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MEANS OF COMMUNICATION
ROADS
FROM the peculiar configuration of the
Highlands this region of Scotland was completely isolated from the rest of
the kingdom, until the disturbed state of the country in 1715 forced the
Government to consider a scheme for the construction of military roads in
the Highlands, so that the Royal forces might with ease be able to enter a
hitherto impenetrable part of the kingdom. General Wade was therefore
commissioned to construct about 250 miles of roads in the Highlands, and
although we cannot rank the General as a first-class engineer, yet, as the
"Irish" couplet puts it:
"Had you seen these roads before they were
made,
You would lift up both hands and bless General Wade."
It was not, however, until the year 1803
that 'any material benefit was derived from the construction of roads; for
General Wade's roads, well suited as they were for military purposes, were
from the nature of their construction entirely inadequate -and unsuited for
the commerce of the country. It was left to Thomas Telford to intersect the
Highlands with a net-work of roads, which to this day :stand unrivalled in
Scotland.
In 1803 Parliament passed an Act granting
.£20,000 towards making roads and bridges in the Highlands, and for enabling
the proprietors to charge their estates with a proportion of the expense of
maintaining the different lines of communication.
Subsequent grants were made for the same
purpose, and by 1820 no less than 875 miles of road were made, at a cost to
Parliament of £267,000, to the counties of £214,000, and to individual
proprietors of estates of £60,000. The whole of these lines were then under
one management, and the maintenance cost about £10,000 per annum. This
amount was chiefly raised by tolls, which, however, were considered such a
grievance that a Royal Commission was appointed in 1859 which recommended
the total abolition of tolls in Scotland. In 1883, under a general act
passed in 1878, tolls ceased to be collected on any road in Scotland, and
these are now maintained by a general assessment, and managed by County Road
Boards.
"The extent of roads, completed by means
of the, Highland Road and Bridge Act, and absolutely placed under our care
by the Road Repair Act, is no less than 400 miles, and 60 miles more await
only the formality of exonerating the contractors. Besides these, 270 miles
are under contract and in various stages of progress, and at least 170 miles
more will hereafter be placed under contract and finished, presenting a
total of 900 miles, and proving how eagerly the inhabitants of the
Highlands. have availed themselves of the liberal assistance held out to
them by the Government for the improvement of their country. Independently
of the above extent of roads, the bridges built and constructed under
distinct contracts have cost the-public £30,000 and the contributors upwards
of £40,000."
It may be imagined what an impetus would
have been given to commerce in the Highlands after thug being intersected
with so many roads. Before the commencement of the last century no public
coach or other regular vehicle of conveyance existed in the Highlands. In
1800 an attempt was made to establish coaches between Inverness and
Aberdeen, but from the wretched state of the roads at that time, and the
little intercourse that took place. it was found necessary to discontinue
them, and it was not till 1806 and 1811 that coaches were regularly
established on this route. In 1832 no less than seven different stage
coaches passed to and from Inverness, making forty-four coaches arriving,
at, and the same number departing from it in the course of every week. Three
of these included the mail run between Inverness and Aberdeen, and between
Inverness and Perth over the Highland road; two between Inverness and
Dingwall, Invergordon, Cromarty, and Tain; and the mail coach between
Inverness, Wick, and Thurso, extending from London, made in a direct line
eight hundred miles. There was also a coach from Inverness to Oban, which
ran over a considerable part of the military road.
CANALS
THE next step towards opening up the
Highlands was the construction of the Crinan and Caledonian Canals. The
Caledonian Canal is the largest of its kind in the United Kingdom, and
passes through some of the most picturesque and romantic scenery in the
Highlands. The estimated cost of constructing the work was £474,531, whereas
the actual expenditure amounted to about one and a quarter million pounds
sterling. From the Canal Commissioners' report in 1831 it .appears that the
total expenditure from 20th October, 1803, to the 1st May, 1831, was
£990,559 10s. 9 d. The total length of the canal from east to west sea is 59
miles, 16 chains, of which distance 37 miles 41 chains is formed of natural
waterway, leaving 21 miles 55 chains, which required to be cut. Throughout
the entire canal there are 29 locks, each being 40 feet wide and 172 feet
long. At the Inverness entrance of the canal from the Beauly Firth there is
a large basin or floating dock covering 32 acres.
