,325
55,232
u473
200,000
Total in County of Haddington -
973
93i
1,824
332
1,384
4,735
125
914
1,658
5,883
S75
987
262
624
838
1,166
1,765
2,322
7S6
012
686
3,620
1,109
1,019
30,i45
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
65
Counties.
Berwick
See Haddington¬
shire.
Parishes.
Colbranspath -
Coldinghani -
Eyemouth -
Ayton -
Mordington -
Foulden -
Hutton -
Ladykirk -
Whitsome -
Edrom -
Chirnside -
Buncle and Preston -
Dunse -
Abbey St. Bathans -
Oldhamstocks (so far as in this"!
county) -J
Fogo - -
Langton -
Poleworth -
Longformacus -
Swinton -
Total
Population.
U143
2,668
1,181
1,602
301
424
i,°99
485
664
i>435
1,248
748
3,469
122
96
433
443
288
425
971
Proportion
within
Ten Miles.
the whole
99
99
H
H
H
11
11
11
91
11
11
11
one-half
the whole
one-half
>1
threefourths
Total in the Countv of Berwick -
Total
within
Ten Miles.
ENGLAND:
132.—II.
Borough of Newcastle and Gates-
:}
head -
Gosforth -
Long Benton -
Wallsend -
Tynemouth
Earsdon
Cramlington (Chapelry)
New burn - - -
Ponteland
Heddon on the Wall -
Whalton -
Stannington -
Bedlington -
Horton (Chapelry) - - -
Mitford -----
Morpeth - - - - -
AVoodhorn -
Ulgliam (Chapelry) - - -
Bothal - - - - -
Hartburn, East and West, Alventon
township.
High and Low Angerton
township -
Hartburn - - - -
Longhorsley -
AViddrington (Chapelry) -
Felton - - - - -
AVarkworth - - - -
Shilbottle -
Framlington (Chapelry)
Part of Rothbury, Hesleyhurst
township.
The Lee township - -~i
Pauperhaugh ,, - -I
Healey - „ - -J
Eddlingham -
AVhittingham (Shawdon township)
70,168
3>546
6,613
5oio
24,778
6,460
93i
4,639
U797
774
936
1,021
2,120
2,423
7°!
4,797
1,416
359
G319
1,440
952
395
1,619
2,478
i,i95
737
2,869 |
568
i,79°
the whole
11
11
IT
11
11
If
11
11
11
fifth, or a
; littleabove
[one-half -
the whole
11
11
11
If
If
11
11
about -|th
the whole
11
11
if
about Tjth
part
the whole
(about 2*2d
p part -
1,143
2,668
1,181
1,602
301
424
1,099
485
664
U435
1,248
748
3,469
122
96
216
443
144
212
640
18,340
East Coast Line to
Edinburgh.
i 3
70,168
3,546
6,613
5,510
24,778
6,460
931
4,639
U797
774
548
1,021
2,120
2,423
701
4,797
1,416
359
1,319
248
952
395
1,619
2,478
i,i95
737
\ 250
568
I 80
r
(continued.)
ZS/b
East Coast Line to
C6 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Edinburgh.
Counties.
Parishes.
Alnwick -
Lesbury -----
Longhoughton - - - -
Howick -
Embleton -
Egglingham -
Wooler - - - - -
Chillingham - - - -
Ilderton - - - - -
Chatton - - - - -
Ellingham -
Bamburgh (with North Sunder-"!
land) -J
Belford -
Kyloe - - - - -
Holy Island - - - -
Lowick - - - - -
Doddington -
Ancroft -
Tweed mouth - - - -
Ford
Norham - - - - -
Bei wick-on-Tweed - - -
South Shields - - - -
The population of Sunderland,
Bishopwearmouth and Monk-
worth, which are stated to be
within 10 miles of the Line,
as the crow flies, is
N.B.—The distance is greater by
the road.
Abstract.
Scotland :
County of Linlithgow
„ Edinburgh
,, Haddington
„ Berwick
England, exclusive of Sunderland
Total
Population
6,788
976
690
208
1,929
1,633
1,926
477
602
1,632
1,125
3,949
2,030
927
836
1,864
9°3
U384
4,97i
2,110
3,744
8,920
28,478
3,77i
209,000
3§,i45
18,340
Proportion
within
Ten Miles.
the whole
267,256
226,544
Edinburgh, 12 September 1840.
493,800
Chas F. Davidson.
Total
within
Ten Miles.
6,788
976
6qo
208
U929
1,633
1,926
477
602
1,632
1,125
3,949
2,030
927
836
1,864
9°3
1,384
4,97!
2,110
3-744
8,920
28,478
226,544
42,078
Appendix (C.)
Number and Toxnage of Vessels trading Coastwise and Foreign, from 1835 inclusive to
5th September 1840.
Years.
Inwards Coasting.
Inwards Foreign.
Outwards Coasting.
Outwards Foreign.
Ships.
Tons.
Ships.
Tons.
Ships.
Tons.
Skips.
Tons.
1835
471
34,25-5
45
5,445
710
47,709
32
4,295
1836
465
28,595
64
7,394
744
41,257
36
4,231
1837
626
39,285
69
6,913
696
41,714
35
4,430
1838
578
43,294
69
7,755
704
47,826
50
6,557
1839
573
38,910
52
4,600
712
44,842
24
2,249
1840 to Sep. 5
370
23,635
52
4,836
430
26,569
19
1,841
The number of vessels belonging to the port, exclusive of steam-vessels - 57
Their tonnage - -- -- -- -- -- 4,960
Number of steam-vessels - - 4
Their tonnage - -- -- -- -- --676
Nttvt-R CP
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
67
Number and Tonnage of Vessels trading to the Port, but not belonging to it.
Years.
Inwards Coasting.
Inwards Foreign.
Outwards Coasting.
Outwards Foreign.,
Ships.
Tons.
Ships.
Tons.
Ships.
Tons.
Ships.
Tons.
1835
33
2,161
42
4,743
CD
5,190
26
2,973
1836
43
2,017
58
6,254
87
4,704
30
3,101
1837
178
13,744
64
5,759
175
14,175
26
2,972
1838
120
10,350
62
6,658
120
11,002
41
5,458
1839
80
2,878
48
4,021
89
3,7 70
19
1,516
1840 to Sep. 5
42
1,845
48
4,385
49
2,407
16
1,528
Custom-house, Berwick,"1
21 September 1840. J
(signed) Matt1" Patterson,
Deputy Clerk of the Bills of Entry.
East Coast Line to
Edinburgh.
The number of seamen employed in the shipping trade of Berwick during the last few years, the
average, 500 as nearly as can be ascertained. Charge, 2 I. 10 s.
Account of Fish shipped to London
from Berwick.
Salmon during the year 1830 -
• 3>655 boxes* of 1 cwt. each.
**
- „ 1831 ■
- 3*612
97
77
„ 1832 ■
- 3*329
79
77
- *, 1833 ■
- 4*697
77
77
- *, 1834 -
■ 3,517
77
77
- „ 1835 -
" 5*767
77
77
- ,* 1836 -
■ 3,324
77
»
- ,* 1837 -
■ 3,465
77
7>
- „ 3838 ■
" 3*971
79
77
1
1
00
co
lo
2,807
77
77
up to 22 Sept. 1840 •
- 3*088
97
Herrings, cods, and other white fishf during the year 1838 - 938 boxes of 1 cwt. each.
** ^39 " 3,337*
- up to 22 Sept. 1840 - 4,227
Shell-fish (lobsters, crabs, &c.) from 25 to 30 tons per week during the months of April,
May and June.
7>
77
79
97
The above account was extracted from the books of " The Berwick Shipping Company.
* The weight of these boxes is about 3 cwt. each, 2 cwt. of which is made up by the box and the
ice in which the fish are packed.
t There were no white fish shipped from Berwick prior to 1838.
•}
Berwick,
22 September 1840
R. $ J. C. Weddell.
132.—II.
Account
/JJL
68
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Account of the Quantity of Grain, Malt and Flour (the produce of the United Kingdom) shipped at the Port <
Berwick to other Ports of England and Scotland, during each of the Three Years ended 10th October.
Year ended
10th Oct.
Corn and Grain.
Meal and Flour.
Wheat.
Barley.
Oats.
Rye.
Pease and
Beans,
Malt.
Wheatmeal or
Flour.
Oatmeal.
Other Mea
Flour.
1836
Qrs.
34,123
Qrs.
56,143
Qrs.
28,359
Qrs.
1,418
Qrs.
4,833
Qrs.
1,799
Cwt.
52,916
Cwt.
10,819
Cwt.
50,130
1837
21,895
52,253
26,908
701
1,135
1,162
91,499
20,280
37,362
1838
8,009
31,696
14,835
298
754
660
63,633
14,081
31,447
Account of the Number and Tonnage of Vessels trading Coastwise and Foreign from 1826
to 1834, both inclusive.
Year ended 5th Jan.
1
J
Inwards
Coasting.
Inwards
Foreign.
Outwards
Coasting.
Outwards
Foreign.
Ships.
1826
27,190
4,895
39,545
-
505
1827
22,550
4,482
39,357
.
480
1828
23,868
3,104
42,455
.
471
1829
21,837
4,534
37,474
217
543
1830
24,34S„ .
.4,497. _
.. 45,703
700
487
1831
26,862
4,823
50,329 '
1,506
553
1832
27,250
6,729
52,005
2,719
544
1833
19,675
6,067
33,323
5,416
529
1834
20,107
8,601
34,671
6,044
597
Account of the Quantity of Timber, Deals and Battens, and Bones, imported into the Port
of Berwick during the Six Years ended the 5th July 1840.
Year ended
5th July
Deals and Deal
Ends.
Battens and
Batten Ends.
Timber.
Bones.
Hundreds.
Hundreds.
Loads.
Tons.
1835
49
122
1,569
2,030
1836
46
119
2,001
3,192
1837
65
189
1,799
4,561
1838
86
148
1,299
3.281
1839
85
186
2,184
3,415
1840
91
191
1,313
2,913
Custom-house, Berwick, ~)
22 September 1840. J
Further charge, 10 s.
(signed) Mattw Patterson,
Deputy Clerk of the Bills of Entry.
7
Statem ents
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 69
East Coast Line
Statements of Exports of Grain from Berwick-upon-Tweed from 1820 to 1839, the years '° Edinburgh.
commencing- on 1st September.
Years.
Wheat.
Barley.
Oats.
Rye.
Beans.
Peas.
—
Qrs.
Qrs.
Qrs.
Qrs.
Qrs.
Qrs.
Bags.
1820
27,729
6,867
28,062
58
999
25
36,019
1821
59,274
11,497
48,630
160
1,553
90
39,009
1822
64,866
4,215
34,624
270
1,803
475
31,564
1823
34,417
7,320
42,456
402
814
5
31,180
1824
58,729
31,082
45,887
391
1,645
48J
39,062
1825
32,976
33,040
27,644
1,118
1,182
208"
30,676
1826
34,219
22,890
9,268
434
533
327
28,257
1827
25,777
27,900
15,113
556
1,461
423
28,110
1828
19,175
42,647
45,012
1,099
934
438
29,021
1829
22,271
23,859
28,280
625
1,383
551
27,798
1830
16,396
32,699
32,947
329
2,199
234
25,160
1831
28,248
23,962
14,713
417
1,670
4
29,170
1832
20,486
32,101
22,978
587
2,862
404
29,544
1833
19,730
32,461
33,571
596
4,311
115
24,634
1834
21,103
43,059
37,895
970
4,780
639
21,340
1835
27,629
45,626
18,130
1,143
3,676
653
25,686
1836
19,458
40,309
17,237
753
1,356
145
22,569
1837
6,434
27,897
16,618
637
714
-
24,665
1838
4,088
19,118
9,816
254
759
304
25,644
1839
17,828
35,778
24,326
536
1,033
192
27,286
The ports whither shipped are Leith, Glasgow, Liverpool, London, Hull, and Newcastle.
The average freight per quarter is, to Leith 1 s. 6 d., Glasgow 2 s., Liverpool 2 s. 9 d., London
2s. 6d., Hull 1 s. 10 d., and Newcastle 1 s. 6 d.
No coals or other minerals have been shipped coastwise within the last few years.
Berwick 1 (signed) Tho. Thompson,_
01 c * k 'nun Collector ot Harbour Duties.
21 September 1840. J
18 September 1840.
The annual business of Robertson and Guthrie, iron founders, employed on an average
about 70 men and boys, during the three years prior to the dissolution of partnership on
31st August last year. The firm imported annually 750 tons pig iron, and purchased
100 tons of old iron, brought to the works from the surrounding country. The manufactured
goods amounted to 800 tons, of which were exported 500 tons, the remainder being for local
consumption. In addition to the above import of iron, the firm imported upwards of 200 tons
of coke and coal (exclusive of the coal procured from the neighbouring pits, about
200 tons), 150 tons of fire clay, bricks, bar iron, &c., and several hundred tons of moulding
sand.
The above particulars, without essential difference, will equally apply to the business
now done bv J. and A. Robertson &, Co., but it may be added that means are about being
adopted for extending the works.
Tweed Foundry, 18 September 1840.
Dear Sir,—I presume the annexed statement will be sufficient for the information
required. I am, &c.
(signed) Joseph Wilson.
Sir, Helen Iron Works, Berwick, 18 September 1S40.
In compliance with your request to furnish the Commissioners appointed by Govern¬
ment to survey the projected Lines of Railway between Edinburgh and Newcastle, with
a statement of the imports and exports of materials used and manufactured in these
works, and my other Iron Foundry in Tweedmouth, I have, on the other side, given you
the required information, which I trust may be found sufficiently explicit. As the
furnaces erected here have only been in effective operation for 12 months, their produce
of castings is likely to be gradually increased. Any further information relating to the
iron or other manufactures, &c. in this neighbourhood which is in my power to afford,
I shall have much pleasure in communicating to you.
I remain, &c.
Robert Weddell, Esq. (signed) Robert Guthrie.
Helen Iron Works and Berwick Foundry.
Annual Imports: Tons.
Pig and scrap iron ------- 2,050
Coal, coke, loam, &.c. ------ 1,750
132.—II.
k
3,800
Annual
///0
East Coast Line
to Edinburgh,
70 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Annual Exports : Tons.
Cast iron goods to London and the outports - - 1,780
Cast iron goods sent inland, and used in the neigh¬
bourhood - - - - - 230
Men and boys employed at both works
18 September 1840.
(signed)
Amended Statement of the Population within Ten Miles of the Great North British
Railway, according to the Census of 1831.
Counties.
Total
n 1 , •
Proportion
Total
Parishes.
within 10
within 10
Population.
Miles.
Miles.
seer
'LAND:
Linlithgow
Queensferry -
684
the whole
684
Dalmeuy - - - -
1,291
,»
1,291
Kirkliston (so far as in thiscounty)
1,692
7
§
1,481
Cramond - - ditto
104
the whole
104
Uphall
l>254
I
23
50
Abercom - - - -
1,013
X
I X
84
Total in Linlithgowshire
6,038
3,694
Edinburgh
\
Cramond (so far as in this county)
1,880
the whole
1,880
Kirkliston - - ditto
573
19
20
544
Currie -
1,883
7%
1,695
Rat ho - - - - -
i,3i3
19
2(J
1,247
Kirknewton -
1,445
J
289
Pennycuick -
2,255
1
2
1,127
Temple -
1,255
1
5
251
Fala (so far as in this county)
312
3
3
188
Corstorphine -
1,461
the whole
1,461
Glencorse -
652
99
652
Laswade -
4,252
3>
4,252
Libberton- -
4,063
33
4,063
Colinton -
2,232
5,586
99
2,232
Dalkeith -
33
5,586
Newbattle -
1,882
99
1,882
Newton -
2,274
3>
2,274
Cockpen -
2,025
»
2,025
Carrington -
561
)9
561
Duddingston -
3,862
99
3,862
St. Cutlibert's -
7°,8S7
33
70,887
Canongate -
10,175
33
io,i75
South Leith -
18,439
33
18,439
North Leith -
7,416
99
7,416
Inveresk -
8,961
33
8,961
Cranstoun -
1,030
99
1,030
Crighton -
1,325
9}
1,325
City of Edinburgh -
55,2 32,
3>
55,232
Borthwick -
1-473
24
23
1,414
Total in Edinburghshire
214,704
210,950
Haddington
Aberlady - - -
973
the whole
973
Athelstaneford ...
93i
33
93i
North Berwick -
' 1,824
33
1,824
Bolton -
332
99
332
Dirleton - - - - -
1,384
99
1,384
Dunbar - - - - -
4,735
99
4,735
Fala (so far as in this county)
125
99
125
Garvald (see Note*, next page) -
914
99
9H
Gladsmuir -
1,658
33
1,658
Haddington -
5,883
33
5,883
Humbie (see Note*, next page) -
875
33
875
Innerwick -
987
33
987
IAL
BETWEEN LONDON, EDINBURGH, GLASGOW, kc.
Counties.
Berwickshire -
Fife -
Parishes.
Moreham -
Oldhamstocks(sofarasin this coy.)
Ormiston -
Pencaitland -
Prestonkirk -
Prestonpans -
Salton - - -
Spott -
S ten ton -
Tranent -
Whitekirk and Tyningham
Whittingham (see Note*) -
Yester, otherwise GifFord -
Total in Haddingtonshire ■
Coldbranspath or Cockbumpath
Coldstream -
Coldingham - - - -
Cranshaws -
Eyemouth -
Avton -
Mordington - -
Foulden -
Hutton -
Ladykirk -
Whitesome - - -
Edrom -
Chirnside -
Buncle and Preston -
Dunse -
Abbey St. Bathans -
Oldhamstocks (so far as in this
county) -
Fogo - - -
Langton -
Polwarth -
Longformacus -
Swinton -
Total in Berwickshire
Aberdour
Burntisland
Kinghorn
Inverkeithing -
Dalgetty
Total in Fifeshire
Total
Population.
Abstract
Population in Linlithgowshire
Ditto -
Ditto -
Ditto - Berwickshire
Edinburghshire
Haddingtonshire
Total in Scotland south of the Forth,
„ Fifeshire
Total in Scotland, including Fife |
262
624
838
1,166
I*765
2,322
786
612
686
3,620
1,109
7J5
1,019
30,145
M43
2>897
2,668
136
1,181
1,602
301
424
1*099
485
664
M35
1,248
748
3.4^9
122
96
433
443
288
425
97i
22,278
i,75i
2,366
2,579
3,180
1,300
11,3 <
Proportion
within 10
Miles.
the whole
ti
it
H
ft
t>
ft
it
ft
ty
a
ti
the whole
I
10
the whole
1
3
the whole
a
a
it
it
i>
it
it
a
it
X
the whole
1
3
1
2
East Coast Line to
the whole
** Edinburgh
within 10 0
Miles.
262
624
838
1,166
i,765
2,322
786
612
686
3,620
1,109
7i5
1,019
36*145
1*143
280
2,668
45
1,181
1,602
301
424
1*099
485
664
1*435
1,248
748
3*40o
122
96
216
443
96
212
640
18,626
1,400
2,366
2,150
637
433
6,986
3,694
210,950
36,145
18,626
269,415
6,986
276,401
* Note.—A very small portion of Whittingham is beyond the 10 miles. There is little or 110
population however on that part. The same remark applies to Garvald and Humbie. But to counter¬
balance the population of these small portions, Mr. Grainger has not included in this Return that
portion of the small parish of Soutra which lies within 1 o miles of the Line, nor one or two corners
of parishes similarly situated in Berwickshire.
Edinburgh, 19th September 1840. Chas. F. Davidson.
132.—II.
K 2
//n.
72 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Line Statistical Observations 011 the Trade and Manufactures of the principal Towns
on the East Coast of Scotland, and on their Facilities for commercial Intercourse with
England.
A great extent of the commerce and manufactures of Scotland is distributed over that
part of the country situated on the north side of the Forth, and along the east coast as far as
the Pentland Frith. The circumstance which has mainly contributed to localise and extend
so much of the trade and shipping in this district is its favourable situation for commercial
intercourse with the north and east of Europe, and with the ports on the east coast of
England ; from this cause nearly the whole of the trade between Scotland and the Baltic
and the Low Countries is monopolized by the ports situated in the district referred to,
along with Leith and one or two other towns in the Frith of Forth. From the same
cause, a very great, if not by far the greatest, part of the extensive and growing trade
between England and Scotland is carried on through the medium of these ports.
Manufactures.—According to the Report of Mr. Stuart, one of the Inspectors of
Factories, the number of cotton, flax, woollen and silk factories in Scotland in 1838 was
510; these are principally distributed over the counties of Lanark, Renfrew, Forfar. Fife,
Perth and Aberdeen. Supposing a line drawn from a point equidistant from the eastern
and western extremities of the southern boundary of Scotland, and carried by Peebles,
Stirling, and thence northward in a straight direction, the country would be separated into
two divisions, an eastern and a western ; the number of factories and persons employed in
them, belonging to each of these divisions and to the counties intersected, will be as
follows :—
In the eastern division -
In the western division
In the midland counties of Stirling and Linlithgow
Total - - -
Number
Number of
of
Persons
Factories.
employed.
2 73
23,874
224
34,267
13
1,171
510
59,312
Of the 273 belonging to the eastern division, 229 are situated in counties on the north
side of the Frith of Forth, 34 in the counties of Roxburgh and Selkirk, and 10 in the
counties of Edinburgh and Berwick. The number of persons stated above includes none
of the handloom weavers. The manufactures on the east coast are chiefly flax and woollen,
a vast quantity of both of which is sent to London, Hull and other ports in England.
Commerce. The Foreign Trade.—The direct foreign trade of the ports on the
east coast is chiefly confined to what is carried 011 with the Baltic, Holland, Germany and
America. Leith has a more diversified trade, for besides an extensive commerce with the
countries now mentioned, it carries on a very considerable inteicourse with France, Spain
and Portugal, North America and the East and West Indies and New South Wales;
Dundee also now carries on a considerable trade with France. A pretty correct idea of
the relative extent of the foreign and colonial trade belonging to the east and west coasts
may be formed from the following account of the tonnage of foreign arrivals at seven of
the principal ports, in the year ending 5th January 1840, taken from a Return ordered by
the House of Commons :—
Leith- - -- -- -- -
Dundee - -- -- -- -
Aberdeen --------
Montrose - - - - I-
Gross tonnage of four ports on the east coast
Greenock --------
Glasgow -------
* Port Glasgow -------
Gross tonnage of three ports on the west coast
Total
Tons.
1 £>3,703
116,015
299,7'8
The
* Note.—In consequence of an omission to get Port Glasgow included in the Parliamentary
Return, the tonnage of arrivals for 1834, taken from the statistical account of Scotland, has been
inserted. Were the omission supplied, the comparison would be more in favour of the east coast,
because the trade of Port Glasgow is on the decline.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 73
The amounts of tonnage which entered the above-mentioned ports on the east and we& j?ast Coast Line to
coasts being 183,703 and 116,015 respectively, the difference in favour of the east coast is Edinburgh.
67,000 tons ; this difference would be increased were the comparison made to embrace the
smaller ports, which are more numerous on the east coast than on the west.
The foreign trade of the ports situated within the eastern division is increasing with
greater rapidity than the trade of the ports belonging to the western division. The fol¬
lowing is an account of the tonnage of vessels which entered the under-mentioned ports
during the last seven years from foreign ports :—
1833.
1834.
183 5.
1 8 30.
18 3 7.
18 38.
18 39.
Tons.
Tons.
Tons.
Tons.
Totis.
Tons.
Tons.
Leith -
47.263
51,302
45,522
53,851
59,933
60,859
86,854
Dundee -
48,413
47,795
57,592
76,462
40,034
62,952
56,145
Aberdeen -
17,735
17,378
19A59
19,306
22,374
20,475
24,495
Montrose ...
1 1,860
12,365
9,912
16,163
14,830
1-^
cn>
*0
CO
rs
16,209
Greenock -
70,306
73,129
72,450
67,257
66,054
67,995
61,459
Glasgow -
11,193
15,413
19,695
17,861
24,149
23,739
25,863
From this table, which embraces four ports 011 the east coast and only two on the west
coast (Port Glasgow being unavoidably excluded), the following results are deduced :—
Average
Average
Increase
of
of
of last Three Years
Ye 1833, 183-1
Years 1837, 1838
over
d 1835.
and 1839.
the first Three.
East coast -
1 28,764
161,249
25 per cent.
West coast -
*7,2,9 4
90,7 52
4
The state of the Customs revenue collected during the last seven j'ears exhibits the pro¬
gress made by the principal ports on the east and west coasts in a different light; the
duties collected at Glasgow, for instance, have increased from 166,000/. in 1833, to
468,000/. in 1839 ; while those collected at Greenock and Port Glasgow have fallen off
within the same period from 612,000 /. to 383,000 /. This remarkable difference in the pro¬
gression of the revenues of these ports is to be ascribed partly to the transference to
Glasgow of a considerable portion of the foreign trade of Port Glasgow and Greenock*
and partly and chiefly to a large proportion of duties 011 foreign produce landed at Port
Glasgow and Greenock, for merchants in Glasgow, which formerly used to be paid at the
port of discharge, being now paid at Glasgow. From the subjoined statement, it will be
seen that the duties collected at the ports 011 the east coast are regularly increasing in
amount.
An Account of Gross Receipts of Customs Duty collected at each of the under-mentioned Ports
during the Seven Years ending 5 January 1840.
PORTS.
1833.
1834.
1835.
1836.
1837.
1838.
1S39.
£.
£.
£.
£.
£.
£.
£.
Leith ...
398,910
386,905
489,851
5H,972
525,368
5H,970
573,685
Dundee ...
48,608
48,592
45,609
70,982
76,150
78,028
92,502
Aberdeen -
57,830
54,58i
53,835
58,673
65,293
66,251
71,831
Montrose -
6,406
7,369
6,827
24,575
33,217
32,005
33D35
Greenock -
450,425
482,138
448,661
374,467
380,703
417,672
315,084
Glasgow -
166,913
270,667
314,701
389,702
394D44
403,904
468,974
Port Glasgow
161,894
140,284
125,162
104,292
94,161
102,829
68,045
Note.—The amounts of revenue at Port Glasgow were taken partly from the statistical accounts
of Scotland, and partly from statements published in the newspapers.
The above Table, as will be seen immediately, gives results somewhat different from those
which were deduced from the Table of Shipping.
132—II.
East Coast Line to
Edinburgh.
74 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Average of Years
1833,1834 and 1835.
Average of Years
1837,1838 and 1839.
Increase of last
Three Years
over the first Three.
£.
£.
Four ports, East coast -
535U°7
719,8n
34 per cent.
Three ditto, West coast -
853,615
881,838
O
-J
--3
CO
Coasting Trade.—The coasting trade belonging to the ports on the East coast is of
great extent. The arrivals at Leith, Dundee and Aberdeen alone now amount to 1,140,000
tons annually, or to 810,000 tons, after deducting all steamers arriving from places within
a distance of 40 miles of the ports at which the account is taken. Comparing the latter
amount with the tonnage of arrivals in 1832, restricted in the same way, there is an
increase of 27 per cent, on the arrivals at the three ports. Taking Leith by itself", the
increase is 50 per cent.
The coasting trade of the ports on the East coast differs materially in its nature from
that of the ports on the West coast. At the former, there is a much greater amount of
tonnage employed in carrying goods, but the latter have a greater (amount) number of
steamers employed in the passenger traffic, principally between Glasgow and the several
ports on the Clyde. This circumstance renders it difficult to draw a comparison between
the progress made by the domestic trade of the eastern and western districts.
Facilities for Intercourse with England.—Almost the whole of the numerous
ports between the Moray Frith and the Frith of Forth have sailing vessels trading regu¬
larly to Newcastle, Hull and London. In addition to sailing vessels, Inverness, Aberdeen-
and Dundee have steamers in the London trade. The last two ports have also steamers
sailing to Hull, and it is believed to Newcastle also. The intercourse carried on by means
of the two classes of shipping, which already is very extensive, is annually increasing, and
is likely to continue doing so with the increasing prosperity of London, Newcastle, Hull and
the other commercial towns in England, with which the East coast of Scotland is so inti¬
mately connected.
Notwithstanding the means of intercourse with England which already exist, they are
not such .as the circumstances of the case demand. The number of steamers sailing to
London from Leith, Dundee and Aberdeen is the same now as it was several years ago,
although the business done at these places has greatly increased. Along the whole coast,
from Berwick to Caithness, there are only three steamers trading to Hull, and only one to
Newcastle.
The slow progress of steam navigation on the East coast, so evident from what has
been stated, is in a great measure to be ascribed to the want of public confidence in it as a
safe and regular means of conveyance for passengers. On the east coast, which is so
much exposed to the influence of severe easterly gales, sea-going steamers are far more
irregular in performing their voyages, and far more liable to detention, than the same class
of vessels on the West coast. In proof of this, the fact may be adduced, that there were
only two months last year, August and October, when navigation was uninterrupted by
the state of the weather. In every one of the remaining ten months there was a gale of
wind from the eastward, and sometimes two, followed often by the detention of some
hundred sailing vessels in the Forth, and not unfrequently of several of the larger class of
steamers. The following will, in some degree, show the liability of the trade to interrup¬
tion from the prevalence of unfavourable winds.
State of the Winds at Leith.
1838.
1839.
No. of Days.
No. of Days.
Points from North to East -
From East - -- _ - - - -
Points from East to South -
39
25
85
42
25
88
All others - -- -- -- -
149
216
155
210
365
365
The present year, it is believed, has been even more unfavourable as regards the prevalence
of easterly gales on the East coast, which continued nearly three months, and caused great
interruption to the communication with England, both by sailing and steam-vessels. The
distress among the pilots and seamen at Sunderland was so great, in consequence of the
frequent suspension of trade, that a public meeting of the inhabitants was held about the
end of March, and a subscription raised for the relief of the sufferers.
Upon
MP
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 75
Upon the West coast the passage has seldom been interrupted; and now that a Railway East Coast Line to
has been opened from Glasgow to Ardrossan, the communication with Lancashire has been Edinburgh,
rendered quite sufficient for the trade, both in passengers and goods. The general
length of the passage between Glasgow and Liverpool is from 18 to 22 hours, and from
Ardrossan to Liverpool from 14 to 15 hours; and as the time occupied in going by Railway
from Glasgow to Ardrossan is only two hours, the whole time occupied in the journey is
only about 16 or 17 hours.
These few facts show the great extent of the manufactures and trade of the East coast of
Scotland north of Edinburgh, while no such trade or manufactures exist on the West coast
north of Glasgow ; and in addition to the many other considerations which are before the
Commissioners, the consideration of them, and of the imperfect means of communication
now existing between that district and England, and the necessity for its being improved,
form very important elements in reporting upon the Line of Railway which is at present
most required between England and Scotland.
Chas. F. Davidson.
Remarks 011 the Herring and Cod and Ling Fisheries.
In 1838, 11,300 boats and 50,200 men were engaged in the herring and cod and ling
fisheries, besides 35,000 persons employed on shore in curing, drying and packing the
fish. For a considerable period before 1835, these fisheries made little progress, but since
that year a marked improvement has taken place. The quantity of white herrings cured
that year amounted to 555,559 barrels, being an increase of nearly 50,000 barrels over the
quantity cured in the preceding year. The quantity cured has increased since that time;
and the quantity sold fresh, of which no account is kept, is very great. The progress of
the cod and ling fisheries has been still greater, as appears from the following statement
of the number of fish purchased by the curers.
In 1835 ---------- 1,500,304
1836 - -- -- -- -- - 2,487,142
1837 - - 3,079,140
1838
Value of Fisheries.—The following estimate of the value of the Scotch fisheries was
made about the year 1814, and published under the head of " Results of the Inquiries
regarding the geographical, agricultural and political state of Scotland."
Salmon and Fresh water fisheries 150,000
White fishery ______ 400,000
Herring fishery ------ 500,000
Shell fishery ------- 50,000
Total - - £. 1,100,000
From there being no account kept of the quantity of fresh and smoked fish consumed,
it is difficult to form any thing like a correct estimate of the present value of these
fisheries. That, with the exception of the first, they have increased to a very great extent
is admitted on all hands, and is obvious from the fact that, in 1838, the quantity of white
herrings cured was about four times greater than the quantity cured at the period when
the above valuation was made.
Highly valuable as these fisheries already are, as a nursery for seamen, and a source of
employment for maritime industry, as well as for the means of subsistence, which they
supply to the mass of the population, they are capable of being much extended. Some
of the best informed and most successful of the curers affirm that, under judicious encou¬
ragement and by the opening up of improved communications with distant places, two or
three times the present amount of business would soon be, done ; an opinion strengthened
by the rapid multiplication of boats within the last few years, and by the regularly
increasing demand for fish in the English markets.
Distribution of Fishing Stations.—The Board of Commissioners appointed by
Government have officers at various stations superintending the curing of fish, with the
view of raising the character of the British fisheries at home and abroad. Each of these
stations or districts embrace a number of fishing towns, and the whole may be classed
under four general divisions, viz. (i.) stations on the west coast of Scotland, within the
counties of Argyle, Bute, Lanark, Renfrew, Ayr, Dumfries and Wigton, and including
Whitehaven in the county of Cumberland; (2.) stations on the east coast from Wick in
the county of Caithness, to North Sunderland in the county of Northumberland ; (3.) stations
in the Orkney and Shetland Islands; (4.) stations at Yarmouth, Liverpool and the Isle of
Man. The following is a statement of the quantity of white herrings cured within each
division in 1838 :
Barrels.
1. Stations on the West coast ------ 67,0695
2. Stations on the East coast ------- 402,064
3. Stations in the Orkney and Shetland Islands - 46,049
4. Stations at Yarmouth, Isle of Man, &c. - 4°)377i
Total - - 555-5591
132.—II.
From
76 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
East, Coast Line to
Edinburgh.
From this it appears that the east division is the most important, the quantity of herrings
cured in it being more than six times the quantity cured within the next highest divisions.
Of cod, ling and hake, there is even a much smaller proportion purchased by the curers
on the West coast, than there is of herrings cured ; but the principal stations for cod and
ling are in the Orkney and Shetland Islands; those on the East coast ranking next.
Dunbar was formerly the chief rendezvous of the Scotch and Dutch vessels engaged in
the herring fishery. More recently, Wick, Helmsdale, Fraserburgh and Peterhead, became
the principal stations, and were resorted to by vessels from England, France and Holland.
Thither also the boats belonging to the numerous fishing towns in the Frith of Forth
proceeded. For many years, few of the fishermen belonging to the Frith could be
induced to go to the southern stations, but the remarkably steady and successful fishings
at Dunbar, Eyemouth and Berwick, for several years past, together with a deficiency of
fish at Wick, has created so strong a reaction in their favour, that several hundred boats,
which in former years went north, have this year engaged to prosecute the fishing in the
south. There is thus no small degree of probability, that Dunbar will regain much of
the importance which formerly belonged to it as the chief seat of the herring fishery;
a distinction which it long enjoyed, on account of the abundance and superior quality of
its fish, as well as on account of the fishing grounds being sheltered from the south and
south-east winds, to which the northern stations are exposed.
Obstaci.es to the Improvement of the Southern Stations.—The want of
regular and expeditious conveyances to distant markets from Dunbar, Eyemouth and
Berwick, where white fish of all kinds are most abundant, has operated injuriously against
the prosperity of these places, and greatly limited the amount of business done at them.
The prices, in consequence, are incredibly low, as will appear from the following state¬
ment, and would be quite inadequate to afford remuneration to the fishermen were it not
for the immense quantities of fish taken.
Prices 10 Curers throughout the Year.
TOWNS.
Full-sized Haddocks
Full-sized Cod
per Score.
per Score.
Berwick -------
lot/, to 1/
7/ to 8/
C'oldingham ------
tod. to 1/
10/
Eyemouth ------
1/
10/
Cove (near Dunbar) - - - - -
U
The cod purchased at the above rates are the same in size and quality as those sold in
the London markets at sums varying from 45. to 18s. each on a moderate calculation,
founded on a comparison of juices; the value of white fish at these towns is only about
one-twelfth of what they bring in the London markets.
The greater part of the cod and haddocks taken between Dunbar and Holy Island is cured
and sent to London, Hull, Liverpool, Newcastle and Glasgow. Occasionally fresh fish
packed in ice are forwarded to Dublin, Liverpool and London. Fresh fish in considerable
quantities are sent from Dunbar and Eyemouth to Glasgow in boats direct, and by carts to
the Union Canal boats at Edinburgh, which forward them to Port Dundas. Both convey¬
ances are slow, the delivery never being effected sooner than the third day, and sometimes
not before the article has been rendered unfit for use. From the impossibility of carrying
fresh fish from Eyemouth to Glasgow in good condition after the warm weather has set in,
the supply from that quarter ceases about the 1st of May, which is the commencement of the
season zchen they are most abundant and in the highest perfection. It is owing to the insuffi¬
ciency of the means of conveyance between the shores of Berwickshire and East Lothian
and the West of Scotland that an article of food, which from its inexhaustible supplies is
procured at the former at the cheapest rate, is delivered in Glasgow in an unfavourable
condition, and frequently at a price which places it beyond the reach of the great body of
the inhabitants. The fishings on the West coast are comparatively small, and are quite
inadequate to the supply required; the fish are of inferior quality to those on the East coast.
Of the herrings taken at Dunbar, Berwick, Eyemouth, &c., a very large proportion is
either cured (reddened) for the English markets, or sent in a fresh state to Edinburgh and
Glasgow and the intervening towns. For the sake of despatch, a considerable quantity,
slightly dried, is also sent in boxes to Edinburgh and other places to the westward. Fresh
herrings are much injured by being conveyed in common carts during the heat of the day.
To lessen as much as possible the injury sustained in this way, many of the carriers last
season adopted the plan of starting from Dunbar in the evening, so as to arrive in Edinburgh
early in the second morning after the fish had been landed. This plan cannot be adopted
when tlte herrings require to be brought from towns at a greater distance, such as Eyemouth
and North Sunderland.
These remarks apply to the summer fishing, which generally continues from the middle
of July to the end of August or beginning of September. In winter, however, there is a
fishing in the Frith of Forth, and which continues from January to March. Large quan¬
tities of herrings are then dried and sent to London along with some in ice, the only way
in which fresh Herrings can at present be carried in good condition. Herrings have also
been carted from Eyemouth to Dumfries and Carlisle; but in consequence of the heavy
carriage to places so remote, a preference is given to markets nearer at hand.
Owing
M7
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 77
Owing to there being few steamers from Berwick to London, the curers at Eyemouth East Coast Line
are often under the necessity of sending considerable quantities of dried herrings for ship- to Edinburgh,
ment on board the steamers at Leith, of which four sail every week for London. For the
same reason dried herrings were sent last season from Eyemouth to London by way of
Newcastle. The extra carriage thus incurred is often very high, and the delay consider¬
able; but the former is readily paid for the sake of getting the fish to market as early as
possible.
Notwithstanding the disadvantage referred to, there is not on the whole coast from
Fisherrow to Holy Island a single fishing town that is not participating in the benefits
arising from the improved state of the Scotch' fisheries. The inhabitants of many of the
fishing towns within these limits are increasing in about the same rates as the population
of some manufacturing places; while the constantly increasing demand for the produce of
their industry is every day extending the sphere of their operations, and affording employ¬
ment to many of the poor inhabitants of neighbouring towns.
The following are a few of the rates of carriage:
Statement of the Comparative Cost of Carriage of Fresh Fish between Eyemouth
and Dunbar, and Edinburgh and Glasgow, by the existing Conveyances, and by
Railway.
PLACES.
Distance in
Mites.
Rates per Ton
by regular
Carriers
to Edinburgh,
and Canal
to Glasgow.
Rates by hired
Carts to
Edinburgh,
and Canal to
Glasgow.
Cost
by Railway,
at 3 d. per Ton
per .Mile.
Cost
by Railway,
at 6 d. per Ton
per Mile.
From Eyemouth to Edinburgh -
50
50/
40/
12/6
25/
Ditto to Glasgow
97
75/
65/
- - hired carts
24/3
48/6
Dunbar to Edinburgh
28
30/
are seldom sent
from Dunbar,
7/
14/
Ditto to Glasgow
75
«
55/
and there is no
fixed rate of
hire.
18/9
37/6
The rates for dried fish are about 2s. per ton higher than those in the above table. The
time occupied in carting fish from Eyemouth to Edinburgh is upwards of a day, and from
Edinburgh to Glasgow, by canal, occupies about 14 hours. The time occupied in going
by sea, and through the Union Canal, varies from two to five days. In consequence of
this deiay the fish is always deteriorated, and sometimes almost.completely destroyed. To
compensate for this, the dealers are obliged to charge higher prices; and the difference of
price between fish in Edinburgh and Glasgow is very great. In Edinburgh, fresh haddocks
are sold at about Id. per pound. In Glasgow, they are generally sold at 3d. per pound.
The time occupied by Railway would be only a few hours; so that all loss by the de¬
terioration of the fish would be saved, over and above the saving on the mere carriage.
Ckas. F. Davidson.
The Committee appointed by the Lords of the Treasury feel it to be due to Mr.
Davidson to bear testimony to the readiness and diligence he evinced in affording them
every information he was called upon to supply, and the accuracy of which they have no
reason to doubt.
Morpeth deviated Line.
Report upon a direct Railway Communication between Newcastle-upon-Tyne and
Edinburgh, with Estimates, &c. for the first 32 miles.
I shall briefly give a sketch of the various modes which have been suggested to con¬
nect Newcastle and the North of England generally by a Railway communication with
Edinburgh, Glasgow and the rest of Scotland, some of which schemes set out from
Newcastle, and travel due west upwards of 20 miles, whilst others think that the same end
will be attained better by proceeding to the East ; beginning with the extreme Western,
and describing them in order, we have, in the first place, the Newcastle and Carlisle Rail¬
way to Hexham ; then by a proposed new Line or track, up the Valley of North Tvne and
Reedwater, over and through the Carter and so on, curving and threading the valleys and
over fells, until it arrives at Edinburgh and Glasgow. The difficulties of this Line have
been ably exposed by many writers, particularly by Mr. George Stephenson, the engineer,
Mr. Joshua Richardson, Mr. Matthias Dunn, 8tc. &c.; and now Mr. J. Blackmore, the
resident engineer of the Newcastle and Carlisle Line, has, I understand, undertaken to
point out and explain the very many engineering difficulties of this Line ; and really this
will be no very easy task, when we consider the ruggedness of the country, the trap-rock
and whinstone fells and mountain torrents; to say nothing of the scanty population
inhabiting these moorlands and solitudes, the sterility of the soil, and the difficulty of
approaching with carriage the bottom of one valley from another. This part of Northum¬
berland contains only a few inhabitants scattered along the borders of the rivers; and a
late Map of Northumberland, published by high authority (Kitchen's), describes the parts
extending towards the West as desert, and uninhabited parts and wastes, bogs and swamps.
132.—ii. l The
Mr. Bowman's
Report on the
Morpeth deviated
Line.
Reedwater Valley
Line.
Carter Fell.
Northumberland
Wastes.
/// 3
Deviated Line by
Morpeth.
Stamfordhnm and
Ponteland Route.
Direct, but bad
Rot.hbury Crags
Line.
Author unknown.
Rennie's Line.
By Morpeth and
Wooler.
Rennie's Line.
Wansbech, at Morpeth.
I1"
**- —A
Longhorsley Moor.
Levels of turnpike
road, by T. Telford,
C.E.
A near route, but
hilly.
78 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
The more valuable parts of the Vale of the Tvne being already accommodated by the
Newcastle and Carlisle Railway, little more seems to be required in this direction.
A modification of the above Line has been proposed by some; this was to pass from.
Newcastle by Ponteland, over the Ottercap Heights, which separate the valley of the
Reed from the basins of the Blyth and Wansbeck, then passing up Reedwater, and so on
to Edinburgh by the same Line as the first-mentioned, with the exception of the first 30
miles from Newcastle. This Line would, on the first part of its course, accommodate
a more furnished country, but it would be an expensive Line over the Heights, and the
gradients would be bad ; it would then pass through the same solitudes as before mentioned ;
this would be, as regards distance, a more direct route : then of this the best has been said.
The Line next in order is one proceeding from Newcastle, by Ponteland, by Roth bury,
Wooler, 8tc. to Edinburgh. All that need be said of this Line is, that the person who pro¬
posed such a Line must have known little of levels
and the capabilities of a locomotive engine. This
Line is mentioned in Mr. George Stephenson's Re¬
port.
The Line next in order is Mr. Rennie's Line, who
proceeds from Newcastle to Morpeth by way of
Blagdon, Clifton, &c.; and as far as Morpeth it is
nearer mj' own Line than any other ; but at Morpeth,
instead of keeping the level country, it grasses by
Longhorsley, Longframlington, over Rimside Moor,
by a dingle east of the new turnpike road, turning
round by Whittingham, crossing the moor to the
Powburn-gate, and so down the valley of the Till,
which will give a very good run to the Tweed. This
route to Edinburgh is recommended by many as eligi¬
ble in point of country, as not being so near the sea,
as affording a short and direct communication with
Edinburgh, through a well-furnished, cultivated,
wealthy and populous country, with great capabilities
for branches both to the East and to the West; ad¬
vantages which are not attainable in a valley like
Reedwater, and only on one side in the case of a sea¬
side Line. This being the case, this Line requires a
little more consideration; for the reason assigned for
Mr. Rennie giving this Line up, is not that it is a bad
Line, but that having failed upon the Brighton Line,
this was given up also. This, though the opinion of
the people of this part, is not my opinion ; and a little
consideration ma}' tend to show that Mr. Rennie
might have other reasons, which a few facts may
unfold.
Supposing, then, by Mr. Rennie's Line we have
arrived at the west side of Morpeth, at an elevation
of 170 feet above the sea, or too feet above the river;
then proceeding along the Line as near as possible
we have Longhorsley Moor 4 $ miles from Mor¬
peth, 461 feet above the sea; Linden Hill 461 feet
above the sea, at 7J miles distance in all; Weldon
Bridge at the 9^ miles is 149 feet; the Coquet River
then may be 24 feet less, or 125 feet; and Rimside
Moor, five miles more, is 816 feet; and Glanton
Hill, near the 21st mile from Morpeth, is 518 feet:
these are the levels of the turnpike road from Mor¬
peth to Edinburgh, according to the Post-office sur¬
vey made by the late Mr. Telford. There has been
a piece of new turnpike over Rimside Moor to
Glanton, &c., which may be a little lower in summit
elevation than 816 feet and 518; but even 600 feet
for Rimside Moor, if it could be attained by curves,
cuttings and bankings, would leave a very great
height to be surmounted in so short a distance from
the Coquet. The annexed sketch may give some
idea of the gradients that may be expected on this
Line, supposing pretty liberal cuts and embank¬
ments; also supposing it were possible to make the
long inclines here shown. It must be admitted that
summits, something less than those here shown, could be gained by curving the Line in
all directions, but not to the amount to materially alter the general conclusion which must
be arrived at, that this Line must not be expected to be got over, even in its first stage, at
gradients much under 50 feet per mile.
The above sketch is intended to represent a section of the first 21 miles north of Mor-
,peth, and it may assist to explain the reason why Mr. Rennie laid this Line down for the
present. A Line of Railway to Edinburgh in this direction, although it might be a dozen
miles
\%
5
\
Linden Hill.
Os
//& **
* Coquet, at Weldon Bridge.
I ^ Rimside
1 f^Moor.
Vale of Aln, at
Whittingham.
Glanton HiU.
. /49
BETWEEN LONDON, EDINBURGH, GLASGOW, See.
79
i
V
Vai.iltch, at Morpeth.
\
Hebron.
Tries?& Bridge,
Barsdon.
/A
Coquet, at
Beit on Bridge.
Direct Line by
Morpeth, Less-
bury, &c.
Reedwater Line
subject to severe
winters.
miles shorter in actual distance than a Line further east, yet the speed lost in ascending Deviated Line by
the steep gradients will more than counterbalance the mileage; also, from the greater Morpeth,
expense of construction from its deep cuttings and embankments, from its .curves,
from its not passing through so populous a district, Will make a good
though it be a very desirable object, yet, for the1 pre- branch Line after-
sent time, as the country cannot deem it profitable war<L.
to make two Railways so near each other, must give
place or precedence to a Line further east, where the
ridges are sufficiently depressed as to admit of a Railway
being constructed without that expense incurred in con¬
struction from heavy cuttings and embankments, without
the immense loss of mechanical power and of speed from
the severe gradients; a Line also which passes by or near-
all the great towns and densest populated and most fertile
districts, entirely at present destitute of Railway accom¬
modation ; (whilst, on the other hand, that part of North¬
umberland, including Hexham, which could possibly ad¬
vance any claim on these heads, is already accommodated
by the Newcastle and Carlisle Railway winding through
it.) This Line, then, which may not be improperly called
the direct Line, will be sufficiently distant from the sea,
so as not to be annoyed by the landing and shot from any
hostile vessels, and in some other respects partake of the
dangers of sea travelling in time of war. The dampness
JllM/f'S from the vicinity of the Great Water will not affect the
speed of the engines; neither will the sand drifts and
spray from the ocean in time of storms annoy the passen¬
gers, and yet it will be sufficiently near the coast to be
useful in the conveyance of troops to any threatened
point of attack. In winter the snow and ice will not form
an impediment, as may be expected in the moorland re¬
gions of North Tvne and Reedwater, where the cold is
more intense. It will pass through a country well fur¬
nished with timber, and otherwise pleasant to look upon ;
whilst, on the other hand, passing through the moorlands
or along the sea-shore, except in the height of summer,
the country looks desolate, bleak and bare, and uninviting
to the traveller. As many of the advantages of this Line
were mentioned in a former report, it is perhaps unneces¬
sary to repeat them here. This Line passes by Morpeth ;
passes midway between Felton and Warkworth; it ap¬
proaches within three miles of the town of Alnwick, and
is within 2^ miles of Alnmouth, passing by the west side
of Lessbury; to have approached near.er to Felton and
the important town of Alnwick would have incurred, at
least, a twofold outlay of money compared with my pro¬
posed Line; while at the same time the gradients would
not have been so favourable by much, even supposing
that the Duke of Northumberland would not have been
unfavourable to a deep cutting through his domains and
parks, with a high embankment and viaduct over the Aln v
at no great distance from his castle. Then there is some
reason to suppose that a Railway in this direction would
be objectionable both on account of its expense and for
other reasons. But as a sketch will tend better to eluci¬
date the subject than mere description, 1 shall endeavoui
to make one, beginning at the River Wausbeck on th6
East side of Morpeth, and proceeding nearly in a straight
direction to Alnwick; the portion between Newcastle and
Morpeth being the same, or nearly so, for ali the Lines.
The levels, as before, are extracted from the Post-office surveys by Telford ; the section
is upon the same scale asbefore ; and from these data, after making proper allowances for low
grounds and making circuits, we might yet be obliged to do with gradients of from 30 to
50 feet per mile upon this Line. A band of whinstone or trap rock, I have reason to suppose,
traverses the country in the direction of the Heifer Law and Ratcheugh, but which is much Ratcheugh Crags,
depressed at the point my Line passes over it. After, then, this Line by Alnwick had gained
the Heifer Law summit, it would keep the high ground for a few miles, then traverse a more
tel..
Swarland,
or Acton.
Shilbottle
Moor.
J*
Cavledge Strum.
Ainwich
Aln Sivei.
Direct Line by
Morpeth passes
near Alnwick.
Reasons why it
does not go
through Alnwick.
level country by the Charltons and near Belford, and finally merge into my Line; this part
of the Line being so favourable as to need no description, there being no rivers to cross
between the Aln and the Tweed, a distance of near 30 miles, is a circumstance favourable to
all the Lines by Alnwick and east of it. Having thus taken a glance at a Line of Railway
in this direction, and having, for the reasons above stated, not adopted it, it remains for me
to notice a little more the Line which, for brevity, I have pleased to call my own, or the direct
Line. After proceeding from Newcastle to Morpeth in a straight line, and having actually
got out of Morpeth with an easy locomotive inclination, the next great object in view being
to approach the important town of Alnwick as near as possible. The ridge of country lying
132.—II. l 2 between
Country between
Holy Island and
Alnwick.
Direct Line by
Morpeth passes as
close by Alnwick
as ground, Ac. will
admit.
/ft
80 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Deviated Line by
Morpeth,
Direct Line by
Morpeth.
Reasons why it
should be adopted.
The Northumber¬
land Railway, by
M. Dunn.
Abandoned by the
projectors and the
public.
Projectors take
offence at Mor¬
peth, &c.
Direct Line by
Morpeth first
suggested.
Mr. Stephenson's
Sea-coast Line.
Mr. Stephenson
approves of his
own Line.
Mr. Stephenson
cuts through Gos-
forth Park, right
and left.
Cuts through
Howick grounds.
between the Coquet and the Aln from Shilbottie Moor to the sea not being sufficiently
depressed until it arrives at the east edge of High Buston, and on the North side of the Aln
the Heifer Law ridge not presenting a favourable opening until it arrives at the hollow
separating Ratcheugh from Longhoughton, these are the points then where this, the direct
Line, makes the nearest approach to Alnwick ; the distance being about three miles from
this point of approach, a branch may be made to Alnwick, or if objected to, it will be only a
convenient omnibus distance. This Line, then, combining the advantage of being a Railway
of the first class as to gradients, of not interfering with parks or pleasure grounds, of accom¬
modating the large towns and most fertile and populous country, cannot possibly, in a
rational point of view, meet with opposition from the great landholders; in a moral
point of view, it will derange the present order of things as little as possible; it will keep the
stream of passenger and other traffic, Sic. Sic., in the same or near the same direction as it
at present exists; it will be productive of much good, and cause an increase rather than a
depreciation of property; from its mean elevation it will afford excellent facilities for
branches in all directions, passing through the most valuable part of this sideof the island,
for the Eastern portion of Northumberland, extending in length near 63 miles, and includ¬
ing a breadth of 20 miles from the sea, being by far the most valuable portion of the country ;
the parts west of this, with the exception of the vales, which are generally narrow, except¬
ing the Coquet and some others, consist of moorlands and bogs, being rather of the cha¬
racter of high table land, varying in elevation from 800 to 2,680 feet above the level of the
sea; the average value of which may be about 2s. per acre; whereas the value of the
land, taken upon an aveiage, through which my Line passes, is in my estimate 40s.
per acre, and does not go through the most fertile parts, which lie both to the East and
West of my Line. The same observations will apply to the remainder of the route to
Edinburgh.
The advantages of a Railway communication between Newcastle and Morpeth
have long been subjects of remark: Newcastle being the Queen of the North, a
central point, not only for Northumberland, but a place of meeting or half-way house
for the produce of the North and the buyer of the South. In the year 1835 the
advantages of a Railway communication between Newcastle and Morpeth were set
forth in a pamphlet by Matthias Dunn, of Newcastle-upon-Tyne, colliery viewer and
engineer, and signed also by Robert Hawthorn, the builder of locomotives and other-
engines, containing a prospectus of a Railway from Newcastle to Morpeth, to be called
"The Northumberland Railway;" it was ultimately intended to form the first portion of
the great chain of communication with Edinburgh. The route of this Line was circuitous,
o _ O _ *
first winding amongst collieries to the North-east, and afterwards taking a North-westerly
direction towards Morpeth, where it was to terminate for the present; this, from its
windings and other features, being considered as little better than a mere waggon-way from
pit to pit, got into disrepute with the people, and was finally abandoned by the projectors
themselves. About lS months after this, the same Mr. M. Dunn and Mr. R. Hawthorn,
taking into partnership Mr. J. Dobson, the architect, concocted a plan for a Railway from
Newcastle to Edinburgh. By this plan Morpeth, so highly esteemed in their former
scheme, was entirely avoided; it was then when I was first employed to show them how it
could be included with advantage and no detriment. My suggestions then were much the
same as now, as the Line which is called my Line. It was understood that they adopted
my suggestions. Perhaps from other connexions, or other reasons, it has long been under¬
stood that these parties have given up their Line.
Mr. Geo. Stephenson, the engineer, next takes a survey of the whole district, extending
from the valley of the Tvne to the North Sea. He settles the pretensions of the people of
Reedvvater and Jedburgh in a masterly manner; settles the ideal Line over Rothbury Crags
by a stroke ; the ground at Shotton or Downhill seems not to be approved of. The difficulty
of bringing a Railway to, and the utter impossibility of running a Railway beyond, Mor¬
peth, supposing it were possible to accommodate a town so disadvantageous^ situated, by
bringing a Railway to it, is mentioned in his Report. The utter fallacy of these supposi¬
tions has, I think, been satisfactorily established by my subsequent levels. Having thus
despatched all competitors, he then proceeds to describe a Line, or rather three Lines, all
meeting at Bedlington Iron Works. The most easterly of which, after departing from the
north end of Newcastle, passes by Gosfortb ; then turning near due east, passes by the
east side of the village of Backworth ; then curves at nearly a right angle to the north to
Bedlington. The other two Lines cut through Mr. Brandling's park at Gosforth; that 011
the west of the mansion must be inconveniently near, and therefore highly objectionable
to the spirited owner of these demesnes. These three Lines all meeting at Bedlington
Iron Works, the Line then makes for the sea at Alnmouth, at Boulmer, at Warren Flatts
or Sands, &c., some of which points are actually undergoing the gradual, though slow,
process of being carried away by the resistless action of the ocean wave. This Line
being so near the shore should at all events have favourable gradients, this being its chief
recommendation; but then Morpeth, Felton, Alnwick, 81c. are entirely thrown out of the
way; a Branch to Morpeth has certainly been recommended, with rising gradients of
20 feet per mile; but the route by this means to Newcastle from Morpeth being so much
down and up hill, and so very circuitous, that the only useful effect such a Railway would
have, supposing it ever to be made, would be to destroy, by competition, some of the
numerous coaches travelling the turnpike road between these towns, without being able to
accommodate the public, either by a less cost of time or money; it being a one-sided
road, &c., and having to compete with water-carriage, has been so often repeated, that it
would be a useless waste of time to say any more upon that head. What small utility this
Line
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 81
Line may be of, besides what has already been mentioned, will no doubt be found in Deviated Line by
Mr. Stephenson's Report; therefore I shall consider this part of the subject satisfied for Morpeth,
the present.
Having now given a brief sketch of all the competing and defunct Lines, and also of
some otherwise mentioned, I now revert with satisfaction to that part of my Line which
may properly be called the main trunk,—I mean the part between Newcastle and Morpeth. Main trunk.
The importance of a Railway between these points having been so warmly advocated by
Mr. Matthew Dunn, &c., the importance of this point seems incontestable. This part, then,
is, according to my plan, a perfect straight line ; and according to the section, the gradients A straight line
are such as to be equivalent to level. This part, then, from its direction and expedition, and equal to level,
will form the main channel of communication to the south for an immense district lying
to the north-east and west; it will be a great accommodation to those attending the great
weekly corn and cattle markets of Newcastle and Morpeth. Now though the advocates
of the sea-coast Line may claim by the law of ic miles distance the population of the
towns of Newcastle, Morpeth, Felton and Alnwick, yet from the present turnpike road
being so direct, only a small proportion of the population of these towns will avail them¬
selves of the circuitous sea-coast Line; undoubtedly all things tend to point out the direct
Line as the proper Line to be adopted, provided that the difficulties are not insurmountable;
and that they are not insurmountable, but only of the ordinary character, even upon the
worst part of tbis Line, will be proved by the estimates. The sea Line may probably boast
of a few hundred, or even thousand, cubical yards, less of embankment, but then it must be
recollected that arching will be substituted, as cheaper, for a very large proportion of it
in the centres of the principal embankments; and what avails the few thousand additional
yards of cutting, if such there be, compared with the increased distance of Railway, the
extra expense of land, rails, blocks, chairs, &c. See., of locomotives, of fences against the
ocean itself, the loss of passengers' time; but what is of more consequence than all these,
the loss of trade in the items of passengers and merchandize. Numerous collieries also
are springing up daily on each side of the direct Line ; indeed, in the course of time the
coal-field will be wrought out in the direction of the sea Line; whereas the western part
of the coal-field is comparatively unwrought; the population of many of the villages
depends almost entirely upon tiie duration of the working of the collieries in the neigh¬
bourhood. When the collieries cease working, the village will become abandoned, or
nearly so,—the stream of population following the course of the work. From time to
time the collieries along the lower course of the Tyne and sea-coast have been wrought
out, or are being so, at all events; and new collieries and new villages are and will spring-
up further inland, and the old ones be abandoned. These circumstances will operate
strongly in favour of the direct Line, and unfavourable for the sea-coast Line (in the long
run). Again, the towns of Morpeth, Felton, Alnwick, &c. are not dependent upon the
working of the collieries, and not subject to such ephemeral migrations as these; these
towns have in themselves the elements of stability, convenient situations for traffic, Sec.,
in the midst of a pleasant, wealthy, fertile, agricultural district, well watered by rivers,
with falls suitable for driving machinery; abounding also with coal for steam purposes;
and I cannot avoid coming to the conclusion, that the day is not far distant when the
banks and vales of the Blyth, the Wansbeck and the Coquet will be the seat of numerous
manufactories. Wool grows on the neighbouring high grounds ; ironstone accompanies
the coal formation ; even lead has been found in the neighbourhood of Rothbury. Cotton
may be imported to Newcastle ; and this district, united with Newcastle by an easy com¬
munication, may partake of the manufacturing industry and commercial spirit of its
inhabitants. The whole thing needs only a beginning; one manufactory supports another,
and singly they can do little; and though some insignificant manufactories established in
the country, inaccessible from want of cheap communication, and consequently without
a market, have proved something like failures, yet upon a large scale, and with the support
which a large body of manufacturing population will give one to another, different results
may be expected. The establishment of cotton manufactories at Newcastle, and of woollen
at Morpeth, have long been contemplated. This district, then, only awaits the revival of
commercial enterprise from its present depression, and the important decision as to the
direct Line of Railway, which will determine whether the banks and vales of the Blyth,
the Wansbeck and the Coquet, shall become the seat of numerous and flourishing manu¬
factories, and other means of commercial greatness, and thus contribute largely to the
exchequer of the nation, or be doomed to the same neglect for the next 100 years, which
has already characterized this important district. But I must leave this subject at present,
and proceed to slate the sort of traffic which may be expected under present circum¬
stances.
The direct Line passing near the extensive lime-works of Newton-on-the-Moor, lime¬
stone for building and agricultural purposes will form an important article of carriage.
The carriage of passengers, and of the numerous class of people attending the great weekly
markets, both from the north and from the south ; the carriage of cattle, sheep, pigs, corn,
flour, malt, hay, potatoes, vegetables, fish, to and from the different markets; of ship-
timber, pine-timber, prop-wood, corf-rods, bark; of building stone, limestone, wlunstone
for roads, slates and coals ; bark, iron, groceries and other merchandize; and on the esta¬
blishment of cotton, woollen, iron, lead, fire-brick and earthenware manufactories, the raw
produce and manufactured goods may also be expected to become important articles of
transit.
132- D- L 3 Before
/sz
82 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Deviated Line by Before proceeding with the estimates, a few words must be said with respect to the
Morpeth. rivers, and the proposed junction of this Line to the northward, &.c. The principal river on
the Line is the Coquet; it is between 30 and 40 yards wide ; the foundations generally are
the freestone rock at the surface. The same may be said of the Wansbeck, which may
average 22 yards in width ; the Blyth and the Aln are also upon the freestone or sandstone
rock, either immediately at the surface or at no great depth; these rivers are small, and 20
yards is more than their average breadth; none of the remainder exceed 10 feet across.
Beyond the Aln, all the way to Berwick, a distance of near 30 miles, there is no stream of
any importance, and those small streams are reduced to mere ditches by keeping two or
three miles from the-sea ; whereas at the sea-side the}7 sometimes form wide estuaries.
This country being very level, and having no rivers to cross, the expense of forming a Line
in this direction will be less than the average of the first 32 miles, with the gradients of a
first-rate Railway, by near 2,000/. per mile.
A junction of my Line with that proposed by Mr.George Stephenson might be formed
in the neighbourhood of Svvinhoe, distant about six miles from Howick, in a northerly
direction ; the connecting gradients could not be otherwise than easy, as the ground
between the point where my section ends, at the 33d mile, and that, six miles beyond, will
not materially differ in elevation ; but as it may be some time before the first 32 miles are
completed, there will be ample time to consider whether it will be better to form a junction
with Mr. Stephenson's Line, near Svvinhoe, or to proceed, independent of his Line altogether,
to Berwick. The weather is so unfavourable at present, otherwise I might have been
tempted, by actual measurements, to settle this question; this being the case, and time
also did not admit of delay, I have confined myself to making a digest of the materials
which I have already collected. I have been on this occasion rather under the necessity of
making a lengthened Report, on account of the preceding Reports of the engineers who
have surveyed the different competing Lines not only containing a highly coloured picture
for their own Line, but also matter calculated to prejudice some of the other competing Lines
in the eyes of the public; this being the case, I found myself quite under the necessity of
clearing away all the smoke and rubbish thrown out from the neighbouring premises
before I proceeded with the foundations of my structure, which duty having performed as
well as is at present convenient, I beg leave to close this Report, and begin with the
estimates.
Edmund Bowman,
Civil Engineer, Newcastle-on-Tyne.
Estimates of Cost.
Estimate of Cost of 32 Miles of the Great North British Railway, or from Newcastle
upon-Tyne by Morpeth to Little Houghton.
Land for Line, 357 acres, at 60/. per acre
Land for Stations, 16 acres, at 25/. per rood ------
Earthwork, rock, &c., 400,000 cubic yards, at is. per yard -
Alluvial, gravel, &c., 2,600,000 cubic yards, at 6d. per yard -
Ditto, or arching, 1,000,000 cubic yards, at 6d. per yard - - - -
8 Bridges, four over rivers, the other four small -
3 Bridges over turnpike roads - -- -- -- -
30 Township Road Bridges, at 380/. each ------
30 Accommodation Bridges, at 220/. each ------
26 Culverts, at 50/. each
25,600 yards of Drains, at 2 s. 6 d. per yard ------
5,632 tons of Malleable Iron Rails of 561bs. to yard, at 9/. 10 s. per ton
1,408 tons of Chairs 14 lbs. to yard, or each at 81. per ton -
1,207 cwt. of Pins, of a pound each, at 23 s. per cwt. - - - -
225,280 Blocks, four per yard run, and four and five cubic feet each, at 2 s.
each - -- -- -- -- -- -
Ballast five cubic yards, per yard run, at is. 6d. per cubic yard, 281,600
yards - -- -- -- -
Expense of laying Blocks, Rails, Chairs, &.C., at 250/. per mile -
Fencing and Gates, at 220/. per mile -------
Switches and Sidings, 20 at 28/. each -------
Turn plates, four at 501, each ---------
Stations, three principal and five others -------
Engine-houses, 250/.; Carriage depots, 250/. -
Carried forward -
- f.
£.
21,420
1,600
20,000
65,000
25,000*
47>l23
3,000
11,400
6,600
1,300
3,200
53,5°4
11,264
1,388
22,528
21,120
S,ooo
7,040
560
200
3,ooo
500
334ff47
* The cuttings amount to, for these gradients, 3,067,200 cubic yards, and the embankments to
4,000,000; but as arching can with economy be substituted for the difference in the deepest parts of
the embankments, this quantity of cutting will be sufficient.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
§3
Brouglit forward - - -
To which must be added for locomotive power carriages and contingencies
Sum Total - - -
Which, being divided by 32, gives 11,710, or the price per mile of this Rail¬
way, which will be from its easy gradients, double way and few curves, a
Railway of the first class. And for a single Line, with a quarter more for
a double Railway at the stations, Sec., deduct -
Which gives 10,336/. per mile. Again, by adopting the gradients of 30 and
40 feet per mile occasionally for short distances, a further reduction will
be effected, to the amount of - -- -- -- -
£.
334,747
40,000
374,747
44,000
330,747
80,178
250,569
Deviated Line by
Morpeth.
Which gives 7,830 /. per mile. This will still be a Railway of no insignificant character;
it will be superior to the Carlisle and Newcastle Line, in weight of rail, by one-third in
point of straight direction, and freedom from curves by much, and not inferior in gradients.
The gradients for the first two estimates are as under.
Distances.
Miles. Chains.
Newcastle - - -
12
7 10
Morpeth -
5 26|
1
2 -
7
Coquet River -
1 40
2 -
1
1 40
Lesbury - - - -
1 -
2 -
Little Houghton
31 i
Total - - -
32 miles, with
Feet per Mile.
- level -
4l ascent
71 descent
- level -
14 ascent-
11 descent
- level
9 ascent
- level
15J descent
- level -
10 ascent
ascent (or level) -
Rate of Inclination.
level.
1 in 1,254.
1 in 704.
level.
1 in 3774-.
1 in 480.
level.
1 in 586I.
level.
1 in 344h-
level.
1 in 528.
not fixed.
32 miles, with a mean fall or descent of i| feet per mile.
The cuttings and embankments are all calculated at 1 j base to 1 perpendicular, with the
exception of the Downhill or Shotton cut, which is 1 to 1, from the circumstance of the
under parts being composed of sandstone,which will stand perpendicular. There are no viaducts,
properly speaking; at least what may with economy be converted into viaducts are, for the
sake of making the calculations as simple and obvious as possible, calculated as simple em¬
bankments, and which in reality may either be the one or the other as may be thought ex¬
pedient. From this circumstance, also, the bridges crossing the rivers, &c., have little more
than the necessary arching and masonry ; the foundations for which and the culverts being
mostly rock at the surface, their construction will not be costly. The estimate for the bridge
over the Blyth is 6,225/.; over l^e Wansbeck and public road, 14,690/.; the Coquet
10,008/.; and for the Aln 11,200/. The others are all very small. The country through
which the Line passes abounds with excellent sandstone for bridge building and other
masonry; blocks and ballast, limestone and timber also at hand. The breadth of the Railway
at the gradient or surface Line will be 30 feet on embankments, and 33 feet in cuttings;
the gauge will be four feet eight and a half inches between the rails, and six feet between
the Lines. The cuttings and embankments are all calculated upon these breadths, as also the
acreage; the proper slopes being taken into account, and fencing likewise. The Line in¬
tended for a double Line throughout, and the engines made of the best possible construction.
The average speed for passenger trains of the gross weight of 50 tons to be from 25 to 35
miles per hour, and of luggage trains of 100 tons about 15 miles per hour.
132.—II. Another
/r//
Deviated Line by
Morpeth.
84 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Another Estimate for the same 32 Miles, the Gradients being increased only on
the Banks of the Wansbeck and Aln, and the height of the Embankment or Viaduct
over the Wansbeck reduced 10 feet, and that at the Aln 13 feet.
Land for Line, 363 acres, at 55/. per acre -------
Land for Stations, 16 acres, at 25 /. per rood ------
Earthwork, rock, 400,000 cubic yards, at is. per yard -
Alluvial and gravel, 3,200,000 cubic yards, at 6 d. per yard - - - -
Eight Bridges as before (over rivers) --------
Three Turnpike Road Bridges, and the other items which follow, as in the pre¬
ceding estimate - -- -- -- -- --
Total for this Line -
Which, with 40,000/. for locomotive power, carriages and contingencies
Making a sum total to complete of --------
Which gives 11,267/. per mile.
And for a single Line, with one-fourth more in places, deduct -
Which gives 9,892 /. per mile.
And, as before described, by adopting the gradients of 30, &c. feet per mile,
&,c. &c. (see last estimate), deduct --------
£
19,965
1,000
20,000
80,000
45,000
154,604
320,569
40,000
360,569
44,000
316,569
66,000
250,569
Which gives 7,830 /. per mile for the Railroad, the same as described in the last estimate.
The following are the gradients, cuttings and bankings for the two first estimates, 360,569 /.
and 316,569 /.; the breadth of the ground in every case being laid out for a double Line.
Newcastle -
Morpeth
Coquet River
Lessbury
Little Houghton -
Total
Length
of
Gradient.
Miles. Chains.
12
/
3
2
2
7
1
2
10
26'
60
20
40
20
40
40
20
313
Asceitt
or Descent in Feet
per Mile.
- level
4 5 ascent
7| descent
12 | ditto
- level
101 ascent
11 descent
level
q ascent
level
141 descent
- level
■§
14f ascent
ascent (or level)
32
not fixed (or level.)
- Miles. Mean descent, i^ feet per mile.
Rate
of
Inclination.
level.
1 in 1,254
1 in 704
1 in 422 §
level.
1 in 312f
l in 480
level.
1 in 586I
level,
l in 366!
level.
1 in 360
The last short gradient at Little Houghton will be regulated by subsequent levels. There
is a hill or slight ridge forward which will require a little cutting, and then the country
northward gradually falls into a fine level open country, with gentle swells here and there.
The following tables are the cuttings and embankments for these gradients, all 1 h base to
one perpendicular, except Downhill, which is 1 to 1, being partly sandstone at
bottom.
Cuttings.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
85
Cuttings.
Newcastle Town Moor -------
Cox Lodge ----------
Brunton, or North Gosforth ------
Downhill, or Shotton - -- -- -- -
Clifton and Stobhill -------
Total Cutting between Morpeth and Newcastle - -
Morpeth and Longhurst Lane ------
From Longhurst Lane to Ulghain ------
Stobswood ----------
Acklington - -- -- -- --
Total between Wansbeck and Coquet - - -
Coquet and Buston Bourn -------
Boston Bourn and Aln River ------
Total between Coquet and Aln - - -
Between Aln and Little Houghton -
Total for 32 miles, or 118,820 cubic yards per mile
Deviated Line by
Cubic Yards.'Cubic Yards. Morpeth.
128,759
150,480
184,800
703,700
417,660
404,075
122,930
174,520
58450
107,024
930,180*
U585499
759,975
1,037,204
410,680
3,802,258
* It is worthy of remark, that there is very great probability of meeting with the sand¬
stone at the bottom of Buston Cut, which may reduce the total cutting to about 3,500,000,
the slopes for Buston cutting being reckoned in the table above at if to 1, which will
be too much for sandstone.
Embankments.
Cubic Yards.
Cubic Yards.
Three Mile Bridge embankment ------
Seaton Bourn ditto - -- -- -- -
Blyth Vale and Stannington Moor -
Morpeth - -- -- -- -- -
Total from Newcastle to Morpeth - - -
577,99°
167,630
360,014
678,870
1,784,504.
Hoburn ---------
Ulgham, or Tritlington -------
Chevington - -- -- -- --
Chively Bourn - -- -- -- --
Coquet - -- -- -- -- -
Buston Bourn - -- -- -- -
Bitten Bourn - -- -- -- --
Aln ---------- -
Total between Morpeth and Little Houghton - - -
66,000
78,072
205,690
37,740
502,240
3,384
5,544
942,855
1,84G525
Sum Total - - -
3,626,029
Or 113,313 cubic yards of embankments per mile.
