LIBRAR i
•BREAU Or RAILWAY ECONOMIC»,
0 XL LI WASHINGTON, O. C. „ '
M'Y 25 1917
MB STEPHEX,SON'S BEPORT
TO THE
COMMITTEE
appointed for the promotion of y
RAILWAY
from
NEWCASTLE TO EDINBURGH.
Gentlemen,
Being present at a Meeting of Gentlemen interested in
the formation of a Railway, between the Town of Newcastle-upon-
Tyne and Edinburgh, held at Newcastle the 21st of August last,
when the following resolution was passed, which I undertook im¬
mediately to carry into effect :—
" That Mr Cteorge Stephenson be requested to make an inspection of
the country between Newcastle and Edinburgh, with a view of considering and
reporting his öpinion on the best line of Railway between those places, upon
levels to which locomotive steam-power can be advantageously applied, prepa¬
ratory to such line being more minutely surveyed and ultimately adopted."
I have now the honour to report to you, that after having exam¬
ined the country in the neighbourhood of Newcastle as far west as
Callerton, and both to the west and east of Gosforth and Killing-
worth, 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, I
consider the best that can he adopted, leaving the question entirely
open as to any detailed deviations which may he found necessaryj
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,
he.
3 o i %
2
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 exam¬
ined the country through which it passed, I did not think it neces¬
sary, in my present examination of the country, to proceed further
north than Dunbar.
I subjoin a copy of my Report to the Edinburgh and Dunbar
Company for your perusal. I was also employed by the same Com¬
pany 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 Gates¬
head, 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 suit¬
able 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 Backworth,
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 moorland which Mr Brandling has planted and attached
• NOTE,—Mr Stephenson has since reported upon this point, and has shewn how a junc¬
tion can he easily and advantageously effected with the South lines.
3
to his park;—thence by Aimett's Ford, Moor Farm, and North
Moor, where the two proposed lines again join. The rout then
continues a little to the east of Horton and High House, and cros¬
sing 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 out¬
let into the sea, close by the village of Alnmouth, and proceeds on
the east side of the grounds of Howiek, leaving them entirely un¬
disturbed, and passes on the west side of Craster Tower, and west
of Dunstanborough 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 I 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.
I will now proceed to describe the nature of the country the pro¬
posed Railway passes through, with the description of works to be
executed, and, as far as I can judge from an occular 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 Gosfortb
t
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 Backworth. 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 Rail¬
way. The distance will be a little increased by taking this circuit ;
but this is compensated for by an improvement in the levels and de¬
creased cost of the works.
From the east side of Blackworth 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 coun¬
try both 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
further. This town may, however, be accommodated by a very
convenient branch.
The situation I have fixed upon for crossing the Blyth is ex¬
tremely 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 twelve miles, the line runs through almost a flat coun¬
try. I examined the country further into the interior, as far as
Felton, with a view of obtaining the best line, but found none to be
5
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 Ab will be crossed near its mouth ; and, by takbg
advantage of a small island, which is situated in the line the Rail¬
way ought to take, it is crossed without any difficulty, and at a mod¬
erate cost.
The ground continues favourable from Abmouth to below How¬
iek, and forward to Craster Tower and Bamborough Castle ; in
this portion of the lbe there are no difficulties nor heavy works ot
any kind. After leavfrg Bamborough, same cutting will be required
to fill up Warnham Flats ; this can be obtained close at hand, and
will be the means of straightenbg the lbe at that place. In look¬
ing at the map, it will appear as though the sea might form a diffi¬
culty 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 cov¬
ered at high water. There is another line which presents itself
nearer Belford, and which has a feasible appearance ; but I thbk
the country will be found too high. I would, however, recommend
that levels should be taken before the direction of the lbe 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 ap¬
proaching 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 withb three miles of Ber¬
wick. Here it passes through an undulating country, and to the
eye of an bexperienced person has a rugged appearance ; but there
do not appear to be any difficulties, as the cutting will be very short,
and the sea-beach is close at hand, and forms a very convenient de¬
posit for the material from the excavations. On arriving at Berwick
the nature of the country and the course of the river pobt out the
best place for crossbg the Tweed. This pobt is a short distance
above the present bridge. A lofty bridge will be required here, in
order to obtain proper levels on the north side for proceeding for¬
wards. This bridge will be the greatest work on the whole lbe,
but yet it is a work of no great magnitude ; the foundations are
6
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, hut
without being of the slightest inconvenience to any of them.
The direction of the line is then parallel to the coast on very
favourable ground for five miles ; it then stretches away to Ayton,.
and passes through an undulating country, without, however, en¬
countering any difficulties, when it enters the vale oí the river Eye,
which it pursues to its source. This valley is rather circuitous,
and it will be necessary to cut through some of the , Erupt 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 dif¬
ference, that it is falling towards Dunbar ; and it will be necessary to
carry the line on one side of the valley, so as to preserve easy in¬
clinations towards Dunbar.
From the summit towards Dunbar the country may be considered
undulating ; short 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 part 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 Edin¬
burgh, if the coast line is adopted, instead of going by Haddington,
the line will be nearly level.
Y ou ivill perceive, on 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, I find it will be necessary to rise more than I an¬
ticipated ; sixteen feet a mile is, however, a fair locomotive inclina¬
tion.
7
t£ To the Directors of the Edinburgh and Dunbar Railway
Company.
" Gentlemen,—In compliance with your request, I have examined the
country between Edindurgh and Dunbar, with your engineer, Mr Grainger ;
and after fully considering the merits of the lines proposed by him, I now re¬
port 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 he enabled to make some small deviations in
passing through the throng of buildings, which he will be better able to do
when be has obtained an accurate 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 roek 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 im¬
portance.
" 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 al¬
ready 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 se¬
lected 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 in¬
formation I have before me. The length of the two lines is nearly the same.
s
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 com¬
pared with the North line, which is about equal to twelve minutes in time,
and 2-£d per ton extra for the whole distance.
" The increased expense to the Company for thé 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 ex¬
pense 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 calculation for bridges
or land on the South line ; I have only calculated the expense of earthwork,
allowing the slopes at 1 to 1. In making this comparison, I have not calcu¬
lated for a tunnel at the summit near Alderston, as, after duly considering
this point, I think it would be better to open cut it, so long as you can keep'
the gradient so low as sixteen feet per mile.