The Caledonian Canal was opened in
October, 1822, by Charles Grant, Esq., one of the Canal ,Commissioners, and
for a long period member of Parliament for Inverness-shire. The canal has
done a great deal towards opening up and facilitating intercourse with the
central Highlands, but still the anticipations of the promoters have not
been fully realised. It was expected that all the coasting trade would pass
along this waterway, and thus save rounding the stormy Cape Wrath, but a
very small proportion of this class of vessel patronises the route, although
the Commissioners gave every inducement by lowering the dues to a minimum
with little good effect. As it is, the concern is a dead loss to the nation.
Mr. David MacBrayne's excellent fleet of Highland steamers ply regularly
through the canal between Inverness the Western Isles, and Glasgow. It is a
favourite tourist route, and for grandeur and picturesqueness in scenery
without a rival in Scotland.
RAILWAYS
BUT the most important factor in
developing the Highlands has been the construction of railways, and,
although the first portion of the Highland system of railways was opened in
1854, still at this date we have only a little over 600 miles of railway in
the Highlands. At the same time we feel truly thankful for what noblemen and
capitalists in the country have done for us, yet there is a wide field for
developing railways in the northern and central Highlands. A comparison with
any part of Ireland will illustrate how Scotland is comparatively isolated
in this direction. I am glad to notice that the attention of the present
Government is engaged at this moment in considering the advisability of
granting a subsidy towards constructing railways and tramways in the
Highlands and Islands,
[When the Light Railways Act was passed,
it was thought that a great impetus would be given to railway development in
the Highlands. It is now ten years since the Act has been in force, yet
during that period only 21 miles of railway have been constructed, and 52J
miles sanctioned but not yet carried out, under its powers. For pioneer or
developing lines, the Act is still too severe, and until more latitude in
construction is granted, and more liberal subsidies are provided by the
Government, there is but little hope for any further extensions of railways
in the Highlands, of the character and cost compatible with the requirements
of the traffic.
Mr. T. R. Price, C.M.G., General Manager
of the Central South African Railways, in his valuable and comprehensive
report on the "Construction and Working of Light and Narrow Gauge Railways,"
strongly advocates the construction of 2 ft. gauges in localities where
traffic will not warrant the standard gauge. I take the liberty of making
two extracts from Mr. Price's report:—
"The extent of and the importance attached
to what are known in Europe as secondary railways of a lighter type .and
narrower gauge than the standard (4 ft. 8fr in. as in England and America)
is further indicated by the information furnished and the attention given to
the subject at the recent International Railway Congress at Washington, as
well as at previous Congresses. It is made clear that similar reasons to
those which obtained in Belgium, to which reference has been made, have
compelled the adoption of similar action in the other European States and
elsewhere.
"It is also clear, from the discussions at
the Congress and the comments in the American newspapers, that it is at
last. realised, both in America and in England, that this question can be no
longer neglected.
"The resolution passed by the section of
the International Congress which dealt with the question is as follows:-
"'Light railways merit in the highest
degree the attention of public authorities. Their construction makes it
possible to encourage the progress and development of districts which
previously have remained in the background, and it is accordingly not only
the interest but the duty of the Governments to assist them. It is
desirable, therefore, not to adhere to old types and old methods of
construction,. operation, and regulation, but to introduce every facility
possible adaptable to local needs and available resources." As the extent to
which this principle of light or, secondary railways of narrower gauge than
the standard railways has been acted upon is not, I believe, generally
known, I have prepared a statement (Appendix K.) setting out the gauges and
lengths of the standard and of the narrower lines constructed in the various
countries by 1904'. summarized from the compilation by the Editor of the
Universal Directory of Railway Officials. The information will, I think, be
regarded as instructive. A noticeable feature is that in two such densely
peopled countries as. Belgium and India, the mileages of the narrower gauge
railways closely approximate to those of the standard gauge-lines.
