The Sun.
London, England, 1845-04-02 00:00:00

••

are 6 planes extendi.ng over saven. miles ' trntains,
and 4 planes ex ty chains, from
1 in 110 to lin 200. The remainder is either level or
flatter than 1 in 200. These gradients are severe, but
not nearly so objectionable as the, gradients on the
Direct Portsmouth line,

But the latter is proposed to be worked atmospheri-
cilly, while on the former locomotive engines are to be
used, and the advocates of the atmospheric system con-
tend that bad gradients are more easily overcome by
their method than by the other method. This brings
before us the whole atmospheric question. It is there-
fore necessary to repeat what we stated in our report on
the Newcastle and Berwick Railways.
" The experiment at Dalkey may be considered, to a
great extent, conclusive as regards the success of the
atmospheric system, considered merely as a mechanical
problem. It is demonstrated that trains may be pro-
pelled by means of it at high veloeities, with safety and
convenience to the public; and there appears not sufficient
reason for doubting that, as far as mere mechanical ar-
rangements are concerned, the same result may be at.
tamed when the separate consecutive portions of line
over which the trains have to pass are multiplied inde-
finitely. This, however, is a point which will soon be
brought to the test of experience by the experiment
about to be tried on the Croydon and Epsom line.
" It is impossible, therefore, not to feel the highest
interest in the progress of an experiment whose success
hitherto has bees sufficient to induce eminent authorities
to entertain strong hopes that the result may be an
acceleration of speed in travelling, combined with the
general introduction of a system of very frequent-trains
and low fares.

" The question, however, assumes a different aspect
when we are called upon, in forming a judgment upon
competing schemes, to assume the complete success of
the atmospheric system, not merely as a mechanical
theory, or as applicable under peculiar circumstances,
but in a practical and commercial point of view, as ap-
plicable to railways generally.
" While we wish to guard ourselves against being
supposed to express any opinion whether the atmospheric
system may or may not be found ultimately to be so ap-
plicable, it becomes necessary for us to state a few
obvious reasons why we should not be justified at present
in allowing the assumption of such success to enter as an
element in the comparison of such lines as are now under
consideration.

" Assuming for the moment all mechanical difficulties
to he overcome, the question still remains by which the
practical success of any system of propulsion must be
tested, viz., that of expense. Under Ohs head the im-
portant question is not yet fully solved, whether a double
hne may not be equally required with the atmospheric
as with the locomotive system for the converient work-
ing of a large and mixed traffic over an extended lime.
Upon this point the opinion of some eminent authorities
has been strongly expressed to the effect that a double
line, with double tube, &c., would be indispensable, un-
less upon a short line, where the traffic should consist of
a certain number of trains starting at regular intervals
from each end; nor is there anything in the expe-
rience of the atmospheric system, up to the present time,
that would warrant us in assuming this opinion to be
altogether unfounded. But if we were to assume a
double line to be necessary, the first cost of construction
under the atmospheric system would be so greatly in-
creased, that no reduction in the rate of working ex-
penses could compensate for it, unless the traffic NI ai
exceedingly large. The cost of the atmospheric appa-
ratus is estimated by Mcssrs. Samuda, in their evidence
last year before the Croydon and Epsom Committee, at
4,0001. per mile of single line, independently of the cost
of stationary engines, which is estimated at about 5,0001.
for every three miles, or 1,7001. per mile. The actual
cost of the propelling power by the atmospheric system
was stated by the manager of the Dalkey line, in his evi-
dence before the Croydon and Epsom Committee, last
year, to have been a fraction over 7d. per mile.; and,
including the cost of maintenance of way, the com-
parison was stated, by the same gentleman, to stand as
9d. per mile under the atmospheric system, against
Is. 4icl. per mile under the locomotive system. It is
evident, therefore, that even if we could assume the
sufficiency of a single line under the atmospheric
system, we should not be warranted in assuming the
success of that system, in a commercial point of view, as
an established fact, espeecially when the traffic is not
likely to be large. It is also the opinion of many prac-
tical men, that the atmospheric system could not be
applied with advantage when the traffic is of a mixed
character, consisting, in a great measure, of heavy trains
of goods and minerals, and there are, as yet, no sufficient
data to warrant us in assuming this opinion to be alto-
gether without foundation.
" Under these circumstances, and considering that, on
the one hand, a good locomotive line can always be ren-
dered available for the atmospheric system, should that
system be found to succeed; while, on the other hand, a
line laid out expressly for the atmospheric system might
not, in the event of its failure, admit of being readily
converted into a good locomotive line, we have not
thought ourselves justified, when comparing two rival
projects presented to us, in assuming the complete suc-
cess of the atmospheric system, which is still under
experiment, bat have thought ourselves bound to form
our opinion upon them with reference to the present, and
not to the future or possible state of the science of rail-
way locomotion."
We shall proceed therefore to compare the lines, apart
from all considerations as to
South-Western scheme possesses a great superiority
over the Direct Portsmouth; but if these better gra-
dients were to be obtained at the sacrifice of a greatly
increased cost in the construction, and if the inferior
gradients were attended by a proportional economy in
the first cost of formation, it would have been a ques-
tion of degree as to whether the advantages, together
with the greater outlay, were on the whole to be pre-
ferred to the smaller outlay, coupled with the attending
disadvantages. But the reverse is the case : the line
with the better gradients has not only fifteen miles less
railway on the main line to construct, but the construc-
tion will be less costly, as there are 3,717 yards of tun-
nelling on it, compared with 4,243 yards on the other
scheme, the earthworks being about on a par.
The Direct Portsmouth scheme does not offer any
connexion between Havant and Fareham; so that if this
scheme were carried into execution the communication
along the coast would necessarily be carried on by means
of the Gosport and Bishopstoke branch of the South-
Western Railway, and be subject to the interruption
caused by Portsmouth Harbour, which interruption
would prevent the continuation of the electric telegraph,
and interfere with the national advantages afforded by a
continued coast communication. It is manifest that,
from Havant to Fareham, the construction of a railway
can never be remunerative simply as a mercantile specu-
lation; and as it would compete with the existing branch
from Gosport to Bishopstoke, the South-Western Rail-
way Company never would have proposed to construct
it, unless with a view of excluding other parties from that
portion of the district, and at the same time providing
national advantages which should render their entire
scheme as comprehensive as possible.
The completion of a chain of coast communication has
been adverted to by Parliamentary Committees as an
object of great public importance. On this point the
Direct Portsmouth is defective, and any railway scheme
through this district which does not afford this uninter-
rupted communication is manifestly incomplete.
The Brighton and Chichester Extension affords a
good coast communication, but fails with respect to the
direct communication from London to Portsmouth; and,
considering that three distinct companies have come for-
ward for the purpose of affording such direct communi-
cation, we are of opinion that public reasons are not
sufficient to justify the sanction of the Brighton and
Chichester Extension, to the exclusion of the others.
Thus, then, we have three schemes ; the extent of
railway which each has to construct being as follows :
South-Western Scheme. M. cu.
Guildford to Portsmouth
Fareham Branch 6 0