" As the extra outlay on the South line will be equal to £.5000 per annum,
the great point for consideration is, will the increased traffic be sufficient to
pay the greater expense of execution ; and after fully considering this point, I
am at present strongly inclined to recommend the South line for adoption, as
I think the increased cost of the line will be more than balanced by the greater
amount of population, as well as the more extensive district of country it em¬
braces, and especially as it approaches the coal-field, where probably such an
amount of tonnage may be obtained as would warrant the toaking of a Rail¬
way for that article alone.
" After you have obtained a correct statement of the passengers and goods
at present travelling on the two different routes, with a fa'r increase for the
facilities afforded by Railway conveyance, and when you have received from
the hands of your engineer a correct estimate 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 ex¬
tremely glad to afford it ; but from my intimate knowledge of Messrs
9
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.
Gentlemen, your obedient Servant.
(Signed) " George Stephenson.
" Alton Grange, Sept. 11, 1836."
In concluding my observations upon tbe nature of the works and
the inclinations, I may say, that in the whole course of my experi¬
ence I never examined a country for a line of Railway of the length
this will he, where the works to be executed were of an easier des¬
cription, or the level and inclinations of a more favourable charac¬
ter.
The material through which the excavations will be made is prin¬
cipally the coal-measure formation from Newcastle to five miles
north of Berwick, which formation I consider one of the most fav¬
ourable 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 ; hut 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 Rail¬
ways, that of building a great number of occupation 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 Rothbury, thence to near Wooler, and
on to the Tweed, on my return to Newcastle I examined this route
but found the country presented difficulties so great in amount, that
I do not hesitate to say it is quite impracticable to carry a Railway
through it with locomotive inclinations. The several prominent
and continuous ridges which present themselves prevent the possi¬
bility of obtaining favourable inclinations, and the works to bo
executed are such as have never yet been attempted.
10
Before 1 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 Stam-
fordham, 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 arid 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 qf 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 to be encountered in carrying a
line of Railway through it.
" The datum line from which I compare the different levels of the country
is 255 feet above the sea, and on a level with the Tron Church a,t Edinburgh,
which appears to be the only part of the town where a line of Railway can ap¬
proach it from the route I have examined.
" The ground is very favourable from the first mile from Edinburgh ; be¬
tween 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. Betaveen the third and fourth mile the ground
again rises 141 feet, and descends before the fifth mile to the level of Tron
Church. It does not appear to ine that any deviation can he made in this por¬
tion, so as to form a line which can be worked by locomotive engines. Be¬
tween the fifth and seventh mile the road again descends eighty feet, and from
the seventh to the eighth mile suitable levels for locomotive engines could only
be attained at a considerable expense. From the eighth to about the fifteenth
mile, which is the summit of that part of the country, the ground rises with a
pretty uniform ascent at the rate of about eighty-five feet per mile ; this could
not be worked by locomotive engines, nor does it appear that the gradient
could be materially improved.
11
" The nest »ix miles the road desends at the rate of about twenty-eight
feet per mile ; from near the twenty-first mile the line still descends to the
twenty-seventh mile at nearly the same ratio ; from this place to the thirty-
first 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 forty-five feet per mile. In the last twenty miles I have de¬
scribed, the line cannot be materially improved in gradients, as it must be car¬
ried along the vale of the Gala ; and in consequence of the extreme rugged-
ness 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 twenty
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
twenty 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 that 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 charac¬
ter 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 respect¬
ing a tunnel through it.*
" The vale of the Reedwater appears very favourable so far as I have exam¬
ined 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 New¬
castle, I 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.
" I 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 the east, centre, and west of the island, between England
• Since the above Report wa9 written, I have been led to believe that the coal-meaanre
formation does exist to a trilling extent on the south side of Carter Fell, but not in such
quantity ua to make the tunnel a less difficult work.
12
and Scotland, I am prepared to state, that in my opinion no line can be found
equal to the one on the eastern coast, both as regards gradients, expense, and
population.
" You shall shortly have my report on the merits of the two lines which
have been projected by 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, Gentlemen, your
most obedient servant,
(Signed) " George Stephenson.
" Newcastle-upon-Tyne, August 20, 1836."
Since the above report was written, a Report has been published
by Mr Joshua Richardson, who was employed to examine the coun¬
try through which the Midland line passes. His Report provides
me with a section of a portion of the line, and more detailed infor¬
mation than I possessed at that time, and will materially assist me
in describing to you a few of the difficulties which I consider quite
insurmountable on the Midland line. From an examination of this
section, I find that the works to be executed (in order to obtain even
the inclinations which he does) are of a character far exceeding in
magnitude anything that has ever been attempted, either in this coun¬
try or the world. I will merely point out twoor three of them, extend¬
ing over a distance of thirty-six 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 ventilat¬
ing 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 on the London and Birmingham Railway is
sixty feet. There is an embankment in crossing the river Jed
seventy chains in length, and at the deepest point 210 feet. There
is then a cutting one mile and sixty chains in length, at the deepest
point 100 feet, and averaging about fifty-six feet. At Hirdean
Burn there is an excavation ninety chains in length, and at the
deepest point 150 feet.
There is then an embankment over the Teviot River, one mile in
13
length, and at the deepest point 190 feet, and averaging about 11G
feet.
There is, near Greenend, a cutting one mile and thirty chains in
length, varying from fifty to 100 feet in depth. This is followed
by an embankment two miles in length, and varying from seventy to
eighty feet in height ; foil wing this is a cutting two miles in length,
varying from fifty to 100 feet deep
I can scarcely form any 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.
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 com¬
parison of the relative advantages and disadvantages of the Coast
and Midland lines, yet, in the hope of setting the 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.
1 confidently expect that on the Coast line the greatest inclin¬
ation between Newcastle and Edinburgh will be from sixteen to
eighteen feet a Mile ; whereas on the Midland line, according to
Mr Richardson's Report, as far as his section goes, he has, for
fourteen and a quarter miles, inclinations varying from thirty to
forty-five feet a mile.