Here then the excavations are equalized by the embankments, and there are no viaducts
or arching necessary, the slopes for all the embankments being if base to 1 perpendicular;
but, as before mentioned, in the deep embankments arching can be substituted for earth¬
work ; this Line in that case would have too much cutting, and might be so improved in
gradients as to approach as near as possible the highest Line, and there is little difference in
the cost of the Lines; so that that Line with the best gradients and least cutting ought
to be adopted.
The average lead for the above cuts and embankments is one and a half miles.
Population on 10 miles of each side of projected Line - - 144,641
Anticipated weekly traffic:
Passengers - -- -- -- - £.3,000
Goods - -- -- -- -- 4,000
Edmund Bowman,
Newcastle on Tyne, 23d Dec. 1840. Civil Engineer-
132.—II.
m
ESTIMATE
//; &
86 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
ESTIMATE of proposed Line of Railway from Newcastle by Morpeth, &c., according to Form sent from the Committee.
Description.
Length of Line
Land »
Ditto for stations -
Earthwork, rock, fee.
Alluvial and gravel
Alluvial, &c. -
Tunnels - -
Tiaducts
Bridges:
River Blyth -
"Wansbeck
Coquet -
Aln
Turnpike and township
Occupation
Culverts ...
Drains -
Rails -
Chairs -
Pins ....
Blocks -
Sleepers. See Blocks
Ballast ....
Fencing and gates -
Switches ...
Turnplates - - -
Stations ...
Engine-houses
Carriage depots
Proposed gauge
Proposed character of en¬
gines.
Average length of lead for
earthwork.
Price.
32 miles.
357 acres for Railway - ... .
16 „ for Stations ------
400,000 yards of cutting, slope ljtol-
2,600,000 „ „ „ lj to 1 -
1,000,000 „ of side cuttings. (Arching or viaducts will be adopted instead.)
- at per acre
- at per rood
at per cubic yard
See Estimate at end of Report.
No. 1
2.
3,
T
. >None.
.J
£.
No. 1. Material, stone - 25,000 - - See Side Cuts.
47,123 - - See Bridges.
72,123 - - allowed on this head, under the name of Bridges and Side
Cuts, at per foot superficial.
No. 1. Length, 300 feet. Height, 96 feet
470 - Z110 » highest
„ » » \ „ lowest -/ »
,, 303 ,, - „ 105 „ - - ,,
340
/106 „ highest O
" ( „ lowest -J
stone - 6,225'
14,690
10,008
11,200 J
—— In all
No. 33. (3 turnpike and 30 township.) Material, stone
30 •
at 8 d. per solid foot.
at each
at 1 to yard
,26
25,600 yards -------
5,632 tons. Weight, 56 lbs. per yard
225,280 in number. 1,408 tons. Weight, 14 lbs. each,
1,207 cwts. „ lbs. „
ofin /size, one half of them, 2x2x1 =4 feet)
_-o,-SU - - L ); 2i x 2i x J _ 5 J( j>
- size (Kyanized or not) -
281,600 yards ... - - -
Expense, laying sleepers, blocks, rails, chairs, &c.
32 X 2 X 1,760 yards. 32 miles -
No. 20
4
3 principal and 5 others, 8 in all
No. 3
3
4 feet 81 inches within the rails.
- - 12 and 14 inch cylinders and 18 inch stroke, and wheels 5
capable of travelling at from 15 miles per hour with goods, &c.
hour with passengers.—(See Estimate, &c. at end of Report.)
1J miles.
at each
at per yard
- at per ton
- at per cwt.
at each
at each
at per cubic yard
at per mile
at each
et and upwards in diameter,
and from 25 to 35 miles per
£. 60
£.25
Is.
6 d.
6 d.
£. 1,000 and
£.380.
£.220
£.50
2 s. 6 d.
£.9. 10s.
£. 8
23s.
2 s.
Is. 6d.
£.250
220
28
50
375
£.
The Dry Walling (however it may be executed) is not to form a distinct item in this Estimate ; and the quantity of cutting must be taken, including
proper slopes, according to the soil.
Newcastle-on-Tyne, December 23, 1840.
Edmund Bowman, Civil Engineer.
BETWEEN LONDON, EDINBURGH, GLASGOW, 8tc.
8/
Great Inland Junction Railway, or Inland Line of Railway from
Newcastle-upon-Tyne to Edinburgh.
To the Directors of the Newcastle-upon-Tyne and Carlisle Railway.
Gentlemen,
I have examined the country and taken levels, in order to ascertain the best route for Mr.Blackmore's
a Line of Railway from Newcastle to Edinburgh and Glasgow, agreeably to your Report on the
instructions, and beg leave to present the following Report. . Inland Junction
Line by Hexham.
It will not be necessary for me to enter into a prolix description of the course of the
Line I recommend, and the levels, as this Report and the Map annexed will, for the present, (Plans.)
sufficiently point out its general direction and gradients.
From Newcastle the Line proceeds for nearly 21 miles upon the Newcastle and Carlisle
Railway, to the west of Hexham (the average gradient on this part of the Lipe being 12
feet per mile), from whence it follows the vale of the North Tyne for 37 miles, with
gradients varying from 14 to 20 feet per mile, the average being 17 feet per mile, to the
head of the North Tyne, where the ridge of hills will be passed by a tunnel of if miles
in length, under a point called Note of the Gate, which is the summit at this part of the
ridge, the strata of which consists mostly of clay slate and part graywacke, the latter
not being of a dense character, and the whole favourable for tunnelling. After leaving the
tunnel the Line enters the vale of the Rule Water, and runs along the west banks of it,
between the high and low ground, for 10 miles, when it commences curving gently to the
north-west, keeping to the south of Denholm, and thence to the Teviot River, which it
crosses near Teviot Bank, four miles east from Hawick ; at this point the valley is only about
300 yards wide ; from the tunnel at Note of the Gate to the Teviot, a distance of 13 miles,
the inclination northwards will be 26 feet per mile.
From the Teviot the Line proceeds in nearly a straight line to Eildon, where it winds
easily to the north-west, and passes close to Melrose, thence to the Tweed at Abbotsford.
From the Teviot to the Tweed the distance is 13 miles; nine miles of which will be level;
the remainder being at an inclination of 10 feet per mile.
From the proposed crossing of the Tweed at Abbotsford, a Line to Glasgow might
diverge, and the shortest Line to Edinburgh, and that which possesses the easiest gradients,
would continue on by Galashiels up the Gala Water vale, for a distance of 14 f miles, to
a summit near Chrichton Moss ; about nine miles of this distance is at an inclination of 24
feet per mile, the remainder 4\ miles rising 30 feet per mile.
From Chrichton Moss the Line descends to Edinburgh, a distance of 18 miles, for
about g miles at the rate of 30 feet per mile, and 26 feet per mile for the remainder. The
precise situation for the terminus at Edinburgh remains to be settled ; a very good point
can be got at, south of Bruntsfield Place, from whence a junction may be formed with the
depot of the Edinburgh and Glasgow Railway, if wished for.
Fi out the Tweed to Abbotsford, another Line to Edinburgh, by Peebles and the
Eddlestone Water, has been tried by levels, which, although very favourable as far as
Peebles and for several miles up the Eddlestone Water, is a worse Line afterwards in
most respects to Edinburgh, having to pass over a higher summit; it will also increase the
distance to Edinburgh nine miles.
A Line to Glasgow might, as before stated, leave the Edinburgh Line near Abbotsford,
and continue up the vale of the Tweed, passing close to Inverleithen and Peebles, thence
near to Biggar, to the south of Lanark, and near to Hamilton, on to Glasgow, a distance
of 685 miles from the junction with the Edinburgh Line near Abbotsford. I have not as
yet completed the levels of this part of the Line to Glasgow further west than Peebles,
but the portion from Abbotsford to Peebles, a distance of 17 miles, is very favourable,
rising at the rate of 10 feet per mile; and from the nature of the country, and from
information that may be relied upon, I have no doubt but that a very good Line may be
obtained for the remainder of the distance to Glasgow, and that the gradients will not
exceed 16 or 18 feet per mile. But as a Line of Railway is now being made between
Edinburgh and Glasgow, a distance of 46 miles, the Line 1 have described up the Tweed
from Abbotsford to Glasgow may be rendered less necessary for the present.
The length of new Railway to make between Hexham and Edinburgh will be 96 miles,
and 205 miles being already made between Newcastle and Hexham, will make the distance
between Newcastle and Edinburgh 116| miles; and if a Line up the Tweed to Glasgow
should be considered desirable, 68| miles more of Railway will be required, making by
this route the distance from Newcastle to Glasgow 152 miles.
132.—II.
xi 2
Front
/a s
88 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Inland Line by From what I have stated respecting the gradients, it will be seen that the average
Hexham to between Newcastle and Edinburgh may be 18 feet per mile. It will also be perceived
Edinburgh. that the steepest gradients are only 30 feet per mile, in one part for nine miles in length,
and in another part four miles and a half in length, and these are in the most advantageous
positions they could well be placed, viz., on each side of a summit, from which heavy
traffic will descend both ways.
The greater part of the work to be done is of an easy description, and what may be
called the heavy works (and some there are on all Lines of so great an extent) present no
extraordinary or insuperable difficulties; suitable materials for the works are found on all
parts of the Line, and almost all the landholders are not only favourable to, but would give
it their best assistance. The Line upon the whole may be executed at a moderate cost
per mile.
With regard to the traffic that may be calculated upon, the item of passengers, as is the
case with all other Railways, will no doubt be great. On those parts of the Line not
thickly populated, the carriage of minerals will be the greatest, and the additional
inducement to work, and the greater demand for those minerals, given by the facilities of
Railway communication, will cause a great increase of population and of tonnage of all
descriptions. The North Tyne district especially abounds in valuable minerals. Here
there is one of the finest deposits of ironstone in the kingdom, extending over many
square miles on both sides of the Line. This mineral is now being worked in several
places; one considerable tract of it in particular, which has lately been let by his Grace
the Duke of Northumberland on very liberal terms. There are extensive and valuable
seams of coal of good quality; a great part of it, particularly that near the head of the
North Tyne, is also his Grace's property, large quantities of which will be conveyed both
ways on the Line, and for many miles into Scotland, for the supply of those places to
which coal is now carted at a heavy expense from distances of 12 to 24 miles. I allude
to the neighbourhoods of Hawick, Jedburgh, Kelso, and most parts of Roxburgh and
Selkirkshire.
The same observations will apply to lime for agricultural and other purposes, as there is
abundance of limestone on this part of the Line. Lead ore is also worked here and good
freestone. After leaving the North Tyne there is no coal found on the Line to Edinburgh,
until within eight or nine miles from Edinburgh, to which place it would be conveyed, as
well as southward, to the thriving manufacturing town of Galashiels and district around it,
which is now subjected to the heavy expense of 24 miles cartage for coal. Lime for this
district is also in great demand.
The conveyance of sheep, cattle, and all kinds of agricultural produce to the markets of
Glasgow, Edinburgh and Newcastle, and the smaller towns on the Line, would bring in a
considerable revenue.
The carriage of manufactured goods, raw materials, groceries, and various other articles
to and from the manufacturing districts on the Line of the Railway, will be very great.
As desired by you, I will endeavour to enter into a few points of comparison between
the Line now before you and the other two Lines that have been projected from New¬
castle, and for that purpose it will be necessary for me to advert to the published Reports
on those Lines.
A Line of Railway from Newcastle to Edinburgh and Glasgow, called the Midland Line,
having been recently reported upon, and partly levelled by Mr. Joshua Richardson, it is
necessary for me to observe that the Line now before you, although it was certainly
adverted to in favourable terms by Mr. Richardson, differs for nearly 80 miles of its length
from that laid down on a map by him, particularly in that part about 36 miles in length, the
only part which he had levelled, or of which he has published a section, and which Line
has drawn such strong animadversions from Mr. George Stephenson in a Report upon a
Line by the east coast. Mr. Stephenson's principal objections to Mr. Richardson's Line
appear to bear upon a tunnel under the Carter Ridge, an embankment in crossing the river
Jed seven furlongs in length, and 2to feet deep at the highest point, an embankment over
the Teviot river one mile in length, and averaging 146 feet deep; and Mr. Stephenson
observes, the inclinations obtained by these immense works are not less than 30 and up to
45 feet per mile; and he goes on to say, "he thinks he is perfectly justified in stating that in
order to attain suitable levels for locomotive engines, it will be necessary to have a tunnel
eight or nine miles in length." Leaving Mr. Stephenson and Mr. Richardson to settle
their difference of opinion about the eight mile tunnel, I will merely draw your attention
to the fact, that the Line I have now the honour of recommending to your notice is not liable
to any of the above objections started by Mr. Stephenson, as the tunnel is only i| miles in
length, the river Jed is not crossed at all, and the crossing of the Teviot is only 300 yards
long, and the gradients obtained by these works are 20 feet per mile in one part, and 24
feet per mile on the other part of this district, which, it is scarcely necessary to add, are
very favourable inclinations for the use of locomotive engines, as indeed are the whole of
the inclinations on the Line; and it is worthy of notice, that most of the minerals and
other heavy articles will be carried down the inclinations.
Judging from Mr. Stephenson's Report on a Line to Edinburgh by the east coast, it is
probabie that some of the inclinations may be easier than those of the Line now under
your
/If 9
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 89
your consideration; but this sole and, in this case, inconsiderable advantage is much more inland Line by
than counterbalanced by the greater facilities that will be afforded to the commerce of the Hexham to
country by the Inland Line, by the greater emoluments that will accrue to the promoters, Edinburgh,
and by the more numerous benefits that will be conferred upon the nation at large, and
particularly to the southern counties of Scotland, and the towns of Glasgow, Edinburgh
and Newcastle-upon-Tyne; and a junction may be effected with the Great North of
England Railway, the Brandling Junction, and others south and east of Newcastle, with
much greater ease, and considerably less expense, than with the proposed East Coast Line.
The East Coast Line running parallel with, and near to, the sea, can have scarcely any
coals and other minerals or goods carried upon it; the steam-boats and other vessels will
be formidable rivals in the conveyance of passengers and merchandize to the intermediate
places, so that there would be nothing for it to carry but a small remnant of traffic on short
distances, and some through passengers. Indeed, by the East Coast Line, the interior of
the country could only be benefited by the making of numerous branches, amounting in
length to nearly the same number of miles as the main Line itself; but even then the
minerals and merchandize, when arrived at the coast, would be sent to their destinations
by the cheaper mode of carriage afforded by the sea. In fact, the making of the various
branches would be a more profitable speculation than the would-be parent Line, for they
would be nearly independent of it, receiving no benefit from it, and yielding none.
Mr. Stephenson's Report supplies me with instances in corroboration of the above asser¬
tions. He says, "It (meaning his Coast Line) will be a great advantage to the valley of the
Tweed, inasmuch as they will procure both lime and coal from Berwick at a cheap rate,
and as that river is crossed at the height of go feet, you will be enabled to have a level
branch along the valley for many miles." The valley of the Tweed would certainly be
benefited by a branch Line up the Tweed side, but this branch, of many miles, must be
made at an additional cost, and as the coal and lime is obtained in the immediate neigh¬
bourhood of Berwick, not one ton of it need travel on the main Line. How then can the
main Line be benefited by it ?—By this Tweed branch also, the produce of the interior
will be brought to the markets at Berwick, and the surplus shipped for other ports, as is
now done; but how can this traffic benefit the East Coast Line, not having any occasion to
travel upon it ?
The same remarks are applicable also to the branches which Mr. Stephenson proposes to
run up the valleys of the Blyth, the YVansbeck, the Coquet and others. All these branches
must be made at an additional cost, and when made will be of little benefit to the East
Coast Line. The greater part of their produce will be shipped, as in the case of the
Tweed branch, to Berwick.
I am not able at present to say much on the subject of the comparative cost of the East
Coast and Inland Lines to Edinburgh, but, for the following reasons, I think that the route I
have proposed to Edinburgh will require much less capital to be raised, and less annual
expenditure for maintenance than the East Coast Line.
In the first place, as before stated, there is nearly 21 miles less of new Railway to make ;
and, secondly, in order to connect the Railways now forming from the south and east of
Newcastle, viz. the Great North of England and the Brandling Junction Railways, with a
depot on the Town Moor, north of Newcastle, as proposed by Mr. Stephenson, an ad¬
ditional Line must be made by part cutting and part tunnelling for above a mile through
the town of Newcastle. This of itself would be a most costly work; and from the great
and daily increasing value of the property that would be injured, and the improvements
now going on that would be interfered with, it would be objected to by numerous parties,
and thus a most formidable barrier is presented to the project of an unbroken Line of com¬
munication with the southern Railways. But by effecting a junction with the Newcastle
and Carlisle Railway on the north bank of the Tyne, which may easily be accomplished by
a bridge to suit all parties, the enormous and useless expense of getting through the town
will be avoided, as well as the cost of establishing another depot 011 the Town Moor, than
ft which a worse situation could not well be fixed upon; or, if it should not be convenient to
' the promoters of the undertaking to incur the expense of a bridge across the Tyne in the
first instance, a union may be formed by the Great North of England Railway and the
Brandling Junction Railway with the branch of the Newcastle and Carlisle Railway now in
operation on the south side of the Tyne. i
By the means I have pointed out, the public convenience and benefit, and the objects of
all parties interested in Railways now made, or in course of formation, will be fully an¬
swered ; but it must be evident that, except with the view of promoting an Inland Line,
the Newcastle and Carlisle Railway Company can have no interest whatever in aiding or
joining in the bridges and depot schemes reported upon by Mr. George Stephenson, and
submitted to you in November last.
I have, 8cc.
Newcastle-on-Tyne, December 1838. John Blachnore.
132.—II. m 3 Second
9o APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Second Report on the Inland or Great North Junction Railway from Newcastle-upon-
Tyne to Edinburgh via Hexham, addressed, by order of the Provisional Committee for
promoting the above, to the Royal Commissioners appointed to examine and report
upon the various proposed Lines of Railway between England and Scotland.
Gentlemen,
(Plans.) My first Report on the Inland Line of Railway from Newcastle to Edinburgh via Hex¬
ham, together with other papers and maps relating to the same, having been sent to you
through your secretary, I now beg to lay before you the more detailed plans and sections,
on the Parliamentary scale, together with other information and statistical accounts, as
requested by your secretary to be obtained. Upon comparing the plans and sections now
sent with the statements in my first Report regarding the direction and gradients of the
Line, it will be perceived that there is as little dilference as could possibly be expected
between statements made upon a mere exploratory examination, and the results of a
more detailed survey. The only material alteration in the position of the Line is at the
crossing of the Tweed, which is now taken lower down the river east of Gatton Side,
instead of at Abbotsford ; and, consequently, the Line passes on the east side of the Gala
Water, at Galashiels, instead of on the west side. The gradients on the section are now
according to the following list, to which I have added the gradients on the Newcastle and
Carlisle Railway from Newcastle to Hexham.
Inland Line by
Hexhaln to
Edinburgh.
Newcastle and Carlisle Railway, commencing at the High Station at Newcastle.
GRADIENTS.
RISE OR FALL
PER MILE.
LENGTHS.
TOTAL RISE OR TALL.
Feet
Inches.
Miles.
Fur.
Chains.
Feet.
Inches.
Level
-
-
-
-
—
4
—
Newcastle station.
1 in
206
-
25
71
2
2
1
58
- fall.
Level
-
- - -
_
1
- |
1 in
200
-
2 6
4 I
-
4
8 1
16
- fall, Blaydon.
1 in
,106
8
4
6
6
2
32
5 rise.
1 in
356
4
14
11
3
-
3
77
5 rise.
Level
-
- - -
level
-
3
7
1
level.
1 in
700
9
7
3
4
1
26
- rise.
Leaves Newcastle and Carlisle Railway West of Hexham.
1
in
224
_ _ _
23
6 i
J 2
11
—
—
.259
- rise.
1
in
511
—
10
4
11
—
—
372
8 rise.
1
in
203
—
26
—
12
2
—
691
2 rise, summit.
1
in
376
-
30
-
5
6
-
518
8 fall.
1
in
203
26
-
8
6
-
291
2 fall.
1
in
395
— - -
13
4
2
2
-
321
2 rise.
1
in
525
_
10
-
6
4
-
256
2 fall.
1
in
1,760
- - -
3
-
2
-
-
262
2 rise.
a
in
660
—
8
—
3
—
—
286
2 rise.
1
in
220
-
24
-
3
-
-
358
2 rise.
1
in
189
28
—
12
_
—
694
2 rise, summit.
1
in
165
- - -
S2
-
8
-
-
438
2 fall.
1
in
203
_
26
-
10
-
-
178
2 fall.
94
4
-
By the above list it will be perceived that the steepest gradient is 32 feet per mile for
eight miles ; and the next, 30 feet per mile for five miles and three-quarters ; the remainder
being for the most part much flatter ; and it will be observed that the work of excavation
would be much reduced if the gradients were made steeper in some places for a few miles,
but in no case exceeding 40 feet per mile, as shown on the sections by blue-dotted lines.
This is submitted for your consideration. The minerals and heavy articles will be taken
down the inclinations for the greater part of the distance they have to be conveyed.
The
BETWEEN LONDON, EDINBURGH, GLASGOW, &c- 9i
The total Length of the Line is 95 i miles, the Estimate for which is as under :— Inland Line by
Hexham to
"
Per Mile.
4,270
Earthwork : cutting and drains
£• ?. d.
700,000 - -
£. s. d.
7,369 6 -
Tunnels -------
161,000 - -
1,693 - -
Larger river bridges -
122,100 - -
1,285 - -
T urnpike, township and occupation bridges
109,000 - -
1,147 " -
Small arches or culverts for streams -
90,200 - -
960 - -
Dry walling in cuttings -
25,730 - -
281 10 -
352
Fencing and gates -
47,750 - -
495 - -
111,910
Land, &c. ------
Works above Formation Level.
115,000 - -
122 5 -
2,859
Rails, chairs, keys and wedges, pins, 8tc. -
219,459 - -
2,310 - -
528
Blocks and sleepers -
67,232 - -
707 15 -
1,144
Coating with stone, laying rails,filling up,&c.
Station at Edinburgh -
♦ 66,850 - -
25,000 - -
7°3 15 -
Contingent expenses, Act of Parliament,
engineering, &c.
49,679 - -
522 18 -
117
Draining ------
—
£.
1,800,000 - -
The larger River Bridges are,—
Length.
Height.
Length.
Feet.
Feet.
Feet.
1
over South Tyne - - - - -
1,000
20
1
over North Tyne, four arches
55
35
323
1
„ four arches
50
40
3io
1
„ three arches
60
70
344
1
„ three arches
50
50
270
1
„ and road, one arch
60
70
200
1
„ one arch -
50
70
190
1
,, one arch - - -
60
65
190
8
Total.
Rule Water and Wauchope Burn.—One bridge of three arches, 50 feet each, for roads
and river, 120 feet high.
River Teviot.—Viaduct over river, valley and roads, on each side, 400 yards long, 165
feet high.
River Tweed.—Viaduct 133 yards long, 135 feet high.
Gala Water.—Nine crossings, averaging 50 feet span, 30 high.
South Esk.—Two bridges, 100 feet long each, and 120 feet high.
North Esk.—One bridge, 80 feet wide, 160 high.
Dryden Burn.—Arch for it and road, 50 feet span.
The bridges or arches for turnpike roads are seven under and 10 over the Railway.
The township road bridges are 27 under and 18 over Railway.
132.—II. M4 Occupation
92 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
v
Inland Line by Occupation road bridges 35 in number; thus,—
Hexham to r £
Edinburgh. .
17 averaging 2,000 each ----- 35,000
45 „ 1,200 54,ooo
35 „ 600 „ 21,000
£. 110,000
In the annexed estimate the rock cuttings are calculated with slopes three inches base
to 12 inches rise, though most of them will stand at a steeper angle. The quantity of cut¬
ting in the clay, gravel, &c. cuts is much reduced by reckoning for the erection of dry
stone walls in the bottoms of the cuttings, which has been successfully practised on the
Newcastle and Carlisle Railway, and is a great saving of expense when stone is so abun¬
dant. The slopes of these are at one and a half to one, and the width at bottom of rock
cuttings, or between the walls in others, is reckoned at 30 feet. All the excavations can be
deposited within short distances, so that there is 110 long leads for the earthwork.
It is proposed to build most of the wing-walls, abutments and heavy parts of the bridges
of rubble work with ashlar quoins. Stone is abundant, and near to all the works. The
tunnels are estimated at 301, per lineal yard ; the rails are proposed to be 56 lb. per yard,
with bearances three feet apart; the blocks are supposed to contain four cubic feet, or a
sleeper equal in price to two blocks. Four-feet blocks can be obtained at two shillings.
The laying the rails and filling are estimated at prices which are now being paid for the
like work ; all the work, in fact, has been estimated upon similar data. A great portion of
the land is of very small value, and a large majority of the landowners are favourable to the
undertaking.
The anticipated revenue is as follows: —
Estimated Revenue on the Inland Line of Railway from Newcastle-on-Tyne to
Edinburgh via Hexham, for ninety-six Miles.
Number.
166,000
-- passengers going through both ways, one-half first class, one-half
second class, average 18 s. each.
£.
150,000
200,000
passengers on intermediate or short distances, averaging 5s. each -
50,000
Tons.
84A54
- - goods and merchandize of all kinds, for an average distance of
30 miles, at 3 d. per ton per mile.
31.588
15,000
- - grain, corn seeds and agricultural produce of all kinds, for 30
miles, at 3d. per ton per mile.
5.625
267,712
-- coal and lime for home consumption in the interior, an average
distance of 22 miles, at 2\d. per ton per mile.
49,061
60,000
- - coals from the Arniston coal district into Edinburgh, for 10
miles, at 2 d. per ton per mile.
5,2°0
2,500
bale and valuable goods throughout, at 3^d. per ton per mile
3J500X
OOO
horses, at 16s. each, throughout -------
480
7,000
cattle to both ends, 35 miles, at 5 s. each, average - - - -
i.75°
67,000
sheep - - ditto - - ditto - - at 10 d. each - ditto - - - -
2,79°
1 2,000
loads of timber, at an average of 30 miles, for 7 s. 6d.
4>500
Mails, three each way per day, to include intermediate places, at ll.
each trip.
4,380
Parcels, 14/. 10s. per day (313 days average) -
4,538
100,000
-- wrought and pig iron, chiefly from the North Tyne district,
for 14 miles, at 2 |d. per ton per mile.
14,583
100,000
- - ironstone and other minerals from the same district chiefly, for
12 miles, at 1 \ d. per ton per mile.
7.500
20,000
- - stone flags, slate, tiles, bricks, &c., for 20 miles, at 1 \ d. per ton
per mile.
2,500
337.995
Deduct expenses, maintenance, agencies, &.c., 40 per cent. - -
135,200
£.
202,795
The
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
93
The foregoing list will probably sufficiently explain itself; but it is considered that the traffic Inland Line by
for the North Tyne district is underrated, as the country on both sides abounds in valuable Hexham to
minerals, more particularly in ironstone, which is of the best quality, and was, until lately, Edinburgh,
shut out of the market, from the difficulty of carriage; that has, in some measure, been
made lighter, by the opening of the Newcastle and Carlisle Railway, since which, iron
works have been established by three opulent parties in the neighbourhood ofBellingham.
Other works of the same nature are contemplated; and if a Railway was formed, the traffic
in manufactured iron and ironstone would be immense, which at the same time would
add greatly to the trade for the supply of the works, and to the number of passengers to
and from the works. Coal and limestone of excellent quality is found in great abundance
near the head of the North Tyne. The rates named are for the use of the way only, and
do not include haulage.
The making of a Line to Glasgow branching from this up the Tweed would, no doubt,
speedily follow its adoption, and would doubtless cause an increase of revenue of 30 or 40
percent. There has not yet been any detailed survey made of this Line, but subsequent
observations confirm the remarks 1 made upon it in the first Report.
The statistical accounts called for by you have been compiled with care, but it should
be observed, that the annual value of the parishes is stated in all cases for 1831, excepting
Newcastle and Gateshead, which are for 1839. The population within 10 miles on each
side is all taken for 1831. But the increase in this as well as in all other heads in the list,
up to this date, is great, as the amount of population for Newcastle in 1831 is 54,991 ;
whereas it is now computed at 70,000, making an increase of about 27 per cent. Gateshead
is also stated at 15,177, but is now about 20,000.
As plans and documents similar to those I have the honour of laying before you will 110
doubt be supplied to you by the advocates for other Lines, it is quite unnecessary and
would be presumptuous in me to make any remarks of a comparative nature upon any
other route, now that an investigation of the relative merits of each in all their bearings
is left to you, who will be so much more able to give an opinion upon all the matters
connected with the inquiry. But I beg leave to make the following observations, merely
with a view of bringing the points I advance under your consideration.
In the first place, by the Inland Line as compared with a Coast Line, there will be 21
miles less of new Railway to make. The enormous cost (amounting almost to a prohibi¬
tion) of making a Railway through the town of Newcastle from north to south will be
saved, as also the great expense of making a station in Newcastle, as the traffic would be
accommodated in the Newcastle and Carlisle Railway stations. That at Newcastle is in
the most eligible situation, and contains about 15 acres of ground.
An unbroken Line of communication by Railway can also be obtained with Sunderland
and South Shields, by means of the Tyne-side south branch of the Newcastle and Carlisle
Railway between Blaydon and Gateshead, and the Brandling Junction Railway between
the first-mentioned places and Gateshead.
I would also humbly submit that the Inland Line affords accommodation to a consi¬
derably larger extent of country, and must consequently be of more benefit to the public
and yield a much greater profit to the promoters ; and if, under these circumstances, a
Line is practicable within a reasonable expense, the mere point of superiority in gradients
should give way to its advantages in all other respects.
Newcastle-on-Tyne, April 4th, 1840.
I have, 8cc.
(signed) John Blucbnore.
132.—II.
N
INLAND
/S4
94
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Blackmores Estimate of the Inland Junction Railway by Hexham.
INLAND RAILWAY from Newcastle-upon-Tyne via Hexham to Edinburgh.
Description.
Length of Line
Land -
Ditto •
Earthwork, rock, &c.
Ditto freestone, &c.
Ditto clay, gravel & sand
Tunnels
Viaducts
Bridges, River
Rule Water
Gala Water Vale
South Esk
North Esk
Dryden Burn
Turnpike road bridges -
Township road ,,
Occupation and private
road bridges.
Arches and culverts for
streams.
Drains -
Rails -
Chairs -
Wedges
Oak pins -
Blocks -
Ballasting -
Laying blocks and rails -
Fencing and gates -
Switches -
Turnplates -
Ditto -
Stations -
Ditto -
95^ miles.
860 acres for Railway -
23 acres for intermediate or minor stations
averaging, at per acre
cubic yards. s. d.
2,000,000 at 1 11 per yard
700,000 at 1 6 ,,
10,000,000 at - 10 „
2,000,000 at - 9 „
1,500,000 at - 8 „
£.
191,666
52,500
416,666
75,000
50,000
slope, 4 inches to 1 foot
tt tt it
it 1^ tt to 1
No. 1. Between 4th and 5th miles. 880 yards long. Two shafts, 100 feet deep each (4 faces.
Black clay and gravel, j
No. 2.
Between 35tli and 37th miles.
2,970
,, Rock clay slate and grauwacke; 4 shafts ;)
2 of 450 feet and 2 of 200 feet deep. J
No. 3.
Between 65th and 66th m'les.
220
tt
Clay and gravel (no shafts.)
No. 4.
Between 68th and 69th miles.
440
tt
Gravel and rock (no shafts); 2 open)
ends. /
No. 5.
Between 78th and 79th miles.
880
it
Rock; 2 shafts, 90 feet deep each)
(4 faces) -J
Total - -
5,390
yards
-
-
- at per yard
I over
River Teviot ...
400 yards long;
165 feet high;
stone -
2 over
River Tweed ...
288
tt
135
„
„ -
No. J.
Over South Tyne
800
feet long;
18
tt
£.
timber - 7,000
2.
Over North Tyue
323
it
35
tt
wood and stone 3,500
3.
n
310
a
40
1)
„ 3,800
4.
tt ~ ~
344
tt
70
„
4,700
5.
tt ~
270
t>
50
tt
„ 2,800
6.
„ and road
200
n
70
tt
„ 1,700
7.
tt ~ ~
190
tt
70
tt
„ 1,600
8.
tt ~
190
tt
65
it
stone - - 1,500
500 feet long ; 120 high; stone -----------
- - 9 bridges ; between 65th and 75th miles, averaging 50 feet span and 30 feet high ; timber and)
stone ------------- - each J
2 bridges, 100 yards long each, and 120 feet high; stone -------
1 „ 230 feet long 160 „ „ -------
300 „ - - 140 „ „
17 in number ; stone principally - -- -- -- -- - each
45 ,, ,,
35 „
85
stone and brick
at an average of each
at 3 s.
5,800 yards - -- -- -- -- -- -
- - reckoned for 100 miles, to include Branches, &c. to Stations, chains, blocks, Sec. Sec. the same;)
thus; 704,000 yards, at 56 lb. per yard — 17,600 tons ----- at per ton J
No. 704,000 - - at 17 lb. each zi 5,340
704,000 - - - - - - - - - - - at 2^d. each
1,408,000 - -- -- -- -- - at 35 s. per thousand
704,000 each, 4 feet super, by 1 foot thick - - - - - - at 2 s. each
(Or one sleeper Kyanized, equal to 2 blocks, at 4s, each.)
616,000 cubic yards -
100 miles - - - -
337,920 yards -
120 - - at 30/. each
90 small, at 20/. „ - -
20 large, at 40 /. „
17 minor or intermediate stations
at 1 s. 2 d. per yard
at 352 I. per mile of double-way
at 2 s. 6 d. per yard, including gates
3,6001
1,800 y
800J
- at an average of 1,000 I. each
- - station at Edinburgh terminus. (At Newcastle and Hexham, and intermediate places, the"!
stations will be provided by the Newcastle and Carlisle Railway Company) -J
Price.
«£. s.
150 -
200 -
30 -
1,200 -
2,000 -
1,200 -
600 -
850 -
9 10
£.
Newcastie-on-Tyne, November 1840.
John Blachmore, Engineer.
INLAND
/J J
BETWEEN LONDON, EDINBURGH, GLASGOW, &c
Inland Railway from Newcastle-upon-Tyne to Edinburgh. Population and Statistical Data
county.
Names of Towns Parishes or Chapelries
within Ten Miles of the within Ten Miles
proposed Line.
of the proposed Line.
NORTHUMBERLAND
North Shields -
Tvnemouth
DURHAM -
South Shields -
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Newcastle-upon-Tyne -
Ditto
Gateshead
r
Ditto
ZV/to
Chester-le-Street
NORTHUMBERLAND
Ditto -
Ditto
Ditto -
Ditto
Ditto -
Ditto -
Starafordham
DURHAM
Ditto
NORTHUMBERLAND
Ditto -
DURHAM
Ditto
Ditto
NORTHUMBERLAND
Ditto.
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Corbridge
Hexham -
Allendale -
Bellingham
BERWICKSHIRE
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Lawder -
Earlston -
ROXBURGHSHIRE -
Ditto -
Ditto -
Ditto ...
132.—ii.
f - - Jarrow, including"]
j South Shields and J
u He worth - -J
Whitburn
Boldon -
Washington
Earsdon -
Cramlington
Stannington
II or ton -
Gosforth -
Wallsend -
Longbenton
f St. Nicholas -
) St. Andrew's ~
I St. John's
[ah Saints
- - Gateshead and
Gateshead Fell
f- - Chester-le-Street,"]
< including Lennesley J
(_and Tanfield - -J
Whickham
Ponteland
Whalton
Stamfordham -
Bolam
Heddon-on-tlie-Wall
Newburn -
Ovingham
Ryton
Winlaton -
Bywell St. Andrew's
By well St. Peter
Elechester
Medomsley
Edmonbyers
Kirkheaton
Kirkharle
Kirkwhelpington
Hal ton
Corbridge
Hexham -
Shetley -
Staley
Blanchland
St. Johnlee
Warden -
Newbrough
Allendale
Whitfield -
Ilaltwhistle
Hay don Bridge
Humshaugh
Simonburn
Chollerton
Thockrington -
Birtley
Bellingham
Wark
Corsenside
Grey stead
Thorneyburn
Elsdon
Falstone -
Ramshope
Nehthorn
Mertoun -
Legerwood
Channelkirk
Lawder
Gordon -
Earlston -
Wilton
Stitchell -
Morebottle
Southdean
Population
within
Ten Miles
on each Side,
by the Census
of 1831.
24,778
27,995
1,001
855
2,673
6,460
931
1,021
2,423
3,546
5,510
6,613
54,991
15,177
15,378
3,848
1,796
548
1,736
608
774
4,639
3,028
2,617
3,951
436
1,119
255
466
995
182
185
789
414
1,687
6,042
590
616
514
1,962
540
494
5,540
388
4,119
1,746
381
754
1,252
203
447
1,460
861
524
250
334
1,724
521
380
664
565
841
2,063
882
1,710
1,866
434
1,055
839
Amount of
the Assessed Taxes
of Parishes
within Ten Miles
of the Line:
1838.
£. s. d.
1,738 8 8
l,5i0 14 9
274
175
193
353
93
239
109
298
367
580
16
3
12
14
4
2
17
11
11
11
6
6
2
2
7
9,099 12 11
1,336 14 91
438 3 6
197 12 3
200 18 3
107 18 -
281 18 7
258 11 9
162 8 8
453 10 1
217 18 11
317 18 5
229 13 11
102 6 6
154 4 1
23 6 3
99 19 9
20 12 - -
f- - collected in")
(Stamfordham -J
8 19 9
134 14 6
5 14 6
131 - 2
642 7 10
83 1 4
12 1 6
f - - in Shot ley col-"!
flection - -J
344 8 -
111
91
154 1 10
114 - 9
417 11 9
165 2 " -
f"in Simonburn"!
\ collect ion -J
284 7 3
160 19 1
47 3 -
in Bellingham
130 10 9
33 15 3
41 9 9
18 2 9
30 16 9
238 16 9
73 5 9
f - - in Elsdon col-*^
flection - -J
7 6
8 -
61 i 1
255 6
87 3
42 5
85 2
. 46 7
341 15
6
3
6
9
6
9
108
96
99
148
8
17
4
9
3
9
Annual Value
of
the said Parishes:
1831.
Amount of
Poor Rates assessed
in the
said Parishes:
1839.
Amount
of County Rates
in
the said Parishes:
1839.
NAMES of PERSONS
Names
of
Dissentients,
through whose Property the Railway would pass. | aily4
f • 5. d.
46,041 11 2
£. s. d.
7,989 9 8
£. 5. d.
420 6 1 L
36,675 - -
7,225
5,017
14,983
27,236
5,028
11,603
9,437
18,045
17,973
30,676
8,206 9 11
268 18 6
I
—
—
2,389
4
7
8
176
10
17
5
569
1
10
—
833
10
14
1
693
15
—
——* .
1,278
7
—
1,654
—
—
-1
f 19,311
3
10 J
9
2
4,342 7
10,600 2 -
237 2 1
41 3 11
94 7 8
84 2 3
153 18 4
135 6 5
263 2 -
Stamp Brooksbank, Esq., Hermitage,
John Kirsopp, Esq., Hexham.
Simon Meinburn, Esq., Acomb.
4 | Joseph Mills, Low Gate.
\ in 1839. J\ since 1835.
I" 33,871 10 -J
in 1839-40. J
54,198 - -
12,109 - -
21,973 3 -
7,289 - -
17,487 - -
7,304 4 9
6,936 17 -
19,783 13 4
18,548 - -
14,745 - -
7,619 - -
4,954 - -
10,550 - -
1,221 - -
4,376 - -
, 2,163 - -
1,040 - -
•
2,567 - -
8,133 - -
4,925 - -
15,057 - -
23,638 - -
4,133 - -
3,726 - -
1,335 - -
17,968 - -
5,247 - -
4,832 - -
8,988 - -
4,073 - -
24,683
11,316
4,619 10 4} 25,809 - -
- - these collections are in various
unions, the full amount of which
could not be got.
*>
1,408 3
3£j
10,575
—
—
669 16
_
166
19
7
249 8
— I
63
14
5
926 7
-
145
3
4
164 12
—. I
53
8
11
283 18
—
54
13
10
1,839 16
—
165
19
1
867 5
-
153
3
9
945 3
9,087
11
3
142 2 -
531 13 -
6,852 - -
37 4 8
88-2
106 14 -
135 15 -
279 - -
124 17 -
478 4 -
2,059 3 -
178 10 -
8 16 2
21 -
64 14
25 19
139 10
189 14
55 4
19 -
2,120 - -
5,946 - -
12,141 - -
3,484 - -
3,880 - -
6,435 - -
6,207 - -
4,838 - -
2,191 - -
3,180 - -
15,962 4 6
5,529 - -
350 - -
103 10 -
589 8 -
154 16 -
127 14 -
1,276 11 -
201 11 41
1,033 14 6
445 12 -
181 6 -
4
6
8
7
3
7
30 17 3
- - in Shotley col¬
lection.
153 17
42 18
40 5
74 19
28 19
2
9
4
2
2
162
463
142
106
616
399
114
127
176
932
267
17
14
10
14
6
13
17
17
19
8
2
203 11
83 11 -
- - in Simonburn
collection.
62 14
95
29
30
1
53 16
56 11
35
20
8
7
4
8
10
2
8
8
3
71
24 13 11
129 18 6
3
41
8
10 18 -
2 18 4
3,838
5,974
4,923
5,327
12,621
5,748
7,034
5,921
4,163
13,613
7,848
The obtaining the amount of poor's
and county rates for parishes in Scot¬
land would be attended with consider¬
able trouble, and an expense which,
unless necessary, it is desirable to avoid.
If, however, the Commissioners desire
it, the information shall be obtained
and transmitted.
Ann Rowell, Acomb.
Thomas and John Hill, Wall.
Carr, Esq., Branch Bank, Newcastle.
Nathaniel, John and Michael Clayton, Esq.
Miss Mary Tulip, Brunton House.
John Ridley, Esq., Park End.
William Smith, Esq., Haughton Castle.
John Smith, Esq., Westerhall. .
Duke of Northumberland.
Thomas Reed, Esq., Burness.
Gray, Esq., Chipchase.
R. L. Allgood, Esq., Nunwiek.
Charlton, Esq., Lee Hall.
W. J. Charlton, Esq., Hesleyside.
Edward Charlton, Esq., Sandhoe.
Haresliaw Iron Company.
George Elstob, Esq., Hexham Brewery.
Lambert, Esq., Alnwick Reins.
J. Robson Lang, Haugh Shield.
Wright, Keepwick, Charlton.
Robson, South Shields, Charlton Gate.
Addison, Tanfield, Tarsett Hall.
George Atkinson Knoppings, Holne and Rush End.
Thomas Reed, Esq., Thorneyburn.
Edward and Thomas Robson, Low Thorneyburn.
John Charlton and others.
Joseph Robson, Thorneyburn Old Hall.
Rev. Mr. Forster, Hoardley.
Mrs. Elizabeth Charlton, Camp Cottage.
Mrs. Elizabeth Charlton, High Donkley Wood
William Ridley, Low Donkley Wood.
James Lovate West, Low Donkley Wood.
Thomas Gibson, Esq., Low Stokoe.
Edward Welford, Esq., High Stokoe.
- | Mr. John Newton and others, Mount Pleasant,
Thomas Robson, Esq., Falstone.
IN SCOTLAND.
The Lord Douglas.
Walter Scott, Esq., Wauchope.
Robert Elliott, Esq., Harwood.
Oliver, Esq., Langraw.
James Elliott, Esq., Wolflee.
Hontile James St. Clair, Stonedge.
George CJeghorn, Esq., Weans.
Sir W. F. Elliot Stobbs and Wells, Bart.
James Douglas, Esq., Cavers.
William Scott, Esq., Teviot Bank.
The Earl of Minto.
Robert R. Carre, Caverse.
Thomas Tullock, Esq., Elleiston.
Hon. II. F. Scott, Master of Polwarth.
Dr. Currie, of Linthill.
Archibald Dickson, Esq., Greenhouse.
Present known Traffic:
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By Coaches.
Passengers.
Annual Amount
of
Exjjorts and Imports:
1839.
Excise Duty
paid on Manufactures:
1839.
Names
of Steam Boats
which
sail from the Port:
1839-40.
Tonnage,
The mail from Carlisle by Hawick amd Selkirk"!
to Edinburglh, once a day -J
The same fromi Edinburgh to Carlisle,1, daily
The mail from Newcastle, by Berwick,, to Edin-\
burgh, once daily - - - - -J
s
The same fromi Edinburgh to Newcasttle, daily -
Coach from Neewcastle to Edinburgh, by Kelso,
daily, except: Sundays - - - -J
Coach from Edlinburgh to Newcastle, by Kelso,"!
daily, exceptt Sundays - - - -/
Coach from Newcastle to Edinburghh, by Jed-"\
burgh, daily,', except Sundays - -/
Coach from Edklinburgh to Newcastlele, byJed-~l
burgh, daily/, Sundays excepted - - -/
Coach from Newcastle to Edinburghh, by Ber-~\
wick, daily, J Sundays excepted - -/
Coach from Edinburgh to Newcastlele, by Ber-~\
wick, daily, J Sundays excepted - - - /
Coach from Jed'lburgli to Edinburgh, ffiby Melrose,"!
daily, exceptt Sunday - - - -J
Coach from Edinburgh to Jedburgh, b]by Melrose,
daily, except t Sunday - -J
Coach from Keelso to Edinburgh, by / Dalkeith,*!
daily, except t Sunday - - J
Coach from Eddinburgh to Kelso, by y Dalkeith,"!
daily, except; Sunday - -J
Coach from Haexham to Bellingham, t, by Hum-"!
shaugh and Wark, three times in ththe week -J
Ditto from Bellilingham to Hexliam
94
In.
4
Out.
4
Total amount of duties received
Total amount of the Newcastle
in the Custom-house, Newcastle, on collection of duties in the Excise for
4 4 | imp0rts in the Port of Newcastle in the year 1839, 315,896/. 7 s. 1 \d.
119
119
112
4 4 | 1839, 118,063/.
Time of Sailing.
Places to which
they sail.
Fares.
112
102
6
102
119
119
48
9
48
43
6
43
6
14
14
4
It is obvioushly not an easy matter to to present in a concise form any state¬
ment of the traffiffic at present carried on on throughout a line of country so ex¬
tensive as that wwhich w ill be traversed Id by this Railroad, such as will afford
data for judgingg of the probable amouount of traffic which the Railroad,
if executed, wouuld command; but by sy a very minute calculation, derived
from the books c of the weighing machichines and other sources at Jedburgh,
the following haias been ascertained to bo be a pretty correct statement of the
present traffic of>f the district of Jedbur^urgh, which is chiefly agricultural:—
Coals ii imported - - - -
Lime inimported - - - -
Grain e: exported - - - -
Bone-didust imported - - -
Foreign^n timber imported - -
Lead inimported - - - -
Generalal merchandise importcirted
Wood e exported • - - -
Hawiclck - - -
Melrosese district - - -
Selkirk k and Galashiels
Kelso - -
Tons.
16,340
12,516
2,009
1,000
140
70
1,038
300
Tons.
33,413
- 48,200
- 23,000
- 30,000
- 21,000
Tons . - - 155,613
The present traffiffic for North Tyne:
Generalal merchandise
Coals - - - -
Lime -
Ironstorone and pig-iron
Wood e: exported
i •
# •
Tons p* Ann,
1,200
4,000
■ 2,000
. 5,000
500
Tons - - - 12,700
In the above a> accounts of present trat traffic, it
will be observed d that the city and coil county of
Mid Lothian thrhrough which the Rail Railway is
proposed to run in for nearly 30 miles hjes has been
kept out of view;w altogether, exceptingpting so far
as it is caused byby the interior traffic; fic ; but the
amount at preseisent between this part part of Mid
Lothian and Ediidinburgh is computed ated at -
- 12,000
Total amount received in the
Total amount of export duties ifi
the Newcastle collection for the
From the Port of Newcastle-upon-Tyne.
Customs, Newcastle, for warehoused | year 1839, 18,068/. lis. 5d.
goods in 1839, 338,790/.
Total value of exports in the
Customs, Newcastle, in 1839,
480,694/. 2s. 2d.
But these do not include the whole
of the county of Northumberland,
as Hexham, North Tyne and Halt-
whistle Divisions are in the col¬
lection for the county of Durham,
receivable at Sunderland.
Ardincaple
Streanshalh
Eclipse
Vesta
Neptune -
Clyde
John Wood
Queen Adelaide -
London Merchant
Atwood
61
(- - Mondays, WednesO I j
days and Fridays - J |
ierwick -
45 ! Wednesday
51 \ Monday -
Whitby and Hull
Hull
161 Mondays and Fridays - | Leith
173
193
180
180
187
189
Wednesday
Saturday -
- ditto
- ditto
- ditto
Wednesday
Hull
Hamburgh
- ditto ■
Rotterdam
London
- ditto
best cabin
second „
Jjest ,,
second „
) best „
^second „
best „
second „
best „
second „
best „
deck -
£. s.
- 8
- 6
- 10
- 7
- 12
- 8
- 15
- 10
- 12
- 8
2 10
1 1
best cabin 2 2
second „ 1 10
O
I
[
Population
within
Ten Miles
on each Side,
by the Census
of 1831.
Amount of
the Assessed Taxes
of Parishes
within Ten Miles
of the Line:
1S38.
Names
Annual Value
Amount of
Poor Rates assessed
; in the
said Parishes:
1839.
Amount
of County Rates
in
the said Parishes
1839.
Parishes or Chapelries
. •
within Ten Miles
of the proposed Line.
NAMES of PERSONS
Dissentiem
if any.
the said Parishes
1831.
through whose Property the Railway would pass.
Smailholm
Selkirk -
Roxburgh
Roberton
Oxnam -
Minto
Melrose -
Maxton -
Mackerston
Lindean -
Lillisleaf -
Kirton J
Kelso
Jedburgh
Hownam -
Hobkirk -
Hawick -
Eckford -
Crailing -
Cavers
Castleton
Bowden -
St. Boswell
Bed rule -
Ashkirk -
Ancrum -
R. Mackenzie, Esq., Pinnacle.
Charles Riddell, Esq., Muselee.
Thomas Brown, Esq., Belses.
William Hay, Esq.-, Whiterig.
The Duke of Buccleugh.
Steedman, Esq., Broomhill.
Thomas Ted, Esq., Drygrange.
Bainbridge, Esq., Gattonside.
Lord Sommerville.
Thomas Bruce, Esq., Langlee,
Frazer, Ladhope.
Clerk, Esq., Longhaugh.
John Scott, Esq., Gala.
James Pringle, Esq., Torwoodlee.
Adam Fairholme, Esq., Chapel.
W. S. Walker, Esq., Rowland.
Mitchell, Esq., Stow.
Dr. Colein, Torquhan.
George Thompson, Esq., Burnhouse.
R. Tait, Esq., Pirn.
George Pringle, Symington.
James Murray, Esq., Craigend.
James Baillie, Esq., Fallahill.
Sir John Dalrymple, Bart., Heriot.
W. B. Callender, Esq., Crichton.
John Borthvvick, Esq., Crookston.
Mitclielson, Esq., Middleton.
Trustees of R. Dundas, Esq., Arniston.
The Earl of Rosberry.
Sir George Clerk, Bart., Pennycuiek.
H. W. Ramsay, Whitehill.
Sir F. W. Drummond, Bart., Hawthornden
G. Mercer, Esq., Maevisbank.
G. Mercer, Esq., Dryden.
W. L. Gilmour, Esq., Craigmillar.
Sir William Rae, Bart., St. Catherine's.
Richard Trotter, Esq., Merton Hall.
Mrs. Hay's trustees, Greenhill.
The City of Edinburgh.
Ashkirk -
Ettrick -
Gallashiels
Innerleithen
Roberton
Selkirk -
Stow
Yarrow -
Eddlestone
Innerleithen
Traquair
Cramond
Dalmeny -
Queensferry
Kirkliston
included in other collections.
276 7 ' 4 13,745 - -
60 14 9 784 - -
240 10 9 9,332 - -
9 14 6 (' ' *nc^u^e(^ *n
\other collections.
177 5 3 8,507 - -
171 7 9 4,446 - -
258 2 10 5,695 - -
265 2 9 14,239 - -
Humbie -
Ormiston
Preston Pans
Tranent -
Laswade -
Libberton
Newbattle
Newton -
Pennycuiek
Ratho
Stow
Temple -
Total
Melrose -
Kelso
Jedburgh
Hawick -
Gallashiels
Selkirk
96 . APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Inland Railway froi
ROXBURGHSHIRE -
Ditto - - -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
SELKIRKSHIRE
Ditto -
Ditto -
Ditto - -
Ditto -
Ditto -
Ditto -
Ditto -
PEEBLESHIRE -
Ditto -
Ditto -
LINLITHGOWSHIRE
Ditto -
Ditto -
Ditto -
HADDINGTONSHIRE
Ditto --
Ditto - - -
Ditto -
Ditto -
Shire of Edinburgh
Ditto -
Ditto r - -
Ditto -
Ditto - - -
Ditto -
Ditto -
Ditto - -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto -
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Names of Towns
within Ten Miles of the
proposed Line.
£.
s.
d.
24
14
9
5
3
3
136
5
—
57
18
1
50
6
9
224
5
4
740
13
—
29
1
9
93
9
—
31
3
3
73
7
2
10
7
—
902
—
—
617
10
7
23
9
3
17
12
3
288
14
9
113
1
3
121
12
9
166
—
—
91
2
9
106
6
10
155
18
6
63
9
6
77
16
—
203
8
3
43
6
66
12
—
151
—
—
41
3
7
61
18
2
543
4
9
63
12
9
190
6
2
Preston Pans -
T ranent -
Dalkeith
Porto Bello
Edinburgh and Leith -
Musselburgh
Laswade -
Pennycuiek
Ditto
Ditto »
Queensferry
Borthwick
Carrington
Cockpen -
Collinton
Corstorphine
Cramond
Cranston
Crichton
Currie
Dalkeith -
Duddingston
f- - Edinburgh, in-
. eluding St. Cuth-
/bert's -J
Fala
Glencross
Heriot -
Inveresk -
Kirkliston
f- - Kirknewton and")
/East Calder - -/
1,473
561
2,025
2,232
1,461
1,880
1,030
1,325
1,883
5,586
3,862
162,156
746
15
6
784
10
11
327
2
10
194
18
3
177
5
3
171
. 7
9
258
2
10
265
2
9
Annual Amount
/ Names
of Steam Joats
Places to which
Time of
paid on Manufactures
Exports and Imports
1839.
From Leith, the Port of the City of Edinburgh
( cabin 3 10 -
^ steerage 2 5-
/deck 1 1 -
f cabin 3 10-
steerage 2 5 —
/deck 1 1 -
(cabin 3 10-
. steerage 2 5 —
[.deck 1 1 -
f 1 st cabin 4
J 2d „ 3 10 -
I steerage 2 5-
deck 1 1 -
f cabin 4
^ steerage 3
/without provisions
fcabin 1 7 -
< steerage — 14 —
/to Inverness.
(cabin 116-
< steerage 1
|^to Shetland.
J cabin 1 - —
/steerage - 7 6
{cabin - 15 -
steerage - 10 -
j cabin - 6 -
/steerage — 4 -
/cabin - 6 -
/steerage — 4 -
(cabin - 12 -
steerage - 6 -
{cabin -12-
steerage - 6 -
/"cabin - 4 -
/steerage - 2 6
J cabin
1 / steerage — — «
Ifcabin --26
/steerage - 1 6
twice a week
London
Royal Adelaide
Royal Victoria
The Comptroller of the Customs
at Leith, the port of the city of
Edinburgh, declined furnishing the
information for this head, saying
that he was prohibited from giving
such returns.
Monarch
Caledonia
Clarence
Leith
The City of Hamburgh
Hamburgh
once in
/ - - Aberdeen and
/Inverness
J\. _ Wick, Orkney
/and Shetland -
Duke of Richmond
once a week
\ Sovereign
asus
twice a week
Newcastle
Glenalbyn -
Tarbert Castle
once a week
Berwick
twice a week
Montrose
Velocity
Bonnie Dundee
three times in the week
Aberdeen
Benledi
Dundee
Modern Athens
Forth and Victoria
twice a week
Alloa and Stirling
John Adamson, */ Secretaries for the Promoters of the Line,
Stephen Reed, J Newcastle-upon-Tyne.
For John Scott,
['Edinburgh.
John Adamson.
/£/_
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Note of the Rents of the Tolls upon Roads leading Southwards from Edinburgh Inland Line by
through the County of Roxburgh, which will be effected by the projected Midland Hexham to
Railway; made up from information furnished by the Clerks of the respective Trusts. Edinburgh.
!
Rent of 1839-40.
I. Gala Water Road.
1st. In Edinburgh Trust,
Mayfield Toll, one mile south ol
Edinburgh - - - -
Gallowshall and Harvieston -
N.B.—These tolls are let along with several
otherunimportant cross-bars. The sums
here stated are after making allowance
for these, on the information of James
Speirs, toll contractor,
1 1
03 1 1
1 1
£. s. d.
£. s. d.
2,115 - -
1,400 - -
Herriot House -1
Torquhan -
Cathie -
1 1 1
1 1 i
000
o» 0 0
'.o <£>
Total of Edinburgh Trust on Ga^
Water Road -
5,505 - -
2d. Roxburgh Trust (same line of road).
Whitelaw To" -
653 - -
At Galashiels the road branches to Jedburgh
and Hawick, embracing the country on
both sides of the Railway. Pursuing the
Jedburgh road, the first toll is
Melrose Bridge -
Wilton Hill -
Bongate -
Kennruir -
Carter ------
.
430 - -
201 - -
212 - -
196 - -
275 ~ -
Pursuing the Hawick Branch, the first toll
south of Galashiels is
The Tweed Bridge (Ettrickfoot).
No return has yet been got of this toll, which
is made a separate trust. The rent is
little, if at all, under that of Melrose
'Bridge, but say only - - - -
35o - -
Asbkirk -
Hawick (North) -
Hawick (West)
Colterscleuch - - - -
N.B.—No account is taken of the tolls upon
this line of road after it leaves the
county of Roxburgh.
-
235 - -
234 - -
237 ~ -
251 - -
The clerks of the Roxburgh Trusts men¬
tion that the above rents are exclu¬
sive of the duties payable by the pub¬
lic coaches, which are levied by the
trustees themselves, and amount to
Total of Roxburgh Trust upon Gala
Water line of road -
.
1,116 - -
4,390 - -
\ Total Gala Water Line
.
- j 9>$95 - -
132.—II.
p
(continued.)
yjrs
98 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Inland Line by
Hexham to
Edinburgh.
Brought forward
II. Leader Water Line.
1st. In Edinburgh Trust.
(This is in the direct road to Jed¬
burgh and the English border.)
Cameron Bridge -
Newmills and Lugton -
N.I).
The remark upon the two first tolls
on the Gala Water Line, may be
here repeated.
Blackshiels -
In Edinburgh Trust
2d.
Lauder Trust.
Deanburn (Soutra) -
Lauder ------
At Lauder the road branches to Jedburgh
and Kelso, in direction of the former.
Stoneyford -----
Birkinside Toll -
Drygrange Bridge.
No return has yet been got of this toll,
which is a separate trust, but it is be¬
lieved it cannot be below the rent of the
last-mentioned, sav -
' •/
Here the road joins the Gala Water Line to
Jedburgh, and at same time the Line of
the Railway. Pursuing the Kelso road,
the first toll south of Lauder is
Cleikum Inn - - - -
Gne toll here intervenes, of which there has
yet been no return, and it is believed
cannot be under -
Loanhead -
There are two great roads south from Kelso,
one by Coldstream, Wooler,&c., of which
no account is here taken ; the other across
Kelso Bridge, direct south, the tolls on
which properly fall to be here added, being
Kelso Bridge -
Maxwellheugh and Crooked House
Add for coaches, drawn by Trustees for
these -------
Cowbog and Town and Kirk.
Yetholm Mains - - - -
f.
d.
1,040
600
202
180
s. d.
1,607
G245
750 - "
£. s. d
9>8O5 - -
3,602 - -
180 - -
320 -
200
412
737
60
212
Total Roxburgh and Lauder Trusts -
Total Leader Water Line of Road
- 5.205 - -
S,8o7 - -
Total of Tolls on Roads direct through the County of Roxburgh - £. 18,702 - -
Kote.—It will be observed that in drawing up the foregoing state, no notice has been taken
of many tolls the rents of which may be considered an important item in the calculation
of traffic by the projected Railway.
For example, the roads between Kelso and Hawick by the two sides of the River Teviot,
crossing the Line of the Railway at right angles, also the road from Kelso to Peebles by
way of Melrose, which does the same.
N either has arty notice been taken of the roads through Liddisdale, nor of the two roads
leading south from Roxburghshire, the one from Hawick by Mosspaul and Langholme, the
other from Kelso by Coldstream, &c.
The return having, then, been confined merely to the roads from Edinburgh through the
county of Roxburgh into England, running parallel and at some points within a few miles
of the Railway, the traffic on which it is fair to conclude would be either wholly or in a
measure transferred to the Railway.
John Scott, Edinburgh.
John Blackmore, Newcastle.
N.J5.—Large quantities of sheep and cattle, particularly the former, and which would be
conveyed by Railway to the markets, now avoid the payment of tolls by going round about
by bve-roads and across commons.
Tolls
/<r/
BETWEEN LONDON, EDINBURGH, GLASGOW, &o.
99
Tolls taken at the various Gates which have reference to a passage into Scotland by Inland Line by
I n In n /I I 1 / k y-v r I : n i I urnvr T J .... L .. *k. 4- .
an Inland Line of Railway
No. 1. Going from Newcastle direct to the borders at the Carter :
ist. Di vision, under Mr. Luke Pearson, received last year
2d. Division, under Mr. Lawson, Jet this year (were in 1835,
4051.) ----------
No. 2. Going west from Newcastle 011 road to Carlisle, so far as deemed
within the reach :
1st. Division, being East of Corbridge -
2d. Division, from thence to Haltwhistle, in the hands of the
trustees, say - -- -- -- -
No. 3. Leading from Hexham, North-west into Scotland, and road
joining Nos. 1 & 2 afterwards :
Aeomb - -- -- -- -- -
Butely and Stagshaw -------
Tonepit House - -- -- -- -
Elisha - -- -- -- -- -
£.
£. s. d.
1,244 2 7
573 - -
1,415 - -
600 - -
342 - -
60 - -
84 - -
45 ~ -
Hexham to
Edinburgh.
4,363
A very considerable quantity of cattle, particularly sheep, are driven from and to Scotland,
which go by roads where they escape the gates.
John Blackmore.
Clvdesdale and Nithsdale Lines.
*
To the Promoters of the projected Railway from Carlisle to Glasgow.
Gentlemen,
I had the honour to receive, through Mr. Brooks, your instructions to survey, in con- Mr. Locke's Re-
junction with Mr. Miller, the country between Carlisle and Glasgow, and in furtherance port on the pro-
thereof, 1 conferred with that gentleman as to the mode in which our inquiry could be posed Clydesdale
best conducted. We agreed that trial sections (under the direction of Mr. Errington) and Nithsdale
should be made, and that copies should be forwarded to each of us, so that we might, Lines,
cn inspecting the ground, be better able to determine the best route which the country
afforded. This was done, and several suggestions, avoiding some of the difficulties in the
original sections, were made, and Mr. Miller having undertaken that part of the Line between
Cumnock and the Ayrshire Railway, I, in conjunction with Mr. Errington, directed 013-
attention to the improvements South of Cumnock and to the Line by Beattoek and Hamilton.
Sections of these Lines haying been completed, and having obtained all the information
that I deemed essential, in order to form a correct judgment of the matter referred to us, I
now proceed to lay before you the views which a consideration of the entire question has
led me to form.
You are no doubt aware that as far back'as the year 1836, I made a preliminary survey
of the ground between Preston and Glasgow ; and again in 1837 m3' attention was directed
to the country in the neighbourhood of Beattoek, with a view to ascertain the practicability
of a Line in that direction to Edinburgh; and although the information then obtained was
valuable as far as it went, still there was not a sufficient amount to enable me to decide on
the great question involved in this inquiry.
You have presumed, and I think properly so, that the Railway system in England will
extend itself northward to Carlisle; whether by the circuitous route by Morecambe Bay
and Whitehaven, or by the shorter through steeper Line by Kendall, or Shapand Penrith,
remains yet to be determined; and although you may not be indifferent to the decision as
to which of these two Lines may be preferred, it is enough for your present purposes to
know that the extension to Carlisle by the one or the other will at no distant period be
accomplished. During the present investigation, we have had trial sections taken of a Line
from Cumnock by Loudon Hill and Hamilton; also by Muirkirk towards Douglas Mill;
and again from near Sanquhar up the Crawick Water; but 1 do not think it necessary
either to give you a minute description of these Lines, or to prepare the sections for your
consideration, for such are the difficulties which each of them presented, that I did not pur¬
sue the inquiry f urther than was necessary to enable me to state, that they are all inferior to
the other Lines which I have now to bring before you.
The general section (A.) represents the ground from Carlisle through the vale of the Nitli (Plans.)
to Cumnock.
The sections (B.) and (C.) show the levels of the Lines to join the Ayrshire Railway at
Monkton and at Kilmarnock; these having been the most recently taken by Mr. Miller.
The section (D.) is an extension of (C.) from Kilmarnock by Beitli to Johnstone.
The general section (E.) shows the ground from Carlisle by the Evan and Clyde Waters
to Glasgow. The part marked (F.) shows a deviation from that Line, commencing at the
River Sark, and uniting again at Johnstone Bridge. •
On the general map, all these Lines are delineated.
132.—II.
p 2
Description
/60
100 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
jjr Locke's Re- 1
port on the Niths- Description of the Nithsdale Lines. Section (A.)
^dle and Clydesdale Beginning then at Carlisle, the Line will leave the Newcastle and Carlisle Railway near
the coal and lime depot, and pass between the town and the canal embankment, across the
low land and the River Eden to the village of Etterby.
It then proceeds in a straight direction and almost parallel to (although at a considerable
distance from) the turnpike road, until it reaches the River Esk, crossing it near the iron
bridge. It then continues nearer to the road for a short distance, and crosses the Sark at a
moderate height into Scotland.
To this point all the Lines are common, and here the section (F.) commences ; but I
shall first describe the Nithsdale Line, and revert to this section hereafter.
Leaving the Sark, the Nithsdale Line crosses the Kirtle Water and turnpike road above
the mill, and runs parallel to the road to near Muirhouse, re-crossing the road about a mile
from Annan.
It then passes on the western side of the town, or rather between the town and the
navigable part of the river, which it crosses at an elevation of about 30 feet.
To this point the general sections (A.) and (E.) are common, the one now under
consideration proceeding across the old road and running parallel to it for nearly three
miles. It then re-crosses the road near to Stone Bridge, and passes to the west of
Cumlangan Castle.
From this point the Line runs straight across the higher part of Lochar Moss to the
town of Dumfries, passing under the junction of the roads from the Sand Lock and
Lockerby.
From Dumfries the Line runs nearly north-west, across the river Nith a short distance
above Linncluden Ford, and following the general course of the river, leaves Rosehill and
Portract close on the right, re-crossing the Nith at Forrest about a mile south of Aldgaith
□ ' o o
Bridge.
It then crosses the road behind the Bridge Inn, and continues for some distance on the
east side of the turnpike road, leaving Closeburn on the east and Thornhill about a quarter
of a mile to the west. The Line then crosses the Carron Water immediately above Carron
Bridge, and takes the general route of the turnpike road to Sanquhar.
From Sanquhar the Line, after crossing the Crawick Water, keeps about midway between
the road and the river, till it touches the river near Kirkconnel (which will have to be
diverted), and, passing between it and the town, crosses the turnpike road near the Manse.
From Kirkconnel to New Cumnock, the Line continues along the left bank of the river,
which it crosses at Netherglen to avoid an objectionable curve.
At New Cumnock it passes between the river and Gatehead, still continuing on the
left bank, until it reaches the Cumnock summit at the Black Lock (a point which is
common to the two sections (B.) and (C.)
Pursuing the route towards Monkton, represented by the section (B.),'the Line passes
under the turnpike road, and curves round to the west of Logan Hid, by Clocklocher,
leaving Logan House to the east.
It then passes over the valley of the Luggar Water at an elevation of about 130 feet, and
crosses the turnpike road north of Auchinleck village. Here it curves to the south of
Woodside, across the road to Ochiltree near Gibston, re-crossing the Luggar Water behind
Auchinleck House, and continues to near Barstuck.
The Line then runs direct for Stair Loch, crossing the River Ayr about a mile and a half
beyond the loch, and, passing over the road to Stair, takes the low ground by Muirburn,
Mossblowen and Sandiford to Monkton, near to which it joins the Ayrshire Railway.
The section (C.) pursues the same route from Cumnock as that just described, until it
passes the Luggar Water, whence it proceeds by Auchinleck village, over Duppool Burn
near Treeshill, and crosses the River Ayr at Cleugh Glen.
It then passes on the west of Mauchline to Loch Brown, and, crossing the turnpike road
near Bargour, runs nearly parallel to that road to the valley of the Cessnock Water.
The Line then proceeds on the west of Blair Farm, crossing the River Irvine west of
Woodside, and pursues a direct course across the Kilmarnock Water, to the east suburb
of the town of Kilmarnock, a little beyond which it joins the proposed branch of the
Ayrshire Railway.
The section (L).) of the Line by Beith commences at Kilmarnock, passes on the west
of Kilmaurs, and, after crossing the road to Stewarton, runs to the east of Kennox, across
Wardlaw Moss to near Sidehead.
It then crosses the Dusk Water, and, curving eastward, passes on the west side of the
town of Beith.
From this point the Line runs parallel to the Glasgow road for 11 early three miles,
crossing it near Lochside,and again at Elliston Tower, and joins the Ayrshire Railway a
short distance south of the town of Johnstone.
Description of the Clydesdale Line by Beattock.
Clydesdale Lines. The general section (E.) from Carlisle to Glasgow by the vale of the Clyde pursues the
route to Annan, already described, and after crossing the lower Dumfries road, the Line
proceeds towards the glen, crossing the high road to Dumfries at its junction with the
Dalton road, to Dalton village, and continues by way of Hightae to the east of the town
of Loclnnaben.
It
/& /
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 101
It then passes over the Kennel Water by Templand, to the west of Kirk Bank, leaving Mr. Locke's Report
Johnstone Bridge on the east, and skirts the high ground on the west of Kirkpatriek Manse on the Clydesdale
and Beattock Bridge Inn. The Line then crosses Girpool Line to the east of Auchen Lines.
Castle, over Middlegill Burn, at a considerable elevation, and continues on the west side
of the valley and turnpike road, till it crosses the road south of Clyde's Nap, and
reaches the Beattock summit.
From this point the Line pursues the course of the Clyde (the turnpike road being
closely followed to Newton), thence it passes by Crawford and Abington to Braehead.
Beyond Braehead it makes a considerable detour to the west, leaving Biggar and
the route to Edinburgh on the east, and passes by Symington on the western side of
the River Clyde, leaving Covington and Drumaben Kirk on the east, and crosses the
Douglas Water near to its junction with the Clyde; it then skirts the left bank of the
river by Boathill, leaving Lanark about a mile to the east, and runs parallel to the
, turnpike road for some distance, passing over the Nethan Water about half a mile above
its junction with the Clyde. From thence the Line passes by Dalserf and Allanton,
and crosses the River Avon about half a mile from the palace, and through the upper
part of the town of Hamilton. It then takes the course of the proposed Glasgow and
Hamilton Railway, by Blantyre works, Bog-end and Cambuslang to Rutherglen, where
jt joins the Polloc and Govan Railway, now nearly executed; and pursues the course of
that Line to the junction with the Ayrshire and Greenock Lines in Glasgow.
Section (F.) diverging from the Line (E.),already described, at the River Sark, passes to
the west of Gretna, and runs parallel to the turnpike road to Bonshaw, where it crosses
the Kirtle Water. It then proceeds on the west side of Broadlee across the valley of the
Mein Water above Cleugh Brae, thence, passing to the east of Ecclefechan, crosses the
turnpike road about half a mile north of the town.
From this point the Line curves round by Bracken Hill, passing the road near to Over
Mains and the Milk Water, between Norwood and Gibson Town. It then runs on the
east of the road for several miles, passing close to the town df Lockerby, over the Dryfe
Water near Bankshill, and, touching the turnpike road opposite Jardine Hall, reaches the
Annan Water at Johnstone Bridge, where it joins the Line (E.) already described.
The works on each of the Lines from Carlisle to Cumnock and to Johnstone Bridge
are not of an expensive character. From Cumnock, however, to the junction with the
Ayrshire Line, whether we adopt the route by Monkton or Kilmarnock, the embankments
and cuttings are both heavy and costly.
The same may be said of the Line by Beattock and by the course of the Clyde, where
some deep ravines requiring high viaducts intersect the Line. On trial sections, however,
it is not easy to fix so precisely on the Line as to enable me to make an accurate estimate
of the cost of the works ; I have, however, endeavoured to form an approximate compara¬
tive estimate, by which you will see the amount of capital that would be required to form
the several Lines from Carlisle to the junction with the Ayrshire Railway and to Hamilton,
where, as I have said before, in all probability a Line will soon be formed from Glasgow.
Comparative Estimate.
Routes.
Total Length
of Line
from Carlisle to
Glasgow.
Length of
new Line
to be formed.
Earthwork
per mile
of Railway
to be formed.
Total
approximate Cost
of Railway
to be formed.
Carlisle to the Ayrshire Rail-1
way at Monkton - -J
Miles.
Miles.
911
Cubic Yards.
60,000
£.
1,500,000
Ditto ditto at Kilmarnock
125
92 h
60,000
1,500,000
Ditto ditto by Beith to Johnstone
120|
110 J
66,000
1,900,000
Ditto by Lockerby to Glasgow
101
90 i
80,000
1,620,000
Ditto by Lochmaben to Glasgow
105 i
95 i
75,000
1,650,000
These suns include simply the engineering works of the Line, without any allowance for
stations and carrying stock ; and I should not be disposed to put the whole amount of capital
on any of the Lines at less than Two Millions.
In addition to this, by the Clyde from Hamilton to Glasgow, 12 miles of toll would
have to be paid to another Railway, whilst 30 or 40 miles would be payable to the Ayrshire
Company, whether the junction was at Monkton or Kilmarnock.
The following tables exhibit the lengths and gradients of the several Lines already
described.
132—II.
NITHSDALE
/6Z.
