Thus the turnpikes lost their dues at every turn. To all this the Post Office turned a deaf ear. The Department knew perfectly well how greatly Glasgow appreciated the expediting of its mails by one day, and was convinced that its merchants would make considerable sacrifices to retain the advantage. The Department was entirely correct. An Act was obtained, at the instance of the Glasgow Chamber of Commerce, empowering the Evan Water Trustees to make and maintain a new road over the watershed, in place of the old road at Ericstane Brae, described in the Act, George the Third, c. 21, 1798, as “very steep and hazardous for all wheel carriages, and dangerous for travellers.” But it was one thing to “empower” the Trustees to do this, and quite another, and not so easy an one, to find the money. It was eventually raised by subscriptions. The merchants of Glasgow, the public institutions of the city, and a number of English mill-owners between them subscribed £6,000, and the road was begun; firstly from Elvanfoot to Summit Level, and thence down Evan Water to Beattock, there joining the Edinburgh, Moffat, and Dumfries turnpike; and secondly, a continuation of this road by a diagonal line across the level Dale of Annan to Dinwoodie Green, eleven miles south of Moffat, on the Glasgow, Moffat, and Carlisle turnpike. The works, as already said, were begun, and the first section, from Elvanfoot to Beattock, was completed in 1808; but then the funds became exhausted, and the Dumfriesshire people, who had been expected to do the rest, would not, or could not, do it. So the road had to go, after all, round by Moffat; turning sharply to the left at Langbedholm, two miles north of Beattock, and thence made its way by the Chapel Brae to Moffat, and south, as before, by Wamphray, Woodfoot, and Dinwoodie Green. [Illustration: THE GLASGOW MAIL. [_After James Pollard._ ] Even this half-realised plan was preferable to the rugged round by Ericstane Muir; but no sooner was the new road made than the old question of repairs was again raised. The tolls were insufficient to pay expenses, and the wear and tear of the elements and the traffic could not be made good. What it was like in 1812 we learn from the writings of Colonel Hawker, who, travelling this way at that time, describes it as having been mended with large soft quarry-stones, at first like brickbats, and afterwards like sand. Bad as this was, it was the best that could be done with the resources available; and the Post Office continued hard-hearted, Hasker, the Superintendent of Mail Coaches, threatening continually to withdraw the mail and send it round by Edinburgh. In 1810, the various Trusts concerned had approached Parliament for a redress of their grievances, without result, but at last, in 1813, an Act was passed repealing the exemption of mail-coaches from toll in Scotland, where the population was (it was at length conceded) scanty, and tolls yielded a miserably small sum.