Turning to another source, the following
extracts from an important report of the Government of India (Annexure D to
Appendix L) on the type and gauge of railway to be provided (the whole
report and annexures are especially well worth reading), serve as useful
guides:-
"It was agreed that the justification of
light 2 ft. commercial feeder lines must be sought from experiment, there.
being no sufficient data available for the formation of any reliable opinion
or forecast of their success ; but in arriving meantime at the conclusion
that the 2 ft. should be the standard for all feeders not following the
parent gauge, the Conference considered such a conclusion to be warranted by
the consideration that the lesser of the two light gauges was sufficient to
carry all traffic offering, up to the point when the amount of that traffic
was sufficient to warrant the substitution of the parent gauge. It was
further agreed that to be commercially successful such feeders should be
constructed and worked on the cheapest lines possible, compatible with
normal expenditure on maintenance, the rails not to be lighter than from 20
to 25 lbs. per yard, the rolling stock to be simple and as light and easy to
handle as possible.'
" Reference may be made to the same
despatches as quoted above in respect to the question of gauge. Again in the
opening paragraphs of Colonel Conway-Gordon's note, which forms an enclosure
to Government of India despatch No. 48 R of April 22nd, 1884, to Secretary
of State, it was pointed out "'"That the principle underlying all questions
of gauge is that a machine is, comparatively speaking, economical only when
working at its full power. The best gauge for any particular railway is,
therefore, merely a question of the amount and description of traffic that
will probably be conveyed on the line."'
"`Mr. E. Calthrop, in his "Economics of
Light Railway 'Construction," says:-
"`"It is well to point out that there is a
great principle underlying the question of gauge. A railway is a machine,
and, like any other machine, is economical only when working within a
reasonable measure of its full power. In a recognition and observance of
this principle lies the whole art and mystery of the financial success which
has attended the working of narrow-gauge feeder lines on the Continent and
in India, in districts where a standard gauge line would not only starve,
but would lose money at the end of the chapter." "Vide Report by Mr. T. R.
PRICE, C.M.G., to the Cape Parliament.]
and I fail to see how the loyal Scottish
Celt is not as fully entitled to Government aid as his more boisterous
brother beyond the Irish Sea. Before the opening of railways in the north,
an inside seat in the coach from Inverness to Perth cost 60s., and an
outside seat 35s. By rail you can now get a return fare to London for £3;
and you can also perform the return journey to the-metropolis in less time
than the coach took to run from Inverness to Perth.
The cost of constructing a 2 ft. gauge, on
the average, will cost £2000 to £2500 per mile, including the necessary
rolling stock; but, while prepared to advocate the building of 2 ft. gauge
lines in the-Hebridean Islands for the development of the fisheries, and
also for " cul de sac" lines on the-mainland, I do not advocate the
construction of 2 ft. gauge lines in districts on the mainland, as, for
instance, from Pitlochry to Kinloch Rannoch, or from Garve to Ullapool,
where the apparent traffic is considerable. In such localities a 3 ft. gauge
would be necessary, and sufficient for all time to cope with present or
prospective traffic.
A 2 ft. gauge should be constructed at
once encircling the Isle of Skye, touching at the numerous fishing villages
along the coast, with a terminus at Kyle of Lochalsh, whence a steam ferry
would convey the train loads of fish to the Highland Railway terminus on the
mainland. These light railways, should, where possible, be constructed along
the main roads, thus avoiding the cost of earthwork and in many cases
bridges. The space taken up by the track would not inconvenience the small
amount •of vehicular traffic on any of these roads.
In connection with light railways of the
parent gauge, a standard similar to our Colonial railways .should be adopted
by the Light Railway Commissioners. It will then be possible to build a line
of 4 ft. 82 in. gauge for £4000 to £5000 per mile, and in very many
districts, with favourable contours, such lines can be constructed on a
dividend-paying basis.