102
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Locke's Report on the Nithsdale and Clydesdale Lines.
NITHSDALE LINE.
table of gradients.
Line from Carlisle
vid
Cumnock and Monkton
to Glasgow.
i in 1,320 for-
1 in 908
1 in 590
1 in 1,863
1 in 1,881
Level
1 in 3,564
1 in 6,570
1 in 936
1 in 252
1 in 371
1 in 278
1 in 232
1 in 1,647
Summit ■
1 in 176
To Cumnock
1 in 176
Level
To J unction with Ayrshire"!
Railway -J
Ayrshire Railway:
Level -
1 in 2,000
1 in 1,000
Level -
1 in 1.000
Level -
1 in 440
Xevel -
1 in 1,200
Level -
1 in 2,000
1 in 1,200
Level ...
1 in 1,200
1 in 600
Level -
1 in 1,200
1 in 2,000
Level -
Miles. Chains.
60
7
3
4
2
4
3
7
5
5
8
7
6
5
72
18
1
1
1
1
1
5
2
2
1
1
1
6
1
2
1
19
28
47
11
15
3«
-37
79
36
24
14
38
77
72 35
- 26
61
66
11
91 58
67
11
57
15
42
8
67
38
39
62
22
10
11
10
21
59
7<i
41
64
To Glasgow -
J27 58
Line from Carlisle
vid
Cumnock and the Kilmarnock Branch
Railway to Glasgow,
1 in 1,320 for
1 in 908
1 in 590
1 in 1,863
1 in 1,881
Level -
1 in 3,564
1 in 6,570
1 in 936
1 in
1 in
1 in
252
371
278
:}
1 in 232
1 in 1,647
1 in 220
1 m 220
1 in 1,173
1 in 130
Level
Junction with Kilmar¬
nock Branch -
Kilmarnock Branch:
Level
1 in 880
Junction with Ayrshire"!
Railway - - -J
Ayrshire Railway :
Level ...
1 in 1,200
Level -
1 in 2,000
1 in 1,200
Level -
1 in 1,200
1 in 600
Level - - -
1 in 1,200
1 in 2,000
Level -
Miles. Chains.
- 60
7
3
4
2
4
3
7
5
5
8
7
6
5
72
102
19
28
47
11
15
30
37
79
36
24
14
38
77
72 35
- 26
61
8 17
3
5 60
2 40
92 18
61
37
36
-
38
2
39
-
62
2
22
1
10
1
11
1
10
6
21
1
59
O
76
1
4i
-
64
5
9
Line from Carlisle
vid
Cumnock, Kilmarnock and Beith
to Glasgow.
1 in 1,320 for-
1 in 908
1 in 59°
1 in 1,863
1 in 1,881
Level
1 in 3,564
1 in 6,570
l in 936
1 m
1 in
1 in
252
371
278
1 in 232
t in 1,647
1 in 220
1 in 220
1 in 1,173
1 in 130
Level
Junction with Beith Line
Beith Line :
1 in 346
1 in 312
Junction with Ayrshire"!
Railway - - -J
Ayrshire Railway
t in 600
Level
1 in 1,200
1 in 2,000
Level
Miles. Chains.
-
60
7
$
19
3
28
4
47
O
11
4
15
3
30
7
37
5
79
5
36
8
24
7
14
6
38
5
77
72
35
—
26
72
61
8
17
3
-
5
60
1
66
91
44
7
69
10
61
110 14
3
1
2
1
120
CLYDESDALE
/60
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
103
CLYDESDALE LINES.
TABLE OF GRADIENTS.
Line from Carlisle,
bv Lcekerby, Johnstone Bridge and Beattock,
to Glasgow.
Miles.
Chains
1 in 1,320 for - ^ -
Co
1 in 908 ...
7
19
1 in 230 ...
5
59
Level -
-
68
1 in 278 ...
7
48
1 in 657
9
37
1 in 138
11
28
1 in 113
6
74
1 in 200 ...
4
73
1 in 298 ...
8
1
Level ....
9
47
1 in 169 ...
8
65
1 in 188 ...
7
72
Level ....
1
24
To Hamilton ....
9°
35
Hamilton Railway :
1 in 262 - - -
2
27
1 in 214 ...
2
64
1 in 383 ...
2
49
To Junction with Polloc and Govan
00
15
Polloc and Govan Railway:
Level ....
-
4
1 in 880 ...
-
40
Level ....
-
27
1 in 330
1
9
1 in 240 ...
-
23
1 in 230 ...
—
3C
To Glasgow -
100
74
t?y An
nan
Line from Carlisle,
, Lochmaben, Johnstone Bridge and
Beattock, to Glasgow.
1 in 1,320 for
1 in 908
1 in 590
1 in 1,863
1 in 1,881
Level
in
in
in
in
in
1 in
1 in
264
476
893
325
138
113
200
1 in 298
Level
1 in 169
1 in 188
Level
Hamilton Railway:
1 in 262
1 in 214
1 in
383
Polloc and Govan Railway:
Level - - -
1 in 880
Level -
1 in 330
1 in 240
1 in 230
Miles. Chains.
—
60
7
19
3
28
4
47
2
11
-
15
6
49
2
71
6
21
O
27
1 1
32
6
74
4
73
8
1
9
47
8
05
7
72
1
24
95
16
2
27
2
64
2
49
102
76
4
-
40
-
27
1
y
—
23
—
36
Mr. Locke's Report
on the Nithsdale
and Clydesdale
Lines.
105 55
Confining our observations in the first instance to the Lines by Cumnock, to which
place from Carlisle I have already stated 110 difficulties exist, it appears that, in order to
obtain uniform gradients, it is necessary, in pursuing the Line to Monkton and Kilmarnock,
to wind round the hills, and thereby to increase the distance. Mr. Miller in these sections
has pursued this principle to the fullest extent; but although distance is sacrificed, and
some additional expense incurred, still as in all probability further trials would lead to
economy of construction, I think it better to adopt them.
From Cumnock one Line has been taken to the Ayrshire Railway at Monkton, and is
represented 011 the section (B.) with an uniform gradient of 1 in 176. Another re¬
presented by section (C.) has been taken to Kilmarnock, uniting with a branch from the
Ayrshire at that place. The steepest gradient 011 this Line is 1 in 130.
A third Line, section (D.), which may be considered an extension of the second, instead
of adopting the Kilmarnock branch of the Ayrshire, passes by Beith to Johnstone, and
there joins the Ayrshire Line.
It is necessary now to determine which of these three Lines is to be preferred, and I
shall therefore make this comparison quite independent of the circumstances which it may
be necessary to consider when the general question is brought before you.
Availing myselt of the license accorded to us 011 the outset, " to determine the best Line
between Glasgow and Carlisle, without regard to any existing Line," 1 am of opinion that
of these three Lines, the short one from Johnstone by Beith and Kilmarnock is the best.
As compared with the Line secondly described, adopting the Kilmarnock branch of the
Ayrshire, it is four miles and a quarter shorter, whilst the steep gradient of 1 in 130 between
Kilmarnock and Cumnock is common to both. Indeed the tiilference between these Lines
exists only between Kilmarnock and the Ayrshire Railway, and since the shorter Line in
that portion of (A.) has no greater inclination than : in 312 (which for such a Line as
we are now considering may be deemed a good practicable gradient), 1 should prefer
to adopt it rather than increase the distance so materially, and this notwithstanding the
favourable nature of the gradients on the Ayrshire Line and Branch.
The simple proposition, as it appears to me, is,—Is it better, in passing from Johnstone to
Kilmarnock in order to avoid a gradient of 1 in 312, to take another route with no
332.—II. i*4 gradient
io4 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Lockt's Report gradient steeper than 1 in 880, and increase the distance from 19 miles to 23^? In this
on the Nithsdale case, more particularly since steeper gradients are met with on other parts of the Line, I
and Clydesdale am Gf opinion that it is not.
If we compare the Line by Beith with that by Monkton, we shall find elements on
which a greater difference of opinion may possibly exist.
In addition to the difference between the gradients of 1 in 312 and 1 in 880, already
referred to, we have now to compare the Lines from Kilmarnock to Cumnock, and from
Monkton to Cumnock.
The distance from Glasgow by the former route is 48 miles, and by the latter 55 miles;
the steepest gradient on the former is 1 in 130, and on the latter 1 in 176.
Keeping in view the latitude already alluded to, I am still in favour of the short Line by
Kilmarnock and Beith, and I do not see a sufficient objection in the difference of gradients
to justify an increase in the length of the Line to the extent of seven miles.
It must be borne in mind, also, that the gradient of 1 in 130 is less than six miles in
length (the remainder of the distance being accomplished by 1 in 220), whilst on the
other Line the gradient of 1 in 176 extends for nearly 19 miles continuously, and thus,
although the maximum inclination is less, its extreme length lessens the advantage it would
otherwise possess.
The town of Kilmarnock has also some claims to consideration, and so far as you may
think this circumstance available, it must be taken as an additional reason in favour of the
shorter Line.
There is another question which, notwithstanding your instructions, I cannot overlook,
and which is, that the Ayrshire Line, being already made to Monkton, materially alters the
whole feature of the inquiry ; and it would not be proper in me to omit saying that
although the Line by Kilmarnock and Beith may be the best per se, yet that since a
Railway communication is already made to Monkton, and that there is not for that reason
a probability that the Line by Beith would ever be made, it does not follow, notwithstanding
all that I have yet said, that the Line from Monkton is not the best to adopt.
If the Kilmarnock branch must necessarily be executed, then a question may arise
whether, for the same political reason, the Line to Cumnock should not be made from
that town ; but however this may be, it is apparent, I trust, that existing Lines have some
claims to consideration.
On referring to the plan and section of the Lines by Beattock, you will find-two Lines,
one of which leaves the general Line at the River Sark, and passes by Ecclefechan and
Lockerbv to Johnstone Bridge; the other continues further along the Nithsdale Line by
Annan, and thence diverging by Lochmaben to Johnstone Bridge, where the two unite.
The difference in these two Lines are as follows :
The Lockerby Line is four miles and three-quarters shorter than the Lochmaben ; it has
a gradient, however, of 1 in 230 ; whereas the steepest on the latter is 1 in 264. The Loch¬
maben Line is more easy of construction, and would cost less money, besides giving
equal accommodation to Annan, and nearly as much to Dumfries, as the Nithsdale Line
would give; whilst by Lockerby both these towns would be avoided.
Looking at the question as one of engineering, I am disposed to prefer the shorter route
by Lockerby, although I feel much inclined to make some sacrifice in distance in order
to give facilities to the towns above named, and shall probably make some observations on
this part of the subject hereafter. On referring to the table of gradients it will be
found that from Carlisle to Cumnock, a distance of 72 § miles, there is no inclination
steeper than 1 in 232 ; beyond Cumnock the steepest is 1 in 130; the entire distance to
Glasgow by Kilmarnock being 120 | miles; from Carlisle to Johnstone Bridge, a dis¬
tance of 331 miles, the steepest gradient is 1 in 230 ; from Johnstone Bridge to the summit,
about 18 miles, the gradients are 1 in 138, and 1 in 113, producing an average of 1
in 128. In the descent from the summit, the steepest gradients are 1 in 169 and 1 in
188, producing an average of 1 in i76fori6f miles. The entire distance to Glasgow
is 1001 miles.
These are the general features of the two Lines, and on the determination of these
depends the whole engineering question.
It will be admitted, I think, that the engine may travel from Carlisle to Johnstone
Bridge and to Cumnock pretty nearly at the same speed, and that the same engine would
be adaptable to both Lines.
From Johnstone Bridge to the Clyde summit there is a long ascent of 1 in 128 for 18
miles, and I will assume firstly, that an assistant engine is requisite at this plane. An
assistant engine would also be required between Kilmarnock and Cumnock, and so far
the two Lines (excepting in the lengths of the planes) are on the same footing.
t It already appears that an engine fitted for a gradient of 1 in 230 must be used on
either Line, and that, with the exception of the assistant engine plane at Kilmarnock,
there is not on the former Line any steeper inclination. There is, however, on the
Beattock Line, for a distance of 16 f miles an average rise of 1 in 176, which
will have the effect either of diminishing the load or speed of the engine. The
ratio of reduction I will call 10 per cent, (which is near enough the truth for the elucidation
of this subject); and if we suppose an average speed with an engine already alluded to
of 20 miles an hour, we shall have a reduction to 18 miles, which on that plane will
create a loss of time amounting to five or six minutes. This very immaterial reduction
presents nothing to induce a preference of the longer route by the Nith and Kilmarnock ;
and if we institute a similar comparison with the still longer Line by Monkton, where the
steepest
/6*
BETWEEN LONDON, EDINBURGH, GLASGOW, Sec. 105
steenest gradient is 1 in 176, and where no assistant engine would be required, we shall Mr. Locke's Re-
reduce the comparison to the question of distance on the one hand, and to the effect of P<>n on the Niths-
the long steep plane by Beattock on the other. This, 1 confess, appears to me to be the da e and Clydesdale
legitimate mode of considering the question, and by merging all minor differences con- Llues-
fine our inquiry to the simple proposition—Is it better, in order to avoid the Clyde
summit having'an average gradient of 1 in 128 for 18 continuous miles, to adopt the
route by the Nith, on which no such plane exists, at a sacrifice of some 20 or 25 miles
0fThTciyde summit is about 370 feet higher than the Cumnock, and it has been the
practice of some engineers to estimate 20 feet of perpendicular height to be equivalent
to one mile in distance, and thence to assert that it is better to go round to the extent of
one mile in order to avoid that height. If this conclusion were true, an addition of 18 J
miles must be made to the Beattock Line, in order to counteract the evil of its higher
summit. I am prepared however to state, notwithstanding the confidence with which
this opinion has been asserted, that it is altogether erroneous.
On an inclination of 1 in 250, where the gravitating force is equal to nine pounds per
ton it is ascertained that a Railway carriage will remain at rest, or move downwards at
a slow velocity. From this it appears that the lesistance from friction, Sec. on a level
Railway is about nine pounds per ton. It
also appears, that if in descending a plane of
1 in 250 (see diagram), the resistance of the
o~ 1 "2 miles, carriage be equal to its gravity on the plane, it
will in ascending amount to the sum of both, or twice as much as it is on a level. To
move a carriage therefore up 1 in 250 for the space of a mile, will require as much power as
would carry the same carriage on a level Line for the space of two miles ; but when
the carriage is arrived at the summit of the 1 in 250, it will run, by the force of gravity
alone, down a similar descent of one mile, and reach the same level plane.
Thus it appears that the same amount of power is requisite in each case.
If you limit the inquiry to the first mile, the first part of the proposition might be true;
but it is not drawing a fair comparison to suppose that one Line is to stop at a higher
elevation than the other. In the case under consideration, both Lines begin and termi¬
nate at or near the level of the sea, and therefore the disadvantage of the ascent is com¬
pensated for,by the gain in the descent.
The inclination hitherto called the angle of repose, and which I have taken at 1 in 250,
as the simplest mode by which to show the effective aid rendered by gravity in the
descending plane, may however vary according to the resistance of the carriage; for
instance, if the resistance be found in practice to be 12 J pounds per ton, the incli¬
nation on which precisely the same results would follow is about 1 in 177, and it is now
clearly ascertained, that at 20 miles an hour the resistance of a train is equivalent to such
a slope.
If it were necessary to bring evidence in support of this assertion, I could state that I
have seen a carriage placed on a slope of 1 in 178, and allowed to move by gravity alone.
It increased in velocity until it reached'2o miles an hour, and it then moved uniformly at
that speed. I have also invariably seen, in travelling down a similar plane at a higher
velocity, that the engine was obliged to exert considerable force to overcome the resist¬
ance of the train.
It must always be borne in mind, that in order to obtain the full advantage of the gravi¬
tating force on the descent, the plane must not be steeper than the resistance, otherwise
a break must be applied, or a greater speed than is desirable will be obtained ; in which
case there is a lossmf power, and the position I have taken is no longer true.
On the plane of 1 in 128 there will necessarily be a loss, and in order the more clearly
to show you the principle 011 which this loss is estimated, I will state it in detail.
Taking the friction at 20 miles an hour at 12 J pounds per ton, we have in
the ascent the effect of gravity, amounting to 17 \ pounds, making the total resist¬
ance 30 pounds per ton. The returning train down the plane requires no force
except that of gravity; and thus the average force travelling both ways on this plane is
15 pounds per ton, showing a loss of about 17 percent, as compared with a Line on
which the gravitating force is available in the descent.
There is still however the loss of power on the Nithsdale Line arising from the extra
distance, and this on investigation will be found to be more than equivalent to the loss
arising ftom the steep plane at Beattock. The amount of this force, taking the shortest
Lines in each direction, will be represented by the figures 104 : 121, the Nithsdale
Line being represented by the latter figure, and the Clydesdale by the former.
I have stated these facts more with a view to correct the erroneous opinion which I
believe has been formed from the assertions already alluded to, than to induce you to
attach much value to them in a practical point of view.
The question of power so considered relates chiefly, if not solely, to the consumption of
coke, and as this constitutes only about one-fourth of the entire cost of locomotive
powei, it may be well to consider how other items are influenced in the working of
such Lines.
There can be no doubt but that steep planes are prejudicial to the economical use of
ocomptive engines; but it is difficult to detach the value of casualties to which they
give nse from the more legitimate and constant causes of wear and tear. We are left,
tieiefoie, to form opinions according to the impressions derived from our experience,
without being able to assign a positive value to them.
132 — H. o We
to6 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Lockes Re- ].,10W however that the cost of locomotive power increases very nearly in the direct
dale audClvd ''rM rat'° l'ie distance iun>an(l (omitting the steep plane) we have at once an addition of 20 per
Lines" * ^ & cent- to eost this branch of expenditure 011 the Nithsdale Line. And I can see
110 feature in the Clydesdale Line equivalent to this cost, whether the Line by Monkton
or Kilmarnock be considered.
It is found desirable on long Lines to have a spare engine, at intervals of 30 or 40 miles,
to be ready for work in the event of an accident; and it might be that such an engine would
fulfil that duty as well as afford aid to the trains in ascending the Beattock plane; neglect¬
ing this consideration, however, the cost of an assistant engine would not, in all probability,
amount to more than 1,500/.,and should the trains be numerous and two engines required,
the cost would amount to 3,000/. a year.
There can be no doubt that, from past experience, the adoption of a plane similar to that
in question need not be feared ; steeper inclinations have already been worked with facility
and security; and although none have yet been made of so great a length, still (as in the
case of the Sheffield and Manchester Railway), Lines are in progress almost similar in cha¬
racter, upon which the communication between important districts is to be maintained ; and
the public mind is already prepared for any inclination on which locomotives can advan¬
tageously work, providing time or money can be saved by it.
There must always, however, be a greater tendency or liability to danger in those Lines
where the planes are long and steeply inclined, and nothing but the vigilance and care of a
well-conducted management can counteract this tendency ; but as I before stated, looking
back to the experience of other Lines, there is no ground for alarm. There is, 011 the con¬
trary, every reason to hope that the impediments which inclined planes were at one time
supposed to create will, in the continued improvement of the locomotive engine, be still
further removed.
When the locomotive was weak and imperfect, the effect of gravity was too important
and formidable to be encountered, and 10 feet in a mile (1 in 528) was the maximum,
beyond which engineers did not deem it prudent to go. Considerations of economy, how¬
ever, soon suggested the propriety of enlarging this slope, and 1 in 330 became the pre¬
vailing gradient of the day. This has again given way, and 1 in 250, ^ and ^ have
been subsequently introduced, under the impression that the power of the locomotive will
keep pace with the increasing requirements of those planes. Hitherto this expectation has
been realized. 1 have had abundant opportunities of witnessing on the Grand Junction Rail¬
way an engine rqoving up a slope of 1 in 180, at more than 20 miles an hour, with loads
varying" from 12 to 16 carriages ; and I have witnessed on the Rainhill incline ot*i in 96,
on the Liverpool and Manchester, the same engine pass up at the rate of 24 miles an hour,
with from 8 to 10 coaches.
From these circumstances, it is but fair to expect that further improvements will con¬
tinue to lessen the disadvantages of steep gradients; and 1 believe that the time is fast
approaching when, in order to do justice to the Railway system, economy of construction
will require the adoption of steeper gradients, and that the saving thus effected in the ori¬
ginal outlay will afford ample compensation for the increased cost of working those
gradients.
The question of shortening distance presents similar considerations, and I believe we
shall hereafter find that, although to lengthen a Line in order to save money may be legiti¬
mate, it by no means follows that to increase its length, in order to obtain somewhat more
favourable gradients, will be attended with similar advantages.
It would not, however, be prudent, on a subject of so much importance as this is admitted
to be, to determine it on the mere abstract questions of gradients and locomotive power.
There are other and, as they appear to me, very important considerations involved in the
inquiry, which I feel it my duty to suggest to you; and, as I have said before, it may
appear, when the whole conditions and circumstances of the case are considered, that some
modification of the conclusions already come to should be made.
The Ayrshire Railway being already constructed, the existence of such towns as Kil¬
marnock, Dumfries and Annan, and of extensive beds of minerals on the Nithsdale Line,
are facts which are entitled to much weight; they are valuable not only because they would
largely contribute to the success of the Railway, but because they lead to the conclusion,
that by affording to a large population the frequent means of intercourse, and to the
owners of the soil facility for working their mines, such an impetus would be given as would
tend to multiply the conveniences of the people, and increase the riches of the entire
district.
. Annan would afford a shipping place for coal from the Newcastle and Carlisle Railway,
and Dumfries a place of export for the minerals produced in the neighbourhood.
It is no doubt true that there are the towns of Hamilton and Lanark on the Clydesdale
Line, where also large tracts of coal mines exist. It is also true that the Line from Glasgow
to Hamilton has been projected and plans deposited, with every prospect of being carried
into effect by a distinct Company. So far, therefore, as the northern side of the Clyde sum¬
mit goes, the advantages of a Railway communication are likely to be as important as
would arise by the Nith : whilst on the southern side there is by the direct Line no im¬
portant town between there and Carlisle. If, however, the Line by Lochmaben to Annan
were taken, and a branch from it were made to Dumfries, an amount of local convenience
■would be given such as could not, I think, be afforded by any other Line.
It is not in my power to offer any precise remarks on the probability that exists of being
able to effect a Railway communication from the neighbourhood ot Lamington and Biggar
to Edinburgh. Surveys are now, 1 believe, being made by which to determine this ques¬
tion*
U7
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 107
tion, the solution of which would go further than any other to determine the one now xrr r „.u's pp.
under consideration. port on the Niths-
If such a Line could he ensured, there would no longer remain a doubt as to the course dale and Clydesdale
which this should lake. It would, as a national object, accomplish every thing that could Lines,
be desired, whilst it would, by the modification just alluded to, afford the greatest amount
of local advantage.
That a Line from Clydesdale to Edinburgh, either by Biggar or some other place, will be
found, I do not entertain the slightest doubt; and since, from what I have before advanced,
the Clydesdale Line, on account of its directness, offers as a medium of communication
between Carlisle and Glasgow greater advantages than that of the Nith, I have no hesita¬
tion in recommending it to you for adoption.
Looking, however, to all the circumstances of the case, 1 am prepared to say, that the t
Line which would give the greatest amount of good, whether nationally or locally con¬
sidered, is that which would pass by Annan, as near to Dumfries as may be, connecting that
town with a branch-, thence passing in the Line I have described to the Clyde summit, and \
pursuing the course of the Clyde, by Lanark and Hamilton to Glasgow, a branch from this 1
L ne being made from the neighbourhood of Biggar to Edinburgh.
Annan would thus be on the main Line, and although Dumfries would not, still by the
branch it would be connected directly both with Edinburgh and Glasgow, and Edinburgh [
would thus be opened to the important coast on the western side of the island.
There is no Line possessing such advantages as this ; and for the same expenditure of
capital, the same great national objects of connecting Carlisle with London, both with
Edinburgh and Glasgow, could not be attained. In 20 hours, the mails would reach both
these cities from London, and, what is of great importance, would run in the same Line to
both places until within 40 miles of each. A concentration of trade on one Line might thus
render it profitable, whilst any route where this double object was not attainable might be
unworthy either of individual or of Government support.
There is nothing in the gradients to prevent a speed of at least 20 miles an hour being
attained. There is no engineering difficulty in the Line ; and, believing that this course
will not only combine the objects you seek, but give equal facilities to the towns of Edin¬
burgh and Glasgow, I beg, in conclusion, to say, that since it possesses advantages which
no other Line can give, I have no hesitation in recommending its adoption.
I have not adverted to the importance of connecting the great Lancashire and Stafford¬
shire manufacturing interests with those of Scotland, because vour instructions have not
O ' »/
required me to do so; the value of such a connexion, however, cannot have been over¬
looked by you,and I may, therefore, now safely leave the entire question in your hands.
I am, &c.
Joseph Locke.
London, 9 March 1840.
(A.)
EARTHWORK.—Glasgow and Carlisle Railway.
Quantity
Average
Price
in
Description of Material.
Lead
per
Amount.
Cubic Yards.
in Yards.
Cubic Yard.
s. d.
£. s. d.
19,803
marl ------
150
- 8
660 2 -
28,073
marl ------
150
- 8
935 15 4
95,995
marl - - - - -
spoil
- 8
3A99 16 8
7,6,5b
marl - -
J 40
- 8
255 4 -
4,263
marl - - - - -
120
- 8
142 2 -
1,058
marl ------
'50
- 8
35 5 4
15,186
marl ------
240
- 8
506 4 -
27,873
marl ... - -
440
- 9
1,045 4 9
40,287
marl ------
650
- 9 i
1,594 13 1° I
3,744
marl ------
150
- 8
124 16 -
30,668
marl ------
450
- 9
1,150 1 -
33,042
marl ------
1,200
- 11
1,514 8 6
35,477
embanking from side cutting -
.
- 8
1,182 11 4
34,536
marl ------
150
- 8
1,150 4 -
68,248
marl ------
650
- 9
2,259 6 _
19,360
marl ------
9°°
- 10 J
847 - -
33,9>7
marl - -
900
- 10 i
1,483 18 Ah
14,784
marl ------
400
- 8 h
523 12 -
12,645
marl ------
400
-8 b
447 s6 10 J
22,549
marl ------
300
- 8
751 12 8
5,546
marl -
800
- 10
231 1 8
138,994
marl ------
800
- 10
Ox
1 cc
4-
64,614
marl ------
400
- 8
2,153 10 -
26,014
marl
100
- 8
867 2 8
3,889
marl ......
250
- 8
129 12 8
132.—II.
Estimated Cost of
Construction.
9 2
(continued.)
io8 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Nithsdale and
Clydesdale Lines.
Quantity
in
Cubic Yards.
48,510
14,801
89,060
62,501
30,721
36,721
100,100
i,3ot
26,163
227,727
43,663
33,921
22,503
9,831
21,582
8,880
37,48o
42,863
68,498
64,957
23,400
95,676
72,476
228,331
63,540
19,981
34,650
80,921
279,947
38,i49
55,699
5,621
33,887
66,521
39,154
100,294
26,954
17,582
4,449
42,479
10,037
8,349
5,280
37,092
12,414
14,157
4,719
29.108
10,010
6,107
12,336
75,938
36,198
35,901
4,916
21,054
978
91.109
6,231
91,066
27,230
54,265
6,774
36,068
233,276
18,314
309,073
36,465
85,855
221,409
293,475
8,662
161,130
16,975
211,447
Description of Material.
marl -
marl -
marl -
marl -
marl -
marl -
marl -
embanking from side cutting
marl -
marl -
embanking
marl -
embanking
marl -
marl -
marl -----
embanking from side cutting -
marl - - - - -
marl - - - - -
marl - - - - -
rock -
embanking
marl -
from side cutting
from side cutting
from side cutting
from side cutting
from side cutting
embanking
marl -
embanking
marl - - - - -
marl - - - - -
marl - - - - -
marl - - - - -
marl - - - - -
mail - - - - -
marl -
marl - - - - -
marl - - - - -
marl - - - -
marl - - - - -
marl -
marl -
marl - - - - -
marl - - - - -
marl - - - -
marl -
marl - - - - -
marl ... - -
marl -
marl - - - - -
marl - - - - -
marl - - - -
marl - - - - -
marl - - - - -
marl - - - - -
rock - - - - -
rock - - - - -
rock -
rock - - - - -
rock - ... -
embanking from side cutting -
marl - - - - -
marl - - -
marl - - -
rock - - - - -
rock - - - - -
rock
embanking
marl
embanking :
marl -
marl -
marl
marl -
rock
rock
rock
marl -
from side cutting
from side cutting
300
800
800
600
800
45°
800
250
1,700
450
200
250
200
450
700
650
200
660
200
450
900
2,000
350
350
100
650
650
500
2,600
spoil
450
100
800
1,000
80
200
spoil
200
200
200
500
200
650
850
3,000
1,000
1,760
1,760
660
4,000
200
1,200
1,500
660
200
450
450
400
4,500
2,500
spoil
200
1,300
3,500
5,000
Price
per
Cubic Yard.
s. d.
- 8J
- 10J
- 10*
- 9
- 10J
- 9
- 10
- 8
- 8
1 -
- 8
- 9
- 8
- 8
- 8
_ 8
- 8
- 9
- 9 5
- 9 i
- 9 2
- 8
- 8 i
- 8
- 9
- 10
1 1
- 8*
- 8i
- 8
- 9
- 9
- 9
1 2
- 8
- 9
- 8
- 10
- io|
- 8
- 8
- 8
- 8
- 8
- 8
- 9
- 8
" 9 J
- 10
1 3
2
2
2
o
2
- 11
"1
4
2
2 3
- 8
- 9
9
4
2
8
2
5
8
6
Amount.
£.
1,718
647
3,896
2.343
1.344
i,377
4,172
43
872
11,386
1,455
1,272
750
327
719
296
1.249
1,607
2,7H
2,571
2,535
3,189
2,869
7,611
2.250
668
i,299
3,371
15,163
i,35i
1,972
187
1,270
2,494
1,468
2,850
898
659
148
1,769
439
278
176
1,236
413
471
157
1,091
334
241
514
4,746
4,373
4,487
614
2,368
130
3,036
207
4,179
1,304
6,330
733
4,057
7,775
686
10,302
1,367
5,723
12,915
9,782
938
19,469
2,263
15,858
s. d.
1 3
10 10
7 6
15 9
- 10*
- 9
16 8
7 4
2 -
7 -
9
9
8
3
7
3 i
2
14
8
6
7
7
4
4
12
4 8
7 6
14 2
15 11
2 2 |
13
7
15
5 i
4
3
10 9
5 6
19 8
9 4
9 6
6 -
19 2
2 4*
6 -
16 -
18 -
6 -
11 -
13 4
14 8 J
2 6
18 6
12 6
10 -
11 6
18 -
19 4
14 -
13 10
15 5
i8 4
17 -
'7 -
9 -
15 6
8 8
9
4
6
8
13
10
10 -
7 10
17 6
6 8
10 6
/ /r 9
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
lOQ
Quantity
Average
Price
in
Description of Material.
Lead
per
Amount.
Cubic Yards.
in Yards.
Cubic Yard.
s.
d.
£.
s.
d.
'■25,410
marl -
5,200
1
6
1,905
44,694
15
-
412,567
rock
spoil
2
2'
15
1
208,349
marl -
spoil
-
8
6,944
19
4
7;643
marl ------
200
-
8
254
15
4
96,297
trap
850
1
10
8,827
4
6
19,166
trap ------
2,500
2
1
1,996
9
2
110,796
trap ------
900
1
10
10,156
6
-
6,828
trap ------
600
1
10
625
18
-
19,240
trap ------
1,000
1
11
1,843
16
8
2,656
trap ------
1,700
2
-
265
12
-
9,825
trap ------
200
1
8
818
15
-
113,646
trap ------
500
1
9
9,944
-
6
56,795
trap
600
1
9
4,969
11
3
10,674
trap ------
1,500
800
1
11
1,02-2
18
6
20,011
trap
1
10
1,834
6
10
6,468
trap ------
600
1
9
565
19
-
29,883
trap ------
spoil
1
8
2,490
5
-
9.979
marl ------
200
-
8
332
11
-
52,3H
marl ------
spoil
-
8
1,743
16
-
16,117
marl ------
300
-
8
537
4
8
48,603
marl ------
4,000
1
4
3,240
4
-
33,850
marl ------
450
-
9
1,269
7
6
1,167
marl ------
2,500
1
2
68
1
6
25,200
marl ------
1,200
-
11
1,1.55
-
-
80,168
embanking from side cutting -
-
-
9
2,672
5
4
32,175
marl ------
400
-
8i
i,i39
10
7 2
61,419
marl ------
850
-
10
2,559
2
6
387T37
embanking from side cutting -
-
-
8
8
12,904
11
4
16,321
marl ------
300
-
544
-
8
24,747
embanking from side cutting -
-
-
8
824
18
-
55,450
marl ------
850
-
10
23,108
8
4
93,788
embanking from side cutting -
-
-
8
3,126
5
4
113,580
marl ------
1,800
1
-
5,679
-
-
23,738
marl ------
1,700
1
-
1,186
18
-
11,396
marl ------
700
-
10
474
16
8
28,104
marl ------
400
-
9
1,053
18
-
15,179
marl ------
200
-
8
505
19
4
2,773
marl ------
100
-
8
92
8
8
79,200
marl ------
600
-
9
2,970
-
-
93,573
marl ------
2,500
1
2
5,458
8
6
363,456
marl ------
spoil
-
8
12,115
4
-
6,524
marl ------
200
-
8
217
9
4
21,438
marl ------
spoil
-
8
714
12
-
15,015
trap ------
spoil
1
8
1,251
6,880
5
-
63,510
trap ------
3,500
2
2
5
-
99,242
marl ------
200
-
8
3,308
1
4
112,158
marl ------
1,760
1
-
5,607
18
-
18,876
marl ------
880
-
10
786
10
-
50,029
embanking from side cutting -
.
-
8
1,667
12
8
164,111
marl ------
850
-
10
6,837
19
83,389
marl ------
1,760
1
-
4,169
9
-
28,392
rock ------
400
2
2
3,075
16
-
20,691
rock ------
800
'2
4
2,413
19
-
88,697
rock ------
spoil
2
2
9,608
16
10
6,593
marl -
3,4°o
1
3
•412
1
3
76,176
marl ------
2,500
1
2
4,443
12
-
28,459
marl ------
1,700
1
-
1,422
19-
-
404,678
embanking from side cutting -
-
-
8
13,489
5
4
13,156
marl ------
1,760
1
-
657
16
-
5,258
mttrl -
3,000
1
2
306
14
4
61,080
marl ------
spoil
-
8
2,036
-
-
29,925
marl ------
800
-
10
1,246
1,906
17
6
28,595
marl ------
2,400
1
4
6
8
52,824
marl ------
S80
-
10
2,201
-
-
225,762
marl ------
2,500
1
4
15,050
16
-
4,95°
marl ------
250
-
8
165
-
-
31-315
embanking from side cutting -
.
-
8
1,043
16
8
2,47G,932
Total of Excavations
- -
- £.
519,529
19
10 J
Nithsdale and
Clydesdale Lines.
The quantities are marked on the Section at each cutting.
132 .— II.
lit
110 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
(B.)
MASONRY.—Glasgow and Carlisle Railway.
Height
Cost Estimation.
Distance.
DESCRIPTION OF BRIDGE.
Span.
Breadth.
Length.
kof Embanking
or Cutting.
Miles
Yards.
£. s. d.
on Section.
3 & 4
Dalmarnock turnpike road -
30
25
-
15 cut.
400 - -
3 & 4
Turnpike road to Hamilton -
30
25
-
23 »
450 - -
3 & 4
Occupation road ------
15
25
-
5 emb.
230 - -
4& 5
Ditto -------
15
25
-
18 „
230 - -
4& 5
Cambuslang turnpike road -
30
25
-
16 „
400 - -
4 & 5
Rosebank approach -----
30
15
-
8 cut.
230 - -
4 & 5
Culvert at Burn ------
5
-
25
15 emb.
175 - -
4& 5
iMorriston approach - - - - -
30
15
-
7 cut.
230 - -
5 & 6
Road at Theifsford - - - - -
30
15
-
7 ,,
230 - -
5 & 6
Burn --------
5
-
40
30 emb.
120 - -
5 & 6
Road to Clydes Mill - - - - -
30
20
-
2 „
250 - -
5& 6
Road to Cambuslangtown -
30
15
-
5 ■>■>
230 - -
5& 6
Occupation road ------
- level crossing -
-
-
20 - -
6 & 7
Tunnel, per yard, 401. - -
30
-
130
-
5,200 - -
7 & 8
Rotten Calder Water, double 10' culvert
-
-
180
70 emb.
1
1
O
O
7 & 8
Occupation road ------
- level crossing -
-
-
20 - -
7 & 8
Road to Blantyre Priory
30
15
-
7 cut.
230 - -
8& g
Occupation road ------
- level crossing -
-
-
20 - -
8 & 9
Road to Blantyre Works -
30
20
-
10 „
250 - -
8& 9
Burn - - - 5 /. -
6
-
50
40 emb.
250 - -
8 & 9
Burn --------
6
-
40
3° »
200 - -
9 & 10
Occupation road ------
- level crossing -
-
20 - -
9 & 10
Road to Bothwell Bridge -
30
20
-
10 cut.
250 - -
9 & 10
Langside Burn ------
6
-
40
30 emb.
200 - -
10 & 11
Occupation road - - - - -
30
15
-
8 cut.
230 - -
10 A 11
Burn -------
3
-
35
25 emb.
35 - "
10 & 11
Intended street ------
30
35
-
27 cut.
500 - -
10 & 1 1
Turnpike road at Almeida Inn (askew) -
30
30
.
27 »
500 - -
10 & 11
New road -------
30
25
-
13 »
370 ~ -
11 & 12
Cadzoe Burn ------
6
-
45
35 emb.
225 - -
11 & 1 -2
Viaduct at Hamilton -
-
-
100
50 deep
7,000 - -
11 & 12
Street -------
30
30
-
10 cut.
430 - -
11 & 12
Silverton Burn ------
6
40
30 emb.
200 - -
11 & 12
Barncleugh Burn - - - - -
6
-
85
75 »
425 - -
1 2 & 13
River Avon ------
60
-
130
110 high
20,000 - -
13 & 14
Glasgow and Carlisle turnpike road (askew) -
3°
30
8 emb.
700 - -
13 & 14
Stream -------
4
40
3° »
80 - -
13 & 14
Turnpike road to Lanark -
30
25
level -
-
400 - -
14 & 15
Road -------
30
15
-
15 cut.
250 - -
14 & 15
Occupation road ------
30
15
-
18 „
250 - -
14 & 15
Brook -------
3
20
10 emb.
20 - -
14 & 15
Ditto
3
.
22
12 „
22 — —
14 & 15
Private road to Larkhall -
30
20
-
15 cut.
250 - -
14 & 15
Stream -------
4
-
30
20 emb.
60 - -
15 & 16
Skellyton Burn - - - - -
6
.
80
70 »
400 - -
15 & 16
Mill Burn
10
.
100
100 „
700 - -
16 & 17
Occupation road at Cornsallock -
15
25
_
18 „
200 - -
16 &c 17
Brook -------
6
90
80 „
450 - -
16 & 17
Ditto -------
3
-
55
45
70 - -
16 & 17
Road --------
15
25
5
200 - -
16 & 17
Dalserf Burn ------
15
40
30 „
500 - -
1 7 & 18
Road -------
3°
15
20 cut.
230 - -
17 & 18
Overton Burn ......
6
40
30 emb.
200 - -
18 & 19
Road to Quarry ------
- level crossing -
-
20 — -
19 & 20
Nethan Water ------
100
220
170 »
8 cut.
47:079 13 -
20 & 2 1
Road -------
30
15
_
030 - -
20 & 21
Crossfield Burn ------
10
120
85 emb.
840 - -
20 & 21
Brook -------
4
30
20 „
Co - -
21 & 22
Road from Lanark to Strathaven -
3°
20
28 „
300 - -
21 & 22
Brook
6
55
45 >>
2 75 _ ~
21 & 22
Road by Stonebyres House -
15
25
18 „
230 - -
21 & 22
Stonebyres Burn ------
10
7°
Co „
490 - -
22 & 23
Brook - - - -
10
70
Co „
490 - -
22 & 23
Road near Little Gillbank -
15
25
12 ,,
230 — -
23 & 24
Gillbank Burn ------
10
117
80 „
819 - -
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Distance.
DESCRIPTION OF BRIDGE.
Span.
Breadth.
Length.
Height
of Embanking
or Cutting.
Cost Estimation.
Miles
£. s. d.
on Section.
Yards.
23 & 24
Tunnel, 40/. per yard -----
25
22
616
-
24,640 - -
23 & 24
Road at Brae ------
30
15
-
25 cut.
230 - -
24 & 25
Road near Pleasure Nursery -
15
25
-
37 emb,
230 - -
24 & 25
Brook - - - -
10
-
100
70 „
700 - -
25 & 26
Ditto -------
3
-
33
23
33 ~ -
25 & 26
Road at Corehousmains - - - -
15
25
12 „
230 - -
25 & 26
Drive along the Falls - - - - -
30
15
-
7 cut.
230 - -
25 & 26
Drive ------
15
25
-
8 emb.
230 - -
25 & 26
Near Bonnyngton Fall -
6
-
40
3o „
200 - -
25 & 26
Road N. E. of Harperfield - - - -
30
15
6 cut.
230 - -
26 & 27
Road to Crookboat House - - - -
3o
15
-
7 »
230 - -
26 & 27
Douglass Water ------
60
25
150
7o „
24,000 - -
27 & 28
Road --------
25
25
-
12 emb.
230 - -
27 & 28
Road from Hyndford Bridge to Douglas Mill -
30
20
-
30 cut.
300 - -
28 & 29
Side Burn ------
4
-
30
20 emb.
60 - -
28 & 29
Diversion of Burn ••
75 - ~
28 & 29
Road from Carmichael to Douglas Mill
30
20
.
4 cut.
250 - -
28 & 29
Road between Carmichael Church and Mains
30
15
-
30 »
300 - -
29 & 30
Brook (on the level) - - - - -
2
15
7 10 -
29 & 30
Below Carmichael House -
—
30 & 31
Road -------
15
25
-
8 emb.
250 - -
—
Diversion of road -----
200
-
100 - -
30 & 31
Brook ------
3
-
20
10 „
20 - -
30 & 31
Cross-roads at Thankerton Moor - - -
20
25
.
4 emb.
230 - -
30 & 32
Spittal Burn ------
6
35
25 „
175 - -
31 & 32
Road to Thankerton Bridge - - - -
3o
15
lo cut.
250 - -
31 & 32
Road at Thankerton Village ...
20
25
.
5 emb.
230 - -
32 & 33
Brook -
4
40
30 „
80 - -
32 & 33
Ditto -------
3
-
18
8 „
18 - -
33
Ditto -------
6
-
35
25 0
175 - "
33 & 34
Ditto -------
3
-
18
8 „
J8 - -
34 & 35
Ditto -------
3
-
18
8 „
11 - -
34 & 35
Turnpike road on level -
3o
25
-
400 - -
34 & 35
Brook 011 level ------
3
11
-
11 - -
34 & 35
Road -------
-
-
30 ~ -
34 & 35
Ditto -------
30
15
-
4 cut.
250 - -
34 & 35
Road at Symington Village - - - -
30
25
-
-
500 - -
35 & 36
Road to Symington Mains - - - -
30
15
-
2 cut.
230 - -
35 & 36
Road to Broad Field - - - - -
30
15
-
10 cut.
230 - -
35 & 36
Brook (level) ------
3
11
-
11 - -
35 & 36
Ditto -------
4
-
30
20 emb.
60 - -
37 & 38
Garf Burn -
10
-
30
20 „
210 - -
37 & 38
Road to Hardington Farm-house - - -
- level crossing -
20 - -
38 & 39
Road to New Bridge across Clyde - - -
20 - -
38 & 39
Road from Brown Know - - - -
-
.
„ _
-
20 - -
38 & 39
River Clyde below Hardington -
30
25
_
25 emb.
1,000 - -
39 & 40
Old turnpike road - - - -
—
—
—
39 & 40
Ditto ------
—
—
40 & 41
Woodend Burn - - - -
6
-
18
8 emb.
90 - -
40 & 41
Old turnpike road -
—
—
40 & 41
Windle Burn ------
6
-
20
10 emb.
100 - -
41
Brook -------
3
-
15
5
15 - -
42 & 43
Road to Little Gill - - - -
30
15
10 cut.
230 - -
42 & 43
Brook -------
4
22
12 emb.
44 - -
45 & 46
River Clyde Viaduct - - -
40
25
.
40 high
1,500 - -
45 & 46
Glasgow and Carlisle road -
30
25
-
20 emb.
350 - -
47 & 48
Stream -------
6
40
30 „
200 - -
46 & 47
Glasgow and Carlisle road -
30
25
30 >,
400 - -
47 & 48
Edinburgh and Dumfries road -
30
25
.
23 >,
350 - -
47 & 48
River Clyde ------
40
25
-
40 high
1,500 - -
48 & 49
Brook - - -
4
-
25
15 emb.
50 - -
49 & 50
Ditto -------
4
-
18
8 „
30 - -
49 & 50
Ditto - - - - - - . -
4
-
15
5 »
3° - -
50 & 51
Diversion of River Clyde at its source
-
250
300 - -
50 & 51
Turnpike road ------
30
25
30 cut.
350 - -
51 & 52
Brook to be diverted - - - - -
180
-
180 - -
51 & 52
Brook to be carried over by a bridge
30
15
•
50 cut.
600 - -
51 & 52
Turnpike road ------
30
25
-
50 >,
520 - -
51 & 52
Brook -------
30
15
-
25 „
500 - -
52 & 53
Turnpike road ------
30
25
-
35 »
400 - -
52 & 53
Diversion of turnpike road -
450
300 - -
52 & 53
Diversion of brook -----
100
_
100 - -
53 & 54
Brook - - - -
6
-
35
25 emb.
175 - -
132 —
-II.
6 4
(continued.)
/yz
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Height
Cost Estimation.
Distance.
DESCRIPTION OF BRIDGE.
Span.
Breadth.
Length.
of Embanking
or Cutting.
Miles
on Section.
Yards.
£. s. d.
53 & 54
Harthope Burn ------
10
-
40
30 emb.
280 - -
54 & 55
Hill Roads behind Harthope ...
- level crossing -
-
30 - -
54 & 55
Brook -------
6
-
40
30 „
200 - -
56 & 57
Creskine Burn ------
20
-
60
40 „
1,200 - -
56 & 57
Brook -------
3
-
14
4 >>
14 - -
57 & 58
Ditto -------
3°
20 cut.
450 - -
57 & 58
Middle Gill Burn -
100
25
250
90 emb.
38,000 - -
58 & 59
Brook -------
4
11
-
22 — —
58 & 59
Road above Logiebedholm - - - -
- level crossing -
-
-
30 - -
59 & 60
Road -------
30
15
-
8 cut.
230 - -
60 & 61
Ditto - -
-
-
20 - -
60 & 61
Girpool Linn ------
50
- -
no
75 emb.
10,000 - -
61 & 62
Hill-road above Beattock -
- level crossing -
-
-
20 - -
Ci A- 6 2
Brook -------
4
-
22
12 „
44 - -
61 & 62
Ditto -------
4
-
20
10 „
40 - -
61 & 62
Road -------
15
25
-
7
230 - -
61 & 62
Ditto -------
- level crossing -
-
3 cut.
30 - -
61 & 62
Ditto -------
- ditto
.
.
2 „
30 - -
62 & 63
Brook -------
6
-
20
10 emb.
100 - -
6a & 63
Ditto -------
6
-
20
12
no - -
62 & 63
Road -
3°
-
8 cut.
230 - -
62 & 63
Brook to be deviated - - -
100
-
100 - -
62 & 63
Brook -------
4
-
15
-
30 - -
62 & 63
Swinefoot Burn ------
10
-
30
20 emb.
210 - -
62 & 63
Dumfries and Edinburgh road -
30
25
15 cut.
350 - -
63 & 64
Road to Loekwood - - - - -
30
15
-
5 »
230 - -
63 & 64
Brook -------
4
-
20
10 emb.
40 - -
63 & 64
Road ^ - - - -
30
15
-
17 cut.
230 - -
63 & 64
Brook -------
3
-
12
-
12 - -
64 & 65
Ditto -------
3
-
18
-
J5 - -
64 & 65
Ditto - - -
3
-
15
-
15 - -
64 & 65
Road to Johnstone Mains - - - -
15
25
-
8 emb.
230 - -
65 & 66
Brook -------
6
-
33
25 »
175 - -
65 & 66
Occupation road - - - -
- level crossing -
4 cut.
30 - -
66 & 67
Brook -------
6
-
40
30 emb.
200 - -
66 & 67
Ditto -------
4
-
15
5 „
30 - -
66 & 67
Ditto - - - - - - -
6
-
35
25 >,
175 - -
67 A- 68
Road to Cleugh Brae - - - - -
]5
25
-
20 „
230 - -
67 & 68
Brook -------
6
-
40
30 »
200 - -
67 & 68
Occupation road -
30
15
-
12 cut.
230 - -
68 & 69
Annan Water ------
50
25
100
50 emb.
iS,ooo - -
68 & 69
Brook -------
6
-
55
45 >>
275 - -
68 & 69
Ditto -------
6
-
55
45 >)
275 - -
> 68 & 69
Wamphray road ------
15
25
16 „
230 - -
70 & 71
Occupation road ------
30
15
-
18 cut.
230 - -
70 & 71
Brook -------
4
-
12
-
24 - -
70 & 71
Road to Miller's Bridge - - - -
- level crossing -
-
4 '>
30 - -
71 & 72
Brook -------
4
-
15
-
30 - -
71 & 72
Ditto -------
6
-
25
15 emb.
125 - -
71 & 72
Farm road -------
3°
15
-
13 cut.
230 - -
72
Road to Lammanbie Bridge - - - -
15
25
-
8 emb.
230 - -
72 & 73
Brook -------
6
-
35
25 „
175 - -
72 & 73
Road to Lammanbie Bridge - - - -
30
15
12 cut.
230 - -
72 & 73
Brook -------
4
-
14
3 11
28 - -
72 & 73
Occupation road at Mile Bank - - -
- level crossing -
-
-
20 - —
73 & 74
River Dryfe ------
50
25
40
30 emb.
2,400 - -
73 & 74
Kirk Burn -------
4
-
20
10 „
40 - -
74 & 75
Avenue to Lockerby House -
30
15
-
6 cut.
230 - -
74 & 75
Mill Race -
syphon or diversion
-
-
200 - -
74 & 75
Occupation road -
30
15
-
8 „
230 - -
75 & 76
Street in Lockerby -
750 - -
75 & 76
Occupation lane ------
- level crossing -
-
-
20 - -
75 & 76
Occupation road -
30
15
-
18 „
230 - -
76 & 77
Milk Water ------
50
25
60
60 emb.
6,300 - -
77 & 78
Occupation at Gibsontown - - - -
15
25
-
30 „
350 - -
77 & 78
Corrie Water road -
15
25
-
8 „
230 - -
77 & 78
Brook -
A
-
20
10 „
40 - -
77 & 78
Ditto -------
6
.
30
30 »
150 - -
78 & 79
Glasgow and Carlisle road - - - -
30
25
-
25 cut.
350 - -
78 & 79
Brackan Hill -
30
15
-
30 »
250 - -
80 & 81
Brook -------
6
-
35
25 emb.
175 - -
80 & 81
Glasgow and Carlisle road -
3°
25
15 cut.
35° ~ ~
80 & 81
Brook ----- - - ]
6
3°
20 emb.
120 - -
81 & 82
Parish road ------
30
15
5 cut.
230 - -
81 & 82
Road io Langholm -
30
15
-
35 » ,
270 - -
81 & 82
Occupation road ------
3°
15
-
20 „
230 - -
BETWEEN LONDON, EDINBURGH, GLASGOW, See.
Height
Distance.
DESCRIPTION OF BRIDGE.
Span.
Breadth.
Length.
of Embanking
Cost Estimation.
or Cutting.
Miles
on Section.
Yards.
£.
s. (L
8l k 82
West Gill Burn ------
15
-
65
55 emb.
780
_ —
82 k 83
Brook -------
4
-
25
35 „
50
- -
82 & 83
Mein Water ------
30
25
30
.50 >,
1,500
- -
83 & 84
Road to Broadlee -----
30
!5
17 cut.
230
- -
83 & 84
Road -------
30
35
.
12 „
230
- -
83 84
Cross roads ------
30
25
.
18 „
500
- -
84 k 85
Road to Limekilns -
30
1.5
-
12 „
230
- -
85 k 86
Kirtle Water - - - - -
30
25
.
10 emb.
400
- -
85 & 86
Brook -------
4
20
10 „
40
- -
85 k 86
Road from Robgate to the Glasgow and Car¬
lisle turnpike road -----
15
25
_
10 „
220
^ -
87 & 88
Road -------
30
15
_
27 cut.
300
— _
87 & 88
Brook -------
syphon
_
10 „
50
— --
87 k 88
Burn at Kirkpatrick Manse -
" 4
-
20
10 emb.
40
— —
88 k 89
Approach Moss Knowe -
30
35
.
12 cut.
230
— —
89 & 90
Road by Langrig -
30
15
.
35 „
230
_ _
90 & 91
Road to Boghead -----
- level crossing -
20
- _
90 & 91
Road at Gretna ------
3°
35
9 »
230
— —
go & 91
Lane leading to Gretna Kirk -
15
2.5
_
6 „
230
— —
91 &c 9 2
Road to Dumfries -
30
25
-
5
350
- -
91 & 92
Road, Sarkfoot ------
15
25
-
5 emb.
230
- -
9! k 92
River Sark ------
50
25
65
40 „
6,500
- -
93 & 94
River Esk -------
60
2.5
IOO
15 »
6,000
_
94 & 95
Road near Forrester Rig -
- level crossing -
.
20
_
95 & D6
Road -------
30
1.4
_
12 cut*
230
- -
96 & 97
Road near Crookadyke -
- level crossing -
-
20
— _
96 k 97
Road to West Moor -----
30
3 5
-
35 »
230
- -
96 & 97
Road -------
- level crossing -
-
20
- _
97 & 9s
Occupation road ------
- ditto
-
.
.
20
- -
97 & 98
Road from Carlisle to Rockliff ...
30
15
_
4 >7
230
— -
98 & 99
Road from Kingmuir -
30
15
-
30 „
230
— _
98 & 99
Road -------
15
25
-
10 emb.
230
- -
98 & 99
Ditto -------
3o
35
-
10 cut.
230
- -
99 & too
River Eden ------
60
25
80
40 emb.
7,5oo
— -
99 & 3°o
Field Road ------
3 5
25
-
22 „
240
- -
99 & 100
Roads opposite Church -
30
25
65
20 „
2,000
- -
£.
278,890
3 -
S U M M A R Y.
£. s. d.
Total, as above - - 278,890 3 -
Add—
200 Occupation bridges ------- 40,000 - -
goo Surface coverings ------- 9,000 - -
Total - - - £. 3*7>s9° 3 -
Abstract of Estimate for the proposed Railway from Carlisle to Glasgow.
£. s. d.
Paper (A.) -
Excavations and embankments
Masonry - ,, (B.) -
Permanent road and fencing - - ,, (C.)
Diversion of roads -
Approaches to bridges - - -
Cartage of materials -
Temporary fencing, fkc. -
Stations, ike. - -
Land and compensation - Paper (D.)
Management, engineering and law expenses
539>529 39 3°4
327,89°
483,924
-\
: J
Contingencies
3 -
97'500 - -
100,000 - -
3 7->997 ~ ~
75,000 - -
1,776,84! - -
177,684 - -
Total - - - £. i 1,954,525 - -
3d February 1841.
132.—II.
(signed)
J. E. Err mgton.
iU APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Measurement of the proposed Netiian Viaduct.
DIMENSIONS.
Quantity.
Total Quantity.
Rate.
Amount.
Cubic Yard*.
£. 5. d.
Excavations 9
50 1 -
20 -
6 -
54.000
160 — -
ii "
l80 -
30 -
6 -
32,400
3,200
15.
Foundations 4
25 -
8 -
2 -
1,600
2
22 -
28 -
2 -
2,464
<y -
274 -
4 6
1 -
1,233
Ti '
40 -
13 -
2 -
1,040
ry *2
77 -
24 -
2 -
7,390
n "
52 -
23 -
2 -
2,392
50 -
19 -
2 -
1,900
jy "
47 -
18 -
2 —
1,692
yy m *
43 ~
14 -
2- -
1,204
yy •
35 -
12 -
2 -
840
Cubic Feet.
10G?.
a m
29 -
11 -
2 -
638
23,369
973 14 2
Masonry in abutments - 2
19 -
20 -
6 -
4,560
,, h
19 -
10 -
6 -
2,280
„ -
11 -
22 -
28 -
6,776
10 -
10 -
28 -
2,800
„ -
258 -
18 _
3 ~
4,644
„ 4
6 -
6 -
14 -
2,0l6
yy
244 -
2 6
18 -
10,980
34,056
10 d.
1,419 - -
Masonry in piers -
95 -
28 -
8 -
2,660
" " 6
116 -
34 -
10 -
236,640
yy 3
29 -
16 -
a8 -
66,816
„ T 2
62 -
21 -
62 -
161,448
yy "
14 -
20 -
57 -
15,960
lS -
16 -
50 -
14,400
5? ...
8 -
14 -
47 -
5,262
y> "
80 -
8 -
32 -
20,480
30,611 9 4
31* "
33 -
29 -
8 -
1,102
524,768
15. id.
Masonry in arch stores - 10
80 -
28 -
4 "
-
89,600
15. 3 d.
5,600 - -
Masonry in spandrils, parapets,
&c. - 20
32 -
11 -
3 ~
21,120
Imposts -----
840 -
3 6
1 6
-
8,820
2 5.
882 - -
1
•
1
1
M
O
30 -
10 -
2 -
6,000
27,120
10 d.
1,130 - -
String course and coping -
Lineal Feet.
3,420
2 5.
342 - -
Interior spandril walls
Cubic Yards.
1,800 -
6 -
1 6
16,200
600
11 5.
33o - -
Brick arches in interior
450 -
15 -
- 9
5,062
,, -
1,800 -
9 -
- 9
12,150
634
205.
634 - -
Backing over piers - - 10
21 -
15 -
6 -
-
700
105.
350 - -
Clay puddle -
Square Yards.
700 -
21 -
-
-
1,633
15. 6 d.
122 9 6
42,554 13 -
lied pine timber, in four centres -
-
_
_ _
25,200
is. 4d.
2,940 - -
t Ditto - - - for service timber
&c., say
-
-
-
6,300
2 5.
735 - -
Machinery, service, &c.
700 - -
Steam-engine ■ - - -
-
G -
-
-
1: " '
-
250 - -
£.
47ri79 13 -
The quarries are within a mile of the site; and probably stone will be obtained on the spot.
The whole of the masonry is of ashlar, rough rustic on the face.
3 February 1841.
(signed) J. E. Errington.
//
0
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
115
(C.)
Glasgow and Carlisle Railway.
Nithsdale and
Clydesdale Lines.
Estimate of One Mile of Permanent Way.
Cubic Yards.
9,280
Tons. Cict.
235 14
54 4
5,280
10,560
10,560
5,280
5,280
5,280
12,214
Tons. Cwt.
235 14
54 4
5,280
10,560
2,640
2,640
block road.
fballast (5,280 X 23' 9" x 2' x 2") — (5,280 x 4I
"[cubic feet) ...... u. Qd.j
101.
rails, 75 lbs. per lineal yard
/cast iron chairs (joint 261bs., middle 22lbs.; average") o „
I 23lbs.) - ~ 51. 10.1.f ^
oak keys -
wrought iron spikes, §" thick
oak plugs ....
pieces of patent felt - - -
blocks, 2' o" x 2' 0" x 1' 0" -
laying blocks -
to I. 10s. per l,ooo
- -2 \d.
- 50 s.
90s. per 1,000
2 s.6d. each
is. \d.
sleeper road.
fballast (5,280' X 29' 9" X 2' 2") — (2,640 x 4 cubic")
\ feet) is. 6d.J
rails, 75 lbs. per yard
cast-iron chairs (average 23 lbs. each)
- 10/.
51. 10 s.
oak keys -
iron spikes
larch sleepers -
laying sleepers -
10 I. 10s. per 1,000
- 2\d.
- 5s-
1 s. .6 d.
4,578
4,594
2 ) 9,172
4,586 Average cost of 1 mile of road.
£. $. d.
696 - -
2,357 - -
55 8 9
110 - -
26 8 -
23 15 2
660 - -
352" - -
916 1 -
2,357 - -
298 2 -
55 8 9
110 - -
660 - -
.198 - -
£. s. d.
98 miles of road, at 4,586/. - - = 449,428 _ - -
172,480 square yards of fencing, at 4s. = 34,496 - -
£. 483,924 - -
£.
4,578 13 11
4,594 11 9
(D.)
Glasgow and Carlisle Railway.
Land.
Land and houses from Rutherglen to Hamilton -
A considerable proportion of this land is of inferior quality ; some
of it moor-land.
Land from Hamilton to the Sark, 801 miles, 10 acres per mile; 805
acres, at 150/. per acre ----- ----
Land from the Sark to Carlisle, 9 J miles, 10 acres per mile; 95 acres,
at 200/. per acre - -- -- -- --
Additional for houses in Carlisle, together with land for station
I.
£. s. d.
28,247 - -
120,750 - -
19,000 - -
5,000 - -
172,097 - -
132.—II.
r 2
Part
/H
116 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Lock's Report
on the Nethsdale
and Clydesdale
Lines.
(Part of Mr. Locke's Report.)
LIST of Population within Ten Miles of each Side of the proposed Railroad from Carlisle
by Bealtock to Glasgow and Edinburgh, so far as within Scotland; the Space from Gretney to
Carlisle (Eight Miles) being included in the Abstract. Taken from the County Maps and the
Population Returns of the Parishes in 1831; comprehending—
1. Total Population of each Parish wholly within the limits of Ten Miles of the Line.
2. Half Population of the Parishes partially within the limits of the Ten Miles.
(Those marked thus (f) are intersected \with the Line.}
First Part.—From Border of England at Gretney, Eight Miles North of Carlisle, to Symington
in Lanarkshire, where the Lines diverge to Edinburgh and Glasgow.
No.
1.t
2.+
3-
4-t
5-
6.+
7-
8.
9-T
10.
n.
12.f
13-
14.
15.
16.
17-
i8.f
19-
20.
.21.
22.
23-+
24-t
25-
26.4
27-t
28.
29-
30.
31.+
32.t
33-
34-
35-
■36.+
37-t
38.
39-t
40.
41-
42-t
43-
44 T
45-
1. Whole Parishes included.
Gretney
Dornock
Kirkpatrick Fleeming
Annan -
Hoddam
Cummertrees
Iluthwell
Carlaverock -
Dalton -
St. Mungo
Mousewald
Lochmaben -
Dumfries
Torthorwald -
Tinwald
Dryfesdale
Applegarth -
Johnstone
Kirkmahoe -
Kirkmichael -
Hutton -
Warn ph ray -
Kirkpatrick Juxta -
Moffat -
Tweedsmuir -
Crawfordmuir
Crawfordjohn
Symington
Cutter -
Carmichael -
Roberton
Add - - -
Population from Gretney to
Symington
-}
Population.
L9°9
'752
1,656
5,033
1,582
1,407
1,216
1,271
1730
79i
1786
2,795
11,606
1,320
1.220
2,283
999
-34
1,601
1,226
i860
I5S0
: 981
2.221
288
1,850
) 991
1382
',497
956
730
52,252
18,330
70,582
No.
1.
2.
3-
4-
5-
6.
7-
8.
9-
10.
11.
12.
13-
14-
15.
16.
17-
18.
19-
2. Parishes partiality within Ten Miles.
Langholm
Can 11 obi e
Middlebie
Tundergaith
New Abbey
Troqueer
Terregles
Iloly wood
Closeburn
Eskdalemuir
Morton -
Durrisdeer
Ettrick -
Sanquhar
Kirkconnel
Douglas
Broughton
Drummelzier
Lesmahago ■
Deduct half - -
Covington
Li'oerton
Walston
Dolphinton
Petinane
Lanark
Carstairs
Carluke
Stonehouse
Dalzerf
Camnethan
Glassford
Hamilton
Dalzell
Second Part From Symington to Glasgow.
Carnwath
521
773
429
302
461
20.
7.672
981
3,288
2,359 .
21.
2,680
3,824
1.730
9,513
1,180
Strathavon
Population.
2,676
2,997
2,107
530
1,060
4,665
606
1,066
1,680
650
2,140
1,488
530
3,268
1,111
2,542
911
223
6,409
36,659
18,329
18,330
3,505
1,838
//7
No.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
"7
Second Part.—From Symington to Glasgow—continued.
1. Whole Parishes included.
46.
Blantyre
47-t
Bothwell
48.
Cambrislang -
49-
Old Monkland
50.
New Monkland
51.
Rutherglen -
52.
Carmannoek -
Add - - -
Population from Symington"!
to Glasgow -J
Population.
3.000
5,545
•■2,697
9,58o
9,867
5,503
692
74,386
5,468
79,854
No.
22.
23-
2. Parishes partially within Ten Miles.
Eaglesham
Shotts -
Deduct half -
f Glasgow
202,426.
Third Part.—From Symington to Edinburgh.
53-t
Biggar -
54-
Liberton
55-
Covington
56.
Pettinane
57-
Broughton
58.
Skirling
59-t
Dolphinton
60.
Dunsyre
61.
Lyne -
62.
Stobo -
63.t
Linton -
64.
Newlands
65.
Eddlestone
66.f
Pennycuick -
67.+
Colinton
68.
Currie -
69.
Laswade
70.
Ratho -
71-
Kirknewton -
72.
Corstorphine
73-
Cramond
74-
Liberton
75-
Newton
76.
Duddingstone
Add - -
Population from Symington
to Edinburgh -J
U915
24.
773
521
25-
461
to"
26.
358
27-
'302
28.
335
156
440
i,577
1,078
836
2,255
29.
2,232
30.
1,883
4,252
1,313
1,445
3i-
1,461
32.
1,984
4,^63
2,274
6,643
39,897
1(3,408
I
56,305
Lanark -
Carstairs
Carnwath
Peebles -
Manuor
WestCalder
Mid Calder
Dalkeith
Inveresk
Deduct half
f Edinburgh and Leith, 162,403
Population.
2,372
3,220
io,935
5,467
5,468
7,672
~ 981
3,505
2,750
254
1,617
1,489
5,586
8,961
32,815
16,407
16,408
The First Part of the Line, viz. „ ^ „
From Gretney (eight miles north of Carlisle) to Symington,
thus gives a population of ......
The Second Part, viz.
From Symington to Glasgow, gives -
The Third Part, viz.
From Symington to Edinburgh, gives -
Total intermediate Population
Population of Glasgow -
,, Edinburgh
202,426
162,403
Carlisle -
Vicinity!in Scotland, say -
20,000
10,000
70,582
79,8.54
56,305
206,741
364,829
30,000
601,570
Mr. Locke's Report
011 the Nithsdale
and Clydesdale
Lines.
The Population is thus taken from the Parish Returns of 1831:—
Of the parishes wholly included within ten miles on each side of the Line, the whole population is given.
Of the parishes lying partially within ten miles of the Line, only half of the population is taken,
assuming that this will, on the average, give about the true proportion.
1.8 2.—II.
R 3
Note
/jx
nS APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Clydesdale Rail- Note by Committee of Subscribers towards the Survey of the proposed Railroad
y/ay- from Carlisle by Beattock to Edinburgh and Glasgow.
15 July 1840.
The Committee are aware, from communications from Mr. Hope Johnstone, m. p., and
also from Mr. M'Callum, engineer, that Sir Frederic Smith and Dr. Barlow, the
Railway Commissioners, had applied to the Committee at Glasgow, to furnish them with
} afield plan of both Lines of Railway by Beattock and Nithsdale, and had also stated to
I Mr. M'Callum, that it would be necessary such a plan should be made of the Edinburgh
Branch.
There remain no funds at the disposal of this Committee to meet the expense of the
last-mentioned survey; and they find by a letter from Mr. Brooks, secretary to the
Glasgow Committee, that their funds are more than exhausted, and consequently there
is no probability of their furnishing such a plan.
In these circumstances the members of this Committee, who have been the means of
bringing the Line by Beattock under the notice of the public, would take the liberty,
through their chairman, of respectfully and earnestly still expressing their hope that the
Commissioners may dispense with these plans; and that it may be found that a personal
inspection of the Lines, aided by the materials presently in their possession, will enable
them to make reports satisfactory to the public.
In the case of the Edinburgh branch surveyed by Mr. M'Callum, the levels and sections
have been so checked by a variety of surveys taken at different times, that it is nearh-
i in possible
Names
of Towns
within Ten Allies
of the
proposed Line.
Population
within Ten Miles
on each Side
by the
Census of 1831.
Amount of
Assessed Taxes of
the Parishes
within Ten Allies
of the Line.
Value of
the
said Parishes.
Amount
of
Poor Rates assessed
in the
said Parishes.
Amount
of
County Rates
in the
said Parishes.
Names of
Persons through ]Nai?es
whose Property
the Railway" IWuente,
would pass. an-v"
Quite impossible
to ascertain this
in the present
stage of the in-
1 quiry.
Additional Statement for the Committee of Subscribers for promoting the
Central Line of Railway from Carlisle by Beattock to Edinburgh and Glasgow.
January 1841.
The Committee have now to refer the Commissioners to the plans, sections and
estimates on the proposed Line of the Edinburgh branch diverging from the Glasgow Line
at Thankerton on the Clyde, proceeding by near Carnwath and Midcalder to Edinburgh,
which will be laid before them by Mr. M'Callum, the engineer, under authority of the
Committee.
As Sir Frederic Smith has investigated this Line, the Committee will merely remark,
that the gradients are greatly improved as compared with the Biggar Line, while the dis¬
tance is very little increased.
The Committee herewith submit to the Commissioners a schedule of tabular information
of the population, real value of lands and houses as taken'in 1815, and the present
assessed taxes of the parishes comprehended within, or intersected by, a Line drawn ten
miles distance from the proposed Railway and its extremities. They regret it has not been
in
Remarks on
Messrs. M'CuIlum
and Dundas's Line
from Thankerton
to Edinburgh.
/y?
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. no
impossible there can be any error either in the distances or the gradients. The calcula- Clydesdale Rail-
tions of the earthwork are minutely given in the estimates, and the Lines upon the way.
ground will be marked and pitted so as to be at once seen, and the engineer, or any other
person thought proper, will attend the Commissioners to point these out.
The Committee have not an opportunity of knowing the details of the plan of the
general Line given in between Carlisle and Glasgow by Beattock, but they are aware,
from the vaiiety of surveys taken by different assistant engineers within the last three
years, of the most difficult portions of that Line; and from the anxious and minute
comparison which has been made between it and the Nithsdale Line, there can be no
question as to the gradients and distances, nor can there be any reasonable doubt of the
general accuracy of the sections, and of the estimates of expense of formation. The
Committee would, as refers to this general Line, also endeavour to have it pitted or
marked out in a way to be at once seen by the Commissioners; and would obtain the
services of the assistant engineers, or some other person in pointing out the Line, and ex¬
plaining the different proposed works on the ground.
The Commissioners are no doubt aware that neither the Glasgow Committee nor the |
subscribers to this survey are at all in the situation of companies speculating on the
undertaking of Railways. They merely represent individual gentlemen, who from motives ,
of public spirit have thought it a duty they owe to the public to assist in furnishing i '
means towards a discovery of the best Lines of connecting England and Scotland by
Railway ; well knowing that, until these are ascertained and stamped by public sanction, \
no efficient Company can be formed to carry these into execution.
The Committee would only further remark, that it appears the surveys, sections and
estimate have been thought sufficient to enable an impartial and eminent engineer to report
bis opinion on the comparative merits of not only the two general western Lines, but also
of a variety of parallel portions of each Line. And the Committee can only express a hope
that the Commissioners will at least undertake a personal insoection, and then judge
whether they have not materials enough to enable them to make a Report sufficiently
satisfactory to the public.
Present known Traffic.
Annual
Amount of
Exports
and Imports.
Excise Duties
paid on
Manufactures.
Names of Steam-boats
which
sail from the Port.
Tonnage.
Times of
sailing.
Places
to which they
sail.
Fares.
The commercial intercourse
betwixt Glasgow and Manchester
and Glasgow and Liverpool
cannot be exactly stated;
but it is immense, both in
the interchange of the raw
material and the manufactured
article. Some idea may be formed
of it from the Post Office returns,
showing the extent of the corre¬
spondence, but chiefly to be esti¬
mated by the evidence of parties
in the trade, or acquainted with
the Glasgow trade.
City of Glasgow
Commodore -
Actseon
Royal George
Royal Sovereign
Admiral
Unicorn
270
387
414
288
308
500
389
- - Daily,
Sundays ex¬
cepted.
- - Glasgow
and Liver¬
pool.
- - At present 10 s.
cabin, 5 s. steerage ;
but before the late
competition by the
Steam-boat Company
they were for years
25 s. cabin, 12 s. to
15 s. steerage.
in their power to find data for furnishing information on other points required by the Com- Remarks on
missioners. None such exist in an authenticated form ; and were the Committee to hazard Messrs. M'Callura
vague opinions on these points from any other source, they are aware that no weight and Dundas s Line
would be attached to them. from Ihankerton
to Ldinburgh.
The Committee have been at pains to ascertain what the\T conceive to be very important
information. As to the estimated amount of passenger traffic presently existing from Edin¬
burgh and Glasgow to England, which the proposed Line of Railway would either wholly
supersede, or directly compete with, it is laid before the Commissioners in the shape
received by the Committee: with further time they might perhaps have obtained more
exact data.
Besides the traffic, as shown in this statement, the Committee would here only remark
that there might properly be included,
1. A large share of the Aberdeen and Dundee steam-boat traffic to Loudon ; and,
2. A share of the three coaches from Edinburgh by Newcastle to York, which
doubtless convey still a portion of the travellers from Edinburgh to London and the
south of England.
It will be seen by drawing a line across the map of Scotland, ten miles south of Edin¬
burgh and Glasgow, and referring to the population tables, that to the northward of that
132.—II. R 4 line
120 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Remarks oh line the population is about 2,000,000, and to the south not above 370,000; or, that the
Messrs. M'Calkun traffic of fully five-sixths of the population southwards to England, would be through
and Dundas's Line either of these cities. But in fact it is well known that more than nine-tenths of the
,? hankerton intercourse of Scotland with England is from the northern portion alluded to, because
to Edinburgh. nearly all the commercial and manufacturing interests are comprehended in, ancl the
whole resort of English tourists is to and beyond, these two cities.
