The Sun.
London, England, 1848-12-11 00:00:00

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ing of the steam•camage engine, is i . (maw
utility. The view taken by Mr. -Adams: Mr.
Samuel is, that by the adoption of ittnaditntages vein
be secured—the one, that many of ranch lines may
be worked at oneLhalf the present cost, bah with re-
spect to the outlay for stock, and wear and tear of the
road, and that a large per tentage of saving of coke will'
also" be realised; the other, that a double line of light
rails may, if landowners can be induced- to assist in the
construction, be laid doWn for 5,00 qt per mile, working
stock included. Mr. Adams and Mr. Samuel conceive
that so cheap a rate of construction would enable land-
Owners to bring very large agricultural districts. into a
high state of cultivation by affording them the means, in
the first instance, of the cheap conveyance of tminure ;
and in the next, a means of carrying their prorltice, at
low charges, to markets from which they are now, by, distance and the expense of transit, entirely excluded.
Perhaps the real objection which lies :against' the
eight-inch cylinder engine is its incapibility of dealing
with a fluctuating traffic. The trade of a branch line
may be light to-day and heavy to-morrow. The ave-
rage number per train may, it is true, be but twenty or
thirty, but occasionally sixty, or seventy, or a hundred
may require accommodation. With good gradients the
little engine could, of course, deal with such a load az
reduced rates of speed, but she would want further pa,s,-
senger accommodation. It might, therefore, be neces-
sary to provide at least the down terminal station Ivith
some of the ordinary carriage stock. But this objection,
however, is one which supposes that railway 'directors
will run upon their branch lines a new species of stock
inadequate to the. requirements of the ascertained
traffic. We think directors have now learnt wisdom,
and that the Bristol and Exeter board are perfectly sa-
tisfied that the" Fairfield" will do all the work they re-
quire of her. • •

- There are many branch lines where the passenger
traffic 'is far too heavy to be worked by eight-inch
cylinder engines, unless the trains were very fr‘quently
run. It will, we know, be contended' by Mr. Adams and
Mr. Samuel that frequent trains are the needful things
for. branch traffic; but those gentlemen must bear in
mind that branch lines with heavy traffic ger erhlly, have
a considerable amount of goods trade. To•work such a
traffic with eight-inch cylinder carriage-engines .would
"require a very considerable number of " trains," and a
large number of drivers. The economy of eight-inch
oylinder carriage-engines would in this case to ex-
tremely problematical.
We at once and unhesitatingly admit that the saving_
in wear and tear of permanent way will be very consi-
derable where the little engines can be brought into use.
We are also ready. to admit that light engines may be
constructed for running light express trains over main
lines, but there would be little economy in this unless
the speed of the goods trains were reduced at she same
time.

For such branctiEs as the Deal, the Bedford, the
Dunstable. the Aylesbury, the Cirencester, the Cleve-
don, the Newmarket, the Hertford, and twenty others
of light traffic, the use of the passenger carriage-engine
would effect a considerable saving; in fact, it woul,l
convert a positive loss into a positive gain.
Every facility was afforded by the directors of ',;he
Great Western Company for the experimental trip With
the " little" engine.

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