The Sun.
London, England, 1850-08-06 00:00:00

RAILWAY INTELLIGENCE.

GREAT NORTHERN RAILWAY. OPENING
rwEEN LONDON AND PE TERBOROUGH.
Yesterday the directors of this line, together with the
of frincice iprafl rineffin r,
amnafd et the and
nay
to Peterborough by special train, preparatory to the
mental 1 at
rni ptun fromero uLs London
opening of the line for public treffia to-morrow. The
excursion was intended for the, purposes of inspection;
the extent of new line about to be opened being seventy-
nine miles and a half, namely, from the London station
at Maiden-lane, King's-cross, to the point of junction with
the Company's loop line at Werrington, situate about three
miles to the northward of Peterborough. It will be recol-
lected that this company's project was started about the
year 1844, when the memorable railway mania, whose
consequences have been so deeply felt by the commercial
world, was raging at its height; its object being to es-
teblieh a direct line of communication between London
RNioilrwthaeyr,ni,t ►un-nadse afterwardsrthe as
ine viarnhieelhgaim,
naotewdbweaitrhs
and York. Originating under the title of the London
the
uand Yiirirekct
—the Great Nurtnern. The capital of the company is
nine millions, the total mileage being 300 miles, of
which 2221 miles (including the distance between Lon-
don and Peterborough) are now completed. The portion
of the works now accomplished effect, a continuous route
by the Great Northern Reilway to and from London by
Peterborough, through Lincolnshire, by Doncaster,
Yorkshire, the north of England and Scotland. There
will be by this communication about nine miles struck
off from the present distance between London and
York. and when the Town's line between Peterborough
and York shall have been completed, the saving in dis-
tance will be thirty miles. Having made these few
preliminary generl remsarks, we will now return to the
excursion of yesterday.
The directors' train started from London at a qu-irter-
past nine A M., and arrived at the end of its journey at
Werrington, at about twenty minutes to two P.M. Of
course the time occupied on the route on this occasion
can be no criterion for judging of the ordinary rate (;f
travelling on the line, the object of the party being to
inspect every feature of interest during their progress,
for which purpose frequent stoppages of the train were
indispensable to enable the excursionists to alight and
reconnoitre. The number of stations intervening between
London and Peterborough is 14, the principalof which
are Barnet, Hatfield, Hitchin, Biggleawade, St. Neot's,
and Huntingdon. The district through which the line
passes is almost purely agricultural, and certainly pre-
sents a striking absence of towns possessing any conside-
able amount of population, to constitute_ the source of a
large passenger traffic. The works on the line for the first
fourteen miles are particularly heavy. Some of the most
remarkable are the London tunnels, the Welwyn tun-
nels, the. Welwyn viaduct, and the bridge over the River
Ouse, near Huntingdon. The longest tunnel is three-
quarters of a mile in extent, and is called the North
Mims Tunnel. It is situated a little to the south of the
Potter's-bar station, and about eleven miles from London.
The Welwyn tunnels are two small tunnels a few miles
beyond the Hitchin station, or nearly 22 miles from
London; and it is worthy of remark, that from this
point along the whole remaining 47i miles to Werring-
ton, no further tunnelling occurs. Some of the largest
works on the line lie immediately north of Huntingdon,
where some very deep cuttings commence, and then
alternate for a considerable distance with heavy embank-
ments. The fen works have also involved very great
difficulties, in order to construct a solid permanent way;
but the engineer has attained this desideratum appa-
rently satisfactorily by laying a well consolidated founda-
tion of faggots and peat. The line enters Peterborough
by a curve proceeding across a viaduct thrown over the
river Nene. This viaduct is 24 feet above the level of
the stream, and the arches are 65 feet span. But per-
haps the most interesting feature along the whole course
of the new line is the Welwyn viaduct—a work com-
posed of 42 arches. each 30 feet wide and 100 feet, high,
overlooking the Welwyn valley, and commanding a
beautiful and extensive prospect of the surrounding
country, which is here generally level, and much
wooded. For the purpose of having a full and advan-
tageous view of this fine structure, as well as to enjoy
the delightful rural scenery, the party alighted
and made half an hour's pause. This viaduct was
much admired by all parties ; the engineering
skill displa)ed in its construction eliciting ge-
neral and warm commendations. Its cost, we understand
was between 70,001)1. and 80,0001. The bridge, over the
Ouse is a very handsome ca,t-iron structure, coneisting
of three arches of 75 feet span each. With regard to the
stations along the line, many of them being yet in a very
unfinished state, we can only state that the general cha-
racter of such of them as are-entirely or nearly com-
pleted, appears to be neat, simple, and inexpensive, and
calculated to afford every requisite convenience for the
purposes of the traffic. Indeed, the entire works of the
line appear to be substantially, yet economically con-
structed;being securely and care-
or nearly 24 per cent. more than is usual on railways in
lullylaid thes e ve permanent
sleepersalaaea t tw oay
every six yards being used
general, and the characteristic gradient of the line is 1
in 200.
The line is very roomy, embracing sufficient ground
for four sets of rails, which may be found very useful,
and even economical to bring into operation, should the
traffic so much increase as to require more accommoda-
tion—especially for heavy goods—without interrupting
the quick traffic.
