The Sun.
London, England, 1852-02-12 00:00:00

FEBRUARY 123 1852.

PARLIAMENTARY BUSINESS,

(From the Votes and Proceedings of the House of Commons.
WEDNESDAY, FED. 11,

The following'Railway Bills were ordered to be brought in :
Cork and Bandon.
York, Newcastle, and Berwick (Deviation of Bishop Auck-
land Branch, &c).
York, Newcastle' and Berwick (Deviation of Thirsk and
Mahon Branch, &c).
Glasgow, Kilmarnock, and Ardrossan.
South-Eastern and Reading, Guildford and Reigate.
The undernamed Railway Bills were presented, read a
first, and ordered to be read a second time :
Londonderry and Enniskillen.
Londonderry and Coleraine.

NOTICES GIVEN AT THE PRIVATE BILL OFFICE.
' The undernamed Bills are appointed to be read a second
time on Monday, Feb. l G :
Aldborough H rbour of Refuge and Improvement.
Athlone Markets and Customs.
13e;fast Gas.
Forth and Clyde Navigation. •
Great Western, Shrewsbury and Birmingham, Shrewsbury
and Chester, Shrewsbury and Hereford, Birkenhead, Lan-
ca:liire, and ,Cheshire Junction, and Hereford, Ross, and
Glbucester Railway Companies,
Ipswich Duck.
Manchester, Sheffield, and Lincolnshire Railway (No. 3).
South Stafflrdshire Railway.
South Wales Railway.
Sunderland Waterworks.

PARLIAMENTARY DIVISIONS,

From the Vacs aid _Proceedings of the House of Commons,

WEDNESDAY, FEB. 11 .

NEW RIVER COMPANY (TO IMPROVE THE
SUPPLY OF WATER,

Order for Second Reading read; Motion made, and Ques-
tion proposed, " That the Bill be now read a second time :"
Amendment proposed, to leave out the word " now," and
at the end of the Question to add the words " upon this day
six months :" Question put, " That the word 'now' stand
part of the Question." The House divided :
MAJORITY—AYES, 80.
Baring, Sir F. T. Hastie, Archibald Renton, John C.
Bell, Jacob Ilatchell, John Romilly, Colonel
Blair, Stephen Heneage, G. 11. Scobell, Captain
Bramston, T. W. Hey-worth, L. Seymour, Lord
Bremridge, Richard Hindley Charles Shatto, R. D.
Brotherton, J. Hope,:H. T. Smith, John B.
Brown, William Howard, P. 11. Smollett, A.
Burke, T. J. Hume, Joseph Stanfield, W. R.
Charteris, FranciS Kershaw, James Stanton, W. H.
Clay, Sir W. Lewis, G. C. Staunton, Sir,G.
Cobden, Richard Lockhart, A. E. Sttutt, E.
Cowan, Charles Loveden, Pryse Stuart, Lord Dudley
Dawes, Edward Mackie, John Tancred, H. W.
Divett. Edward M`Gregor, John Thompson, Colonel
Dodd, G. Martin, C. W. Thornely, T.
Duff, James Melgund, Viscount Trelawny, J. S.
Duncan, George Milligan, Robert . Tufnell, H.
Ellis, John Moffatt,
_George Tyler, Sir G.
Fergus, John Morgan, H. K. Vane, Lord 11.
Fitzroy, lion. 11. Morris, David Walmsley, Sir J.
Frewen, C. H. Newdegate, C. N. Williams, W.
Fuller, A. E. Norreys, Sir.D. Willy ams, 11.
Geach, Charles Osborne, Ralph Wilson, Matthew
Gore, W. R. 0. Owen, Sir John Wyvill, Marmaduke
Goulburn, Henry Pakington, Sir J.
Graham, Sir James Patten, J. W.
Greene, John Pakington, Sir J.
Greene, Thomas Powlett, Lord W.

TELLEB.S.
Colebrooka, Sir T.
Alcoa, Thomas

•
MINORITY—NOES, 54.
Arkwright, George Du Pre, C. G. Napier, Joseph
Beresford, William Forbes, W. Pechell, Sir G.
Best, John Fox, W. J. rigor, Francis
Blewitt, Reginald Goold, Wyndham Prime,ltichard
Boldero, H. G. Gordon, Admiral Repton, G. W.
Booker, T. W. Greenall, Gilbert Rice, E. R.
Boyle, Colonel Grogan, Edward Sandars, George
Brocklehurst, John Hardcastle, J. A. Scholefield, William
Brown, IL Henley, J. W. Smyth, John George
Buxton, Sir E. Hildyard, R. C. Spooner, R.
Chatterton, Colonel Hope, Sir J. Stafford, Augustus
Christopher, R. Hughes, W. B. Stanley, Edward
Clerk Sir G. Lockhart, W. Strickland, Sir G.
Codrington, Sir W. Lygou, General Sullivan, Michael
Collins, Thomas Masterpian, John Wawn, J. T.
Cubitt, William Milton, Viscount Willoughby, Sir H.
Davios, D. A. S. Moody, C. A. TELLERS.
Dundas, Sir David Mullings, J. R. Cowper, W. F.
Dunne, Colonel Mundy, William Mackenzie, W. F.