As regards the length of Railway required to be executed : The
Coast line between Newcastle and Edinburgh is 117 miles in length,
whereas the lines necessary for accommodating the cities of Edin¬
burgh and Glasgow by the Midland line are 149 miles.
Milea. Clis. Ft.
From Whitelee to near Litham....
From Litham to North of the Jed
From the Jed to Teviot
2 75 35 a mile
.3 60 45 ...
.8 30 30 ...
14
As regards summits, the only summit of the Coast line is at G rant 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 distance
of 26£ miles. Independently of this, Mr Richardson says in his
Report, after passing 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
Edinburgh ; the summit on 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 no doubt the su¬
periority 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 be found that, in
point of time consumed in travelling between Newcastle, and Edin¬
burgh, 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 Midland line from Newcastle to Glasgow by Peebles 132
The Coast line from Newcastle to Glasgow through Edinburgh 163
I am aware that these distances do not correspond with the dis¬
tances mentioned in Mr Richardson's Report ; but as he does not
state from 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 1 have stated.
In laying out a line of Railway from England to the two princi¬
pal cities in Scotland, and as a great thoroughfare between the two
countries, there are many circumstances to be taken into considera¬
tion. The first and most important of all, considering it as a great
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 be¬
tween the two countries, not merely for the conveyance of passengers,
but more especially for the mails. We should endeavour to obtain
1.1
a Railway on 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 surmount 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 he 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 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 last
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 charac¬
teristic 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 necesstiy or des¬
patch being requisite, or in case of accident, an engine may be trans-
16
ferred 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 cer¬
tain, 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 important 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 bran¬
ches 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, the Wansbeck, 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 pro¬
ductions of the country are invariably conveyed 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 gen¬
erally 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 advan¬
tage 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
IT
easily accommodated J>y 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 ex¬
ist for constructing the works on the coast line, with a firm convic¬
tion 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 the honour to be, Gentlemen,
Y our most obedient Servant,
GEORGE STEPHENSON.
Tuplon House, near Chesterfield, Sept. 13, 1S38.
MR BLACKMORE'S REPORT.
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 a line of Railway from New¬
castle to Edinburgh and Glasgow, agreebly to your instructions,
and beg leave to present the following Report. It will not be neces¬
sary 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 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 line 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
averge being 17 feet per mile, to the head of the North Tyne,
where the ridge of hills will be passed by a tunnel H miles in
length, under a point called Note of the Gate, which is the summit
at this part of the ridge, the strata of whiph consists mostly of clay,
18
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 crosess near
Teviot bank, 4 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 Abbots-
ford. From the Teviot to the Tweed the distance is 13 miles, 9 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 141 miles, to a
a summit near Crichton Moss ; about 9 miles of this distance is
at an inclination of 24 feet per mile, the remainder 41 miles rising
30 feet per mile.
From Crichton Moss the line descends to Edinburgh, a distance
of 18 miles,* for about 9 miles, at the rate of 30 feet per mile, and
26 feet per mile for the remainder. The precise situation for the ter¬
minus at Edinburgh remains to be settled ; a very good point can
be got at, south of Rruntsfield Place, from whence a junction may be
formed with the depot of the Edinburgh and Glasgow Railway, if
wished for. From the Tweed to Abbotsford, another line to
Edinburgh, by Peebles and the Eddiestone Water, has heen 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
• NOTE —The distance from Chrichton Moss to the Tron Church Edinburgh, by the
Turnpike Road, which is a circuitous one, is only between 13 and 14 miles. To Brunts-
field Place it is not 13 miles. Mr Blackmore appears therefore to be in error as to
this distance, and the effect of it upon his gradients will at once appear to be very greatly
19
summit; it will also increase the distance to Edinburgh 9 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 Inverleithing and Peebles, thence near to Biggar,
to the south of Lanark, and near to Hamilton, on to Glasgow, a
distance of 68-J 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 farther west than Peebles, but the portion
from Abbotsford to Peebles, a distance of 17 miles, is very favour¬
able, 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 remain¬
der 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 I 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 20 £ miles being already made between New¬
castle and Hexham, will make the distance between New¬
castle and Edinburgh 116£ miles ; and if a line up the Tweed to
Glasgow should be considered desirable, 68 J miles more of railway
will be required, making by this route, the distance from Newcastle
to Glasgow 152 miles. From what I have stated respecting the
gradients, it will be seen that the average between Newcastle and
Edinburgh may be 18 feet per mile. It will also be perceived that the
steepest gradients are only 30 feet per mile, in one part for 9 miles
in length and in another part 4-} miles 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.
20
With regard to the traffic that may he 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 in¬
ducement for work, and the greater demand for those minerals, given
by the facilities of railway communication, will cause a great in¬
crease 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 iron-stone 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 par¬
ticular, which has lately been let by his G race the Duke of Northum-
berland 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
twelve to twenty-four 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 lime-stone on this part of
the line. Lead ore is also worked here, and good free-stone.
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 convey¬
ance 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 vari¬
ous 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
21
comparison between the line now before you and the other two lines
that have been projected from Newcastle, 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 Glas¬
gow, 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 cer¬
tainly 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 cros-
singthe river Jed 1 furlongs in length, and 210 feet deep at the high¬
est point, an embankment over the Teviot river, 1 mile in length, and
averaging 146 feet deep ; and Mr Stephenson observes, the inclin¬
ations 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 per¬
fectly justified in stating, that in order to attain suitable levels for
locomotive engines, it will be necessary to have a tunnel 8 or 9
miles in length."
