' r^T--^F ^ '3 UNIVERSITY OF ILLINOIS LIBRARY -■*■ - ^ f; t OAKST.HDSF \\[ Ja09-20M ■* '* t- -If •fc- -* i> »<» f^^ -i^- -*-: T 4^'r ■ "i^- "^^ •if' '^' f- ■'^ -^.-: 4- -f. f 4.-- )»< -^ *»- >• f^ >' - 4: -if- . 4 if 4^> -4^- -4-- 4 _ 4 -f - ■^' ' 4.. .^- 4 -f -^ ■4-', 1^- •*- -.i- 4-- 4 4 ■ ■ 4 4- f^ f * ^^;' 4- 4:, '4-- '4 '"'T^ ^^:: -*- 4" ^ 1^ '4 "4- -4 ';*- ^ - >- "f -^-f-: 4 Silk f- i^- 4>: ;*f.- -4^- -4 4- 4 *■ "" '^ -^ ■f - -4 4 4: -•>'. ^^' -f-^ 4 4 4\ ^** 4' -4- 4 f:, 4 ^* -4: -4 4^ ' f-^ 4 ^ f 4 -4 4- ^ * ^- -4--; 4- -^'- 4 -*^ -^ - i- ^- "»-- 4^: 4**" 4": "^'' ^ "^ ^"i^^ ""i"^ i^ "^ ->. -4-4- 4.. •!*-- -4- 1^^ 4 ■■^" ^ -4 (- 7^ 4- -f- -*-- 4 -4- ^'- -^^ 4-^1^ "^ "^^ ^ 4 ^ -^ ^ 4-- .^ : 4 . 4^ -4--:, :4v ' 4 - ^ : -4 4- '4- 4«: 4^ '^^ "''■ -^;- , 4 " '*" ■ 4- ^ -^ -K- ,. -'^ ^:: 4 4- 4- 4 4- 4 -. 4 - 4- ;4 ■ f- 4- 4-- '-t 4 4 ^- - 4 4 "*" ' ^, > *- 4.- .^.. =H»^- . 4- -f- ^4. -Hl-^'' »^ - ^-^-: 4 1 4: -^1^ -4- i 4: -4- .- 4 - 4.^ + -•1^- 4 t .4--- 4.- 4 ^. 4 , 4 ■.^. .^. -^ 'f " '"- -s^". 4 .4 "'"I' 4 'K-_.. If* -f- 4- 1^ - 4 :. ' -f-- .. ,, 4 -f .f. 4 -^ . ^ -f ^:- *- ■, ■^; > if- -^ ■' 4 4 f- -:i^.. - 4 " • y- -f •*■■ -_ 4: ^ ■ ■*-:. -4 4" 4 "^ 't -1^ ■ H^ ' •+* -^^ ' t -fr _ ih-- 4* .4.- 4 f -^ X .i. A 4 -f: 4 ^ 4 4^ '4 . -4: H- ^4-; -■■^- 4. ILOG0M© Constructed andn a -^sr P APPENDIX TO RAILWAY PRACTICE, CONTAINING A COPIOUS ABSTRACT OF THE WHOLE OF THE (AH EVIDENCE GIVEN UPON THE LONDON AND BIRMINGHAM, AND GREAT AVESTERN RAILWAY BILLS, WHEN BEFORE PARLIAMENT, PROPERLY DIGESTED AND ARRANGED, WITH MARGINAL NOTES. *#* Among the several Witnesses examined will be found the following eminent Civil Engineers :— GEORGE STEPHENSON, ESQ. CHARLES VIGNOLES, ESQ. GEORGE LEATHER, ESQ. ROBERT STEPHENSON, ESQ. HENRY R. PALMER, ESQ. WILLIAM C. MYLNE, ESQ. I. K. BRUNEL, ESQ. GEORGE W. BUCK, ESQ. FRANCIS GILES, ESQ. J. U. RASTRICK, ESQ. • HENRY H. PRICE, ESQ. COL. G. HENDERSON. JOSEPH LOCKE, ESQ. DR. DIONYSIUS LARDNER. THOMAS CABREY, ESQ. &C. &c. &c. TO WHICH IS ADDED, A GLOSSARY OF TECHNICAL TERMS, USED IN CIVIL ENGINEERING, EXPLAINING AND ILLUSTRATING EVERY WORD IN ORDINARY USE; AND THE DETAILS OF HAWTHORNE'S CELEBRATED LOCOMOTIVE ENGINE, FOR THE PARIS AND VERSAILLES RAILWAY. I> By S. C. BREES, C.E. &c. l> ■ ^ LONDON: JOHN WILLIAMS, LIBRARY OF SCIENCE AND ART, 106, GREAT RUSSELL STREET. 1839.V. ^ LONDON : PRINTED BY 3, DAVY, (JUEEN STREET, KING STREET, LONG ACRE. PREFACE. The valuable nature of the Engineering Evidence, lately given in the Committee Rooms of the Houses of Parliament, being generally admitted, no apology is required for an Abstract or Digest of the same. The Author begs merely to remark, that he is fully sensible that the importance of the subject required a more experienced hand ; and although he was in some measure aware of the difficulties of the task when he undertook it, (from a knowledge that several professional gentlemen had commenced arranging the Evidence, and afterwards abandoned it) yet they have far exceeded his anticipations, notwithstanding he trusts the result of his labors will not prove unacceptable to the Profession and the Public generally. A Glossary of Technical Terms used in Civil Engineering is added, containing a short explanation of every word in ordinary use, and general remarks upon the subject connected therewith. And the Details of the celebrated Locomotive Engine, invented and manufactured by Messrs. R. and W. Hawthorne, for the Paris and Versailles Raihvay* conclude the volume, which will not be found the least interesting portion of it. Kindly communicated to Mr. Williams, the publisher, by the Inventors. 134479 INTRODUCTION. One of the principal exhibits of a Civil Engineer's talent and resources is displayed in the Committee Rooms of the Houses of Parliament, in his examination as a Witness to prove the practicability or the contrary of proposed Public Works, comprising the numerous Railways, Canals, &c. throughout the kingdom. And as the same individual has frequently to advocate and support totally opposite systems and contingencies, upon different undertakings, much ingenuity is consequently displayed on these occasions: for instance, where an Engineer appears as a Witness in favor of a Line of Railway with very favorable Gradients, his answers to the questions are always full and explicit, and he states boldly, without fear of contradiction, the great advantages of a level railway, compared with an undulating line, containing long and steep inclinations thereon ; but he is not so communi- cative respecting the means which are taken, or the sacrifices which are made, to obtain this advantageous run of levels. The next line he may chance to be examined upon may have unfavorable Gradients, — when his mind becomes enlarged, and his memory awakened, he takes a more extensive view of this case, and calls to recollection many other circumstances requiring equal consideration as the Gradients; and as the latter (upon the line in question) are quite available for the practical working of Locomotive Engines, he doubts the policy of running the Com- pany into ruinous expenses merely to acquire an assumed desideratum : the best line must certainly be that which is the most feasible and practicable. Why not, he remarks, leave some parts of the line for the future Management to improve from time to time, when the funds of the Com- pany can afford it ; who can say that the country which has produced men whose works have excelled and rendered secondary upon a level plane mankind's best servant " the noble horse," proudly outstripping all com- VI INTRODUCTION. parison;* who dare say it does not or will not possess talent that shall vanquish him in the chace even " o'er hill and dale : " therefore, it may not be imprudent to leave something for the rising generation to overcome, particularly as it will benefit the present. The Witness next proceeds to prove that the slopes upon the whole line run in proper juxta position with each other, and explains that as none of it is upon a level, but the whole disposed and arranged at a corresponding rate of clivity, and rendered equally advantageous for a line of transit both ways, there cannot therefore be any waste of power upon it. To prove which, he delivers in a long table of the power gained in passing down the slopes by gravity, by which he obtains a set off against the assistance required in getting up them : upon which the learned Counsel reminds the Committee of the even balance of mechanical power and gravity upon the line. He concludes by stating, that as they are the best levels the country can afford, they must suffice.' The system pursued in the Committee Rooms of the Houses of Par- liament, in point of fact, amounts to this : — the Evidence given on one side explains all the advantages of an undertaking, with the several adjuncts and details, say of a proposed line of railway or canal ; it also justifies the many inconveniences which may arise out of the same : while the other party state all the disadvantages of the line of railway or canal in question, accompanying it with a long list of grievances which the Public will suffer, and perhaps conclude with a suggestion of a better direction for a line of communication ; and every argument that can be brought to bear upon the case is made available, pro. et con., until at length the subject becomes exhausted. It is therefore for the Reader, after having carefully studied the many bearings of any particular measure described in the Evidence, to judge of the expediency of the same, and to weigh all the various objections, discriminating between those which are real and Such which are imagi- * It is not improbable that he would here introduce a passing tribute to the name of " Stephenson," which will not prove the least injurious to his cause. INTRODUCTION. Vll nary, separating mere local and private interests from public benefit, and attaching whatever degree of faith to the several parties that he may think proper. The Author has considered that any comment of his upon the opi- nions contained in the Evidence wholly unnecessary and uncalled for. He has confined his eflforts entirely to the explanation of the subject, which he has endeavoured to render plain and intelligible ; and it is the matter elicited from the several Witnesses in the course of debate which is interesting to the Profession, rather than the point at issue. The Evidence contains answers to many important engineering ques- tions, of a most essential and valuable nature, which were broached to the most distinguished of the Profession, and the only men capable of an- swering them. The narrative style of composition is employed throughout the Evi- dence, in preference to a mere report of the same, as it is the most concise ; and the Author has endeavored in all cases to ascertain the true opinion of the several Witnesses upon any point of dispute, which having ascertained, he has condensed and reduced to as few words as possible, employing the same idioms, comparisons, and style of the individuals, as far as convenient and consistent: He has been obliged occasionally to modify it, in order to render the meaning clear, as there are some phrases the sense of which depend partly upon the emphasis with which they are delivered, and when written down precisely as spoken, admit of an obscure and doubtful construction : and this is more particularly the case with argu- mentative discourses, there being many