A general view of the intercourse of Scotland with England by steam-boats and land
will at once show that the passenger traffic may be expected to be comprehended, as
specified in the former statement, in four great branches; viz.
1. Edinburgh and the north and east of Scotland, comprehending Dundee, Aber¬
deen and Perth, Sec. to London and the south of England.
2. Edinburgh and the north-east of Scotland, as above, to Liverpool and Man¬
chester, and the manufacturing districts adjoining.
3. Glasgow, and the country north and west of it, to London.
4. Glasgow to Liverpool and Manchester.
It being presumed that there comes together in competition three Lines, viz.:
1. The Beattock Line to Edinburgh and Glasgow;
2. The Dumfries and Kilmarnock Line to Glasgow ;
3. The Edinburgh and Berwick Line to Newcastle ;
The following Table by Mr. M'Callum will bring into view the effect of these three
Lines on the distance of Edinburgh and Glasgow from the four great towns of England.
distances.
Route.
In favour of
the Line by Beattock,
as compared with
that by
Beattock.
Dumfries.
Newcastle.
Dumfries.
Newcastle.
Glasgow to
Miles.
Chns.
Miles.
Chns.
Miles.
Chns.
Miies.
Chns.
Miles.
Chns.
Liverpool
228
12
252
27
311
34
24
15
83
22
Manchester
220
17
248
73
342
7
28
5b
121
70
Birmingham -
296
56
320
71
363
42
24
15
66
66
London
408
66
433
1
457
37
24
15
48
5i
Edinburgh to
Liverpool
228
63
298
28
294
47
69
45
73
5&
Manchester
220
69
294
72
263
74
74
3
35
11
Birmingham -
297
28
339
23
316
2
41
75
18
54
London
409
38
45i
33
409
77
41
75
-
39
Thus it is shown that the making of either the second or third of these Lines alone,
would only answer half the purposes of Railway communication of Scotland with England,
and that the question may be between making
The Beattock Line and its two branches, of about 135 miles ;
And both the other two Lines, by Newcastle of 116 miles, and Kilmarnock 124,
about 240 miles.
Laying aside the burden entailed on the public by an additional capital required for
these last, of 1,500,000/. or 2,000.000/. beyond the first, it will be at once seen that the
Beattock Line affords more perfect communication with England than the other two
united. For,
1. Though Edinburgh, by the Newcastle Line, becomes equally near to London ;
3. &, 4. Glasgow, in all its intercourse with England, has 24 miles additional by
the Kilmarnock Line.
2. Edinburgh and all north of it is thrown 69 miles round to Liverpool; in short,
giving little advantage of Railway communication in this important branch of the
intercourse
/s/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
121
intercourse between the two countries, as the present mail-coach road from Edinburgh Remarks on Messrs.
to Carlisle would, in point of expense, be preferable to this great detour. M'Callum and
To this last point the Committee would specially request the attention of the Com- Thankerton to r°m
missioners, because they believe that, in the eye of the most intelligent part of the comntu- Edinburgh,
nity, the intercourse of Edinburgh and Dundee with Liverpool and Manchester will be
held to be a most important feature in the present inquiry.
The Committee are aware that, on the other band, it may be held, that by the Beattock
Line alone there would be an imperfect Railway communication between Edinburgh and
Newcastle and Yorkshire. But in answer to this, the Committee state, that the detour to
Newcastle and Yorkshire by Carlisle, in place of Berwick, would be only about 45 miles;
while they affirm that the land intercourse of Edinburgh with Northumberland and
Yorkshire (the sea communication being so direct) is, in comparison with Liverpool and
the west of England, of little importance.
The Committee have thus referred to the merits of this Line as affecting the general
intercourse of England with Scotland.
The}' are aware, besides, that some stress may be laid on the internal or short traffic that
may be expected on each Line.
On this point it may be remarked generally, that the local passenger traffic, as indicated
by mail and stage coaches and posting, does, in all the portion of Scotland south of
Edinburgh and Glasgow, bear a very small comparison with that of districts of similar
extent of England. But even on this branch the accommodation afforded by the Beattock
Line is greater than either of the other two.
From the counties of Wigton, Kirkcudbright and Dumfries, it
the direct com¬
munication with Edinburgh, at present carried on by two daily coaches front Edinburgh
(which no other Line would give); while the whole intercourse of Dumfries with Glasgow
only employs about half a daily coach, and even this traffic would be equally near by the
Beattock as the Kilmarnock Line.
On the East Coast Line, Berwick to Edinburgh, does not employ more, it is believed,
than one full coach daily; while to the interior of Roxburghshire and Selkirkshire,
Hawick, Gallashiels, Kelso and Jedburgh, the East Coast Line aifords no advantages.
The comparative small traffic of the Line from Carlisle by Dumfries and Kilmarnock is
shown by the fact that only one stage coach goes from Carlisle by Dumfries to Kil¬
marnock and Glasgow. And the number of post carriages leaving Carlisle for Annan on
that route, even including Ireland, are ascertained to be less than a fifth of the number that
travel the first stages towards Beattock and Langholm, on the direct roads to Glasgow and
Edinburgh.
As to the shorter traffic of the towns within 20 or 30 miles south of Edinburgh and
Glasgow, it may only be remarked that the intercourse from Glasgow by Hamilton and
Lanark will be more considerable than any similar space along the East Coast Line;
although probably rather less than that to Kiimarnock by the Railroad already made to
Glasgow.
Looking to the expected comparative traffic by goods, minerals and agricultural produce,
it must be noticed that the district of country embraced within the fork or branches of the
two adjoining Lines to Edinburgh and Glasgow comprehends by far the most valuable and
extensive ironworks in Scotland, causing at this moment the most rapid increase of wealth
and population ; that it contains a boundless extent of cheap coal, and that the whole
space from Lanark to Carlisle must be supplied with coal from the two extremities; they
further observe that for 40 miles south of Edinburgh and Glasgow, if opened up by
Railway to carry its produce to these cities, the country is capable of cultivation to a
very great extent beyond its present limits ; and in fact it is to this, district that the
rapidly increasing population of Glasgow has mainly to look for its supply of potatoes
and other bulky produce. Further, that a Line thus passing through the very centre
between sea and sea of the country, affords far more capability of future increase than
those running along the shore on one side, or approaching it on the other.
The general traffic with England admits of much more precise data, and it w ill doubtless,
in the case of any of the three Lines, be the chief foundation on which the estimates of
speculating capitalists will be founded. And on this branch the Committee at once, and
with confidence, assume that the amount of traffic on the Beattock Line would be equal
to the other two united, while the expenditure of capital would be probably little if at ail
above the half.
\32.—II.
s
LIST
/ZZ
122 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
-1ST of Parishes, Population, Annual Value as assessed for in 1815, Angurl Amount of Assessed Taxes, Post Towns, and the Annual Post
Office Revenue thereof, within Ten Miles of the proposed Line of Railway from Carlisle through Annandale by Beattock to Edinburgh and Glasgow.
5 -a
■ e
® s.
n each
unty.
Name of Parish.
Aggregate
Population
Annual Value
as assessed for
Annual Amount
of
Post Towns
within Ten Miles
The Annual Post Office Revenue of these Towns,
ending 5 January 1840.
<5 g
**
o
in 1831.
in 1815.
Assessed Taxes.
along the Line.
1. Bye Post.
2. General Post.
3. Totals.
Cumberland C
'ountv.
£.
£. s. d.
£. s. d.
£. s. d.
1
_
Kirkandrews on Esk
2,053
9,577
Assessed Taxes in Cumberland not got.
2
_
Arthuret
2,903
10,664
-
Longtown
143 9 4
15 15 -
159 4 5
3
_
Stapleton
1,197
6,675
4
_
Kirklinton
1,892
10,361
5
_
Walton
481
3,171
6
_
Lanercost
1,550
16,815
7
Garlam
816
10,412
8
_
Hay ton
1,291
3,686
3
_
Irlhington
1,023
1,393
t
i 0
Laversdale
not given
not given.
11
Scaleby
560
1,691
12
Crosby on Eden
497
2,163
13
_
Stamvix
1,788
1,779
14
_
Grinsdale
135
825
15
Kirkandrews on Eden
107
627
16
Beaumont
276
1,816
17
Rockliff
885
2,671
18
_
Burgh -
1,372
5,878
19
Kirkhampton
523
3,026
20
_
Bowness
1,196
5,951
-
Bow ness
74 12 10
170 15 7
245 8 if
21
_
Kirkbride
383
1,609
22
_
Wigton
6,501
17,243
23
Westward
1,253
not given.
24
_
Thursby
564
5,363
25
_
Aketon
755
5,174
26
Great Orton -
445
3,070
27
_
Dalston
3,023
15,129
28
_
Sebercham -
840
5,380
29
_
Middleskeugh
361
2,849
30
_
Hesket Newmarket
2,107
15,430
31
_
High Hesket
not given
not given.
32
Wreay -
55
55
33
Wetherall
4,149
9,966
34
_
Cumwhitton -
579
2,951
35
Curnrue
216
2,118
36
_
A instable
580
3,668
37
_
Castle Carrock
383
2,208
38
Warwick
686
2,894
39
-
City of Carlisle
f St. Cuthbert's, not"!
20,006
31,738
-
Carlisle
4)3 - 8
185 2 3
598 2 11
40
_
< included in Car- >
1,006
17,764
not given.
I lisle - - -J
Cumberland County
64,382
243,735
-
-
631 2 10
371 12 11
1,002 15 9
Dumfries County.
41
1
Gretney
1,909
8,192
57 10 9
42
2
Canobie
2,997
8,360
101 9 3
43
3
Half Morton -
646
2,691
2 17 -
44
4
Kirkpatrick Fleming
1,666
7,377
228 12 9
45
5
Dornock
752
4,135
30 1 3
,
46'
6
Annan -
5,033
12,824
424 7 9
Annan
547 3 1
70 17 -
618 - 1
47
7
Middlebie
2,107
8,083
63 7 9
48
8
Langholm
2,676
6,134
259 3 3
Langholm -
not got
not got.
49
9
Weuterkirk -
642
5,789
208 5 -
50
10
Tundergaith -
530
3,463
24 19 .3
51
11
Hoddam
1,-582
7,495
57 3 6
Ecclefeehan -
209 11 3
38 18 -
248 9 3
52
12
Cummertrees
1,407
7,459
141 15 9
53
13
Ruth well
1,216
4,665
50 8 9
54
14
Caerlavercck -
1,271
5,580
77 16 -
55
15
Dumfries
11,606
23,926
1,680 13 7
Dumfries
not got -
not got.
56
16
Tcrthorwald -
1,320
2,980
31 15 6
57
17
Mousewald -
786
4,216
62 11 9
58
18
Dalton -
730
5,438
68 4 6
-
59
19
St. Mungo
791
3,502
84 16 3
60
20
Dryfesdale
2,283
8,285
156 16 9
Lockerbie
295 1 3
58-4
353 1 7
61
21
Kutton & Corrie
860
6,795
47 18 3
62
22
Applegarth -
9.99
8,595
65 3 6
63
23
Lochmaben -
2,795
6,297
99 13 3
Lochmaben.
64
24
Tinwald
1,220
7,007
69 9 9
65
25
Kirkmahoe -
1,601
10,077
157 5 9
66
26
Holywood
1,066
7,359
121 - -
67
27
Dunscore
1,488
8,086
124 1 6
68
28
Keir -
1,084
3,675
138 4 3
69
29
Closeburn
1,680
9,220
193 5 6
70
30
Kirkmichael -
1,226
6,166
156 8 3
71
31
Johnstone
1,234
5,514
113 8 9
72
32
Wamphray
580
4,667
23 4 3
73
33
Eskdalemuir -
650
6,329
38 3 -
74
34
Moffat - -
2 221
9,976
326 - 6
Moffat -
196 8 -
91 6 2
287 14 2
75
35
Kirkpatrick Juxta -
981
5,957
81 16 6
76
36
Morton
2,140"
3,030
170 14 9
77
37
Durrisdeer
1,488
10,386
92-9
78
38
Sanquhar
.3,268
10,658
116 16 -
79
39
Kirkconnei -
1,11 1
3,678
42 6 -
Dumfries County -
69,642
274,066
5,990 1 10
-
1,248 3 7
259 1 6
1,507 5 1
o]
o
*_ p —
c «
.o 5
75 sh
80
81
82
83
84
85
80
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
113
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
132
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Name of Parish.
Aggregate
Population
in 1831.
Kirkcudbright Stewartry.
New Abbey -
Troqueer
Terregles
Kirkcudbright
Stewartry -/
1,060
4,665
606
6,331
Annual Value
as assessed for
in 1815.
4,979
1,334
3,911
10,224
Annual Amount
of
Assessed Taxes.
£.
s.
d.
54-9
549 10 6
175 4 9
778 16
Post Towns
within Ten Miles
along the Line.
The Annual Post Office Revenue of these Towns,
ending 5 January 1840.
1. Bye Post. 2. General Post.
£. s. d. £. s. d.
3. Totals.
£. s. d.
Ayr County.
Muirkirk
2,816
3,820
116 2 3
Old Cumnock
2,763
7,287
238 12 11
New Cumnock
2,184
8,538
48 5 10
Ayr County - -
7,763
19,645
403 1 -
—
—
—
Renfrew County.
Eaglesham - - 2,372
Mearns - - 2,814
Neilston - - 8,046
Eastwood - - 6,854
Cathcart - - 2,282
Govan (part of) - 710
Abbey - 26,006
Kilbarehan - - 4,806
Houston - - 2,745
Erskine - - 970
Inshinnan - - 642
Renfrew - - 2,833
Burgh of Paisley - 31,460
Renfrew County - -
92,540
Dumbarton County.
West Kilpatrick
5,879
12,825
East Kilpatrick
1,675
9,372
Kirkintilloch
5,888
7,446
Cumbernauld
3,080
6,144
Dumbarton County
16,522
35,787
10,017
11,964
13,072
10,076'
7,811
not given
44,053
11,941
6,996
7,459
5,268
9,083
31,072
168,812
74 7
259 7
391 5
395 15 -
325 14 6
97 18 -
1,982 4 8
268 1 9
164 2 4
187 13 5
107 9 11
505 7 7
1,042 1 6
3
9
9
5,184 9 5
Paisley
411 18 10
464 7 3
273 11 -
73 16 6
1,223 13 7
1,936 13 2
1,936 13 2
.1,100 18 5
1,100 18 5
3,037 11 7
3,037 11 7
Stirling County.
|
New Kilpatrick
1,415
4,253
98
5
1
Balderknock -
805
5,043
90
7
3
Strathlane
1,033
4,899
133
12
8
Kill earn
1,206
6,731
122
12
1
Campsie
5,109
13,909
385
12
1
Kilsyth
4,297
9,317
115
5
10
Muiravonside
1,540
6,001
290
-
3
Slamannan -
1,093
3,345
32
2
3
Stirling County - -
16,498
53,498
1,267
17
6
—
—
Lanark County
Crawford
1,850
16,016
89
10
—
Crawfordjohn
991
5,014
26
7
3
Lamington
382
3,335
15
4
6
Culter -
497
2,769
102
10
8
Symington -
489
1,984
15
4
-
Wiston and Roberton
940
4,162
60
8
6
Douglas
2,542
7,538
219
10
-
Douglas
182 2
9
42
9
10
224 12
7
Carmichael -
956
4,236
58
17
-
Covington
521
1,720
22
12
9
Libberton
773
3,790
103
14
6
Biggar
1,915
4,017
157
5
-
Biggar
.
198
14
4
198 14
4
Walston
429
1,730
22
7
3
Dolphinton -
302
1,301
23
6
6
Dunsyre
335
2,006
5
2
9
Carnwath
3,505
10,384
229
19
5
Carstairs
981
4,022
172
19
3
Petinain
461
2,082
51
13
10
Lesmahago -
6,409
17,481
557
11
6
Lesmahago -
113 7
6
20
15
9
134 3
3
Lanark
7,672
10,715
266
16
6
CarJuke
3,288
8,553
265
19
10
Cambusnetliam
3,824
9,271
348
14
8
Shotts
3.220
9,012
139
12
3
Dalzell
1,180
2,751
82
9
9
Dalzerf
2,680
5,355
137
6
3
Stonehouse -
2,359
5,289
67
2
6
Strathaven -
not given
not given
272
19
6
Glassford
1,730
5,627
92
12
9
Kilbride
3,789
16,363
385
10
9
Blantyre
Hamilton
3,000
9,513
4,438
18,863
229
1,145
19
7
8
Hamilton
666 13
255
Botbwell
5,545
16,053
967
6
8
3
3
4
921 16
7
Old Monkland
9,530
19,086
742
18
—
S 2
(ccmlinved.)
1C4
«si
x
o -r-
Cn
J43
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
ies
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
////
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Name of Pal ish.
Aggregate
Population
in 1831.
Annual Value
as assessed for
in 1815.
Annual Amount
of
Assessed Taxes.
Post Towns
within Ten Miles
along the Line.
The Annual Post Office Revenue of these Towns,
ending 5 January 1840.
1. Bye Post.
2. Genera] Post.
3. Totals.
Lanark County—continued.
New Monkland
Calder -
Barony
Cambrislang -
Cannunnock -
Rutherglen -
Gorbals
Govan -
City of Glasgow
Burgh of Lanark -
Lanark County - -
9,867
3,048
77,385
2,697
692
5,503
35,194
4,967
202,426
7,672
429,119
£.
£. s. d.
13,903
• 388 3 3
14,439
297 6 10
110,696
7,845 5 11
8,578
152 13 6
6,002
109 7 -
9,771
355 2 5
31,035
1,607 18 11
14,086
1.070 - 7
234,216
6,872 15 4
9,615
312 19 6
677,304
26,100 13 11
£.
d.
Glasgow
Lanark -
21,889 10 3
415 17 11
£.
s. d.
£. s. d.
25,519
253
47,408 15 10
669 - 4
23,267 11 8 26,289 11 3
49,557 2 11
Peebles County.
Tweedsmuir -
Drummelzier -
Glenholm
Kilbucko
Skirling
Kirkcard
Linton -
Eddlestoun -
Xewlands
Peebles County -
288
223
259
353
358
318
,577
836
,078
3,840
4,66S
2,083
2,040
2,199
1,993
5,649
5,645
5,339
47
8
o
69
-
6
66
6
6
17
1
9
23
2
_
118 10 7
136 9 5
72 5 11
not got
Crook -
Noble-house
5,290
33,456
550 4 10
Selkirk County.
Etterick - - I 530
7,148
76 11
4 3 4
4 3 4
16 2 10
133 I 10
149 4 8
16 2 10
137 5 2
153
Haddington County.
1
;
Prestonpans -
2,322
5,695
283
19
1
Prestonpans -
-
-
229
18
9
229
18
9
T ranent
3,620
14,239
292
1
6
Tranent
49
12
1
259
2
5
308
14
6
Ormiston
838
4,446
188
10
6
Haddington County
5,780
24,380
764
11
1
49
12
1
489
1
2
538
13
3
Edinburgh County.
West Calder -
1,617
7,197
79
17
o
Mid Calder -
1,489
7,503
261
-
2
.Mid Calder -
14
18
7
196
2
10
211
1
5
Kirk Newton
1,445
9,830
196
18
2
Kirk Newton
-
-
36
13
1
36
13
1
Kirkliston (part of)
573
5,527
95
15
3
Kirkliston
-
-
126
9
-
126
9
_
Ratho -
1,313
11,746
429
18
9
Ratho -
-
-
86
16
11
86
16
11
Currie -
1,883
12,884
320
14
8
Currie -
-
-
70
1
5
70
1
5
Pennvcuick -
2,255
7,570
246
6
8
Pennycuick -
-
-
165
18
-
165
18
-
Glencorse
652
3,736
190
6
5
Lasswade
4,252
19,417
821
9
-
/ Loanhead
(Lasswade
-
-
41
313
12
15
9
6
41
313
12
15
9
6
Cockpen
2,025
6,543
269
18
9
Slateford
-
-
77
12
6
77
12
6
Carrington
561
4,474
127
16
8
Newbattle
1,882
8,722
375
3
11
Dalkeith
5,586
11,911
1,477
7
-
f Dalkeith
(Roslin -
263
5
2
513
111
18
6
6
777
111
3
6
2
6
Cranston
1,030
8,531
237
16
3
Inveresk
8,961
24,519
1,229
11
10
Musselburgh -
64
10
1
75S
5
7
822
15
8
Newton
2,274
10,351
214
18
_
Libberton
4,063
28,904
853
_
-
Libberton
-
-
154
12
4
154
12
4
Duddingstone
3,862
14,194
973
1
6
Duddingstone
-
-
39
18
6
39
18
6
Canongate - -1
r 14,208
350
12
8
Portobello
-
-
621
18
6
621
18
6
St. Cuthbert's - 1
- - in city of
j 153,650
17,491
9
2
South Leith - - |
Edinburgh
| 29,048
3,062
2
1
Leith - -
6S0
19
-
6,651
15
9
7,332
14
9
North Leith - -J
( 15,415
431
/
10
Cramond (part of)
1,880
16,491
740
2
8
Corstorphine -
1,461
13,165
406
15
-
Corstorphine -
-
-
78
17
3
78
17
3
St. Andrew's -)
- - in city of
f 59,663
St. George's- -j
Edinburgh
\ 69,830
City of Edinburgh -
162,156
145,073
21,199
14
5
Edinburgh
- not g
ot
-
not got
-
not got.
Collinton
2,232
13,886
-
-
Collinton
100
4
1
-
-
100
4
1
Edinburgh County
213,452
733,979
51,993
4
-
.
1,123
16
11
10,045
14
5
11,169
11
4
Fife County.
Abbotshall
4,206
6,532
318 13 7
Kinghqrn
2,579
10,863
132 8 9
Kinghorn
29 3 3
48 14 6
77 17 9
Burntisland -
2,366
6,660
199 18 9
Burntisland -
71 1 9
171 2 -
242 3 9
Auchtertool -
527
2,044
52 5 9
Aberdour
1,751
3,964
167 18 6
Dalgety
1,300
4,203
350 13 6
Dumfermline -
17,068
26,728
1,164 3 5
Inverkeithing
3,189
5,615
180 8 7
Kirkaldy
5,034
9,374
not got
Kirkaldy
506 8 11
1,701 6 7
2,207 15 6
Pittenweem -
1,317
1,712
not got
Pittenweem -
61 14 5
130 7 10
192 2 3
Sconie -
2,566
6,779'
not got
Leven -
202 5 -
392 11 10
594 17 10
Fife County -
42,903
84,574
2,566 10 10
.
870 13 4
2,444 2 9
3,314 16 1
/ 8<r
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
125
o -c
*
2 c
' 0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Name of Parish.
Aggregate
Population
in 1831.
Linlithgow County.
Whitburn
Torphichen -
Bathgate
Borrowsto'ness
Carriden
Abercorn
Dalmeny
Kirkliston (part of)
Uphall
Ecclesmachen
Livingstone -
Linlithgow -
Cramond (part of)
South Queensferry -
Totals - -
2,075
1,307
3,593
2,809
1,261
1,013
1,291
1,692
1,254
299
1,035
4,874
104
684
Linlithgow County I 23,291
994,043
Annual Value
as assessed for
in 1815.
.€.
4,804
5,300
9,843
9,093
4,430
7,722
13,745
9,332
5,258
3,051
6,608
17,627
784
Annual Amount
of
Assessed Taxes.
£. s. d.
118 5 1
164 4 6
82 9 1
162 2 9
135 12 10
374 9 7
304 - -
268 1 8
218 19 1
21 13 4
57 18 -
not got
vide Edinburgh.
- not got
Post Towns
within Ten Miles
along the Line.
Whitburn
Bathgate
Linlithgow
South Queensferry •
97,597
1,907 15 11
2,464,215
98,807 11 4
The Annual Post Office Revenue of these Towns,
ending 5 January 1840.
1. Bye Post.
£. s. d.
85 8 -
80 19 5
230 7 1
33 2 11
429 17 5
29,561 14 4
2. General Post.
£. s. d.
141 13 9
83 13 4
382 11 7
199 16 3
807 14 11
41,957 2
3. Totals.
£. s. d.
227 1 9
164 12 9
612 18 8
232 19 2
1,237 12 4
71,518 16 4
Hillside, 30 January 1841.
Estimate of State of Passenger Traffic by Sea and Land between Edinburgh and
Glasgow and Liverpool, the West of England, &e. and London.
I. Glasgow; intercourse with Liverpool, &c.
1. By Sea :
The steam ships from Glasgow to Liverpool during 26 weeks in
the summer half of the year are six weekly, and the same
number from Liverpool to the Clyde. During this period these
steamers carry, on an average, 100 cabin and 20 steerage pas¬
sengers ; thus—
Steamers. Weeks. Passengers.
12 X 26 X IOO
12 x 26 X 20
During the 26 weeks in the winter half of the year the same
number of steamers ply between the Clyde and the Mersey,but
the passengers in this period only average a third of the above,
thus—
Steamers. Weeks. Passengers.
12 x 26 x 33^ =
26 x
12
°s
By Sea -------
2. By Land, by Carlisle :
There are two mail-coaches daily back and forward by
Beattock direct, which, 011 an average, are estimated to
carry 20 passengers per diem, thus giving annually - 7,300
Deduct i-6th, as supposed intermediate passengers 1,216
There is one stage-coacli back and forward six days in the
week by the circuit of Dumfries, carrying, on an average,
six each way = 12, thus, annually -
Deduct a half, as supposed intermediate traffic to
Dumfries -------
3)744
1,872
Per Coach -------
The number of post-carriages from Carlisle via Gretney, north¬
wards, estimated at 256 annually, and as many southwards
to Carlisle, equal to 512, supposed to carry 011 an average five
passengers each, per Post Carriage -
From Glasgow to Liverpool and London. - - -
The Returns of Post Carriages from Carlisle are founded upon
the actual number sent from one of the principal inns in Carlisle
iniS40. The number of passengers in each of these and the coaches
are estimated by a respectable and intelligent gentleman in Car¬
lisle higher than in the Table now made out.
132.—II. " s 3
Steerage.
Cabin.
6,240
2,080
31,200
10,400
6,084
41,600
8,320
49,92°
1,872
7)95^
2,560
10,510
60,436
(.continued.)
126 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
lhoposed
Clydesdale
Railway
Passengers.
Number of Passengers, brought forward -
-
60,436
II. Edinburgh to London direct, by Steam :
The number of passengers from Leith to London, as ascertained
from books of shipping companies in 1836, is
-
19,985
N.B.—The relative numbers of cabin and steerage passengers
are not given ; but suppose them to be in a similar proportion to
those from the Clyde to the Mersey, five-sixths of the above
would be cabin passengers.
111. Edinburgh to England by Carlisle, by Land:
There are two mail-coaches daily, carrying on an average
20 passengers, — annually ------ 7,300
Deduct i-5th for intermediate - 1,460
5,840
One stage-coach six days a week, carrying six passengers
each way, = annually ------ 3,756
Deduct 1-561 for intermediate - 751
3,005
Per Coach - - - - - ' ~
' 8,845
The number of carriages from Carlisle via Langtown is estimated
at 903 annually, and as many southwards to Carlisle, = 1,986,
carrying, on an average, five passengers, per Post Carriage -
9-930
18,775
-
Total Number from Edinburgh and Glasgow - - -
99,196
Abstract of the preceding State.
Passenger Traffic
from Edinburgh and Glasgow
to England.
By Sea:
By Land:
Number.
No. of
Passengers
by Steam.
No. by
Carlisle.
Totals.
j
From Glasgow to Liverpool and London
From ditto to England via Carlisle
49,920
10,516
1 60,436
2
From Edinburgh to London -
19>9S5
-
19,985
3
From ditto to England via Carlisle
-
18,775
a8,775
Total Number of Passengers - - -
69,905
29,291
99,196
Second Abstract.
No.
Passengers by Sea and Land.
Total
Number.
1
2
From Glasgow - -- -- -- -- -
o
From Edinburgh -
Total ------
60,436
38,760
99,196
I
Nithsdale
/sy
BETWEEN LONDON, EDINBURGH, GLASGOW, See.
Nithsdale and Clydesdale Lines.
To the Committee appointed for procuring a Survey of the best Line of Railway
between Glasgow and Carlisle.
Gentlemen,
Having had the honour of your instructions, communicated by your secretary's letter of Mr. Miller's Report
the 30th May last, I put myself in communication with Mr. Locke, with the view of fixing on the proposed
upon the best mode of having the necessary surveys of the country between Glasgow and Nithsdale and
Carlisle made. On the 24th July last, I met Mr. Locke in Glasgow, when it was arranged Clydesdale Lines,
that the survey should be made under the superintendence of Mr. Errington, assistant to
Mr. Locke.
Accordingly, Mr. Errington commenced the survey, and was able in November to sub¬
mit his sections of various Lines, and a map on which these Lines were delineated.
On the 8th November, I had another meeting with Mr. Locke, in Glasgow, to consider
the survey wiiich had been made by Mr. Errington, when it appeared to Mr. Locke that
improvements could be made on the section of the Line by Beattock, and to me that im¬
provement could be made on the section north from the Cumnock summit; with the view
of inquiring into these improvements, Mr. Locke took charge of the further examination
of the Beattock Line, and I took charge of the further examination of the country north from
Cumnock.
This being arranged, Mr. Riddell, my assistant, took further levels of the country between
the Cumnock summit and the Line of the Glasgow and Ayrshire Railway by two different
routes, the one joining the Kilmarnock Branch of that Line, and the other joining the Line
near to the village of Monkton, and effected considerable improvements on the sections of
both routes, without deviating materially from a direct Line between the respective points.
The sections of the Lines which were considered eligible for a Line of Railway between
the termini given in your instructions, with a map on which the routes of these sections
are delineated, are now submitted for your consideration. Various other Lines were sec¬
tioned, bu,t as they were found very inferior to those now submitted, it would be of little
use to trouble you with them.
Before proceeding to the detail of our proceedings under your instructions, I will take
the liberty of stating one or two general considerations which appear to me to enter deeply
into the question of the selection of a Line tor a Railway between Glasgow and Carlisle.
The best mode of connecting the whole of Scotland with the whole of England by means
of a Railway or Railways is still undecided. It appears to be obvious, however, that at
no distant period not only the west but the east of Scotland will call for and obtain a par¬
ticipation in the benefits to be derived from such an improved medium of internal inter¬
course. Should private capital and individual enterprise prove insufficient for the comple¬
tion of this national object, the aid of Government must be sought for, and I think it cannot
be ultimately refused.
In estimating, therefore, the advantages of the different Lines which may present them¬
selves between Glasgow and Carlisle, it is of very material importance to consider whether
one central Line cannot be found which would afford adequate accommodation both to
the east and west of Scotland, and unite them in a direct Line, not only with Lancashire,
Staffordshire and Yorkshire, but with Birmingham and London.
Carlisle is a most advantageous point to be reached, being situated not far from the
direct Line between London and Edinburgh, and being likewise in the best direction for a
communication between Glasgow and Lancashire.
The English Railways, too, which now afford a continuous Line from London to Preston,
and in a few months to Lancaster, are likely ere long to be pushed forward to Carlisle. If
therefore a suitable countrv could be found for forming a great trunk Line from Edinburgh
J o _ _
and from Glasgow respectively to Carlisle, the interesting problem of finding the best means
of establishing an internal Line of communication between the two countries would, in my
opinion, be satisfactorily solved.
But, on the other hand, it is well known that the central portion of the south of Scot¬
land is mountainous; and if, on due investigation, no central Line from Edinburgh and
Glasgow to Carlisle can be found which can be constructed and worked at a reasonable
o _ t
expense, it will be next for consideration whether any east or west Line can be found at
Jess expense and with better gradients, which will afford adequate accommodation to the
public on both sides of the island, or whether, looking forward to the continued increase of
internal intercourse, two Lines will not ultimately be required; one in the east, terminating
at Newcastle; and the other in the west, terminating at Carlisle.
In weighing the possibility of one Line on either side of the island being found adequate
to accommodate the traffic both of the west and east of Scotland, the existence of a good
Line of Railway between Edinburgh and Glasgow must be kept in view. But I confess
it rather appears to me to be doubtful whether, even with the advantage of such a Line, the
public would be satisfied that in all time coming the traffic either of Edinburgh and the
east of Scotland with Yorkshire and London, or of Glasgow and the west of Scotland with
Lancashire and London, should be sent round by a circuitous route passing along the other
side of the island. What makes it improbable that the inhabitants of Edinburgh and the
east coast of Scotland should ultimately rest satisfied with a Railway communication
through Glasgow and Carlisle, is that there exists a favourable Line for a Railway from
Edinburgh to Newcastle along the east coast by Haddington, Dunbar, Berwick, Alnwick
132.—II. S4 and
128 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Miller's Report and Morpeth; and, on the other hand, what makes it still more improbable that the inha-
on the proposed bitants of Glasgow and the west of Scotland would ever promote a Line of communication
fsithsdale and by Railway through Edinburgh and Newcastle is, that their chief mercantile intercourse is
Clydesdale Lines, with Lancashire and Staffordshire, and any attempt to send the whole of that traffic round by
the East Coast Line, whereby it would require to traverse the island twice, would be inju¬
rious to their interests.
Influenced by these considerations, I have thought it not inconsistent with the spirit of
your instructions to endeavour to satisfy myself,—
ist. Whether a favourable Line for a Railway can be found between Carlisle and Glas¬
gow, which by passing through the central district of the south of Scotland will afford not
only a suitable means ofcommunication on favourable inclinations with Glasgow itself, but
serve at the same time as a great trunk Railway for the use of the east and north-east of
Scotland; and,
2d. Whether, if no such Line can be found, a favourable Line does not exist on the
west side, passing through Ayr and Dumfries shires, which will not only form the most
desirable means of communication between Glasgow and Carlisle, but furnish a temporary
substitute for a direct Line of Railway between Edinburgh and London until the increasing
traffic of the east of Scotland shall form a separate Line along the coast from Edinburgh
to Newcastle.
Another important general consideration which I have had in view, and which appears
to me to be within the scope of your instructions, is the population and wealth of the inter¬
mediate towns and villages and of the agricultural districts, which the different Lines that
have suggested themselves to me in an engineering point of view as practicable will ac¬
commodate. To obtain information on these points, I have had recourse to the Government
Census taken in 1831, and to the valuable work of the Committee of the General Assembly
of the Church of Scotland.
Besides these general financial and statistical considerations, I think it right to state to
you in this introductory portion of my report certain views in one or two proiessional points
which have influenced me in the conclusion which I have come to in this very important
inquiry.
Many of the gentlemen whom I had the honour of addressing having already paid much
attention to the subject of Railways, I take it for granted that you are aware of the difference
of opinion which has for some time past existed among engineers of the highest eminence
as to the value of certain gradients when compared with the expense of procuring them.
On the one hand, it has been asserted by those who appreciate most highly the import¬
ance of good gradients, that every 20 feet of rise is equal to one mile of additional distance,
or, in other words, that it would be again to go round any distance less than two miles
rather than pass along one mile ascending 20 feet. This sweeping assertion, however, seems
to me to be liable to many objections. It proceeds upon the fallacious principle that the
power expended in ascending 20 feet being double that expended in passing along a level,
the cost of working a Line with such an inclination will be double; but in arriving at this
conclusion there are several important elements left out of view,for instance, the cost of
working and maintaining two miles of Railway instead of one, and the saving of power in
descending.
On the other hand, it is asserted in an equally sweeping, and as it appears to me in an
equally fallacious manner, by those who advocate high gradients, that there is little or no
additional expense in working a Line with gradients of 20 feet, or even more, per mile, as
compared with a level Line, be cause the power that is expended in ascending is saved in
descending the incline. But this paradox is based on the assumption that the engine fitted
to work such a Line need be of no greater power than the engine suited to a dead level,
and that there is no consumption of fuel, or tear or wear of the engine in descending an
incline. It appeals to me, however, that the power of the engines on every Line must be
adapted, in some degree, to the ruling gradient (except where a stationary or assistant
engine is used, or the incline is short), and that both in the descent of the incline, and 011
the rest of the Line where it is level, there will always be to a greater or less extent super¬
fluous power, the cost of which is of course lost; and again, in descending high gradients,
there will frequently be an expenditure of power in retarding and regulating the velocity
of the train.
For these reasons it seems to me that in this as in most other cases, truth lies between
these two sets of opinions, and that while good gradients may be and often are purchased
too dear, the obtaining of a favourable ruling gradient is of vast importance in selecting a
Line. The saving, whatever it may be, is daily.
In estimating the value of a gradient, much depends on the part of the Line at which it
is situated, its length, and the value of the other gradients on the Line; but it would be
entering too much into detail in this report to attempt to explain these elements of the
question at length.
Having submitted to you these several remarks, I beg now to call your attention to the
description of the different Lines that have been surveyed under the instructions given by
Mr. Locke and myself, as already stated.
Between Glasgow and Carlisle there are two passes in the range of hills which traverse
the south of Scotland from east to west, and these of different heights; one or other of
which must be passed through by any Line of Railway which may be projected between
those two termini. The one of these is the Clyde Pass, near Beattock, and the other is
the Nith Pass, near Cumnock. By the former, the summit of the Line is about 965 feet;
above the level of the sea, and by the latter, about =107 feet above the same level.
On
/$?
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
129
On turning your attention to the map, you will observe that generally the Lines which Mr.Milier'sReport
have been followed proceed through these passes; the one by Beattock leaves Glasgow on the proposed
by the Polloc and Govan Railway; it proceeds up the valley of the Clyde by Hamilton Nithsdale and
and Lanark, and down the valley of the Evan by Beattock, thence by Lockerby and Gretna Clydesdale Lines,
to Carlisle. On this route there is a deviation by Lochmaben, which has the effect of
bringing the Line nearer to Dumfries, and passing it through Annan; but this deviation
lengthens the Line nearly five miles. The Line by Cumnock leaves Glasgow by the Glas¬
gow and Ayrshire Railway, proceeding through Paisley to Kilmarnock, thence it proceeds
up the country by Mauchlin to the Cumnock Pass, thence down the valley of the Nith,
and passes by Dumfries, Annan and Gretna to Carlisle. O11 this route there are two
deviations, the one passing by Beith to Kilmarnock, avoiding the Kilmarnock branch of
the Glasgow and Ayrshire Railway, which has the effect of shortening the Line upwards of
four miles; the other keeps the main Line of the Glasgow and Ayrshire Railway, as far
as Monkton, within four miles of Ayr, and thence proceeds up the valley of the water of
Ayr to Cumnock : this deviation lengthens the Line upwards of two miles.
The Gradients of these several Lines are as follows:
Polloc and Govan Railway.
1st.—Lines bv Beattock; and on this Route—
First.—The Line by Lockerby.
1 in 230
1 in 240
1 in 330
Level
1 in 880
Level
1 in
1 in
1 in
1 in
1 in
in 383
in 214
in 262
Level
in 188
in 169
Level
1 in 298
1 in 200
1 in 113
in 138
in 657
in 278
Level
in 230
in 908
in 1,320
138
325
893
476
264
Level
1 in 1,881
1 in 1,863
1 in 590
1 in 908
1 in 1,320
Separation of deviation by Lochmaben
Second.—The Line by Lochmaben.
From Glasgow to separation from Line
by Lockerby, same as above -
Miles. Chains.
-
36
—
23
1
9
-
27
—
40
—
4
2
59
2
49
2
64
2
27
1
24
7
72
8
65
9
47
8
1
4
73
6
74
57
75
11
28
9
37
7
48
-
68
5
59
7
39
—
60
100
74
57
75
11
32
2
27
6
21
2
7i
6
49
—
15
2
11
4
47
3
28
7
19
—
60
105
55
132.—II.
t
Glasgow
130 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Miller's Report ™"~"~"™"™~""~—~~~"—
^ *he ProPos*d Glasgow and Ayr Railway.
IN itbsdale and
Clydesdale Lines. 2d.—Lines by Cumnock; and on this Rome—
First.—The Line by the Glasgow and Ayrshire Railway, and its Bianch to Kilmarnock.
Level
in 2,000
in 1,200
Level
in 600
in 1,200
Level
111 2,000
Level
1 in 1,200
Level
i in 880
Level
Level
in 130
|» 1,173
in 220
in 220
in 1,647
in 232
in 278
in 371
in 252
in 936
in 6,570
in 3,564
Level
in 1,881
in 3,863
in 590
in 908
in 1,320
Separation of Kilmarnock Branch
Leaves Kilmarnock Branch
Miles.
Chains.
-
64
1
41
2
76
1
59
6
21
1
10
1
11
1
10
2
22
-
-
62
2
39
—
3»
_
22
53
8
37
1
61
-
32
71
2
40
5
60
-
3
8
17
-
-
26
-
5
77
6
36
~
7
H
8
24
•
5
36
5
79
7
37
3
30
—
4
15
—
2
11
-
4
47
-
3
28
-
7
19
—
60
125
9
Second.—The Line by the Glasgow and Ayrshire Railway to Monkton, and thence
by Cumnock.
From Glasgow to separation of Kil¬
marnock Branch, same as above
22
53
1 in 440 -
5
67
Level
1
8
1 in 1,000 -
1
42
Level
—
15
3 in 1,000 -
1
57
l in 2,000 -
_ - - -
1
11
Level
1
67
Leaves Ayrshire Railway -
36
-
Level
—
11
1 in 176 -
18
66
1 in 176 -
-
26
1 in 1,647 "
5
77
1 in 232 -
--------
6
38
1 in 278 -
7
H
1 in 371 -
8
24
1 in 252 -
5
36
l in 936 -
5
79
1 in 6,570 -
7
37
1 m 3,564 •
3
3«
///
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
'31
Glasgow and Ayr Railway—continued.
Level
i in 1,881
l in 1,863
1 in 590
1 in 908
1 in 1,320
Miles.
Chains.
4
15
2
11
4
47
3
28
7
19
60
127
5«
Mr. Miller's Repeal
on tht- proposed
Nith dale and
Clydesdale Lines.
Third.—The Line by the Glasgow and Ayrshire Railway to Johnstone, thence
by Beith, Kilmarnock and Cumnock.
Level
1 in 2,000
1 in 1,200
Level
l in 600
1 in 312
1 in 346
Level
1 in 130
1 in 1,173
l in 220
1 in 220
1 in 1,647
1 in 232
1 in 278
1 in 371
1 in 252
1 in 936
1 in 6,570
1 '"3,564
Level
1 in 1,881
1 in 1,863
1 in 590
1 in 908
1 in 1,320
-
64
1
41
2
76
1
59
3
46
10
46
10
61
7
69
1
66
.5
60
3
-
8
>7
-
26
5
77
6
38
7
J4
8
24
5
36
5
79
7
37
3
3°
4
1.5
2
1 1
4
47
3
28
7
*9
—
60
120
60
From the foregoing tables you will observe the several gradients and lengths of the
respective Lines, and it will now be for me to state which of the Lines I would prefer as
suitable for the object of your instructions; and in doing this, it will perhaps simplify the
statement were I first to consider which of the Lines, by the respective routes, should be
brought into comparison with each other. And, first, with regard to the two Lines in the
route by Beattock : these Lines, you will observe, are common between Glasgow and
Johnstone Bridge ; thence the one proceeds by Lockerby and Ecclefechan, and the other
by Lochmaben and Annan, again uniting near to Gretna. The gradients of these Lines
between the points of separation and junction are good, while the Line of Lockerby is
nearly five miles shorter than the one by Lochmaben ; were it thought advisable, therefore,
to carry the Line of Railway by the Beattock-pass, I should be inclined to prefer the
shorter Line by Lockerby. The Line by Lochmaben no doubt passes nearer to Dumfries
and through Annan ; but, on the other hand, it does not pass so near to Dumfries as to do
away with the necessity of a Branch, and when such is the case, 1 would not consider the
longer Line preferable on that account. Again, to pass through Annan does not appear to
me as alone a sufficient reason for lengthening the Line to the extent of five miles. In my
after comparison, therefore, with the Line by Cumnock, I will take the Beattock Line as
passing by Lockerby. Second, with regard to the Lines 011 the route by Cumnock:
these, you will observe, are three in number, and all keeping the Line of the Glasgow and
Ayrshire Railway between Glasgow and the town of Johnston — the one diverges from that
Line of Railway and proceeds on a higher level by Beith, while the other two still keep
together in the same Line of Railway as far as the village of Dairy, where one of them
proceeds along the Line of the Kilmarnock Branch of that Railway to Kilmarnock, and
the other keeps the main Line of Railway to Monkton ; all the three being again united
before reaching the summit at Cumnock.
Of these Lines, I think the one proceeding by Beith may, in consequence of the
formation of the Glasgow and Ayrshire Railway, be laid aside. It proceeds, you will
observe, for a consideiable way near to the Railway already formed, and I do not conceive
134.—II. T 2 " that
132 APPENDIX TO PODRTH REPORT ON RAILWAY COMMUNICATION
Mr. Miller'sReport that it possesses advantages such as would render it expedient to form a Line different from
on the proposed that of the Glasgow and Ayrshire Railway.
Nithsdale and
Clydesdale Lines As to the other two Lines, I am more at a loss. You will observe that the Line by
Kilmarnock is about miles shorter than the one by Monkton ; while, again, looking at the
ruling gradients of these Lines, the Line by Monkton has the preference in so far as the
mere inclination is concerned. Taking all circumstances, however, into consideration, I
would be inclined to prefer the Line passing through Kilmarnock, and that because I think
the working of the one Line would be easier managed than the other. In this preference,
1 assume that the Kilmarnock Branch of the Glasgow and Ayrshire Railway is to be made,
and if so, the new Line to be made between Kilmarnock anil Cumnock will be nearly the
same as that between Monkton and Cumnock. On looking to the sections, you will observe
that the Line by Monkton descends to near the level of the sea before it begins to ascend
to the summit; while the Line by Kilmarnock keeps ascending the whole way, and from
this cause the summit to be overcome on the Monkton Line is about 140 feet more than by
the Kilmarnock. The ruling gradient on the Monkton Line is 1 in 176, and which is
nearly 19 miles long. The ruling gradient on the Kilmarnock Line is 1 in 130, but it is
only miles long, and there is no other gradient in it worse than t in 220, while the
gradient at both ends of the high gradient is excellent, and such as would enable an
engine to overcome it even although its power were calculated for a much better gradient;
and, besides, as it is not far removed from Kilmarnock, one of the termini of the Glasgow
and Ayrshire Railway, an assistant engine, if necessary, could readily be obtained. In
addition to these considerations, I would be inclined to give some weight to the connexion
with Kilmarnock, a town of very considerable importance.
On the whole, therefore, I should be inclined to confine the comparison of the Lines by
the two routes to the Line of Lockerby, on the one hand, and to the Line by Kilmarnock
on the other.
In coming to this comparison, I do so with the greatest diffidence, feeling the full weight
of the task which has been assigned to me; but in following it out, I fear that, however
sincere I may be in my conclusion, I may not be able so readily to throw out arguments
in its support as more experienced engineers would do.
From the table of gradients you will observe that the Line by Beattock is about 24 miles
shorter than the Line by Cumnock ; in this respect, therefore, the Beattock Line is decidedly
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 Cumnock Line is
597 feet (which is the natural summit of the country), while the summit 011 the Beattock
Line is 965 feet (which is obtained by cutting upwards of 40 feet below the natural summit),
making a difference in favour of the Cumnock Line of 368 feet; and if the natural summits
of the country aie looked to, upwards of 400 feet. Looking again to the table of gradients,
you will observe that on tlie 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 5! miles. Were these two gradients the only ones to be considered, I do not
think that the difference in favour of the Cumnock Line could at all be considered as a
compensation for the greater distance which stands against it. But the comparison of the
gradients cannot rest here. On the section you will observe that the gradient on the
Cumnock Line is not far from Kilmarnock, where an assistant engine, if necessary, can
readily be procured. I do not, however, suppose that such assistance will be necessary.
Kilmarnock must always be a principal station in any Line passing in that direction.
The engine will therefore be able to start from there in good working trim, and more
especially so as there are no gradients between Glasgow and Kilmarnock which can in any
way oppress the engine. The run from Kilmarnock to the foot of the high gradient is
about two miles of level Line. The steam must be in good order on arriving at the point
where it is required, and so soon as the engine has travelled the incline, it will again have a
run of three miles on a gradient little removed from a level. On this distance the engine
will be able to recruit itself before ascending the next gradient, which is 1 in 220, and
on getting over it, the engine's work becomes easy, the whole
favourable, none being more than 1 in 252, except 1 in 232.
On the section of the Beattock Line you will observe that the high gradient in it of 1 in 113
is far removed from any place which can be a principal station, orwhere it would be necessary
to have engines in reserve. The high giadient is itselfnearly seven miles long, but before it
can be entered upon by the engine, it must pass along a gradient of about ttf miles long
at 1 in 138. On the south side of the summit the gradients are drawn on the section so
as to have the highest at 1 in 113, but you will observe the very heavy cut which it is
necessary to make in order to obtain even that gradient; the cut extends to about two
millions cubic yards, and it of itself, even at 1 s. per yard, would cost 100,000 /., but as it
passes under all the drainage of the country there, it would obviously cost very considerably
more. On the north side of the summit the gradients are more favourable, but still much
higher than those on the Cumnock Line, with the exception of the gradient already
mentioned. On leaving Hamilton there is rather more than a mile level, but at the end
of that mile an incline of about 16A- miles commences, about one-half of it being at the
rate of 1 in 1S8, and the other half at the rate of 1 in 169. Looking therefore to
the gradients, I consider that the balance is decidedly in favour of the Cumnock Line; the
ruling gradient in it is 1 in 130, and it is 55 miles long, with no other gradient worse
than 1 in 220; and if the same heavy formation is gone into, there need be none worse
than
other gradients being
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 133
than 1 in 250, with the exception of the gradient of 1 in 130. Again, the ruling Mr.Miller's Report
gradient in the Beattock Line is 1 in 113, and it is nearly seven miles long (and that on the proposed
obtained with very heavy formation), and the other gradients worse than 1 in 220 are Nithsdale and
Mile,. Chains. Clydesdale Lines.
l in 138 - - - - - - - l1 28
1 in 200 ------- 4 73
1 in i6q - -- -- -- 8 65
1 in 188 - - - - - - - 7 72
1 in 214 -------264
35 62, or nearly 36 miles.
As to the expense of the Lines, into this branch I have not been able to go minutely ;
the nature of the survey would not admit of it ; but in regard to it I have to submit as
follows : —
1st. As to the Line to be made, or, in other words, that lor which capital will be
required.
The Beattock Line will be new from Carlisle to the Polloc and Govan Railway, a
short Line near Glasgow now being formed under an Act of Parliament. The length of
this new Line, therefore, required is a little more than 98 miles, and for this capital was
to be provided. I understand that the plans have been lodged, preparatory to an applica¬
tion to Parliament for a Line from the Polloc and Govan Railway to Hamilton, but I am
not aware of any regular Company having been formed for carrying the Line into
execution, or of the capital having been subscribed; at all events no Act has been
obtained.
The Cumnock Line will be new from Carlisle to Kilmarnock, w here it will join the
Kilmarnock Branch of the Glasgow and Ayrshire Railway ; the new Line, therefore,
required is a little more than 92 miles, or six miles less than by the Beattock route. No
doubt the Kilmarnock Branch is not yet formed ; the main Line is, however, formed, and
the Branch has been laid out preparatory to a commencement. An Act has been already
obtained for it, and capital has been provided. Then as to the new Line, the comparison
stands as 98 is to 92, or six miles in favour of the Cumnock Line.
2d. As to formation.
On looking over the section, you will observe that there are several deep ravines to be
crossed on both Lines. 1 have not gone minutely into these, but it is apparent that they
are much more numerous on the Beattock than 011 the Kilmarnock Line.
I11 regard to tunnels, you will observe that on the Beattock Line there are two, one
130 yards and the other 616 yards long, together amounting to 746 yards. On tiie
Cumnock Line there is one extending to 060 yards. In respect to tunnels, therefore, they
are similar, or nearly so.
In regaid to cuttings, I have given this a rough calculation, and I find that the cutting
on the Beattock Line is to that on the Cumnock Line as 108 to 83, or, in other words, if
the cutting on the Beattock Line is 108,000 cubic yards per mile, the cutting on the
Cumnock Line is 83,000 cubic yards per mile, making a difference in its favour of 25,000
cubic yards per mile; altogether, therefore, I have no hesitation in saying that the
formation of the Line by Beattock will be much heavier than the one by Cumnock.
As to the population mid wealth of the country traversed, you will observe from the
map that the Line by Beattock passes near to no towns of consequence except Lanark and
Hamilton. The population 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 both 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 1 have 110 doubt that the population
on the Cumnock route has increased to a much greater extent than on the Beattock
route.
1 have not the same means of giving a comparison of the wealth of the respective
clist 1 icts, but looking to the work I have already mentioned, and generally to the country,
I have every reason to think that you will readily discover the balance to be materially in
favour of the Cumnock Line.
Taking all these considerations into account, and looking at the two Lines as they are in
themselves, lam inclined to give the preference to the Line by Cumnock; indeed I have
no hesitation in saying that 1 consider it the best as a Line leading irom Glasgow to the
south.
In stating this, I look on the Lines as immediately coming under your instructions; but
if the question is considered as also embracing the wants of Edinburgh and the east coast,
a new and most important element appears in favour ofthe Beattock Line. In the mean¬
time, however, it is impossible to decide how far the Beattock Line may, or may not,
afford a favourable means of connecting Edinburgh and the east of Scotland with Carlisle.
I understand that a survey of a Line in the direction of Edinburgh is being made: this
matter, of such great importance in the present inquiry, will be speedily ascertained.
132.—II. u Supposing,
/?//
Nithsdale and
Clydesdale Lines
134 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Miller's Report Supposing, however, it turns out that a tolerable Line can be got along either the east or
on the proposed west side of the Pentland Hills towards Edinburgh, the next question which suggests
itself is, whether the Beattock Line, as now surveyed from Carlisle to Glasgow, would
afford the means of constructing a sufficiently good Railway to serve as the great artery of
communication between England and Scotland.
Upon this branch of the question I feel very considerable difficulty in giving an opinion.
The Beattock Line is not what, as an engineer, I would call a favourable one, but it is by no
means impracticable; and if there be no prospect of two coast Lines (if they may be so
called) being formed, it may be expedient to adopt it, for reasons altogether apart from
those of an engineering kind.
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 cannot
divest myself of the feeling that the public would hereafter have great cause to regret the
adoption of any inferior central Line, although it might present in the first instance 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 comparisons already made, in giving the preference to the Line by Cumnock.
The reasons in favour of it are—1st. 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;
5th. The expense of formation less; 61I1. The population accommodated greater ; yth.
The districts traversed wealthier.
The reason against it is, that the total length between Glasgow and Carlisle is much
greater.
Apologizing for the length of this Report,
I have, &c.
Edinburgh, 20th March 1840. (signed) Joliu MiUcr,
A TABULAR
U1
Q)
■>
'w
c
<Z>
c
o
CJ
3
o
cn
Q)
s
ss
p
s
o
•N
*c
(»
•• r—1
Q
*C
C
o
.O -
a>
CO
PARISHE'S.
Cumberland
Stan wis
Rockliffe -
Scaleby
Ivirklinton -
Arthuret
Kirk Andrews on Esk
Dumfries-shire :
Graitney -
Dornock
Half Morton
Canonbie -
Kirk Patrick Fleming
Hoddam
*
Middlebie -
Tundergartli
Applegarth
Johnstone -
Kirkmichael
Dryfesdale
St. Mungo
Annan
Cummertrees
Ruth well - * -
Mousewald
Torthorwald
Tinwald
Dalton
Lochmaben
Carlaverock
V • Kirkmahoe
Dumfries
Holy wood -
Dunscore -
Keir -
Glencairn -
Tynson
Penpont
Closeburn -
Morton
Durrisdeen
Sanquhar -
Kirkconnell
Lead Hills
Wanlock Head -
Kirkcudbrightshire -
Colvend
Irongray -
Kirkbean -
Kirkgungeon
Lochrutton
Newabbey -
k
Troqueen -
Terregles -
Urr - - -
132.—II.
TOWNS,
Carlisle -
Village -
Longtown
Village of Soutlifield
ditto of that name
Ecclefechan -
Lockerbie
Annan -
two villages -
Lochmaben
two villages -
Kirkton village
Dumfries
Minihive
one village
Thornhill
Sanquhar
Kirkconnell village
Lead Hills
Wanlock Head
nine parishes.
- Kirkbean village
Kirkgungeon village
Lochrutton village -
Newabbey village -
Max well ton -
Dalbeattie
\
Population.
25,000
1,738
885
650
2,050
2,983
2,300
1,909
752
700
3,000
1,666
1,582
2,107
530
1,000
1,234
1,226
5,700
2,795
2,068
1,400
912
•810
652
650
1,000
4,665
|510
a
%
3,400
A TABULAR VIEW of the POPULATION between Carlisle and Glasgow, &c., with the Taxes, Value and Traffic on a proposed Line by way of Annan, Dumfries, Sanquhar, Cumnock, Auchinleck, Mauchline and Kilmarnock.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
135
Assessed
Taxes.
306
239
228
113
157
424
129
549
175
Value.
10,407
2,671
2,895
9,000
10,800
10,000
9,000
3,300
3,000
7,500
7,369
7,000
10,000
3,000
7,000
/"supposed 1
^ 3,500 J
6,475
19,000
9,161
4,650
157
10,000
1,686
32,000-*
121
7,436 .
124
6,950
138
5,271 '
211
11,175
71
4,268
57
7,000
193
12,600
170
3,060
92
-
116
-
42
4,600
Poor
Rates.
582
117
*
693
723
529
100
408
880
ly300
5,600
5,755
5,000
8,500
3,500
4,500 | -
16,500
f supposed")
4,000
supposed
6,000
600
County
Rates.
119
191
103
111
Names of Proprietors.
Dean and Chapter, &c.
Mr. Mouney and others
Line will not pass
117 Sir James Graham
Line will not pass
Lord Mansfield and others -
Duke of Buccleuch and others
Line will not pass
>
Dissentients
45 Lord Mansfield and others -
%
Ditto and Mr. Twine
Lords Mansfield and Queensberry
Sir Grierson and others
Ditto and others
Line will not pass
S. A. Johnstone and Mr. Leny
S. A. Johnstone and Mr. Douglas
Various -
Mr. Whigham and others -
Line will not pass
Sir Charles Menteath, &c. -
Duke of Buccleuch
Ditto -
Ditto and others
Ditto - ditto
Line will not pass
Tons, and otherwise.
_ *
Cartage of 11,000 feet
of building timber -
Cartage of lime, slates,
timber, &c. &c. iron, lead -
Cartage of cotton goods")
and return - - -J
Fish sent to Carlisle
Proportion of coach pas-")
sengers and parcels - - J
Goods to Carlisle -
Commercial travellers,"/
post-chaises - - -J
Thirty carts weekly to")
Annan and other places -J
Returns
Omnibus passengers to
and from Annan
Cartage of green pork"/
in the season, 4,524 tons -J
Bacon to Carlisle 650"/
tons, average - - -J
Regular carriers, Dum¬
fries by Annan, Carlisle -
Twenty carts we<
from Dumfries to country
parts near the Line - -J
Passengers and
parcels calculated •
Grain shipped to Dum-"/
fries and Annan - - f
Lime for manure and")
building - - -J
15,000 load of stones at")
15. 6 d, - - - -J
Cartage of wool to the")
port -J
Proportion of coach pas-")
sengers and parcels - -J
Regular carriers on the")
Line -J
Grain to be shipped at
Dumfries
Cartage of timber,slates,")
stone and otherwise - -J
Commercial travellers,
posters, &c. -
Oatmeal -
Goods for lead mines
Coals -
Li mo -
Sanquhar Carpets, &c."|
&c. 42 tons, 35 s. - -J
Post-chaises at an aver-")
age -j
Carriers on Thornhill
and Sanquhar road to |
Dumfries, &c.; goods and
pork, &c. - -
Value of Traffic.
275
1,500
780
240
2,220
1,452
3,462
1,560
780
580
3,384
462
468
320
100
1,240
2,500
1,125
22,648
170
1,950
1,310
240
850
1,882
103
252
9,375
1,666
562
930
19,363
Exports.
Imports. Excise Duty. Steamers.
Annan :
Coals
Goods
. Timber
Goods
Grain
Dumfries :
Coals
Goods
Timber
Goods
Grain
it
Dallbeattie
Tonnage.
Times
of Sailing.
Not considered to belong to this. Roya, v;ctor!a register
Places.
-Inland - ditto
not given. Newcastle
Tons.
Tons.
525
Tons.
3,619
3,642
Tons.
964
300
1,170
527
240
City of Carlisle 181 ditto -
Sol way
231 ditto -
196 ditto - - ' ditto
Twice weekly Liverpool,
ditto - - ditto.
ditto
- ditto.
Belfast.
Carrying at an average 200 passengers weekly - £. 5,200.
These steamers mostly belong to Carlisle, but call every voy¬
age at Annan Jetties to discharge goods and passengers, and
take in cattle, sheep, goods and passengers outward.
Royal Victoria 315 register Twice weekly Liverpool.
Newcastle - 231 ditto -
City of Carlisle 181 ditto -
Solway
196 ditto -
ditto
ditto
- ditto.
- ditto.
ditto - - ditto.
Carrying at an average 1,500 passengers weekly - £. 3,900.
Nithsdale -
159
Twice weekly Liverpool.
Carrying at an average 70 passengers weekly - £. 1,820,
White Crop.
Bushels.
Value.
not given not given.
94,345
21,793
36,000
f supposed"/
L 45,000 J
44,474
42,900
41,379
10,034
46,890
19,635
32,338
31,034
18,915
|f supposed
46,000
37,248
22,759
20,089
29,797
63,053
18,759
f supposed")
f 29,000 |
25,148 '
55,862
53,000
21,808
32,665
21,517
f supposed")
/_ 8,654 J
20,000
27,145
57,793
9,645
28,531
21,272
28,965
f supposed")
45,000
supposed
f 28,000
50,580
supposed "|
45,000 J
12,414
f supposed")
f 40,000 J
60,000
19,600
50,000
2-2,800
5,250
8,700
10,125
10,748
10,367
10,000
2,445
11,331
4,600
7,815
11,116
6,525
2,100
10,125
6,300
12,223
10,125
3,000
9,000
14,250
4,696
11,250
Tolls,
Rental on or
near the Line.
275
300
385
136
454
611
696
136
894
394
6,874
NOTES.
In calculating money, there is no
notice taken of the fractional parts of
a pound.
The steamers are marked as regis¬
tered at the Custom-house, 923 tons,
but will carry 1,338 tons of weight.
The cost of carriage is given as near
as possible as at present paid for.
The Port of Dumfries extends from
• . #
Sarkmouth to Carsethorn, along the
coast, including 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 pro¬
duce, bacon, wool, house timbers, and
general goods to Liverpool for Ame¬
rica.
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, cooperage, and the manu¬
factures of flour, &c. See., fisheries, &c.
The landward parishes are agricul¬
tural and pastoral, and their general
manufactures are weaving for Carlisle.
- Dumfries has at present 54 vessels,
in all 3,421 tons, exclusive of the
steamers ; and its manufactures are
tanning, hosiery, weaving, cabinet-
making, ship-building, curing bacon
to a great extent, the manufacture of
flour, barley, breweries, salmon fishing,
and basket-making extensively.
Seven parishes in this district are
purely pastoral and agricultural, and
are engaged in no other employment.
Closeburn, the property of Sir C.
Menteath, 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 manu¬
factory 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 Wan¬
lock Head, manufacture from the ore
1,200 tons of lead annually, and re¬
quire 20,000 carts of coals annually,
which, at 10 cwt. to each cart, makes
10,000 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 fo¬
reigners.
( continued.)
APPENDIX TO FOURTH REPORT ON RAILWAY
A Tabular View of the Population between Carlisle and Glasgow, &c., with the Taxes, Value and Traffic on a proposed
by way of Annan, Dumfries, Sanquhar, Cumnock, Auchinleck, Mauchline and Kilmarnock—continued,
White Crop.
Times
of Sailing
County-
Rates.
Value of Traffic
Tons and otherwise
Tonnage
Exports
Steamers
Places
Dissentients
Names of Proprietors
TOWNS
Population.
Value
Bushels
Value
Ayrshire :
Cumnock, Old -
Cumnock, New -
Mauchline
Galstone
Louden
Muirkirk -
Strathavon
Fen wick
Sorn -
Kilmarnock
Auchinleck
Ochiltree -
Riccarton -
Kilmaurs -
Dreghorn -
Stewarton -
Dunlop
St. Quivox
Stair -
Tarbolton -
Crauford -
Crauford John -
Craigie
Douglas
Dalmellington
Symington
Monkton -
Eaglesham
Dalrymple -
Paisley
Glasgow -
Beith
Thirteen Parishes on
tion only named
Proportion of coach pas-^1
sengers - - -/
Posting and commer-J
cial men - - -J
Cheese, at an average -
Wool in packs
Potatoes -
Flour in bags, &c. about")
50,000 % - - -J
Grain, 100,000 bushels -
Tan and grease, &c. for^l
sheep -/
Lead, &c. r
Stewarton trafic -
Muirkirk ditto
Galston -
Catrine works. &c.
*
Pork, live stock, &c.
Dry goods, co.onial and^
others, about 10,400 tons -j
Cartage of coals, stone, ^
lime and others - -J
Passengers in all ways,"!
say 50 in a day in this |-
district -
Cumnock
The Excise duties paid on the ma¬
nufactures were all refused by the dif¬
ferent collectors of Excise; those in
Dumfries-shire were obtained from the
individuals paying.
- - ditto
Claud, Alexander, &c
Portland and others
Marquis of Hastings
Earl of Douglas, &c.
Duke of Hamilton
Earl of Glasgow, &c.
Portland and Bute
Village -
Mauchline
Galstone village
- - ditto
Muirkirk, &c. &c.
Strathavon
Village -
Catrine -
Kilmarnock
Auchinleck
Ochiltree
Village -
- ditto -
- ditto - - -
Stewarton
Village -
St. Quivox
Village -
- ditto -
- ditto -
- ditto -
- ditto -
Douglas -
Dalmellington -
- ditto -
Prestwick
- ditto -
- ditto
Paisley -
Glasgow -
Beith -
Railway, the Popula-*)
The amount of crop formed no part
of the queries submitted, but, seeing
the country abound in agricultural
produce, it has been considered proper
to add that information, as far as it
could be ascertained. A few of the lat¬
ter parishes have been compared with
the others and averaged, so that the
whole is within the real amount.
Town ■
Parish
144
50
Sir James Boswell
Bute, Boswell, &c. See
Lord Eglinton and others -
Lady Mary Montgomery -
Cunningham and M'Allisten
Mure and Dunlop
Orwald, Forbes, Sec. -
Dumfries has long been reckoned
the best cattle-market in the south of
Scotland for sheep and black cattle,
and during the last 12 months, 67,000
sheep and 60,000 cattle have been sold
for England; there are also five horse
fairs in the year, and dealers appear
from all quarters on these occasions.
Mr. Cathcart, Sec.
Portland, Campbell, Sec
Ailsa, Oswald, Sec. Sec.
In calculating the value of white
crop, an average has been made ac¬
cording to the proportion of wheat,
barley and oats, and also the various
local situations.
Ninety-five Parishes
Brief Report—continued,
Mineralogy of the Southern Parishes
Attestation
Abstract of the Population:
Population, as above -
Kirkpatrick, Durham, omitted
Kirkpatrick Juxta - - ditto
The Reporters state,— -
1st.—That they have made up the population, traffic and other matters connected with the pro¬
posed Line of Railway, to the best of their judgment, information, research and correspondence;
and that they have strictly adhered to the Line laid down in the accompanying sketch-plan of the
ground, without diverging to the right or left from the 10 miles on each side of the said Line, as
instructed so to do, and that where they found a parish encroaching on the 10 miles, they included
the wffiole population, Sec.
4
2d.—That they have taken the said sketch-plan from the best authenticated county maps, and
that they have laid down the Line thereon to the best of their knowledge (in absence of. the er.-
4
gineer's drawing), which they had not the means of seeing.
3d.—That they have extended the Line to Beith, in Renfrewshire, near to which the Ayr and
Glasgow Line will pass, and they can assure the members of the Dumfries Railway Committee
that the whole proposed " Extreme Western Railway" will pass through a spirited and populous
country, rich in pastoral and agricultural produce, and in mineral wealth; viz. lead, iron ore, lime,
%
red and white stone, and in manufactures of woollen and cotton, Sec.
* i • « • •
4th.—That the population only require encouragement, by having a Railway laid down on this
Ljine, to enable them to raise and convey these invaluable materials to such places as may require
thlsm, either for foreign exportation or home consumption, and that the said population may have it
in their power to travel, either for the purposes of commerce or pleasure, at a cheap and easy rate.
A
1 ' 5th.—That
5th.—That in the 1st and 2d districts, distinctly marked on this sheet, there will be a sure
. .
increase of carriage of coal, of at least 24,000 tons annually to Annan from Carlisle, and to
Dumfries from Mansfield and Sanquhar (the properties of the Duke of Buccleuch, Sir C. Menteath
and Mr. Whigham, of Allanton), and which will save to these two towns at least 7,000I. yearly in
X
the necessary article of fuel alone. (See Probabilities, No. 5, left-hand side.)
Abstract of the Assessed Taxes:
Amount, as far as ascertained -
Abstract of the value in rent:
Amount, as far as ascertained -
Abstract of ascertained traffic :
Amount, as far as is known of traffic in 1st district -
Amount of ditto - - - - 2d „
Amount of ditto - - - 3d „
The Line by Dumfries would bring the direct traffic of "1
10 carts to Glasgow, and returning weekly 1,040
tons - -- -- -- at 80/ J
Two daily coaches to and from Glasgow, with passen-")
gers and parcels ; suppose . - - - - -J
Carriage of coal additional to Dumfries, Annan, andl
their neighbourhood, from Carlisle, Sanquhar, Sec. J
by Railway 24,000 tons, the present price - -J
Prospect of five new iron mines to be opened on and j
near this Line, producing weekly 1,560 tons of pig |
iron; say, annually, 81,120 tons -J
6th.—That in the 3d district, also, the traffic must be increased in a very extended ratio, from the
almost, if not altogether, inexhaustible mineral wealth that is at present hid in the earth from the
want of the ready and cheap means of conveyance to where it can be disposed of to advantage
to the spirited speculator, thereby bringing the balance of commerce to be in favour of this
country, either in exchange of produce or in bullion.
7th.—That a Railway laid down on this proposed Line would be a very strong inducement to
^ .
those having commerce from England and Scotland with the North of Ireland, and from Ireland
to all parts in the West and South of Scotland, and the East and Northern Counties of England.
8th.—And lastly the Reporters state, That in their view of the population, traffic, &c., they
.
have rather under than over-rated their Report; that they have not noticed the immense numbers
of sheep or black cattle that are fed in three named districts, and that are exported by steamers
«.. *
for the English markets; also lamb and veal, to a great extent in numbers, also to these markets.
k < James Creighton.
\ - *
! ] H. Maxwell Mackenzie.
Total traffic for carriage only, at present")
rate of price - . - - - - J
ibly expected that the increase of passengers and goods
would be more than doubled.
/97
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. i37
Symington Branch to Edinburgh.
To the Provisional Committee for promoting the Branch Railway from Edinburgh to
Symington.
Gentlemen, Bath, 24 March 1840.
On receiving your instructions at the meeting held in Edinburgh on the 29th January, Symington Branch
and at the subsequent meeting of the 27th February, relative to the survey and estimate to Edinburgh,
of the proposed Branch Railway from Edinburgh to join the intended Line from Glasgow
to Carlisle, near Biggar, I lost no time in endeavouring to execute your instructions as
perfectly as the nature of the work to be done, the unfavourable state of the weather
during the greater part of the survey, and the limited time allowed by the Commissioners,
admitted of.
With Mr. Dundas's assistance I am now enabled to lay before you the result of the sur¬
vey, a result which would certainly be more favourable but for the haste required to com¬
plete the whole within the time assigned.
Mr. Dundas concurs with me in the accompanying report, plan and estimate, which, at
your request, we shall forward to'the Parliamentary Commissioners, on or before the 25th
instant.
I have, 2cc.
I). 31'Galium.
Rnport of the proposed Bran cir Railway from Edinburgh to join the intended Line
from Glasgow to Carlisle, at the Village of Symington.
For the information of such as are likely to feel an interest in the proposed Railway, Messrs. M'Callum
hut who may not have had their attention so closely directed to the subject as the originators and Dundas's
of the present survey, it may not be improper, in commencing this report, briefly to state Report on the
the general grounds on which it was undertaken. These we consider to be, proposed Braneh
1st. The concurrence of your committee in the generally admitted necessity of enabling Railway from
Scotland to participate in the advantages derivable from the cheap and rapid communica- Symington to
tion which Railways, beyond all other means, are calculated to afford. Edinburgh.
2dly. That various parties, impressed with the necessity and importance of effecting a
Railway connexion between England and Scotland, have for some time been actively
engaged in surveying such Lines, with a view to this object, as appeared to them most
eligible for the purpose.
3dly. That experience having proved the construction of Railways to be attended with
the outlay of a great amount of capital, it is of the utmost importance, before finally deter¬
mining on any Line, to ascertain whether the adopted one is likely to afford at least an
equal amount of accommodation for the same or less expense than the competing Lines.
4thly. That among the various routes now under public consideration, a survey has
recently been completed of a Line from Glasgow to Carlisle, by Clydesdale and Annandale,
which is understood to be shorter between the termini than any other practicable Line.
5thlv. That, in addition to the traffic and passengers which Glasgow can produce to sup¬
port such a Railway, you considered it essential to demonstrate to the public the practica¬
bility of forming a branch Line from Edinburgh to join the Glasgow Line, and by so doing
to contribute the whole of the traffic and passengers from Edinburgh and the east coast of
Scotland to swell the revenue of the united Lines.
6thly. That in your judgment no Line of Railway connecting England and Scotland is
likeiy to pay that does not conveniently accommodate both the east and west coasts of Scotland.
These we conceive to have been your reasons lor originating the present inquiry, and it
now becomes our duty, in compliance with your wishes, to show how far your anticipa¬
tions are supported by facts.
The chief obstacle to be overcome in making a Railway from Edinburgh to Biggar is
the height of the summit between Pennycuick and Linton. This summit is 607 feet above
the Union Canal at Edinburgh, the distance being 14 miles.
Another Line has long been thought practicable, viz., from Edinburgh by the village of
Pennycuick, crossing the Esk at that place, and 011 by Leadburn and Whim to JNoble-
house and Broughton, and thence to Biggar; but on running a course of levels in this
direction, the rise from the Esk at Pennycuick to Leadburn was found to amount to 280
feet in a distance of three miles. This at once led us to prefer the Line by Linton.