Leaving Mr Stephenson and Mr Richardson to settle their dif¬
ference 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 ob¬
jections started by Mr Stephenson, as the tunnel is only 1£ 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 notitse, 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
22
by the east coast, it is probable that some of the inclinations may
be easier than those of the line now under consideration ; but this
sole, and in this case inconsiderable advantage, is much more than
counterbalanced by the greater facilities that will be afforded to the
commerce of the country by the Inland line, by the greater emolu¬
ments that will accrue to the promoters, and by the more numerous
benefits that will be conferred upon the nation at large, and partic¬
ularly to the southern counties of Scotland, and the towns of Glas¬
gow, Edinburgh, and Newcastle-upon-Tyne ; and a junction may
be effected with the Great North of England Railway, the Brand¬
ling 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 merchandise 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 merchandise, 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 speculationthan 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 corrobora¬
tion of the above assertions. He says,—" It (meaning the coast
line) will be a great advantage to the valley of the Tweed, inas¬
much as they will procure both lime and coal from Berwick at a
cheaper rate, and as that river is crossed at the height of 90 feet,
you vi ill 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 ob-
23
tained in the immediate neighbourhood 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 he brought to the markets at Berwick, and the surplus
shipped for other ports, as is now done; hut how can this traffic
benefit the East Coast line, not having any occasion to travel upon
it P The same remarks are applicable also to the branches which
Mr Stephenson proposes ^to run up the valleys of the Blyth, the
Wansheck, 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 com¬
parative cost of the East Coast and Inland lines to Edinburgh, but,
for the following reasons, I think the route I have proposed to Ed¬
inburgh will require much less capital to he raised, and less annual
expenditure for maintenance than the East Coast line. In the
first place, as before stated, there is nearly twenty-one miles less of
new Railway to make ; and secondly, in order to connect the Rail¬
ways now forming from the south and east of Newcastle, namely,
the Great North of England and the Brandling J unction Railways,
with a depot on the Town Moor, north of Newcastle, as proposed
by Mr Stephenson, an additional 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 formi¬
dable barrier is presented to the project of an unbroken line of com¬
munication with the southern Railways. But by effecting a junc¬
tion 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 he avoided, as well as the cost of establishing another
dépôt on the Town Moor, than which a worse situation could not
well be fixed upon, or if it should not be convenient to the promo¬
ters of the undertaking to incur the expense of a bridge across the
24
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 oper¬
ation on the south side of the Tyne.
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 answered ; 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 dépôt schemes re¬
ported upon by Mr George Stephenson, and submitted to you in
November last.—I have the honour to be, Gentlemen,
Y our most obedient Servant,
John Blackmore
Newcastle-on-Tyne, December, 1838.
(Extract from the Edinburgh Advertiser, of 23d July 1839._j
GREAT NORTH BRITISH RAILWAY.
Yesterday a numerous and highly respectable meeting was held
in the Royal Hotel, Prince's Street, for the purpose of considering
certain resolutions relative to the Great North British Railway.
Among the gentlemen present we observed Sir Francis Walker
Drummond, Bart, of Hawthornden, Sir J. Robison, Sir J. G.
Dalyell, General Carfrae of Bowerhouse, James Hunter, Esq. of
Thurston, James Gordon, Esq. of Cairnbulg, William Aitchison,
Esq. of Drumore, Colonel George Cadell, W. Wardlaw Ramsay,
Esq. of Whitehill, Archibald Geddes, Esq. merchant, Leith, Eagle
Henderson, Esq., General Mayne, H. F. Cadell, Esq. of Cock-
enzie, Colonel Ferguson, Captain Donaldson Boswall of Wardie,
Caption Arrow, R. N., George Turnbull, Esq. of Abbey St.
Bathans, Adam Urquhart, Esq. advocate, E. D. Sandford,
Esq. advocate, Richard Hunter, Esq. A. Howden, Esq. W. S.,
T. S. Mowbray, Esq. W. S., G. L. Finlay, Esq., J.
Mackenzie, Esq., Robert Cadell, Esq., Duncan Macfarlane, Esq.
Duncan M'Laren, Esq., Adam Black, Esq., James Howden, Esq.
Hugh Bruce, Esq. advocate, Charles Pearson, Esq., A. VÏ . Goldie,
Esq. W. S., R. B. Blyth, Esq., James Hay, Esq. Leith. James
Bridges, Esq. \Y. S., James Gillespie Graham, Esq., George
Angus, Esq. Dr. Borthwick, W. Balfour, Esq. Alex. Kinnear,
Esq., Thomas Duncan, Grenada, Dr Hay, Alex. Clapperton, Esq.
Wm. Whitehead, Esq. South Bridge, James Walker Esq. W. S.,
Robt. Mayne, Esq., Thos. Edmonston, Esq. merchant, David
Campbell, Esq. W. S., Dr Burt, Thomas Allan, Esq. Thomas
Hagart, Esq. Dunbar, &c. &c.
On the motion of Sir J. Robison, Sir F. Walker Drummond, Bart
was called to the chair.
The Chairman then rose and said, that before proceeding to the business
of the day, he trusted he might be excused for expressing his deep sense of
the honour conferred upon him by requesting him to preside over so numerous
and respectable a meeting. They must all be aware that two lines of rail¬
road had been pointed out between Newcastle and Edinburgh, and that both
of these had been advocated in equally strong terms, as advantageous to the
public ; and if on a fair comparison of the statements made with respect to
the competing lines, on a fair comparison of the merits of the engineers who
had respectively recommended the one and the other, an equality were found
to exist upon the expediency of these different railroads, he should have felt
that he had a very invidious task indeed to perform in suggesting one of these
for adoption in perference to the other. But when certain facts were laid
down, of an undisputed nature, it became the duty of every man, more especi¬
ally of a public meeting met to consider the subject, to direct the public at¬
tention to that line which was most likely to be conducive to the public ad¬
vantage. (Cheers,) Having given every attention in his power to the two
lines, it did occur to him independently of the high character of Mr George
Stephenson,—one of the most eminent Railway Engineers in the kingdom,—
who had reported in favour of the Eastern or Coast line, that there were con¬
siderations which warranted the conclusion that this was the line which was
entitled to the decided approbation of the public. (Cheers.) Mr S. had been
requested to make an inspection of the country between Newcastle and Edin¬
burgh, with the view of considering and reporting his opinion as to the .best
line of railway betwixt those places. He was not directed to look at one
district alone, but to make a survey of the whole country, and to say which
he would recommend as best suited to the use of locomotive steam power.
