The Sun.
London, England, 1854-09-27 00:00:00

BAILWAY INTELLIGENCE.

OPENING OF THE NORWEGIAN GRAND
TRUNK RAILWAY.

Some account of this interesting ceremony has al-
ready appeared in the public journals ; but theannT
particulars will be read with gratification, as indicative
owe
of the development of Norwegian resources under
skill, and through the instrumentality of English
enterprise and capital :
CHRISTIANIA, Sept. 15s—We were very much grati-
fied the other day by the arrival of Mr. Robt. Stephen-
son, M.P., Mr. Samuel M. Peto, M.P., and Mr. Geo.
P. Bidder, with a party of friends, for the purpose of
inaugurating the Norgewian Trunk Railway, which, in
accordance with the contract with the Norwegian
Go-
vernment, was to be formally delivered over to thedirec-
tors on the Ist inst. This line is 42 miles in its extreme
length, connecting the capital with the Mjosen Lake ;
which again, by means of steamers, at present belonging
to the contractors, has brought the most populous and
favoured districts in connection with the coast, from
which they have hitherto, in consequence of the diffi-
culty of internal communication, been in a measure
excluded.
The country through which the line passes is, is,aays
o
those acquainted with the physical features f
may welt suppose, exceedingly picturesque; ergsew long-
pression which first strikes the traveller on
the broken and mountainous characterofthen
coun-
try is the impracticability of constructing
rail
way ; and the utmost skill and ingenuity of the
engineer have been called into requisition in order to
overcome the difficulties which meet him at every ad-
vance, while the curves and gradients they have been
compelled to adopt prove that these were not few. After
leaving the main station at Christiania, and crossing the
• Agers river, by means of a w rought:iron girder bridge,
the rise to a distance of 11 mileis 1 in 40, and the des-
cent at Strommeir, the first chief station we arrive at, is
lin 60. Here we cross the Nid river by means of a
similar wrought-iron bridge, and shortly after begin to
rise to the picturesque station under Frognor Church ;
after this the gradients and curves are but slight until
you reach the next station at Dahl, situated in the
sequestered valley of Rig. Between this station and
Christiania the road passes through some extensive rock-
cuttings of granite and primitive slate, and over some of
the most extraordinary timber viaducts ever applied to
railway construction, varying frhm 60 to 70 feet in
height, and from 400 to 800 feet in length ; they look
light and elegant, and exceedingly picturesque, though
of immense strength.
From Dahl to Eidsvold the engineers experienced
unusual difficulties, not only from the nature of the
ground, but the configuration of the surface. The
line, immediately after leaving the Dahl station,
enters a series of narrow-winding valleys, with barely
breadth enough for the streams which traverse their
base to worm their way through ; the curves are
consequently sharp, and within the short distance of
seven English miles no less than 18 bridges have to be
crossed, as likewise through two short tunnels. On
emerging from the second, the Wormen river (the out-
let of the Mjosen Lake) is seen, and immediately beyond
is the Eidsvold station, the northern terminus of the
line, which stands on the quay, so that the steamers
lie alongside. There are seven intermediate stations,
all built in the Swiss cottage style—remarkable for the
impression of neatness and comfort they convey. The
opening of the line was to have taken place on the 31st,
but, owing to some preliminary arrangements which
had to be completed with the Government, it was de-
ferred to the day following. All the Ministers and high
officials of the Government, together with the judges,
heads of the department, members of the Storthing, &c.,
were invited to be present at the ceremony. About 300
consequently assembled at the station at Christiania,
which is of the old Hanseatic style, and which had been
decorated for the occasion, to witness the departure of
the train. All the stations had been more or less
adorned, and as the train flew by the company were
greeted by the most enthusiastic cheers. At Eidsvold a
cold collation had been provided, of which the company
partook, and after walking about the beautiful environs
for a couple of hours, they returned at four o'clock to
Christiania, and were again greeted by crowds of specta-
tors. At five o'clock the company assembled at the Free-
masons' Hall, and about 300 sat down to a handsome
dinner, which had been provided by the contractors.
S. M. Peto, Esq., M.P., presided ' • supported on his
right by the councillor of state, M. Vogt, the Minister
of Finance ; and on his Left by M. Berg, the President
of the Lagtbing. Among the company were the Minis-
ter' of Marine, Minister of the Interior, Minister of
War, the Commander-in-Chief, Admiral Hesselberg,
Robert Stephenson, Esq., M.P., the eminent engineer;
Mr. Bidder ; her Majesty's consul-general ; the mem-
bers of the Storthing, and the chief notabilities of the
town, as well as several English gentlemen, who had
come over for the occasion. The gallery was crowded
with ladies.
The CHAIRMAN, in proposing the first toast, that of
" His Majesty the King," alluded to the great interest
his Majesty had evinced, and the support he bad so
powerfully afforded to *this great national undertaking.
The MINISTER OF JUSTICE next proposed " The
Health of her Britannic Majesty Queen Victoria," and
paid the most eulogistic encomiums to England and
the British.
Mr. PETO then gave " The Government of Nor-
way and the Storthing," accompanied on each occasion
with a brief and appropriate speech.
The PRESIDENT of the SToRTHING proposed Mr. Ste.
pheneen, a gentleman whose fame had extended beyond
Europe ; who had won his laurels—not in a campaign,
where they are generally won, though often with but