THE ENGINEERS' STRIKE.
We have heard of no fresh men going into shops yes-
terday, and a deputation of mathematical instrument
makers called in the afternoon at the centre! office of the
Amalgamated Society, Little Alie-street, Whiteehapel,
and stctcd that two men, who on Tuesday entered
l 3 Limehotne, as turners, were members of
h and that steps were about to be taken to
expel them in consequence.
their society, shop'

The sums received yesterday at the general office cl
the Amalgamated Society for the support of the men out
of employ amounted to about 2001., making a total of
about 1,500/. since Monday, inclusive.
The following letter will show the state of the strike
in 'Manchester, according to the views of the men:—
" 5, Hanley-street, Manchester, Feb. 10.
" Dear Sir,—We have been very busy all day, and
the general Liclief is aat the strike will not last long.
Pairhairn and other employers have sent for deputations
from the men, but the men arc, staunch. Parr, Curtis,
and Madtley's foremen have refund to sign. Tory, the
manager of Patricrofr, has also refused; but we lit.ve
beard that four foremen at Whitworth's have signed.
A number of turners were engaged at Sharp's esterday,
but thtiy were discharged in the aftemoon, and the
gine was stypped.
_

" thib,..half of the Dlsputo Committee,
" GEOLGE Maoris, Secretary.
" 11Ir. W. Allen, Secretary .“ malgaccaVd Sociciy."