parts of the Evidence very confused and intricate, independant of typographical errors — it is frequently found necessary to glance over several pages, in search of circumstances to con- firm the judgment, to discover the true bearings of the case. To conclude, the Author hopes he has not misunderstood, or misre- presented the opinions or assertions of any gentleman, either from among the professional or general Witnesses examined, and he will be most happy to correct any such errors, upon the nature of the same being communi- cated to him. LONDON AND BIRMINGHAM RAILWAY. ABSTRACT OF EVIDENCE, Given before a Committee of the House of Lords, June 1832. COUNSEL FOR THE BILL. Mr. Serjeant Merewether. Mr. FOLLET. Mr. Alexander. Mr. RusHTON. COUNSEL FOR THE OPPOSITION TO THE BILL. Mr. Harrison. Mr. D. Pollock. WITNESSES, (Engineering). Mr. Robert Stephenson. Mr. Francis Forster. Mr. George Hennet. Mr. Thomas Gooch. Mr. J. U. Rastrick. Mr. Henry R. Palmer. Mr. Joseph Locke. Mr. J. Copeland. Mr. Francis Wedge. Mr. Wm. W. Gardner. Mr. Layton Cook. Mr. Philip Hardwick. Mr. H. Booth. Mr. Hardman Earle. Mr. Joseph Pease. Mr. Thomas Lee. Mr. John Hart. Mr. Fred. Clements. Matthew Holman. Mr. John Norton. Mr. Thomas Norton. Mr. John Shackell. Mr. Wm. Partridge. Mr. Wm. Shore. Mr. John Swainson. Capt. Richard Moorsom, R.N. Mr. Peter Lecount, R.N. Mr. Wm. Meade Warner. Mr. Charles Whitworth. Mr. John Sharpe. Mr. Robert Attenborough. Mr. Oliver Mason. Mr. Edward T. Moore. Mr. Fred. Barry. Mr. John Travers. Mr. Henry Hemsley. Mr. Fred. Barnes. Mr. Richard Purkess Westall. Mr. John Moss. Mr. Henry Cheetham. Mr. Thomas Badger. Mr. John Cheetham. Mr. Richard Whitmore. Lieut.-Gen. Sir. J. W. Gordon, Bart. K.C.B. Mr. Augustus Godbv. Mr. Wm. Kay. Mr. James Marshall. Mr. James Forster. Mr. John Dillon. Mr. Richard Creed. This Committee came to the conclusion that the promoters of the Bill had not made out a sufficient case to warrant the forcing of the proposed Railway through the lands and property of so large a portion of dissentient land owners and proprietors. B Ex. ROBERT STEPHENSON, ESQ. C.E. Warrington Railw. I was Engineer of the Warrington Railway, which is 5 miles long; and of Leicester & Swan- the Leicester, which is 16 miles long; it is between Leicester and the ington Railway. coal field at Swanington, near Ashby de la Zouch, and is not yet completed. 1 was likewise engaged on the Liverpool and Man- Route of proposed chester Railway under my father. 1 have been nearly two years Ime to Birming- examining the country for the proposed line to Birmingham, which begins Goes nearWatford. at Oxhey Lane and goes from thence to the South end of Watford, through the Colne valley, and passes the parks of Lords Clarendon and Essex, avoiding the same by a tunnel and an acute curve, which would be attended with no inconvenience ; we then pass over the chalk ridge near Ivinghoe, and descend into the vale of Buckinghamshire, passing the Ouse ; we Blisworth and then proceed towards Brockwell, and in a direct line to Blisworth, Weedon. ^^^ g^ ^^ ^^ Wecdon, where there is a considerable bend in the line, in order to avoid a couple of crossings over the Grand Junction Canal and a very high bank on the grounds of Mr. Thornton ; whose park we avoid, but we still cross some of his land, but mostly in a tunnel. We then go towards Kilsby, where we surmount much high ground by means of a tunnel ; from thence to Rudworth, in nearly a direct line towards Coventry. Coventry, where we have Meriton Ridge to surmount, which is very high ; from thence we descend into the vale of Blyth, which runs towards the Tunnels. Trent; thence to Birmingham to Novia Scotia Gardens. Primrose fhriu h.*"' ^^^^ ^° Hill tunnel will be in London clay, also another at Oxhey Lane; at Northchurch and Watford there are tunnels in chalk. The next consi- Clay a good soil derable tunnel we come to is at Kilsby, which lies in the clay forn.ation ; to tunnel unless ^^g j^|] ^lavs are very easy to tunnel, unless they have much sand in them, much mixed with •' j j j n i i h sand. we shall find no difficulty. The next tunnel is a short one at Brockhall. Tunnel at Leicester (I have just finished a tunnel one mile long at Leicester.) 1 mile long. Nearly all the cuttings near the London road are of the same slope.— Slopes of cuttings All considerable cuttings have a slope of 2 to 1, the very small cuttings mostly 2 to L ^ f^^^^ 8 to ] feet, the inclination of the embankments are invariably Embankments all •' t i i ■ 2 to L 2 to 1, that is a base of 2 feet to I foot perpendicular ; and to the best ot my judgment these slopes will be sufficient, provided they are carefully Necessity of keep- made, and the water is kept out, which is a most important point ; if it iTthetireT °"' '^ "°*' ^'^^y ^^'^^ "°^ ^^^"'^ ^^ ^"y ^^^P^" ^^"^'■^^'y speaking, when the cuttings are upon an equality, the water can easily be taken off by a surface drain, and arrangements can be made to prevent the water getting on the bank while the embankments are being formed, also for keeping it off after they are formed. The excavation exceeds the embank- ments by about 1,250,000 cubic yards. DETAILS OF ESTIMATE. Estimate. Evidence as to Slopes, Bridges, and Tunnels. Contents of Excavations and Embankments. Excavations. Embaukmenta. From London to Oxhey Lane ----- From Oxhey Lane to South End of Watford Tunnel From Watford Tunnel to Box Moor - - - - From Box Moor to Ivinghoe . _ . . - From Ivinghoe to Leighton Buzzard . . - - From Leighton Buzzard to Bletchley . . - - From Bletchley to Castlethorpe - . . - . From Castlethorpe to Gayton _ - . . - From Gayton to London Road Tunnel at Weedon, No. 1. - From London Road Tunnel to Buckley Wharf From Buckley Wharf to Kilsby - _ _ - . From Kilsby Tunnel to Clifton and Rugby Road From Clifton and Rugby Road to- Church Lawford Road - From Church Lawford to Road from Brandon to Coventry - From Brandon Road to Warwick Road - - - - From Warwick Road to Fletchampstead _ _ . From Fletchampstead to Endof the River Blythe Embankment From Blythe Embankment to Marston Green Embankment From Marston Green to Birmingham _ - - - 975,084 901,813 554,120 444,838 '-1,480,434 570,651 1,237,147 997,530 454,987 694,827 347,643 387,575 275,013 467,813 509,489 116,932 684,391 250,440 730,389 975,084 836,475 554,120 444,838 774,381 570,651 1,237,147 997,530 454,987 654,827 277,300 387,575 218,769 357,155 509,489 467,158 250,440 730,389 Cubic Yards . . - 12,081,116 10,698,315 TMr. Robert Stephenson, This will be proved by-^ Mr. (.Mr, Rastrick, Palmer. ABSTRACT OF ESTIMATE. Estimate proved in the House of Commons. Excavations and Embankments - - . - - Tunnelling __.__.. Masonry. — This Item is increased in consequence of an Agreement" with the Commissioners of the Metropolitan Roads to add to some of our Bridges in Width and Height, and also an Agree- ment with the Irustees of the Radcliffe Library Estates to J> increase the Number of Arches in the Wolverton Viaduct, and also an Addition of Two Bridges over the Avon near Brandon, to avoid the Diversion of the River Rails, Chairs, Keys, and Pins . - . . _ Blocks and Sleepers ..-_-. Ballasting and laying Rails _ _ _ _ _ Fencing at 740/. per Mile ..... £ 179,000 250,286 350,574 212,940 102,960 102,960 76,032 £ Land ---..... Six Water Stations at 500/. ..... Six intermediate Pumps . _ . . . Offices, &c. requisite at each End of the Line, for Convenience of \ Passengers, &c., and Walling for enclosing the Space for Depot / Forty Locomotive Engines, 1,000/. .... 300 Waggons at 30/. - Sixty Coaches at 200/. ...... 1,874,752 250,000 3,000 600 16,000 40,000 9,000 12,000 £ Contingencies . . . . 2,205,332 294,648 2,500,000 A siding every S miles. Engines. Particulars of oc- cupation bridges. My estimate allows two lines of railway the whole distance, including a siding for every 5 miles 1 made this calculation on my own experience, having been employed in making bridges and works of a similar description, and I have put the prices in some places considerably higher than usual. The engines are not to be exclusively furnished by the Company, but approved of by them ; neither are they intended to be entirely supplied by my father, but any efficacious engine will be adopted. 1 have included bridges for every existing road, except where two roads intersect, as by a slight diversion of the road, one bridge would be sufficient. I stated in the Commons, that I made the number of occupation bridges average about the same as works of a similar kind, as the Grand Junction Canal, which goes about 50 miles in the same district. I thought that a good criterion. The first class of Price of turnpike bridges are those for turnpike roads, which are twenty-two in number, at roadbndgefa.ooo. £2500 each, making £55,000. Over the important parish roads there are '* '^'"'fl'ooo! fifty-five, at £1000. each ; over the inferior roads one hundred and twenty- Inferior road ditto, seven, at £500. each, the accommodation bridges are two hundred, at . j .