Such were his instructions ; it was in consequence of these very distinct in¬
structions that Mr Stephenson had examined the whole line—the Midland as
well as the Coast line : and, after a very minute examination, having reported
in favour of the Coast line, he was desired to proceed with a particular survey
of that line. He did so accordingly ; sections, plans, and estimates had
been made out in terms of the Standing Orders of the House of Commons,
and all the other necessary steps had been taken previous to a Bill being intro¬
duced into Parliament. The other line had been gone through by Mr Blackmore,
who had taken what he called " an exploratory section." But, however
eminent or respectable Mr Blackmore might be, yet it was impossible for any
set of men who had any regard to their own interests to adopt a line which
had been but superficially examined, in preference to one which had been
amply and minutely surveyed, and that, too, by one of the most eminent en¬
gineers of the age. He (the Chairman) had observed from the public Papers
'¿6
that a meeting of most respectable individuals had lately been held in this city,
in favour of the Midland line : and according to the report of the speeches
and the resolutions of that meeting, he found that there were four several
points in which it was said that the inland line had the advantage of the
Coast line. The first was, that twenty and a half miles of the railroad had
already been made, forming part of the Newcastle and Carlisle Railway;
secondly, the difficulty of getting the Coast line to join with the southern ex¬
tension beyond Newcastle; thirdly, the rivalry of the sea; and the fourth
advantage of the Midland line was represented as arising from the superior
population and wealth of the district through which it would pass. With
regard to the first of those advantages, the twenty and a half miles belonged
exclusively to the Newcastle and Carlisle Railway ; and could any man sup¬
pose that the benefit of this twenty and a half lines of railway would be got
for nothing ? The Directors of that Railway Company were anxious to have
this line carried immediately into effect ; but they would be not only fools but
betrayers of their duty to the proprietors, did they not exact payment to the utmost
for the accomodation which they could afford. It was therefore nonsense to talk
of this as being any advantage in a public point of view. The public must
pay for it, and nobody could believe that the Directors of the Newcastle and
Carlisle Railway would do any thing so foolish as allow the proposed railway
to get the benefit of their line without a high return. The second point,
which was very strongly dwelt upon by Mr Blackmore, amounted to
this, that the Coast line could not be connected with the southern lines. But
Mr Stephenson, whose authority was equal at least to Mr Blackmore's, was
-of opinion that that objection could be completely got over ; and he was pre¬
pared, and had reported that it would not only be practicable but easy to
■make a junction between that line and those in the south. So the second
objection was disposed of. The third referred to the rivalry of the sea. But
did any one suppose that this rivalry was confined to the Eastern line in the pre¬
sent case, or that the same objection did not apply to the Midland line ? It
was perfectly obvious that, with the exception of the lighter species of goods
and passengers, all the heavy goods would continue to be sent by sea, whether
the one line was adopted or the other. But the passengers and light goods
would all go by the railway, and thus the inland would come in competition
with the sea just as much as the Coast line would. It was all nonsense to
speak of this rivalry as applicable to the one line and not to the other. (Cheers.)
The fourth alleged advantage of the Midland line was that arising from the
superior wealth and population of the country through which it would pass.
He (the Chairman) was surprised to hear such a statement made in one of
the speeches at the recent meeting to which he had referred. Every one
knew the nature of the country about Middleton and Note of the Gate, and
certainly he was not aware that there was at these places, or near them, any
very dense population. (Laughter.) No doubt the towns of Galashiels and
Hawick were in the district through which the Midland railway would pass ;
yet however important these towns were, he would ask any man if he would
carry a railway through that part of the country merely for the benefit to be
derived from these two places? He thought no man would say so. And even
Hawick was to be four miles off from this line. He had got a note with re¬
gard to the population on the different lines put into his hands. It had been
framed according to the parishes, and the population had been taken from the
last census. He would not trouble the meeting with the details ; but the
totals were, by the Eastern line for Scotland 49,782 ; for England, 58,547, mak¬
ing a total of 108,329 by the Coast line. Again, by the Midland line the popu¬
lation in Scotland was 29,325 ; in England, 13,921, making a total of 43,246.
The difference, therefore, in favour of the Eastern line was 65,083. (Cheers.)
Both sides of the account were exclusive of Edinburgh, Leith, and Newcastle.
He had another statement to which he would also beg the attention of the meet-
27
ing. It was a comparison of the gradients or levels between Mr Blackmore s
proposed line, and the line which had not only been surveyed, but laid down
by Mr Stephenson. The result was, that those of Mr Blackmore were very
nearly double those of Mr Stephenson, and in some cases more. The com¬
parison stands thus :—
COAST LINE.
Miles.
Cha.
7
...
17i feet per mile,
or 1 in 302
15
40
16
1 in 330
8
40
15
1 in 352
8
71
14
1 in 377
17
62
10
1 in 528
1
77
8
1 in 660
10
27
7
1 in 750
17
6
1 in 880
8
3
6
1 in 1056
5
12
4
1 in 1320
5
36
3
1 in 1760
7
37
Level
Total length of line, 116 miles, 27 chains..
MIDLAND LINE
at 30 feet per mile, or
26
24
17
12
10
Level.
