File:Scottish geographical magazine (1885) (14784050445).jpg

Identifier: scottishgeograph20scotuoft (find matches)
Title: Scottish geographical magazine
Year: 1885 (1880s)
Authors: Scottish Geographical Society Royal Scottish Geographical Society
Subjects: Geography
Publisher: Edinburgh, Royal Scottish Geographical Society
Contributing Library: Robarts - University of Toronto
Digitizing Sponsor: University of Toronto

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m the Western coalfields is loaded and shipped for the outwardvoyage. These harbours are now owned by railway companies, who it iscertain will offer powerful opposition to any canal scheme that maypossibly interfere with their traffic. Two routes are practicableâ(1) the direct route, 30 miles long, vidGrangemouth and the long straight valley of the Carron, Bonny, andKelvin rivers to Glasgow; and (2) the route via Stirling and the ForthValley to Loch Lomond and the Clyde below Greenock. Each route hasits advantages and drawbacks. The direct route is, broadly speaking,the best for trade purposes between Glasgow and the Forth; and theLoch Lomond route, which will not benefit Glasgow, has the advantageof a better water-supply for locks and fewer engineering difficulties inthe way of railways and bridges across it. The relative practicabilityof the routes has not yet been adequately discussed, and it would berash to take any side until the whole of the facts have been clearlyascertained.
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THE (NDUSTBtAL DEVELOPMENT OF THE FORTH VALLEY. 75 Such a subject, it need scarcely be said, will involve much carefulinvestigation and calculation on the part of thoroughly qualified expertsbefore anything can or should be done towards carrying it into effect asa national undertaking. With a large ship canal for a backdoor, theNaval Base as a strategic asset to the country would of course be enhancedin value. At a pinch the nations history might conceivably turn on thepossibility of being able to bring say half a dozen battleships throughfrom one side of the country to the other within a given short space oftime. If we were to lose these ships or an equal number, worth say£6,000,000, for want of the canal, then a canal would be worth thisprice or far more, taking the other consequences of such a naval disasterinto account. But such a contingency is happily rather too remote, inthe meantime at least, to bring the question within the scope of practicalpolitics. Foreshore Reclamation.â

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