• ^^'^*' ' ' o ' Accommodation £300. each ; there are seven bridges over canals, at £3200. each; there are ditto, £300. two or three skew bridges over canals, for which distinct estimates have g^^^ d°' £3500 been made, amounting to £3500. each. I estimate the Primrose Hill, the Expence of lon^ Watford, the Watling Street, the Brockhall, the Kilsby, and the Becknell tunneling, £3-2. tunnels at £32. per running yard, the shorter ones at £26. only; (The short ditto, £26. tunnel under Islington, which is much smaller than ours, in the proportion Cost and Descrip- of 3 to 5, was £32. per lineal yard.) as in the longer tunnels there is i°is5fnJon."'' provision made for ventilating them, which in the shorter is unnecessary. A small drift is driven along the top of the tunnel, to communicate with the shafts, and any vapour that may arise from the engine ascends into the upper drift. They are all in 18 inches brickwork. The tunnel at To be in 18-incU Liverpool was in exceedingly bad material; at Leicester we had loose T^'^'TYr''',- ' o J ' L. and M. Lne ni running sand, and it was only 14 inches. If they are turned in three the same. bricks, the expense would be nearly 5s. per yard extra. 1 have ter°in^4^-Lch'"^ estimated brick facing to all the tunnels. ■! consider two lines of If '" 3 bricks it will railway quite sufficient, notwithstanding the collateral travelling. The more.'^'^'^'^" "^ ' width of the railway on a level is 30 feet, and 6 feet on each side, for the fence and ditch, making 42 feet, as it is considered advantageous to Space allowed for make our sidings (which will require a little more space) where the railway ^'^"S*- is upon a level. We are empowered to take 20 yards all the way. Where we have stone we employ it to make the blocks, (where the Blocks and sleep- rock is not suitable we shall employ wood). I have allowed 2s. 6d. for 2s 6d price of a each block, I never knew them to exceed that ; on the Liverpool line most ^'°'^''- of them were 1*. and 1*. 2d. I believe the average was 4*. per yard for blocks and sleepers, which I consider about the same price. I intend the sleepers to be 8 or 9 inches by 4 inches ; upon the Liverpool and Man- L- and M. line, 2s. Chester Railway they are not so large, I do not know of any that cost more than 5s. The motion of the coaches on wooden sleepers is easier The motion on than on stone, and the noise less; perhaps the wood would be cheaper sleepers easier than . , 1 • 1 1 "^ on stone blocks. than stone, as the Ime goes through a great quantity of timber. Mr. Walker calculates them at 4*. or 5s. per square foot, and as each sleeper Mr. Walker's cal- contains 2 cubic feet, he makes the expense 11*. or 12*. for each sleeper. <=ulation of sleepers. I am not aware of a single sleeper being laid down at such a cost. -6 Water getting upon If Water gets ill upon the rails they invariably sink, (as they ''"" ■■'"'*. /^""^''^ stand unequal) and get out of place ; therefore, I have provided a proper get out of place. bed, 2 feet thick, which also prevents the necessity of cutting a drain, which is upon the surface. The material for making this bed (on which r>allasting. the blocks and sleepers are laid) must be hard dry stuflF, such as gravel, broken red sand stone, or chalk, all of which we shall find along the line. Wells good elite- Regarding the soil, I enquired of people who had bored or thTsoi'r ^^ sunk wells in the immediate neighbourhoods, and judged of their accuracy Sand stone and free ^y borings I had taken. In some places we have the sand stone rock stone perpendicu- and free stone perpendicular ; the slope of lias is generally 1 j to ] , and sometimes I to 1 ; the slope I propose in chalk is |: to 1, there are instances c'halk^To 1 ° of this slope to be seen. Our boring at Primrose Hill is 56 feet deep. Primrose Hill bor- which is the bottom of the tunnel ; it is 1 foot of vegetable mould, 7 feet "'!?*• of moist yellow clay, 13 feet of tough brown clay, and 30 feet of London Meriton Ridge. clay. Supposing that Meriton Ridge (which is ■^ to 1, part of the bottom would be perpendicular) was in marl, with loose thin lamina sand stone, about 2 or 3 inches thick, and the cutting would not stand at 2 to 1 , I should most decidedly make a short tunnel, as it vi'ould be much cheaper. In the former case, the expence of excavating and tunneling would be nearly the same, as all the cuttings are priced at 3.?. per yard ; taking the average width of an excavation at 30 feet, and the depth at CO, gives an area of 200 yards, which makes it £30. per yard, the expence of Comparison of the tunneling being £32. If we should resort to tunneling, instead of open expence of passmg (.y^j^grg ^g should save the expense of bridges, &c., as the communica- the above m a tun- o > r o ' ' nel and open cut- tions with the land would be left open. The expense of tunneling would *'"^' likewise be greater than a 50 feet excavation, with the sides perpendicular. Red marl, red clay, at 3s. per cubic yard. At Ashton parish, near Birmingham, the &c. 1 to 1. cuttings are nealy 50 feet deep, through red marl, with red clay on the top, and in one part of the cutting there is a covering of yellow sand; 1 make the slopes of this 1 to 1 . In the same parish, which is 4 feet gravel and soil, 9 feet yellow lime stone, and 15 feet blue shale, I intend making it perpendicular at the bottom, until we come to the loose stratum of Descriptn. of marl, alluvial earth. Marl is a sort of loose clay, a red greasy soil. Ditto of blue shale. Blue shale is the soil that iron stone lies in ; it melts into clay when exposed to the air, but as long as the water is kept from it, it will stand perpendi- Slope upon the cular. (There is a deep cutting through which the Grand Junction Canal G. J. Caaal. gQgg Jq ^\^[^ same stuff, it has a slope of 4 to 1 ; but I do not consider that a depth of 50 feet in blue shale would stand perpendicular in this situation, as there is no rock covering to keep the water off.) Upon the Liver- pool and Manchester line, when we met with a soft stratum, the rock and the other part of the cutting was employed to build a wall, (i. e. merely a dry wall) to prevent frost, and keep the water from it. Wherever we UTiere soft shale is find a soft stratum of shale, we shall underset the rock by a wall, for which ">ctwith it will be ' •' underset. ample price has been allowed ; as the whole of the cutting is estimated Excavating and at 3s. per cubic yard, and the excavating the shale will not cost more than 3" ' per^cubiVva'nr l.y. or ]s. 3(1. Upon the whole line we have four or five ridges of There are 4 or .5 hills to pass over. If we had gone near Willesden, taking a different ^"J^™"* '" '''''^"' direction for about 10 miles out of London, as stated by the Counsel in Proposed deviation opposition to the Bill, we should have added another summit, to our ft"- it> miles out of railway, and caused a considerable length of tunneling at Willesden Hall, also increased the expense £30,000., for which we should only shorten the line 1^^ mile. Since the Bill was in the House of Commons, we Levels. have been obliged to alter the level of the line at that part next London, in consequence of a communication from tiie Metropolitan Road Commissioners; instead of having an inclination of about 1 in 320, we are obliged to make it about 1 in 150,* which increases the expense £10,000. proceeding until we get nearly on a level. On the road from Paddington to Edgware it is 1 in 304, which is not an objectionable slope. We 1 in 304 not au go behind Primrose Hill. My object in going round this high hill is to ° J^<^ '°"* esope. reduce the quantity of excavation in London clay, as it is considered objectionable. The waste of power in going round this hill is equal to surmounting IG feet of perpendicular height; I consider 16 to 20 feet of 16 to 20 ft. eleva- elevation equal to a mile, (I am quite sure that 26, the number suggested by |^°"^, "' ^'^"'' '° '' the Counsel, is not a right calculation) but it depends much upon the friction of the waggons employed, as they vary from 6 to 9 lbs. per ton, I consider Friction from 6 to 9 that 8 lbs. is amply sufficient for the friction on a level ; that is, you may j^^";- P*"'" '°" °" ^ overhang a jJuUey, and it will draw a ton. In a Report of Mr. James P:xpkiiation of the Walker to the Manchester and Liverpool Directors, on the difference of ^ "^''' locomotive and stationary engine power, (he went to the North to examine circumstances connected with the same,) he took the friction at J2j, Mr. Janu-s Walk, r but he cannot produce a single instance of the same; I answered his "" ^' ' -2- Report, and I put it at 1 to 200 on a plain surface, which is the friction Particulars of same. actually existing on the coal waggons in the North of England ; although, by comparison, it is a bad railroad. I am sure there is not a waggon on the Liverpool and Manchester line, moving with a friction of 8 lbs. per ton, Liverpool and which would be 1 to 280. The reason I put it at 1 in 200 was this, that the"fri'ctlo'i[ almost the waggons on railroads in the North of England have axletrees of equal to 8 lbs. or °° ° 1 in -280. * In othT parts, these are stated to be 230 and 152. 