The engineer in chief of the company is Mr. Joseph
Cubitt, and the resident engineers are Mr. Higginbo-
tham and Mr. Ford. Mr. Brassey is the contractor for
the whole nf the works, Legiuning to the northward of
Copenhagen tunnel—the first tunnel on the line—and
running on nearly to Peterborough; the contract from
the London station to the Copenhagen tunnel being
executed by Mr. Jay; and that for the tunnel itself by
Messrs. Pearce and Smith.
This hasty notice would be imperfect, did we omit to
mention that the passenger carriages used upon this line
are constructed upon a novel and unprecedented prin-
ciple, and exhibit a decided improvement upon the
ordinary carriages employed in railway convey-
ance. They are supplied from the railway car-
riage works of Mr. Charles Williams, of Glasshouse-
yard, Gosweli-street, to whose skill and ingenuity the
world is indebted far this invention. The material from
which they are emanufactured is Moulmein teak, the
natural grain of the wood, with the simple addition of
a little varnish, entirely obviating the necessity, and
saving the expense, of the tedious and costly process of
painting, and forming withal a very elegant and pleasing
substitute for the ordinary external decoration. A car-
riage which would take sometimes as long as two months
to be fit for use if painted in the ordinary way, is thus
made ready in a week. It is more serviceable fur work;
and, in addition to these advantages, the grain of the
wood is so arranged as to make the whole look very
tasteful and handsome, though perfectly plain. The in-
ternal fittings are of much the same character, the Ist
class carriages being quite as comfortable, though per-
haps less showy than those on other lines, and the 2nd
And 3rd being vastly better than anything of the same
stamp elsewhere. The window-glasses are constructed
on the principle of the common sash window, and may
be raised with great ease to any desired elevation, which is
a manifest improvement on those in use in other railways,
which are very stiff and often difficult to move. These
carriages are also very comfortably and tastefully fitted
up internally, and their trial on the present occasion was
generally regarded as highly successful by all who had
n
about three
Belows,
lowered
affords greater capacity for luggage. The middle seats
seatst the privilege
vedege bottom joinings in
whtichhe
are so constructed that one can stretch his legs right
across, and so take a comfortable rest or nap. We under-
stand that the saving of expense effected by their intro-
duction is estimated at Len per cent. on the outlay on
general carriage stock.
The present station for passengers is at the Regent's-
canal, some little way down Maiden-lane, which has
been widened for the public accommodation. Is is on a
level with the canal, the intention being to convert it
into a general goods station when the traffic admits of
it. A new passenger station will then be erected on
the site of the London Fever and Small.pox Hospitals
at King's-cross. Iu order to effect this it will be ne-
cessary that the line should pass under the canal, a
difficulty which it is proposed to overcome in a very in-
genious manner.
With regard to that most important point—the
amount of traffic to be expected on the line—it is perhaps
premature at present to hazard an estimate. Different
opinions oa this head are entertained by different autho-
rities, but the prevailing impression among competent
persons appears to be that, viewing the paucity of popu-
lation in the districts through which the newly opened
mileage passes, no sanguine hopes of a speedy remune-
rative passenger traffic can reasonably be encouraged for
some time to come. A considerable share of goods, and
especially mineral traffic from the northern districts is
expected to fall legitimately to the lot of this new
capdidate for public) favour, without trenching unfairly
upon the sources of revenue of its two powerful
rivals—the Eastern Counties and the London and
North-Western. It is confidently hoped by the
promoters that there is room for all existing com-
petitors to serve the public, each in its respective
sphere, and room also for each ultimately to thrive.. Be
this, hOwever, as it may, there can be but little doubt
that it will be necessary for the company's Town's line
between Peterborough and Retford, and the eventual
extension to York, to be completed before a traffic can
be developed that will afford an ample return for the in-
vestments of the shareholders. Before leaving this branch
of the subject, we may just add that the Town's line, 48
miles in extent, is calculated to take a year and a halt
more to finish it. But we will now return to the inci-
' dents of the excursion.
On the arrival of the party at Huntingdon an excellent
luncheon was provided for them by Mr. Brassey, the
in a large room at the station.
principal contractor,
This entertainment was presided over by Mr. Beckett
Denison, M.P. (the chairman of the Great Northern
Company), supported by Mr.
Peeks, the de
for the amount -chair-
utam of
man. The guests being too numerous
in-door accemmodatior, supplemental tables
wern e ran,ed
outside upon the arrival platform, where the overflow
from the station-room were to the lull as well provided
with every refreshment as the mere fortunate first
corners, and perhaps this circumstance
little
helps this
solution of the laudable patience with which they bore
their deprivation of a fair quota of the speeches.
The customary loyal toasts having been duly
honoured,
"The
osed Health
'rho Cneettete then propof the
Shareholders of the Great Northern Line," Ile ven-
tured to say, that if honour was due to any number of
persons for the achievements of that day, it was to those
who had subscribed their money for the construction of
that magnificent railway.—(Cheera.) ut, hoped the
money they bad invested in the undertaking would prove
as remunerative to them as any sums embarked in any
-other railway in the kingdom.—(Renewed cheers.) He
did not pretend to say that that would soon be the
case; but he firmly believed that in the course of time
those who bad invested their capital in that concern,
would reap an ample and substantial reward.
CaAFlhlAs returned thanks, LW ma not only G