Other parties have always maintained that to get from the Clyde, near Biggar, to Edin¬
burgh, the preferable course is by the north of the Pentland range, crossing the principal
summit near the Wilsonton Iron Works, down along the course of the Briech Water to
Calder, and thence to Edinburgh. The inadequate time allowed us precluded our investi¬
gation of this route further than ascertaining the elevation of the summit of the range at
Climpy-house, near Wilsonton, which we found to be 700 feet above the Union Canal, the
distance from Edinburgh being about 23 miles. It would certainly be premature to spe¬
culate confidently on such meagre data as these, but we are safe in asserting that if no
insurmountable obstacle intervenes between Climpy-house and Edinburgh, that this Line is
worthy of the serious consideration of the promoters of the proposed Railway. If we sup¬
pose the terminus at Edinburgh to be 3o feet above the level of the canal, and a cut of
about 50 feet at the Wilsonton summit, the elevation to be overcome by the trains would
be reduced to 700 feet — 50 x 30 = 620 feet in 23 miles = 27 feet per mile, or 1 in 200,
which would be a manifest improvement 011 the Line we are now to submit to you.
132.—II. y With
/ 76
Messrs. M'Callum
and Dundas's
Report on the
proposed Branch
Railway from
Symington to
Edinburgh.
138 appendix to fourth report on railway communication
With these prefatory observations we now beg to call your attention to the Line shown
on 11e acc°nipanying plan and section.
I he unavoidable bustle which the arrivals and departures of Railway trains invariably
occasion in the neighbourhood of the terminus has frequently created a prejudice against
such undertakings among those residing near them. In order to remove all grounds for
such objections, so far as that is practicable, the southern vicinity of Edinburgh was care¬
fully examined for some locality combining the advantages of easy accessibility with the
absence of any reasonable cause for opposition to the terminus on account of its concomi¬
tant annoyance. We ultimately decided on adopting as a site for our depot a field be¬
longing to Mr. Bertram, of East Merchiston, situated between Merchiston Castle and the
Union Canal. This field may easily be rendered accessible from all parts of Edinburgh, is
close to the Union Canal, and has the advantage of not interfering with any property more
valuable than ordinary suburban lands, thinly inhabited, with few or 110 pleasure grounds
to be molested.
The site chosen for the depot is 30 feet above the Union Canal; the Line from this point
ascends at an inclination of 1 in 1131, leaving Merchiston Castle on the left, and passing
T 11 P VI A I'M 1 M #v ^ 1 rl rt ^! "I " . 1 1 _ a ! _ ,1 ^ . t /-* 1' ii r> An A r n uaM rt<-. 4-
the Morningside rising ground with a moderate cut is carried over a series of arches to
where it crosses Pow Burn, at the intersection with the turnpike road near the Asylum.
On the south side of this brook a considerable hollow still remains to be filled by the soil
to be removed from the Braid-ridge, which we pass to the west of Blackford-hill. The
Line is carried over Braid Burn by a bridge cf three arches of 50 feet span each. The
Line then skirts the face of the bank bounding Braid Burn on the south, curving past the
west side of Libberton Tower to St. Catherine's Gate, and above Burdie-house, crossing
the turnpike road to the south of Straiton, and re-crossing the same road at Bilston Toil
Bar. From Bilston the Line runs parallel with the road to Pennycuick to where it crosses
Glencorse Water, a short distance above the present bridge. Here we are driven to one
of two alternatives, either to cross the valley by a high embankment and a culvert (the
channel being narrow) or by a viaduct. We have adopted the latter, which we propose
shall consist of 11 arches, each 50 feet span, diminishing in height from Soto 35 feet.
An excellent sandstone quarry may be found within a mile of the spot, and the Straiton
limekilns are within two iniles of it. From Glencorse we keep along a valley parallel with
the turnpike road, leaving Pennycuick about a quarter of a mile on our left; the Line
enters Sir George Clerk's grounds near the tower, keeping within a few chains of the Car-
lops road, until it emerges from the park beyond the north-west porter's lodge; it then
crosses Eight Mile Burn at a sudden bend below the present road, stretching along the
bank of the Esk to near Marfield, where it curves to the right, crossing successively Monk's
Burn, North Esk and Carlops Burn, the first by a 15 feet arch, the second by three arches
of 30 feet span, and the third by three arches each 50 feel span. The stone for these
bridges may be found very conveniently at Monk's Burn, directly in the Line of Railway;
the stone is of excellent quality, and the lime,also on the Line of Railway, is less than two
miles distant. From Carlops Burn the moss to the west of Harbour Craig is crossed, and
after passing Back Burn proceeds along the face of the hill towards Linton, crossing the
turnpike road about a quarter of a mile north of the village, and the Lyne Water by a
bridge of two 55 feet arches above the present Linton Bridge. A considerable embank¬
ment will still be required to fill up this valley, which will be cut from the contiguous
banks.
The whole of the district traversed by the Railway from Libberton to this point abounds
in lime, coal and freestone, all of which are now wrought at the summit of our Line, and
within a few hundred yards of it.
After crossing the Lyne Water we run along a valley west of the turnpike road, and after
passing Westwater we cut to a considerable depth througha ridge, in order to avoid the low
plain called Blyth's Muir. This has been partly effected by keeping along the slope of
Mendick-hill to near Ingraston, where we curve to the left, crossing the turnpike road and
keeping along the east side of Kippet-hill, to where we cross the Garwald Burn below the
present bridge by an arch 15 feet span; the valley to be filled up with the gravel taken
from Kippet-hill. From Garwald Burn to the summit at Lockhead the Line runs between
Back Burn and the turnpike road, crossing the latter near its intersection with the Carn-
wath and Noble-house road, and keeping along the meadows below Ellsridge village curves
round to the left, until it passes below Edmonston-house. From thence, after crossing
the turnpike road, and a sharp bend of Candy Burn, it stretches along the east side of the
valley, over a rising ground north of Biggar, leaving that town a short distance on the
right; we then cross the turnpike road at the south corner of Biggar Park, and re-cross it
near Wolf's Clyde. Here we propose passing the Clyde by a bridge of 05 feet span, im¬
mediately above the present bridge, and thence to join the intended Line from Glasgow
to Carlisle, at the village of Symington. By referring to the accompanying plan you will
perceive a portion of what we take to be the ground levelled for the Glasgow Line, which
shows the crossing of the Clyde to have been made at Hardington-house ; but on looking
aloii<r the valley in that neighbourhood, we can see no great difficulty in crossing with the
Line from Glasgow near the village of Symington; in which case the Line to Edinburgh
mffiht branch off to the north of Lamington, thus saving the crossing of the Clyde by the
latter, whilst it would improve the curve of the former.
The whole length of the section from Edinburgh to Symington measures 31 miles 28.70
chains exhibiting a considerable preponderance of cuttings, but in no instance do those
occur in unfavourable soils. The deeper excavations that uiay be encountered about the
Braid-hill near Edinburgh, are through shattered trap rock ; those about Pentland are in lime
' and
/91
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
J39
'■I
111
and freestone. The heavier portions of cutting along the Line are between Pennycuick
and the summit near Linton, and are all in the coal measures, which will stand nearly ver¬
tical, as may be seen in the precipitous cliffs bounding the Esk ; the rising ground between
Backburn and Linton consists of limestone. From Linton to Ganvald Burn a considerable
depth of gravel appears to rest on a stratum of sandstone, so that the deep cut to the south
of Westwater will be less formidable than may at first sight appear. Towards the Lock-
head summit we encounter the shattered porphyry composing the range of hills along the
east bank of the Clyde, and the same rock will probably be met with in the deeper parts
of the excavations shown towards Biggar. Our time did not admit of our having borings
made along the Line, so that all the geological information we can pretend to furnish has
been obtained by a hasty inspection of the quarries along our route, and of the exposed
sections of burns and brooks ; our impression is, however, that few districts of equal extent
present more favourable appearances for deep cutting's than between Pennycuick and Lin¬
ton, where our principal cuttings occur; and the slopes on which we have estimated are
such as will prove abundantly liberal.
The bridges along the Line, exclusive of the Morningside viaduct, are
6 first-class bridges. £. s. d.
10 turnpike road bridges, each averaging - 413 12 3!
14 parish road bridges, ,, 302 7 2 h
17 occupation or farm road ditto „ 325
31 Smaller arches and culverts ditto „ 96
The prices at which these have been estimated will appear unusually high to those who
judge by the common prices of the country when 110 extraordinary excitement occurs to
raise the value of labour. In fixing the prices on which the accompanying estimate is
founded, we have been guided by our knowledge of the rates of wages on similar works
now in progress or already executed.
Besides the principal termini at Edinburgh and Symington, our estimate allows for
intermediate stations at. Pennycuick, Linton and Biggar, exclusive of the necessary' water
and fuel stations for the engines. The prices at which these have been rated will be found
fully adequate to any thing that may be required for the accommodation of passengers and
goods.
In the prices attached to the engines, carriages and waggons, we are supported by the
authority of Mr. Robert Stephenson, who estimated them at the same prices on the London
and Birmingham Line.
A more minute examination of the capabilities of the country will enable your surveyor
to curtail the present estimate considerably. We consider that the ground admits of the
excavations being reduced 20 per cent, on the aggregate amount shown in the annexed
estimate, as the gradients which are there shown have been drawn rather with reference to
the capabilities of the ground than to the surface actually laid down.
The selection of more favourable crossings of the ravines along the Line, and the substi¬
tution of culverts for bridges, will enable the engineer of this work to effect a great saving
in the item of mason-work, at least 25 per cent, on the present estimate. We have adopted
bridges in several instances where they occur in the neighbourhood of gentlemen's seats,
where high embankments were likely to be objectionable.
All the roads along the Line have been estimated for as passing either above or below
the Line of Railway, and although we have made allowance for all existing roads, cases may-
arise where additional accommodation may be insisted on by the proprietors of the lands
through which we pass. The item for contingencies will be found adequate to meeL all
such unforeseen requirements.
The gradients shown on the section may appear an unfavourable feature, but they are
nevertheless exceeded on most of the leading English Lines; and from the constant
improvements taking place in the construction of locomotive engines, we are warranted in
anticipating still greater perfection. As all such improvements must tend to diminish the
difficulty now experienced in overcoming steep gradients, it will consequently follow that
Railways through hilly districts will ultimately become less objectionable on account of
their gradients. The values of the inclinations shown on the present section, tested by the
formula adopted by the Irish Railway Commissioners, are as follow :—
Gradient.
1 hi 1135
„ 2891
» 259l
v 178
„ 2l8|
» 255
13-°475
2-3
5.9082
Tabular
Value.
2.42125
6.69
1,925
31 Miles 28.70 Chains »
1-5925
1.1484
1-1725
i .3060
1.2244
1.1760
Horizontal
Value.
20.77814375
2.64132
6-9273t>450
3-1621525
8.194236
2.2638
Messrs. M'Callum
and Dundas's
Report on the
proposed Branch
Railway from
Symington to
Edinburgh.
43-96;
The above table is calculated for a first class engine moving a gross load of 100 tons.
13 2.--II. Y 2 By
140 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Messrs. M'Callum
and Dundas's
Report on the
proposed Branch
Railway from
Symington to
Edinburgh.
By adopting that portion of the surveys recently made under Mr. Locke's direction
which lies between the village of Symington and Carlisle, the distance from Edinburgh to
the latter place will be as follows:—
By Lockerby.
By Annan.
Edinburgh to Symington ------
Symington 10 Carlisle - - - -
Edinburgh to Carlisle -
Miles. Chains.
31 28.70
72 i4.oo
Miles. Chains.
31 28.70
76 75-oo
103 42.70
108 23.70
We have, &c.
M'Callum & Dundas.
Detailed Estimate.
Earthwork:
To cutting and embanking 4,441,024 cubic yards - - at is. per yard
Masonry :
Morningside Viaduct
Bridge for Braid Burn ----------
Ditto - Glencorse Burn - -- -- -- --
Ditto - North Esk - -- -- -- -- -
Ditto - Carlops Burn - -- -- -- --
Ditto - Lyne Water ----------
Ditto - River Clyde ----------
Turnpike Road Bridges - -- -- -- --
Parish Road Bridges - -- -- -- -- -
Farm Road Bridges - -- -- -- -- -
Arches and Culverts - -- -- -- -- -
Formation of way, 31.36 miles - at 3,835/. 6s. 8 d.
Land and damages, 300 acres - - - - - - at 40/.
To Fencing 31.36 miles ------- at 352/.
Edinburgh depot - -- -- -- --
Pennycuick ditto - -- -- -- --
Linton - ditto - -- -- -- --
Biggar - ditto - -- -- -- --
Symington ditto - -- -- -- --
To four intermediate water-stations ----- at 500/.
To 13 locomotive engines ------- at 1,000/.
To 100 waggons -------- - at 30/.
To 20 coaches ------- - at 200/.
Contingencies - -- -- -- -- -
Total Expense - - - - - £.
£. s. d.
222,051 4 -
12,804
3,204
7,838
2,472
2,556
1,830
1,726
4A36
4,233
5,525
2,978
120,276
12,000
11,038
8,000
1,500
1,500
1,500
1,500
2,000
13,000
3,000
4,000
45,067
495,736 10 10
M'Callum & Dundas.
Abstract of Estimate.
Earthwork ------------
Masonry - -- -- -- -- -- -
Formation of way - -- -- - - _ _ _
Land and damages - -- -- -- -- -
Fencing - -- -- -- -- -- -
Depots and stations - -- -- -- -- -
Locomotive engines, carriages and waggons ------
Contingencies, 10 per cent. ---------
Total Expense - - - - _ _
£.
222,051
49,306
120,276
12,000
11,038
16,000
20,000
45,067
495,740 10 10
M'Callum & Dundas.
Statement
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 141
Statement of a Committee of Subscribers for a Survey of the proposed Line of Observations by
Railway from Carlisle by Beattock through Annandale and Clydesdale to Edinburgh Sir \V. Jardine.
and Glasgow, as originally appointed at a Meeting held at Dumfries on the 14th Sep¬
tember 1836.
We now submit for the consideration of the Commissioners appointed by Government,
the plans and sections of a portion of the above Line, viz., that which diverging from the (Plans.)
Glasgow Line at Symington, on the Clyde (about eight miles above Lanark), extends
northwards to Edinburgh, a distance of 31 miles.
And in doing so, we beg leave to state the circumstances under which we have under¬
taken the public duty of bringing the Line in question under the notice of the Com¬
missioners.
The attention of the public was first drawn to the subject of a Railway connecting
England with Scotland, via Carlisle, in consequence of a Report to the Grand Junction
Railway directors, made by Mr. Locke, their able engineer. It then occurred to a few
gentlemen in Annandale (or the central district of Dumfriesshire), through which the pre¬
sent Glasgow and Carlisle mail-road passes, that it was possible to attain the important
object of conuecting Carlisle with Edinburgh and Glasgow by means of one Line of Rail¬
way, extending upwards of 60 miles, and requiring only diverging Lines to each of these
cities of about 30 miles.
When this was suggested, a subscription, chiefly among the landed proprietors of that
part of Dumfriesshire, was made, and the present committee of five or six gentlemen
appointed, to apply the subscriptions to their object of procuring of survey and report.
Mr. Locke being appointed for this purpose, he gave directions for taking levels on what
was considered the difficult portions of the Line, viz., from Beattock, near Moffat, into
Clydesdale, and again from Clydesdale to Edinburgh; and Mr. Locke's report from this
rather cursory survey was made and published, with a minute by the committee, which is
now referred to.
The expense of these surveys and reports exhausted the funds subscribed, or nearly
400(., and so far the functions of the committee might be said to cease.
Soon after this public meetings were held at Dumfries, Kilmarnock, &c., with a view to
promote the survey of a western Line from Kilmarnock to Carlisle, in continuation of the
Line from Glasgow through Ayrshire, and considerable subscriptions were made by the
inhabitants and proprietors of the whole Line of country from Carlisle to Kilmarnock for
the purpose.
A public meeting was then called at Glasgow, at which the lord-provost presided, chiefly
with a view of promoting the west Line; but, in discussion, the general feeling of the
meeting being in favour of an investigation of the several Lines proposed, with a view to
ascertain the best, a general committee of the inhabitants of Glasgow was appointed for
that purpose, and subscriptions raised to make the necessary surveys.
We then, as promoters of the Beattock Line, transmitted to Glasgow our plans and
reports, together with a minute or statement, which is referred to.
And the Glasgow committee now appointed Mr. Locke and Mr. Miller to make further
survey on this Line, viz., from Carlisle by Beattock to Glasgow; and also to survey the
western Line by Dumfries to Kilmarnock.
We are aware that a variety of surveys have been made along both Lines, but we were
not consulted in the appointment of these engineers, nor were acquainted with the in¬
structions given them.
The results of the surveys have not been communicated to us, nor are we acquainted
with the particulars of the reports of the engineers.
Relying, however, that the documents connected with the survey of this central Line
from Glasgow to Carlisle will be produced by the Glasgow committee, we have considered
our duty limited to the Edinburgh Branch; and accordingly, with the aid of additional
subscriptions, we employed Mr. M'Callum, an engineer (who had originally taken the
levels by Mr. Locke's direction), to survey at more leisure the same tract of country from
Edinburgh to Linton and Biggar, and to take new levels and sections.
And the result is, we are glad to say, that not only have the gradients been materially
improved (in from i to 100, to 1 in 115), but the expense of cutting greatly lessened;
and it is this report we have now the honour of submitting.
But we may further notice, that very recently Mr. M'Callum has discovered another
Line more to the westward, along the west side of the Pentland Hills; and on trying the
summit levels on the boundaries between the counties of Lanark and Mid Lothian, near
Wilsontown iron works, the elevation was found to be 700 feet above the Edinburgh
Station, and the distance being 23 miles, would indicate the possibility of a much easier
gradient than that on the plans now given, at the expense, however, of an increased dis¬
tance of three or four miles. There being no time to prosecute this trial, we can only
refer here to it, as showing the probability that great improvements may yet be made on
the Edinburgh Branch. (It may be added, also, that this route would take the Line close
by iron works that promise to be conducted on a prodigious scale.)
We have caused to be made, in conformity to the requisition of the Commissioners, a
note of the population of parishes within 10 miles of each side of the Line ; and the Com¬
missioners will see that the county maps, and the population return of 1831, from which
these are made, are the ouly public documentsw e can refer to.
The Commissioners require information as to the traffic that may be expected on the
Line.
132.—II. y 3 We
zoz
142 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Observations by We are not, however, enabled to give the details of this traffic, as the investigation
bir W. Jardine. would be a very extensive one, including not only the intermediate traffic, and all the traffic
from both Edinburgh and Glasgow to England, but also a share of that which is carried,
at present, direct by sea from the north-east of Scotland to England. We rely upon these
returns being more fully made by the committees of the other competing Lines, which,
originating with parties more immediately connected with Edinburgh and Glasgow, they
can more easily furnish these details. But in adverting to this point, the committee may
properly bring under the notice of the Commissioners the advantages which, in this respect,
the central Line by Annandale indisputably possesses over any other that is brought into
competition with it.
These other Lines are, we understand,
1. A Line from Newcastle, by Berwick and Dunbar, to Edinburgh.
2. A Line from the Newcastle and Carlisle Railway near Hexham, by Kelso, Melrose,
Sic., to Edinburgh.
3. A Line from Carlisle, by Dumfries and Kilmarnock, to Glasgow.
The object being to facilitate the intercourse of Scotland generally, and especially the
cities of Edinburgh and Glasgow with England.
We presume it will be admitted that nine-tenths, or probably much more, of the inter¬
course of Scotland with England may be said to be either with London on the one hand,
or with Liverpool and Manchester, and the manufacturing towns immediately connected
with them, on the other, and consequently, that the objects of a Railway communication
must be to connect,
1. Edinburgh (and through it the country north of it) with London.
2. Edinburgh with Liverpool and Manchester.
3. Glasgow (and through it the country north of it) with London.
4. Glasgow with Liverpool and Manchester.
The first and fourth of these perhaps being the most important.
Now the Newcastle Line, if connected with a direct Railway through Yorkshire, accom¬
plishes the first of these, but no other; and that perhaps in no shorter space than the one
by Biggar and Carlisle, Manchester and Birmingham.
The Kelso, Melrose and Hexham Line does indeed effect the communication of Edin¬
burgh with London, and also the west of England; but we presume, judging merely from
the geography and nature of the country, neither with nearly so short a distance, nor with
better gradients, than the Line we advocate. With Glasgow it can scarcely be held to be
connected at all.
The Nithsdale, or Dumfries, and Kilmarnock Line is more directly in competition with
our Line, as a communication from Glasgow, by Carlisle, to all England. The Com¬
missioners, having before them reports of the engineers, will judge which of them as a
Glasgow Line alone is best; whether the additional distance, which we understand is still
little short of 30 miles, or one-fourth greater, is compensated by any additional difficulty on
the gradients on the Evan Water in the Annandale Line, which we understand is now
reduced to 1 in 115, or 120.
But further, they will see that this Kilmarnock Line alone may be said to give no Rail¬
way communication from Edinburgh to England, as the distance from Edinburgh to Carlisle
by this route would be more than double the present mail-coach road, or upwards of 180
miles, in place of 92 miles.
The Annandale Railway, by the making of 130 to 135 miles of Line, including the two
branches to Edinburgh and Glasgow, thus accomplishes in one united Line the four great
objects adverted to, shortening distances much more than could be accomplished by the
making of little less than 250 miles of Railway in separate and unconnected Lines.
It is well known that a great portion of the passengers at present from England to
Scotland are conveyed by steamers from Glasgow (especially) and from small ports in the
south-west, to Liverpool; or from Edinburgh, Dundee and Aberdeen to London; that
most of the remainder pass through Carlisle to join the Railway at Preston.
Taking it for granted, therefore, that Railway travelling will (distance being equal)
always supersede steam by sea, it may be held that on this Line of 130 to 135 miles would
be concentrated nearly the whole intercourse of Scotland with England, the only exception
evidently being the counties of Berwick, Roxburgh and Selkirk, comprehending only a
population of Jess than a twentieth of Scotland.
We have thus adverted to the traffic on the Line arising from the intercourse of Scotland
with England.
It may be necessary to notice the comparatively less important branch of intermediate
traffic that might arise from connecting the districts situated between the borders of Eng¬
land and the two great cities of Edinburgh and Glasgow.
In comparison with the Nithsdale Line, it may be noticed that the Beattock Line brings
the town of Dumfries, and, through it, all Galloway, much nearer to Edinburgh than it
could otherwise communicate by Railway, and even from Dumfries to Glasgow, the dis¬
tance would be nearly as short by Beattock, by a junction Railway of eight miles to Ruth-
well, or still nearer by one of 10 miles joining a little north of Loclnnaben.
To Dumfriesshire, Kirkcudbright, Wigton, Peeblesshire and Lanarkshire, the facilities of
communication with Edinburgh and Glasgow would be infinitely greater by this Line. To
Berwick and Roxburgh neither Line would be of use, while the only county more benefited,
in its access to Glasgow by the Kilmarnock Line, would be Ayrshire, the greatest part of
which, however, has already the advantage of an existing Railway to Glasgow.
Z03
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 143
In comparison of intermediate or local traffic with the Newcastle and Roxburghshire Observations by
Line, we hold that, taking into account the circumstances, that the communication is Sir W. Jardine.
with both cities, and the population and great traffic for 30 miles south of Glasgow, that
the Beattock Line may be estimated to have the advantage, though the former no doubt
passes through counties of richer agricultural production, though of less mineral wealth
and less population.
In short, we apprehend that, so far as commanding the general passenger traffic of
Scotland to England, and local traffic also, there cannot be two opinions as to the
superiority of this Line over every other.
It belongs, however, to the Commissioners to judge what importance is to be attached
to the comparison of the engineering difficulties of the several Lines.
So far as we understand, 90 miles out of too on the United and Glasgow Line is, in
point of gradient and expense, very favourable, while of the Edinburgh branch the gra¬
dient is only unfavourable on 10 miles, and it may still be improved.
Out of the whole 130 or 135 miles there is not more than 15 to 20 of disadvantageous
gradient, being from 110 to 120, a rate which often occurs in the existing and prosperous
Lines of Railway in England.
And setting this against the immense advantages in point of distance, expense and
probable traffic in favour of this Line, we can scarcely doubt that the result of the delibera¬
tions of the Commissioners will be, that it is the one to be recommended for adoption.
Lockerby, 19 March 1840.
The preceding report was read over, considered and approved of by the following mem¬
bers of the committee and other subscribers to the survey, met here this day ; viz.
John J. Hope Johnstone, of Annan-
dale, m. p.
Sir William Jardine, of Jardine-
hall, Bart.
Robert Johnstone Douglas, of Lock¬
erby.
William Rogerson, of Warn phray.
John Lyon, of Kirkmichael.
James S. Weyllman, of Courance.
George Graham, of Shaw.
Thomas Jardine, of Granton.
Robert Carlyle, of Waterbeck.
Charles Stewart, of Hillside.
Who requested that this report should be subscribed by Sir William Jardine as chairman
of the committee, and transmitted by him or Mr. Hope Johnstone to the Commissioners.
W'" Jardine, Chairman.
23 March 1840.
Since writing the above report, it is proper to notice that information has been received
from the secretary to the Glasgow committee of the gradients and distances of the late
survey of the Line from Carlisle to Glasgow, distinguishing the two separate Lines from
the English border at Graitney to Johnstone, viz.
Miles. Chains.
One by Lockerby, making the whole distance from Carlisle to Glasgow too 74
One other by Lockerby - - - - - - - - -105 55
The distance to Edinburgh to Carlisle will be ascertained by reference to Mr. M'Callum's
report.
It may be proper further to notice, that out of the sixty miles of space from the Eng¬
lish border to Symington (the point of diverging of the two Lines), about three-fourths is
through land belonging to the members of this committee or other subscribers; conse¬
quently it may be presumed that a very general acquiescence and support of the landed
proprietors may be relied on.
Wm Jardine, Chairman.
Thankerton Branch to Edinburgh.
To the Provisional Committees in Annandale and Lanark, for promoting the Messrs. M'Callum
Survey of the proposed Branch Railway from Edinburgh, to join the intended Line and Dundas's
from Glasgow to Carlisle. Report on the
proposed
Gentlemen, Thankerton Branch
Having at length completed the survey of the country from Thankerton to Edinburgh, to Edinburgh,
for which I received your instructions last November, I now beg leave to submit the result
to your consideration.
It will be in your recollection that on a former occasion, when reporting upon a Line
surveyed at your request, from Symington to Edinburgh, with the same ultimate object
which you now have in view, the desirableness of examining the country traversed by the
present Line was suggested, in the confident anticipation that a better series of gradients
might be obtained than those shown on the Symington section.
On receiving Mr. Stewart's instructions on the 21st of September, I proceeded to
Lanark, where a meeting was held on the 23d, for the purpose of taking this matter into
consideration ; when it was resolved, that the levels of the various passes in the range of
bills separating the basin of the Clyde above Lanark from the valley of the Amond should
be ascertained. The data obtained in conformity with that resolution induced me to
recommend to the further notice of the committee, first, the pass occupied by the canal
132.—II. y 4 reservoir
Z04
144 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Messrs. M'Callum
and Dundas's
Report on the
proposed
Thaukerton Branch
to Edinburgh.
reservoir at Cobbinshan Bog, which from its elevation relatively to the probable terminus
at Edinburgh would have yielded an average descending gradient of 1 in 140 ; and
secondly, the pass between Woolford's Farm, near the source of the Dippool Water, and
Baad's Mill, on the east side of the intervening range, which course appeared calculated, by
means of a considerable tunnel to afford an average gradient from the summit to Edin¬
burgh of about 1 in 200.
In submitting these views to the meeting held at Mid Calder on the 14th November, I
was instructed to proceed with the survey of the Line by Harryfoot Hill, which involved
the tunnel, but ensured the easiest gradients.
Having now, in conjunction with Mr. Dundas, completed a plan, section and estimate
of that Line, we shall proceed to describe more particularly the course which the data
afforded by the exploratory levels induced us ultimately to adopt.
I have, 8cc.
Bath, 1st February 1841. D. M'Callum.
Report on the proposed Branch Railway from Edinburgh, to join the intended Line
from Glasgow to Carlisle.
The point selected as the most suitable for diverging from the proposed Line between
Glasgow and Carlisle is at the village of Thankerton, situate on the left bank of the
Clyde, about 31 miles 52 chains from Glasgow, and 2 miles 76 chains nearer to Glasgow
than the point of divergence chosen for our former section from Symington to Edinburgh.
From Thankerton, the Line proceeds in a northerly direction, leaving Covington Church
on the right, and crossing the Clyde at a comparatively narrow turn of the valley below
Liberton village, and about a mile and a quarter above the confluence of the Clyde and
Medwyn; and crossing the latter stream immediately above the bridge south of Bank-
Farm, it passes along the table land towards the village of Carnwath, which it intersects a
short distance above the toll-bar, keeping along the south side of the moss, and along the
left bank of the Dippool valley, until it reaches a little below the village of Auchengray;
it then curves to the left between Woolfords and Mosshat, ascending the ridge of Harry-
foot Hill, and declining to the right at Baad's Mill, it passes Harwood Lodge, and runs
parallel and close to the road leading from West Calder to Carnwath to the cross-roads
south of Hermand. Passing near to Muirhouse Farm it crosses the Muirhouseton Burn,
between Bog Green and Skiva, thence skirting the rising ground above Wallheads, it
passes the Linhouse Burn at a sharp turn below Corston Farm.
From this point we keep along the northern slope of Ormiston Hill, leaving Belfield on
our left, and curving round by Kirknewton Church and Hillhouse, till after passing between
the farm of Wester Haggs and the base of Dalmahoy Craigs, we catch the northern slope
of the valley separating Dalmahoy and Ravelrig, along which slope the Line continues
until it attains to the comparatively level ground between the village of Currie and the
woods south of Riccarton ; it thence passes to the south of Baberton House, to where it
crosses the water of Leith, between Colinton House and Redhall, a short distance below
Mr. Cowan's paper manufactory; thence leaving Redhall to the left, and keeping close to
Meggetland, we run parallel to the Union Canal until we arrive in front of Gillespie's
Hospital, where we propose to terminate the Line.
(Plan>) The plan and section, which at the request of Sir William Jardine we have forwarded to
the Parliamentary Commissioners, will enable you to perceive the general direction of the
Line more readily than by any description here given ; and to those documents we now beg
leave to refer you.
The section represents alternative tunnels of the respective lengths of 1 mile 43 chains,
and of 74 chains; but the execution of whichever of these may be thought most advisable
will only affect the gradients for a space of about 7 miles. The gradients for the whole
length are as follow:—-
Gradients of the Line,showing the Tunnel of 1 Mile 43 Chains, commencing at
Thankerton.
Miles.
Chains.
3
3*5
4
-
3
66
21
16
32
38 -
Rate of Inclination.
1 in 357
» 352
>> 217
^ 203
Total length of section.
Gradients of the Line, showing the Tunnel of 74 Chains.
Miles. Chains. Rate of Inclination.
3
co
0
1
1
1
- 1 in 357
4
- -
- » 352
5
6
- „ 217
5
42|
- „ 140
14
33s -----
- „ 203
32
38 - - Total length of section.
z# 6
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
M5
By 00mparing either of the above series with the gradients shown on the Symington see- Messrs. M'Callum
tion (which we may here repeat), the advantage in favour of the present Line will appear & Dundas'sReport
sufficiently obvious as regards inclinations.
Gradients of the Line from Symington to Edinburgh, commencing at Edinburgh.
Rate of Inclination.
Miles.
1 2
2
5
2
6
t
Chains.
3-7°
24
78
33-7°
55-2°
74
1 in 1131
„ 287!
259.T
„ 2184
M 255
31 28.60 — Total length of section,
32 38 - - Total length of Thankerton section.
1 9.40 - - Difference in favour of Symington section.
on the proposed
Thankerton Branch
to Edinburgh.
To the advantage here shown in favour of the Symington Line must be added 2 miles
76 chains, the distance between Symington and Thankerton, and making in all 4 miles 5.40
chains of additional distance between Edinburgh and Carlisle, as the price at which the
more favourable gradients of the Thankerton Line must be purchased.
From our first cursory examination of that country, we never anticipated any result
materially differing from that now given, and we are fully aware that many eminent indi¬
viduals who are well versed in Railway matters might (whilst contemplating the rapid
improvements which the locomotive engine has undergone within the last few years) hesP
tale in yielding the preference to the longer Line, notwithstanding the superiority of its
gradients. Ten years have scarcely elapsed since 10 feet rise per mile, or 1 in 528, was con¬
sidered the steepest gradient on which a locomotive engine could exert its mechanical
power to advantage. This dogma has since been left behind by the increasing velocity of
the engine, and the accumulated experience of its adaptation for Railways. By a rapid
series of impulses in this march of improvement, the ruling gradient has by successive
stages been changed from 528 to J 78,and during the recent meeting of the British Associa¬
tion at Glasgow, a paper was read by Mr. Vignoles, civil engineer, " On the economy of
Railways in respect of Gradients," which we may here quote as an instance of the growing
conviction of the yet unaltained capabilities of the engine, and the advantages of shorten¬
ing distance at the expense of gradients. Mr. Vignoles states, that on the North Union
Railway, there are five miles out of 22, having gradients of 1 in too, or nearly 53 feet pet-
mile, and yet the total expense of working it is less than 011 the Grand Junction, where the
inclinations are unusually favourable. The result of Mr. M'Niell's experience has ied
him to aiter the Dublin and Kilkenny, and the Dublin and Drogheda Railways, from easier
but longer gradients, to shorter though steeper ones ; and he (Mr. Vignoles) was about to
apply the same principle on the Dublin and Kingston Railway. He had already set off
the whole extent of the Sheffield and Manchester Line for 40 miles, 011 an average gradient
of 40 feet per mile, or 1 in 132, with occasional inclinations of 1 in 100, and with curves of
one-third mile radius. That Railway is now under the superintendence of Mr. Locke, who
fully concurs in the general principles on which it has been laid out. In the same paper,
Mr. Vignoles observes, that to accommodate the public convenience, the post-office
arrangements, and business in general, it was scarcely once in twenty times that a locomo¬
tive went out with more than half its lead, and that in general the engines were only worked
to two-fifths of their full power; and he was conclusively of opinion, that it was much
cheaper to put on additional engines on extraordinary occasions, than to increase the dis¬
tance in search of easier gradients.
Having occupied so much of your time in adducing proofs to show the desirableness of
shortening distance, we may very naturally be asked for the reasons which have led us to
yield the preference to the route now brought under your notice; we shall, therefore,
briefly address ourselves to this point in the comparison, and leave the final decision to
you.
In reporting 011 the Symington Line, we stated that the district through which it passed
between London and Edinburgh abounded in coal, lime and sandstone, and if a richer
field had not presented itself on the west side of the Pentland Hills, we do not think
that the advantages in respect of minerals, which we ascribed to the former Line, were
over-rated. On examining the Line from Thankerton, however, we deemed it not im¬
possible to connect with that Line the rich mineral field surrounding the great iron works
at Wilsonton, Carluke and Shotts, distant from our course by the respective distances of
3, to and 15 miles, the intervening country presenting no insurmountable barrier to their
ultimate connexion. We find, close by our Line, near Carnwath, extensive sandstone
quarries capable of yielding building stone of the best quality. At West Sidewood (a
few miles further up the Dippool Valley, and within a mile of our Line) a similar quarry
has just been opened, equal in point of quality, and which may be worked to any extent.
From the lime-kilns of East Shiel, in the same neighbourhood, the surrounding country
has long been supplied. Coal-mines have recently been opened at each end of the pro¬
posed tunnel; a bed of 42 feet is being worked at the surface of the ground in the
132.—II. z line
146 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Messrs. M'Callum line of the tunnel at Band's Mil), whilst similar deposits are found within a few fathoms
& Dundas's Report of the surface on the banks of the Dippool Valley at the west end of the tunnel. These
on the proposed coal-beds alternate with rich iron ores, which abound over the whole district, the limit
lhankertonBranch of which (in a mineralogical point of view) is yet but imperfectly explored, though enough
to .Edinburgh. has been discovered to show the incalculable extent to which the manufacture of iron may
be here carried on. In a word, we may safely assert that few districts of equal area in
Great Britain present such vast mineral resources as are here comparatively entombed
for want of adequate facilities for conveying them to suitable markets.
From Band's Mill to Edinburgh, we have, on our left, the populous and highly cultivated
agricultural valley drained by the River Amond, and passing within about a mile of the
villages of West, Mid and East Calder, Kirknewton, Currie and Colinton, and having
abundant supplies of the best building materials at convenient intervals along the Line;
such as the sandstone on Linhouse Water; the quarries at Belfield and Dalmahoy Craigs ;
and at Hales and Redhall on the water of Leith; all these are within a few hundred yards
of the Line.
We trust the above facts will sufficiently account for the favourable opinion we have been
led to entertain of the present route as compared with that by Biggar and Linton; and we
may now proceed to notice the engineering difficulties to be surmounted.
Commencing with the examination of the plan at Thankerton, the curve shown at our
deviation from the main Line gives a smaller radius than could be wished. This was ren¬
dered unavoidable owing to the direction of the latter; but by running a course of levels
between Symington and Carmichael, we think that the distance of the main Line between
those points may be shortened and the curve improved, without any great increase of
excavation, whilst it would enable us to leave it with a wider curve, besides avoiding a con¬
siderable portion of the embankment shown on the section at Glade Burn.
Whilst accompanying Sir Frederic Smith, the Parliamentary Commissioner, during his
recent inspection of the Line from Glasgow to Carlisle, he pointed out the necessity of
having borings made in order to ascertain the nature of the strata wherever tunnels or deep
cuttings occur; but during the greater part of the interval since elapsed, the continued
snow and frost rendered this impracticable, until it became too late to undertake it.
Admitting the reasonableness of this requirement on the part of the Commissioner, and
feeling the necessity of removing all doubt from your minds as well as from his, as to the
practicability of executing the works proposed, for the sums shown in the accompanying
estimate, we have allowed such slopes for the cuttings and embankments as we trust will
satisfy all parties in this respect, being much beyond the rates allowed for any Line of
equal extent with which we are acquainted, viz. 2 horizontal to 1 perpendicular for all
excavations or embankments exceeding 30 feet in depth, and lj to 1 for all under that
depth.
The cutting represented on the section at Ligget-foot may possibly extend to the por-
plryritic trap which appears to constitute the base of that hill, and will be required to fill
up the embankment at Glade Burn and the valley of the Clyde. The bridge across the
latter consists of one arch of 100 feet span, the stone for it and the Medwyn Bridge being
at Carnwath, and the excavation between Carnwath and the Medwyn to serve for com¬
pleting the embankments of both valleys. Nothing further occurs requiring particular
notice until we come to Harryfoot-hill tunnel, and here you will observe two lines drawn
on the section, the upper one having a tunnel of 74 chains, with a gradient towards Edin¬
burgh of 1 in 140 for 5 miles 42! chains, whilst the lower Line shows a tunnel of 1 mile
43 chains, with a continuous descending inclination to Edinburgh of 1 in 203.
Considering what has already been advanced in reference to the power of locomotive
engines in overcoming steep inclinations, together with the existence of gradients exceed¬
ing 140 on the main Line (which must influence in some degree the load attached to the
engine), and also the prejudice that exists against long tunnels, we do not hesitate to
recommend the shorter one, though involving the steeper inclination. The committee, as
well as the Commissioners, however, may satisfy themselves on this point, as we have given
estimates for both Lines, and in the absence of precise information as to the strata through
which they pass, we have assumed the whole to be arched, and have estimated accord¬
ingly. The strata exposed above Baad's Mill present, in the direct level and line of the
smaller tunnel, abed of coal 4| feet in depth, and immediately over it a bed of limestone.
The next important work is the crossing of Linhouse Burn, which we propose to effect by
a bridge consisting of one arch 50 feet span, and two arches of 35 feet each. As the
sandstone rock appears here at the surface, the foundations are unexceptionable, and suffi¬
cient excavation is shown on the section close to the burn to form the embankments.
We have no further difficulty until we arrive at the Water of Leith, where a deep
and unavoidable valley renders an expensive bridge necessary. The estimate includes
the cost of constructing a viaduct of seven arches of 70 feet span each. Here also we
have rock foundation, and the Redhall and Hales quarries in the immediate vicinity.
There is nothing else between this point and the Edinburgh terminus that requires particular-
notice here.
The situation selected for the terminus is in the open space between the south side of
Gilmour-place and Gillespie's Hospital, and on the grounds belonging to that institution.
This place is easily approached from the west end of Prince's-street by the Lothian-road,
whilst the completion of the projected thoroughfare from George the Fourth's bridge to
the meadows will open up an easy access to the station from all the southern and eastern
parts of the old and new towns.
The
7^7
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 147
The proposed site possesses the additional advantage of being close to the Union Canal, Messrs. M'Callui
and to the approach to Edinburgh by Morningside, at the same time offering abundant & Dundas's Repc
facilities for the future extension of the Line eastwards in the event of further investigation £>n the proposed
rendering such a step desirable. ThankertonBram
The number of arches for passing over or under roads, and of bridges and culverts for t0 ^nkurSh.
spanning the various brooks, for which estimates have been calculated on this Line,
appears formidable when compared with that on the Symington section. In the present
case we have taken care to include all the Lines of intercourse which we intersect down to
the footpaths and cart-tracks leading to peat mosses, &c., and any increase that may still
be observed is easily accounted for by the greater populousness and wealth of the country
through which we pass.
In the schedule furnished to us by Sir Frederic Smith, no notice appears to have been
taken of stations, nor of a locomotive establishment.* We have, nevertheless, made adequate
allowance for these, as constituting an essential part of such an undertaking before any
return can be expected by the shareholders for the capital expended.
There is still one point of considerable importance to an inquiry like the present, to
which we have not yet adverted.
A very common but formidable objection to Railways arises from their encroachment
on the seclusion of noblemen and gentlemen's residences as well as on house property
belonging to the humbler ranks.
We have much satisfaction in being enabled to report favourably of the present Line
in this respect. The most important residences nearest to our route are—
Uarwood Lodge,
Hill-house,
Baberton,
Redhall,
Meggetland,
Gillespie's Hospital.
tire property of Mr. Mowbray.
„ „ Mr. Johnstone.
,, „ Mr. Christie.
„ „ Dr. Muuro,
,, ,, Miss Sievright ;
and
It does not appear to us that any ground of serious opposition is afforded to the owners
of any of these, if it be not the two last-mentioned, neither have we any reason to appre¬
hend that they will offer any strenuous opposition to the project if properly explained to
them. We pass considerably to the south of Lord Morton's Park, below the quarries at
Dalmahoy Craigs, and are thus unlikely to occasion any annoyance to his Lordship ; the
most inaccessible portion of whose property in this quarter will inevitably be much bene¬
fited by the proposed Line.
We pass between Sir James Gibson Craig's plantation at Riccarton and the village of
Currie, and cannot therefore anticipate any objections from him. We have reason to
think that Mr. Christie of Baberton is favourable to the project; and the Line, where it
approaches nearest to Redhall, will not be perceived from the house.
We are not aware of any Railway of equal extent that affords so little ground for oppo¬
sition in this respect as the Line now before you.
The eminent engineers engaged in promoting the general Line from Glasgow to Car¬
lisle, as well as of the rival Lines by the east and west coasts, will doubtless have fully
discussed the conflicting doctrine of the values of gradients, as well as of the general
commercial importance of opening a Railway communication between London, Liverpool
and Manchester, with the cities of Edinburgh and Glasgow, and the ranges of country of
which they are the respective foci. As the plans and reports of these various Lines
must now be in the hands of the Commissioners, it is unnecessary for us to attempt what
has doubtless been already more ably performed, even if the nature of your instructions
had more expressly imposed this duty upon us. If the gradients on the branch Line had
turned out more unfavourable than some of those known to exist on the main Line, we
would have made our endeavour more strictly to ascertain the mechanical values of the
worst of those gradients. We trust that enough has been done by all parties to convince
the Parliamentary Commissioners, and. through their report, the public in general, that,
to accomplish the great national objects in view, there is none, of all the competing
Lines now projected, which affords, by the shortest route, the same amount of public
accommodation for the same outlay of capital, or that can fully meet the public demand
for rapid intercourse between the great seats of manufacture in England and Scotland, as
the Line of which the branch now submitted to you forms so essential a part.
We have, &c.
I). M' Call am.
J. F. Dundas.
* The committee had the means of obtaining the required information on the points in question,
without calling on the engineers of this branch to supply it.
z 2 Particulars
Z0 £
148
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Particulars of Estimates of Viaducts and Bridges.
No.
Description of Bridges.
Span.
Breadt
Feet.
In.
Feet.
1
Parisli road bridges
16
—
18
2
Bridge for Glade Burn -
15
—
18
3
Occupation road bridge
28
-
12
4
Parish road bridge
28
—
16
5
Bridge for Clyde River
100
—
25
6
Occupation road bridge
28
-
12
7
5)
28
-
12
8
Turnpike road bridge -
20
-
28
9
Bridge for Medwyn Water -
30
-
28
10
Parish road bridge
28
-
16
11
Occupation road bridge
28
-
12
12
Bridge for street in Carnwath
28
-
20
13
Occupation road bridge
28
-
12
14
Parish road bridge
16
-
28
15
Occupation road bridge
28
-
12
16
??
28
-
12
17
Bridge for Moss Road -
12
-
28
18
Occupation road bridge
12
-
28
19
Parish road bridge
16
-
28
20
Occupation road bridge
12
-
28
21
11 »
28
-
12
22
It tt
12
-
28
23
Arch for Harwood Burn
20
-
28
24
Bridge for road to coal-mine -
28
-
12
25
Parish road bridge
28
-
16
26
Occupation road bridge
28
-
12
27
Arch for Harwood Burn
20
28
28
Occupation road bridge
28
■
12
29
Turnpike road bridge -
28
-
20
30
f Bridge for approach to Har-~|
(_ wood - - - -J
28
-
12
31
Occupation road bridge
28
-
12
32
28
-
12
83
tt tt
28
-
12
34
Turnpike road bridge -
28
-
20
85
28
—
20
36
28
-
20
37
Arch for Muirhouseton Water
20
-
28
38
Turnpike road bridge -
28
-
20
39
Occupation road bridge
28
-
12
40
28
f 35
12
41
Bridge for Linhouse Water -
■j 50
l35
-1
28
42
Occupation road bridge
28
12
43
28
-
12
44
Parish road bridge
28
-
16
45
Bridge for footpath
28
-
12
46
Occupation road bridge
28
-
12
47
Parisli road bridge
28
-
16
48
Bridge for cart road
28
-
12
49
Parish road bridge
16
-
28
50
Occupation road bridge
12
-
28
51
Turnpike road bridge -
28
-
20
52
Occupation road bridge
28
-
12
53
Turnpike road bridge -
20
-
28
54
Parish road bridge
16
-
28
55
5J ??
28
-
16
56
Occupation road bridge
28
-
12
57
Parish road bridge
16
-
28
58
5) ?>
28
-
16
59
» )>
16
-
28
60
Turnpike road bridge -
20
-
28
61
Occupation road bridge
28
—
12
62
J"Bridge for approach to Ba-~1
20
28
{_ berton -J
63
Parish road bridge
16
—
28
64
it ii
16
-
28
65
Turnpike road bridge -
20
-
28
66
Occupation road bridge
12
28
Length. 1
Height
of
Embankment.
Height
of
Cutting.
Cost.
Feet In.
Feet. In.
£.
S.
d.
_ _
26 -
.
558
5
-
_
55 -
-
971
2
-
_
4 -
260
11
-
-
40 -
677
14
-
36 -
-
4,482
16
-
.
6 -
260
11
—
_
_
266
13
—
30 -
_
591
10
-
40 -
- - -
1,570
18
—
30 -
677
14
—
_ -
24 -
434
11
—
_ 4
23 -
477
6
-
. ■• —
13 -
296
2
-
2 -
.
287
13
-
_
6 -
266
13
-
266
13
—
25 —
.
406
2
-
_
24 -
.
406
2
-
20 -
350
10
-
17 -
.
287
1
-
.
3 -
260
11
—
16 -
.
277
-
-
_
-
32 -
156
-
-
— -
35 -
532
11
-
-
24 -
454
9
-
.
9 -
260
11
-
_
-
4 -
156
-
-
_ _ _
15 -
260
11
-
-
-
20 -
350
6
-
-
-
20 -
331
15
-
7 -
260
11
_
— •—
-
10 -
260
11
-
_
_
12 -
260
11
-
_ _
-
29 -
604
17
-
_ _
...
20 -
350
6
-
_
...
24 -
477
6
-
. _ _
44 -
_ - -
1,088
15
-
_
3 -
331
3
-
...
7 -
260
1 1
-
-
.
10 -
260
11
-
-
80 -
.
00
l>
18
5 -
260
11
_
266
13
-
_ _
. - -
10 -
292
5
-
_ _
-
16 -
296
2
-
_ m
...
...
287
13
-
_ _
.
3 -
292
5
-
266
13
-
_ _
15 -
...
318
11
-
_ _
13 -
- - -
277
-
-
...
25 -
477
6
-
_
...
22 -
331
15
_ _
4 -
. — -
309
6
-
_ _
13 -
.
318
11
-
_
_ _ _
10 -
292
5
-
_ _
-
9 -
260
11
-
_
0 _
287
13
—
.
.
7
292
5
—
_
9 -
287
13
-
_ _
5 -
...
309
6
-
-
15 -
296
2
—
-
3 -
-
309
6
-
7 -
.
287
13
—
_
4 -
.
287
13
-
4 -
_
309
6
—
-
15 —
-
277
—
Z0f
BETWEEN LONDON, EDINBURGH, GLASGOW, Sac. 149
No.
Description of Bridges.
Span.
Breadth.
Length.
Height
of
Embankment.
Height
of
CuttiDg.
Cost.
Feet. In.
Feet. In.
Feet. In.
Feet. In.
£.
a*.
d.
67
Viaduct for water at Leith -
f 7 arches of"l
\_70 feet each J
28 -
-
86 -
-
10,004
1
-
68
Parish road bridge
16 -
28 -
-
9 -
-
287
13
-
69
Turnpike road bridge -
*28 -
20 -
-
-
7 -
331
3
-
70
s> jj
•20 -
28 -
-
18 -
.
413
12
-
71
11 )>
20 -
28 -
-
45 -
.
704
10
-
7-2
Parish road bridge
16 -
28 -
-
29 -
.
558
5
-
73
Occupation road bridge
28 -
12 -
-
-
16 -
290
2
-
74
?) ?>
28 -
12 -
-
-
10 -
260
11
-
75
Footway bridge -
28 -
12 -
-
-
4 -
260
11
-
45,377
19
-
Twenty-nine small arches and culverts
-
-
1,964
11
-
£.
47,342
10
-
Estimate of the Formation of One Mile of Permanent Way.
Rails, 50lbs. per yard, 157.17 tons ------ at 10/. per ton
1,571
14
-
Chairs, each, 20lbs. 62.58 tons - - - - - - at 9/. 10s. „
597
1
6
Keys and pins, 25/. per yard, 19.64 tons ----- at 15/. „
294
12
-
Blocks, 7,040 --------- - at 2 s. each
704
-
-
Ballasting live cubic yards, per yard forward, 8,800 - - - - at Is.
440
-
-
Felt, 7,040 pieces - - - - - - - - - - at -\d.
14
13
4
Fencing and gates - -- -- -- -- -- -
352
-
-
Sidings and laying the way - -- -- -- -- -
308
-
-
Drainage included in the earthwork and masonry, cost per mile forward
4,281
-
10
Abstract of Cutting- and Banking- on the Line, showing the Tunnel of 74 chains.
Cubic Yards.
Average Distance
of Lead.
Per Cubic llard.
Amount.
2,973,447.
2 miles
1 s.
£. s. d.
148,672 7 -
Abstract of Cutting and Banking on the Line, showing- the Tunnel of 1 mile 43 chains.
Cubic Yards.
Average Distance
of Lead.
Per Cubic Yard.
Amount.
3,271,802
2 miles
1 s.
£. s. d.
163,590 2 -
132.-II.
Collected
Messrs. M'Callum
& Dundas:—
Symington Branch.
Z/0
150 APPENDIX TO FOURTH REPORT OiN RAILWAY COMMUNICATION
Collected Estimate of Expenses for the Line, showing the Tunnel of
1 mile 43 chains.
Land, 335 acres - - - - - - - - at £. 50
Cuttings, as per detail,3,271,802 cubic yards - at is.
Permanent way and fencing, 32 miles 38 chains, at £.4,281. os. 10d.
Masonry, as detailed - -- -- -- --
Harry Foot-hill Tunnel, 2,706 lineal yards - at £.40.
Depots and stations - -- -- -- --
Engines, carriages and waggons -------
Contingencies, 10 per cent. - -------
£. s. d.
16,750 - -
163,500 2 -
139,026 17 3
47,342 IO -
108,240 - -
16,000 - -
20,000 - -
51,094 19 -
562,044 S 3
Collected Estimate of Expense for the Line, showing the Tunnel of 74 chains.
Land, 35 acres - - - -
Cuttings, 2,973,447 cubic yards -
PormanPnt \uo\r onrl ■Tpr»r»|j}gr ^2 111
Masonry, as detailed
Tunnel, 1,622 lineal yards
Depots and stations
Engines, carriages and waggons
Contingencies, 10 per cent.
£. s. d.
- at £.50
I6,750 " -
at 1 s.
148,672 7 -
os. 10 d.
139,026 17 3
.
47,342 10 -
at £40
64,8So - -
-
16,000 - -
-
20,000 - -
-
45,249 " -
- - £.
497,920 17 3
Mr. Miller's pro¬
posed Brancli Line
from Thankerton
to Edinburgh.
Edinburgh and Thankerton Junction Railway.
Table, No. 3.
Total Quantities.
305 acres -
2,684,000 yards -
320,980 cubic yards
214,720 lineal yards
161,040 No. -
161,040 No. -
107,360 yards -
1 No. -
29 No. -
14 No. -
14 No. -
22 No. -
22,000 yards -
Articles.
- Land for Railway and
stations - - - per acre
Cutting - - per yard cubic
Embankments included in
price of cuts.
--Ballasting and3 , ..
, • & fper yd. cubic
boring - -J1 J
- - Rails (weighing, per yard,
75 lbs.) - per ion
- - Chairs, (weighing each
22 lbs.) - - - per ton
Pins, plugs, keys and feet)
at, for each chairj
Blocks (2 feet x 2 feet x 1 foot))
each/
Fencing - - - per yard
Viaduct (three arches) -
Public bridges -
Occupation bridges
River and burn bridges -
Culverts -
Drains - - - per yard
Contingencies, 10 per cent. -
Price.
£. s. d.
too -
- 1
- 1
9 10
5 10
0
6
- 6 -
£.
£.
Amount.
£.
s.
30,500 - -
134,200 - -
24,073 10 -
68,295 10 -
8,424 1 6
4,026 - -
28,182 - -
16,104 - ~
5,000 - -
10,550 - -
4,200 - -
6,380 - -
3,300 - -
6,600 - -
349>s35 1 6
34,983 18 6
384,819 - -
Table,
i7//
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
LSI
Table, No. 2.
Questions.
Total length of Line ?
Single or double ?
Length of sidings ?
Number of switches?
Cost of buildings for housing, and repair¬
ing carriages and engines ?
Proposed gauge?
Proposed character of the engines ?
Abstract of the quantities of earthwork,
specifying the average length of lead for each
quantity?
Length and height of each viaduct ?
Length and height of each bridge ?
Fourteen occupation bridges ?
{
Answers.
303 miles.
Double.
None.
None.
Cannot yet be ascertained.
4 feet 81 inches.
Six wheels.
The lead of none of the cuttings will
exceed i| miles, and the average lead of the
whole cutting will be about half a mile, as
great portion of the heavy cutting at the sum¬
mit will be laid out in spoil banks.
One over Clyde, 220 feet long, 60 feet
h'S'1, Span. Height.
1st bridge over road by Mein Burn 15 15
2d
3^
4 th
5th
6th
7th
8th
9 th
10th
11th
12 th
13 th
14th
15th
16th
17th
18 th
19th
20th
21st
2 2d
23d
24th
25th
20th
27 th
28th
29th
30th
31st
32d
33d
over canal (cast iron) 60
over Railway at Clif¬
ton-road - - - 28
over Railway at Three
Hill-road - 28
over Railway at Atn-
mondell, private road 28
over Almond Water - 60
under Railway at Up-
hall-road - - 15
over Almond Water - 60
over Edinburgh and
" 25
- 15
" 15
- 28
Glasgow road -
over the Stow-road
over Dedridge-road
over Railway
over Brotherston-road 15
over Harwood Water - 15
under Polbeth-road - 28
over West Calder Burn 12
overload by Moss-end 15
over road by Breech
Hall
over Blackburn-road -
over Seaton Burn
over Blackhill-road
over Blackhill Burn -
under Whitburn-road -
Edinburgh and A3W
road -
over Meldron Burn
over Abbey Burn
15
15
8
15
8
28
28
6
6
over Whitecleuch-road 15
over Abbey Burn - 8
over Coverhiil-road - 15
over Westerton Burn - 10
over Westerton-road - 15
under Lanark-road - 28
over road by Sheaf-
knowe - - - 15
34th „ over Cowford-road - 25
35th „ over Mouse Water - 30
36th „ over Lanark road - 25
37th ,, under Ferry toad - 28
38th „ under Pettinain-road - 28
39th „ under Lanark-road - 28
40th „ under road by White-
hill - - - 28
41st „ over Glade Burn - 10
42d ,, over road at Thanker-
ton - - - 15
Six over Railway - - - 28
Eight under Railway - - 15
Mr. Miller's pro¬
posed Branch Line
from Thankerton
to Edinburgh.
10j
15
15
15
60
15
50
16
15
*5
15
*5
*5
15
*5
15
15
15
12
*5
12
16
16
10
S
15
12
*5
15
15
*5
15
16
30
15
15
15
10
15
15
132.—II.
Northern
152 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Northern and Eastern Line from London to York.
Nlr. Walker's First
Report on the Lines
from London to
York.
(Plan.)
Various Lines to
Cambridge.
Mr. Cundy's.
Mr. Gibbs's.
Messrs. Rennie's.
Barkway Line.
Report to the Committee for promoting a Railway from London to York, with a Branch
to Norwich, Stc., by James Walker, f. r. s. l. 8c e., President of the Institution of
Civil Engineers.
To the Committee for promoting a Railway from London to York,
with a Branch to Norwich, &c.
Gentlemen,
I consider the substance of the reference to me to be, to survey the country generally
between London and York, and report my opinion of the best Line for a Railway between
these cities, with a branch to Norwich, having reference to various surveys previously
made, and Lines pointed out, but not being committed or prejudiced by them should a
better direction than anv of them be found.
The question is an important one, perhaps the most so of any that has yet been submitted,
as respects the internal communication of the country by Railways, from the probability
of the direction being the best for a Line to Edinburgh and other parts of Scotland,
as well as affecting the towns and populous country between the metropolis and York.
1 lost no time, after the reference to me, in taking measures, along with my partner, Mr.
Burges, for carrying your wishes into effect, by making general surveys of the country in
various directions, and employing Mr. Comrie and other surveyors to make detailed surveys
and sections of the Lines that had been proposed, and others where there appeared the
chance of improvement.
The Lines, which after general survey it was thought worth while to level accurately, are
distinguished by red and yellow colours on the accompanying general plan, the red being
what is recommended as on the whole the best*. They are also shown on the sheets, so
far as published, of the Ordnance Survey, which I have found most useful and most accu¬
rate ; without the assistance indeed of that great national work, the survey and this Report
could not have been completed in the time. On inv application, the Master-general of
the Ordnance allowed me to copy such parts of the surveys of the counties through
which the Line passes as are not yet published, and every facility was given by Colonel
Colby and Captains Mudge and Robe at the Map-office in the Tower.
The two gentlemen who have of late been most active in projecting Lines between
London and York are Mr. Cundy and Mr. Gibbs. By referring to the plan, it will be
seen that I have surveyed the country nearly in the directions pointed out by them. Mr.
Cundy having given me the survey made by his direction from London to Cambridge, and
from York to Selby, the only two portions that had been surveyed in detail and levelled
by him, I had no difficulty in these lengths in finding his Line, which I have called the
" Bishop Stortford Line." Of Mr. Gibbs's Line to Dunmow I had no survey, and therefore
took what appeared the most suitable direction ; this may, however, be different from his,
and I do not say that it is not possible to improve the Line or the levels in some degree.
Mr. Gibbs's printed plan shows the intention of a straight Line from Dunmow to Norwich;
this I have not surveyed, having understood from one of the gentlemen whose name is in
the list of the committee, that they now propose, for reasons which appeared valid to him,
as they do to me, to continue the main Line from Dunmow to Cambridge, and to branch
thence to Norwich. Mr. Gibbs's Line to Cambridge I therefore distinguish as the
" Dunmow Line." Having been informed that a Line was proposed in 1825, by Messrs.
Rennie, to leave the valley of the Lea below Ware, and to get by nearly a straight line
into the valleys of the Rib and the Quin Rivers, or near the towns of Braughing and Bark-
way, I had the levels taken in that direction, from the Lea to near Cambridge ; this I call
the " Barkway Line." My general survey might, in ordinary cases, have led me to con-
elude, that the country in this direction is too high, but the great desire to avoid the near
approach to Lord Bravbrooke's mansion in Audley End Patk, proposed by Mr. Cundy's
Line, and my doubt at the time as to the possibility of moving the Line to an unobjec¬
tionable distance, led nte to try the levels by Barkway also.
As the three Lines referred to thus meet at Cambridge, it may be well to state shortly the
leading features of each.
The Barkway Line, as may be seen by the plan, is the straightest and shortest to Cam¬
bridge. It leaves the Bishop Stortford Line in the valley of the Lea below Hoddesdon,
keeps on the eastward of Old Rye House, passes by a tunnel under Easenev Park, thence
through Braughing, east of Barkway, in a tunnel under Newsellbury and into the valley of
the Cam, west of Foulmire near Hauxton, and west of Trumpington, immediately beyond
which it meets the Bishop Stortford Line. The tunnelling ought to prevent serious difficulty
as respects gentlemen's seats; two woods, viz. Easeney Park, and one near Barrack Farm
belonging to Mr. King, would be cut through; the houses to be taken down are not
important. The levels and general lie of the country are however such as to make the
Barkway Line very ineligible if a better is to be had. The summit level of the ground is
at Newsellbury Park, 437 feet above Trinity High Water in the Thames, which lias been
taken as the datum or standard point for levels throughout the survey. To avoid this great
height a tunnel three miles long would be required, which would lower the summit of the
Railway to 261 feet above datum. Two other tunnels would also be necessary, the one a
mile long, near Timber Hall Farm, the other under Easeney Park, 700 yards long. The
inclinations,
* In the printed plan attached to this Report, the recommended Line only is shown.
Z/3
BETWEEN LONDON, EDINBURGH, GLASGOW, Sec.
153
inclinations, except two miles of level at the summit, would be nearly a uniform ascent of
16 feet per mile, or 1 in 330, which 110 part would exceed, but to obtain it the cuttings
and embankments would be very heavy, as the section shows. No interruption was met
with, nor any unfriendly feeling to a Railway expressed on this Line.
The Dunmow Line is perfectly straight from London to Dunmow on Mr. Gibbs's small
engraving. Having named to that gentleman the difficulty of such a Line through that
country, he agreed with me, and said that the rough plan showed only the general direc¬
tion; I had therefore to take the best country this general direction would afford. The
surveyor tor this part was assisted at the upper end by Mr. Ward, of Saffron Walden
(who was recommended by the mayor of that town, as also by Messrs. Gibson and the
other gentlemen that met me at Walden, as the person best acquainted with that part
of the country), and in the course of his survey was informed at different places of being
nearly in the Line that Mr. Gibbs had taken. There may, however, as I have already
said, be some deviations that would be improvements; and, therefore, in laying down the
sections, I have presumed on ground more favourable than was actually levelled, where it
appeared likely to be had, and where the inclinations of the Railway rendered it desirable.
As to the commencement of this Line there can be no doubt, for the prospectus names
Goulstone-street. Proceeding thence, the Line for the first mile and a half being through
streets, and having to cross the Regent's Canal, as far as Bethnal Green, would be upon
arches, after which there would be an embankment. The Line then crosses the Lea Cut,
the River Lea, and the low land of Hackney or Leyton Marsh, on the south of the
Lea Bridge Road, and through Leyton parish to the Stratford and Leyton turnpike road.
The Line then takes the direction of tire River Roding. If it be kept near the valley,
the embanking to obtain the inclination shown will be very heavy indeed ; if it be kept
down, a very long tunnel will be required, and probably also an inclined plane beyond it.
These will be avoided by keeping on the higher ground, which slopes to the Roding, and
this is the most practical plan as respects levels. The only objection is the interference with
gentlemen's seats, which I fear will be formidable. The sectioned Line leaves the Roding
near Abridge, and passes on the east of Theydon and Epping ; if instead of this the valley
were followed, the sudden rise might be avoided, and perhaps the turn so much to the east¬
ward as the river does might be lessened; but there are so many residences with grounds
extending to the river, and the course is so tortuous, that I thought the expense of a sur¬
vey in that direction useless. I may be mistaken ; there is great difficulty any way.
is through North Weald, High Laver, east of White Roding, and
Line falls again into the course of the Roding. Se-
— . - . o
veral plantations are crossed, but no seat of consequence approached, and I think it
likely that the very deep cutting shown upon the section may be lessened by skirting on
higher ground.
Two miles and a half further brings us to Dunmow, the Line passing about a mile to
the eastward of Lord Maynard's mansion in Easton Park, through his estate, but clear of the
park, and so as to be screened from the house by the trees.
The next five miles and a half are in the valley of the Chelmer, terminating a little to
the west ofThaxted. This length is drawn on the section as falling 1 in t,ooo; it may
probably be made level, or even to rise a little, which is more desirable, but this will be by
a still nearer approach to Easton Park, and more likely to be in view of the house, and
further from Thaxted.
The Line then points to the eastward of Saffron Walden, through irregular ground, and
in deep cutting. The highest ground in the Line is in this distance at Bear Hall, which
is 379 feet above the Thames, and about a quarter of a mile further, say at the 45th mile,
is the summit of the Railway, 359 feet above the datum. The cutting for three miles of
this length is very heavy. After my surveyor had returned, he informed me that Mr. Ward
thought a lower and straighter direction was to be had for six miles south of Saffron
Walden than the one levelled, and 1 again sent him to go over that deviation which is
marked on the plan to the westward of the sectioned Line, but the ground proved higher
and more difficult, though straighter.
In the length from Saffron Walden towards Chestc-rford, the ground is still more unfa¬
vourable from the rapid fall. I am informed that Mr. Gibbs proposes three miles near
this to have an inclination of 1 in 85. If this be correct, ii proves that the Line I have
taken here, and the levels laid down, are much more favourable than his ; he must I pre¬
sume have calculated on stationary or assistant engines to work this part of the Line. The
expense would be very heavy to obtain even the fall I have drawn, which is 1 in 190,
The next length
est of High Roding, where the
se w
and a ntnnel, probably a mile long, would be unavoidable. At the end of this
2
1
15
7
4
2^
5 h
52
6i
132.—II,
miles falling
mile level,
miles rising -
miles rising -
miles nearly level,
miles rising -
miles falling -
miles rising -
miles falling -
1 m
1 111
1 in
1 111
1 in
1 in
1 in
860
330
750
480
1,000
370
1QO
Mr. Walker's First
Reporton the Lines
from London to
York.
Dunmow Line.
London terminus.
London to 7 miles.
7 to 20 miles.
20 to 31 miles.
31 to 39 miles.
39 to 44! miles.
44J to 514- miles.
length
the Line joins the Bishop Siortford Line, north of Great Chesterford, 46 miles from London
by that Line.
The inclinations by this Line, as above detailed, are as follow :—
miles nearly level.
Inclinations.
A A
Saffron
154 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Walker's First
Report 011 the Lines
from London to
York.
Saffron Walden.
Bishop Stortford
Line.
London terminus.
London to 19 miles.
19 to 29I miles.
29i t0 38! miles.
381 to 491 miles.
Lord Braybrooke.
Saffron Walden being opposite 46 miles, and within halt' a mile of the Line, would be
conveniently situated in distance, but not as respects level. The Line is too feet above
the town, and 109 feet above the Bishop Stortford Line, so that the power that would
raise goods from the town to the level of the Railway would take them four miles and a
half 011 a level.
The third Line from London to Cambridge, which I have called the " Bishop Stort¬
ford Line," was surveyed under Mr. Cundy's direction, but I have proposed devi¬
ations, the reasons for the more important of which I shall explain as I come to
them.
The London termination and depot, as proposed by Mr. Cundy, are to the north of
Shoreditch church, in garden ground, between the Kingsland and Hackney roads. I may
here state that, as a termination near the lower end of the City Road would perhaps
be more central for London than Shoreditch is, two Lines have been levelled in that
direction, and that a good Line and terminus may be had by keeping on the east of
Islington, close to the new market, thence by the Kingsland Road near the turnpike to
Upper Clapton, and getting into the valley of the Lea near Tottenham Mills. Two
depots may probably be requisite for a Line of this magnitude, and the extent of uncovered
ground near Shoreditch is an advantage. I think either of the places I have named prefer¬
able to Mr. Gibbs's, in Goulstone-street, Whitechapel.
Returning therefore to the Shoreditch termination, if a fixed bridge be built over the
Regent's Canal, a considerable length of archway or embanking will be requisite ; but if
the Line be terminated on the north side of the Regent's Canal, or if an opening bridge be
erected, the Railway may be kept lower, and probably the arching avoided. The direction
is nearly straight to the eastward of Dalston, crossing the road at Hackney Brook, and
passing obliquely under the Clapton Road, and also under the Lea Bridge Road near the
west or upper end, where it enters the valley of the Lea, and continues in it for 14
miles. Near Broxbourn the Line is deviated by skirting the rising ground, to prevent
interference with the navigation or drainage. The River Lea is crossed above Field's Wear
Lock, and the valley of the Stort entered at 17 J miles from London. The Stort is crossed
a mile further forward, when I propose again keeping out of the valley, and skirting the
rising ground above and below and through the village of Roydon, by which the direction
will be improved, and the Railway kept out of the low land.
The Line then proceeds about half a mile north of Harlow, where the London and Cam¬
bridge Road is passed, and the east bank of the Stort is kept, so as to avoid Pishiobury
Park, the seat of Rowland Alston, Esq. M. p. for Herts, a Line through which would
be objected to, as very expensive; but fortunately, there is no necessity for it. We
next pass over Hockerill-street, and to avoid the river and lessen the interference
with Mr. Frere at Tvvyford, a deviation from the low land into deep cutting is pro¬
posed.
In the next three miles, the Bishop Stortford to Cambridge and the Hockerill to Cam¬
bridge Roads are crossed, and the Line passes east of Stanstead-street, a few miles
beyond which, near Elsenham, is the summit level at a height of 250 feet above the
Thames. The descent then commences, and the Bishop Stortford and Cambridge Road is
again passed.
As the Line passes partly through Lord Braybrooke's estate in this length, it re¬
quires some detail of description, both from the importance of the place, and the circum¬
stance of Mr. Cundy having projected his Line through Audley End Park, in front of and
near his Lordship's mansion.
If a Railway from London to York and Edinburgh, and the districts near them, be con¬
sidered an important national work, and if passing so near this noble mansion be essential,
from all I have seen and learned of Lord Braybrooke, I am not disposed to think that even
he would oppose it. A great line of turnpike road indeed passes as near the house now,
but this is a case in which so close an approach is certainly for every reason to be avoided,
and I am happy to say that I think it can, without serious prejudice to the undertaking.
The Line laid down on the section and plan leaves the valley of the Granta, crosses the
turnpike road obliquely near Quendon,and passing on the west of Newport Church, leaves
the turnpike road between the Railway and Mr. Smith's plantations at Shortgrove, half a
mile beyond which the road to Wendon is crossed, and Lord Braybrooke's estate com¬
mences. By still keeping westwardly, we encounter higher ground, but entirely avoid
Audley End Park, and keep even on the west side of the hill, so as to be completely out
of sight of the mansion, opposite which the Line will be about half a mile west of the turn¬
pike road. Where the depth is greatest, and the Line nearest the Park, in order still further
to remove objections on the part of his Lordship, I propose three very short tunnels, together
under three quarters of a mile long. The expense of these and of the deep cutting will
be heavy, although somewhat reduced by the chalky formation of the hill. Saffron
Walden will be about two miles from the Liue, but may communicate with it by a branch,
which will be nearly level.
By the above plan, the Railway will pass through the hilly and least valuable part of
Lord Braybrooke's lands, keeping on the west side of the road until entirely out of his
estate, and thus avoiding the valley, going through which his Lordship considered very
objectionable. From a suggestion made to me, 1 directed a Line to be tried so as to get
entirely away from Audley End, by going from Newport up the Wendon valley, through
Elmdon, and over the lowest ground to Duxwortii; but the direction and levels were found
impracticable. Had they been otherwise, the distance would have been very inconvenient
to Saffron Walden, one of the principal trading towns on the Line. The course I have
described
2/4
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
155
described and shown is, I believe, that which interfered least with Lord Braybrooke, if the jyjr Walker's First
Stortford Line is to be adopted. There may be a little inaccuracy in the section through Report on the Lines
Lord Braybrooke's property, as I directed the roads and ways to be kept in surveying from London to
there. York.
The London and Cambridge turnpike road is crossed about 44 miles from town, after
which the Line, having passed the River Granta, goes through the village of Great Chester-
ford, and crosses the Cambridge and Newmarket and the Newmarket and Royston turnpike
roads, two miles beyond the latter of which this length terminates.
It then continues to fall for four miles, passing under the London Road at Stapleford, 49? to 55^ miles,
and again near Trumpington, immediately beyond which village, at 53 miles from town,
the Norwich branch strikes off to the east. Beyond this the London and Cambridge-road
is passed, and the River Cam crossed at 54 miles from London, whence the Line passes
west of Cambridge, from a quarter to half a mile from the town.
The inclinations up to the point at which we have now arrived are as follow :
mile level.
Inclinations.
?
2? miles falling
8 miles nearly level.
7! miles rising -
7 miles rising -
3^ miles rising -
3 miles rising -
2 miles rising -
2 miles level,
miles falling -
l in
in
330
730
710
390
1,060
330
2
It
4
2
miles falling
miles falling
miles rising -
- 1 m
- 1 in 33°
- 1 in 704
- 1 in 1,188
proper to state my decided Comparison of
" " ' Lines to Cambridge.
