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tages of the undertaking will be fully proportionate to the expense which it has occasioned, although they may by possibility turn out to be much more than adequate. But if on the one hand a disposition exists to overrate, there seems on the other hand an evident inclination to depreciate; and it appears rather singular that objections to the grants for this undertaking should be urged more strongly at a time when the work is so nearly finished that it would be absurd to stop short, than they were at an early period of its progress, when the saving would have been considerable, and when, if the public finances were not more embarrassed, the prospects of the country were much less bright. The objections seem to be founded chiefly on the dangers of the navigation, although the opinion of its general security rested from the beginning, not merely upon observation, but in some degree upon actual experiment; and that opinion has been, since the partial opening of the canal, still further confirmed. Supposing the navigation to be secure, it
may be confidently concluded that great advantages will result from this undertaking in a commercial view; and if ever the condition of the country, with respect to its foreign relations, should be such as to make it expedient to esta
blish naval depots at the fine roadsteads, or natural harbours of Oban and Tobermorie on the west, and Cromarty on the east, the canal will essentially contribute to the efficiency of the naval service ; especially if frigates, or ships of a larger class than frigates of thirty-two guns, when lightened by taking out their guns and stores, may pass through, and be supplied and armed at the other extremity of the line. But even if the lakes could be navigated only by steam vessels, it will still be impossible to say with reason that the work is entirely useless. In any view of the matter, it would be inexpedient now to discontinue the operation, when it has been brought so near its completion, and this probably is the opinion even of those who state objections to these grants; although they justly consider it a most important part of their duty rigidly to examine every item, and insist upon the strictest economy in the expenditure of public money.
13 Loch LAGGAN (east end). 20 DALWHINNIE
New road from Inverlochy, through Glenspean to Badenach
-Lochaber, the focus of the rebellion in 1745-Chief of Locheil in 1745–Mists-Glenspean-Glenroy-Keppoch -Origin of the Keppoch family-The chieftain's title to his territory-Battle at Keppoch between the people of Glenspean and the Mackintoshes—Chieftain of Keppoch in 1745, killed at Culloden-Murder of the KeppochsThe bard's revenge-Particulars respecting John Lom, the bard-General life of the latter bards-Parallel roads in Glenspean, in the hills behind Letter Findley, and in Glenroy - Road from Keppoch along the bank of the Spean-Roman Catholics - Upper part of Glenspean Cascade-Loch Laggan-Natural wood-General ridge of Scotland-Descent on the east side-Badenach, the south-easterly division of Inverness-General description of it-Road to Dalwhinnie-Sir John Cope.
very lately there was no road for carriages of any description, through Lochaber to
Badenach, except the road from Inverlochy, stretching north-east to Kilcummin (Fort Augustus) in the tract of the great glen, and from thence south-east over the long and steep mountain of Corriarrak to Garvimore, at the northern head of Badenach ; and such travellers on horseback and on foot as were well acquainted with the country, and not particular about inns and stages, were accustomed to proceed north-east to Badenach, by a rough path, through Glenroy, and then over a long hill nearly in a straight line from Inverlochy to Garvimore. But an excellent parliamentary road, begun several years ago, is now finished from Inverlochy almost directly eastwards, rather inclining towards the north, through Glenspean, by the side of Loch Laggan to Dalwhinnie, at the southern head of Badenach. This fine broad way, both for the skill with which the level has been drawn, and the attention with which the work has been executed, seems to be a perfect model of road-making. In a stretch of about thirty-five or thirty-seven miles, which is the length of the road from Inverlochy to the point where it joins the Badenach road between Garvimore and Dalwhinnie, the greater portion of the lineis almost an exact level, and in no part of it is there a pull of any consequence, a most
remarkable circumstance in so long a tract from west to east, among stupendous ' mountains, across the general ridge of Scotland. The stages upon this road have not as yet been fixed; but it seems probable that one inn will be established at Keppoch, about thirteen miles from Inverlochy, rather than at a hig!er point of Glenspean, for the convenience of such travellers as may have occasion to take the path by Glenroy, and another about the east end of Lochlaggan, making a long stage of about twenty miles, leaving a distance of about fourteen miles to Dalwhinnie, and eleven to Garvi.
From Inverlochy, the road, passing by a neat new church lately built, a little to the west of the town, on the right, by the fort on the left, and over the bridge of Nevis, continues its northeasterly direction along the eastern side of the river Lochy, in the line of the Glenmore, to the old castle of Inverlochy and the Loch ferry. At this place, and also at the point where the river issues from its parent lake below Highbridge on the Spean, bridges are much required to facilitate the communication between the eastern part of Lochaber and Locheil and Loch Arkeg; and when the canal shall have been finished and a new road made along the moor,