1
in
176-
1
in
203
1
in
220
1
in
310
1
in
440
1
in
528
Mr Blackmore said there was 37 miles, at 17 feet per mile, betwixt the New¬
castle and Carlisle Railway and the first summit level ; and this gradient
was the average, and not the real one on that part of the line. The same
remark applied to the other gradient of 12 feet per mile, which formed part of the
Newcastle and Carlisle Railway,—the gradients on which were proverbially
bad. He stated this on the authority of engineers, who held that the gradients
on the proposed railway were impracticable, and that they would prove that
such was the fact if Mr Blackmore would allow his plans and sections to be
examined. It was palpable, and Mr Blackmore admitted it, that a railroad
with such gradients as his required a greater engine-power than more favourable
gradients ; and this consideration furnished a conclusive argument for the
Coast line, and against the Midland line. There was another point also wor¬
thy of notice. Mr Stephenson, in the conclusion of his Report, said, " I
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 feas¬
ible and desirable line of railway, with levels to which locomotive steam-,
power can he advantageously applied, between the town of Newcastle-upon-
Tyne and the cities of Edinburgh and Glasgow, " (Loud cheers.) He (the
Chairman) had been a little surprised at the very decided tone which had been
adopted at the late meeting, upon very slender grounds. He had no personal
interest in the one line or the other, farther than that the Eastern liue went through
his property in the county of Haddington, and the Midland line, on the other
hand, passed through his property in Mid-lothian. He trusted he would be
28
excused for referring to a matter personal to himself ; but he knew it had
been said he approved of the Eastern line, because his own interests would
thereby be promoted. He was anxious to give the most unqualified contra¬
diction to this imputation. (Cheers.) He should not have adverted to this
matter had he not thought it absolutely necessary, that any person anxious to
promote such an enterprise as the prçsent, ought not to submit to have impro¬
per motives imputed to him ; and his learned friend who took charge of
the business connected with the railway knew that, in so far as his own interest
was concerned, he had always considered it to be rather hostile to the pro¬
posed line, and he had stated this to him long before any such meeting as
the present was called. But, at the same time, while he was of this opinion,
he considered it his duty to givç what support and encouragement he could
to what must be considered as a great national object, and he would be the
last to allow his own private feelings or interest to interfere with such an ob¬
ject, provided always that the scheme was really a good and practicable one ;
while, however, he hoped he would always be actuated by this principle, he
begged to give the most energetic, unqualified contradiction to the insinuation,
that in approving of the line laid down by Mr Stephenson he had ever been
actuated by any selfish views ; on the contrary, he gave his support to the
present undertaking solely on the ground that he conceived it would be highly
beneficial to this great city and to the country at large. (Cheers.) There
was only one objection which he confessed he feit to the proposed Coast line,
butit was one, he understood, which could be obviated, and arose more from neces¬
sity than will ; it was that the inhabitants of Haddington would not have the
advantage of that line coming through their city. He was, however, informed
that the expense of carrying it through that town w as so great, and the opposition
from other quarters likely to be so formidable that it was thought better to
drop the idea altogether. He regretted this. But he trusted that the Direc¬
tors of the Company, when their operations had made some progress, would
take the first opportunity of giving Haddington the benefit of the railroad, by
means of a branch. It was too important a city to be unattended to, and he
was sure the Directors would take this matter into their consideration. He
had only farther to state that, independently of the advantages which were
held out by the advocates of the other line, and to which he had already re¬
ferred, there were some of the Mid-Lothian coal-proprietors who looked to
great facilities for sending their coals south. His very excellent friend (Mr
Wardlaw Ramsay) who was in the room, a coal-proprietor as well as himself,
had no such intention of sending coals to Newcastle. (Cheers and laughter.)
He did regret to find that so very decided an opinion had been expressed at
the recent meeting ; for he had seldom seen a more decided verdict founded
upon more slender evidence. (Loud cheers.)
Mr A. Black, bookseller,rose and said—Ashe had always taken an in¬
terest in the promotion of Railways, and more particularly in those by which
this city might be benefited, it has been thought proper to ask him to propose
the first resolution. He wished to advert to one circumstance before entering
on the main subject. A Report had been given by the Town Council Com¬
mittee, in favour of the Eastern line ; their Report had been approved of ;
and this decision had been adopted after an examination of the two lines.
The Town Council had been asked to pronounce an opinion not by the pro¬
moters of the Eastern line, in favour of which they had decided, but by the
supporters of the Midland line ; who had applied no doubt in the expectation
that the Town Council would give a favourable verdict for the Midland
line. The Council sat as an impartial jury ; and he had not the smallest hesi¬
tation in saying that the Council having no interest in the matter, were only
anxious to see that the best possible line should be carried through both for
Edinburgh and the country in general. They had all the materials before
them ; they had carefully gone over the matter ; and they had given a verdict
20
after hearing what could be said upon both sides of the question. (Cheers.)
He might likewise state what had been adverted to by the Chairman, that
the gentleman who had reported in favour of the Eastern line was known
to be the very highest authority on the subject ; and bad given the most de¬
cided opinion in favour of the Eastern line over every other line that had
been proposed. They might rest with confidence on that gentleman's profes¬
sional talents. But it should also be recollected that Mr Stephenson had
been called on to consider not one but all the lines. (Hear.) And taking this
fact into account it appeared that he had given the most decided opinion in
favour of the Eastern line. But it should also be bcrne in mind that Mr
Blaekmore had not taken a survey of the different lines, but had heen em¬
ployed by the proprietors of the Newcastle and Carlisle Railway, to find
out if by any means he could procure a line which would bring the traffic
of the north into their line. And therefore he set out with a " foregone con¬
clusion," with the view of making every circumstance bend to this one single
point—how to bring a northern railway into the centre of the Carlisle and
Newcastle line. (Cheers.) These were the two principal witnesses—Mr
Stephenson and Mr Blaekmore. The Chairman (continued Mr Black.)
has already quoted a passage from Mr Stephenson's Report. In addition
to that strong observation, he also says—" 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 tbe length this will be, where the works to be executed were of
an easier description, or the level and inclinations of a more favourable char¬
acter." It may be said, that in the question before us, these are the two wit¬
nesses which have been adduced. We have Mr Stephenson unprejudiced,
with no interest save the desire of finding out really and truly the best
line of Railway—with that view, examining the whole country, both in¬
land and coastways—and you hear what he says. On the other side, there
is certainly Mr Blaekmore, who, while he admits the Coast line to be the
best in some points of view, denies it in others, but he was not called upon to
decide as to the best line, but solely whether a line would be got which would
join the Newcastle and Carlisle Railway ; and, we surely, Gentlemen, with
these two witnesses before us, giving their testimony in the way I have men¬
tioned, can have no hesitation in at once giving our support and our decision
in favour of Mr Stephenson's line, even if nothing more could be said on the
subject. (Cheers.) The first item was allowed to be favourable for the
Eastern' line. He (Mr Black)had no interest in the one line more than the
other ; but as a citizen of Edinburgh he was exceedingly anxious that this
city should have a communication with the south, that that communication
should be the best ; and he should be sorry were any line adopted of which the
expediency was doubtful, especially if that line were one of such a nature
that there was hardly'any probability of its being carried into effect. The
only consequence of bringing forward the Midland line might be, that it would
distract the attention of individuals from the Coast line, and thus prevent the
public from getting either the one or the other. The first and most essential
requisite in a railway was, that it should be as nearly as possible on a level.
