The Sun.
London, England, 1845-03-03 00:00:00

clients upon two lines, without reference to their peculiar circum-
fences.
In the first place, the distribution of the gradients is a fact often
.)f much more importance than their absolute inclination.
A line of an undulating character, with steep bdt short gra-
:Bents, alternately rising and falling, may be often worked at as
much advantage as one where the inclines, although less setep, are
of greater continuance. On the other hand, where the inclination
g)f the line is concentrated upon one or two gradients of such length
/Ind severity that assistant power is required at any rate, it may be
comparatively unimportant whether such gradients are a few feet
iin the mile more or less. In this way lines which have gradients
of 1 in 70 or 1 in 80, distributed over them in short lengths, may
be positively better lines, i. e. mole susceptible of cheap and ex-
:peffitious waking, than others which have nothing steeper than 1
411 100 or 1 in 120.
Another important consideration with reference to gradients is
tbe nature of the traffic. It may be conceded that although
gradients of 1 in 50 or 1 in 100 may be perfectly surmountable
by the locomotive engine, they involve a certain loss of power as
compared to lines of less inclination.
Where the traffic is of such a heavy nature, that the full,
in nearly the full power of the locomotive engine is rendered
amailabie with the ordinary trains, any increase in the in-
dinatiort must require extra power and extra expense; aed therefore,
up to a certai::3Vint, increased original outlay in improving gradients
may become produejve of eventual ecohomy ; also, where high
speed and great punctuality are very important, as upon a long
line, forming a link in a very extended communication, good
gradients, If attainable at any moderate outlay, may be very de-
sirable. But in the ordinary circumstances of a line dependent
not so much on a heavy through-traffic which can be concentrated
upon a few trains a day, as upon a local traffie, requiring frequent
and light trains stopping at numerous stations, it appears perfectly
well established that, in a commercial point of view, it is unwise
to enlarge, beyond a certain point, the original outlay for the sake
of arriving at perfection in gradients. Such a small proportion only
of the total cost of working, is dependent, under such circum-
stances, upon gradients, that the interest upon any considerable
additional outlay is far more than equivalent to any possible
saving in working expenses. The interest upon the extra cost of
construction, occasioned by a slight improvement in gradients,
would often be sufficient to defray not merely the additional, but
the totslcost of locomotive pnwer upon the line of inferior gradients.
Experience seems also to establish that under these circum-
stances, i. e., of a large local traffic, with frequent trains, light
loads, and numerous stoppages, the traffic may be conducted not
only with far greater economy to the Company, but also without
loss of speed or other inconvenience to the public. A remarkable
instance of this is afforded by the working of the traffic between
Oldham and Manchester, which has to pass over inclines of 1 in
39, 1 in 48, and 1 in 27 for two miles, the whole distance being
seven miles, and the gradient for the remaining five miles 1 in 150.
Ten trains are run each way, carrying on the average, 1,200 pas-
sengers and 300 tons of goods per day, at an average speed of 22
miles per hour. The working of the North Union, Newcastle and
Carlisle, and other lines, also affords a proof, that with light trains
the effect of steep gradients on speed se very limited. The experi-
ence of the cases above quoted appears also sufficient to show that
gradients ranging from 1 in 100 up to 1 in 50, or even a higher
inclination, may be worked underlordinary circumstances with per-
fect safety.