INSTITUTION OF CIVIL ENGINEERS.
On Tuesday, James Meadows Rende!, Esq , Presi-
dent, in the chair, the paper read was " The Construc-
tion and Duration of the Permanent Way of Railwaysin Europe, and the modifications most suitable to Egypt,
India, &c.," by Mr. W. B. Adams.
This paper was an historical record and critical exaa
mination of the various parts, together forming the
" Permanent Way," and of the numerous changes that
it had undergone. The requirements that had been
gradually developed, as necessary for accomplishing
this object, were enumerated, and may be concisely
stated to consist in a well-drained substructure, regu-
lated, as regards strength, according to the weight of
the engines and the ausonnt of the traffic, firmly seated
in the ballast, the rails being stiff enough to resist de-
flection, sufficiently hard not to laminate, and so broad
as not to crest,;—smooth, so as to cffer the least fricion,
and properly inclined, especially on curves, so as to fit
the wheels, and the joints so arranged as to make the
bars continuous, ants yet to admit of contraction and
esersthion.
The different kinds of rails, from the fiat tiro 'bar and
edge-rail, us. (1 on colliery lines at the time of the intro-
duction of railways—to the parallel and bridge-shape
rails tiocv generally adopted, were examined; and also the
gi,,ter-t ails, for doing away with the sleepers and other
the sddl
extraneous means of support, in the hopes of eff sting
a savirg in the cost of inaintenence
Of the girder
rails, arlow, M. Inste.-ha pattere, introduce'd by Mr. W. H.
known; but it see
C.e.kE., was the one most generally
s suggested, there would be some eilfii-
though the draught might
celty in tbe packing ce this rail, and if, as was asserted,
it renfly was A ri:sid girder,
be itsst-45,0, the tyre of the wheels would roll down the
rails to a corresponding siro, With themselves. The
mode of connexion of this rail, by a piece of nearly
similar teetton. to %%hie n. it was firmly rivetted, was ob-
jected to, on the grouted of their being no allow-
ance for expansion and contraction; the strength of
the joints depending entirely upon that of the rivets.
sW with a rail, or rib,
on
Many modifications in the form of the girder-rail were
sugge upper surface. suggested;
inor
g them
and a a T section,
ioneb for running the
vertical portion below, gse-
ballasting e stiffness,gsin sat .n d forming
asolid
The supports for the rails were next considered, and
the reasons for abandoning store blocks were attributed
in some degree to their hardness and rigidity, which
caused much noise, but principally to the difficulty of
packing and maintaining the way, owing to their depth,
to their chairs cutting into the stone, and the spikes
working loose. The adoption cf timber sleepers, first
on newly made embankments, afterwards universally—.
their size and number to each length of rail, and the
proportionate area to the length of bearing—to the ne-
cessity for their being sunk into the ballast, and yet to
have such an amount under them as to prevent their
being depressed in the ground, was also treated of, and a
comparison instituted between cross-sleepers and longi-
' tudiesl timbers, from which it appeared that when their
bearing surfaces were equal the quantity of timber used
in each would be the same, and, provided the quality
was similar in both cases, which it ought to be, the cost
of this portion of the way would also be the same. The
longitudinal system certainly afforded great stiffness to
the rail, and offered great facilities for packing; but, on
the other hand, the timber was more crushed than in the
cross-sleepers, the fastenings were less effectual, and
were more difficult of access. For the purpose of ob-
taining greater durability in this portion of the way,
and at the same time to preserve the elasticity afforded
by the timber substructure, Mr. Reynolds had designed
a combination of wood and iron, the wood, to which the
rails were attached, being placed in a cast-iron trough,
triangular in section, with the apex downwards. This
system, however, did not meet with much favour,
and more recently various contrivances had been
suggested, and in some instances tried successfully
for doing away entirely with the timber work in the
substructure. In the " dish cover" cast-iron sleeper, in-
vented by Mr. Greaves, of Manchester, and now, it was
said, about to be used in the Egyptain Railway, the
packing was accomplished froth the surface, through two
small holes; and, in the system introduced by Mr. P.
W. Barlow, the rail was held in two cast-iron vices,
which formed so rigid a road, that there was not the
slightest elasticity in it. A modification of this plan by
Mr. W. IL Barlow, in which the sleeper was cast in one
piece, with a chair-head on it, and into which the rail
was secured by a wooden key, was a slight improvement
on the previous method. Mr. Samuel had proposed, that
the rail should be held in a compressed wooden cushion,
or vice, set in a cast-iron sleeper, or trough, but not con-
tinuous; and Mr. Hoby, that the sleeper should consist
of an elongated chair of the ordinary form, the rail being
fastened in it by means of a pair of folding wedges.
From what had beau done, it might safely be concluded,
that cast-iron might be advantageously employed, pro-
vided it was in large masses, and formed a continuous
support; unless, indeed, the rails were so strong in them-
selves as to be non-deflecting.
The different modes of fastening the rails in the chairs
at the joint, so important to prevent deraillentent, were
then alluded to, and the failure of the wooden keys, at
first used, was attributed to their being ridiculously
small; iron spikes were substituted for them, but they
were also obliged to be abandoned, when larger wooden
keys were again adopted; in some instances they were
compressed, like the treenails, by the process of Messrs.
Ranseme and May, who likewise had introduced a chair
to be used with them.
The last point to be noticed in the formation of per
manent way, was the establishment of a firm connexion
I etween the rails, so as to form them into one continuous
bar, and to remove all the evils uttending had joints. On
the Blackwell railway the ends of the rails were origi-
nally testfed—thst ties previous to the use of locomo-
tives on this line—but 'this weakened the ends and re-
duced the available length of each rail. Sunsequently,
the addiden of tidies on bath sides ut the rails aas pro
posed; various modes of accomplishing the same object
were given; at first of cast, afterwards of wrought iron,
ted then only to touch at the top and bottom; these
fishes were hid in tee channel nt the rail; and, in the
first plsce, were supported at the ends by chairs, but,
~ fresh eastings had to he made to receive them, it was
thought better to have holes in the rails cod tish'es, and
to pass a bolt through all, the holes in the rails using
made larger than those in the Si tips, bo as to allow of
ex
pulsion and contraction. To meet the objection to
increasedthe
cost of this plan, Mr. Samuel, in 1849, pro-
posed that a chair should be cast with only one jaw to
fill one channel of the rail, the other being occupied by
the fish.
In Egypt the dry heat of the atmosphere was fatal to
timber, and the soil along which the line would be car-
ried, would vary from the extreme moisture of it tegated
Therefore the deeper the founds-
land to parched dust.
tions o
other, tee ravages of the
sevliilnsehaddutroinbg Maeguiarded against;
s
be prevente
ar
chance
ssnc or
en tti
bn
euroeu sw
al eoetp
tehre-
fro arde
mcouldu g bfier
mp l.ac elda,
ly seasons, if
the hetfte
whitett
hhee ofinaet
t:p ant,ishr twes
htfliifoclahntidmnigai
gthumpto
possibly
s ibly
mber
d by crec-
bwuats thuisse,di;n dry weather, would be liable
smoutecah
timber;
absence of anything which could be eeeily
to be fired either by hot coke, or the burning sun. And
in both these countries, as well as in the Australasian
colonies, where luxes and police could not area be main-
great desideratum; there Should be few
tvas auburasi tpt e,,.)ds s
itbhlae,t
parts, 80 as to require little
Pt
main-
tained, 1
fneeerdszic,rdas'newttass nearly arly a un-, torte temperature it
skilled labour, where such labour would be dear.
and easily put together,
Under all these circumstances,
an iron girder-rail, of simple construction, hll
under the extreme variations of temperature between
0 OW, So as
most efficacious, the simplest,
to pr
da and night, would oe tee
sad
I, eventuallyutnhcee
dc htehaapt ;Ito.
Way of Railways" would be fully
subject of the "Permanent
meet-
would be reads--e` sseecetta,.ofdiscussed at the of Tuesda, Feb. 17th, when the following paper
river Bother, at 1-ty,;, a.S wing Bridge over the
Mr. C. M on the line of the Ashford and
klestings Branch
. m
~. of the Bouth.Eastern Railway," by
a3a s . Inst. C.E.
CUR V- - '''-"----