Having now brought the three Lines to Cambridge, it is
opinion in favour of the Bishop Stortford, both as regards accommodation to the towns,
and the general advantages in an engineering view, and I think it is impossible to attend
to the detail I have given without coming to this conclusion. The summit is 109 feet
lower than that of the Dunmotv Line, and the cuttings and embankment less ; but the
worst feature of the latter, besides its height, is the rapid fall of the ground beyond the
summit, which renders such a rise necessary as will reduce the capability of the Railway
there to about two-thirds of any other part of the Line, and to obtain even that inclination
very heavy work is requisite. Nor do 1 think the interference with parks and houses
and the opposition on this account likely to be less on the Dunmow than the other Line;
there would be this powerful argument by opposing proprietors, that the Dunmow Line,
which affects them, is worse for the public than another Line which would avoid them.
Notwithstanding the long tunnel on the Barkway Line, I am almost disposed to prefer
even it to the Dunmow : it has no rise exceeding 1 in 330, and it is the shortest and
straightest of the three; but, for the reasons I have stated, is much inferior to the
Stortford. If Mr. Gibbs will show me where his Line can be improved, I will give his
suggestions my best attention.
With the exception of the short distance up to the Huntingdon-road, which is nearly Beyond Cambridge,
the termination of Mr. Cundy's levels, I am not informed of any details or surveys taken
by others beyond the point we have now arrived at until reaching Selby, and therefore
it will not be necessary to refer so much to other Lines as between London and
Cambridge.
Beyond Cambridge the Line passes under the St. Neots and Huntingdon-roads, leaving
rhe Observatory a quarter of a mile to the west. The ground then becomes still more
open and plain. The direction by Erith, proposed by Mr. Cundy, having been tried,
and the long stretch of low fen being objectionable, I have kept more to the west, close
to Girton, half a mile west of Fen Drayton, a quarter of a mile east of Fen Stanton, and
a mile west of St. Ives. The Line then rises for about six miles, crossing the Ouse east
of Hemingford- mill on a quarter of a mile of arching, and proceeding half a mile north
of Houghton, and half a mile west of King's Ripton. It then falls for other six miles,
in which, after passing a piece of high country two miles east of Alconbury-hill, it crosses
a tract of low country, and then passes through Holme Wood into a fen, a mile and a
half to two miles long, a part of which may probably be avoided by a small deviation.
The Line then passes to the east of the village of Yaxley, under the London and Peter¬
borough and the Peterborough and Oundle Roads, across the River Nene a little to the
west of Peterborough, and over the Welland on the west of Market Deeping.
Cambridge to
Market Deeping
to 95I miles
551
In this length tire inclinations vary as follow ; there are
Inclinations.
2
miles rising -
- 1
in
585
81
miles falling -
- 1
in
1,120
6
miles rising -
- 1
in
34S
7
miles falling -
" 1
in
330
3
miles level then.
2l
miles rising -
- 1
in
348
G
mile falling - - - -
- 1
in
440
mile rising -
1
in
330
O
miles fallimr -
O
- 1
in
528
6 miles level.
132.-II.
A A 2
At
2/6
i,-,6 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Walker's First
Report on the Lines
from London to
York.
Lines by Lincoln
and Ancaster.
Market Deeping to
Walkeringham.
95+ to 158J miles.
Inclinations.
Walkeringham to
Selby.
I58J to 1831
miles.
Inclinations.
At a few miles north of this, near Thurlby, two directions have been surveyed; the one
keeping to the westward, through Edenham, Ancaster and Dunham, in the valley of the
Trent; the other skirting the fen land, and rounding the hill on the south of Lincoln,
thence crossing the low ground between that city and Gainsborough, a few miles beyond
which it joins the other Line at Walkeringham. The former is the shorter course by
about four miles, and runs nearer some populous country, but has higher ground to
surmount, and will be more liable to opposition, on account of approaching noblemen
and gentlemen's seats and crossing the hunting district, than any part of the lower Line.
The latter will also approach nearer Lincoln and Gainsborough, both important places,
and its inclination will be less. Both Lines are shown on the plans and sections, but on
the whole the lower Line about to be described appears more advisable.
Returning therefore to near Thurlby, the lower Line passes to the west of Bourne and
of Morton, across the Lincoln Road to the east of Rippingale, and two miles east of
Folkingham near Billingborough, thence to the west of Heckington and over the Sleaford
Canal, across a road a mile east of Anwick, passing to the east of Blankney, to the west
ofKnocton Hall, and a mile west of Branston, then curving to the westward over the
turnpike road south of Lincoln, and into the valley of the Witham, from which it passes
to the west of Skillingthorpe, crosses the Foss Dyke navigation west of Saxelby, and
passes a mile and a half east of Marton and Gate Burton, and a mile east of Lea Hall,
where it curves westward and crosses the River Trent and the roads close above the town
of Gainsborough. The passing of the Trent involves the greatest work of bridge-building
on the Line; the ground to the west being very low, requires a considerable length of
embankment. From Gainsborough the Line runs to the east of Beckingham and Walker¬
ingham, where the Ancaster and Dunham deviation falls in.
The country thus described embraces a distance of 63 miles, which incline as follows :
10
7
7s
1
2
miles rise
miles fall
miles are level,
mile falls
miles are level.
- 1 111 1,200
" 1 >n 740
- 1 in 580
25 miles rise
9 miles rise
4^ miles fall
1 i mile rises
41 miles fall
2 miles rise
6^ miles rise
2^ miles fall
3 miles rise
in
1 in
1
1
1
1
1
in 1,650
in 720
360
19-
in 1,320
in 480
in 2,150
in 330
in 495
Between Walkeringham and Selbv there is little doubt as to the direction. The Line
passes the Chesterford Canal to the south of Misterton over low grounds, then across
Car Dyke and on to New Torne River, which it crosses to the west of Woodhouse;
the Doncaster and Thome Road, the Stanforth Canal and the River Dun are next passed,
and the Line goes to the west of Thome, then close to Fish Lake, over the Goole and
the Pontefract and Snaith Canals, across the River Aire above Snaith, and forward to
the Selby Canal, which it passes at a distance of 1834. miles from London.
In this length there are the following inclinations:
l| mile falling -
2 miles falling -
8.j miles level.
mile rising -
21 miles nearly level,
li
U
2
1
i in 368
1 in 1,320
l in
840
mile rising
mile falling
miles rising
mile falli n ££
miles rising
1 in 470
1 in 495
1 in 880
1 in 880
1 in 1,200
Selby to York, Various Lines have been taken between Selby and York; that sectioned by Mr. Cundy
183I to 198J miles, crosses the Ouse to the east of Kilfield, then passes to the east of Stillingfleet, between
Mooresby and Escrick, and east of Gate Fulforth, and terminates at the York and
Malton Road. As respects direction and levels, this Line is unexceptionable; the objec¬
tions to it are the crossing of the Ouse, where probably an opening bridge will be required
for the navigation, and the low ground which will require considerable embanking near
the river. Another Line, which 1 understood Mr. Gibbs had preferred, keeps the west
bank of the Ouse on higher ground, and avoiding the opening bridge, points much in
Unless therefore there be some argument
engineering nature,
its favour. Unless therefore there be some argument not of an
I think the latter plan preferable. This Line will go under the new Selby and Doncaster
Road, across the Leeds and Selby Railway a mile west of Selby, under the Leeds and
Selby turnpike road, to the west of Cawood, over the River Wharf near Cawood, and the
meadows a mile east of Sir William Milner's seat at Nun Appleton; then it will pass
to the west of Acaster, cross under die York and Tadcasler Road three miles south of
the city, and keep afterwards the west of that road to York, crossing the Ouse a quarter
of
z/7
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
15 7
of a mile above the bridge, and terminating close to the Edinburgh Road, nearly opposite
the Asylum, at a convenient height for the Railway to pass under that road when it may
-be resolved to extend it northward.
The inclinations from the Selby Canal are easy, there being
115 miles level.
2 miles rising - - - - - - - tin 880
1 mile falling - - - - - - - tin 660
1 mile rising - - - - - - - tin 1,276
The whole distance from London to York by the Railway will thus be 199 miles, which
is the same as the turnpike road by Barnet and Ferrybridge.
I have now to describe the branch to Norwich, which, as already stated, leaves the
main Line a mile and a half to the south of Cambridge; the detail and sections will prove
that the country is favourable for a Railway.
After crossing two turnpike roads the Line keeps on the south side of the Cambridge
and Newmarket Road, which it passes under obliquely near Bottisham, then takes a
direction half a mile north of Newmarket Racecourse, to the north of Exning church,
over the Newmarket and Sohain Road, to the south of Freckenham and Worlington,
then in fields to the summit level near Elvedon, passing over several parish roads, also
the road from Cambridge to Thetford via Mildenhall, and that from Brandon to Barton.
The Line then runs at a little distance from and nearly parallel to the turnpike road at
Elvedon, crosses the Brandon River at Thetford, which town it passes near the ruins
there, and running south oflllington and north of Snetterton, crosses the turnpike road
south of Attleborough, close to which it passes and takes a straight direction to the north
of Besthorpe Church, thence to the south of Wymondham, and again across to the north
side of the turnpike road at the sixth milestone from Norwich, also under Hethersett
Street, north of Hethersetc Village, and of Mr. Brown's house and grounds, and over the
River Yare by an embankment between Earlham Park and Cringleford Mill. Near this
a branch to Yarmouth would leave conveniently, going round on the south side of
Norwich, and crossing the Yare again near Lakenham Mills. The termination of the
Line is in a vacant piece of ground called the Chapel Field, which is well situated near
the middle of the city. The whole length of this branch is 60 miles, so that the distance
from London to Norwich by the Railway will be 113 miles, being four miles further than
the mail coach road.
The inclinations from the junction with the main Line near Cambridge are as follow :
miles level.
3
miles rising -
miles level,
miles falling
miles level,
miles risina -
- 1 in
l in
3
6i
3
•2f miles falling
4 miles falling
4J miles falling
4I miles rising -
•2f miles rising -
3 miles nearly level,
if mile rising -
4f miles falling
2:j miles falling
miles falling
in
in
in
in
in
in
in
330
550
330
700
330
546
640
.57°
864
340
335
1,508
interference with
where the country
Mr. Walker's First
Report on the Lines
from London to
York.
Inclinations.
Distance.
Norwich Branch.
Inclinations.
The greater part of this branch is over poor land, and there is no
houses or any thing much worth remark until approaching Norwich,
is fine, and the Line has been taken to avoid the seats of Mr. Gurney and Mr. Northcote.
The levels, as will have been observed, are favourable; there is considerable cutting and
embanking at a few places, but 110 serious difficulty or work to incur heavy expense.
The estimate is made for two Lines of way, but the purchase of ground taken for four: Estimate,
it is formed from detailed measurements, and though without that minute examination
of strata which is necessary to perfect accuracy, the quantities are believed to be taken
liberally.
From London to the Huntingdon Road, a mile and a half beyond Cambridge, £.
the amount, including depots at London and Cambridge, is - - - 890,000
And from Cambridge to York -
Making the main Line from London to York
And the Norwich branch will cost -
So that the amount is ----- -
Exclusive of locomotive engines, coaches, waggons, &c.
for the Main Line will amount to -
And for the branch to ------
- 1,640,000
" 2,530,000
880,000
- 3,410,000
which
- 300,000
90,000
390,000
Altogether
3 32.—II.
A A 3
- £. 3,800,000
Z/9
158 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
]\Ir. Walker's First
Report on the Lines
from London to
York.
General con¬
clusions.
General remarks.
In round numbers, a capital of four millions ought to be raised to complete the whole of
the works, including engines and carriages.
I have thought it proper, in a first report upon a work of this magnitude, to'jput the
committee fully in possession of my reasons for the Line I have recommended, but the
leading facts are,
1st. That the best Line for a Railway between London and York, after leaving the
valley of the Lea, is by Bishop Stortford, Saffron Walden, Cambridge, Huntingdon,
Peterborough, Market Deeping, Bourn, Lincoln, Gainsborough and Selby; and
that the best Line for a branch to Norwich is from the south of Cambridge, then near
Bottisham, Newmarket and Thetford.
2d. That the above direction is, on the whole, favourable for a Railway, a con¬
siderable portion being level, a very large proportion having easy inclinations, and no
part exceeding l in 330, or 6§ pounds per ton for gravity; and with the exception
of two short lengths, one near London, the other near Elsenham, the curvature being
nowhere of less radius than two miles.
3d. That the estimate of the main Line, with engines, carriages, &c. is £.3,000,000
And of the Norwich Branch ------- 1,000,000
I have named the seats near the Line. Considering the extent of country passed
through, the interference with or approach to them is as little as could be expected: not
one park is touched ; and I may add, that every pains has been taken to keep at a respect¬
ful distance from them, and to regulate the levels so as to prevent complaint as far as
possible.
The rate for travelling and carrying light goods may safely be estimated at 20 miles,
and for heavy goods 12 miles per hour, including stoppages.
Of the general policy of Railways it is unnecessary to say much, as it seems now pretty
evident that the large towns throughout the kingdom will be connected with the Metropolis
by this improved kind of turnpike road ; and as the towns and districts through which they
first pass will draw the trade of goods and still more of passengers towards them, the
present subject cannot be one of indifference to the large towns named in the course of
my report and the country round them. In addition to these, Leeds and the towns sur¬
rounding it, including Bradford, will be connected with this by the Leeds and Selby
Railway, and Hull by the proposed Line from that town to Selby ; branches of about the
same length as the Leeds and Selby will connect Nottingham and Sheffield with the main
Line; Grantham and Newark are six miles distant on the west; Boston and Spalding
10 miles on the east, with a rich district of country 40 miles in width parallel to the
Line; and Bury St. Edmund's is situated about the same distance south of the Norwich
branch.
The following facts, lately named to me by competent authorities, show the import¬
ance of a Railway to the fen district in a light I had not before seen it, and the friendly
feeling with which it is likely to be received there. The counties of Lincoln and
Cambridge are stated to supply 8,000 sheep and 500 bullocks weekly to the London
market alone; the loss of weight and deterioration of quality by driving to London,
calculated from the data given tne, and stated to be under the mark, I make 145,000/.
per annum. This would be almost entirely saved by Railway conveyance, and is exclu¬
sive of what is sent to other markets and of all other agricultural produce. In the first
place, this saving is a public good; in the next place, if it be supposed that the Railway
company have half the saving, that proportion is the interest of a million and a half of
money, or half the estimate of the Line from London to York. 1 may add that anv
Line further to the westward and nearer the midland counties would not afford the
proposed advantage to this district.
With such a prospect from what appeared a comparatively small head of revenue,
it would, I dare say, be easy to show that the trade and advantages of the Line would
be very great; but this would require data and detail which I am not in possession
of, nor is it in my department.
I am, &c.
Great George-street, Westminster, (signed) Jas. Walker.
30 June 1835.
Mr. Walkers Gentlemen, Great George-street, March 1841.
Second Report on Your application to me to accompany you over the Line of Railway, which was sur-
the Lines from veyed and deposited b}' me in 1835 anc' 1S3^, was so strongly seconded by my friend Mr.
London to York. Handley, the member for Lincolnshire, and the only individual who has from the begin¬
ning to the present time been an active advocate for a Railway through his county, that I
consented to it, and now proceed to comply with your further request in giving my opinion
of the public importance of the measure, and also of the particular direction that appeared
to me then on the whole to be the best, with such modifications as circumstances that have
since taken place may render advisable.
On the importance of a Railway through Cambridgeshire and Lincolnshire to York, you
are, from your late general surveys, so much better judges than I am, that I feel I cannot
be too brief on that subject. The great and increasing traffic on the Birmingham Railway,
the branch Railways that communicate with it, there being only one Line in each direction
for the trade of passengers and goods at all speeds, are perhaps more powerful arguments
for another Line than the saving of distance, of tunnels, and of inclinations, although these
are
2//
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 159
are by no means inconsiderable. In distance alone there would certainly be a saving of 25 Mr. Walker's
to 30 miles, with only about one mile of tunnelling in the whole length, and with one Second Report on
exception nearly a perfect level, and comparatively a straight line. These observations the Lines from
refer to the through traffic to or north of York. To the counties through which the Line London to York,
would pass the advantage would be very much greater; and I feel satisfied, from my con¬
versations with Mr. Handley, Mr. Pryme, the member for Cambridge, and others, in
saying, that their counties are now sensible of the importance of not being longer left
behind in the comparative advantages which the more western counties at present possess
over them.
My first general survey of this country was in 1835, at the request of a committee, of
which Mr. Marshall (of Leeds) was chairman. The object was to enable me to report my
opinion of the best Line for a Railway between London and York, with a branch to Nor¬
wich. You are in possession of my printed report, dated 30th June 1835, on that occasion.
It states that I had surveyed various directions for a Railway between London and Cam¬
bridge ; that one of these was to commence at Islington, in vacant ground on the east side
of the City-road, and to cross the Kingsland-road north of the turnpike to Upper Clapton,
into the valley of the Lea for 14 miles near Hoddesdon, between which point and Cam¬
bridge two Lines were surveyed, and are described ; one, called the Bark way Line, went
east of Rye House, east of Eassney Park wood, through Broughing, east of Barkvvay,
under Newselberry Park, and into the valley of the Cam, east of Trumpington, a quarter
to half a mile west of Cambridge; and I slated that I had examined this country, having
understood that Messrs. Rennie had named it as a practicable direction. Returning back
to Hoddesdon, the other direction reported on, which had been surveyed by Mr. Cundy,
left the Lea, and took the valley of the Stort, through Roydon, Harlow, easf of Saw-
bridgeworth to Hockerhill, Stanstead-street, Elsenham, Newport, two miles west of Saffron
Walden, through Great Chesterford, Sawston, and Stapleford, to the east of Trumpington,
where it falls into the other Line.
The other Line, which is described in my report as the Dunmow, or Mr. Gibbs' Line,
and for which an application was made to Parliament under the name of the Great
Northern Railway, commenced in Goulstone-street, Whitechapel, went through one mile
and a half of streets to Ley ton Marsh, on the south of the Lea-bridge road, behind Ley ton
church to Woodford, Loughton, High Lever, east of Saffron Walden, and thence* to Jesus-
green, east of Cambridge.
Of the above Lines, I recommended the middle, or Bishop Stortford Line. An Act was
passed for it in the Session of 1835 an<^ *836, under the name of the Northern and Eastern
Line ; and the portion of that Railway that is made by me (viz., that between Tottenham
and Broxbourne) keeps the direction I have described ; but circumstances, chiefly, I
believe, of finance, but with the detail of which I am not sufficiently acquainted, induced
the directors to abandon that portion of the Line from Islington to Tottenham, and to
apply to Parliament to join the Eastern Counties Line at Stratford. This deviation I was
sorry for; and, as it interfered with old professional engagements I had in the district
intended to be crossed, I gave notice to resign my employment with the company so soon
as the Act should be passed. By the same Act, and I believe the same unfortunate cause,
the portion of the Act north of Bishop Stortford was repealed.
Proceeding north of Cambridge, the Line detailed in my printed report of 1835 goes to
Girton, west of St. Ives, two miles east of Alcanberry Hill, through Holme Wood, \ axley,
west of Peterborough, west of Market Deeping and Bourn, east of Folkingham, east of
Blankney, and west ofNocton Hall and Branston, to Lincoln, east of Morton Gate, Burton
and Lea Hall, and crosses the Trent close to Gainsborough, thence to Walkeringham,
south of Misterton, west of Tnorne to Fish Lake, crossing the Leeds and Selby Railway a
mile west of Selby, west of Cawood, over the River Wharfe near its junction with the Ouse,
to west of Acaster, crossing the York and Tadcaster road three miles west of that city, and
then lO'the west of the city of York. My report states also having surveyed another Line
near York, which Mr. Cundy had previously surveyed, to cross the Ouse two miles north
of Selby, and to keep on the east side of that river, and of the city of York. A Line to
Norwich and to Yarmouth, which I shall describe, was also surveyed at the same time.
No application was made to Parliament in the Session of 1835 for going north of Cam¬
bridge ; but in the following year, 1836, I had directions to prepare detailed surveys to
York, which was done, and the plans were deposited. There were some deviations in this
Line from the one I have described, arising partly from my getting better acquainted with
the country and the influential individuals upon the Line ; and the Line from Cambridge,
as deposited, may be described as going in nearly a straight line from Cambridge to Earitb,
below Ramsey, one mile west of Whittlesea, two miles and a half east of Peterborough,
close below Market Deeping and Bourn, near Heckington, skirting the fen close to but
above Car-dyke, as far as Washingborough and Lincoln, keeping west of the city, east of
Skellingthorpe and Torksey, where the Trent is crossed, thence west of West Burton, west
of Bole, west of Soundby, west of Buckingham, west of Walkeringham and Misterton,
thence in a straight direction to Stainforth, Great Heck and Keilington, west of Gateforth
and Hambleton, crossing the Leeds and Selby Railway about four miles west of Selby,
thence west of Cawood, crossing the River Wharfe east of Appleton, west of Acaster, and
to the Tadcaster and York road, to fall into the ground which is now occupied by the
York and North Midland Railway. ,
* In Mr. Gibbs' Parliamentary plan there was a deviation from the above, to keep close to Saffron
Walden, and get back to his Line before reaching Cambridge.
132.—II. A A 4
2ZO
160 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Walker's The application for an Act was not made to Parliament through want, I believe, of
Second Report on subscribers ; but in the following year, 1837, a party, chiefly of gentlemen of the city of
the Lines from York, applied for and obtained an Act to make a Railway (now the York and North Mid-
London to York. land Railway) from that city to join the North Midland Railway. T suggested to these
gentlemen, but without effect, the propriety of keeping their Line where it crossed the
Leeds and Selby Railway more to the eastward, so as to enable the eastern Line to fall
into it before crossing the Leeds and Selby Railway, which might have made that portion
of their Line answer as the trunk for both east and west Lines. Thus matters stood until
your late application to me.
The general facilities of the country for a Line of Railway are so well known to you,
that I feel it unnecessary to take up your time, or to anticipate your report, because in a
matter that is so plain, there can, I think, be little difference of opinion.
I shall therefore only state the main points which influenced me in adopting the parti¬
cular Line 1 have described, and which, generally, I now consider on the whole to be
the best.
The London terminus at Islington is in a field of eight acres, close to the City Road,
upon which there are no buildings, and but few before getting out of London ; no tun¬
nelling to approach it, nor until reaching Clapton, where there would be a short tunnel
of about a quarter of a mile, and the level such as to be conveniently connected with the
Line by means of a viaduct. The situation also is convenient for the city and the west
end of the town, being about, one mile from the General Post-office, one mile and a quar¬
ter from Blackfriars, two miles from London-bridge, a mile and a half from the Royal
Exchange, ami one mile and a quarter from St. Paul's.
Between the Barkway and the Bishop Stortford Line, there is more likely to be a differ¬
ence of opinion, and the improvements in the machinery of locomotive engines has
reduced to an extent the difficulty of inclinations. My report of 1835 states the summit
of the Barkway Line to be 11 feet above the Bishop Stortford; but to obtain this and a
maximum gradient of 1 in 330 upon the Barkway Line, a tunnel of three miles would be
required ; if 1 in 150 be assumed the maximum gradient, the length of tunnelling would
only be one and a quarter mile.
An Act being passed, and a Railway finished to Broxbourne, and likely to be continued
to Stortford, is an additional argument to those in 1113- report in favour of this Line.
Straightness, and a saving of two miles, with accommodation to the district through which
it would pass, are the advantages of the Barkway Line.
My Line of 1835 kept west of Peterborough to avoid the fen, and interference with
navigations ; but I found the opposition from Lord Fitzwilliam and others to this Line
very decided, and certainly the non-interference with property, by keeping to the east
of Peterborough, is desirable. At the same time the whole length of fen in different
places crossed by this Line is under 10 miles, and the fen so crossed is not of the worst
description.
By skirting the fens a greater population of the district is accommodated, and the
navigations are less interfered with than by taking the straight line through the Deeping
and other fens, which would be a length of about 40 miles of some of the worst description of
ground, over which also the Line would have to be raised for the sake of drainage and the
navigation of the different rivers and watercourses.
The deviation from my original Line near Gainsborough was caused by the very serious
objections madeby the owners of estates, and the country,and more particularly the sporting
gentlemen. The Line I adopted through Torksey, which was substituted, is equally good
and short as a main Line, but has the disadvantage of being farther from the town of
Gainsborough. The extent of this disadvantage von can estimate. On the consideration of
all the circumstances, I thought it expedient to take the Line last recommended through
Torksey.
The northern end towards Selby and York is the only other point in doubt. You will
probably agree with me that this great trunk Line, probably from Edinburgh to London,
should not be bent so much to the west as to extend the main journey four and a half miles
in order to take advantage of travelling 12 miles upon the York and North Midland, and
extending the distance from York to Hull and London to Selby or Hull no less than nine
miles and a half, by taking advantage of the above 12 miles upon the York and North Midland
and six miles upon the Leeds and Selby Lines. Another junction upon a Line where there
are already so many trains would also be avoided by the separate Line to York, and I am
informed, that in the Committee upon the Bill for leasing the Leeds and Selby to the York
and North Midland Railway, the danger to the Leeds and Selby passengers' train, by
joining the York and North Midland, was given as the reason for stopping the direct train,
and sending the passengers round by the Y'ork and North Midland Railway.
Whether the Line should keep 011 the east or the west side of the Ouse is indifferent as
respects levels and distance; the latter avoids crossing the river near Selby, while the
former keeps clear of the York and North Midland, and would have its own station. It
seems perhaps natural also, as I before stated, great Lines to the east and west should
separate before reaching the city of York, the central point between London and
Edinburgh.
I have only to add in a few words the direction as stated in my report of 1835, on the
branch to Norwich. It was to leave the main Line one and a half mile south of Cambridge,
crossing
ZZ/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
161
crossing the Cambridge and Newmarket roads near Bottisham, then north ot Newmarket
racecourse, south of Ereckingham, Mildenhall, Elvedon, Thetford (near the ruins), crossing
the road south of Attleborough, south of Besthorpe and Wymondham, crossing to the
north side of the turnpike road six miles from Norwich, and over the Yare, between Earl-
ham Park and Cringleford Mill, where the branch Line to Yarmouth would commence.
The Line to Yarmouth was surveyed; but I think it unnecessary to trouble you with
the detail of it.
I am, &c.
To Sir Frederic Smith, r. e., &.c. &c., and (signed) Jan. Walker.
Peter Barlow, Esq. f. R. s.
Mr. Walker's
Second Report on
the Lines from
London to York.
TABLE of Gradients and Earthwork on the Barkway Line, from the point of divergence on
the Northern and Eastern Railway to the Station at Cambridge, as submitted by Mr. Walker,
March 1841.
Gradients.
Total
Distance.
Length
of
Gradient.
Inclination.
Earthwork.
Length.
Height or Depth.
Extreme. Mean.
Remarks.
Miles. Chains. Miles. Chains.
10 45
26 45
31 65
41 25
Yards.
By the Northern and Eastern Railway, from London.
10
5 20
9 40
40
140 55
187 47
5 47
1 in 330 -
1 in 396
1 in 185 -
1 in 1,282
filling
cutting -
filling
ditto
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
filling
cutting -
filling
ditto
ditto
ditto
ditto
cutting -
ditto
tunnel -
cutting -
filling-
ditto
ditto
cutting -
filling
ditto
ditto
cutting -
ditto
- 3,190
- 1,320
- 660
- 660
- 2,800
- 440
- 440
- 880
- 440
550
- 1,320
- 484
- 060
- 660
- 2,640
- 880
- 1,100
- 2,640
- 660
- 1,540
- 2,200
- 1,320
- 4,840
- 1,540
- '880
- 600
- 660
- 1,320
- 484
- 1,100
- 1,320
Feet.
22
70
45
20
60
18
20
35
28
40
40
25
25
40
30
22
24
23
50
80
80
30
10
12
15
18
12
14
8
18
from Cambridge to York, as per Bishop Stortford Line.
Total London to York, via Barkway, Cambridge and Lincoln.
Feet.
16
40
30
16
40
12
14
25
20
37
26
20
16
30
20
18
16
20
30
60
35
24
8
10
15
9
12
6
16
in chalk,
ditto,
ditto.
Cambridge.
From Cambridge, Mr. Walker continues by his old Line to Lincoln and York.
132.—II.
B B
J3arkvray
2*22
Mr. Gibbs's
Report on the
proposed Barkway
Line from London
to York, by Cam¬
bridge and Lincoln.
Gentlemen,
I have now the honour of laying before you the details connected with my plan for
forming a Railway from London to York by Cambridge and Lincoln,—the first division of
the great chain of Railway communication between London and Edinburgh.
In the years 1834 and 1835, I was engaged to survey a Line in this direction, and the
capital for carrying it out was at that time subscribed, and a Bill for its formation was
introduced into the House of Commons; but the further progress of the undertaking was
stayed without any inquiry into its merits on the second reading of the Bill, which, owing
to an unexpected opposition, was lost by a small majority.
In the same session as that in which the Bill before alluded to was thrown out, an Act
was passed for constructing the Northern and Eastern Railway, extending from London to
Cambridge, but which has as yet been executed only as far as Broxbourne, and is now
limited in its Parliamentary powers to Bishop Stortford, principally in consequence, as I
have understood, of the great difficulty of getting through the parks of Lord Braybrooke,
at Audley End, near Saffron Walden, which extend to the summit of the sides of the deep
valley in which the property is situated.
It will thus be seen, that although the greatest portion of that wide stretch of level coun¬
try from London to York, comprising a great proportion of the eastern side of the island,
is still left without a Railway communication, yet some progress has been made by the
Northern and Eastern Railway Company for the first 19 miles out of London, and at
least 10 of which are available for the great trunk to the North of England. Under these
circumstances, my survey has been modified and adapted to the present position of things,
so that a junction may be effected with the Northern and Eastern Railway at
Broxbourne.
Beyond Broxbourne, the difficulty previously alluded to of getting up the Saffron Walden
valley necessarity throws us back upon the direct and shortest Line to Cambridge by
Barkway; which Line had previously been investigated by Mr. Walker, in 1835, when he
examined the country for the Line of the Northern and Eastern Railway. But Mr. Walker
then preferred the Line by Saffron Walden, on account of the heavy works that would
have been required on the Barkway Line to obtain a prevailing gradient of 16 feet in a
mile, which he considered indispensable. Now, by adopting, instead of this gradient, an
inclined plane of 1 in too, four miles in length, we can gain the necessary summit of the
chalk range by the Barkway Line, without requiring any works greater than those ordinarily
occurring in other Railways which penetrate chalk ranges; with this advantage that the
Line will be shortened 5! miles, and no disadvantage or inconvenience will arise from
the adoption of the inclined plane; which I propose to construct with three iines of
rails, one of which is to be appropriated exclusively for the towing engines.
Considering, however, that the bend which that Railway makes at Tottenham to the
eastward to join the Eastern Counties Railway will lengthen the journey considerably of
passengers to the central and western parts of the metropolis, and that the terminus of the
Eastern Counties Railway at Shoreditch will be particularly inconvenient for the concen¬
tration of so many Lines, I have surveyed a Branch Line from the Northern and Eastern
Railway at Tottenham, to Middleton Gardens, Pentonville, which will accommodate the
passengers to the central and western parts of London, whilst the passengers eastward will
still have the convenience of proceeding by the Eastern Counties Railway to Shoreditch.
Further, as it may be deemed advisable that the Great Northern Railway should be an
entire and integral Line, independent of the Northern and Eastern Radway, I have also
shown a Line direct from Broxbourne to Middleton Gardens, in continuation of the main
Li ne. The central situation of this locality (Middleton Gardens) renders it peculiarly
eligible as the terminus of a great and important Line of Railway. By an inspection of the
map of London, it will be perceived that it is equidistant from Hyde Park Corner on the
west, and Mile End Road turnpike on the east, and is exactly central to Westminster
Bridge, as also Waterloo, Blackfriars and Soutbwark Bridges; whilst by the New Road,
City Road, and Old-street Road, it would communicate with the Great Western, London
and Birmingham, and Eastern Counties Railways; and, should the extension of the Line
to the River Thames take place, the steam-boats would further extend the communication
to the South Western, Brighton, Dover, Croydon, and Greenwich Railways ; thus bringing
the whole of the great; Lines of Railway within distances easily accessible from the main
Line.
I will now proceed to describe the Line and its direction, and in order to render the sub¬
ject more simple, I shall separate it into divisions, as follows :—
1st. From London to Cambridge.
2d. From Cambridge to Lincoln.
3d. From Lincoln to York.
4th. The junction with the Y'ork and North Midland to the Great North
of England Railway beyond York.
General
162 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Barkway Line from London to York.
Report to the Honourable the Commissioners appointed by the Lords or the Treasury,
in pursuance of the Addresses of the House of Commons of the 14th and 20th August
1839, referring to that portion of their inquiry, embracing the relative merits of the two
Lines of Railway from London to York by Derby and Rotnerham, and by Cambridge
and Lincoln.
zzz
BETWEEN LONDON, EDINBURGH, GLASGOW, See. 163
General Description.
Division I.—Comprising that portion of the Line between London and Cambridge— Mr. Gibbs's
first, by a Junction with the Northern and Eastern Railway as far as Broxbourne ; Report on the
and secondly, by an integral Line. proposed Barkway
Line from London
First, by the Northern and Eastern Railway.—The proposed Railway will have the to York, by Cam-
great convenience of two termini or stations at London, one for the east by the Eastern bridge and Lincoln.
Counties Railway at Shoreditch, and the other will be at Middieton Gardens, situated 011
the south side of the Pentonville New Road from Paddington to the City, and about a
quarter of a mile west of the Angel Inn, Islington, and the same distance east of King's
Cross; at this point thefirst division of the Railway by the Northern and Eastern Line will
commence, by a tunnel extending 660 yards in a north-east direction, under White Lion-
street, Chapel-street and the Liverpool Road, to some ground now used as a cattle yard, &c.
where there will be open cutting for 100 yards; thence by another tunnel extending 518
yards under Theberton-street, Upper-street, Islington, and Cross-sSreet; these tunnels
are intended to t un under the property where it is very valuable and covered with houses,
but they will have sufficient intermediate openings to gain the light.. The Line will then
proceed by open cutting, and will pass under the New North Road near Canonbury
House, the New River and Ball's Pond Road, the Kingsland Road, near Stoke Newington
(the latter by arching, 308 yards in length), and the Upper Ciapton Road; then curving
nearly north will be carried, by embanking, over the Lea River and Marshes near Morris's
Ferry, and join the Northern and Eastern Railway near the copper mills east of Stamford
Hill. The length of this junction Line will be 4 miles 20 chains. After passing over
io miles 60 chains of the above Railway, the main Line will commence near Wormley, and
proceed in cutting under the New River west of Broxbourne Church and the turnpike road
from London to Cambridge between Broxbourne and Hoddesdon, and after crossing the
road from London to Cambridge near the 18th milestone, will proceed by St. Margaret's
over the New and Lea Rivers and valley of the latter on a high embankment about half a
mile north of Stanstead Abbots. It will then enter a short but deep chalk cutting skirting
the eastern side of Easeny Park Wood, will be again embanked over the Ash River and
valley, about a mile and a half east of Ware, and proceed thence to Newhal! Farm, where
it will again enter a deep cutting, passing near Timberhall Farm, Humdridge Bury, and
into the valley of the River Rib, through which, by a slight alternate cutting and embanking,
it will proceed near to and through Standon, Puckridge, Braughling, Little and Great
Hormead, Buntingford and Anstey to Barkway. There the chalk range and summit of the
country will be pierced by a double tunnel three-quarters of a mile in length, and here
also will be an inclined plane having three lines of rails; the reason for which, together
with the double tunnel, is as follows: it being proposed to have an assistant engine here,
the two outer lines will be, one for the ascending train, the other for the descending train,
and the centre line will be for the assistant engine to ascend and descend upon, so as to
leave the two outer or main lines always open. It is proposed to use the assistant-
engine as follows: when the train arrives, a rope from the assistant-engine will be attached
to it, by which means the train will be towed to the top of the inclined plane; the rope
will then be detached, and the assistant-engine will return to be in readiness to assist the
next train. The ascending train and the assistant-engine will pass through one tunnel (hav¬
ing two lines of rails), and the descending train will pass through the other tunnel (having
one line of rails); thus all chance of collision will be avoided. The inclined plane will be at
an inclination of 1 in 100, and four miles in length ; after this the Railway will be con¬
tinued with very slight cutting and embanking by Noon or Knows Folly, about two miles
east of Royston, where it will enter the county of Cambridge, skirting the north-western
boundary of Essex, and passing through or near Melbourne and Toulmire on the west,
Thrvlow on the east, Newton on the west, between Little and Great Shelford and llarston,
and east of Trumpington, will arrive at the River Cam at the southern extremity of Cam¬
bridge, near to which the Cambridge Station will be constructed, and where the first divi¬
sion of the Railway will terminate. The entire length, including the portion of the North¬
ern and Eastern Railway used, will be 48 miles 53 chains from the London terminus at
Middieton Gardens, Pentonville.
Secondly, by an integral Line, by which we reach the Pentonville terminus without
using any portion of the Northern and Eastern Railway.—This is attained by continuing
a Line from a point on the Line previously described, near Hoddesden, in a generally
southerly direction, with easy curves near to and west of Wormley and Cheshunt, through
Enfield and east of Winchmore Hill and Southgate to Palmer's Green. This portion will
be alternate cutting and embanking, crossing several times in its progress the New River
and various parish and other roads. From Palmer's Green the Line skirts the eastern
extremity of the Highgate and Hampstead range in cutting, and a tunnel 336 yards in
length, and thence proceeds across the fields, leaving Tollington Park and Stroud Green on
the west, and Hornsey Wood house and Highbury Vale on the east, to the turnpike road
from Islington to Highgate near Holioway, passing under the latter road ; and thence by
easy and alternate curves proceeds through the open ground to York-place, where a tunnel-
57-2 yards in length carries the Line underneath William-street and Park-lane to the waste
ground lying between the Caledonian Asylum and White Conduit House, which it
intersects in a slight open cutting. From this point a tunnel 495 yards in length conveys
the like under the Pentonville-road and the houses and streets northwards of it, to the
terminus before described in Middieton Gardens. The distance from this station to
Cambridge, by the route here described, is 48 miles ,3 chains, making a difference in the
132.—II. b e 2 entire
ZZ4
164 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Gibbs's entire distance of 4.8 chains in favour of the integral Line, but entails an expense of
Report on the constructing to miles 12 chains additional road.
proposed Barkway ] have not thought it necessary to give an estimate or to enter into any further details
to'y ^0n^0n t'1'S k'ne' conceiving that it will be deemed expedient to make that portion of the
bridge a'nd^I ^atTi" Northern and Eastern Line from Tottenham to Broxbourne avoidable, but the sections
an Lincoln. which you have will show that it presents no engineering difficulties, and may be con¬
structed at a fair average price.
In the Division No. I. there will be several intermediate stations; namely, at Ware,
Puckeridge, Royston, and at Shelford, and others between Ware and London, provided
the Junction with the Northern and Eastern Railway be not adopted.
Division II.—From Cambridge to Lincoln.
This division of the proposed Line will commence at the Cambridge station by a
viaduct extending 1,474 yards, and running nearly parallel to and about a quarter of a
mile west of the river Cam and town of Cambridge. This viaduct, the average height of
which is 21 feet, has been adopted here as preferable under all circumstances to an
embankment, because it is less objectionable as seen from the town, and will require a less
width of very valuable land to be purchased. From this viaduct the Line will proceed by
a slight embanking and cutting over the turnpike road from Cambridge to St. Neots, and
under the turnpike road from Cambridge to Huntingdon, about half a mile from the north¬
western extremity of Cambridge; then continuing in a straight direction nearly north, will
pass near to and east of Akington, Stanton, St. Michael, and All Saints, Long Stanton ;
and over and west of Impington, Ileston, Rampton and Willingham, to the Hundredfoot-
bank and the River Ouse, over which it will be carried by arching 220 yards in length and
averaging 15 feet in height ; and enter the county of Huntingdon, crossing the turnpike
road from St. Ives to Ely, near to and between Bluntisham-cum-Earith, east of Coltie, and
over the turnpike road from Huntingdon to Chatteris, east of Soinersham ; it will then enter
the Fens, cross the Forty-foot drain near Puttock's Bridge, where it will enter the Isle of Ely,
and skirting the north-eastern boundary of Huntingdonshire, pass east of Berwick over the
River Nene, Whittlesea-dyke near Angle Bridge, between Eastree and Coates, about two
miles east of Whittlesea ; and cross Whittlesea Wash by arching 902 yards in length and
averaging 13 feet in height; from thence continuing the same straight direction, and
crossing the turnpike-road from Peterborough to Wisbeach, east of Thorney, will leave the
Isle of Ely and enter the county of Lincoln near the north-eastern angle of the county of
Northampton ; then passing near to and east of Crowland, over the Wash and River
Welland, on arching 704 yards in length and averaging eight feet in height; crossing the
turnpike road from Market Deeping to Spalding, will pass three miles west of Spalding,
cross the River Gien and Drove-road from Bourne to Spalding, near the Doveburn turnpike,
and over the South Forty-feet, to Bridge-end, where it will cross the turnpike road from
Donnington to Grantham ; and thence by an easy and alternate curve, skirting tiie high
ground and lens near to and east of Swaton, Helpringham, Little and Great Hall Ileck-
ington, where the turnpike road from Sleaford to Swineshead will be crossed, Howell,
Ewerby, over the Sleaford canal near Appletree-ness, on arching 110 yards in length,
and averaging 14 feet in height. The Line then proceeds by Anwick, Ruskington,
Dorington, Digby, Roulstone, Kirkby Green, Walcott, Scopwick, Blankney, Methering-
ham, Danston, Norton, Potter, Anworth, and north of Heigh'vngton, passing under a
portion of the village of Washingborough by a tunnel 594 yards in length; from thence
north of Canwick to Lincoln, where it will cross the Sincie Dyke, the High-street, the
Junction of the River Witbam and Brayford Meer, and the turnpike road from Lincoln to
Gainsborough, on a viaduct of arching 880 yards in length and averaging 20 feet in height,
which carries the Line over the populous part of Lincoln; an embankment then brings it
near to and 011 a level with the race-course, where the Lincoln station will be situated, 011
the western side of Lincoln, and where the second division will terminate 79 miles 59
chains from the station at Cambridge, and 128 miles 32 chains from the London terminus
at Pentonville, supposing the Junction with the Northern and Eastern Railway to be
adopted.
Intermediate stations will be required in this division at Long Stanton, Earith, Ramsay,
Whittlesea, Crowland, Spalding, Swaton, Heckington, and Anwick. It will also be needful
to erect spacious warehouses at Lincoln connected with the Railway.
Note.—In the plans of the proposed Great Northern Railway, as laid before Parliament in 1836,
the Line is shown as passing on the eastern side of Cambridge ; but in the present survey it passes
on the western side of that eity ; and for several miles south from Lincoln the original Line was
more direct than that now proposed. These deviations have been made to avoid the anticipated
opposition of land-owners whose property would have been intersected by the former Line ; but in
consequence of these changes of direction, the Line as now laid down will, in the localities indicated,
pass over nearly the same ground as that chosen by Mr. Walker for the corresponding portions of
his Line from London to York.
J. Gibbs, Engineer.
Division III.—From Lincoln to York.
This division of the Line will commence at Lincoln, and be continued with slight cutting
and embanking in a straight north-westerly direction, through the upper part of the race¬
course (but which will not be injured) by and through Broxholme, Sturton, Stowe, Sandy-
bush, and Lea, crossing the River Trent at the southern extremity of the town cf Gains¬
borough, on a viaduct of arching 1,542 yards in length, and averaging 26 feet in height.
The Line here enters the county of Nottingham, passing east of Beckingham, and
Wallingham,
BETWEEN LONDON, EDINBURGH, GLASGOW, 8tc. 165
Wallingham, over the Chesterfield canal between West Stockwith and Misterton, the Mr. Gibbs's
Mother-drain and Bycar Dyke, near Haxey Gate, and at the Tindale Bank will enter the Report or the
Isle of Axholme, in the county of Lincoln, passing near and west of Newbig and Haxey, proposed Barkway
will cross the Idle-drain and new Torn River, east of Wroot, and enter the county of Line from London
York; proceeding east of Hatfield and west of Thome, will cross the Doncaster, Bawtry, t° York, by Cam-
and Thorne turnpike roads near the latter town, the Stainforth and Keadby Canal, the rldge and Lincoln
River Don, east of Fishlake, the River W ent, and Knottingley and Goole Canals, east of
Pollington ; the turnpike road from Pontefract to Snaith, and the River Aire near to and
east of Snaith; thence through Hirst Courtney, west of Temple Hirst, through Burn, and
Braytcn, over the Selby Canal, crossing on a level and communicating with the Leeds and
Selby Railway, about a mile west of Selby ; then under the turnpike road from Selby to
Leeds, passing west by Wiston and Cawood over the River YVharfe, near its junction
with the River Ouse by Acaster, Selby, east of Appleton, Roebuck, and Copmanthorpe,
west of Acaster Malbis and Bishopthorpe, and crossing the turnpike road from Tadcaster
to York, will join the York and North Midland Railway, over 2 miles 65 chains of which
it will be continued to the station at York, where the third division will terminate.
Intermediate stations will be required in this division at Sturton, Gainsborough, Haxey,
Thorne, Snaith, Selby, and Cawood. This portion will be inclusive of 2 miles 65 chains
used of the York and North Midland Railway, 56 miles 61 chains; making the entire
distance to York from the station at Cambridge 136 miles 40 chains, and from the London
terminus at Pentonville, adopting the Junction with the Northern and Eastern Railway,
185 miles 13 chains.
It may hereafter become expedient that a deviation to some extent should he made, so
as to join the York and North Midland Railway nearer its southern extremity. This
deviation would probably commence from the main Line near Misterton, on the west of
the River Trent, and continue west of Hatfield-inoor, crossing the River Don between
Staniforth and South Bramwith, and the River Aire near Beaghall, to join the York and
North Midland Railway, just before the latter crosses the Leeds and Selby Railway, near
South Milford. The length of this branch would then be 31 miles 20 chains, making a
difference between this and the Line previously described of seven miles, the distance from
Lincoln to York being by the first described 56 miles 6t chains, and by the deviation Line
63 miles 61 chains.
Division IV.
This division will be an extension of the proposed Line commencing near Copmanthorpe,
at the road from Copmanthorpe to Acaster Malbis, and continuing in a northerly direction
with slight cutting and embanking under the turnpike road from Tadcaster to York, and
under the York and North Midland Railway, near the Junction of the proposed Line with
the same, thence passing east of Askam, Bryan, and Quaker's Wood, west of Dring-houses
and Hob Moor, east of and near Ascomb, and join the Great North of England Railway
near to and south of Nether Poppleton, before crossing the River Ouse. The drainage of
Hob Moor will be effected by carrying its waters into the Ouse in a southern direction.
The length of this extension will be 5 miles 27 chains.
The cost will be £. 93,739.
Description of important Branches which would probably be made immediately 011 the
completion of the main Line.
1st. Description of the Branch to Norwich.
Amongst the collateral advantages may be numbered the facility which the Line will
afford of a branch to Norwich, and although not falling immediately within the province
of the present inquiry, yet this fact is of some importance in considering the advantages of
the main Line north and south. Were this branch adopted, a facility of communication
would be opened north and south and east and west, and the eastern communication be¬
comes a consideration next in importance to the main Line.
The Eastern Counties Railway Act for constructing a Railway from London to Nor¬
wich and Yarmouth was passed 111 the Session of 1836, but the parliamentary powers to
take laud beyond Colchester having expired, it may be assumed that Norwich will not be
reached in that direction. Now as facility of communication either north or south, as well as
economy in the construction, is of the greatest importance in this Norwich branch, I have
thought it better under every circumstance to adopt such a Line for the purpose as shall
combine all these requisite advantages. Witli this view I have prepared the data, to show
in what direction, in my opinion, such branch ought to be traced out; and as the country
passed over is of two characters, the proposed Line has been laid out with two systems of
gradients, one portion being nearly horizontal, the other having gradients of 20 feet per
mile. No inconvenience will, however, be felt from this variation of gradients, because in
this case it wiil be necessary to change the engine at the points where the gradients change
their character ; and therefore the engines will be constructed of power commensurate witli
the system of gradients over which they will have respectively to travel.
The Line for the branch to Norwich, therefore, which I have selected commences by a
Junction with the main Line near to and north-east of Long Stanton, and will continue
with a very slight embanking in a north-easterly direction between Rampton and Willing-
ham, north of Cottenham, and over the old West Water near Twenty-pence Ferry ; from
thence slightly curving near to and east of Stretham, a short viaduct crosses the Ouse
River, and passes near Stuntney, about a mile and a quarter south-east of Ely ; thence by
132.—II. b b 3 Quanney-hill,
166 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. (Lbbs's Quanney-hill, and over the River Lark, near the northern boundary of the county of Suf-
Report on the folk; proceeding over the Little Ouse or Brandon River, it passes south of Stockwold,
proposed Barkway north of and near Brandon, about two miles from Thetford, where a station will have to
t 'y 1°^ ^,onc'on be formed ; then by alternate cutting and embanking over Croxlon and Rondham Heaths,
0 or , by Cam- between Illington and Larling, east of Shropham, crossing the turnpike road from London
rt ge an nicoln. (Q near to and south of Attleborough, near Ashwell Thorpe, about two miles
south-east of Wvmondbam, near Ketteringham (where will be an inclined plane of 1 in
100 and 2 miles 50 chains in length), over the River Yare between Cringleford and Kes¬
wick, through a tunnel 770 yards in length, and over the turnpike road near Trouse Mill
Gate, at the south-eastern extremity of the city of Norwich, where a station will also be
constructed ; continuing thence in an easterly direction over the River Yare, near Witting-
ham, north of Postwick and Brundall, between Bradestone and Blofield, Linwood and Bur-
lingham, St. Andrew and St. Peter, south of Acle, and proceeding parallel with the new road
will pass over a portion of the Breydon Flats, and terminate in a station near the bridge north¬
west of Yarmouth. The distance from London to the point of junction on the main Line
near Long Stanton will be 56 miles 40 chains, and from thence to Norwich 59 miles ; making
the total distance from London to Norwich 114 miles 72 chains, and from London to Yar-
month 132 miles 72 chains.
Assuming that the main Line is decided upon for construction, the branch which I now
propose is taken for the most part over a country so flat that it will be brought to within
31 miles from Norwich without either large cutting or embanking, and the rest of the Line
has no cutting or embanking exceeding 40 feet in height or depth.
2d. Description of the Branch to the Sheffield and Manchester Railway, so as to
effect a communication between the Eastern Counties and London and Manchester.
This branch will commence from the main Line near Misterton, and curving westerly
will cross the turnpike road from Bawtry to Thome, about one mile west of Blaxton, north
of Canlley, to within half a mile south of Doncaster, will then enter the valley of the River
Don, through which it will continue about four miles, and leaving it near Keadby will enter
the valley of the River Dearne, in which it will continue to within three miles of Barnsley,
and up the valley leading to Elsiker Iron Works (where extensive collieries and iron mills
are situated) ; then passing through Sim-hill will join the Sheffield and Manchester Railway,
over which it will be continued to Manchester. The length of this Line will be about 40
miles from Gainsborough to Penistone, and from thence to Manchester, about 26 miles,
making in the total distance from London to Manchester 208 miles 32 chains, or 1 mile
78 chains shorter than the present route. The honourable Commissioners will please to
observe that I have made no estimate of expenses for the two branches last described, nor
has any credit been taken for the traffic which would doubtless arise to the main Line
therefrom.
General Description of Earthwork and Strata.
Division I.—By a Junction with the Northern and Eastern Railway.
The strata through which the Line will pass from Middleton Gardens to the River Lea
are the London and plasiic clays, the latter of which commences at the intersection of the
Line and the New River, and continues almost uninterruptedly to the Lea River; there¬
fore, although the Line would be carried through a cutting between those points, the ma¬
terials would be readily applied to making bricks, a great trade in which article is now
carried on in the localities to be passed through, the earth being of great value for this
purpose.
The portion of the Line between the Lea River and the Northern and Eastern Railway
is carried over the Lea Marshes, which although formed by a deposit of alluvial matter, yet
present a firm and good basis for the embankment, which it is proposed to carry over
them.
The earthworks to be constructed beyond the Northern and Eastern Railway commence
at the 143 miles 011 that Railway, and will pass through the London and plastic clays and
sand strata, until they arrive at the 19th 01 20th mile on the proposed Line, beyond which
point the chalk emerges from beneath, and continues throughout the remainder of the divi¬
sion to Cambridge.
The principal earthworks to be executed in the London clays, &c., are two cuttings of
moderate depth, one extending from Middleton Gardens to the River Lea, and the other
from the 15th to the a8111 mile, and an embankment about half a mile in length, and 45
feet in height at the highest part, the upper part of which embankment will be formed of
chalk, to be taken from the excavation immediately to the north of it. From this end of
the embankment the chalk is gradually elevated, and forms the general surface of the
country as far as the River Cam, near Cambridge, where this division terminates.
The tunnels, however, will demand considerable care and attention, as in general the
backs or heights between the roofs of the tunnels and the surface of the ground are not
very great, but in skilful hands no fear of their execution need be entertained. The em¬
bankments will be based on firm ground, and may be made to stand well by a judicious
application of the materials of which they will be composed.
The chalk strata through which the Line will pass are somewhat loose and shaken near
the surface, but at the depth of 15 or 20 feet they are for the most part sound, and will
stand well at small slopes, or when benched and faced ; but to guard against contingencies
from
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
from the table of cuttings, the slopes in these strata are calculated with an inclination amply Mi'. Gibbs's
sufficient for all that may be required. Report on the
The tunnel which occurs on the Line at the 34th mile will be through dry chalk of fine proposed Barkway
quality, belonging to the upper chalk formation, which will require but a moderate lining Line front London
of brick to support the interior. to York, by Cam-
Through the whole of this division the necessary ballast for the permanent way may be bridge and Lincoln,
obtained with great facility from large diluvial deposits of flint gravel, which occur in
various localities along the Line at comparatively short distances from each other, and are
found resting 011 the tertiary formation of the London Basin, as well as in the valleys and
on the crests of bills of the chalk strata from the debris of which they were derived.
Division li.
On this division the earthwork will be of a peculiar character, as after the 521! mile
(between which and the 50th mile there are only some slight cuttings in Gault clay) die
Line extends over the Fens of Cambridge, Huntingdon and Lincoln, to the 123d mile,
where it enters the Oak Tree clay, and continues therein to the 125th miie, about which
point the volitic series of strata crop out, and at the 128th mile are followed by the lias
formation.
There are no cuttings of any great magnitude in these strata within this division, the
principal works being confined to the crossing of the Fens on an embankment of small
height, but nearly 70 miles in length, the whole of the materials being taken from tiie
sides.
It may, perhaps, be objected, that the difficulties which will oppose themselves to the
construction of a Line of Railway across the Fens will be of such a character as to add
vastly to the general cost of the Line ; but such is not the case, as may be gathered from
the following explanations. The strata composing the Fen districts may be generally
considered as consisting of Gait clay, Lower Green sand, and Oak Tree clays, but, slightly
inclined to the horizon, the upper edges or outcrops of these strata have been dammed
and levelled by the action of the waters of the German Ocean, which there is good reason
to suppose formerly flowed over these districts, and which have gradually deposited in
various localities a thick stratum of fine flint gravel, on which now rests an accumulation
of alluvial and vegetable matter, forming the general existing surface of the Fens. By a
series of borings which have been made across the Fens on the Line of the proposed Rail¬
way, and the details of a portion of which borings have been laid before the honourable
Commissioners, it is proved that on an average of 14 trials made in the most favourable
localities, the depth of alluvial matter resting on a firm base of gravel, clay or sand, does
not exceed nine feet six inches. The embankments across these districts would be
formed by cutting two large drains parallel with the Line, which will serve to carry off
the waters, and the materials obtained from which would be applied to elevate the road to
the necessary height above the general surface of the country. The ballast required for
the laying of the permanent way, and for making good the subsidences caused by conso¬
lidation of the earthwork on various parts of the Line, may be readily obtained and in
great abundance throughout these districts, either by excavating it from various small
elevations of the stratum of gravel which occur in the-vicinity of the Line, or in some
cases by dredging beside it, so that the ballast required will have but a comparative short
lead, an advantage possessed by few localities over which Railways are generally
constructed.
As an illustration of the facility with which an embankment may be carried over a
Fen district, may be instanced the Haarlem and Amsterdam Railway, in the kingdom of
Holland, which is constructed throughout (10 miles) on an embankment above six feet
in height, resting on a stratum from 18 to 20 feet thick of light peat; the total cost of
which Line did not exceed i2,oooZ. per mile, and although there is but one Line of
rails laid down, the ground was prepared for two, with the price of labour nearly or quite
as high as in England.
It may be here remarked, that the greater portion of the drains and watercourses will be
crossed by the Line carried on a framing of timber resting on cast-iron piles driven into
the hard strata of gravel, clay or sand which exist below the alluvial soil; by this means the
cosL of construction will be much less than would be the case were culverts or bridges in
masonry or brickwork employed.
Division III.
This division of the Line commences by a cutting in the lias formation, which extends
to the 135th mile, where the new red sandstone appears at the surface, and continuing
throughout the remainder of the Line to the city of Y ork. The earthwork in the lias
strata is very light, and consists merely of a moderately deep cutting at the 126th mile,
and a large embankment at the 127th mile ; at the 140th mile there is also a cutting of no
great extent in the new red sandstone ; alter which the Line continues over the same for¬
mation, interspersed by alluvial sand and gravelly soils, on an almost uninterrupted low
embankment, to the junction with the York and North Midland Railway.
From the peculiar character of the strata on this division, materials for ballasting the
permanent way may be obtained in great abundance, and are scattered along the Line in
such a manner as to afford great facilities for distribution 011 the work. The soil in many
places along the Line consists of sand and gravel, so that embankments constructed of
these materials would not require any other ballast.
132.—II. B B 4 The
22 J
Mr. Gibbs's
Report on the
proposed Barkway
Line from London
to York, by Cam¬
bridge and Lincoln
168 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
The following is a summarv of the amount of earthwork in each of the before-mentioned
strata.
Name of Rock.
Cubic Yards.
Slopes.
London and plastic clays
1,646,300
l| to 1 (to) 2 to 1.
Gault - - - „
414,510
2 to 1.
Oak Tree - -
589,620
2 to 1.
Lias (clay and sand) -
231,763
2 to 1.
„ side excavation -
41,292
2 to 1.
Chalk ------
3.824,345
1 to 1.
„ side excavation -
473,217
Oolite ------
45i,783
1 \ to 1 (to) 2 to 1.
New red sandstone -
—
Soft sandstone, sand and mud
443,721
1 \ to 1 (to) 2 to 1.
Alluvium (with gravel) - - -
125,160
1 J to 1 (to) 2 to 1.
,, side excavation -
2,908,813
Total amount of cubic yards
11,150,522
Division IV.
The whole of the Line in this division passes over the new red sandstone formation.
The earthwork will be light, and consist only of three small cuttings and three low embank¬
ments, none of which present any difficulties in execution.
Averages of Earthwork.
By an inspection of the abstract of earthwork, Appendix (B.) it will be observed, that
the total amount of earthwork from London to York by the Northern and Eastern Railway
and proposed Line is 11,150,522 cubic yards, which upon the total length of the Line,
viz. 185 miles 13 chains, gives an average amount of earthwork of 60,273 yards per mile;
how low this amount is may be judged from the Parliamentary estimates of average earth¬
works per mile, as exhibited in the following statements :—
Cubic yard per mile.
Liverpool and Manchester Railway
London and Birmingham -
Grand Junction -
London and Southampton -
North Union -
London and Brighton
100,000
120,000
70,000
200,000
140,000
214,000
155,000
London and Croydon, as executed
It may also be seen from the detailed estimates in the Appendix, that the slopes of all
the cuttings and embankments, considering the nature of the strata passed through,
have been allowed for amply, and on data founded on works actually constructed in similar
soils.
Extension of the Line to the Thames.
The portion of the Line called the extension is not considered as an integral part of the
Line, but as an adjunct, which it would be desirable to construct, in order to give
increased facilities of communication between the terminus at Middleton-gardens and^the
river and city district. The extension would commence at the Middleton-gardens, and
would pass in a tunnel 1,254 yards long, having four lines of rails under John-street,
Pentonville, to Baynes-row, as shown on the section, from thence an interval of 308
yards of open cutting would carry the Line to the entrance of another tunnel 1,000 yards
in length, passing under Back-hill to Whitefriars Dock, on the banks of the Thames* near
Blackfriars-bridge.
The total length of the extension w ould be one mile and a quarter. Ready access would
be obtained from Farringdon-street by an opening of about 200 yards in "length, which
may be communicated with the proposed extension; and those passengers who are
desirous ot going to Chelsea, Vauxhail, Westminster, Lambeth, London-bridge and the
other bridges, the South Western, Brighton, Dover and Croydon Railways, would be
enabled to do so from the Whitefriars Dock, by means of the steamers which are con¬
tinually plying 011 the river between those places.
The motive lor employing four lines of rails on the extension would be to afford
accommodation to the vast local traffic that would pass over them from Islington, Pen¬
tonville, Paddington, and the extensive and populous districts in the vicinity of "Middleton-
gardens terminus, as well as the general traffic ot the main Line.
With
ZZf.
BETWEEN LONDON, EDINBURGH, GLASGOW, Sec.
169
With regard to the difficulties that may arise in the execution of the tunnels, it is pro¬
posed to overcome them in the following manner:—The tunnels are proposed to be
divided into four divisions, each 18 feet high and 12 feet wide; these tunnels would have
nearly fiat roofs formed of girders of cast-iron resting on the brick walls, and having
cast-iron plates or brick segments between them, forming the soffit to prevent or provide
against accident arising from the falling in of the ground above the tunnel. It is pro¬
posed to advance one division of the tunnel (see diagram) to the distance of 50 yards
before commencing the next division until the second division had advanced 50 yards,
and the first division 100 yards; then the third division would be begun, and in likemanner
the fourth when the third was sufficiently advanced, so that in no case would more than
32 feet of ground be opened at once, by which means the tunnel could be driven under
the houses, which would be underpinned to the crown of the tunnel, so that scarcely a
building would be disturbed.
A description of the works in this extension will be found in Appendix (A.); Nos. on the
section 1, 2 and 3 : see Note in the Appendix.
Diagram explanatory of the proposed mode of executing the tunnels on the extension.
<
50 yards
=- | Division 4
c 50 yards
> |
v 3
< 50 yards > |
„ 2
< 50 yards
>, 1
Works and land, including every contingency connected)
with compensation to landowners -J
Stock for working the Line - -
Consolidating and keeping the road in repair for two years.
Add for unforeseen contingencies on land and compensa¬
tion for damages - -
Contingencies, to percent. -
-}
£.
3,565,081
371,900
86,000
124,300
414,728
£.4,562,009
Mr.Gibbs's Report
on the proposed
Barkway Line from
London to York, by
Cambridge and
Lincoln.
Having now described the Line, one very material advantage will present itself, namely,
that while it does not run parallel to, and therefore cannot interfere with, any existing
means of communication, it intersects or connects itself with several canals, navigable
rivers and railways, thus affording facilities to several commercial veins of the kingdom
which they did not previously possess ; for instance, the Cam, the Ouse, the Bedford rivers,
the Nene, the Trent, the Chesterfield Canal, the Don, the Knottingley and Goole Canals,
the Leeds and Selby Railway, and the River Ouse at York, are all intersected or approached
by the proposed Line; and it is a fact deserving notice, that the country through which
this Line passes has no canal communication whatever direct with London, the turnpike
road being the only means of transit. I know not what other elements can be requisite
to determine which will be the best highway for the public to Scotland and the north of
England ; but I would just refer to the fact, that by reason of the lightness of the works,
the Line would be made, comparatively speaking, in a very short space of time and at
a small cost; that it would confer great local benefits on a large district of country as yet
wholly without the advantage of a Railway communication, and afford great facility for
lateral communications between the agricultural counties of Lincolnshire, Suffolk and
Norfolk, and the manufacturing districts of Lancashire and Yorkshire.
The cost of constructing theRaihvay now proposed by a junction with the Northern
and Eastern Railway at Broxbourne, and forming an extension from the Northern and
Eastern Railway at Tottenham to the terminus at Middleton-gardens, Pentonville, will
require a capital as follows:—
The details of the above estimate, together with the tables of traffic, gradients, See. are
appended to this Report in conformity to the form of instructions which you have sent
me; the estimates have been prepared with great care, according to the cost of works which
have been already executed, and in which all contingencies are included.
List of Appendixes.
Appendix (A.) Tables of Gradients - - - -
„ (B.) Description of Earthwork
,, (C.) Quantities of Land required
„ (D.) Description and Cost of Masonry, &c.
„ (E.) List and Cost of Stations
„ (F.) Details and Cost of the Permanent Way
,, (G.)Estimated Cost and Abstract of ditto
„ (H.)Tablesof Population ...
„ (I.) Tables of Traffic ....
Page
- 172
- 174
" 179
180
- 190
- 191
- 192
" 195
- 19(3
As the Address of the House of Commons of the 14th August 1830 required a com-
132—II. CC parison
Mr Gibbs's Report
on the proposed
Bark way Line from
London to York, by
Cambridge and
Lincoln.
170 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
parison between the two Lines from London to York by Birmingham, Derby and Rother-
ham, and by Cambridge and Lincoln, I have felt that this Report would be incomplete
without contrasting their relative merits.
With that view I have prepared the following Table,confining my comparison, however,
to that which I understand to be the main object contemplated, namely, to ascertain which
Line ought to have the preference as a portion of the Great Railway between London and
the city of Edinburgh.
Table of Distances from London to York.
By Camoridge and Lincoln Line.
Miles. Chains ■
From London to Cambridge
- 48
53
„ Cambridge to Lincoln
- 79
59
„ Lincoln to York
- 50
61
iS«
13
Miles. Chains.
By the Birmingham, Derby and Rotheram
Route.
The Birmingham Railway to
Rugby - - - -
The Midland Counties Railway
to Derby -
The North Midland Railway
And the York and North Mid¬
land Railway
" 8.3
" 50
- 62
- 23
11
11
29
11
218 62
Comparison of Gradients.
An engine travelling from London to York via the Birmingham Railway to Rugby, the
Midland Counties Railway to Derby, the North Midland and York and North Midland
Railways to York, being the shortest present road, would have to ascend 1,096.41 feet, and to
descend 1,089.29 feet, and vice vena on the return journey; whilst by the proposed Line
by Cambridge and Lincoln from London to York, fhe ascents would only amount to
581.16 feet, and the descents to 618.16 feet, showing a balance in favour of the proposed
Line over the Birmingham, Derby and Rotherham route on the journey from London to
York of 515.25 feet on the ascents and 47i.i3feet on the descents,and onthejourney from
York to London of 471.13 feet on the ascents, and 515.25 feet on the descents.
If a first-class engine and train weighing 100 tons be considered as traversing both Lines,
we can then reduce the gradients to equivalent horizontal distances, as shown in the sub¬
joined Table, calculated according to the formula given in the report of the Irish Railway
Commissioners.
Table of Actual and Equivalent Horizontal Distances.
Gross Weight 100 Tons.
Railways.
Actual
Distances.
Equivalent
Horizontal
Distance from
London to
York.
Equivalent
Horizontal
Distance from
York
to London.
Mean
Equivalent
Horizontal
Distance.
Birmingham, Derby and
Rotherham Route
Proposed Great Northern
by Cambridge and
Lincoln -
M. C. L.
218 62 -
185 13 -
M. C. L.
231 24 -
192 35 30
M. C. L.
226 63 -
190 25 86
M. C. L.
229 3 50
191 38 58
Dilference
33 49 -
38 68 70
36 37 14
37 52 92
From the foregoing Table it appears that the Cambridge and Lincoln Line would be 33i
miles shorter than the Birmingham, Derby and Rotherham route, and therefore, at 2 d. per
mile of the saving to each passenger, would be 5 s. 7 d. or 15 per cent.; and if time be also
taken into the account, there will be an additional saving on 33! miles, added to 5! miles
for difference of summits, making 38I miles, at an average velocity of 20 miles per hour
of one hour and 56 minutes, or nearly 18 per cent, on the entire journey.
The locomotive power requisite to work each Line, as expressed in equivalent horizontal
distances, would be on the journey from London to York, and from York to London, by the
proposed Cambridge and Lincoln route, 16 per cent, less than by the Birmingham, Rother¬
ham and Derby route.
Although the difference of the summits of the two routes as already given shows by the
formula of the Irish Railway Commissioners an increased length of equivalent horizontal
distance in favour of the proposed Line by Cambridge and Lincoln over the Birmingham,
Rotherham and Derby route of 5 miles 20 chains, yet it is a question in practice if the
differences of summits and lengths of two given Lines do not duly represent the compara¬
tive powers requisite to carry a load over them.
I do not now pretend to discuss the question of how far credit may be taken practically
in the saving of power in descending planes, but from all the observations I have been able
to make, I have arrived at the conclusion that it is of little value, and that the power really
required
22/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 171
required is that which overcomes the friction of the rails on the whole Line and gravity on
the ascending planes (less about 10 per cent, on the length of the descending planes).
These observations onl v apply to trains travelling at high velocities, as new modifications
occur at low velocities. The following Table has been calculated for high velocities.
Summit.
From London to York.
Summit.
From York to London.
Birmingham, Derby and
Rotherham Route.
Feet.
M.
C. L.
M. C.
L.
Feet.
M.
C. L.
M. C.
L.
Actual distance -
Equivalent horizontal
distance for ascending
planes -
1,096.41
218
51
62 -
46 73
1,089.20
218
51
62
62 50
Deduct for acceleration
in descending planes
10 percent. -
270
9
28 73
50 30
260 58
40.
270
9
4 50
69 5
260 55
45
Proposed Line by
Cambridge and Lincoln.
Actual distance -
Equivalent horizontal
distanceforascending
planes -
581.16
185
27
13
25 16
618.16
185
29
13 -
2 78
Deduct for acceleration
in descending planes
10 per cent. -
212
5
38 16
34 20
207 3
96
214
8
15 78
74 45
205 21
33
Balance
515.25
-
-
53 15
24
471.04
-
-
55 34
12
According to the above mode of calculation, the saving of locomotive power on the pro¬
posed Line by Cambridge and Lincoln over the Birmingham, Derby and Rotherham route,
will be from London to York 20J per cent., and from York to London 21J per cent.
The land and stations have been estimated by George Smith, esq., surveyor to the
Mercers' Company, and the value of whose opinions are too well known to render it
necessary to make any remark here as to the reliance which may be placed on his estimate
embracing the outside cost.
Having now shown the favourable nature of the country for carrying on the works, and
the almost total absence of the difficulties usually encountered in the construction of a
Railway, I may be permitted to draw your attention to the necessity that so large a district
should be in possession of the means of facile communication, to be on an equality with
other districts already in possession of such advantages. 1 have before alluded to there
being 110 direct canal communication with the metropolis, either from the large manufacturing
town of Norwich or from the great manufacturing towns of Yorkshire ; but if this Line be
constructed, and the branches hereafter carried out, there will be the most complete chain
of intercourse from north to south and from east to west which could be devised ; and this
over a country approaching in its characteristic features that through which the Belgian
Railways are carried, and which have been made at a minimum cost, although producing
the most beneficial results to the country.
By means of this Line the communication with Scotland will be facilitated to an immense
extent; the manufacturing districts ofYorkshire will be brought within the shortest pos¬
sible distance of London ; and the distance to Norwich will not be greater than by the
present coach road.
I have only glanced at a few of the advantages to be derived from the adoption of this
line of Railway. You will doubtlessly look at it as a national work worthy of your inves¬
tigation ; and, seeing from the traffic that it will yield a desirable return for the capital
invested for constructing and working the undertaking, I have no doubt of its being
properly supported.
In conclusion, I beg to state that the estimates may appear very high, considering the
light character of the works ; but I have put prices to the several items which in practice
they have generally been found to cost, and it will be a great satisfaction to find they can
be constructed for iess than the estimated amount.
I am, Sec.
London, oth November 1840. Joseph Gibbs, c. e.
13'2.—II.
C C 2
Appendix
Z3 2-
172 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Gibbs's Report
on the proposed
Barkway Line from
London to York, by
Cambridge and
Lincoln.
Appendix (A.)
Table of Gradients in Division I. by the Junction with the Northern and
Eastern Railway.
No.
Length.
Miles. Chains. Links.
50
50
1
-
30
2
3
69
10
60
3
-
71
4
18
25
5
4
-
6
5
-
7
3
62
8
1
55
48
53
Rise.
Feet. Inches.
1
Fall.
Feet. Inches.
54
Rate of
Inclination.
1 in 1,913
1 in 379
Northern and Eastern Railway.
horizontal.
256
6
210
00
19
257
344
1 in 377
1 in 100
1 in 440
1 in 1,020
horizontal.
N. B.—Throughout the annexed Tables and Estimates, Division I. extends
from Middleton Gardens to the Northern and Eastern Railway, and thence
to Cambridge.
Table of Gradients for Division II.
No.
Length.
Miles. Chains. Links.
1
3 12
0
1 77
3
5 18
4
1
5
1 75
6
1 66
7
4 43
8
32
9
53
10
1 8
11
32
12
42
13
1 74
14
32
15
64
16
1 35
17
— 52
18
1 11
19
3 79
20
2 48
21
72
22
38
23
64
24
5 39
25
48
26
56
27
14 50
28
1 1
29
- 75
30
4
31
2 31
32
2 57
33
3 2
34
5 61
35
50
50
50
50
50
79
59
Rise.
Feet. Inches.
10
4
15
4
10
35
129
Fall.
Feet. Inches.
19 7
8 5
18
8
4
27
134
Rate of
Inclination.
horizontal.
1 in 528
1 in 3,270
1 in 528
horizontal.
1 in 528
horizontal.
1 in 528
1 in 528
horizontal.
1 in 528
1 in 528
horizontal.
1 in 528
1 in 528
1 in 506
horizontal.
1 in 674
1 in
horizontal.
1 in 528
horizontal.
1 in 528
horizontal.
3,520
1 in
1 in
528
528
19,300
528
620
5,280
573
530
horizontal.
1 in 869
1 in 606
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
173
Table of Gradients for Division III.
No.
Length.
Rise.
Fall.
Rate of
Inclination.
Miles. Chains. Links.
Feet. Inches.
Feet. Inches.