Secondly, with regard to curves.
On this point also practical experience has led to a great modi.
iScation of the ideas formerly entertained. The Newcastle and
Carlisle Railway presents an instance of a line which is almost one
continued succession of curves, of every degree of curvature, up to
eight chains radius, and with steep inclines, being worked with
economy and safety.
The Manchester and Liverpool Railway Company, in their ex-
tension line through Salford, have introduced curves, bending in a
serpentine direction, two of which have radii of ten and twelve
chains respectively, over which all their trains pass daily.
The Manchester and Leeds line has two curves of ten chains
Tadius, away from any station, and in a gradient of 1 in 82, over
which their trains have been worked for upwards of four years,
without the slightest accident or practical inconvenience.
Having thus stated our •iews as to gradients and curves gene-
Tally, we now proceed to examine those of the different competing
lines in question. Upon what may be considered as the main line
of each system, viz., that from Leeds via Low Moor and Halifax,
the difference of gradients is less marked, the West Riding Com-
pany having here incurred greater expense in order to improve a
line upon which a considerable amount of through-traffic might
be expected to past. Their steepest gradient is lin :00, at which
they have two consecutive planes of about 2i miles each, with a
short level intervening, and several shorter planes, alternately
rising and falling, and interrupted by levels. The West Yorkshire
line has one short plane, at 1 in 93, and in another part a long'rise
of three miles at lin 187, followed by l miles at 1 in 107,
miles at tin 161, and 2i miles at 1 in 102.
It is clear, therefore, that upon these lines there is no very de-
cided difference in respect of gradients
On the second line, from Bradford to Low Moor and Dewsbury,
the West Riding Company's line has gradients on each side of the
Low Moor summit of 1 in 70 and 1 in 73, with ethers of 1 in 68,
of an uneulatiug character, and broken by levels and portions of
moderate inclination, the longest consecutive rise being for four
miles, at 1 in 268, 1 in 88, 1 in 102, and 1 in 73.
The corresponding West Yorkshire line rises from Bradford to
the summit, with a planeof 1 in 129, and 1 in 132, and falls on the
other side in a continued plane of 1 4 miles, at 1 in 87, succeeded
by L miles, at lin 119, one mile at 121, one mile at 158, and
half a mile at 1 in 206.
On the Bradford side of the summit the West Yorkshire line
has an advantage; but on the other side, the continued ascent of
711 miles upon this line, of which the last mile and a half is at 1 in
87, leaves little or no superiority in respect of gradients on either
side.
As regards the Leeds and Dewsbury lines, the comparison is
somewhat similar. The West Riding line is generally of en undu-
lating character, having an incline of 2i miles as steep as 1 in 60,
and another of the same length at 1 in 62; in each ease, how.
ever, preceded by a plane of opposite inclination, so as to acquire
impetus for the ascent.
The Leeds and Dewsbury Company's line, on the ether hand,
with the exception of one short plane of 1 in 67, has nothing
steeper than 1 in 132, but has a continuous rise of four miles at
about this Inclination.
The promoters of the West Riding line have in view the appli-
cation of the atmospheric principle, should its success be contirdaea
by experience, to working the steep inclines of 1 in 60, which,
being for convenient leng•hs on each side of the summit, are pccu.
liarly adapted for that mode of working.
In the meantime, however, both lines may be considered as suffi-
ciently well adapted fur working a ►ight traffic by locomotive
power; both as bad lines for a heavy traffic ; but, of the two, the
Leeds and Dewsbury Company's line somewhat superior.

We, next come to the comparative cost of the two systems.
The comparison is as follows :

Total length of new Estimated
Railway to be made. Capital.
Miles. Chains. £
Leeds and West Riding scheme
f West Yorkshire .... 33 29 1,600,000
Leeds, Dewsbury, and Huddersfield . 19 62 ... 650,000
This great difference in cost between lines effecting the same
general objects, and running for a great part of their course nearly
side by side, is explained by two causes :-
Ist. By the West Yorkshire and Leeds and Dewsbury scheme
about six additional miles of new railway are made, running side
by side with portions of the existing Manchester and Leeds Rail-
way, which are saved by the West Riding scheme.
2dly. 'lhe nature of the works, and more especially of the tun-
nelling, is much more heavy.
In this latter respect the comparison stands thus :
Tunnelling. Arching.
Miles. Yds. Miles. Yds.
Leeds and West Riding scheme
West Yorkshire
Leeds, Dewsbury, and Huddersfield 1 1,408 0 560
The actual cost of tunnels constructed upon existing lines in the
district in question, and through similar strata elsewhere, has
averaged from about 70/. or 801. upwards of 1001. per yard.
Upon the Sheffield and Manchester line the long tunnel of three
miles, which is nearly completed, having been in process of con-
struction during the period when the prices of labour and mate-
rials were most reduced, will, it is stated, cost about 40!. per yard,
for a single line, which is equivalent to about 804 per yard Or a
tunnel adapted for a double line.
The question of coat is the more important, as we have some
doubt whether the traffic, although large, would be adequate to
support railways constructed at such a heavy outlay. A great
proportion of it would in all probability consist, as at present
upon the Manchester and Leeds Railway, of third-class pas.
Sengers, who would have to be carried at very low fares; and
assuming the lines in question to be sanctioned, they would have
to compete for a great part of the traffic that existed, first, with one
another, the West Yorkshire Halifax line and the Leeds and
Dewsbury being directly competing lines for all :through-traffic ;
secondly, with the Manchester and L eds Company, with sahleh,
from its greater resources, they would contend at great disadvan
tage ; thirdly, with canals, omnibuses, and other cheap existing
. . .

modes of conveyance. We feel it therefore to be highly impor-
tant, with reference to the solvency and consequent safe and effi-
cient working of the great system of communication which it is
now proposed to establish for the West Riding, that economy in
the cost of construction should be kept in view.