There are no known minerals except granite
in the Highlands of sufficient value ever to yield wealth to the country,
and this region must therefore look largely to its fisheries as the future
source of prosperity; and it is most important that everything which science
and money can accomplish should be employed in developing this great
industry. The fishing centres should have direct railway communication with
the interior of the country, and cheap and rapid means of transit to the
large English towns and thickly populated districts; and the Government
should construct safe and commodious harbours, as well as make liberal
grants-to fully equip the fishing fleet. I should also like to see a fishery
school established at Inverness, or some central station in the Highlands,
where young fishermen and boys could receive technical training and
instruction in making fishing gear, as well as-in constructing and repairing
boats. And last, but not least, all the tillable lands in the Highlands
should be allotted to the surplus population of congested districts, and
light or narrow gauge railways constructed through the newly settled glens.
When these things are done we shall have an enriched nation and a peaceful,
contented, and prosperous peasantry—their country's stay and their nation's
pride.
PEAT
HERE is another source of industry which
might yield a large income if properly and scientifically developed. I refer
to the thousands of acres of peat-mosses scattered over the Highlands. The
primitive method of making peat suitable for fuel by cutting the turf into
rectangular blocks and drying them in small stacks in the open air—and that
in a climate so uncertain —is so crude that, in an age steeped in scientific
discoveries, one marvels that this remnant of what one might call barbarism
should possibly exist, for no matter how the cubes are left drying, a large
proportion of water will be retained. Notwithstanding this, thousands of
tons of peat are annually consumed as a fuel; and in many districts in the
Highlands of Scotland and Ireland this is the only fuel used. Experiments
made by Sir Archibald Geikie put the constituent elements of peat after
being dried at 100 degrees, C. carbon, 60.48; hydrogen, 6.10; oxygen, 32.55;
nitrogen, 0.88. The large proportion of water which cannot be extracted from
peat is the great obstacle to its use as a fuel, but under a pressure of
6000 atmospheres, peat may be converted into as hard, black, and brilliant a
substance, and having the same aspect as physical coal.
If a syndicate were formed having an
efficient stock of cutting, compressing, and drying machinery, a lucrative
enterprise might be established in the Highlands, benefiting both the
promoters and the inhabitants. A fuel thus manufactured would be equal in
many respects to coal, and the cost not more than half what that mineral
costs. In the large peat-moss of Lancashire, lying between Liverpool and
Manchester, a considerable trade is carried on in manufacturing the most
fibrous portion of the peat into material for litter.
I fear some sceptical reader will say that
many Highland proprietors have tried the "improvement scheme" with but poor
success. Sir James Matheson of Lewis expended in six years the sum of
£67,980 more than the entire revenue derived from his estate in three years.
The late Mr. James Fletcher of Rosehaugh informed me that for twelve years
after purchasing his Black Isle properties he annually expended over £10,000
on improvements, this being more than his entire rental, with the result
that there is not at the present time in all the Highlands an estate so well
equipped with houses and farm offices and intersected with such ,excellent
roads. The Duke of Argyll between 1846 and 1852 spent £1790 in addition to
the revenue derived from his property in the island of Mull; and the Duke of
Sutherland spent £254,900 on the reclamation works at Lairg; while nearly
every proprietor throughout the islands has spent more or less in developing
and improving his estates. But can it be said that those sums of money were
expended to no purpose? Certainly not; for every penny judiciously spent,
the property was proportionally enhanced in value. A brief glance at the
rental roll twenty or thirty years ago compared with that of to-day will
demonstrate that those expenditures were good investments, which other
things being equal, have paid well, or will pay well, in the end. Recent and
prospective legislation on the land question places landlords in a position
from which we cannot expect them to expend much capital on improvements; and
it is therefore the more necessary for them to allot their unoccupied .lands
at a fair figure, and allow the crofter to bring them into cultivation. The
country will thereby retain the people, and the capital which they would
take with them if they emigrated, and in the place of as now
"The flocks of a stranger the long glens
are roaming,
Where a thousand fair homesteads smoked bonnie at gloaming;
Our wee crofts run wild wi' the bracken and heather,
And our gables stand ruinous and bare to the weather."
We would then have instead of the dreary
and barren moorland and deserted and lonely glen, rich fields of waving
golden grain, and happy homes ,of virtuous women and brave and pious men.
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