little prosperity to mankind—but by using his excellent
knowledge and eminent talents so effectively that distant
places are brought near to each other, the beneficent
avocations of peace are promoted, national prosperity is
augmented, and a hitherto unknown life in ninny re-
spects is created. It was Mr. Stephenson whose counsel
and skilful direction had been most instrumental in form-
ine the first railway in that country—an undertaking
with which we may, with good reason, unite the most
certain expectations of an advancement of many mate-
rial interests.
Mr. STEPHENSON responded by proposing " Success
to the Norwegian Trunk Railway." It was quite un-
necessary for him to expatiate on the benefits which such
a great work was calculated to confer upon all classes
of society. The experience which they bad already had
from the partial use of the railway for the last few
months must have convinced the most sceptical that it
could not fail to stimulate the enterprise of an already
enterprising people, to extend their commercial inter-
course with other countries, and, above all, to increase
the comforts of the Norwegian people. It was in this
latter respect that the influence of railways was so re-
markable ; the benefits they conferred were act limited
to any particular class of society, for they were benefits
that every one experienced. The future historian in
writing the history of our times will feel himself called
upon to study with as much care the influences of rail-
ways upon the social condition of man as he has hitherto
done the influences of the most extensive war among
nations. He would, however, proceed to a point on
which he knew they were all anxious ; he alluded to an
impression in the minds of many that the railway works
were not in a complete state, and that the terms of the
contract had not been complied with. As umpire be-
tween the English and Norwegian interests, he had
carefully examined and considered the state of the works
throughout, and he now expressed his decided opinion
that the contract had been complied with. There were,
doubtless, many minor works, especially some connected
with the different stations, which could not strictly be
said to be complete, but he rid not consider these at all
necessary for the substantial compliance with the con-
tract. He, therefore, publicly and emphatically declared
his opinion, that the Government ought to have no
hesitation in accepting the railway and works as fit and
safe for public use.
Mr. PETO, in reply to the toast of "The Contractors,
Messrs. Peto, Ricardo, and Brassey," which was pro-
posed by the Minister of Marine, trusted they would for-
give his offering to them his thanks fur its reception,
and for their kindness in accepting the hospitality he had
so much pleasure in offering. He wished to take this
oppoetunity of saying that he feared from what lie
had heard that some misapprehension existed in the pub-
lic mind as to the position and relation of the contrac-
tors to the shareholders, in connection with the event
of the day. He had been told that some parties felt
strongly that the Government should not have had the
line transferred under Mr. Stephenson's award until
every iota of work was perfect. Now, if this was so,
Why did the Government so properly stipulate for five
years to try everyti work on the line, and to add thereto
from time
traffic had reaZsed what might be required, until the
Mr. Stephenson had a certain limit ? He stated that as
declared that the line was in every
respect fit for operli peeing, equal to any railway that
had ever been openendg
asto safety ar. utility, still the
the worlda ntractors feltfulfillin bound
las honest
of it, to carry out thes
cogntra eleme
lints in every part
e one naliberal spirit, and
the Norwegian public: and shareholdersl
ewould find they
had not misplaced their confidence, then referred to
the control commissioners, who on all ons, while
strictly carrying out their duty, fulfilled in a cour.
10,000 been only
teous and candid spirit. The traffic
opened to Eidsvold but a month, yet passen-
gers had been conveyed, and a gross reteuryrn
naturally
about 3,0001. It was supposed, and
so, that considerable prejudices would have 13)(resiei:d
countered from a class who for ages had 1
almost a vested right in the transit power of the district
through which the line traversed. What was the result?
Why, that that very class had used the railway more than
any other, and instead of competing with the line, at no
time had the prices been higher, or had merchants experi-
enced greater difficulties in procuring horses as since the
railway had been opened for traffic. These were facts
that strikingly proved the utility of railway communi-
cation, and which made the merchant and the public
independent of those climatic casualties they were so
frequently exposed to. He felt sure that if he lived he
should see Norway soon become an exporting country.
Its soil was fruitful, and, when cultivated, not only
would each property supply the wants of its possessor,
but leave a surplus for sale to foreign States. Though
the winter of Norway was cold, yet that very severity
gave the soil a preparedness unknown to southern
climes, and when its lakes became connected by railways
• gse peeislucts could be shipped with facility and profit.
•Ucook att anada—equally cold, and yet what products
Were brougheleom it ? Look at Denmark—exporting
aanually 1,000; 00 quarters of corn and 40,000 head of
• cattle., And Whty not Nor ? He had seen since he
bad in that way
country root crops equal to any he had
seen ill Eegland,jand crops of potatoes more abundant
than any he hha'ever seen. Then why should not Nor-
waysepoq largely ? He felt sure she would eventually,
and when it was calculated that the cost of locomotive
'traction did: ntit exceed, for the supply of power, morn
than 9d. to each train per English mile, they would