8 Dt-pW at Manches- Do. upon proposed line. considerably larger size than those on the Liverpool and Manchester ; where the bearings are put on the outside of the wheels, and the size of the axletrees reduced to 1^ inches ; the diameter of the axletrees of coal waggons in the North of England is full 3 inches, which causes a greater degree of friction. The height where the railroad com- mences at Maiden Lane, is 1 think about 9 feet above the sea, and exactly 20 feet above the surface of the ground ; the passengers will walk up the same, as they do at Manchester, (where the elevation is a little higher,) by means of stairs; the goods will be raised up by machinery. I estimated the expense of this at each end of the line at £8000. From London Slope of cuttings, to Oxhcy Lane the heavy cuttings are 2 to 1 ; there are some smaller ones, near Harrow, Ij to 1, which slope extends to Watford Heath, where we enter the chalk part of the excavation at the mouth of Watford tunnel, it is taken at 1 to 1, and on the part nearest the tunnel -f to 1. Thence we go to the Tring summit, where they are all f to 1 ; the slope at Box Moor in chalk is 1 to 1. In some of the cuttings we expect to find a great quantity of gravel, which is sloped H to 1 ; in the deep cuttings we expect to find chalk, there we slope it 1 to 1 ; at Leighton Buzzard, at the South end of the tunnel, we slope it 1^ to 1 ; there is a small portion, 1 to 1, at the other end of the tunnel; where the rock extends perpendicular it is l^to 1, and continues so during the distance of the sand ; the excavations thence to Bradwell are all 1 jto 1 ; the slopes of Blisworth are ^ to 1, (the entrance of the tunnel of the Grand Junction Canal, at Blisworth, is of the same slope as I have got it. The clay would stand at a considerable inclination if the water was kept off", for which no provision seems to be taken ; as it is running over in all directions, which causes the clay to slip, and as it slips they remove it, which increases the evil,) and continue so to Weedon; at Weedon they are j to 1 ; to Churchlawford there is a small piece 1 to 1 ; thence to Coventry it would be 1^ to 1 ; at Coventry it is rock ^ to 1, and continues so to Berkswell; there it is 1^ and 1 to 1 up to Birkenhill, where it is I j, the last part of the Blythe, and thence to Birmingham, has the same slope. 1 consider a communication can be made at any part of the line with Derby, as the ground is very favourable. I likewise surveyed part of the country with a view of extending the railway to Warwick ; it opens into an excellent country. The line passes about 4j miles from Northampton, from which there might be a branch, which should join us at Blisworth ; from this point it is about 40 or 50 miles to Derby, from which it would be very easy to make a communication with Nottingham, as it is an excellent country, nearly a dead level. Gravel 1^ to 1. Chalk 1 to 1. Slopes upon the Grand Junction Canal at Blisworth. Communication with Derby. Do. Warwick. Do, Northampton. Do. Nottingham. Ex. Mr. FRANCIS FORSTER. I have made borings for the proposed line, which are as follows: At Oxhey Lane in the Parish of Watford — Yellowish clay - . - - 3 feet. Darkish clay ]8 feet. Yellowish sandy loam - . - 5 feet. Black clay, very hard - - - 7 feet. 33 feet. The borers were stopped at this depth ; it is supposed by flints. At Watford Heath a boring was made of '27y feet in depth, and there were found — Rubble 4 feet. Clay 8 feet. Blue clay 8f feet. Chalk and marly chalk . . 7 feet. 274 feet. Account of Boriiiu's. About half a mile toward Cirniingham beyond this boring, the chalk may be observed in situations on the side of the lane from W'alford to Watford Heath, and there is a tlie chalk pit in the field No. 17, in Bushy Parish. On the banks of the Biver Colne, near Otter's Poole, the sira'a were found by six borings to consist of gravel covered by brown clay, var\iMg from 1 Icet to 7t feet in thickness. In the line of the tunnel in Cashio Township, the strata consists of chalk and chalk flints, with an irregular covering of gravel. 'J his maybe seen in a gravel pit in field 8, in Leavesden Township, and in a chalk pit about twenty chains to the South. There are also seseral wells in Leavesden Lane which have been sunk through gravel and into the chalk, many feet below the level of the tunnel. In a boring made in the road from Ashbridge to North Church there was found — \\hite chalk without Hints - - 33 feet. In two borings made in the line from Stokebammond to Winslow there were found — In 1st boring, blue clav - - 28 feet, la 2d do. - blue clay - - 18 feet. In a boring on the sumn)it, near the crossing of the London Road, between Fenny Stratford and Stoney Stratford, there were found — Brownish yellow clay, with fragments of chalk - 13 feet. Grey, b^ue, and blackish shale - - - 17 feet. 30 feet. At Denbigh Hall Public House, in field No. 48, Township of Fenny Stratford, a well has been sunk and bored to the depth of 73 feet, through dark coloured shale, withoat finding water. c 10 In a boring at tlio summit in field No. 9, Woolverton Parish, there were found — Mixed brown earth - - - 16 feet. Dark blue clay - - - - 29 feet. 45 feet. By several borings at the crossings of the River Ouse and Tow, the strata were found to consist of yellow and blue clay, varying from 7 to 10 feet in thickness, and resting on a sub-stratum of gravel. Several borings were made on the line of railway at the great cutting near Ellsworth; at the South end of the cutting borings were made to the rock in four different places down the side of the hill, and the limestone rock was found at the depth of from 4 to 6 feet. In a boring in the centre of the Blisworth cutting, in the lane between Nos. 50 and 55, in Roade Parish, there were found — Stony yellow clay - - - 11 feet. Blue shale - - - - - 14 feet. Do. passing into rock - . 7 feet. 32 feet. In a quarry crossed by the line in No. 2, Courteenhall Parish, near the summit of Blisworth ridge, the limestone rock is marked; and the section shows — Account Feet. In. Loose shivery limestone . . - of Yellow marl . . _ . . Shivery limestone . . . . the Limestone ...... Yellow marl, stated by the quarry man to be Borino-s. -'^I'l to be underlaid by a bed of colitic freestone, of unknown thickness. At the North end of the tunnel there were found by boring — Yellow clay -...-. 8 feet. Blue clay . ----- 25 feet. As the basil of the limestone rock makes its appearance in the lane from Roade to Blisworth, very near to this boring, the above-mentioned clay is considered to be a diluvial mass, reposing against the end of the hill. In a boring at Stowe Hill, made on the 24th April, on the side of the road from London to Weedon (commencing 33 feet below the level of the crossing of the railway line), there were found — Y^ellow clay - - - - - 14 feet. Blue shale - ... - 8 feet, 22 feet. In this road, near the crossing of the railway line, there is a cutting through the hill in blue and blackish shale, the height of which is 25 feet, and the slope one and one third to one. In a well by the side of the canal at Stowe Hill gate (a well has been sunk for water, but without success), there were found — Yellow clay - - - - - 14 feet. Blue shale 32 feet. 46 feet. 2 9 1 6 1 6 8 7 Feet. In. 4 7 6 9 6 1 6 6 29 11 In a boring in a lane at Dodford, made 23d April, near liie proposed (iinnel under the road from Weedon to Daveulry, commencing at 30 feet below tbe crossing- of the railway line, there was found — Brownish blue clay, with IVebbles Do. very strong Strong blue clay . - . Soft yellow sandstone Sandstone .... At the proposed tunnel near Watling Street, the strata have been proved by a well at Norton Lodge, 35 feet deep, in which was found — Soil and clay .... 7 feet. Gravelly clay - ... 14 feet. Blue clay ----- 14 feet. The only water in this well comes from the top. In a well at a farm house on the side of Watling Street, a well has been sunk to the depth of 45 feet through — Gravel 25 feet. Yellow clay - . . -5 feet. Blue clay 3 feet. Accouut Sand 12 feet. of 45 feet. In confirmation of the strata sunk through in this well, there is a gravel pit in the j, • ^^ field No. 15, Norton Parish, and another large one near the bottom of the same field. ° ' Bored at Kilsby, first in the road from Ashby to Watford, at the South-east end of the proposed tunnel, and found — Soil Yellow clay . - - - Brown clay - . . - Stone . - - - - Blue shale . - - - Blue marl . . - - 47 Or at 4 feet below the level of the tunnel. At the North-west end of the tunnel, near the village of Kilsby, was found — Feet. In. Soil -...-. 5 6 Yellow and blue clay - - - 9 Blue shale 6 6 Brown stone ----- 1 8 Blue marl, with thin beds of stone - 22 10 Feet In. 2 () 5 6 2 6 6 17 19 45 6 Or about 3 feel below the bottom of the proposed tunnel. 12 Section of a lime stone quarry in tiie lias lime stone at Churcli Lawford — Feet. In. Blue clay, apparently diluvial - - 4 9 Brown shale, with beds of ocbreous matter 6 3 Blue marly shale - - - - 6 6 Grey, yellow and blue lime stone - 5 8 In the extensive quarry at Church Lawford, the shale overlaying the lime stone is left standing- perpendicular, in which position it remains for many months, and then assumes a slope not exceeding 1 to 1. By four borings on the banks of the river Avon, near Walstone, there was fouud 2 feet of soil resting- upon 10 feet of blue clay and gravel, and underlaid by red sand stone. There are several sand and marl pits on and near the summit of the cross roads near Willenhall, which prove the strata to consist of a thick bed of strong red marl, with an irregular covering of dry sand. In a marl pit which the line crosses at the North-west end of this hill, there is an excavation 13 to 14 feet deep, in which the mail stands nearly perpendicular, although it appears to have been excavated for several years. In a boring at the summit of the cutting in Pinley Ridge, there were found — Clay and sand . . . - 8 feet. Red clay - - - - - 1 1 feet. Strong ditto ----- 9 feet. Very strong marly ditto - - - 2 feet. 30 feet. Account And to level of cutting. A little water near the top of the boring considered as a land spring. •" Second boring in the road near Pinley — Clay 10 feet. •lie Red marl 6 feet. Borings. 