p 1:41T)U RE 01% HORIZONTAL
iu_(Jl, AR LINES IN GREEK AR-
ClilTE CTUI?E.
V jauvius is the earliest writer who alludes to the
curvature of what are usually considered horizontal lines,
and he points out that the stylobate (or substructure ou
which the columns rest) should rise gradually from the
ends towards the centre (" as it ?reald otherwise appear
like the bed of a channel"), and that, the capitals of the
calumns should not be pl ~ccd in the same horizontal
level, but should deviate from the straight line in pro-
portion to the addition given to the centre of the stylo-
bate. The first notice of the fact in Athens was made
in 1837, when Mr. John Pennethorne, an English archi-
tect, discovered the curvature, and afterwards published
this t a
so:ace; rry a
swell
i o
-t lines of the columns of
the Parthenon, was established by Professor Cockerel!
in 1810, and the inclination of the columns, by Pro-
sininthethueprighr of
a
Pro-
fessor Denaldson about 1829. It is singular how few of
us olserve even what we see! It is not unreasonable to
suppose that those travellers who have wondered why
the fronts of the Greek buildings were so much less
"dry and hard" than cur imitations of them, must have
felt (however unconscioualy) the beauty of the horizontal
curvature. Without the entasis the outlines of culumna
seem concave instead of straight. It was applied so deli-
cately, however, by the Greeks, that it is scarcely appre-
ciable, except by its indirect effects. The Italian archi-
tects of :he Revival, magnified it very absurdly, tacking
the diameter of the column at about one-third of its
height actually larger than at the bese. In no one of the
Athenian
profile of the column even perpendicular at the base--
examples, except Jupiter °lymph's, is the
the entasis is kept subordinote to the diminution. kir.
Gi-jeku"of
Penrose found the entasis in every case so nearly
re-
sembling one of the forms of thefi Conic Section., viz.,
the hyperbola, that he is Aatis ed this was the curve
used in the Athenian structures. Tt•
the
mouldings
?awl vaitety of llght aud b n ,
prednees a WM , a e.--
Buildtr. .........................
hyperUolic or parabolic curyes In .• ie.

in November, ,_.,lnst., aged 41
4. e-s„ BART.--SiT
Edmund Thomas died in Ireland, on the‘6th• '
DEATH OF SIP. EDMUIcD S. TuDit ,---. B
in the 69th regiment, bec,:trie a lieu' , -128, as an ensign
ienant in lel
in 183.5, and a in2jor in 1846. He purchased , a captain
cow-
missions in this regiment, with rhiL all his
Indies and New Brunswick. In years. Re entered the army
he served in the West
father vs the scvPrith baronet, and IS-11, he succeeded his
army. The late Sir G. Thomas i • in 1850 retired from the
by his half-brother, now Sir Godfreys succeeded in the baronetcy
THE DERBYSHIRE Pk R Thomas'',
will remember that on the lz-
PlGHT.—vur readFrs
named John 19th of December a noted pe-
destrian,
Wilkinson, of
NowHandley, was apprehended by Ser-
geanthim with having been ng•hani, under a warri:nt charging
place between Paddock present at a prize fight which took
the way to the police.st and Paulson a short time since. On
the officer, and was not aticu he managed to escape from
ing, when he was a met with again until Saturday even..
ing,
Parliament-street.
by Inspector Raynor, in
Robert Wade, was
leant Wilkinson, in apprehended on the came charge by Scr-
day
49ming. ,_ Charlotte-street, Nottingham, on Tues-
day y9uela9ugllc tclDealiewVat'S/ fa
EtCl47.