It would be seen from the lithographed plans, that the Eastern line could be far
more easily constructed. In the other there were two great heights to pass
—the Cheviot ridge, 881 feet high, and Middleton ridge, 884 feet high. Con¬
sequently, in the middle line there must be much higher embankments, and
a much greater quantity of cutting than in the other. The expense would
thus be much increased. The roads laid down by the wisdom of their ances¬
tors, some how or other were carried over the hills ; and a great deal of dan¬
ger and inconvenience resulted from this practice of avoiding the levels. But
if it was difficult to make a change on a common road, it was much more so
with respect to a railroad. It was therefore of great importance to take the
30
best possible level at starting. The manager of the Birmingham and Lon¬
don Railway (Mr Le Count) in his last report to that Company, adverted to
the advantages of having, as nearly as possible, a level. Every ten feet that
the line rose beyond a level increased tbe expense by two-tenths of the lo¬
comotive power. And Mr Le Count mentioned what he considered would
be the effect upon a railway a hundred miles long having the ordinary number
of railway coaches, &c. with a rise of 20 feet in the mile. In this case the
cost would be £304 per day. If the gradient were brought down to ten feet
in a mile, the cost would be £182 per day ; making a saving on the year
of £66,432. Mr Le Count considered it better to lay out an additional
million in forming the railroad on a proper level than to have gradi¬
ents rising an additional ten feet in the mile. (Cheers.) The effect of
the increasing gradients was not merely the expense of making the rail¬
road but the annual cost of keeping it in good repair. The expense
increased while the speed decreased. Compared in this point of view, it was
impossible to doubt that the Coast line was greatly preferable to the other.
Yet this important item in favour of the Coast line was balanced with some
single item on the other side ; though the balance was struck much in the same
way as if, in an account, £100 appeared on the debit side, and sixpence on
the other. (A laugh.) But here the item was of such consequence that it was
enough to counterbalance many other items. It should also be remarked
that the risk was decreased by bringing the railroad nearly to a level. It
had been stated that the Eastern line would encounter rivalry from the sea.
But the inhabitants of Musselburgh would have no advantage over the inhabi¬
tants of Dalkeith in this respect; for the steam-boats did not touch at Mussel¬
burgh ; and the inhabitants of both places must come to the steam-boats at
Leith. The only place along the coast where steam conveyance could be
obtained, without going to Edinburgh or Newcastle was Berwick-on-Tweed.
With regard to the gradients what did Mr Blackmore say ? He did not con¬
trast the gradients on the opposite lines ; but he said that on the Grand
Junction line they had a rise of thirty feet in a mile, others had forty, others
fifty ; and hecause others had a rise therefore here they should have a rise too.
(Cheers and laughter.) With regard to the population, it must be noticed that
from Hexham to the Border the only town which the Midland line passed
at all was Beliingham, where the population was 500 ; whereas on the other
line Morpeth, Alnmouth, Warkworth, Alnwick, and Belford had a popula¬
tion of 13,632. It was said to be a great and unanswerable argument for the
Midland line that it answered for Carlisle and Liverpool. But how did it
answer? The Midland line joined the Newcastle and Carlisle Railway, at
Hexham, twenty and a half miles nearer the latter city ; but when it was
taken into the account that passengers would travel both faster and at less
expense by the Eastern line, they would get to Hexham sooner by the
Coast line. Though the Midland line might be nearer as the crow flew,
yet measured by the time of travelling Hexham was positively nearer by the
Coast line. Attempts had been made to raise the prejudices of Glasgow
against the Coast line. But a traveller would think it no objection that he
could take Edinburgh on the way to Glasgow ; for he might do business in
both. The Glasgow people were not so foolish as to imagine that what was
advantageous for the one city would be for the disadvantage of the other. And
as all parties would be benefited, he (Mr Black) trusted all parties would
make an effort to get that road completed which would be most beneficial for
the country. When this discussion first began, the line proposed for tbe
Midland district was said to be ten or twenty miles shorter than the other ;
but Mr Blackmore, by the circuitous route he had taken to avoid various
difficulties, had now made it about half a mile longer than the competing
line in real distance, while it must be remembered that the Midland line was
some twenty or thirty miles longer than the other in power. (Cheers.) Mr
Black concluded by moving the first resolution. (See page 33.)
31
General Carfrae of Bowerhouse seconded the resolution.
Mr Hunter of Thurston, then rose and said, the subject had been so ex¬
hausted by the Chairman and Mr Black, that it was needless to detain the
meeting by any lengthened observation. He begged, however, to call the
attention of tie meeting to the fact, that the promoters of the Eastern line
were in the course of proceeding to obtain an Act of Parliament, while, with
regard to the Midland line, not a single step had been taken, except, indeed,
by Mr Blackmore, who appeared to have gone to the top of Middleton ridge,
and of Cheviot, with a spy glass in his hand, and made an eye-survey of the
country. That gentleman had published a Report, but no plans ; that Report
had been carefully examined by Messrs Grainger and Miller ; and from a
comparison of the gradients, on the different lines, it would be seen how in¬
finitely preferable the Eastern was to the Midland line [Mr Hunter then
went minutely over the gradients referred to by the Chairman.] A compari¬
son unfortunately could not be made with Mr Blackmore's own plans ; for the
Secretary to the Midland line refused to give access to his documents. An¬
other thing might be noticed. There was plenty of snow on the hills ; on the
Eastern line it went away very soon ; and if it did not, they had plenty of
stout fellows to take it away. (Laughter.) Mr Hunter concluded by pro¬
posing the second resolution. (See page 33.)
Sir J. G. Dalyeel seconded the resolution.