16 feet. The hill immediately beyond the Coventry Road, judging both from quarries in Whitley Common and on the summit of the hill, evidently consists of red sandstone. The next hill near the Warwick Road is quarried for solt yellow sandstone, which cuts with great facility. From hence to Rian's Green the red sandstone rock makes its appearance in every place where the surface soil is removed. There is a quarry on the summit, at ninety-five miles on the section; another on Hersliall Common; another near Fletchampstead. Red sandstone forms the foundation of a new house at Fletchampstead, is sunk into by a well on the road near the ninety-eighth mile on the section, and quarried on the summit at Rian's Green. In a boring at the proposed tunnel near Berkswell, at the 100th mile in the section, the strata were found to consist of — Sand ------ 2 feet. Red clay ... - - 10 feet. Rocky red marl . - - - 38 feet. 50 feet. In the valley of the Ryan Blyth there is an extensive deposit of sharp gravel, with occasional beds of building sand. At Hampton in Arden blue and red marl may be seen standing nearly perpendicular in several deep lanes, and this marl has been sunk through by wells at Hampton, to the depth of 70 feet. 13 At Marston Green Uiere is an extensive tract of gravel, wliich has been raised in large quantities in a gravel pit adjoining the village. In the cutting near Lea Hall, at the 108th mile on the section, gravel has been raised to the depth of upwards of 20 feet, and, as may be seen in the lane beyond, it rests on a stratum of red marl. The next summit (near the 109th mile) appears by every indication to consist also of gravel, underlaid by red marl. 1st boring at Upper Saltley— Yellowish sand - . . Red clay . - . . Red marl, and then beds of rock, with ] regular beds of blue marl - ' 11 feet. 9 feet. 17 feet. 37 feet. 2d boring at Upper Saltley — Red clay . . - Red marl with beds of rock 12 feet. 28 feet. 40 feet. This stratum of red marl is seen, by a mark put in a neighbouring field, to extend much deeper. This paper contains the borings which were made before the Bill was in the House of Commons, likewise two borings which we have made since. Regarding the cutting at Meriton Ridge, I have no doubt the whole stratum I have bored will stand perpendicular, with the exception of the clay at the surface, and about 10 inches of marl, which might be necessary to be walled up. English red sand stone, unlike the foreign, is generally considered deficient in faults. Account of the Borings. Ex. Mr. GEORGE HENNETT. I have made borings on the proposed line, which are as follows : St. John's, Hampstead Parish, in the part were the tunnel is proposed to be made, a boring was made 56 feet deep (No. 8 on the plan); which proved— 14th, 15th, and 16th June. Yellow clay Blue clay Dark blue clay 15 feet. 20 feet. 21 feet. 56 feet. 14 Iq the same parish a lioring was made at the Western end of the tunnel (No. 11 on plan), 66 feet deep ; which proved — ^Yellow clay - - - - 18 feet. 18th, 19th June -^lilue clay 20 feet. (Dark blue clay . - - . 28 feet. 66 feet. In llie Parish of Watford, County of Herts, a borinc (No. 5 on the plan), 48 feet deep ; which proved — 'YoUow and brown clay Sand, with a little water in it I Yellow and blue clay Red, yellow, and variegated clay - I Sand (dry) .... Variegated clay, very hard, and > marly chalk. - - - S 20th, 21st, and 22d June was made at Oxhey Lane 20 feet. 5 feet. 2 feet. 9 feet. 1 foot. 11 feet. Account of the Borings. 48 feet. At Watford Pleath, Parish of Watford (No. 39 on plan), a boring was made; proving — 22d, 23d, 25th, and 26lh June ' Yellow and brown clay (White sand, with water in it (Yellowish and blueish clay .Yellow and green sand, very hard 12 feet. 1 foot. 17 feet. 6 feet. 36 feet. In the lane from Watford to Watford Heath, about half a mile from this last hole, the chalk appears at about 5 feet from the surface, and (in No. 49) near the same place a chalk pit is now working. There is also a chalk pit in (No. 17 on plan) Bushey Parish, where the chalk is only a few feet from the surface. The Tring cutting was proved thus: In the lane. No. 1 on the plan, Tring Parish, the chalk was found at 18 inches from the surface ; and in the corner of No. 7 there is a chalk pit of some depth, where the chalk is only 1 foot from the surface; and in No. 6 on the opposite side of the line, the chalk also shows itself near the surface. At the lane between the Counties of Herts and Buckingham a boring proving — Soil . . . - - 2 feet. ; Chalk 43 feet. Grey chalk ... - 5 feet. 50 feet. was made, 27th, 28th, 29th, S\ and 30th June, i Near the line of railway in Pitstone Parish there are a few gravel pits, in one of which, at 6 feet from the surface, a boring was made, which proved chalk at 6 inches, and thus continued for 10 feet. 15 £.1. Mr. THOMAS GOOCII. I have made borings on the proposed line, which arc as follows: Boring in lane, No. 53, Roade Parish — Soil and clay .... Stony yellow clay, with loose stones Blue clay - . - . - Yellow limestone . . - Soft yellow limestone, with a little water Hard yellow limestone Blue shale - . . . - Strong; blue limestone, very hard Stronger shale .... Very hard blue limestone Stony blue shale .... Feet. In 2 9 14 16 1 6 9 9 2 1 6 4 3 4 3 58 o 2 14 13 5 39 Boring in lane, No. 39, Roade Parish — Sand and loam .... 30 Account Clay ..... Yellow limestone - - - 14 of Blue limestone, very hard, mixed with thin beds of shale - - ^ u w ^1,^ Blue shale, similar to that in the above / hole . ....^'^^ Borings. A sniiill ([uantity of water oozed into the hole. Boring in road from Blisworth to Roade, No. 1, Courtenhali, on the plan- Feet. In. Sand and loose Stones ... Yellow Limestone - - - - Soft limestone - . - . Yellow limestone - . . - Strong brown clay ... Yellow limestone, with a three-inch > parting (a little water) - - > Blue shale . - . - - Very hard blue limestone, with a soft ) stratum of two inches - - S Very dark blue shale ... Brown sandy loan), with water at the ] bottom - . - Rather soft green coloured stone, ^ •! p containing hard strata - - 5 oS 3 13 6 2 4 4 14 I) G 9 2 9 4 16 Account of the Borings. Boring on road from Ashton to Roade, No. IC, Aslitou Parish, on plan- Feet. In. Gravel and soil - - . . 4 Yellow limestone - - - . 9 6 Blue shale 13 6 27 No water. Boring made iu quarry in No. 30, Ashlon Parish — N.B. The line passes over this quarry. Q C Soil and loose stones . . - ^ ' ^ I Yellow limestone - - - - Yellow limestone . . . Blue shale, getting very hard towards the bottom - . - - Feet. In, 3 11 6 6 10 6 31 Opinion upon the proposed line. And estimate. Data in forming oc- cupation bridges. 200 in the proposed line. Inclination of roads 1 in 13 to 1 in 25. Ex. Mr. JOHN RASTRICK, C.E. I have had some experience in the construction of Railroads; I was employed to obtain information for the Liverpool and Manchester. — I have been twice over the country of the proposed line to Birmingham, and as far as my observation have gone, I think it the best line for a railroad that can be got, that is, the best line within a limited distance. I was engaged about a fortnight upon it ; (I certainly did not make observations with a view to look for another line.) I have also examined Mr. Stephenson's Estimate, and I consider the works may be executed for less than he has stated. 1 went by the Plan and Section furnished me, and from the Book of Reference I found to whom the several fields belonged. Regarding the Occupation Bridges, when a field was severed belonging to one pro- prietor I put a bridge, where there are several fields lying together one or two bridges would suffice for all of them. Upon this principle I made one hundred and ninety-eight Occupation Bridges, but I have taken them at two hundred ; which number is independent of all other roads at present existing. I also made the necessary calculation of the number of bridges for the Turnpike roads. The line passes over the Holyhead Road, and we allow 20 feet head-way; in no instance do we pass under it by a bridge, but we pass three times under in a tunnel. In all public roads we pass, I calculate, an inclination of 1 in 15 to 1 in 20 and 1 in 25, according 17 to the nature of the roads. Regarding the slopes, generally Mem. regarding the speaking, I agree with Mr. Stephenson ; perhaps there are instances in Slopes. which it may be prudent to increase them. I made a calculation of them at 3 to 1, instead of what they are stated at by Mr. Stephenson, which made an addition of £ 1 7,303. ; but I should not be inclined to make them as much as 3 to 1, (I have not had experience in London clay). Where the cuttings are shallow 2 to 1, or less, is quite sufficient, and there are few cuttings of great importance along the line. Mr. Stephenson makes his deep cuttings 2 to 1, and his shallow cuttings ly to 1. One of the principal cuttings is at Primrose Hill, there is another, rather deep, where he crosses the London Road to Harrow, perhaps it may be necessary to increase these slopes to 2i to ], the expense of which would be under £5000. Risk of Slips. In works of this nature slips will occur, even in the best material. Although I made allowance for greater slopes, my estimate was conside- Estimate, rably under