The Sun.
London, England, 1845-03-01 00:00:00

Clients upon two lines, without reference to their peculiar circum.
stances.
In the first place, the distribution of the gradients is a fact often
of much more importance than their absolute inclination.
A line of an undulating character, with steep bat short gra-
dients, alternately rising and fa ling, 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
of the line is concentrated upon one or two gradients of such length
and severity that assistant power is required at any rate, it may be
comparatively unimportant whether such gradients are a few feet
in the mile more or less. In this way lines which have gradients
of 1 in 70 or I in SO, distributed over them in short lengths, may
be positively better lines, i. c. mote susceptible of cheap and ex-
peditious ',rocking, than others which have nothing steeper than 1
in 100 or 1 in 120.
Another important consideration with reference to gradients is

the nature of the tritTic. 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,
or nearly the full power of the locomotive engine is rendered
available with the ordinary trains, any increase in the in-
clination must require extra power and extra expense; aed therefore,
up to a certain point, increased original outlay in improving gradients
may become productive of eventual economy ; 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 traffic, requiring frequent
and 1 ght 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 equiv:,lent 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 total cost of locomotive power upon the line of inferior gradients.
Experience seems also to establish that under these eircurn.
stances, i. c., 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 I in
59, 1 in 45, 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 aftbrds a proof, that with light trains
the effect of steep gradients on speed is very limited. The experi.
once of the cases above qu,ted appears also sufficient to show that
gradients ranging from 1 in 100 up to 1 in 50, or even a higher
inclination, may be worPed under' ordinary circumstances with per.
feet safety.
Secondly, with regard to curves.

On this point also practical experience has led to a great modi.
fication 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 Manchesier 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
radius, 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 views as to gradients and curves gene-
rally, 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 erder 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 24 miles each, with a
short level intervening, arid several shorter planes, alternately
rising and falling, and interrupted by levels. The West Yorkshire
line has one short plane, at 1 in 9:1, and in another part a long rise
of three miles at lin 187, followed by 1: miles at 1 in 107, 1
miles at 1 in 1 (11, and 2: unites at 1 in 102.

. ... .
It is clear, therefore, that upon these lines there is n• ♦ery de-
cided difference in respect of gradients.

On the second fine, from Bradford to Low Moor and Dewsbury,
the Wcst 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 undulating 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 I in 78.
The corresponding West Yorkshire line rises from Bradford to
the summit, with a plane of 1 in 129, and 1 in 132, and falls on the
other side in a continued plane of 1 iD miles, at 1 in 87, succeeded
by 914 miles, at 1 in 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
7i 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 ii
somewhat similar. The West Riding line is generally of as undu.
lating character, having an incline of 2i miles as steep as 1 in 60,
and another of the same length at 1 i❑ 6i; in each case, 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 contirl
by experience, to working the steep inclines of 1 in GO, which,
being for convenient leng ha on each side of the summit, arc pecu.
liady adapted for that mode of working.
In the meantime, however, both lines may be considered as sun.
ciently well adapted for working a light 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
Itailiv'ay to be made. Capital.
Miles. Chains.
Leeds and West Riding scheme
West Yorkshire
Leeds Dewsbury, and Iluddersfield 19 62
, "kO,OO

~,,,, - • ... 650,000
This great difference in cost between lines effecting the same.
general obj cts, and running for a great part of their ceurse 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, rannin&ride
by side with portions of the existing Manchester and Leeds Rail.
way, which are saved by the West Riding scheme.
t.ldly. '1 he 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. fills.
Leeds :ind 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 701. or SO/. upwards of 1001. per yard.
Upon the Sheffield and Manchester line the long tunnel of three
miles, which is nearly completed, having been iu 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 SOL per yard for a
tunnel adapted for a double line.
The question of cost 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 thlrd.class pas.
sengcrs, who would have to be carried at very low fares; and
a,suming 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-Urine ;
secondly, with the Manchester and L' eda Company, With which,
front its greater rescurces, 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 Hiding, 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 \Vest 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
lotkshire 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 band, the West Yorkshire and Leeds and Dews-
bury lines show junctions with the Leeds arid 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 beg particuiarly 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
Riding scheme applied to the provisional Committee of the Hud-
dersfield and Manchester hoe, to the Directors of the Leeds and
Bradford Railway Company, and also to the Provisional Com-
mittee of the Leeds and Think line, stating that their wish 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 neee.isary plans and sections should be communicated to
them. To this application the Directors of the Leeds and Erad.
groundtt with the h
telie Nt\rre own,st
ford Company returned no answer; and the promoters of the
Huddersfield and Manchester, and Leeds and Thirsk schemes,
competing
that
sgcahveena, distincte
wa negative,
t acertain extent,
that they had entered into arramgements with other
Altogether irrespective of any question of the parties.
merits of the
schemes, it appears to us that such a refusal Involves a principle
which is highly objectionable. The effect might
place Parliament in the alternative, first, f o sanctioning a decidedly
inferior scheme in ia-sferenee to one
1,11, every
le worst scheme other respect better,
because by the favour of some third
been enabled to show a junction ; or, Iri
secondly, ofnthad
ti
the inconvenience arising from the want of a jnncttinn.ting up with
We think it therefore deserving
of serious consideration whether,
as a general tide 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 cif. eting such junction as could fairly be attri-
bitted to the refusal to communicate plans and sections, upon the
party so refitting.
In the present case it fortunately happens that the effect of
such refusal will not be to prevent junctions from being made. At
Bradford, a connexion could, it is believed be made, by adopting a
gradient of 1 in 70, which is not so steep as that of the junction in
Manchester. At Huddersfield, there is a difference of about 25
feet in level between the terminus of the West Riding and that of
the Iluddenfield and Manchester line, which there is no reason
to doubt might tie overcome by proper arrangements.
At Leeds, an alternative line is shown, giving a connexion with
the Leeds and Bradford, and intended Leeds and Think Railways.
On the whole, therefore, after a careful examination of the de-
tails of the d ffei cut schemes, we have arrived at the conclusion
that the West Riding system is in no substantial respect inferior
to the competing system, whilein the important consideration of
economy of construction it has a decided advantage,