1
1
72
-
-
-
17
1 in 606
2
3
29
-
-
-
-
-
horizontal.
3
3
70
-
39
-
-
-
1 in 528
4
-
73
50
-
-
7
1 in 680
5
1
26
-
10
-
-
-
1 in 700
6
0
64
-
..
-
25
1 in 588
7
2
18
-
-
-
33
1 in 356
8
-
53
-
-
-
-
-
horizontal.
9
1
40
-
15
-
-
-
1 in 528
10
1
28
-
-
-
13
1 in 548
11
-
31
-
-
-
-
-
horizontal.
12
1
3
-
-
2 _
1 in 2,739
13
2
72
-
4
-
-
-
1 in 3,811
14
4
48
-
-
-
-
-
horizontal.
15
-
56
-
2
-
-
-
1 in 1,848
16
-
52
-
-
-
2
1 in 1,716
17
1
46
15
8
- -
-
1 in 530
18
1
31
50
-
-
11 8
1 in 626
19
-
70
-
-
-
-
-
horizontal.
20
1
-
50
10
-
-
-
1 in 530
21
-
51
-
-
-
3
1 in 1,122
22
1
43
-
10
-
-
-
1 in 812
23
1
55
-
-
-
15
1 in 594
24
1
30
50
-
-
-
-
horizontal.
25
2
12
-
21
6
-
-
1 in 528
26
1
20
-
-
-
11 6
1 in 573
27
9
15
-
3
C
-
-
1 in 13,784
28
1
6
-
10
6
-
-
1 in 540
53
76
-
141
2
140 2
By the York 1
nd North Mid
and Railway.
-
45
-
2
3
-
-
1 in 1,320
1
60
-
-
-
-
-
horizontal.
-
20
-
-
-
1
1 in 1,320
-
20
horizontal.
2
65
-
2
3
1
Table of Gradients
for the Extension from Middleton Gardens, Pentonville,
to Whitefriars Dock.
Length.
Rise.
Fall.
Rate of
Inclination.
Miles. Chains. Links.
34
43 50
— 22 —
Feet.
Inches.
Feet. Inches.
38 6
28 6
1 in 58
1 in 100
horizontal.
1
19
50
-
67
Mr. Gibbs's Re¬
port on the pro¬
posed Barkway
Line from London
to i'ork, by Cam¬
bridge and Lincoln.
132.—II.
C C 3
Appendix (B.)
174 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Appendix (B.)
Description of Earthworks comprised in Division I., adopting a Junction with the Northern and Eastern Railway.
b c
QJ O
H «
Description and Locality
of the Works on the proposed
Top
or Bottom
Width
in Feet.
Ratio
of
LeDgth
in
Extreme
Height
or
Average
Height
or
Contents
of Excavation
or
Disposal of Earthwork
Average
Lead
in Miles
and Chains.
** e
c
Great Northern Railway.
Slope.
Yards.
Depth in
Feet.
Depth in
Feet.
Embankment
in Cubic Yards.
3 c
Tunnel north of Middleton
30
759
18
18
45,540
carried to spoil.
Gardens.
4 a
Excavation with retaining
50
—
2 to 1
103
43
43
56,152
ditto - ditto.
wall near Liverpool
Road.
5 a
Tunnel under Upper-street,
30
—
-
518
18
.
31,080
ditto - ditto.
Islington.
6 a
Excavation with retaining
walls at the New River.
30
-
2 to 1
2,486
35
21
301,290
ditto - ditto.
7 a
Tunnel under Stoke New-
ington Road.
30
308
18
' "
18,480
ditto - ditto.
195,205 yards"
8 a
Excavation with retaining!
carried to spoil.
walls at the Upper Clap- f
30
—
2 to 1
2,156
30
20
256,909<
61,704 ditto to
- 43
ton Road.
embankment,
No. 9 a.
9 a
Embankment at the River
30
—
2 to 1
729
17
12
61,704
Lea to the junction with
the Northern and Eastern
653,035 to spoil. ~|
12,816 to em- |
bankment,
No. 5. J
4
Railway.
Excavation after leaving
31
5
lj to 1
6,028
32
16
166,851<
- 30
the Northern and East¬
ern Railway to the turn¬
pike road from
I
5
Embankment on each side
the road from Ware to
St. Margaret's.
34
5
2,607
46
19
483,814
6
Excavation at the Occupa¬
tion road to Wood.
33
—
1 to 1
1,144
60
43
470,998
- - to embankment,
No. 5.
- 60
7
Embankment at the River
34
5
1| to 1
1,474
45
17
208,603
- - filled from ex¬
1 20
Ash.
cavation, No. 8.
8
Excavation between the
33
-
1 to 1
3,300
67
40
1,226,778
- - 1,018,175 yards
road from Ware to New
to spoil.
Hall and the road from
Timber Hall to Thun-
bridge Bury.
9
Embankment near the last-
named road.
34
5
1| to 1
88
4
2
666
- - filled from ex¬
cavation, No. 10.
4
10
Excavation at the 24th
33
-
1 to 1
1,650
50
21
240,313
- - 89,910 yards
mile.*'
to spoil.
11
Embankment at the River
34
5
11 to 1
858
23
9
43,809
- - filled from ex¬
- 42
Rib.
cavation, No. 10.
12
Excavation at the road from
33
—
1 to 1
396
25
15
32,890
- - carried to em¬
- 20
Plushes to Latchford.
bankment, No. 30.
13
Embankment between the
34
5
1| to 1
3,234
30
15
327,006
- - 105,928 yards.
1 40
above road and the River
from excavation,
Rib.
No. 10.
14
Excavation near the road at
33
-
1 to 1
946
40
28
188,188
- - carried to em¬
- 50
Branghing.
bankment, No. 13.
15
Embankment at the road at
34
5
li to 1
748
31
17
101,692
- - filled from side
Branghing.
cutting.
16
Embankment at the River
Quin.
34
5
1| to 1
1,386
16
6
39,469
- - 33,269 yards
from side cutting.
17
Excavation north of the
3.3
-
1 to 1
550
6
3
6,200
- - carried to em¬
- 23
River Quin.
bankment, No. 16.
18
Embankment at the road
34
5
li to 1
.3,476
17
9
183,229
- - filled from ex¬
3
to Hormead Mill.
cavation, No. 20.
19
Embankment between the
34
5
1J to 1
2,002
10
7
76,029
- - filled from ex¬
- 70
above road and the road
cavation, No. 20.
to Anstey Windmill.
20
Excavation between the
33
-
1 to 1
3,234
76
37
954,519
--695,261 yards
to spoil.
road to Anstey Wind¬
mill and the Tunnel.
* The numbers in these Tables correspond with that of the section which begins from the River Thames : but the main
Line is only considered to commence at Middleton Gardens ; the portion from the Thames to that point being an extension,
and not considered as an integral part of the main Line.
Z36
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
umber I
Section. I
Description and Locality
of the Works on the proposed
Top
or Bottom
Width
in Feet.
Ratio
of
Length
in
Extreme
Height
or
Average
Height
or
Contents
of Excavation
or
Disposal of Earthwork.
Average
Lead
in Miles
Slope.
*
Yards.
Depth in
Depth in
Embankment
c
0
Great Northern Railway.
Feet.
Feet.
in Cubic Yards.
and Chains.
20 a
Double tunnel at the road
from Barkway to Barley
{see Diagram).
36 -
-
1,320
-
-
110,880
carried to spoil.
20 b
Excavation north of the
tunnel.
39 -
1 to 1
1,122
62
38
386,148
- - 126,644 yards
to spoil.
21
Embankment between the
35th and 36th mile.
40 5
1J to 1
176
9
5
3,960
- - filled from ex¬
cavation, No. 20 b.
- 7
22
Excavation between the
35th and 36th mile.
39 -
1 to 1
594
23
15
50,478
- - carried to em¬
bankment, No. 23.
- 33
23
Embankment to the road
40 5
1| to 1
3,190
25
13
306,022
- - 255,544 yards
1 35
at Knowles Folly.
from excavation,
No. 20 b.
24
Excavation between the
above road and the 40th
mile.
33 -
1 to 1
4,532
11
5
106,152
- - carried to em¬
bankment, No. 25.
25
Embankment between the
34 5
1J to 1
6,600
17
10
338,767
- - 232,615 yards
40th mile and the road
from side cutting.
at Field Houses.
26
Excavation at the 44th
33 -
1 to 1
1,210
8
5
22,830
- - 45,770 yards
mile.
from side cutting.
27
Embankment at the River
34 5
1| to 1
2,310
16
8
88,600
- - 45,770 yards
Cam or Granta.
from side cutting.
20,000 yards to
— 65
28
Excavation at the turnpike]
road from Trumpington |
embankment,
33 -
1 to 1
2,948
6
4
42,152<
No. 27.
to Cambridge.
22,150 ditto,
No. 29.
— 50
29
Embankment to the Cam
near Cambridge.
34 5
11 to 1
1,364
24
12
82,023
- - 59,871 yards
from side cutting.
For Division II.
Description and Locality
of the Works on the proposed
Great Northern Railway.
Top
or Bottom
Width
in Feet.
Ratio
of
Slope.
Length
in
Yards.
Extreme
Height
or
Depth in
Feet.
Average
Height
or
Depth in
Feet.
Contents
of Excavation
or
Embankment
in Cubic Yards.
Disposal of Earthwork.
Average
Lead
in Nliles
and Chains.
1,474
24
21
1,254
22
14
118,285
1,782
16
10
118,285
- - cai-ried to em¬
1 5
bankment, No. 2.
396
6
3
4,986
- - filled from ex¬
- 18
cavation, No. 5.
1,122
20
11
77,476
- - 9,608 yards to
spoil.
2,838
8
5
62,882
- - filled from ex¬
— 75
cavation, No. 5.
704
5
3
7,136
- - carried to em¬
1 5
bankment, No. 8.
1,100
10
6
26,605
- - 19,469 yards
- 50
to excavation,
No. 9.
1,540
7
4
23,660
- - 4,191 yards to
1
embankment, No.
10.
4,598
13
6
130,272
- - 112,571 yards
from side cutting.
220
16
15
352
16
10
23,028
- - filled from ex¬
- 25
cavation, No. 13.
10
11
12
Arching- over the Cam near
Cambridge.
Embankment at the turn¬
pike road from St. Neot's
to Cambridge.
Excavation at the turnpike
road from Huntingdon
to Cambridge.
Embankment between the
above road and Field
Road.
Excavation at Field Road
Embankment between the
bridal road from Girton
to Histon and the road
from Oakington to Cot-
ten ham.
Excavation between the
last-named road and the
55th mile.
Embankment between the
55th and 56th mile.
Excavation at the road to
Willingbam.
Embankment between the
road from Over to Wil¬
ling-ham and the River
Ouse.
Arching over the River Ouse
Embankment north of the
River Ouse.
30 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
30
36
to 1
??
132.—li¬
ce 4
{continued.)
Z&6
176 appendix to fourth report on railway communication
Number
on Section.
Description and Locality
of the Works on the proposed
Great Northern Railway.
Top
or Bottom
Width
in Feet.
Ratio
of
Slope.
Length
in
Yards.
Extreme
Height
or
Depth in
Feet.
Average
Height
or
Depth in
Feet.
Contents
of Excavation
or
Embankment
in Cubic Yards.
Disposal of Earthwork.
Average
Lead
in Miles
and Chains.
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
Excavation between the
turnpike road from St.
Ives to Ely, and the road
from Somersham to Earith.
Embankment at the road
from Somersham to Chat¬
teris.
Excavation between the
above road and Park
Lane.
Embankment between the
63d and 75th miles.
Excavation at the road from
Easken to Coates,
Embankment between the
above road and Whittle-
sea Wash.
Arching over Whittlesea
Wash.
Embankmentbetween Whit¬
tlesea Wash and the road
from Whittlesea to Thor-
ney.
Excavation at the road from
Whittlesea to Thorney.
Embankment between the
79th mile and Welland
Wash.
Arching over Welland Wash
Embankment between Wel¬
land AVash and the 103d
mile.
Excavation between Help-
ringham Eau and the
road from Heckington to
Five AYillow Walk.
Embankment at Heckington
Eau.
Embankment between the
107th mile and the Slea-
ford Canal.
Arching over the Sleaford
Canal and Catchwater
Drain.
Embankment between the
Sleaford Canal and Dig-
by Fen road.
Excavation between the
113th and 114th mile.
Excavation at the road from
Blanknev to Blankney
Moor.
Embankment between the
116th and 117th mile.
Excavation near the Car
Dyke.
Embankment between the
Car Dyke and the road
from Heighington to Five-
mile House.
Excavation between the
above road and the 126th
mile.
Embankment nearthe 126th
mile.
Excavation near the road
from St. Botolpli's to
AV ashingborough.
Embankment between the
above road and Sinsil
Dyke.
30 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
36 -
30 -
36 -
30 -
36 -
36 -
30 -
36 -
30 -
36 -
30 -
36 -
2 to 1
!> "
1,518
858
1,782
19,888
616
1,474
902
3,102
1,474
10,736
704
31,592
3,938
1,650
2,662
110
6,534
1,760
3,234
176
220
10,912
5,082
66
704
1,606
10
13
11
10
8
14
13
16
12
12
8
11
6
10
14
15
15
6
24
10
7
15
26
5
31
33
5
5
6
5
4
8
13
7
6
5
8
5
2
6
7
14
6
3
14
5
4
6
14
3
20
23
36,538
21,801
46,105
482,113
11,144
62,197
121,059
[
45,105 i
246,626
673,5S4
40,726 |
46,845
97,490
189,552
22,160
342,135
4,240
2,380
340,605
521,943
669
129,840
364,309
--13,510 yards
to embankment,
No. 10.
- - filled from ex¬
cavation, No. 15.
- - 24,304 yards
to embankment,
No. 16.
- - 446,665 yards
from side cutting.
- - carried to em¬
bankment, No. 16.
front side cutting.
-- 101,059 yards
from side cutting.
20,000 yards to
embankment,
No. 20.
25,105 ditto No.22.
- - 221,521 yards
from side cutting.
- - 653,584 yards
from side cutting.
20,000 yards to
embankment,
No. 24.
20,726 ditto No. 26.
- - 26,119 yards
from side cutting,
from side cutting.
-- 167,392. yards
from side cutting.
- - carried to em¬
bankment, No. 29.
- - 286,475 yards
to spoil.
- - filled from ex¬
cavation, No. 31.
- - carried to em¬
bankment, No. 34.
- - 51,420 yards
from excavation,
No. 31.
- - 286,805 yards
to embankment,
No. 34.
- - filled from ex¬
cavation, No. 35.
- - carried to em¬
bankment, No. 38.
- - 234,469 yards
from excavation,
No. 35.
- 75
- 50
- 50
- 30
- 60
- 70
1 30.
- 9
- 13
- 75
3 60
3
- 40
1 50
s ©
■2 ■ ~
s ©
sS-
c
1
o
3
4
5
6
8
9
10
11
12
13
14
15
1G
17
18
19
20
21
22
23
1
Z2?
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
For Division III.
Description and Locality
of the Works on the proposed
Great Northern Railway.
Arching- over Sinsil Dyke
near Lincoln.
Embankment north of the
arching.
Excavation between the
128th and 129th mile.
Embankment between the
129th mile and the road
from Saxelby to North
Carlton.
Excavation between the
above road and the road
at Broxholme.
Embankment at the river
Till.
Excavation between Till
Bridge Lane and the
road from Martin to
Stow.
Embankment between the
road from Martin to
Stow, and the road from
Gate Burton to Willing-
ham.
Excavation between the
two last-named roads.
Embankment at the 138th
mile.
Excavation at the 139th
mile.
Excavation at the 140th
mile.
Embankment between the
road to Lea and the
turnpike road from Lea
to Gainsborough.
Excavation at the last-
named road.
Embankment south of the
arching.
Arching over the Trent at
Gainsborough.
Embankment between the
arching over the Trent
and the road at Mister-
ton.
Excavation near the road
at Misterton.
Embankment between the
above road and the road
from Newbig to Tindale-
bank.
Embankment between the
last-named road and the
154th mile.
Embankment between the
155th and 162d mile.
Embankment between the
lGlst and 165th miles.
Embankment at the 165th
mile.
2.-II.
Top
or Bottom
Width
in Feet.
Ratio
of
Slope.
Length
in
Yards.
Extreme
Height
or
Depth in
Feet.
Average
Height
or
Depth in
Feet.
30 -
-
880
29
20
34 5
H to i
550
15
8
31 5
» -
1,782
13
8
34 5
» -
5,962
8
4
31 5
n
1,936
5
3
34 5
' n ~
2,112
9
6
31 5
n
2,530
20
9
34 5
ii
550
10
6
31 5
n '
990
8
3
34 5
ii
2,024
15
9
30 -
2 to 1
1,166
23
12
30 -
ii '
2,750
28
15
34 5
li to 1
176
6
3
31 5
a
594
11
6
36 -
2 to 1
1,364
26
18
30 -
ii
1,540
27
26
34 5
l i to 1
6,974
24
9
31 5
a
198
3
o
34 5
a
2,860
14
5
34 5
a
9,306
6
3
34 5
ii ~
9,700
10
6
34 5
a
6,424
12
4
31 5
a
660
10
5
D D
Contents
of Excavation
or
Embankment
in Cubic Yards.
20,587
66,406
111,289
24,180
56,854
131,193 ,
15,270
9,984
101,418
100,018
328,840
2,100
14,863
196,398
346,393
1,093
78,735
90,778
189,075
143,082
14,670
- - carried to em¬
bankment, No. 10.
2,100 yards to em¬
bankment, No. 13.
181,535 ditto No. 15
145,205ditto No.17
178 appendix to fourth report on . railway communication
t* g
OJ .2
2 w
C o
3
Description and Locality
of the Works on the proposed
Top
or Bottom
Width
in Feet.
Ratio
of
Length
in
Extreme
Height
or
Average
Height
or
Contents
of Excavation
or
Disposal of Earthwork.
Average
Lead
in Miles
^ fl
O
Great Northern Railway.
Slope.
Yards.
Depth in
Feet,
Depth in
Feet.
Embankment
in Cubic Yards.
and Chains.
24
Embankment between the
34 5
11 to 1
2,222
17
10
120,273
- - 105,603 yards
turnpike road from Pon-
from side cutting.
tefract to Smaith, and
the road from Hirst
Courtney to Coats-hall.
from side cutting.
25
Embankment between the
34 5
11 "
1,320
5
3
12,780
last-named road and the
168th mile.
- - 50,514 yards
26
Embankment between the
34 5
11 '
3,278
12
4
56,862
169th mile and the road
from side cutting.
from West Haddlesay to
Brayton.
- 38
6,348 yards to
27
Excavation at the road from J
embankment,
Brayton to Thorpe Wil-
loughby. J
31 5
" 11 '
704
10
5
15,648 <
No. 26.
9,300 ditto,
- 58
No. 28.
28
Embankment near the turn¬
34 5
11 "
550
r 8
4
9,300
pike road from Leeds to
Selby.
- - 98,418 yards
29
Embankment between the
34 5
" 11 "
5,962
14
4
118,137
road from Bishopwood to
from side cutting.
Selby and the road to
Ley's-house.
30
Excavation near the road
31 5
11 "
660
10
6
19,719
- - carried to em-
to Ley's-house.
barikment, No. 29.
31
Embankment between the
34 5
11 '
3,212
2
2
23,652
from side cutting.
178th and 181st miles.
32
Embankment between the
34 5
11 '
1,892
12
4
27,483
- ditto.
road from Copmanthorpe
to Acaster Nulbis and
the Junction with the
York and North Midland
Railway.
Abstract of the preceding Tables.
Division I.
Cubic Yards.
Line excavation for embanking - -- -- -- - 2,128,993
Side - - ditto --------- - 473,217
Line - - ditto, spoil - - - - - ... - - 3,341,652
Total - 5,943,862
Average earthwork per mile - -- -- -- - 156,800
Tunnelling (total) - -- -- -- - 2,905 lineal yards.
Arching (none).
Division II.
Line excavation for embanking - -- -- -- - 1,23.3,860
Side - - ditto --------- - 1,888,598
Line - - ditto, spoil -------- - 296,083
Total - 3,418,541
Average earthwork per mile - -- -- -- - 42,857
Arching - -- -- -- -- - 3,410 lineal yards.
Division III.
Line excavation for embanking - -- -- -- - 658,961
Side - - ditto 1,061,505
Line - - ditto, spoil -------- - 67,653
Total - 1,788,119
Average earthwork per mile - -- -- -- - 33,113
Arching - -- -- -- -- - 2,420 lineal yards.
Appendix
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 179
Appendix (C.)
Quantities of Land required for Division I.
Number
Acres
Acres
Acres
for
Number
on
Section.
Acres
Acres
Acres
for
Section.
for Line.
for Spoil.
Side
Cutting.
for Line.
for Spoil.
Side
Cutting.
3 c
4 a
5 a
6 a
7 a
8 a
9 a
4
5
G
7
8
9
10
11
12
Tunnel
Excavation
Tunnel
Excavation
Tunnel
Excavation
Intermediate
Embankment to
the Junction
with the N. &
E. Railway.
Excavation on
leaving the N.
& E. Railway.
Embankment
Excavation
Embankment
Excavation
Embankment
Excavation
Embankment
Excavation
2.070
1.410
1.410
18.080
.840
15.680
1.365
5.400
41.100
19.000
10.400
10.050
30.000
.340
11.500
46.800
2.160
3.000
3.500
2.000
18.800
1.100
12.000
41.000
63.600
5.600
13
14
15
16
17
18
19
20
20 a
20 b
21
22
23
24
25
2G
27
28
29
Embankment
Excavation
Embankment
Intermediate
Embankment
Excavation
Embankment
Intermediate
Embankment
Excavation
Tunnelling
Excavation
Embankment
Excavation
Embankment
Excavation
Embankment
Excavation
Embankment
Excavation
Embankment
21.700
6.880
5.100
.825
G.300
2.100
18.960
.525
10.010
27.930
4.500
10.200
.880
3.510
20.300
18.540
36.000
4.950
11.550
12.060
8.060
43.400
6.900
7.900
10.200
3.300
23.300
4.600
6.000
Total - -
405.365
280.800
47.400
For Division II.
Number
Acres
Acres
Acres
for
Number
Acres
Acres
Acres
for
Section.
for Line.
for Spoil.
Side
Cutting.
Section.
for Line.
for Spoil.
Side
Cutting.
1
Arching -
5.025
21
Excavation
7.370
0
3
Embanking
Excavation
Intermediate
8.960
11.340
2.250
22
2-3
Embankment
Arching
53.080
2.400
-
22.200
4
Embankment
1.620
24
Embankment
157.960
-
65.400
5
Excavation
7.140
.GOO
25
Excavation
16.110
G
Embankment
41.190
26
Embankment
8.250
-
2.600
7
Excavation
2.880
Intermediate
3.000
Intermediate
4.050
27
Embankment
14.520
-
9.700
8
Embankment
5.500
28
Arching
.375
9
Excavation
Intermediate
7.000
4.275
29
Embankment
Intermediate
32.670
1.875
-
16.700
10
Embankment
22.990
-
11.30 0
30
Excavation
7.200
11
Arching -
.750
Intermediate
6.-375
12
Embankment
2.240
31
Excavation
23.520
17.900
13
Excavation
Intermediate
7.590
5.025
32
33
Embankment
Excavation
.880
1.000
14
Embankment
4.290
34
Embankment
54.560
15
Excavation
8.910
35
Excavation
36.900
1G
Embankment
99.440
-
44.GOO
36
Embankment
.270
17
Excavation
2.800
37
Excavation
6.400
18
Embankment
8.040
38
Embankment
15.330
19
Arching
3.075
20
Embankment
10.920
-
10.100
Total - -
707.005
■
18.500
188.800
132.-—II. D D 2 Quantities
2^
180 APPENDIX TO FOURTH REPORT ON RAILWAY COxMMUNICATION
Quantities of Land required for Division III.
Number
Acres
Number
Acres
Acres
Acres
on
Acres
Acres
for
on
for
Section,
for Line.
for Spoil.
Side
Section.
for Line.
for Spoil.
Side
Cutting.
Cutting.
1
Arching -
3.000
21
Embankments -
44.500
18.900
■2
Embankment
2.750
22
Embankment
26.280
-
14.300
3
Excavation
8.910
23
Excavation
3.000
4
Embankment
24.390
-
4.100
Intermediate
.525
0
Excavation
7.920
24
Embankment
12.120
-
10.600
6
Embankment
9.600
Intermediate
2.250
Intermediate
.975
25
Embankment
5.400
-
1.300
7
Excavation
13.800
4.200
Intermediate
7.500
8
Embankment
2.500
26
Embankment
13.410
-
5.100
9
Excavation
4.050
Intermediate
1.500
10
Embankment
11.040
27
Excavation
3.200
11
Excavation
7.950
Intermediate
2.550
12
Excavation
21.250
28
Embankment
2.250
13
Embankment
.720
Intermediate
7.500
14
Excavation
2.700
29
Embankment
24.390
-
9.800
15
Embankment
10.800
30
Excavation
3.000
16
Arching -
5.250
Intermediate
6.225
17
Embanking
38.040
-
20.100
31
Embankment
12.264
-
2.400
18
Excavation
.765
Intermediate
4.950
19
Embankment
13.000
-
7.800
32
Embankment
7.740
- ' 2.700
20
Embankment
38.070
9.100
Intermediate
11.250
Total - -
f
429.284
4.200
106.200
ABSTRACT.
Acres
for Line.
Acres
for Spoil.
Acres
for
Side Cutting.
Total.
Division I.—By a Junction with the Northern
and Eastern Railway.
Division II. -
Division III. ------
405.4
707.0
429.3
208.8
18.5
4.2
47.4
188.8
106.2
661.6
914.3
539.7
Grand Total - - - - -
1,541.7
231.5
342.4
2,115.6
Appendix (D.)
Description and Cost of the Masonry, including Tunnelling, Arching, Bridges, Culverts, Diversions of Roads, &c.,
in Division I.
Note.—The items of cost include the bridge approaches, and the gates and approaches where crossed on a level.
The levels of the roads, unless otherwise stated, are unaltered.
Number
on
Description, Locality and Dimensions.
Depth
of
Height
of
Top
Width.
Bottom
Width.
Cost.
Section.
Cutting.
Embankment.
Feet.
Feet.
Feet.
Feet.
£.
1
Tunnel north of Middleton Gardens, 759 yards
long, 30 feet wide, 18 feet high.
-
-
-
-
45,540
0
Tunnel at Upper-street, Islington, 518 yards
long, 30 feet wide, 18 feet high.
-
-
-
-
31,080
3
New North Road, 25 feet wide, Railway under -
23
_
122
30
2,200
4
Footpath, 8 feet, Railway under ...
24
-
126
30
300
5
New River -------
25
130
30
3,000
6
Cock-lane, 12 feet wide, Railway under -
23
_
122
30
950
7
Ball's Pond-road, to be raised 6 feet, 25 feet
12
_
78
30
1,642
wide, Railway under.
8
New-road, 25 feet wide, Railway under -
17
_
98
90
30
1,800
9
Coach and Horses-lane, to be raised 3 feet, 18
15
_
30
840
feet wide, Railway under.
10
Cut-throat-lane, to be raised 8 feet, 12 feet wide,
11
_
74
30
775
Railway under.
11
Tunnel at Stoke Newington-road, 308 yards
long, 30 feet wide, 18 feet high.
-
-
-
-
15,400
12
Shacklewell-lane, to be raised 3 feet, 25 feet
15
90
30
1,200
wide, Railway under.
3
Hackney brook ------
8
62
126
118
30
500
4
Footpath, 8 feet wide, Railway under
24
30
300
5
Upper Clapton-road, 25 feet wide, Railway under
22
~
30
1,250
Z4/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Number
on
Section.
Description, Locality and Dimensions.
Depth
of
Cutting.
Height
of
Embankment.
Top
Width.
Bottom
Width.
Cost.
Feet.
Feet.
Feet.
Feet.
f.
1G
Road 18 feet wide, Railway under -
24
_
_
_
1,250
17
River Lea, near the Junction with the Northern
_ _
17
30
98
5,000
and Eastern Railway.
18
Leaving- the Northern and Eastern Railway road,
11
-
03
30
1,330
to be raised 7 feet; 18 feet wide, Railway under.
19
New River -------
20
-
90
30
1,200
20
Road 18 feet wide, Railway under -
20
-
90
30
900
21
- - - Ditto ------
21
-
93
30
900
22
Turnpike road from Hoddesdon to Broxbourne,
32
-
126
30
2,050
25 feet wide, Railway under.
23
Brook --------
8
-
54
30
250
24
Road from Hoddesdon to Hoddesdon Park Wood,
-30
.
120
30
1,550
18 feet wide, Railway under.
25
Road from Hoddesdon to Boxwood, 18 feet wide,
27
.
111
30
1,450
Railway under.
20
Turnpike road from Hoddesdon to Ware, to be
3
-
39
30
2,434
raised 14 feet, 25 feet wide, Railway under.
27
Road from Ware to St. Margaret's, to be lowered
-
.
30
30
1,040
8 feet, 12 feet wide, Railway over.
28
New River -------
-
28
30
114
1,200
29
Lea Navigation ------
-
45
30
105
7,000
30
River Lea -------
-
42
30
150
7,000
31
- Ditto ------
-
42
30
156
7,000
32
Road 18 feet wide, Railway over -
-
43
30
159
1,850
33
Occupation road to wood, 12 feet wide, Railway
00
-
150
30
2,550
under.
34
River Ash ------
-
45
30
165
7,000
35
Occupation road, 12 feet wide, Railway over
-
22
30
90
750
3G
Road from Widbury Hill to Hallom Green, 18
-
18
30
84
950
feet wide, Railway over.
37
Road from Ware to New Hall, 18 feet wide,
-
19
30
87
950
Railway over.
38
Road 18 feet wide, Railway under -
41
-
112
30
2,050
39
Road from Timber Hall to Newell Green, 18 feet
63
-
150
30
2,050
wide, Railway under.
40
Occupation road, 12 feet wide, Railway under -
47
-
124
30
1,650
41
Road from Timber Hall to Thundridge Bury,
40
-
110
30
2,050
18 feet wide, Railway under.
42
Occupation road, to be raised 9 feet, 12 feet wide,
9
-
48
30
746
Railway under.
43
Occupation road, 12 feet wide, Railway under -
30
-
90
30
750
44
Road 18 feet wide, Railway over -
-
19
30
87
950
45
River Rib -------
-
23
30
99
5,000
4G
Road from Plashes to Latchford, 18 feet wide,
26
-
80
30
950
Railway under.
47
Occupation road, to be lowered 18 feet, 12 feet
-
-
30
-
1,267
wide, Railway over.
48
Road to Standon, to be lowered 4 feet, 48 feet
-
14
30
72
900
wide, Railway over.
49
Road to Standon, to be lowered 17 feet, 18 feet
-
1
30
33
1,577
wide, Railway over.
50
Road from Pickeridge to Standon, 18 feet wide.
-
17
30
81
950
Railway over.
51
River Rib -------
-
30
30
120
0,000
52
Occupation road, 12 feet wide, Railway under -
40
-
110
30
1,450
53
Road at Braughing, 18 feet wide, Railway over
-
27
30
111
1,250
54
Road at Braughing, to be lowered 2 feet, 18 feet
-
10
30
78
870
wide, Railway over.
55
Road at Braughing, to be lowered 12 feet, 18 feet
-
0
30
48
1,129
wide, Railway over.
56
Road at Quinbury, to be lowered 0 feet, 18 feet
-
12
30
06
903
wide, Railway over.
57
River Quin -------
-
10
30
78
2,500
58
Road at Nutfords, to be lowered 3 feet, 18 feet
-
15
30
75
840
wide, Railway over.
59
Watercourse -------
-
15
30
75
250
CO
Ditto -------
-
17
30
81
300
01
Road to Little Hormead, to be lowered 8 feet,
-
10
30
00
850
18 feet wide, Railway over.
02
Road to Great Hormead, to be lowered 12 feet,
-
3
30
39
1,029
18 feet wide, Railway over.
63
Watercourse -------
-
10
30
00
200
04
Road to Hormead Windmill, to be raised 18 feet,
-
-
30
.
1,744
18 feet wide, Railway under.
65
Brook --------
-
9
30
57
280
00
Road to Anstey Windmill, to be lowered 10 feet,
-
8
30
54
910
18 feet wide, Railway over.
132.—II.
D D 3
(continued.)
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Number
on
Section
07
08
09
70
71
72
73
74
75
70
77
78
79
80
81
82
83
84
85
80
87
88
89
90
91
92
93
94
95
96
Description, Locality and Dimensions.
Brook --------
Brook --------
Road from Barkway to Nuthampstead Green, 18
feet wide, Railway under.
Occupation road, 12 feet wide, Railway under -
Tunnel at the road from Barkway to Barley,
1,320 yards long', (see Diagram.)
Road 18 feet wide, Railway under -
Road 18 feet wide, Railway under - - -
Road 18 feet wide, Railway under - - -
Ditcli - -- -- -- -
Occupation road, 12 feet wide, Railway over
Road from Royston to Barley, 18 feet wide, Rail¬
way over.
Occupation road, 12 feet wide, to be lowered five
feet, Railway over.
lowered 15 feet,
8 feet, 12 feet
Road at Known's Folley, to be
18 feet wide, Railway over.
Occupation road, to be raised
wide, Railway under.
Road from Barley to Foulmire, to be raised 14
feet, 18 feet wide, Railway under.
Brair or Brent Ditch -----
Road to Foulmire, to be lowered 9 feet, 18 feet
wide, Railway over.
Ditch
Road to be lowered 12 feet, 18 feet wide, Railway
over.
Road to be lowered 14 feet, 18 feet wide, Rail¬
way over.
Road from Foulmire to Thriplow, to be lowered
15 feet, 18 feet wide, Railway over.
Road from Newton to Thriplow, to be lowered
2 feet, 18 feet wide, Railway over.
Ditch ------
Road at Field-houses, to be lowered
18 feet wide, Railway over.
Road from Newton to Little Shelford, to be
lowered 8 feet, 18 feet wide, Railway over.
Road from Hauxton to Little Shelford, to be
lowered 10 feet, 18 feet wide, Railway over.
River Cam -------
Turnpike road from Great Shelford to Trumping-
ton, to be raised 18 feet, 25 feet wide, Railway
under.
Road at Clay Farm, to be raised 13 feet,
18 feet wide, Railway under.
Turnpike road from Trumpington to Cambridge,
to be lowered 16 feet, 25 feet wide, Railway
Add for extra culverts and occupation bridges
0 feet,
Depth
of
Cutting.
Feet.
12
52
39
47
33
CO
17
10
4
o
Height
of
Embankment.
Feet.
24
20
25
13
3
17
6
4
3
16
14
12
10
8
16
Top
Width.
Feet.
54
94
108
124
96
150
64
30
30
30
30
30
50
34
30
30
30
30
30
30
30
30
30
30
30
40
30
Bottom
Width.
Cost.
Feet.
30
30
30
30
30
30
30
102
90
105
69
39
30
30
30
57
81
48
42
39
78
72
66
60
54
78
30
30
36
£.
180
300
2,050
1,650
52,800
1,050
3,050
750
300
700
950
661
1,200
800
1,243
150
950
200
1,000
1,140
1,200
920
240
900
962
910
5,000
2,900
1,383
2,596
292,511
332,511
For Division II.
Number
on
Section.
Description, Locality and Dimensions.
Depth
of
Cutting.
Height
of
Embankment.
Top
Width.
Bottom
Width.
Cost.
1
Arching- over the Cam near Cambridge, 30 feet
wide, 1,474 yards long, extreme height 24 feet,
average height 21 feet, 321, per yard.
-
Feet.
Feet.
Feci.
£.
47,168
o
Road from Coton to Cambridge, 18 feet wide,
Railway over.
-
24
30
118
950
o
u
Turnpike road from St. Neot's to Cambridge, to
be lowered 11 feet, 25 feet wide, Railway
over.
9
30
66
1,750
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Number
Description, Locality and Dimensions.
Depth
Height
Top
Bottom
on
Section.
of
Cutting.
of
Embankment.
Width.
Width.
Cost.
Feet.
Feet.
Feet.
Feet.
.£.
4
Turnpike road from Huntingdon to Cambridge,
16
-
94
30
1,321
to be raised 2 feet, 25 feet wide, Railway
under.
5
Ditch -------
12
.
78
30
260
6
Field road, 12 feet wide, Railway under -
17
_
98
30
750
90
7
Bridle road from Girton to Histon, to be raised
-
o
30
38
2 feet, and crossed on a level 2 feet wide.
8
Brook --------
-
7
30
58
190
9
Brook -------
-
8
30
62
210
10
Road from Oakington to Histon, to be raised 25
-
7
30
58
2,860
feet, 18 feet wide, Railway under.
11
Brook --------
-
5
30
50
160
12
Road from Oakington to Cottenham, to be raised
-
G
30
54
2,718
24 feet, 18 feet wide, Railway under.
Occupation road, to be raised 1 foot, and crossed
13
-
1
30
34
130
on a level 18 feet wide.
14
Road to Rampton from Long Stanton, to be raised
-
<5
30
50
2,360
22 feet, 18 feet wide, Railway under.
Occupation road, to be lowered 4 feet, and crossed
15
4
_
46
30
125
on a level 12 feet wide.
16
Road to Willingham, to be raised 15 feet,
3
-
42
30
1,309
18 feet wide, Railway under.
17
Road from Long Stanton to Willingham, to be
-
1
30
34
1,936
raised 19 feet, 18 feet wide, Railway under.
Road from Over to Willingham, to be raised
18
-
_
30
1,777
17 feet, 18 feet wide, Railway under.
19
Occupation road, to be raised 4 feet, and crossed
on a level 12 feet wide.
4
30
46
138
20
Road from Over to Earith, to be raised 25 feet,
-
7
30
58
2,861
18 feet wide, Railway under.
21
Arching over the River Ouse, 30 feet wide, 220
yards long, extreme height 16 feet, average
height 15 feet.
~ "
"" "
5,500
22
Turnpike road from St. Ives to Ely, to be lowered
4 feet, 25 feet wide, Railway over.
-
10
30
94
1,710
23
Road from Colne to Earith, to be raised 15 feet,
3
_
42
30
1,500
18 feet wide, Railway under.
24
Road from Somersham to Earith, to be raised
_
1
30
34
2,036
19 feet, 18 feet wide, Railway under.
25
Colne Long drove, to be crossed on a level
-
•
30
-
80
12 feet wide.
26
Road from Somersham to Chatteris, to be lowered
7 feet, 18 feet wide, Railway over.
-
11
30
74
1,031
27
Park-lane, to be raised 10 feet, 18 feet wide, Rail¬
8
-
62
30
1,136
way under.
28
Twenty-foot drain - - - - -
-
o
30
50
324
29
High Fen crooked drove, to be raised 5 feet, and
-
5
30
50
142
crossed on a level 12 feet wide.
30
High Fen straight drove, to be raised 5 feet, and
-
5
30
50
141
crossed on a level 12 feet wide.
31
Drove, to be raised 5 feet, and crossed on a level
-
o
30
50
141
12 feet wide.
32
Drove, as above ------
-
5
30
50
141
33
Puttocks drove, as above - -
-
5
30
50
141
34
Forty-foot drain ------
-
10
30
70
540
35
Occupation road, to be raised 5 feet, and crossed
on a level 12 feet wide.
-
5
30
50
141
36
Drove, to be raised 4 feet, and crossed on a level
12 feet wide.
-
4
30
46
125
37
River Nene -------
-
7
30
58
600
38
Drove, to be raised 7 feet, and crossed on a level
12 feet wide.
-
7
30
58
181
39
Drove, to be raised 5 feet, and crossed on a level
12 feet wide.
-
5
30
50
141
40
Drove, to be raised 4 feet, and crossed on a level
12 feet wide.
-
4
30
46
125
41
Drove, to be raised 8 feet, and crossed on a level
12 feet wide.
-
8
30
62
204
42
Whittlesea dyke - - -
-
10
30
70
540
43
Drove, to be raised 6 feet, and crossed on a level
12 feet wide.
-
0
30
54
160
44
Drove, to be raised 5 feet, and crossed on a level
12 feet wide.
-
5
30
50
141
[
45
Drove, to be raised 6 feet, and crossed on a level
12 feet wide.
6
30
54
160
|
!
1 .—II. D D 4 (continued.)
Z4A
184 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Number
Depth
Height
Top
Bottom
Cost.
on
Description, Locality and Dimensions.
of
of
Width.
Width-
Section.
Cutting.
Embankment.
Feet.
Feet.
Feet.
Feet.
£.
46
Road from Eastred to Coates, to be raised 10 feet,
8
-
62
30
356
18 feet wide, Railway under.
38
90
47
Drove, to be raised 2 feet, and crossed on a level
-
2
30
12 feet wide.
27,060
48
Arching over Whittlesea Wash, 30 feet wide,
902 yards long, extreme height 13 feet, average
-
-
" "
height 13 feet.
82
361
49
Green drove, to be raised 13 feet, and crossed
-
13
30
on a level 12 feet wide.
62
204
50
Drove, to be raised 8 feet, and crossed on a level
-
8
30
12 feet wide.
252
51
Ditch - -- -- -- -
_ _
3
30
42
52
Drain --------
_
4
30
46
252
53
Road from Whittlesea to Thorney, to be raised
12
-
78
30
1,303
6 feet, 18 feet wide, Railway under.
30
1,429
54
Road from Toneham Farm to Thorney, to be
6
-
54
raised 12 feet, 18 feet wide, Railway under.
1,936
55
Road from Peterborough to Wisbech, to be raised
-
o
30
38
19 feet, 18 feet wide, Railway under.
50
160
56
Bukehorn drove, to be raised 5 feet, and crossed
-
5
30
on a level 12 feet wide.
160
57
Harley's drove, as above -----
-
5
30
50
58
Road to Crowland, to be raised 19 feet, 18 feet
-
o
30
38
1,936
wide, Railway under.
Drain --------
59
-
3
30
42
252
60
Road to Crowland, to be raised 20 feet, 18 feet
-
3
30
42
2,136
wide, Railway under.
204
61
Road to be raised 8 feet, and crossed on a level
-
8
30
62
12 feet wide.
85
62
St. James's drove, to be raised 1 foot, and crossed
-
1
30
34
on a level 12 feet wide.
200
63
Occupation drove, to be raised 4 feet, and crossed
-
4
30
46
on a level 12 feet wide.
181
64
Falls drove, to be raised 7 feet, and crossed on a
level 12 feet wide.
-
7
30
58
65
Arching over Welland Wash, 30 feet wide, 704
yards long, extreme height 8 feet, average
-
-
" -
17,600
height 8 feet.
630
66
White House Lake ------
_
8
30
62
67
Drain - -- -- -- -
_
5
30
50
396
68
Drain - -- -- -- -
_
7
30
58
390
69
South drove drain ------
_
8
30
62
396
70
Drain - -- -- -- -
-
7
30
58
396
71
Turnpike road from Market Deeping to Spalding',
to be raised 22 feet, 25 feet wide, Railway
-
5
30
50
3,832
under.
200
72
Occupation road, to be raised 4 feet, and crossed
-
4
30
46
on a level 12 feet wide.
181
73
Drove, to be raised 7 feet, and crossed on a level
-
7
30
58
12 feet wide.
296
74
North drove drain ------
_
5
30
50
75
Drain - -- -- -- -
_
6
30
54
300
7 6
Counter drain ------
-
7
30
58
290
77
Drove, to be raised 6 feet, and crossed on a level
-
6
30
54
160
12 feet wide.
540
78
River Glen -------
-
10
30
70
79
Road from Bourn to Spalding, to be raised 27 feet,
-
9
30
66
3,263
18 feet wide, Railway under.
396
80
Leave's Lake -------
-
3
30
42
81
Six-house drove, to be raised 2 feet, and crossed
-
2
30
38
90
on a level 12 feet wide.
90
82
Star lode, crossed on a level -
-
2
30
38
83
Parson's drove, to be raised 2 feet, and crossed on
a level 12 feet wide.
-
2
30
38
90
84
Drain --------
-
3
30
47
270
85
Occupation road, to be raised 2 feet, and crossed
-
2
30
38
90
on a level.
432
125
86
Drain to Gosburton outfall -
-
5
30
50
87
Drove, to be raised 4 feet, and crossed on a level
-
4
30
46
12 feet wide.
181
88
Drove, to be raised 7 feet, and crossed on a level
-
7
30
58
12 feet wide.
58
468
89
South forty-foot drain -
-
7
30
90
91
Sempringham drain -
Billingborougli lode, crossed on a level
-
6
3
30
30
54
42
400
110
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Number
on
Section.
Description, Locality and Dimensions.
Depth
of
Cutting.
Height
of
Embankment.
Top
Width.
Bottom
Width.
Cost.
Feet.
Feet.
Feet.
Feet.
£.
92
Billingborough drove, to be raised 4 feet, and
-
4
30
46
125
crossed on a level 12 feet wide.
93
Ouse Mer lode, crossed on a level -
-
5
30
50
400
94
Horbling drove, to be raised 3 feet, and crossed
-
3
30
42
111
on a level 12 feet wide.
95
Drain --------
-
3
30
42
250
96
Turnpike road from Horbling to Donnington, to
-
2
30
38
3,458
be raised 20 feet, 25 feet wide, Railway under.
97
Occupation road, to be crossed on a level 12 feet
-
-
30
-
80
wide.
98
Occupation drove, to be raised 4 feet, and crossed
-
4
30
46
126
on a level 12 feet wide.
99
Drove to be raised 8 feet, and crossed on a level
-
8
30
62
204
12 feet wide.
100
Drain -------
-
4
30
46
252
101
Car dyke -------
-
5
30
50
360
102
South drove, to be raised 5 feet, and crossed on a
-
5
30
50
141
level 12 feet wide.
102 a
North drove, as above - - - - -
-
5
30
50
140
103
Helpringham Eau ------
-
5
30
50
270
104
Road at Little Hale, to be raised 17 feet, 18 feet
1
-
34
30
1,777
wide, Railway under.
105
Dyke -
-
2
30
38
216
106
Street at Great Hale, to be raised 15 feet, 18 feet
3
-
42
30
1,609
wide, Railway under.
107
Occupation road, to be raised 14 feet, 12 feet wide,
4
-
46
30
800
Railway under.
108
Street at Great Hale, to be raised 13 feet, 18 feet
5
-
50
30
1,483
wide, Railway under.
109
Turnpike road from Heckington to Swineshead
3
-
42
30
2,660
Lodge, to be raised 15 feet, 25 feet wide, Rail¬
way under.
110
Road from Heckington to Five Willow Walk, to
-
3
30
42
2,295
be raised 21 feet, 18 feet wide, Railway under.
111
Heckington Eau ------
-
9
30
66
360
112
Road from Howell to Cottager's Plot, to be raised
1
-
34
30
1,827
17 feet, 18 feet wide, Railway under.
113
Arching over the Sleaford Canal and Catchwater
-
-
-
-
3,300
Drain, 30 feet wide, 110 yards long, extreme
height 15 feet, average height 14 feet.
114
Road from Anwick to Billinghay, to be raised 23
-
5
30
50
2,885
feet, 18 feet wide, Railway under.
115
Road near Ruskington Fen house, to be raised 24
-
6
30
54
2,718
feet, 18 feet wide, Railway under.
116
Road from Dorrington, as above - - -
-
6
30
54
2,718
117
Drain --------
-
6
30
54
360
118
Digby Fen road, to be crossed on a level 12 feet
-
-
30
-
80
wide.
119
Road from Digby to Walcot, to be raised 16 feet,
2
-
38
30
1,680
Railway under.
1,936
120
Road from Kirby Green to Timberland, to be
.
1
30
34
raised 19 feet, 18 feet wide, Railway under.
121
Road from Blankney to Blankney Moor, 18 feet
18
-
102
30
1,050
wide, Railway under.
1,250
122
Road IS feet wide, Railway under - - -
23
-
122
30
123
Road 18 feet wide, Railway under - - -
24
-
126
30
1,250
124
Car dyke -------
-
8
30
62
360
125
Metheringham Fen drove, to be raised 9 feet, and
-
9
30
66
226
crossed on a level 12 feet wide.
204
126
Road from Nocton Wood, to be raised 8 feet, and
-
8
30
62
to be crossed on a level 18 feet wide.
127
Nocton delpli ------
-
7
30
48
360
128
Hare's Head drain ------
-
3
30
42
360
129
Road from Nevell's Wood, to be raised 5 feet,
-
5
30
50
142
and to be crossed on a level 12 feet wide.
142
130
Potter Hanworth Fen drove, to be raised 5 feet,
-
5
30
50
and crossed on a level 12 feet wide.
2,485
131
Road from Potter Llanworth to Bardney, to be
-
5
30
50
raised 23 feet, 18 feet wide, Railway under.
50
142
132
BranstonFen drove, to be raised 5 feet, and crossed
-
5
30
on a level 12 feet wide.
133
Branston delph ------
-
8
30
62
360
134
Drove, to be raised 7 feet, and crossed on a level
-
7
30
58
181
12 feet wide.
j ]l_ E E (continued.)
Z46
iSo APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Number
Depth
Height
Top
Bottom
on
Description, Locality and Dimensions.
of
of
Width.
Width.
Cost.
Section.
Cutting.
Embankment.
Feet.
Feet.
Feet.
Feet.
£.
135
Road from Heighington to Five-mile House, to be
-
5
30
50
2,485
raised 23 feet, 18 feet wide, Railway under.
130
Stream --------
5
30
50
540
137
Road from Washing-borough to Heighington, to
9
-
66
30
1,297
be raised 9 feet, 18 feet wide, Railway under.
13S
Road from Heighington to Washingborough, to
11
_
74
30
1,231
be raised 7 feet, 18 feet wide, Railway under.
139
Road from ditto to ditto, as above -
11
_
74
30
1,231
140
Road from Washingborough Mill to Washing-
12
-
78
30
1,203
borough, Railway under.
141
Road to Sheepwash, 12 feet wide, Railway
26
-
134
30
1,250
under.
142
Occupation road, 12 feet wide, Railway under -
20
-
110
30
950
143
Road from St. Botolph's to Washingborough, to
-
-
30
-
1,877
be raised 17 feet, 18 feet wide, Railway under.
211,511
Add for extra culverts and occupation bridges
-
-
-
-
30,000
£.
241,511
For Division III.
Number
Depth
Height
Top
Bottom
on
Description, Locality and Dimensions.
of
of
Width.
Width.
Cost
Section.
Cutting.
Embankment.
Feet.
Feet.
Feet.
*
Feet.
£.
1
Arching over Sincil Dyke, near Lincoln, 880
yards long, extreme height 29 feet, average
height 20 feet.
' '
30,800
o
Road, to be lowered 9 feet, 18 feet wide, Rail¬
way over.
-
9
30
57
870
3
Occupation road, to be raised 3 feet, and crossed
on a level 12 feet wide.
-
3
30
39
115
4
Catchwater drain ------
-
5
30
45
150
5
Road to Burton, to be raised 18 feet, 18 feet
wide, Railway under.
-
-
30
-
1,750
6
Main drain -------
-
8
30
54
360
7
Road from Saxelby to North Carlton, to be raised
18 feet, 18 feet wide, Railway under.
-
-
30
-
1,750
8
Road at Broxholme, to be raised 13 feet, 18
5
-
45
30
1,284
feet wide, Railway under.
9
River Till -------
-
7
30
51
360
10
Road at Barnsby, to be raised 26 feet, 18 feet
-
8
30
54
2,900
wide, Railway under.
11
Occupation road, to be raised 7 feet, and crossed
-
7
30
51
182
on a level 12 feet wide.
12
Till Bridge-lane, to be raised 16 feet, 12 feet
2
-
36
30
1,320
wide, Railway under.
13
Road from Marton to Stow, to be raised 20 feet
-
2
30
36
2,136
2,800
14
Road from Gate Burton to Willing-ham, to be
-
7
30
51
raised 26 feet, 18 feet wide, Railway under.
15
Brook --------
15
30
75
250
16
Brook --------
13
30
69
230
17
Brook --------
30
230
810
1,060
18
Occupation road, 12 feet wide, Railway under -
20
-
110
30
19
Road to Lea, to be raised 8 feet, 18 feet wide,
10
-
70
30
Railway under.
20
Occupation road, to be raised 6 feet, and crossed
-
6
30
48
160
on a level 12 feet wide.
21
Turnpike road from Lea to Gainsborough, to be
10
-
60
30
1,570
raised 8 feet, 25 feet wide, Railway under.
22
Occupation road, to be lowered 5 feet, 12 feet
-
13
30
82
800
wide, Railway over.
23
Arching over the Trent at Gainsborough, 30 feet
wide, 1,540 yards long, extreme height 27 feet,
average height 26 feet.
"
-
61,600
24
Drain ... -
-
23
30
99
828
1,277
25
Trent road, to be lowered 3 feet, 25 feet wide,
-
15
30
75
Railway over.
Z4 7
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
187
Description, Locality and Dimensions.
Drain --------
Drain --------
Road from Walkeringham to Gainsborough, to
be raised 21 feet, 25 feet wide, Railway under.
Cross drain -------
Road from Walkerith Ferry to Walkeringham,
to be raised 21 feet, 18 feet wide, Railway
under.
Main drain -------
Road from West Stockwith to Walkeringham, to
be raised 28 feet, 18 feet wide, Railway under.
Chesterfield Canal ------
Road at Misterton, to be raised 18 feet, 18 feet
wide, Railway under.
Morther drain ------
Bycar dyke -------
Road at Haxey Gate, to be raised 21 feet, 12 feet
wide, Railway under.
Road from Newbig' to Tindale Bank, to be raised
20 feet, 18 feet wide, Railway under.
Road from Haxey to Haxey Gate, as above
Road from Newbig to Tindale Bank, to be raised
22 feet, 18 feet wide, Railway under.
Road from Newbig to Bank End, to be raised
21 feet, 18 feet wide, Railway under.
Road from Haxey to Bank End, to be raised
20 feet, 18 feet wide, Railway under.
Road from Haxey to Bullhassock, to be raised
20 feet, 18 feet wide, Railway under.
Road from Haxey to Kelsey Close, to be raised
20 feet, 18 feet wide, Railway under.
Drain --------
Folley drain -------
Road to be raised 19 feet, and drain 25 feet
wide, Railway under.
Cross road, to be raised 21 feet, 18 feet wide,
Railway under.
Road from Wroot to Epworth, to be raised 19
feet, 18 feet wide, Railway under.
New Torne River ------
Road from Wroot to Lindholme, to be raised 18
feet, 18 feet wide, Railway under.
Drain - -- -- -- -
Road from Wroot to Lindholme, to be raised 19
feet, 18 feet wide, Railway under.
Road from Lindholme to Dirtness Bridge, as
above.
Occupation road, to be raised 3 feet, and crossed
on a level 12 feet wide.
Low Level Bank, as above -
Road from Hatfield to Low Level Bank, to be
raised 21 feet, 18 feet wide, Railway under.
Occupation road, to be raised 2 feet, and crossed
on a level 12 feet wide.
Occupation road, as above -
Road from Hatfield to CrowTtree, to be raised
20 feet, 18 feet wide, Railway under.
Turnpike road from Bawtree to Selby, to be raised
20 feet, 25 feet wide, Railway under.
Road from Bawtry Road to Selby, to be raised
19 feet, 18 feet wide, Railway under.
Occupation road, to be crossed on a level 12 feet
wide.
Turnpike road from Doncaster to Thome, to be
raised 24 feet, 25 feet wide, Railway under.
Road from Stainforth to Thorne, to be raised
26 feet, 18 feet wide, Railway under.
Stainforth and Keadly Canal - - - -
Occupation road, to be raised 9 feet, and crossed
on a level 12 feet wide.
Depth
of
Cutting.
Feet.
•2
3
132.—II.
Height
of
ibankraent.
Top
Width.
Bottom
Width.
Cost.
Feet.
Feet.
Feet.
£.
11
30
63
432
10
30
60
432
3
30
39
3,450
4
30
42
360
4
30
42
1,950
7
30
51
360
10
30
60
3,634
9
30
57
900
-
30
-
1,594
5
30
45
360
4
30
42
360
3
30
39
1,592
2
30
36
1,836
4
30
42
1,836
3
30
39
2,110
2
30
36
1,995
2
30
36
1,836
3
30
39
1,836
3
30
39
1,836
4
30
42
360
2
30
36
360
1
30
33
2,771
3
30
39
1,995
1
30
33
1,736
.
30
.
360
-
30
-
1,644
_
30
36
360
-
30
36
1,736
-
30
33
1,736
-
-
-
111
111
-
-
-
2,045
-
-
-
90
90
-
-
-
1,936
-
-
-
3,050
1
•30
33
1,786
-
30
-
80
G
30
48
4,100
8
30
54
2,901
9
30
57
720
9
30
57
226
E E 2
(1continued..)
7// 51
i88 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
No.
Depth
Height
Top
Bottom
Cost.
on
Description, Locality and Dimensions.
of
of
Width.
Width.
Section.
Cutting.
Embankment.
Feet.
Feet.
Feet.
Feet.
£.
71
Occupation road, to be raised 8 feet, and as above
_
8
30
54
924
7'2
River Don ------
_
10
30
60
5,000
73
Drain - -- -- -- -
_
5
30
45
360
74
Road from Fislilake to Wormley hill, to be raised
_
5
30
45
2,260
22 feet, 18 feet wide, Railway under.
75
Footpath, 8 feet wide, crossed on a level -
_
5
30
45
150
76
Occupation road, to be crossed on a level 12 feet
-
-
30
-
80
wide.
141
77
Occupation road, to be raised 5 feet, and crossed
-
5
30
45
on a level 12 feet wide.
78
Occupation road to be raised 4 feet and as above
_
4
30
42
845
79
Drain - -- -- -- -
_
3
30
39
360
80
Road from Forster houses to Thorninghurst, to be
-
-
30
-
1,644
raised 18 feet, 18 feet wide, Railway under.
90
81
Occupation road, to be raised 2 feet, and crossed
-
2
30
36
on a level 12 feet wide.
82
Drain - -- -- -- -
_
5
30
45
360
83
Road from Sykenhouse to Pinchin Green, to be
-
4
30
42
2,160
raised 22 feet, 18 feet wide, Railway under.
360
84
Drain - -- -- -- -
_
6
30
48
85
Occupation road, to be raised 8 feet, and crossed
-
8
30
54
204
on a level 12 feet wide.
S6-
Old Went river ------
_
10
30
60
540
87
New W ent river -
-
9
30
57
540
88
Knotting'ley and Goole canal - - - -
_
11
30
63
720
89
Drain - -- -- -- -
_
3
30
39
360
90
Junction of roads, to be raised 24 feet, 25 feet
-
6
30
48
4,115
wide, Railway under.
91
Drain - -- -- -- -
_
7
30
51
360
92
Occupation road, to be crossed on a level 12 feet
-
-
30
-
SO
wide.
118
93
Occupation road, to be lowered 5 feet, and crossed
5
-
45
30
on a level 12 feet wide.
2,700
94
Turnpike road from Pontefract to Snaith, to be
-
-
30
-
raised 18 feet, 25 feet wide, Railway under.
2,385
95
Road from Goodhall to Snaith, to be raised 23
-
5
30
45
feet, 18 feet wide, Railway under.
96
River Aire -------
_
9
30
57
5,000
97
Drain - -- -- -- -
_
17
30
81
360
98
Drain - -- -- -- -
_
13
30
69
360
99
Drain - -- -- -- -
_
10
30
60
360
100
Road from Hust Courtney to Coats Hall, to be
-
1
30
33
1,736
raised 19 feet, 18 feet wide, Railway under.
360
101
Drain --------
_
4
30
42
102
Occupation road, to be raised 4 feet, and crossed
-
4
30
42
125
on a level 12 feet wide.
103
Occupation road, to be raised 2 feet, and as above
-
o
30
36
90
104
Road from Templehurst to Burn, to be raised 17
1
-
33
30
1,577
feet, 18 feet wide, Railway under.
105
Drain - -- -- -- -
_
3
30
39
360
106
Road from Templehurst to Burn, to be raised 18
-
-
30
-
1,594
feet, 18 feet wide, Railway under.
107
Occupation road and drain, to be crossed on a
-
-
30
-
80
level 12 feet wide.
108
Drain - -- -- -- -
_
7
30
51
360
109
Road from Chapel Haddlesey to Burn, to be
-
2
30
36
1,936
raised 20 feet, 18 feet wide, Railway under.
110
Turnpike road from Bawtry to Selby, to be raised
6
30
48
4,100
24 feet, 25 feet wide, Railway under.
111
Selby canal -------
-
10
30
60
720
112
Drain - -- -- -- -
-
11
30
63
360
113
Road from West Haddlesey to Brayton, to be
.
2
30
36
1,836
raised 19 feet, 18 feet wide, Railway under.
114
Road from Brawton to Thorp Willoughby, to be
9
_
57
30
1,097
raised 9 feet, 18 feet wide, Railway under.
115
Drain --------
30
-
-
360
116
Turnpike road from Selby to Leeds, to be raised
30
-
-
2,701
18 feet, 25 feet wide.
117
Stream --------
-
8
30
54
360
118
Drain - -- -- -- -
-
6
30
48
360
119
Drain --------
-
5
30
45
360
Z4?
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 189
No.
Oil
Section.
Description, Locality and Dimensions.
Depth
of
Cutting.
Height
of
Embankment.
Top
Width.
Bottom
Width.
Cost.
120
Road from Thorpe Willoughby to Selby, to bo
raised 17 feet, 18 feet wide, Railway under.
Feet.
1
Feet.
Feet.
33
Feet.
30
£.
1,527
121
Road from Bishopwood to Selby, to be raised
18 feet, 18 feet wide, Railway under.
-
-
30
-
1,644
122
Road from Bishopwood to Wistow, to be raised
25 feet, 18 feet wide, Railway under.
-
7
30
51
2,700
123
Road from Sherburn to Wistow, to be raised
20 feet, 18 feet wide, Railway under.
-
3
30
39
1,836
124
Road from Sherburn to Wistow, to be raised
22 feet, 18 feet wide, Railway under.
-
4
30
42
2,260
125
Road from Thorpe Willoughby to Cawood, to
be raised 24 feet, 18 feet wide, Railway under.
-
0
30
48
2,518
120
Bishop Dyke ------
-
7
30
51
360
127
Road from Sherburn to Cawood, to be raised
24 feet, 18 feet wide.
-
0
30
48
2,518
128
Occupation road, to be crossed on a level 12
feet wide.
-
-
30
-
80
129
Road from Tadcaster to Cawood, to be raised
21 feet, 18 feet wide, Railway under.
-
3
30
39
1,945
130
River Wharfe ------
-
10
30
00
720
131
Drain --------
-
13
30
09
360
132
Road to Ley's house, to be raised 2 feet, and
crossed on a level 12 feet wide.
-
2
30
30
90
133
Drain - -- -- -- -
-
o
30
30
360
134
Drain --------
-
3
30
39
360
135
Road from Acaster Selby to Bat Rudding
Green, to be raised 18 feet, 18 feet wide, Rail¬
way under.
"" "
30
" '
2,344
130
Road from Acaster Selby to Broad Lane End,
to be raised 21 feet, 18 feet wide, Railway
under.
~ ~
3
30
39
2,095
137
Road to Copmanthorpe, to be raised 20 feet,
18 feet wide, Railway under.
-
2
30
30
1,936
138
Road to Copmanthorpe, to be raised 19 feet,
18 feet wide, Railway under.
-
1
30
33
1,886
139
Road from Bishopthorpe to Appleton, as above -
-
1
30
33
1,886
140
Dyke --------
-
5
30
45
360
141
Road from Copmanthorpe to Acaster Malbis,
to be raised 18 feet, 18 feet wide, Railway
under.
~
~ ~
30
1,744
142
Occupation road, to be crossed on a level 12 feet
wide.
-
-
30
-
80
143
Occupation road, to be raised 3 feet, 12 feet
wide, and crossed on a level.
-
3
30
39
630
144
Drain --------
-
2
30
30
360
145
Occupation road, to be raised 0 feet, and crossed
on a level, 12 feet wide.
- ~
6
30
48
142
£.
260,814
Add for extra culverts and occupation bridges
-
-
-
-
30,000
£.
290,814
132. — II.
EE 3
Appendix (E.)
190 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Gibbs's Report ——————
on the proposed
Barkway Line Appendix (E.)
from London to
York, by List of Stations, with the Cost in Divisions.
Cambridge.
Division I.
No. of
Station
Locality.
No. of
Acres.
Price
per Acre.
Amount.
Cost of
Buildings and
Stations.
£.
£.
£.
1
Myddleton Gardens -
-
5
1,500
7,500
60,000
2
Kingsland Road -
-
1
2
1,000
500
1,500
3
Ware -
-
H
500
750
3,000
4
Puckeridge -
-
n
300
450
1,500
5
Known's Folly (for Royston)
-
IJ
300
450
1,500
6
Shelford -
-
n
300
450
1,200
7
Cambridge -
-
3
1,000
3,000
10,000
14|
-
13,100
78,700
Division II.
1
Long Stanton -
-
H
200
300
1,200
0
Earith .....
-
H
200
300
1,200
3
Ramsey - - - - -
-
n
200
300
1,200
4
Whittlesea and Wharf
-
10
200
2,000
40,000
5
6
Crowland - - - -
-
Ij
200
300
1,200
Spalding ....
-
U
200
300
2,000
7
3
Swaton - - - - -
-
n
200
300
1,200
Keckington ....
-
H
200
300
1,200
9
10
Anwick .....
-
H
200
300
1,200
Lincoln - - - - -
-
6
500
3,000
20,000
28
7,400
70,400
Division III.
1
Sturton -
-
H
200
300
1,200
Gainsborough ....
-
3
350
1,050
5,000
2
Thome -
-
n
200
300
1,200
3
Snaith ....
-
J2
200
300
1,200
4
Selby -----
-
11
200
300
5,000
5
G
7
Cawood -
-
11
200
300
1,200
York - - - . .
-
3
500
1,500
20,000
13i
4,050
34,800
Division I.
-
14J
-
13,100
78,700
Division 11.
-
28
-
7,400
70,400
Division III. -
-
134
-
4,050
34,800
Total Main Line -
-
5G
-
24,550
183,900
(£. 183,900.) Of this amount the sum of £. 105,000 is appropriated for engine-houses,
building, repairing and depot sheds for carriages ; the remainder for offices, waiting-rooms, fur¬
niture and implements.
Appendix (F.)
7 7/
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Appendix (F.)
Details of and Cost of the Permanent Way for Division I. from Pentonville to the Junction with
the Northern and Eastern Railway near Tottenham, and from the Northern and Eastern Railway
near Broxbourn to Cambridge.
articles.
Ballast -
Rails -
Carriage of ditto (on line)
Laying - ditto -
Screws ....
Felt -
Sleepers (longitudinal) -
Ditto (transverse) -
Struts -
Preparing timber -
Kyanizing ditto -
Laying sleepers -
Carriage of timber (on line) -
Iron ties ....
„ bolts -
Switches ....
Crossings and turn-outs -
Turnplates (small)
Ditto (large)
Sidings at stations, &c. -
Drainage (of permanent way) -
Ballast, rails, sleepers, &c. fori
extra line on the inclined >
plane - - - -J
xum11er.
300,247 cubic yards -
f 266,904 lin. yards, <30 lbs. T
I per yard - - -J
37 miles 73 chains -
37 ,, /3 „
2,383 cwt. ...
266,904 lineal yards
10,897^ loads, 7 in. x 14 in.
f26,690, 4J in. x 9 in. x ")
\ 108 in. - - -J
889|- loads -
37 miles 73 chains -
37 „ 73 „
37 „ 73 „
37 ,, 73 ,,
268 tons 1 cwt. 2 qrs. 7 lbs.
142 tons 19 cwt.
41 ....
107 ....
19 (fixed complete)
8
3,350 lineal yards -
4 miles (single line) -
price.
4 s. per cubic yard
12 /. per ton
165/. per mile -
96/. „
3/. 2 s. 7 Id. p'ewt.
2 d. per yard
5/. per load
5s. ad. each
5/. per load
196/. per mile -
479/.
400/.
194/. „
1 /. 8 s. per cwt.
1 /. 4 s. „
35/. each -
71.
125/.
150/.
it
ii
it
ii
ii
3,503 /. per mile -
£.
amount.
£.
60,049
85,790
6,255
3,639
7,461
2,224
54,489
7,339
4,447
7,430
18,158
15,164
7,354
7,506
3,430
1,435
749
2,375
1,200
7,214
5,699
s. d.
8 -
10 -
4 -
6 6
13 8
4 4
3 6
15 -
19
7
6
4
17 6
10 8
3 9
16 -
15 -
14,112 - -
Mr. Gibbs's Report
on the proposed
Barkway Line
from London to
York, by
Cambridge.
323,526 14 9
Details of and Cost of the Permanent Way for Division II. from Cambridge to Lincoln.
articles.
number.
price.
amount.
Ballast -
Rails -
Carriage of ditto (on line)
Laying - ditto -
Screws -
Felt
Sleepers (longitudinal) -
Ditto (transverse)
Struts -
Preparing- timber -
Kyanizing ditto
Laying sleepers
Carriage of timber (on line) -
Iron ties -
„ bolts -
Switches -
Crossing's and turn-outs-
Turnplates (small)-
Ditto (large) -
Siding-s at stations, &c. -
Ballast, rails, sleepers, &c. for
extra line from the river
Nene to the Whittlesea sta¬
tion - - -
Drainage of permanent way •
1.42.— II.
631,521 cubic yards -
f561,352 lineal ditto, 60lbs. A
( per yard - - - J
79 miles 59 chains -
79 „ 59 ,,
5,016 cwt. 6 lbs.
561,352 lineal yards
22,922jj loads, 7 in. x 14in.
x"\
-I
f28,068, 4J in. X 9 in.
\_ 108 in. - ~ -
1,87IS- loads - - -
79 miles 59 chains -
79 ,, 59 „
79 „ 59 „
/9 „ 59 „
563 tons 17^ cwt.
300 tons 13 cwt. 2qrs. 25 lb.
70
204 ... -
35 -
16
6,052 lineal yards
1,760 ,, (single line)
4 s. per cubic yard.
12/. per ton
165/. per mile -
96/. „
f3l. 2s. 7\d. perf
cwt. - -j
2 d. per yard
5 /. per load
5 s. 6d. each
5 /. per load
196/. per mile -
479/.
400/.
194/. „ -
1 /. 8 s. per cwt.
1 /. 4s. „
35/. each -
71. „ -
125/.,, -
150/. „ -
IS
11
£.
£.
126,308
180,414
13,157 2
7,655 —
15,694 -
(/.
3 -
18
10
4,667
114,612
15,437
9,356
15,629
38,195 10
31,896 -
15,469 11
15,788 10
7,216 9
2,450 -
1,428 -
4,375 —
2,400 -
13,032 -
- 8
3,790 - -
11,988 18 -
E E 4
650,971 6 1
Details
192
APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Details of and Cost of the Permanent Way for Division III., from Lincoln to the Junction with the York and North
Midland Railway, near Burnhill Ash.
ARTICLES.
number.
nucE.
AMOUNT.
Ballast ...
Rails -
Carriage of ditto on the
Line.
Laying ditto
Screws -
Felt -
Sleepers (longitudinal)
Ditto (transverse) -
Struts -
Preparing timber
Kyanizing ditto -
Laying sleepers -
Carriage of timber (on
the Line.)
Iron ties -
Bolts -
Switches -
Crossings and turnouts
Turnplates (small)
Ditto - (large)
Sidings at stations, &c.
Drainage of permanent
way.
427,284 cubic yards -
379,968 lin. yards, COlbs. per yard
53 miles 76 chains -
53 ditto 76 ditto -
3,392 cwt. 2qrs. 19 lbs.
379,968 lineal yards -
15,508f loads, 7in. x 14in.
37,981, 4jin. X 9in. X 108in. -
1,266 loads ....
53 miles 76 chains -
53 miles 76 chains -
53 miles 76 chains ...
53 miles 76 chains -
381 tons 10 cwt. 14 lbs.
203 tons 8 cwt. 2 qrs. 26 lbs.
- 39 - • -
- 89 -
16 (fixed complete)
- 6 - ditto
2,919 lineal yards -
£.
12
165
96
3
196
479
400
194
1
1
35
7
125
150
s.
4
o
d.
- per cubic yard
- per ton
- per mile
- per mile
7 b per cwt.
2 per yard
- per load
6 each -
- per load
- per mile
- per mile
- per mile
- per mile
- per cwt.
- per cwt.
- each -
- each -
- each -
- each -
£.
85,456
122,063
8,901
5,179
10,623
3,166
77,543
10,444
6,330
10,574
25,842
s. d.
16
10
15
4
6 -
8
19 -
15 6
4 -
10,466 6 -
10,682
4,882
1,365
623
2,000
800
6,284
8,111
3
9
432,820 3 6
Appendix (G.)
Estimated Cost of the Line in Divisions, deduced from Appendices (B.), (C.), (D.), (E.) and (F.)
Division i.
quantities.
articles.
price.
cost.
cost.
See Appendix (B.)''
See Appendix (D.)
See Appendix (B.)
See Section
See Appendix (E.)
See Appendix (C.)
See Appendix (E.)
See Appendix (F.)
Cubic Yards.
2,128,993
473,217
3,341,652
5,943,862
4
38
o
40
12
Cubic Yards.
14,235
Lineal Yards.
66,726
Acres.
SOh
406A
168J-
6611
Acres.
141
Miles.
37.91
Earthwork :
line excavation for embanking
side - ditto - ditto ...
line - ditto - spoil -
Total Earthwork on Division I.
Masonry :
tunnels ------
road bridges ; the Railway passing under
aqueducts - ditto - ditto
Railway bridges ; the Railway passing over
culverts ------
Extra culverts and occupation bridges -
retaining brick walls -
Total Masonry on Division 1.
fencihg and surface drainage (double)
stations -----
Is.
8 d.
9 d.
20 s.
9 s. 6 d.
Land :
for Railway
ditto -
ditto -
for stations -
Total for Land 011 Division I.
£. 1,000
300
100
upper works, permanent way -
M ater supply, pumping engines, tanks, water
cranes and services.
106,450
Id, / 74
125,312
144,820
55,537
4,200
84,804
3,150
40,000
332,511
14,235
86,500
121,950
16,850
225,300
13,100
247,536
346,746
31,695
78,700
238,400
323,526
6,000
1,272,603
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Estimated Cost of the Line in Divisions, deduced from Appendices (B.), (C.), (D.), (E.) and (F.)
Division II.
quantities.
articles.
price.
cost.
cost.
See Appendix (B.)
Cubic Yards.