Mr. Stephenson's, independent of contingencies it amounts to £ 1,875,527. ; I have added the sum of £374,473. for contingencies, which brings it to £2,500,000. (Mr. Stephenson's estimate) ; this does not include the purchase of land, which amounts to £250,000. In the course of my experience, I have had pass through my hands, the estimates of all the Engineers of the day that have come before Parliament, and I think Mr. Stephenson's is 30 per cent, higher, than any I remember. In general. Parliamentary Es- when I have been engaged to support a Bill in Parliament, on looking over timates generally 1 • T 1 1 I 1 • 1 • 1 I r y 1 11 made too low. the estmiates 1 have been obliged to consider what part ot the work could be left out, to bring it within the amount stated. The soil about Coventry is principally rock, in some parts of the fields it is to be seen upon the surface, also by the roadside, and places may be observed where quarries have been dug ; there is a quarry a little deeper than this room (speaking of the Committee room) within 150 yards of the line, which is at Beachwood ; the quarry has been worked, and is good hard Good Stone found stone ; the stone for the Locks on the Warwick Canal was got frOm it. Supposing the cutting at Meriton Ridge is marl, with a strata of Meriton Hido-e. rock, the intermediate parts may be blocked up by the rock which is got out of the cutting. Marl is of such a nature that, when mixed with Marl and Sand will sand, it will slope at 1 to 1. 1 have made some experiments to ^^'^"^^^ ^ *° '• determine the friction of carriages upon the Liverpool and Manchester Railway, and the results were various. I reduced the friction to 6 lb. per . 1 11 1 • 1 Friction upon a ton upon some of the carnages, but the average was under 8 lbs., which Railway nearly 8 would average nearly 20 feet in a mile. 1 spent several days upon it; )^*- I'" '™'7^";'' ^ •' ' IS nearly :20 feet in in fact, at different times, I have been two or three months upon this a mile. " D 18 railway, trying different carriages which 1 had constructed for that purpose, Description of Old Sic. &c. The carriages originally used were constructed upon the old arnages . . fj^gjjJQj^g^^ plan, the axletrees of which were 3 inches in diameter, and the Friction on these bearings on the inside ; they ran generally upon cast iron ; I took, the "^ ^' friction of them at about 12^. The carriages that are now used have their Do. present Car- ,. , ., . ,, ,,,. riages. bearings on the outside, and are reduced to \~ and If diameter ; these are the carriages with which I tried the experiments. There was one carriage Friction as low the friction of which came to about 5 lbs. In the first instance the whole of thcni.' "^°" """^ weight was placed on the axle, the wheels being upon the outside. The friction has been in proportion to the reduction of the diameter of the axle. Ex. HENRY ROBINSON PALMER, ESQ. C.E. Engineer to the London Docks. I have had considerable expreience in surveying and estimating canals, railroads, and other public works, but I have not executed or had the management of a railway. 1 have examined the proposed Estimate of Propo- line t.o Birmingham, and I estimate the cost of the works, exclusive of sedLme contingencies, at £1,893,788.; this amount includes all the Bridges, &c. I have added £356,000. for Contingencies, to bring it to Mr. Stephenson's Estimate, which is £2,500,000.; this sum does not include the Land. I consider the prices I have allowed quite sufficient. 1 had in an exca- vation at the London Docks very similar Clay to that of Primrose Hill, and Instance of Clay there was a slope which stood at § horizontal to 1 perpendicular, and standmg at i to 1. (.gniained nearly two years without any artificial assistance. I consider Slopes of Line. that a slope of 2 to 1 will be sufficient for the cutting on the proposed line, provided the Soils are similar to the borings. 1 have known Chalk stand quite perpendicular, and even overhanging ; it would be The advantage of advantageous to make it perpendicular, as it would be less exposed to JendiculS!'''^''^"' the action of the weather. Upon the Holyhead Road, near Dunstable, there is some Chalk with a slope of 1 to 1 ; but 1 presume it has been cut for the purpose of obtaining material, and not because it would not Instance of Iron stand at a Steeper inclination. 1 observed near Leighton Buzzard Sandstone standing 3Q ^^ 35 fgg|. ^f j^q^ Sandstone standing perpendicular, and I should perpendicular. "' '. tu-ii o-i prefer this stratum perpendicular rather than sloping. I think that a Soil which will stand alone is capable of bearing all the shaking that the motion of the Carriages is likely to produce. 19 Ex. Mr. JOSEPH LOCKE, C.E. I have had experience in the formation of railroads for the last ten or twelve years, 1 was the Resident Engineer upon the Liverpool and Chat Moss 4 miles Manchester Railroad. (Chat Moss upon this railway is 4 miles long, and be- °"^' , . Estimate of tlietun- lore the latter was made, was a mere uncultivated common). My nelsomhe pro. line. estimate of the Tunnels, fronts, and shafts upon the proposed line to ,-,. , ' '■ '^ 18 mcries thickness Birmingham amounts to £249,979. I allowed 18 inches thickness brick- fortminelsufliclent. work, which I consider sufficient, M'hether the boring be hard or soft. Tumiels L. and M. The tunnel at Liverpool is in two bricks, except such part where \vbeve there are there are houses over it, and the material is bad ; there it is at 2^. Some ^°^^'^^ o^'^r '^^ 'H- part of the 18 inch work goes through wet Shale. It is 2250 yards long. It is 2250 yds. long. The distance in Shale is perhaps 300 or 400 yards, and about 150 to 200 f^ shale "^^^ ^^"^ yards in Clay ; the rest is chiefly in Sandstone Rock. There was some 150 or 200 in Clay. quick sand mixed with the clay, which we stopped up with timber and ^^'"^^ '" Sandstone. 11 1^1 1 oil 1 , Difficulties encoun- straw ; and when we leit the tunnel over Sunday the sand and water tered in same. would run through, and leave a cavity above the roadway, but the brick- work did not give way. A trifling settlement also took place, which surmounting them, affected one or two of the houses over it ; but although the surface of the tunnel (i. e. the earth work) fell in, in consequence of the weight of earth and houses upon it, yet the brick work stood firm. There is a centre Drainage of a drain made in it. (As a principle it would be better to prevent the water ^™"'''- getting into a tunnel by making it water tight.) On the same Larch and oali railway both larch and oak Sleepers are used, the price of which varies ^hepers. from 2*. to 3*.; oak is generally the most expensive. Mr. Stephenson's rn'die^rnrM! estimate for wooden sleepers is 5s. Larch sleepers are used upon the ^ Birmingham, &c. Warrington line, (Mr. Robert Stephenson was the Engineer of the War- Warrington line, rington line, both under the Act of Parliament, and for the execution of sleepers better than the same) and they are better than Stone Blocks (which I once tried) for RlocksforEmbank- embankments. 1 have gone through Mr. Stephenson's estimate, Mr" ""stephensons and I think many of his prices too high. Upon the Liverpool and Man- ''^''™'''*'^ '"" '^^g^- , 1 /^ • Ti ■ 1 • ^'^''' Bridges L. Chester the Occupation Bridges are in the proportion of rather more than -ind M. rather one in a mile; there are eight under embankments, which averao-e £238 "'"^^ *^^° ^ '"**'•' ° ' "-ihqv. A-.iju. mile, and averaging each: Mr. Stephenson allows £300. for such. 1 consider a rise of £238. each. about 18 to 20 feet in practice would be about equal to a mile of distance, wVfS.'foTtj'e although some carriages would warrant the supposition that 16 feet would ^^^^' 20 A rise of 18 to 20 be equal to a mile : my opinion is founded upon experiments I have made. of 'cUstTncc."'* ' ^ The length of the Cuttings and Embankments upon this Proposed Line, are of nearly the same proportions as those upon the Liverpool and Manchester, and I believe that from end to end of the latter there is not All the L. and M. a mile that runs on the surface of the ground ; it is all either in Embank- memor'cuuhi-!^' "^^"* °'' Cutting, which are nearly of equal length, the Cutting upon it Description of and amounts to about 3,000,000 cubic Yards. 1 believe the Slopes have S^pes L. amTM. Stood very well, there were some cases in which the water came out. Method employed which we remedied thus : a few stakes were driven in, and binders put upon to prevent the es- , , r i • , -n- ■ i . i cape of water from them, the expense 01 Avhich was very triflmg ; it was through clay and ^^™''- , sand mixed together. Where it is Clay without Sand it stands very Slopes upon do. . -, i -it- i • Slip of the Sankey ^^^^' ^* ^7 to 1. There was a Slip upon the Rsankey Viaduct, owing to Viaduct. the wetness of the clay ; the Slope was made 1^ to 1 in consequence of it, but it is ]| to 1 at the other parts, the colour of this Clay varies from The width of Em- j^j^g jq vellow. Since the Railway has been opened the Embankments have bankments been •' . increased. been increased to 25 feet width. 