Total 5l 60

London and Portsmouth Direct.
Epsom to Portsmouth
Chichester Branch 8 65

Total 69 10

Stephenson's Line.
Wimbledon to Arundel 47 50

Arundel to Chichester
Chichester to Portsmouth l5 75
Shoreham Branch ' 16 12

Total B5 47
9 co

Deduct about
unthandtoCLhiondo7n9 b4y7these
odnistacanecoeusntforofmthepßorrtigsmhtoo
chester Railway, for which an. Act
has already been obtained, leaving
The
schemes respectively are, by the—
South-Western scheme, 77 • les to Hungerford-
bridge.
miles
London and Portsmouth direct,
79 miles to London-
bridge.
Stephenson's line, 81 miles to Hungerford-bridge.
From Chichester to London the distances will be re-
spectively, by the—
South. Western sch •
bridge. eme, 62 miles to Hungerford-
By the London and Portsmouth Direct, 80 miles to
London-bridge.
By Stephenson's line, 65 miles to Hun for d- ri 1; •
er dge.
equally Even if these three schemes were g
good in all
their points, we think that the South-Western Railway
Company would have a claim for preference, in conse-
quence of that Company having already expended, on
their Gosport branch, a capital of 400,0001., upon which,
as yet, very :little profit has been realised, and which
wouLl be rendered entirely valueless if the Direct Ports-
mouth line were made.
Having therefore taken into consideration that the
Guildford, L,',ichester, Portsmouth, and Fareham branch
scheme, has fm,:est miles of railway to make ; that it
affords the shorted route between Portsmouth and
LcaZion ; that it corny.
fetes the coast communication,
c
and that it. does not inter- sere unnecessarily . with the
existing interests of railway. already sanctioned and
executed in the district, „,e mote Ilcid
are sufficient ed that there areo
public reasons which, in our (Olden,
induce us to report to Parliament that. it is to be pre-
ferred to the Brighton, Chichester, and Portsmouth Fa-
tension ; to the Direct London and Portsmouth ; and to
the London and Portsmouth,iwith branches to;Shoreham
bridge, Fareham, and Reigate schemes.
In treating of these projects, we have not noticed the
branches to Reigate proposed by the Direct London and
Portsmouth, or by Mr. Stephenson's scheme, as they are -
of minor importance, and do not in any way affect the
main question. If the principal lines be not construe
the branches must necessarily fall to the ground. _
The London and Brighton Railway Corapany have
lodged plans for the purpose of making a
branch from
their line at the Three Bridges station to Horsham,
whith will be about eight and a half miles ill Ingth.

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