Mr Robert Cadell, after some preliminary remarks, said, we are met
on our way, not by regular plans, such as those on the table—not by sections
and calculations fittedfor a Committee of the House of Commons, but by an ex¬
ploratory survey, showing unfavourable gradients and rule of thumb calculations ;
their plans they will not exhibit. Indeed when at their meeting in Barry's
Hotel, they turned a friend of mine out of the room because he was favourable to
the Coast line. Their plans are shown therefore to friends only—ours are
open to every body—they will bear any inspection, and I have no doubt what¬
ever that the public will have but the Coast line and no other. Mr Black and
Mr Hunter have so fully met the broad common sense view of the case, that
I might leave it as it stands ; I am inclined, however, to say but a few words,
and I may begin by alluding to the general principle of railway communica¬
tion ; on reference to Mr Stephenson's Report, it will be seen that a level
line is the desideratum. At Sea calm weather is the desideratum for steam
voyages ; to meet stormy weather you must have more power ; in the same
way to meet hills, you must have also more power—in fact, with bad gradients,
you are travelling as it were against a head wind—the Newcastle and Car¬
lisle Railway folk, therefore, wish to carry us to England against a gale of
adverse wind ; we wish to go in calm weather. The great calculation of
steaming to North America is to have horse power to beat against the south-
westers—on the voyage to India against the monsoon ; coal, steam power, and,
of course, additional expense are necessary ; and this allusion to expense brings
me to one of the main inquiries connected with railways—bad gradients not only
increase the distance of any railway having them, but add largely to the ex¬
pense of working. In the admirable Report to the Queen on Irish Railways
this is brought out in the clearest and most distinct manner. So largely do
gradients come into operation, that the Manchester and Liverpool Grand
Junction Company, who have the unfavourable gradients appealed to by the
Newcastle and Carlisle Company, expend 2s 6d and 2s 4d on the cost of loco¬
motive power. The Great London and Birmingham concern, with a gradient
of sixteen feet per mile, expend only Is 2d a-mile. This hill line cannot there¬
fore have a cheap conveyance for the public, except at the cost of those who
construct the line—they cannot have very heavy expense and cheap travelling
32
with returning profits, "When our uphill friends have bad gradients and the
small population, what chance have their calculations against the level coast
road and the larger population. There has been some absurd talk about the
Termini, of our disadvantageous terminus betwixt Edinburgh and Leith—one
of the best that could be got for both towns, while the hill folk stick to Brunts-
field Links away from both, and talk of an inclined plane to the Glasgow
Bailway which cannot be made. These Carlisle gentlemen are very fond of
inclined planes, bad affairs at the best, and carrying with them much risk.
They contemplate one at Newcastle which they have not yet got, while we
quietly land them on the town moor, leaving an omnibus in the meantime to
be the connecting link—the same as in Edinburgh, which before many years,
will be linked to the Glasgow Railway, by one of the finest junctions in Eur¬
ope, I mean by the North Loch. I have thus shown the position of the un¬
dertaken called the Coast line. I have shown, that it was chosen as the best,
after a survey by the most eminent Railway Engineer in Britain. I have
shown that every quality a Railway ought to possess, it has—the most fav¬
ourable gradients, a line near the sea ; and consequently the cost of working
will ensure, along with the moderate cost of construction, a cheap and safe
Railway to the Public. I therefore, with confidence, ask this meeting to
sanction the third Resolution. (See page 33.)
Mr H. Bruce, advocate, seconded the third resolution, and said he stood in
the situation of his friend Mr Black, having no personal interest in the one
line of Railway more than in the other. He was, unfortunately, not in the
situation of Sir F. W. Drummond, with a property in East Lothian to balance
one in Mid-Lothian. But he had an interest in obtaining a safe and conven¬
ient line of railway—that interest which was common to every professional
man whose time was money. It might be from professional habits that he
looked for precedents and authorities in such a ease as the present. He knew
the estimation in which Mr Stephenson was held by the whole public of Lon¬
don, and universally the remark with reference to Railway Bills was—" What
is Mr Stephenson's opinion ? If it is so and so, you need not care who is
against you." (Cheers.) His opinion is paramount in the House of Com¬
mons ; and his Report with regard to the Eastern and Midland Railways
was not only made without a pre-existing bias in favour of either, but was as
decidely favourable to the Eastern, as it was emphatically opposed to the
Midland, which presented in his opinion, difficulties that were quite insur¬
mountable.
The Resolutions were severally adopted ; and the thanks of the meeting
having been voted to Sir F. W. Drummond for his conduct in the chair, the
meeting separated.
33
RESOLUTIONS.
Moved by Adam Black, Esq. seconded by General Carfrae of Bower
Houses, and carried unanimously,
1. That this meeting is deeply impressed with the necessity of connecting
Scotland with England by Railway. That such Railway ought to be one
which should be of the greatest advantage to Scotland generally, and to Edin¬
burgh in particular—which will also secure the most rapid, sure, and unin¬
terrupted communication at all seasoris, and give the greatest accommodation
to the largest body of the population ; and that any line laid down on this
principle deserves the support of all classes as a great national undertaking.
Moved by James Hdnter, Esq. of Thurston, seconded by Sir John
G. Dalyell, and unanimously agreed to.
2. That having seen the plans and sections of the Railway proposed to be
made between Edinburgh and Newcastle, by way of Berwick, and the
Report made by Mr George Stephenson, the most eminent railway engineer
of the day, upon that and the other lines which have been projected into Eng¬
land ; and also the Report by Mr Blackmore upon the proposed Midland
line by way of Middleton Moor and Galashiels ; this meeting is decidedly
of opinion that the line by Berwick is infinitely preferable to the others, as
well with reference to the gradients, and speed, safety, and certainty of
travelling, as in regard to the comparatively small cost of making and work-
ink it. That it has also the manifest advantage of passing through the rich¬
est and most populous districts of the south of Scotland and north of Eng¬
land, and will thus give more accommodation to the great mass of the popul¬
ation than any other line.
Moved by Robert Cadell, Esq., seconded by Hugh Bruce, Esq.,
advocate, and unanimously agreed to.
3 That considering the great advantages which the Coast line possesses, on
all the points which have been alluded to, and also its superior advantages as
a mercantile undertaking ; and looking to the position in which the promoters
of that line stand with reference to all the others, they having their plans
prepared and lodged for Parliament, while the other parties have not even
prepared a full survey. Resolved, that their undertaking is in every way
entitled to public support, and the meeting strongly recommend the com¬
munity of Edinburgh, and the public generally, to come forward to its support
accordingly.
Thereafter, on the motion of W. Wardlaw Ramsay, Esq. of White-
hill, the thanks of the Meeting were carried by acclamation to Sir F. W.
Drummond for his conduct in the chair.
(Signed) F. W. DRUMMOND.
Forrester & Ruthven, Printers, 14 George Street.
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