1 do not consider Mounds placed anrE^b^r^mtrtl^ against the Parapets of Bridges of any use ; they will cost perhaps Gd. per Description and ex- lineal Yard. The expence of having these Mounds on each side of the ecution of do. Embankment would be about £ 88. per mile ; they are more fancied security Breaks to Carriages than any thing else. The Carriages on the Liverpool and Man- L. and M. chester are supplied with a Break, which presses on the wheel ; it projects plication of the before the end of the carriage, thereby preventing the others coming =^°^'^' in contact with it ; if any thing prevents the first carriage going forward, the next consequently comes against it, and the impetus of the concussion acts upon the break, the third acts in a similar manner upon the second, and so on, which decreases their momentum without producing any sudden Steepest Plane on shock, On the Plane of 1 in 96 of the same Railway, (which is the theL.&M. Iin96. , ,. ^ , , ,, o ■ t Method of working steepest on the line) we have what we call a Stationary Locomotive to "*• , „. push the Train up, and delays may sometimes occur upon it. ^The Steepest on theBir- '^ . J J i mingham 1 in 330. Steepest Inclination on the Birmingham is 1 in 330. On the Liverpool L. and M. crossed ^^^^ Manchester some Parish Roads are crossed upon a Level; we have roads at a level. _ * ' Precaution taken Gates on eacli side of the road, and an Attendant, sometimes there are wit same. ^^^ Attendants. I have not heard of any accident arising from them since the opening of the railroad. 21 Ex. Mr. JAMES COPELAND, Contractor. I executed 12 miles of the Liverpool and Manchester, and I have recently completed a contract upon the Leicester and Swanington Rail- road, where there is a tunnel which passed through 500 yards of loose and P''"'* °f '* '* '" ^^'■y . 1 • , 1 1 • 1 1 running Sand. dry running Sand ; to overcome which we were obliged to make a wooden Method used to tunnel, before we could turn the brick work, which increased the expense ; o'^'"come same. the remainder of it was in Clay. 1 am willing to enter into a contract for tlie Tunnels on the Birmingham line for the same price that was paid Est. for Tuns, ou ° ' the Binning, hne. me for the former, or £31. 10*. per Yard for tunnels where there are ventilators, and £26. without ventilators. 1 have made allowance for VpnjJ^toVr^ ' any difficulties that might arise. If the tunnels should be in hard dry clay £26. without the expense will be less. The tunnel at Leicester is smaller than the j^ -^^^^ j' ^j above are intended to be, but men can work to greater advantage in a they would be less. larofe tunnel. Ex. Mr. FRANCIS WEDGE, Land Surveyor. I have surveyed the proposed line from Woolverton to Birmingham, which is GO miles, and allowing for two lines, I make 710:| acres; this Land required from Land I estimate at £88,436 ; the Houses upon it I estimate at £11,440. 3,.,°°;*" "'' ■> more (I have not allowed any thing for goodwill) ; this includes the station Valued at £88,436. ^ JOS / ' 1 X- r -A"*! *'"' houses at at Nova Scotia Gardens, which covers A^ acres (the separate valuation ot £11,440. this is £725.). The average number of Years' purchase I have taken is thirty-five ; the usual number obtained for property in that district is At 35 years' pur. about twenty-seven or twenty-eight. The proportion of building land is about 5 acres, which is in the vicinity of Birmingham, which I have calculated at twenty-five years' purchase, (i. e. I have considered the value of the land necessary to rent, and have allowed twenty-five years purchase p^^^j^^^j^j.^ ^j. ,,,^ in that value, at so much per running yard). The sum above stated does above. not include timber, or compensation for injury that may be done, but this is kept separate. 22 Ex. Mr. WILLIAM WELLS GARDENER, Land Surveyor at Biggleswade. Land from Tring I valued the Land from (where Mr. Wedge left off) Tring to Wool- to Wool. 228 acres. ^^^^^^^ g^ distance of 22 miles. 228 acres are required for the two lines. Valued at £16,165. and I valued the same at £16,165., which averages upwards of £7. per Ave. £7. per Acre. acre. I have put it at £10. percent, beyond the fair occupation value, which I have calculated at thirty years' purchase, adding three years' purchase for Contingencies, making thirty-three years' Purchase. (The quantities were given me by the Engineer.) It is all agricultural land, and there is but one cottage on it. Ex. Mr. LAYTON COOK, Chairman of Committee of the Agricultural Society of Roads. Land from Kiiburn I havc valued the Land on the Proposed line, from Kilburn to Tring, at to Tring 345 acres. £62,794., which comprises 345 acres. About thirty buildings are included Valued at £62,794. .,.,..,. „ „ /. i • i i , • • i • i P t'cuiarsof same. "^ ^'^^^ Valuation, four or five of which have business carried on in them. I have included the goodwill of these houses. Ex. Mr. p. HARDWICK. Kiibur ^ ^^^^ valued the Land and Buildings on the proposed line from to London 43 acres. Kilbum to London, which comprises 43 acres, at 65,841, the Land £30,606. Land ^•'^il^Jg^^g the Buildings (including goodwill) £35,235., which is I consider a full and Buildings 35,235. liberal price. 1 have put it at a greater rate of Purchase, than ever it was £65^84L taken at before, as it is generally found to exceed an estimate. Good- Particulars of same, will in London, when brought before a jury, is rarely found correct, as it is a very difficult subject to estimate. 23 Ex. Mr. henry BOOTH. I am Treasurer of the Liverpool and Manchester Railway, the Act of Description of L. which was obtauied in 1826, and it opened in 1830. From the middle Opened in 1830. of September, 1 830, to the middle of last month, which includes twenty- one months, 069,211 Passengers have been booked at our oflBce, and we No. of passengers, take up about one-sixth of that number more on the road, making 780,000; so that the average per month is 37,000, or about 1200 per day. The Average 1200 per first class of Carriages generally takes less than U hours, and the second Tmie of transit. 2 hours for the journey, which is 30 miles. The fare by the first class 5^., The mail. the second class 3*. 6d. We take the mail three times a week each way, and our charge is Id. per mile, which is two-thirds of the price it used Accidents. to be ; the fare by this coach is extra. Only one fatal accident has occurred during that period; a man in the second class insisted on jumping out, he !''»''<'«• did so, was lamed, and died. There has not been a single instance of the rail- Railway not im- way being stopped by winter, even in very severe weather. There are twenty-two regular daily Coaches, and six extra during the summer months; ^'''- °^ Coaches. the greatest number they could hold is seven hundred, they average four hundred and fifty, which is somewhat more than one-third the number conveyed by the railway. The average fare by Coaches is 10,y. inside, and 6s. out, they occupy from 4 hours to 44 hours. I attribute the increase of Passengers to the cheapness, expedition, and ease of conveyance by the railway. The first 6 months last year we carried 42,000 tons Goods conveyed by of goods, the next half-year 65,000, and for 5~ months, up to the 14th of ' '' this month, 05,000, which gives a very great increase. Cotton is the -^'"o""* °<' ^^■ principal article conveyed. Coffee, Rum, Corn and Flour, are also conveyed in very considerable quantities, and almost every description of merchan- dise ; the conveyance of goods is on the increase : we let them follow the train of coaches, that they may not be in the way ; they are 2 hours on the road. The charge by Canal was 15*. per ton, it is now 10*., Chargeforgoodsby ° •' » Canal and Hallway. which IS the price by the Railway ; Sugar, which was 10*., is now 9s. These remarks apply to the generality of Canals ; the reduction in other goods is not so great. The Passage of goods by Canal occupies but Time of transit . . by Canal. 12 hours now, considerable improvements having been made upon it since the railway was opened; but their passage is occasionally interrupted, owing to the Tides, which they are obliged to suit their departure to. 24 Value of land in- The value of Land along the line has increased since the Railway ^ay. opened. "We take large quantities of Bacon, Corn, Eggs, Flour, and Conveyance of Pro- fresh Butter (from Ireland), from Liverpool to the Manchester market ; the visions y ra way. ^^^^ provisions were formerly transmitted by Canal, but I do not think Do. Soldiers. there were many eggs before the railway was opened. We took a Regi- ment of eight hundred Soldiers, and a large quantity of baggage, which were necessary to be shipped to Ireland ; from the time they mounted the Carriages until they embarked in the ships at Liverpool little more than 3 Do. Milk. hours elapsed, of which 2 hours was occupied on the journey. A man has commenced a dairy farm by way of trial, and we convey his milk Men employed. 