1,233,800
1,888,598
296,083
Earthwork:
line excavation for embanking -
side
line - „ - for spoil ....
1 s.
8 d.
9 d.
£.
61,693
62,953
11,103
£.
1
3,418,541
Total Earthwork on Division II. -
135,749
See Appendix (D.) <
5
45
37
54
4
Masonry :
viaducts -------
road Bridges—the Railway passing under
Railway Bridges—the Railway passing over -
crossings on a level - - - - -
culverts -------
Extra culverts and occupation roads
-
100,628
84,160
17,855
8,048
820
30,000
See Section -
See Appendix (E.)
Lineal Yards.
58,080
... 10
Total for Masonry * on Division II.
fencing and surface drainage (double) -
stations -------
9 s. 6 d.
"
241,511
27,588
70,400:
See Appendix (C.)
Acres.
890
181
Land :
for Railway ------
ditto -------
£.200
£. 100
179,200
1,850
9141
181,050
See Appendix (E.)
A ores.
28
for stations ------
-
7,400
Miles.
Total for Land on Division II.
188,450
See Appendix (F.)
79.74
upper works, permanent way -
Water supply, pumping engines, tanks, water,
cranes and services.
-
... -
650,971
5,200
£.
1,319,869
Division III.
quantities.
articles.
price.
cost.
cost.
r
See Appendix (B.)j
Cubic Yards.
058,961
1,001,505
67,653
Earthwork :
line excavation for embanking- ...
side
line - spoil - - - -
1 S.
8 d.
9 d.
£.
32,948
35,384
2,537
£.
1,788,119
Total Earthwork on Division III.
-
.
70,869-
See Appendix (D.)1
2
64
49
25
3
Masonry :
viaducts -------
road Bridges—the Railway passing under
Railway bridges—the railway passing over -
crossings on a level -
culverts -------
Extra culverts and occupation bridges -
-
92,400
132,211
31,529
3,964
710
30,000
See Section
See Appendix (E.)
Lineal Yards.
36,960
7
Total for Masonry on Division III.
fencing and surface drainage (double) -
stations -------
9 s. C d.
- - -
290,814'
17,556
34,800
See Appendix (C.)
Acres.
530
4
Land :
for Railway ------
ditto -------
£. 200
£. 100
107,200
400
540
107,600
See Appendix (E.)
Acres.
13J
for stations ------
-
4,050
See Appendix (F.)
Miles.
53.95
Total for Land on Division III.
upper works, permanent way -
Water supply, pumping engines, tanks, water,
cranes and services.
-
.
111,650
432,820
5,100
£.
963,609
* Should a tunnel he adopted at Washing-borough, it will augment the cost of masonry 23,700 I. : but a reduction will
then take place in the amount and cost of the earthwork in this division.
132.—II. FF Abstract
iq4 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Gibbs's Report
on the proposed
Barkway Line from
London to York,
by Cambridge and
Lincoln.
Abstract of the foregoing Estimate.
total
quantities.
articles.
cost.
cost.
Cubic Yards.
11,150, 522
Earthwork -------
£.
£.
454,154
4
7
2
147
126
79
19
Masonry:
tunnels* - -- -- -- -
viaducts --------
aqueducts, the Railway passing under - - -
road bridges,
Railway bridges, the Railway passing over -
crossings on a level ------
culverts --------
extra culverts and occupation bridges - - -
144,820
193,028
4,200
271,908
134,188
12,012
4,680
100,000
Cubic Yards.
14,235
Lineal Yards.
161,766
24
Acres.
2,116
56
Miles.
171.6
retaining brick walls -----
864,836
14,235
879,071
76,839
183,900
538,500
1,407,317
16,300
9,000
fencing and surface drainage (double)
stations (vide note at the end of Appendix E.)
land for Railway ------
,, stations ------
513,950
24,550
upper works, permanent way - - - -
Water supply, pumping engines, tanks, water
cranes, and services.
Lighting stations, engines, and the road
-
120
150
250
200
Stock:
engines and tenders, at £. 1,600 - - - -
first class carriages ,, £. 450 - - - -
second ditto ,, £. 240 - - - -
horse boxes, cattle trucks, waggons, &c. at £.150 -
Engine, repairing machinery, tools, steam engines
for driving ditto.
192,000
67,500
60,000
30,000
22,400
371,900
Consolidation of way and keeping the road in
repair for two years.
Add for unforeseen contingencies on land and com¬
pensation for damages.
Contingencies at 10 per cent. -
.
86,000
124,300
414,728
£.
4,562,009
Great Northern Railway, January 1841.
Average Cost per Mile of the under-mentioned Divisions.
ist. From Middleton Gardens to the Northern and Eastern Railway
2d. From the Northern and Eastern Railway to Cambridge
3d. From Cambridge to Lincoln _______
4th. From Lincoln to York -------
Total Average from Middleton Gardens to York
£.
86,463
29)8S8
19>514
20,513
23,642
Length of Line from Middleton Gardens to the Northern and Eastern
Railway - -- -- -- -- --
Northern and Eastern Railway --------
From Northern and Eastern Railway to Cambridge -
From Eastern Counties Railway Station, Shoreditch, to junction with
Northern and Eastern Line - -- -- -- -
Northern and Eastern from the junction with the Eastern Counties to
the junction of the Line from Middleton Gardens -
Miles. Chains.
4
40
10
60
33
53
48
53
3
27
3
24
6 51
* See note in preceding page.
2 6
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
Population Table.—Great Northern .Railway.
Total Population
Within Ten Miles on each side
of the Line.
Beyond Ten Miles of the
Line.
Total
Total
Name of County.
in each
County.
Proportion of
Population
taken in each
County,
Amount of
Population
taken in each
County.
Proportion of
Population
taken in each
County.
Amount of
Population
taken in each
County.
Population
taken.
Amount
taken.
Yorkshire:
City -
Ainsty
North Riding-
East Riding
West Riding
-
26,200
9,102
190,756
168,891
976,350
the whole
the whole
3
To
I
I O
I
T"5
26,260
9,102
9,166
17,686
50,368
X
s
9"" "
40,781
151,205
the whole
the whole
1 3
10
the whole
I
1 9
26,260
9,102
49,947
168,891
50,368
The whole County^
of York - -J
1,371,359
4
45
112,582
4
3 O
191,986
2.
?
304,568
Nottingham -
Rutland
Northampton
Lincoln
Huntingdon -
Cambridge
Norfolk
Suffolk -
Bedford
Hertford
Essex - - -
Middlesex
-
225,327
19,385
179,336
317,465
53,192
143,955
390,054
296,317
95,483
143,341
317,507
1,358,330
3
2, 5
I 1
1 5
17
5 O
1 7
iT
x
90
1 3
2. s
1 7
1 2. s
I
I 3
28,488
140,636
28,696
97,145
1,244
75,005
42,906
104,288
7
5 O
1
3
3
3T
J_4
2- 5
t 0
8
2.5
the whole
T
1 9
5o
a
25
9
30,549
6,446
21,485
176,829
24,496
46,810
390,054
99,622
20,360
10,767
22,984
I 3
3*0
1
T
3
23"
the whole
the whole
the whole
the whole
1
3
X
9
3
~5
16
115
1
I 1
59,037
6,446
21,485
317,465
53,192
143,955
390,054
99,622
21,604
85,772
65,890
104,288
Total -
-
4,911,051
3
a 5
630,990
x 1
Z 0
1,042,388
I 7
a 0
1,673,378
February 1841.
Appendix (H.)
Population Table, giving Statute Acres and Population on the Line of the proposed Great Northern
Railway, included within 10 miles on either side of the Line.
N.B.—The County of Middlesex and London is not included.
County.
Square Acres, 10 miles
on each side of
Railway.
Total Population in
Counties within
10 miles of the Line.
Essex -
124,625
40,335
Hertford ...
216,737
91,954
Bedfordshire
5,981
1,922
Cambridgeshire -
432,905
138,751
Huntingdonshire
112,317
25,239
Northamptonshire
36,672
10,102
Lincolnshire
672,024
121,23S
Nottinghamshire
116,29S
48,926
Yorkshire -
451,480
220,000
Ainsty of York -
49,720
9,102
Total - - -
2,218,759
707,569
132.—II.
F F 2
Population
2.6-6
196 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
Mr. Gibbs's Report Population Table, giving Statute Acres and Population from London to York by the Birmingham,
011 the proposed Midland Counties, North Midland and York, and North Midland Railways, including within
Bark way Line from 10 miles of either side of the Line.
London to York, by
Cambridge and
N.B.—The County of Middlesex and London is not included.
County.
Square Acres, 10 miles
on each side of
Railway.
Total Population in
Counties within
10 miles of Railway.
Buckinghamshire
396,368
122,607
Hertfordshire
175,113
74,714
Bedfordshire
97,079
31,255
Northamptonshire
•278,045
76,596
W arwickshire
118,999
69,468
Leicestershire
378,699
145,040
Staffordshire
3,OSS
1,726
Nottinghamshire
158,166
66,519
Derbyshire
404,770
146,232
Yorkshire -
693,440
337,940
AinstyofYork -
49,720
9,102
Total - - -
2,753,441
1,083,199
Appendix (I.)
Passenger Traffic anticipated from Stage Coaches, taken from the Stamp-office Returns, 1st October 1840.
Places between whicb they run.
Journies
per Week.
London to Cambridge
Bury -
Boston
Louth -
Lynn -
Newcastle
,, Newmarket -
„ Oundle
„ Norwich
,, Stamford
„ St. Ives
„ St. Neots
,, Yarmouth
Royston to Cambridge
Hitchin.
Blisworth to Lincoln
„ Huntingdon
„ Stamford -
» Ely -
„ Holbeach -
St. Ives to Wisbeach
Doncaster to Gainsborough -
„ Barton
Lincoln to Grantham
„ Gainsborough
Nottingham to Gainsborough -
Newark to Doncaster -
and
York to Hull
78
24
12
14
12
12
14
6
34
12
12
12
14
G
12
12
12
12
14
12
12
6
12
12
6
12
14
Passengers
per Week,
at Nine eacli
Journey.
702
216
108
126
108
108
126
54
306
108
108
108
126
54
108
108
108
108
126
108
108
54
108
108
54
108
126
Stations on Railway.
Broxbourne to Cambridge
Swaton -
Lincoln -
Spalding
»
>}
:>
»
jj
}>
fJunction with York]
-j and North Midland ]
[Railway - -J
Cambridge
Whittlesea
Cambridge
Crowland
Earith ...
" . "
,, Cambridge
Royston to Cambridge -
Lincoln to Broxbourne -
Cambridge to Earith ...
„ Crowland
„ Earith ...
,, Spalding -
,, Whittlesea
Thorne to Gainsborough
Lincoln to Selby -
„ Swaton ...
„ Gainsborough
Gainsborough to Broxbourne, London
Lincoln to Thorne ...
York to Selby
Miles
on
Railway.
33 J
001
85 J
1131
73^
1G7J
33i
60~
331
GO"
441
44t
33l
io|
113J
ll"
3oh
ll"
391
26 h
161
43|
28
14
1271
lOi
Revenue per Week
at 2d.
per Passenger
per Mile.
£.
£. s. d.
195 19 6
60 6 -
76 19 -
119 3
65 14
35
27 -
85 8
62
40
40
35
4 14
102 3
9 18
31 19
9 18
41 9
23 17
14 17
19 11
25 4
12 12
57 7
27 9
1,374 16
11 -
6
150 15 -
3 6
1,385 17 -
Or
per annum
£.
Passenger Traffic ahticipated from Horsemen, Gigs and Posting-, according to Returns made during- Fourteen Days from actual Traffic.
to
Stations at which the Traffic was taken.
East of Line.
Woodford -
On or near the Line.
Waltham Cross
West of Line.
Nearest available Station
on the
proposed Line.
[
Trumpington -
Huntingdon
from the Cam-]
bridge-road -f
Peterborough
Potter's Bar
Huntingdon from
London-road -
Peterborough J
from the Clin- ,
die-road -J
Stamford -
_ Sleaford -
r Lincoln S. end -
Lincoln N. end]
towards Selby-/1 _ "Linco]n" N. cn"d
towards Gains¬
borough
Gainsborough -
York, Sclby entrance
Doncaster
Dring-houses, ]
York - -J
):
J Bros
txbourne
to
Cambridge
to
Earith
I t0
I "
Whittlesea
to
Crowland
to
Anwick -
to
Lincoln -
to
Gainsborough
Miles.
- 33.]
- 11
- ISA
- 9
- 25
- 19]
- 14
Thome - - - 16]
f Junction with Y. & N.]0„,
{ M. Railway- -/ ~
ditto -
Horsemen.
Gigs.
Posting.
Horses.
Persons.
Horses.
Persons.
Horses.
Persons.
561
772
442
169
-
1,040
-
210
-
23
-
71
-
354
-
216
(216)
833
(1,416)
356
(484)
317
(317)
253
(430)
122
(166)
319
(319)
261
(443)
70
(95)
908
(908)
559
(950)
100
(136)
193
(193)
134
(227)
8
(11)
424
(424)
286
(486)
316
(430)
325
(325)
310
(527)
92
(125)
1,379
(1,379)
518
(800)
122
(166)
395
(395)
276
(469)
76
(103)
256
(256)
87
(147)
28
(138)
579
(579)
295
(501)
59
(80)
866
(866)
372
(632)
294
(400)
219
(219)
265
457
170
232
788
(788)
254
(432)
118
(160)
Miles travelled
on the
proposed Railway.
Total
Passengers.
Revenue
for 14 Days, at 2d.
per Mile
per Passenger.
£■ s. el.
j - - not taken, because it is carried us far as
| Broxbourne by tho N. & E. Railway, and it
I is assumed that whatever passes this point
I conies in the Cambridge or Huntingdon traffic.
33]
11
44]
15]
2,116
913
857
1,994
590 14 4
83 13 10
317 16 -
257 11 o.
f- - not taken, because it is assumed that what-
; ever portion passes north conies in at Stam-
[ford.
24]
34
10J
1,340
977
2,425
273 11 8
276 16 4
394 1 2
taken at the Selby entrance to York.
14
441
51 9 -
f- - this evidently embraces traffic east and
, west, and therefore the return at the Lincoln
75
1,898
1,186 5 -
908
177 16 4
54
1,380
621 - -
Or per annum
- £.
4,230 14 10
109,999 5 8
Note.—The number of persons in plain figures are from the Returns; those printed within parentheses, thus
Gigs, 1.7 to each horse ; Posting, 1.36 to each horse. The br
(216), are assumed, taking a corresponding- average per horse, viz.—Horsemen, 1 to each;
ackets show the present routes of the traffic.
Traffic from Stage Vans and Waggons and Carriers' Carts, derived from Returns made during Fourteen Days from actual Traffic.
Stations at which the Traffic was taken.
East of Line.
W ood ford -
On or near tire Line.
Wnltham Cross -
_Trumping'ton
Huntingdon
r front Cant-
bridge Road •
Peterborough
West of Line.
Potter's Bar
from
don
Hunting-
Huntingdon
"from London
Road -
Peterborough "1
from Oundle -J
^Stamford -
Lincoln N. end")
towards Selby - J
' Sleaford -
Lincoln, S. end -
Lincoln, N. end")
towards Gains- [
borough - -J
Gainsborough
York, Selby entrance
r Doneaster -
DringhouscSjYork
Nearest available Station
on the
proposed Line.
Broxbourne
to
Cambridge
to
Earitli
Miles.
33.1
11
to
Whittlesea
to -
Crowland
to
Anwick -
to
Lincoln -
to
Gainsborough -
Thome
J"Junction with Y.
) N. M. Railway
- - ditto
"
- 9
- 25
- 191
- 14
- 16J
" / "
Stage Vans.
Horses.
30
104
90
80
159
51
4
30
12
92
74
2
10
11
Tons.
Stage Waggons.
Horses.
724
2,030
879
991
315
501
91
512
232
100
12
14
55
412
83
303
Tons.
Carriers' Carts.
Horses.
97
53
5
50
7
39
471
Tons.
Total Tonnage
at 15 cwt.
per Horse.
Mile3 travelled
by the
proposed
Railway.
Revenue
for Fourteen Days,
at 4 d. per T on
per Mile.
£. S. d.
| - - not taken, because carried by the N. and E.
j Railway as far as Broxbourne.
803
02
23G
11
441
448 G 8
11 7 4
175 —
537 15^ 138 14 4
not taken ; see Passenger Traffic.
429
177
142
18
241
34
191
14
175 3 4
100 0 -
40 3 -
4 4-
taken at Selby entrance to York.
004
75
830 - -
74
54
00 12 -
253
231
99 1 -
2,094 18 4
per annum - - £.
54,407 10 8
cc
00
>
"d
"d
U
HH
X
H
O
O
ej
H
B
M
O
B
H
O
B
>
!>
o
o
I—<
l-H
B
HH
Q
>
H
HH
O
■3
In
<<3
Note.—The brackets show the present routes of the traffic.
Traffic in Agricultural Produce, &c., derived from Returns made from Fourteen Days of actual Traffic.
/
Stations at which the Traffic was taken.
Nearest available Station
on the
proposed Line.
Market
Manure.
Lime.
Coal.
Grain.
Ilay.
Straw.
Total Tonnage
(excluding
Ilay
Take Half,
as resorting to
f
Miles travelled
Oil,
Revenue
for Fourteen Days,
East of Line.
On or near the Line.
West of Line.
Produce.
and Straw),
at 15 cwt. per
Horse.
the
Railway.
the proposed
Railway.
at
2d. per Ton per Mile.
Trumpington.
Huntingdon ~|
~ Broxbourne.
Miles.
Cambridge, from Brox-4 „,
bourne/ 2
to
Earith - - - 11
348
45
47
199
959
(28)
(42)
1,182
691
33 J
£. s. d.
164 19 9
I
"from Cambridge (
Road - -J
Huntingdon
48
-
-
-
-
(4)
-
3 G
18
11
1 13 -
Peterborough |
from London-
road
31
-
-
4
7
(3)
-
31!
16
441
5 18 6
|
from Huntingdon J
Peterborough
from Oundle -
Stamford -
Whittlesea - - 15!
Crowland- - - 9
to
An wick - - - 25
to
Lincoln - - - 19!
1,226
300
152
o
9
39
17
93
67
45
43
210
121
121
(43)
(9)
(26)
(18)
(5)
(28)
1,146
336
573
168
15!
24!
74-3
- - not taken ; see
Passenger Traffic.
34 6 -
Sleaford -
.
359
158
31
52
210
(39)
(52)
012|
306
34
68 14 -
~ Lincoln, S. end -
-
417
173
20
480
486
(156)
(105)
1,182
591
19.)
90 - 9
Lincoln, N. end
- towards Gains¬
borough
to
Gainsborough - - 14
55
.
44
336
(22)
(0)
320|
103
14
ID 5 -
Lincoln N. end
towards Selby
York, Sclby en¬
trance
Gainsborough -
"Doncastcr-
Thome - - - 16 J
fJunction with N. M.d0r>i
(_ Railway - -/" ~
256
554
232
32
20
91
101
6
54
16
4
43
87
104
12
425
321
503
184
(11)
(31)
(7)
12
(11)
(13)
32
1,0421
400
521
200
75
54
- - taken at Selby
entrance to York.
- - not taken ; see
Passenger Traffic.
325 12 6
90 - -
-DringhouseSjYork
ditto - - - „
434
5
42
46
107
-
10
150
75
23!
14 13 9
895 3 0
L
Or, per annum -
- - £.
23,274 11 -
GO
K>
??
o
Note.—The brackets show the present routes of the traffic. The lip"" ~ *""'S 128), were scratched Arough in the MS
I
cd
CO
TiiAFFic in Live Stock, derived from Returns mode for
s from actual Traffic.
Station at which the Traffic was taken.
East of Line.
On 01 near the Line,
West of Line.
Trumpington
Huntingdon
M'rom Cambridge
Peterborough
from Huntingdon
Broxbourne.
Huntingdon
r-from London Road
Peterborough
from Oundle -
"Stamford
^.Stanford -
- Lincoln S. end -
I
Ditto N. end to
Gainsborough
Ditto N. end to¬
wards Selby -
York, Selby en¬
trance -
Gainsborough
Doncaster
- Dringhouses,York
Nearost available Station
on the
|ilojiosnl Line.
Miles.
Cambridge from Broxbourne 33}
to
Earith
to
Whittlesea -
Crowlnnd
to
An wick
to
Lincoln
11
15}
19}
Gainsborough
to
Thorne
to
14
10}
junction with Y. and N. M.R. 23}
- ditto
'
oi'scs.
Beasta,
Sheep.
Pigs.
Miles travelled
on the
proposed Line.
Revenue for Fourteen Days.
Revenue per
Annum.
£.
s.
d.
£.
s. d.
f
horses
55
5
0
00
100
492
89
33} \
beasts
41
17
0
I
sheep and pigs
40
11
-
r
horses
9
12
0
35
43
253
105
11 i
beasts
5
18
3
1
sheep and pigs
8
4
-
r
horses
86
15
6
78
24
454
115
44} i
beasts
13
7
—
~ 1
sheep and pigs
52
15
0
f
horses
41
17
-
108
379
0,920
280
beasts
73
8
0
I
sheep and pigs
232
17
9
5
42
454
-
not taken;
see Passenger Traffic.
f
horses
150
-
-
249
87
1,895
_
24} \
beasts
20
12
9
1
sheep and pigs
90
12
9
f
horses
001
10
-
708
714
5,999
24
34 <
beasts
303
9
-
1
sheep and pigs
420
12
0
r
horses
471
18
-
908
481
10,281
01
19} ■
beasts
117
4
9
~ I
sheep and pigs
420
o
0
r
horses
242
18
-
094
109
1,410
_
14 ■
beasts
29
11
0
1
sheep and pigs
41
0
-
905
319
1,940
42
taken at Selby ; entrance to lork.
402
027
2,344
448
not taken ;
see Passenger Traffic.
(
horses
204
7
0
109
999
007
58
75 -
beasts
930
11
3
1
sheep and pigs
113
5
6
f
horses
43
4
-
32
010
3,147
02
54 \
beasts
415
10
-
I
sheep and pigs
301
-
-
f
horses
-
-
-
-
303
1,550
293
23} |
beasts
89
-
-
sheep and pigs
90
4
0
£. 5,844
o
0
Or per
annum
-
-
£.
151,947
5 -
The prices taken, and which accord with the Great Western Estimates given in evidence, are, horses, 0d. per head per mile; beasts, 3d. per head per mile; sheep, }</. jter head per mile ;
pigs, i d. per head per mile. *
Note.—The brackets show the present routes of the traffic.
^ 'Z & /
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
201
ABSTRACT.
£. s. d.
£. s. d.
£. s. d.
Passengers now travelling by coaches -
72,064 4 -
Passengers now travelling on horseback, in
gigs and posting -
109,999 5 8
182,063 9 8
Merchandize now conveyed by stage wag¬
gons, &c. ------
54,467 16 8
Agricultural produce, coal, &c. now conveyed
by farmers' carts - - - - -
23,274 11 -
Live stock ------
151,947 5 -
229,689 12 8
411,753 2 4
Add—
Small parcels, at the rate of 8 J per cent, on
the passenger traffic -
.
.
15,475 - -
Private carriages -----
Inland navigation and coast traffic
Conveyance of mails -----
Mr. Gibbs's Report
on the proposed
Barkway Line from
London to York, by
Cambridge and
Lincoln.
Official Returns of Mail Coach Traffic.
AN ACCOUNT of the Mails and Public Coaches licensed at Edinburgh and Glasgow to all places Southward ; with theNumber ofPassengers and.lc-. V. (
they are licensed for, and the Names of the Places and Distance they run to.
Numbers
of
Plates.
Proprietors.
Places
running between
1
Distance.
Passe
ngers.
Number of Journies daily.
ROUTE.
In.
Out.
Sunday. j
Monday.
Tuesday.
Wednesday.
Thursday.
Friday.
Saturday.
f \
COAST ROAD.
1
11,354
Ed. Piper & Co.
Edinburgh 8c Newcastle -
119
4
12
—
i
i
i
i
i
i
Berwick.
2
11,294
John Croall & Co.
„ N. Berwick
23
6
10
-
2
2
2
2
2
2
Prestonpans.
3
11,263
W. and J. Steele
,, Dunbar -
28
6
10
-
2
2
2
2
2
2
4
11,391
ditto
„ Haddington
17
4
9
-
2
2
2
2
2
2
5
11,392
ditto
» »
17
6
13
-
2
2
2
o
2
2
6
11,469
Ed. Piper & Co.
„ Berwick -
58
4
6
-
2
2
2
2
2
2
discontinued.
SOUTH ROAD.
7
11,401
John Croall fic Co.
Edinburgh 8c Newcastle -
102
4
9
_
1
1
1
1
1
1
Jedburgh.
8
11,457
Ed. Piper 8s Co.
>» » ~
112
4
9
-
1
1
1
1
1
1
Kelso.
9
11,415
John Croall & Co.
„ Jedburgh -
48
4
9
-
1
1
1
1
1
1
Melrose.
10
11,474
Scott & Co.
„ Lancaster -
160
4
9
_
1
1
1
1
Carlisle.
11
Mail
Ed. Piper & Co.
„ Carlisle
94
4
6
1
1
1
1
1
1
1
Hawick.
12
ditto
ditto
»» >> ~
94
4
6
1
1
1
1
1
1
1
ditto.
13
11,408
Scott &L G>.
„ Melrose
36
4
9
-
1
1
1
1
1
1
Galashiels.
14
11,396
Taylor & Co.
„ Kelso
43
4
9
_
1
1
1
1
1
1
Dalkeith.
15
11,397
ditto
>» >»
43
4
9
_
1
1
1
1
1
1
ditto.
16
11,398
ditto
„ Dunse
44
4
9
__
1
1
1
1
1
1
ditto.
17
11,399
ditto
»» »
44
4
9
_
1
1
1
1
1
1
ditto.
18
Mail
Ed. Piper & Co.
„ Dumfries -
73
4
6
1
1
1
1
1
1
1
Noblehouee.
19
ditto
ditto
»» >>
73
4
6
1
1
1
1
1
1
1
ditto.
20
11,493
John Croall & Co.
75
4
6
_
1
1
1
1
1
1
Biggar.
21
11,286
ditto
>> >»
75
4
6
_
1
1
1
1
1
1
ditto.
22
11,372
ditto
„ Peebles
23
6
10
_
1
1
1
1
1
1
Pennycuick.
23
11,429
ditto
„ „
23
4
9
_
1
1
1
1
1
1
ditto.
24
Mail
James Walker 8c Co.
Glasgow and Carlisle
94
4
4
2
2
2
2
2
2
2
Hamilton.
25
11,117
ditto
>5 »)
115
4
9
-
1
1
1
1
1
1
Dumfries.
20
11,152
William Mackie
„ Hamilton -
10
4
12
_
2
2
2
2
o
2
27
11,153
William Mien -
>» ~
10
4
12
_
2
2
o
2
2
2
28
11,160
ditto
>» ~
10
4
12
_
3
2
2
2
2
3
29
11,108
Walter Gowans -
>» J5 ~
10
4
12
-
4
4
4
4
4
4
30
11,109
ditto
»» >>
10
6
13
—
2
2
o
2
o
2
Stamps nnd Taxes, ~1
Edinburgh, 26 October 1840.J
Tho9 Pender, Compr Gen1.
Z
Official Returns of
Mail Coach Traffic.
202 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
An Account showing the Number of Stage Carriages licensed on the Lines of Road from
Lancaster to Carlisle; viz.—Kirkby Lonsdale, Orton and Penrith, Whitehaven and
Maryport.
Number
Journies
Number
From
To
of
Miles.
per
of
Plates.
Week.
Passengers.
> -\
Carlisle-
I \
Whitehaven -
5.757
43
6
r 10
ft -
9*
5.758
42
6
10
ft
99
5.759
42
6
10
ft ~ ~ ~
99
5.77<5
42
7
10
9}
99
5.77s
42
7
10
99
Manchester
2 mails
119
14
8
9t
Preston -
2 mails
88
14
8
99
99
2 mails
88
14
8
it ~ ~
ft
5,752
88
6
13
>9 " ~
if
6,382
88
6
13
Whitehaven -
Kendal - - -
2 mails
58
14
8
99
Maryport
5,751
14
6
13
99
if
5,753
14
6
10
Comptroller's Department,!
Stage Carriage Duties,
1 February 1840. J
(signed) J. Greenstreet, c. s. c. D.
An Account of the Stage Carriages licensed between London and Cambridge; London,
Huntingdon, Peterborough, Stamford, Grantham, Boston, Lincoln, Doncaster and
York; London, Newmarket, Ely, King's Lynn and Wisbeach.
Number of
Between
Plates.
3.775-6 & 7
r "
Boston and
A
London
4,855 & 6 -
Bury
>9
4,838 & 9 -
Cambridge
99
3,857 & 8 -
9*
99
4,584 & 5 -
if "
99
4,601 -
99
99
4,605 -
if "
99
4,846-
99
9>
4,612-
99
99
4.582 -
it ~
99
4,860 -
Deerham -
4,853-
F'akenham
3.793-5 & 3,88o .
Two mails -
Leeds
99
Louth
4,580 & 6 -
Lynn
99
Two mails -
ft " "
yy
Three mails
New Holland -
ty
4,858 &0 -
Newmarket
ft
4,854 & 62
Norwich -
ty
Two mails
99 " "
99
4,568 -
St. Ives -
ft
4,581-
ft
99
3,840-
Stamford -
99
4,609 -
,,
99
3,803 - -I
3.874 - -L
York
99
3,877 * "J
4,559 " -)
4,560 - -k
99
4,613 - -J
Passei
In.
lgers.
Out.
Number
of
Miles.
Number
of
Journies
per
Week.
4
12
117
12
4
12
75
12
4
12
57
12 ,
4
12
54
12
4
12
53
12
4
12
52
12
4
6
53
7
4
6
53
7
4
12
58
12
4
9
54
6
s*
4
12
110
O
4
12
118
6
1
5
191
12
3
3
147
14
4
12
98
12
3
3
98
14
3
3
171
14
4
9
60
14
4
12
109
14
3
3
114
14
4
12
64
6
4
9
65
6
4
12
91
6
2
8
87
6
1
5
200
12
4
6
196
12
Stamps and Taxes,!
12 May 1S40. J
(signed) R. Smith, a. s. c. d.
BETWEEN LONDON, EDINBURGH, GLASGOW, &c. 1 :2o3
———————————Official Returns, of
An Account of Stage Carriages now used on the Roads between Cambridge and ' ^a1'Coach.!rallu
Wisbeach.
Number
of
Plates.
From
To
Passsengers.
Miles.
Journies >>
per
Week.
In. I Out.
8.453
8.454
8.602
8.603
8,619
8,483
8,485
Cambridge
)}
f*
»
Newmarket
Lynn
,,
Ely - - -
1)
Bury
yy
Ely - - -
Wisbeach
,,
6
6
4
4
2
6
6
12
6
4
16
16
27
27
13
13
^3
6
6
12
12
12
12
12
Comptroller's Department,"]
Stage Carriage Duties, I J. Greenstreet.
May 12, 1840. J
A Return of Coach and Mail Traffic from Northampton to Birmingham.
N umber
Journies
of
From
To
Distance.
per
Passengers.
Plates.
Week.
8,332
Northampton -
/ \
Wellingborough
10
6
10
8,335
yt
Oxford -
43
1 2
10
8,339
Lincoln -
Blisworth
84
6
10
8,333
Birmingham -
Cambridge
100
6
10
8,341
Northampton -
Blisworth
4
28
6
8,342
,,
yy
4
12
10
8,344
„
yy " ~~
4
26
10
8,347
Thrapstone
Wolverton
3i
6
13
8,348
Leicester
Blisworth
36
6
10
8,357
yy ~ "
yy
36
6
10
8,349
Market Harborough -
yy
21
12
10
8,350
Northampton -
Roade - - -
5^
26
10
8,35'
Birmingham -
Cambridge
100
6
10
8,355 "1
Daventry
Northampton -
12
8
} 6
„ |
yy
Coventry
19
2
8,256
8,260
Leicester
Lutterworth
13
4
6
yy
yy
13
4
10
8,261 1
yy "
yy
13
0
1
»
yy
Hinckley
13
2
• 10
„ J
yy~
Melton -
15
2
J
8,271
yy
Uppingham
19
2
6
8,252
yy
Harborough
15
2
10
8,258
yy
,,
15
6
10
8,259
yy
yy
15
12
10
8,262
yy
Burton - - -
26
14
10
8,264
yy~
Stamford
31
12
10
8,276
yy '
Melton -
15
12
10
8,282
yy
Northampton -
32
8
10
8,266
yy~
Hinckley
13
4
10
8,254
yy
Southam
3°
12
13
8,280
yy ~
Lincoln -
55
12
13
8,269
yy
Birmingham
44
12
J3
8,275
yy~
Rugby -
20
12
13
8,267
yy
Loughborough
11
2
13
8,283
yy
Railway Station
1
52
10
8,284
yy
,, „
1
52
13
8,001 1
8,121 /
Birmingham -
Yarmouth
199
7
10
8,581 \
8,585 J
,,
yy
'99
7
10
Comptroller's Department,]
Stage Carriage Duties, > J. Greenstreet, c. s. c. D.
2 July 1840.
132.—II. GG2 The
y/T-y
Official Returns of
Mail Coach Traffic.
204 APPENDIX TO FOURTH REPORT ON RAILWAY COMMUNICATION
The under-mentioned Coaches appear to affect the Line of Road indicated in the Letter of
Mr. Amsinck, of 15th April 1840.
London and Oxford, vid Twyford
London and Oxford, vid High Wycombe
London and Worcester, vid Twyford
London and Worcester, vid High Wycombe
» }> »
London and Chipping Norton, ditto -
-
Journies
per Week.
Number of Passengers
licensed for.
Inside.
Outside.
2,823
6
4
9
2,921
6
4
9
2,974
14
4
6
2,977
6
4
9
2,905
6
4
9
2,906
6
4
9
3,069
3,079
3,038
6
2
4
3,039
6
0
4
3,040
6
4
6
3,061
6
4
6
1 mail
7
3
3
1 mail
7
3
3
3,070
7
4
9
3,071
7
4
9
Stamps and Taxes, "1
16 April 1840. J
JR. Smith, a. s. c. n.
AN ACCOUNT showing the Number of Stage Carriages licensed between the under-mentioned
Places, with the Distance, Journies per Week, and the Number of Passengers licensed to be
conveyed.
Number of
Plates.
From
To
Distance
in Miles.
Journies
per Week.
Number of
Passengers.
/ ' a
I a
7,977
Reading -
Oxford
28
12
10
7,981
>>
yy
28
12
6
7,806
Worcester -
Evesham -
16
4
9
7,811
yy
yy
16
4
6
7,802
yy
Pershore -
9
6
10
7,762
yy
Ludlow
31
14
10
7,217
Barmouth -
Carnarvon
47
7
6
7,265
yy
yy
47
7
6
Comptroller's Department, ~|
Stage Carriage Duties, > J. Greenstreet, c, s. c. o.
16 April 1840. J
✓7
BETWEEN LONDON, EDINBURGH, GLASGOW, &c.
205
Official Returns of
AN ACCOUNT of the Coach and Mail Traffic from London to Bedford, London to Leicester, Coach Traffic,
and the intermediate Licenses. (Licenses issued in London.)
Numbers.
licensed between
Miles.
Number of
Joumies
per Week.
Passengers.
In.
Out.
-3,764
f
Bedford and London
-
53
6
4
9
3,766
Hitchin - „
-
36
12
6
12
3,767
Welwyn „
-
25
12
4
6
3,768
Hatfield - „
-
20j
12
4
9
3,772
Bedford „
-
53
6
4
9
3,773 & 4
Northampton „
-
66
12
4
9
3,782 & 3
>1 ~ »
-
66
12
4
6
3,786, 7 & 8
Leeds „
-
196
14
4
6
3,807 & 8
Nottingham „
-
124
14
4
9
3,839
Hadley „
-
13
16
9
7
3,865
Hadley - „
-
13
12
10
6
3,866
>> " »
-
12J
12
9
7
3,869
Bedford „
-
52
12
4
12
3,841
Uppingham „
-
89
6
4
9
3 Mails.
Leeds „
-
195
14
4
6
Assessor's Office, Stage Coach Duty,")
2 July 1840. J
R. Smith, a. s. c. d.
AN ACCOUNT of Stage Carriages now used between Carlisle and Edinburgh, Carlisle and
Glasgow, and Newcastle and Edinburgh.
Number of
From
To
Passengers.
Miles.
Journies
Plates.
In.
Out.
per
W eek.
r - \
/
>
Mail
Carlisle
Dumfries -
-
4
2
33
14
V
tt
Edinburgh
-
4
4
93
7
tt
tt
tt
-
4
4
93
7
tt
tt
Glasgow -
-
4
4
94
14
tt
tt
yy
-
4
4
94
7
5,760
tt
yy
-
4
6
115
6
5,589
N ewcastle
Alnwick
-
4
12
34
12
5,563
tt
Berwick
-
4
9
62
6
5,564
tt
yy
-
4
9
62
6
5,562
yy
Edinburgh
-
4
9
102
6
5,556
yy
yy
-
4
6
112
6
5,603
yy
yy
-
4
9
119
6
5,554
yy
Morpeth -
-
6
12
14
2
5,580
yy
yy
-
6
13
14
4
5,594
yy
yy
-
6
13
14
14
5,584
tt
Wooler
yy
yy
Berwick
-
} «
9
{ s
2
0
Comptroller's Department,]
Stage Carriage Duties,
12 May 1810.
132. —II.
J. Greenstreet.
G G
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90 3?
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£5 C/3
a®
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A RETURN showing the Times at which the Mails leave London, Chester, Carlisle, Liverpool and Bristol, for Dublin and the Ports of Ireland; stating the Distance each passes by Railway, and
the Speed thereon; the Distance by Road, and the Speed thereon ; the usual Times of leaving the several Ports, and the expected Times of Arrival at the Ports in Ireland : also, the Periods of
the Mails leaving Dublin and the other Ports of Ireland, and the Times of their expected Arrival at Chester, Carlisle, Liverpool, Bristol and London.
*3
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Names of Mails.
London -
Carlisle
Liverpool
Bristol -
Time of leaving for Dublin
and
the Ports of Ireland.
for Dublin
for Dublin
f£>
18
C 2 30 a.m.]
- 8 -a.m.
[lO 45 a.m.J
a. m.J
r. M.J
ffor Dublin - 5 15 p. m.J
J Port Patrick 5 30 p.m.J
for Dublin
[7 -a.m.j
J 7 - p.m./
/ for Dublin - 3 - p. m.
t Waterford - 8 -a.m.
Distance
travelled
by
Railway.
M. F.
215 -
37 4
103
Rate
of
Speed
per Hour.
M. F.
23 -
23 -
20 -
20 -
23 -
Distance
travelled
by
Road.
M. F.
r i6 6
13 4
[ 90 -
f 120 4
[J 18 7
Rate
of
Speed
per Hour.
88
150
M. F.
8 -
9 -
9 -
8 6
Usual Times of leaving the
several Ports.
9 g
9 2
Liverpool -[* J ££ j
[Liverpool _^\
[Holyhead - 6 30 p. m.J
Liverpool - 7 - a.m.
Port Patrick 8 - a. m.
Liverpool
f7 - a.m.
j7 - p.m.
Liverpool - 7 -a.m.
Hobb's Point 1 30 a. m.
Expected Times of Arrival
at the
Ports in Ireland.
Kingston
Kingston
[7 -p.m.J
j7 -a.m./
(7 -p.m.]
"j7 -a.m.
- 1 - a. m.J
- 7 - p. m.J
Donaghadee 10 30 a.m./
Kingston
Kingston
Kingston
Waterford
J7 ~
17 -
p. m.
a. m.
r. m.
r. m.
Periods of the Mails
leaving Dublin and the other
Ports of Ireland.
Dublin -
Kingston
f 7 50 a.m.]
- 4 50 p. m.
[lO 50 p. m.J
r 8 30 A. m.]
- ; 5 30 p. m. |
[ll 30 p.m.J
Donaghadee -
11 30 a.m.
•W atcrford
6 - a. m.
Expected Arrivals at
London -
Chester
Carlisle
Liverpool
Bristol -
f 2 - p. m.
"J 6 - a.m.
J 2
I 7
J 5
I 8
- a.m.
— p. m.
- a. m.
- a.m.
o - a. m.
6 30 a. m.
12 - noon.
f 10 - a. m.
L 4 30 p.m.
Geo. Stow.
£ 6 7
BETWEEN LONDON, EDINBURGH, GLASGOW, See.
207
15th March 1841.
The foregoing Appendix, which has been printed from the original documents supplied to
us by the projectors and promoters of some of the competing Lines referred to in our Report,
contains interesting information, which we believe to be satisfactorily authenticated.
We regret, however, that we could not bring it into use to the full extent we desired, as
the supporters of some other Lines have stated their inability to furnish similar plans.
Frederic Smith,
Lt.-Col. R. Engineers.
Peter Barlow, f. r. s.
Henry Amsinck,
Lt. Royal Navy, Sect*.
132.—IL
G G 4
LIST
[ 208 ]
zSl_
[ 209 ]
LIST OF PLANS AND SECTIONS APPENDED.
Number of
Appendix. Section or
1. Stafford to London and Birmingham Railway at Rugby. Plan.
1 a. Section for proposed Railway, 1 to 24 miles ------ l
1 is. The same continued, 24 miles 78 chains ------- 2
2. Mr. Locke's proposed Line, Stafford and Rugby.
Proposition withdrawn. (See Report, p. 5.)
3. London to Bedford, by Mr. Remington.
3 a. Section for proposed Railway, 1 to 24 miles ------ 3
3 b. The same continued, 24 to 26 miles --------4
Note—The entire Line is from London to Leicester, but the Section is only given from London
to Bedford, being as far as the Line was surveyed.
4. Great North of England Railway.
Plan not given. Act obtained.
o.
North Junction Railway.
Section for proposed Railway, by Mr. Brooks
6. Northern Union Railway.
6 a. Section for proposed Railway, by Messrs. Wood and Harrison - - - 6
6 b. Plan of the different crossings of the River Tyne, at Newcastle, for the various
projected Lines of Railway in connexion with it ----- 7
6 c. Plan of part of the county of Durham. Course of proposed Northern Union
Railway, &c., by Mr. J. Bourne - -- -- -- -8
7, 8, 9 & 10. The four Lines between Lancaster and Carlisle.
Note—The Sections in relation to Appendixes 7, 8, 9 and 10, will be found in the Third
Report of the Commissioners on the Grayrig Line of Railway from Lancaster to Car¬
lisle (Sess. Paper, No. 8, Session 1841.,)
11. Edinburgh and Newcastle-upon-Tyne, by Berwick-upon-Tweed.
11a. Section for proposed Railway, 1 to 48 miles ------ 9
11 b. Section continued, 48 to 84 miles - -- -- .- -10
11 c. Section continued, 84 to 116 miles 1,067 yards - - - - - 11
11 d. Section of Great North British Railway, continued from the Town Moor,
Newcastle, to the Junction with the Great North of England Railway,
by Mr. Bidder - - - - - - - - - - -12
11 f.. Junction Line between the Great North British Railway and the Edinburgh
and Glasgow Railway by the South side of the Calton Hill - - - 13
11 f. Plan of Edinburgh and Leith, showing the route of the Edinburgh and Glas¬
gow Railway - - - - - - - - - - -14
11 g. Design of a timber Viaduct, with stone piers and abutments for crossing the
River Tweed in the line of the proposed Railway on the Eastern coast
from Newcastle to Edinburgh, by Messrs. Green - - - - - 15
12. East Coast deviated Line by Morpeth.
Section of proposed Railway by Morpeth, being a deviation of the Great North
British Railway, from Newcastle to Little Houghton - - - - - 10
13. Newcastle-upon-Tyne to Dalkeith, by Mr. Remington.
13 a. Section of proposed Railway, 36 miles - - - - - - -17
13 b. Section continued, 36 to 72 miles - - - - - - - -18
13 C. 1. Section continued, 72 to 96 miles - - - - - - -10
13 c. 2. Section continued, 96 to 104 miles 28 chains - - - - - 20
14. Inland Line of Railway between Newcastle-upon-Tyne and Edinburgh by Hexham.
14 a. Section of proposed Railway, 72 to 95£ miles - - - - - - 21
14 b. Section continued, 36 to 72 miles - -- -- -- -22
14 c. Section continued, 1 to 36 miles -------- 23
14 d. Plan of proposed Junction of the Great North of England Railway with the
Newcastle and Carlisle Railway, north and south of the River Tyne, by
Mr. Blackmore -----------24
14 e. Elevation and Plan of part of a timber Bridge, with stone piers, as built on
the Newcastle and Carlisle Railway - -- -- --25
14 f. Elevation and Plan of part of a timber Bridge, with wooden piers, as built
on the Newcastle and Carlisle Railway ------ 26
14 g. Elevation and Plan of a Viaduct over the River Tweed for the Line of the
proposed Inland or Great North Junction Railway from Newcastle-on-
Tyne to Edinburgh ----------27
15. Glasgow to Carlisle, by the Clydesdale Line, by Mr. Locke.
15 a. Section of proposed Railway, 1 to 24 miles ------ 28
15 b. Section continued, 24 to 48 miles - -- -----20
15 c. Section continued, 48 to 72 miles - -- -- -- -30
15 d. Section continued, 72 to 100 miles 74 chains - - - - - 31
15 e. Plan of proposed Junction at Carlisle of the Railway from Newcastle, with
the Lines projected from Glasgow and Lancaster - - - - - 32
15 f. Plan of the City of Glasgow, showing the Terminus of the proposed Car¬
lisle Railway - -- -- -- -- --33
15 g. Drawings of a Viaduct proposed by Mr. Errington to be formed across the
ravine of the Nethan Water, for the Clydesdale Railway - - 34
132. — II. H H
LZjr
[ 210 ]
List of Plans and Sections—continued
Number of
Appendix. Section or
16. Monkton to Cumnock. 1>lan"
Section of Line of Railway ---------- 60
17. Kilmarnock to Cumnock.
Section of Line of Railway ---------- 36
18. Cumnock to Carlisle, by the Valley of the Nith, by Mr. Miller.
18 a. Section of proposed Railway, 24 miles - ------ 37
18 b. Section continued, 24 to 72 miles 61 chains ------ 38
10. Glasgow to Kilmarnock, by Beith.
Section of Line of Railway - -- -- -- -- -39
20. Branch Railway from Symington to Edinburgh, to join the proposed Line from Glas¬
gow to Carlisle, by M'Callum and Dundas.
Section of Branch Railway - -- -- -- -- -40
21. Branch Railway from Thankerton to Edinburgh, by M'Callum and Dundas.
Section of proposed Branch Railway - - - - - - - - 41
22. Branch Railway from the Carlisle and Glasgow Railway at Thankerton to the Edin¬
burgh and Glasgow Railway, seven miles from the Haymarket at Edinburgh, by
Mr. Miller.
22 a. Section of proposed Railway, 10 miles - - - -- --42
22 b. Section continued, 12 to 30 miles and 40 J chains - - - - - 43
23. Northern and Eastern Railway, London to York, by Mr. James Walker.
Div. I. London to Cambridge.
23 a. Section, 1 to 30 miles - -- -- .- -- -44
23 b. Section continued, 30 to 53 miles ------
also, Section of Islington Branch
Div. II. Cambridge to York.
}
45
49
93 c. Section, 1 to 36 miles - -- -- -- -- -46
23 d. Section continued, 36 to 72 miles - -- -- -- -47
23 e. Section continued, 72 to 108 miles - -- -- -- 43
23 f. Section continued, 108 to 140 miles ------ "1
also, Section of Western Line at Heckington J
23 g. Section of a Line from the Northern and Eastern Railway to Cambridge by
Barkway, by Mr. Walker, civil engineer - - - - - -49*
24. London to York by Cambridge and Lincoln, by Mr. Gibbs, civil engineer.
Div. I. London to Cambridge.
24 a. Section, 1 to 33 miles - -- -- -- -- -50
24 b. Section continued, S3 to 48 miles 53 chains - - - - - - 51
Div. 11. Cambridge to Lincoln.
24 c. 1. Section, 49 to 84 miles - -- -- -- --52
24 c. 2. Section continued, 85 to 128 miles 32 chains - - - - - 53
Div. III. Lincoln to York.
24 d. Section, 129 to 164 miles - -- -- -- --54
24 e. Section continued, 164 to 176 miles - - - - - ~ ~l 55
also, Section passing over Leeds and Selby Railway J
24 f. Section continued, 176 to 185 miles 13 chains -
also, Section passing under the York and North Midland Railway, to join
the Great North of England Railway near Nether Poppleton, and a 1- 56
Section of extension to the Great North of England Railway in the
County of York - -- -- -- -- -
24 g. Mr. Gibbs' Barkway Line.
Borings showing the strata of the Fens on the Line of the proposed Rail¬
way ----------- - 57
24 H. Map of the district passed through by the proposed Great Northern Rail¬
way, showing the population of the principal towns, the distance from
their respective stations, and their respective distances from the London
terminus, by Mr. Gibbs, engineer ------ 59
24. 1. Integral Line out of London on the Barkway route.
Section of Integral Line - go*
APPRTSTDLX __ i^REPOKT , RAILWAY CO iVrAl UJT1C ATIONS . I
W/TT/ NCTON
TA m WOR TH
Sc<?,/e>
Ordered by the House of Commons to bo J Vim ted, LVf'March 1841
i
RAIL,WAY COMMUNICATIONS. 2
STAFFORD TO RRRBY.
^ CO NT*
1015
In din a t i o n t X in 3 7 8
In el i n a t i o b . 1
3.9 6
I in 10 10
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1 n c 1 i n a t i o n
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Ordered by t he 11 ou se
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APPENDIX TO 4th RETORT HAM,WAT COM AirXK'ATIOA.
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LONDON to BEDFORD.
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Continued from ^S° 1.
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1 in 660
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132, Ordered Ij tke House of Commons to be Printed , 15, March 18 LI.
James ^ Luke J.Eaauaroi Jruders.
COMMUNICATION
APPEND!
NORTH JUNCTION
RAILWAY
BY M* BROOKES, CIVIL ENGINEER
RAIL WA V
/ in 1000
Horizontal
PART OF THE DURHAM JUNCTION RAILWAY
art
lloriymial Seen
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Chains
of Comm/ms to Be
APPENDIXtot'^REPORT RAILWAY COMALUJILCATIOK.
SECTl^il ®r tms PR@P®$EP W ® 1^ T 00 El RH
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Ordered In' the House of Commons to he Printed 15 March, 1841.
- feuruu? &Llike' J- Hansard*, Prvnters.
<f. Bast re-, hllAo
RAILWAY COMMUNICATIONS . N° 8
PLAN
E of part of t he
COUNTY or DURHAM
NEWCASTLE ON
shewing the course of the proposed
which is to connect the
^2moff
Urpeth
BRANDLING JUNCTION, STANHOPE & TYNE.& THE DURHAM JUNCTION RAILWAYS,
Sunderland Brd.^5
ENGLAND RAILWAY
GREAT NORTH OF
and to facilitate tlie communication Between
CKTO
DIR.
Newton.
NORTH SHIELDS, SOUTH SHIELDS, SUNDERLAND
NEWCASTLE
BISHOP WEAEMOLTTH & MONKWEARMOUTH ,& THE CITY OF DURHAM
/
——— v^ and tlie
a inlii on
GREAT NORTH OF ENGLAND RAILWAY
WW|tit\V
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Wh ias
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Church Kelloe
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Boldon
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REPORT RAIUWAY
SECT!
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TOW
EDINBU ROK
AND
NEWCASTLE UPON
NEWCASTLE u
iSiErtWICilC UPON
\KEaTAlxRia
3- J IN 1008 . §
RATE or INCLINATION t IN 998.
Sucfy fir t FeR Thrwlnrhj>s btUnv (Jw Z.we.1 of fAc
/Mile
SOf 7 Til Lei Til PARISH
RATE or INCLINATION I IN 1913
RATE OF INCLINATION I IN 64-1
RATE OF INCLINATION I IN 733
RATE OF INCLINATION I IN 5819
Pu es to n pa n s
L Hi H Nit 7 'ON
P^AJUSJf
PUD DRY OS 'TOW
TAR1SH
Quo< I/)
SA( R-A
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RATE OF INCLINATION I IN 672
RATE OF INCLINATION I IN 1007- ^
RATE OF INCLINATION I IN 1050
RATE OF INCLINATION I IN 987
RATE OF INCLINATION I IN
RATE OF INCLINATION I !N 4616
A TilELSTAAEEORD
HADD IN(
tojst
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TUNNEL
TUNF4EL
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RATE OF INCLINATION I IN 330
OF INCLINATION I IN 300. 8
TUNNEL
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RATE CF INCLINATION I IN 3IQ. 7fc
RATE OF INCLINATION
I IN 389.
RATE OF INCLINATION I IN 310.7^
48MLLca
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to L© Printed- I5t JVfkrcii IS4<1
C 0MMUXLCAHO1S
EDINBURGH
AND
NEWCASTLEh^onTYN
SECTION COHTIHUED 4® T© ®4' PILES
BEHWJCtCisj.®* TWEES.
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RATE OF INCLINATION I IN 562
o 7krl»**0 7
of Section L--T- -T
400
Settle
of Secfyorv.
J Ba»s ire
nix N? 11. C
APPENDIX- 4<TE REPORT RAILWAY COMMUNICATION. I]
MILES 1067
SECTION CONTINUED
m E. W Ck&T LE. upoh TYNi,
UPON
RATE OF INCLINATION I IN 480
RATE OF INCLINATION I IN IQ56
RATE OF INCLINATION I IN 754
HORIZONTAL
RATE OF INCLINATION I IN 331
RATE OF INCLINATION I IN
RATE OF INCLINATION i IN 1056
RATE OF INCLINATION I IN 528
RATE OF INCLINATION 1 IN 660
Scales to
4Mlt
RATE OF INCLINATION I IN 528
RATE OF INCLINATION I IN 3177
RATE OF INCLINATION I IN 566
HORIZONTAL
15 March 184" i
TO 4th REPOTH
\PPt
PIEWSASTLE T© THE ©&S&Y TOOTM ®F m<&hhMW
Ob' THE CONTINUATION Ob* TIHK
GREAT NORTH BRITISH Hi
PROM THE
TOW^I 10® NEWCASTLE
7V7 THE JUNCTION WITH THE
GREAT NORTH ®r ENGLAND
M" Jiid
This mclmation earned nil I meet the, Or ml North of England ft/nlnvu
t tbrward, and the Em ha akmsnt- aradunity dim flushes to the;pom*
of t junchorv. Hy passing the Great. North of Enpleirul Rnf/way a little/ to
the Hasty this Railway enfght/pa^9g on/ the Lere/ of the Ground.
FALL. I IN IIO
RISE I IN 556
Datum, lane of Proposed/ Great, ^
J feet Mon fJilue lane,; ordinary
Water Mark
Da turn, /arte fhqh/ Water Mark at, A'cevens* Ie
Frorn< the Great, North of
from the,Newcastle J-
N^Shields Railway
Rtulu
'ephesisorfs Line to the Newcastle
North, J fields Railway
Ml StepheruforCf
Edinburgh Line
Railway
> Inaction Railway
Teftiail Male
0 10 w 30 41) SO oo 70 SO SO 10O Chains
f. 7. Ifastra, tt/h o
LV March., 18 41
darrva* ,t'- LtrSs. t B
13Z. Ordered hy the House of Commoas
Z9J
K K POUT. I f AI1,WAY COMAICXICATION
NORTH RJMTISII
L W A ¥
U!€M asi» CLA
H>R3TI@Bfl KA!LWA¥ ASI© ths 1
EDINBURGH
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\
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COMMTLNJ CATKXN
J7> lai i
Shewing 'tke, Jtonte of the
edstourch am© classow
railway.
U2TI0N 1 CANA.L
Loch
Ordered, by tiie House of (
A13 roll 1841
Z 9 9
appendix ma II. G.
1
APPENDIX TO -it* REPORT RAILWAY COMMDNICATIOlSt.
i u
— --
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I . 1
1 ' 1
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/' !' .JJW
f' 1'..". '.'vSB
SECTION THROUGH THE
CENTRE OF ARCHED RIBS AT AA
PLAN OF ABUTMENTS
PLAN OF PIER ABOVE CUTWATER
PLAN OF PIER
ABOVE CUTWATER
-5
Total Length of Bridge 1970 Feet
PLAN OF PIER AND COFFER
ABOVE FOOTINGS
DAM
— „
Height
12 1 Fe e t
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PLAN OF RIBS AND BRACES.
PLAN OF SPANDRIL BEAMS
1
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PLAN OF JOISTING TO ROADWAY
PLAN OF FINISHED ROADWAY
--5C- 0
PLAN OF STONE ARCH & ABUTMENT
1
John &, Benjamin Green,
SCALE -4-0 FEET TO AN INCH.
W , 90
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..
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TO 4—B-EPORT RAILWAY COMMUNICATION
@ F A FROFOIIP RAILWAY
©ISEAY KIOOTFW BRITISH RAILWAY
W£W©j%l>YLl, T© LITTLE HOUCHTO^
38 Miles ^5 Chains
BY M. E. BOWMAN, CivilJZnytneer.
Jofno^Jc, Xukz J. JUnnsard J-'rmler.s
////
COMMUNICATION
NEWCASTLE
;archinc
*0 chains
to be Pmited 15th March 1841
Ordered by th_e House of
4 .REP OUT , RAILWAY COMMUNICATIONS
C on tinued
From thispoint belter levels may be
length of the {me & shorten the surrw
by following the Tweed valley Sc then the valley of
rJvis varl of the Section is not therefore re com niende
levfl, if nob lower il
Scale
Ordered by tbeHouse of Commons to be i Yj nt ed, L>!!1 March J 841.
./a rn.ee £ L uke, LKansard
3ty
»1X l«oi3. C .1.
^KEPOKT, RAILWAY COMMUNICATIONS . 19.
/
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%
I
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I n
€
I / n a 7r z o n 1 i n 1056
73
74
lb
76
77
78
79
I n c I inn t. i o n
1 i n 330
85
56
87
88
89
90
91
Horizon tccl Scole
Vla le 3
NEWCASTLE UPON T Y IN E
to
PALKEITH,
CojxtiiLw.ed. .
In
c I i n a t i on J in
380
SO
81
82
83
84 Miles!
S o it I* r a
Hill
92
93
94-
95
96Mi!e*
Vertical Seal e.
30 Cfacu.ru
100 so
tTTrr—::n
1
wo
z±=
MO
13 2
• I>a& u7Cf._ bo tfae (fatten
Ordered by the House of Commons to be Prin ted, Ii>rhMarch L841.
COMMUNICATION. 20
EXD1X 13 C. 2
APPENDIX. 4m REPORT
104-Mil.es Z8 Ckins
Horizontal Scale.
10 5 0 W ZO 20 40 20 OO 7O SO Chxtirus
•too Feel
Da.yIcTfeufJoe l.xV<. *~sto 'OwQua
Ordered by tLe House of Commons to be Printed 15 1 March 1841
/
JcLmzs JcjLukt. J. /Strutarc
APPENDIX. ^T(E?ORT , RAILWAY COMMUNICATIONS. 21
if M E XM
J.BL&eili®RE , EKS^IPJEE
above
~r7i*>r,el SSO
Vertical Scale
15 "March. 1841
Ordered by the House of
COJVLMUATICATIONS. 22
AS TLE xjpois T T
and
EDINBURGH,
Continued .
in, 1760
Hon partial
7<r
Ordered t>y tKeHouse of Commons to be Printed 16rPMarch- 18d 1
Jcutlas bljukekJ. J
FX L4- c .
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Horixonlex I Svale.
Chains zo ;$ 10 6 o
f~ 1 1 1 t
Tertica I •s' ca le.
too wo 300
132
—
—
Day & Cfcu/he .LiX/zXstc bhc Qvteen
Ordered Jay the House of* Commons to be Printed.. 151 ^ Mai'eli 1S4J .
Jamas 4 L vcke. J EFan^sorct^rinters
APPETTOIX K*I-4.D.
APPENDIX- 4>'™ REPORT RAILfWffif C OMMTJTV ICAT LOTY
P L :A N ®F THE
P@SE ©
0 R E A T
ORTH
C1CLAR
WAY
£ W CAST LE
TH E
CARLISLE
A1 LW AY
NORTH A?8S> SOUTH
THE R3¥EH T¥1E
AS SUS6ESI!£»
UCKMORE C. E.
N E W C A
9
Scale of' fo j o
QXbLLTrt
132*.
<SiBafire. jLitho
Ordered f>y the House of Commons to be Printed.l&^ March.*
tlcm&f. & Luke J. Hansard, 3isiler<$.
APPENDIX 41* REPORT
RAILW'AY COM M U NI C A TIO N
, cutvwwr Watol evel
Tranove/ve Section
tlcroaak Her
Scale
Day & ffcu?he> Litihf? to
Ordered I>y the Rouse of' Commons to be Printed 15
APPENDIX 14 E .
APPENDIX. 44 REPORT RAILWAY COMMLTNICATIOIT
26.
Trains yerse Secliori
ih rough Pier.
. Pag' bJfag 7t&, XizZJ? 7v tk& Queen*
Ordered, by the House of Commons to be Printed 151 h March, 1844.
Pastes ^Zr/Jcry JUansartL. Printers
12 2
API'KNDIX , NV 14,. G.
COM M UN T CAT ION
?
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■ «
Ordered hy ,the House of Commons lo l»e Printed . lJ*!1 March, l(ihl .
' <% lsuh& J, JUlaroTarit, Jrirdx-rs.
C O M M CTNTCAT.I OIV
GLASGOW to CARLISLE
ham / cro/v
ao van
/ in MO
Gl\psg o w
Vertical Scales
\J MilvJ
132. Ordered
House of Commons to
March., 1841
<£, Zffasurezrci,
—
2? 2 /
jJCIt
IX . \° 15 . B
APPENDIX , ltK REPORT RAILWAY C () A1AXUNIC ATION .
29.
C () MMlirr C ATI OTT
CLYDESDALE I
CONTINUED
7% Milej
132 . Ordered by tlie House of Commons to Ibe Printed,, 15 Marck, 184] .
\
!
I
4
forrveii t& JjuJcesJ. 2Ta.n#a.rcZ- .
*
AP PEAT) IX . 4-
REPORT, RAILWAY <OMMUAT CATIOJV. ol
«/
/// 0''
0^1 Locke,/by
/ Ul /.??/>
Ve / •// e'er 7 Seer 7&
O zoo 2/>o '
1 '51. Ordered bv the House of Commons to J>ePrinted, 13
rli.lSdl
r /\onr<s frlu fe J. //ansard //r'g fer *.
t
PL4P1 ©F THE P»r®S£
FRdM M
W TI3E
WITH YS8E
F & rj m & I
JXewcat tie £ Ca r I is I e
Railway $ la twite—
APPENDIX _ REPORT , RAILWAY COMMUNICATION. 32.
D*<y kHagheX ithT3lo ike Queen
Ord ered by tke House of Commons to be Printed, 15 ^March 1841.
Jcvmes Jc Luke J. Hansard Rrinlers
iPPENDIX
15 E .
APPENDIX 4 .REPORT , RAILWAY C O MMUATCC ATIOJST
WOO
4000
2000
3000
c5000
3000
WOO
C o METRICATION
VIADUCT P!©P©S£B
SRINGTON
NETHAN WATTE 11
Of
Ol' /{(/its
()rd er^d bv the House of Commons to
J-"™ REPORT KAfliWAY <X)MMTX]CATIQN
SECTION 9tF A LINE m RAILWAY r«©wi MONKTON t© CUMNOCK
LAOYKIRK
AYRSHIRE RAILWAY
y from Glasqon
CUMNOCK SUMMIT
AUCHINLECK
18 MILES 66 CHAINS
77
7. Bcurira, litho
to be Fruited 15 .March., 1641
Jcum>eif, SLuke < 7Hansard-. Printers
C O M M T JIV I c A T I o N
TO CUMNOCK
(ff LOCH BR
Level fcrr 1 M-'le 7
2S Chains -from Glasgow fa
front Glasgow by the Line.
toi>e PrirctecL, 15^ March 18-41
/✓/*
COMMUNICATION
C UM NOCK TO
S L E
by tke Valley of tke iN" I T H
Civil
Vertical Scale
15 thMarck 1841.
James ScJukt J.Mansard
Ordered by tkeHous e of
COMMUNICATION. .38
by the N alley of the
CONTINUED
WTHORNHILL
ad(?4
I n c / in n tvoiv '/ ui 18
61 Chains
Scale
zoo
Tlcnxontal
10# " 50 0
Scale of HI llllllll
Chains
15*? Marck, 1644
Ordered by the Hou.se of Commons
& Luke, J.Jfansxrl
IX NT? 19.
APPENDIX TO 4U1 RETORT RAILWAY COMMUNICATION.
13£. Ordered hf the House of Commons to he Printed 15. March, 1841.
7Jja<sire, 1/f/w.
Ja rn&t? & Z.i*Jc&JI2an <?ard .jprm ta..
.
DIX N?
,?/ < 2$. 7() ('h/tirr.s
PEN^Y CUICK
EDINBURGH
to }>e Fruited io^facrob -
. T.B asirt, lithe
dr.Lith*' h flon.mni, Irt n /sr.t
THANKERTON to EDINBURGH
t«ediiiburgii.iby
32 Milts 3$
*7.
APPEND IX. 4™ REPOll RAILWAY C O M M 17iST IC ATIO N . 43.
A
\
132.
Ordered bj the house of Commons to he printed 15 March^1541.
James £1 ukc J HCUHJSojtcL lYvvtxrs.
R AI LWAY <' OM M V N J <1 A TfON. 45
APPEND IX . 4,TB REP0R1
13%. Ordered .by (he House of Commons to be printed 15 th Mar eh, 1841
f*Lu
RAILWAV COMMUNICATION. 4 I-
M©f!TI-lERW AmD EASTEHIM
Div. J .
ft? .London to Cambridge.
SECT ION ®F THE
NORTHERN EASTERN R
L@ND®Pf t@ CAMBRIDGE
LWAY
6 Miles
',ontaL
Jc /' /< // / x YAst/U/i '
15. March., 1841
COMMUNICATION
SECTION ®F THE NORTHERN AND EASTERN RASlWAY €®NT?
n®RTMERM mn EASTERN
Div. 1.
L©KDCIft T© CAiBRlOCE,
Continued.
SECTION ©F THE SSLINCTOSM BRANCH
totai Am mmM/i- ZU/v
Orderedty the House of Commons to Le Printed 15 / March., 1841
•fame*. A.A/art^aro?,. /*r,
MOUTHERS AM© EASTERN
Div. 2.
Cam tori d£e tc>Torfc
SECTION ©F TH
LWAY
FROM
CAH
^7//> level <->f. 11
VerUea I Sea l#
tolbe Proatedl5^]Mkrchl84i
OrcLered by the
PIQftTHEHW AM EASTERN
M RAILWAY €
Cambridge toYork
NDENL23.E
NORTHERN km EASTERN
Div. a.
Cambridge to York.
(Jon t j 11 u e< I
NOKTME
LEVELS
I IN 1320
Seeiey y CooOjis/ /loom, door st 71 X/
15 01 Marc h 1*44
e of Commons to be
Justus TLhztJte J.Jlcrrosourd, 1
3^6
C OMMUNICATION . 48
NORTHERN API ® EASTERN.
Div. 2 .
Cambridge to York.
Continued..
also WESTERN LINE AT HECKINCTON
northern'AND eastern railway,
INCLINATION I IN 1320
roomy
INCLINATION I IN 600
INGT©
H<xase of Commons tote PrratecL 15^"Mkrch 184*1
TO 4™ REPORT H A 11 ,WAY COiMUKLCATIOK
NORTHERN ARD EASTERN
London to Cambridge, by
BAR K WAY.
SECTION ©FA LIKE FROM THE W©BTHEK^ AND EASTERN RAILWAY
T© CAfWRIOGE BY BAiKWAY.
- bv WWaJJur. C.E. ^
Ttcrwl 1
Chalk
March., 1841
SECT 1 OM or A L a H E ©F M1LWA1 FROM L©N0®l
8>1 ¥ a 6 I o
T© 1©RI YIA CAi®Rli€l Aft P- LlttGOLW
LOOON TO YOIK
F R©
L ©
D ©
¥ ©
1 .
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€ A
33 IV.
1RIPCE
London to Cambridge
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The ohsbaJice ji,asse<7 over the Northern ouneZ_Eastern
HcUlxvaz/ will be, JO Miles 60 Chains
*i c I t n a o i o ti
Arching SOS^ds
I I, n, 3 7 9
%
If o j izontcts I
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0
4 Miles 20 Chains.
15
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33
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OrderecLby the House of Commons toieTrmted d5 Marc h 18 4d.
J. IB as ire Iilhog.
Jamefif lake J.JkuisoirdlPnnttrs.
A PFENDTX TO 4 ™ "REPORT
COMMUNICATION
L©PID©N T© YORK
Div. 1.
O
L o iidon to Cambridge.
to CAMBRIDGE
continued.
I H CLIN ATI ON \ \H 1020
HORIZONTAL
Drawn fy
Ordered by the House of Commons to be Printed 15. March, 1841
DIVISI@H_2
&
L O N I) O N
TO YORK.
FROM CAMBRIDGETO LINCOLN
DIV. 2.
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132 .
Day &MagJi&l Mbh?sto 6ke^ Qtxt&v.
Ordered, "by die House of Commons to be Printed lo,]l March., iftM.
PFjNI > IX . 2 4 C. %
TO 4j*F "REPORT RAILWAY COMMUNICATION
LONDON YOR
I )iv. Z.
I'm m bridge h> Liiieoilii
CAI^BItI©£E T© LINCOLN CONTINUED
WELLAND WASH
HORIZONTAL *
Archwifk IIV )iVt
I2S Mths ,'K'(Via//<rv
// y - a /UUX^IP7
,J. B<i-ftre,, txXAo
Ordered by the House of Commons to be Printed 1.5
(t /,rtJr* */ Hftrtfia/rL, /'rf/t/rf.*
1'PF.NOIX £4 I)
APPENDIX JO 4™ RKPOUT KA11.WAY COMMUNICATION
LOWOON to Yd
J)lv. 3.
Lincoln to "York
DIVISION . 3.
FROM LINCOLN TO YORK
I IN 700
GAINSBOROUGH
HORIZONTAL
HORIZONTAL
I IN 1848
HORIZONTAL
Drawn fry ff. f,asuw+rter
/ Bd.nrti, Ut:k<>
Ordered by the Uoitae ot Commons to be Printed U» March., 1841
Jum^s
TO 4-T" REPORT
Lonnon t© youk
Di^. 3.
.Lincoln to York.
raUM LINCOLN Y@ Y©KfC
CONTINUES
i IN 13784.
SECT1OT PASSING m&lR TiME, LEEDS AND SELBY RAILWAY
Thm/if
M M * K~NT)JX 24 F
TO 4Trr REPORT RAILWAY COMMON!CATION
lonoon to itork
DIVISION 0 3•
LINCOLN TO YDRK
COMPLETED.
Completed
YORK knn NORTH MIDLAND HAlLWAY
I IN 540
JSt} JMzlejIS Chauui
SECTION PASSING UNDEIt THE Y©HI€. ArUE) ¥\<®KTM MIDLAND RAILWAY
T® JOIN THE ©RiEAT RdFKTH ©!F EPI©LAND RAILWAY WEAiFS NETHER PDPPLETON
BY M9 GIBBS, CIVIL EKGJMEEfS
■Y' tMu&d 2/Cfui utri
SECTION ®r the extewsbor t® ths ©REAT W©RTH @F ENCLAVE) RAILWAY m county ®r
Drown, h
Ordered by-the House of Commons to He Printed 15.Maj\;h.J84l.
Jiimi*? rt' fjiiJw, e TJlcut^sv/,Fnsitwf.
TO 4'™ REPORT RAILWAY COMMUNICATION
GIBBS
BA RKWAW LIKE
THE LIME,
BORINGS SHEWING THE STRATA ©F THE FENS
J'UE
H A S LWA Y
Level, ofHails
9. 0 Sand ft-
9.0 Sand, ft Gravel
12.0 Sand ft Gravel
SOLI
z o Feet.
J. 0 Sand ft
of Commons to be. Printed 15 .March. 1841
,/fJurrui-r f & 1.7* he J. Har
COMMUNICATION
Stokesley
39 OO
38
1079
3673
or THE DISTRICT PASSED THROUGH BY
Wetherby
Weigh ton
3302
0./37
l&sa
Dcwsbu ry
I58m60cmTktirri& !
30OO
OUN
SCALE OF MILES
o ffOwtcrrv
H 2207 .
Rotherharri
■0 Crimstbo rough,
J535 \
2491
ojclvrcL
► UL
Vartorv
16
3933
Wirksworth
ish bourne
Boston
21240
NOTTIMGHA
STAT/OH
105 m 33 c
1430
Mstqate
/ 3624
/
New P 76
/
WaJsingham
.' 1004
Avlsh
' ' 76
no. /
3390
TA T/ON
53 m 73c
'IsbccccTv
7£53
StamforcU
5337 ,
°Bo<worth'
Bwaffhui
3235
AILWA
22115
\pMar,
\zm
Sutton
vmttojv
1027
rcea,
WAT 10
75 mSca
Watdorv
ID |
1140
Lowestoft
7*%
OandZe
Market-
utterworth
' ^STATION
4" '9V 67K 73C
RotAwdL V
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Coventry
61396
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1400 \
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1763.'
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smelt
ShcffoAcL
station
?;| 38 m Oc
Deddingtorv o
dock
Winch combe
fio bum
VL\1704
WublsIOW
itdhirt
5$U
jYorton
iznsta ble
Colchester-
Bishop
Stmt ford
5953
Lorth
LVUtOVy
horigKoe
WAT ION
20 m
>Z101 N
a'>
aver yy
V/
Mlbarvs \
handover
Cirencester
Thame
Cheshdnt
LUsbo rough
Karri
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°Smndon
Southend
Hcrdev
Colnbrook
Woohvich
Greenwich
SOUTH W
T.Boanfe, Iztt o
Hkrdh,1841
loZ. Ordered, by the House of Commons to
coMMrancATiaK
LONDON t© YORK
OUT OF
LONDON
©F THE
INCLINATION I IN 372
HORIZONTAL
HORIZONTAL
HORIZONTAL
INCLINATION I IN 720
INCLINATION
INCLINATION I IN 836
INCLINATION I IN 836
House of Commons to be Printed 15. March,IB4L
Jotw.€6- (irZ^iJces rZffa/uKZ
tee
#OEN OB EH A A
JklBHABl
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