Another obvious objection to the great extent of tunnelling in-
volved in the West Yorkshire and Leeds and Dewsbury schemes
is, that in a district of such dense population they detract greatly
from its utility by rendering a considerable portion of it (in this
case nearly one-seventh of its entire length), inaccessible.
Another point of importance is as to the junctions with other
railways.
The West Riding scheme has been laid out expressly with a view
to convenient junctions with the Manchester and Leeds Railway,
so as to allow the trains in the branch lines to be brought into con-
nexion and interchange with those passing on the main line,
without interrupting the through traffic, and with the least pos-
sible inconvenience and delay, a point of essential importance, and
upon which the running of frequent trains must mainly depend.
In this respect the other schemes are inferior, more especially as
regards the junction with the Manchester and Leeds Railway at the
Dewsbury station. In their junction with another also, the West
Yorkshire Halifax line, and Leeds and Dewsbury, show a remark.
able discrepancy. Their line is identical for one mile three fur-
longs into Leeds ; but the sections show a difference of nine feet in
level.
On'the other hand, the West Yorkshire and Leeds and Dews.
bury lines show junctions with the I.eeds and Bradford line, in
Bradford, and with the projected Huddersfield and Manchester line,
in Huddersfield, which the West Riding scheme does not.
With reference to this point, we b'g particularly to draw at-
tention to a correspondence which has passed between the parties,
because it appears to us to involve a principle highly important
for the consideration of Parliament. It appears from this corres-
pondence, that in the month of October, or in sufficient time to
have laid out their lines accordingly, the promoters of the West
Biding scheme applied to the provisional Committee of the Hud-
dersfield and Manchester line, to the Directors of the Leeds and
Bradford Railway Company, and also to the Previsional Cern.
snittee of the Leeds and Thirsk line, stating that their .vish was
that their lines should be laid out so as to give the most conve-
nient and advantageous junctions for the (public, with the other
existing and proposed lines, in the event of all or any of them re-
ceiving the sanction of Parliament, and requesting, with this view,
that the necessary plans and sections should be communicated to
them. •To this application the Directors of the Leeds and Brad.
ford Company returned no answer; and the promoters of the
Huddersfield and Manchester, and Leeds and Thirsk schemes,
gave a distinct negative, on the ground that the West Riding
scheme was, to a certain extent, competing with their own, and
that they had entered into arrangements with other parties.
Altogether irrespective of any question of the merits of the
schemes, it appears to us that such a refusal involves a principle
which is highly objectionable. The effect might obviously be to
place Parliament in the alternative, first, of sanctioning a decidedly
inferior scheme in preference to one in every other respect better,
because by the favour of some third party the worst scheme had
been enabled to show a junction ; or, secondly, of putting up with
the inconvenience arising from the want of a rt;
junction.
We think it therefore deserving of serious consideration whether,
as 3 general rule in all such eases, clauses should not be inserted
compelling a junction to be made in the best manner for the public,
to the satisfaction of some proper authority, and imposing so much
of the expense of effecting such junction as could fairly be attri-
buted to the refusal to communicate plans and sections, upon the

party so refusing.
In the present case it fortunately happens that the effect of
Bs tint;clipi
dr e et ni ts junctions
bfreommabdeei n !y made.adopting
At
►
aciterit:rnis not so steep as that of the junction in
ilganeheater. At Hadderptleld, there is a difference of about 25
Meet. in level between the tertninus of the West Riding and that of
•the Huilderafleld anOlanel4er line, which there is no reason
dodbt. might be overcbM proper arra n geme..ts.
At Leeds, an alternativeilne is shown, giving a connexion with
'the Leeds and Bradford, andAntended Leeds and Think Railways.
Oh the whole, therefore;after a careful examination of the de-
tails of ttre diffeyent it:krises, we have arrived at the conclusion
that the West Riding 'system is in no substantial respect inferior
to the competing system, while In the important consideration Of j
000nonly of aenstruction it has a decided advantage.