15 miles. Seven or eight hundred Persons are constantly employed on this Railway, and they had no previous experience on the subject. Receipts and Dis- The gross Receipts for the 12 months, ending the 21st of December, was £15.5,502., the Disbursements £84,504., leaving a Profit of £70,097. ; the Pays 9 per cent, last half-yearly dividend is 4j per cent, a share, which gives 9 per cent, per ann : the £ 100. shares are now selling for £ 200., although the novelty of the Receipts and Ex- undertaking increases the expenses of the Company. Both our wa^^experted"^ ^^ Receipts and Expenses have very much exceeded the anticipations formed when we obtained the Bill, not that the Profit has been greater, but it has been on a larger scale. We had much to learn at that time, Amount of Poors' and from the results we have obtained experience. The amount of Rates paid by rail- poors' Rates distributed by the Company to the different Parishes through Parliamentary esti- "which the line passcs is about £4000. annually. The Estimate mate £500,000. upon which the Bill was obtained amounted to £500,000., and upon such Andcost£800,ooo. portions which this Estimate covered they expended £800,000.; this And Warehouses, amount does not include the Warehouses, and Stations for the Engines and Stations & Engines carrvinff part, which amounted to £200,000. more. No doubt we incurred £200,000. more. Jot'' » ,-, i,- Expenses by Experiments, on account of the novelty of the undertakmg. Difficulty of Chat Locomotive engines, &c. We had great engineering difficulties on the line. Moss, &c. particularly Chat Moss, but it was a matter of money more than any thing else. We have got an Act to make a more complete entrance into the Estimate of the im- town of Liverpool; the Estimate amounts to £130,000., the money for mtrLiyerooo?"'^^ which may be borrowed, or more shares can be made. We are not £130,000. authorised to levy more Tolls, all we expect is an extension of business. There was a Bridge over the Irwell that was not included in the first estimate; therefore, added to the expenditure, it cost more than was expected, namely, £20,000. : it was made in consequence of the alteration No Duty at present in the Terminus. We at present pay no Duty; coaches, of course, pay upon Railways. duty in various ways. 25 (The Witness delivered in the last Report on the Liverpool and Manchester Railway, which was as follows :) LIVERPOOL AND MANCHESTER RAIL\\ AY. Sixth Axnual Meetixg. REPORT. Liverpool, 28tli MarcL, 183-2. Pursuant to the Provisions of the Act, the Directors have prepared a detailed Half-y earl j' Report Statement ot" the Accounts of the Coocern for the Half Year ending 31st December 1832— L. and M. last, the general Results of which are as follows : — Tons. The Tonnage of Merchandise conveyed between Liverpool and ) .,, -^ Manchester, from 1st Julv to the 31sl December 1831, amounts to ) '' ' Road Traffic - ' - - - - - - 2,3-17 Between Ijiverpool and the Bolton Junction Coal from Huyton, Elton Head, and Haydock CoUieiies, brought ; by the Company's Engines . . . . i Coul from HuHon, brought by the Bolton Engines 54,571 10,917 7,198 1,198 8,396 Tonnage. Coal. Number of Passengers booked at the Company's Office 250,321 Passengers. Number of Trips of 30 Miles. With Passengers .... 2,9il Merchandize - - - . 2,298 Coal (300), or, equalling 30 Miles - 150 Total - . 5,392 Number of Trips 26 RECEIPTS. Coal Department Receipts. General Mercliandize Coal Department £30,764 17 8 695 14 4 £. 5. d. 58,348 10 31,460 12 £89,809 2 EXPENCES. Expense?. Office Establishment Coal Disbursements Petty ditto Cart ditto . . - Maintenance of Way Charge of Direction Coach Office Establishment Locomotive Power Advertising - . - Interest - - - - Rent . - . - Compensation (Coaching Department) Engineering Department Carrying Disbursements Taxes and Rates - . - Stationary Engine Disbursements Coach Disbursements Waggon ditto ... Compensation (Carrying Department) Police Establishment Law Disbursements Bad Debts ^. s. d. 902 3 10 60 15 5 no 5 60 17 8 6,599 12 6 297 19 589 12,203 59 2,737 900 156 625 10,450 12 3 2,763 5 1 269 4 7 6,709 7 11 979 19 8 786 8 2 1,490 14 I 98 9 10 175 13 6 Net Profit from 1st July to 3st December 1831 ■ 49,025 18 5 £40,783 3 7 27 !>4i >0 s St « S ^3 ^ ^ ; -S tn -^ 5^ "5 <, «•) - at O (?) — Scale Disbursenu'uts 28 No. of Men 633. Do. Agents and Clerks 73. Business Increasing. Coals. In conformity with (he resolution of the last general meeting, the Directors have caused a series of returns to be made of the number of persons employed on salaries and on days wages, constituting so material a part of the current expenditure. From the re- turns of six fortnights it appears the average number of men in the Company's employ receiving days wages is 633, and of agents and clerks on salaries, 73, The Directors have also prepared a statement in explanation of the system of management pursued in the general business of the concern, and which they propose to read to the present meeting. It has been their anxious endeavour to introduce a safe and judicious economy into every branch of the expenditure. The Directors are happy in being able to state, that the business of ihe Company is gradually increasing. In the half year ending 31st December last the average quantity of merchandize conveyed per railway for a computed period of six weeks, was 15,112 tons ; in the six weeks just past, ending 23d of March, the quantity conveyed was 16,632 tons. The receipts in the coaching department in the twelve weeks ending on Friday last, Ihe 23d March, was 15,496/. ll*. 3d. In the corresponding twelve weeks last year, 13,965/. 6s. lid. Since the general meeting on the 5th January, a trade in coal by the railway to Manchester has been commenced, which promises to become of considerable importance to the concern. Since the 23d January last, 3,615 tons of coal have been brought per railway to Manchester from the Haydock and Hulton collieries. The Directors will embrace this opportunity of submitting a few observations on a change in the arrangement of the coaching department, which is about to be adopted. In order to avoid the various objections and anoyances attendant on the employment of Co.'s Omnibusses. omnibusses on the plan hitherto pursued, by which a heavy expence has been entailed on the Company, with very inadequate advantages to the public, the Directors have To be discontinued, considered it expeilient to discontinue providing omnibusses on the Company's account; and to obviate the inconvenience which might otherwise arise, the Directors have made arrangements for the establishment of independent omnibusses to run from the railway station to different parts of the town, by which persons wishing to avail themselves of the accommodation will have the opportunity of doing so at a reasonable rate. Passen- gers and parcels will continue at the Company's coach ofBce as usual, while the confu- sion and inconvenience of a number of crowded omnibusses arriving at or starting from the Dale Street booking office will be avoided. The Directors, having observed that during last summer great inconvenience resulted from the large and crowded trains consequent on a too limited number of departures, have determined that in the ensuing season the departures, both from Liverpool and Manchester, shall be more frequent, by which the trains will be kept of moderate size, the journey be more punctually performed, and the regularity and good order of the undertaking be more effectually preserved. The Bill for the construction of the new tunnel the Directors are happy to state has passed the Commons House of Parliament, and they have reason to believe the Act will be obtained without opposition. By means of this tunnel the proprietors are aware it is proposed that passengers shall be conveyed to the very centre of the town. By the additional number of locomotive engines and carriages that will be required for the increased number of departures, and especially by the outlay of capital for the ... . construction of the new tunnel, and the unavoidable cost of warming, lighting, and th ^*^'^'^*^^ working the same, the Company will incur an increased annual expenditure, which e xpenses. ^.|j ^^ ^^^^ inadequately compensated by the saving of the charge for omnibusses. „ . The Directors however rely confidently for remuneration on that increase of business Kemuneration which additional facilities and improvd arrangements never fail to create. anticipated, '^ ° The Trains to start oftener. The new Act (Tunnel) 29 Considering it important that proprietors should icnow before-hand at what Periods of the year the dividends will take place, the Directors beg leave to recommend that the Company's accounts he made up twice a year, namely, to the 30th June and 31st December; that in future a half-yearly meeting be held between the 21st and 3lst of Time of Dividends July and of January in each year, for the purpose of declaring a dividend for the previous half-year, to be payable in cash between the First and Tenth of the following month, namely, of August and February in each year. It may not be improper at this time to slate shortly the result of the working of the concern from the commencement to the 31st December last, as detailed in the several statements of accounts which have in their due order been laid before the proprietors. d. The profits of the Company from the opening of the Hallway on > the 16th September to the 3Ist December 1830 were - ^ Ditto - for the half year ending 30th June 1831 Ditto - for the half year ending 31st December 1831 £. 14,432 30,314 40,783 19 Profits of the Coiiipaiiy from the commencement. £85,530 12 10 £. s. d. 12,750 31,556 5 Do. Dividend^ 35,859 7 6 12 6 r of £5,366 4 Balance. The Dividends have been as follows: — S bares of .f 100. In respect of Profits to 31st Dec. 1830, 6,375 @ 21. Ditto - ditto 30thJune 1831, 6,375 @1/. lOs. £^5. Sliaies. Ditto - ditto 6,375@9«.= 1,593 @.l/. 16.S. Ditto - ditto 31st Dec. 1831, 7,968i @ 4/. 10s Leaving a Balance in the hand of the Treasurer of to meet those contingencies to which the working of every extensive and new under- taking nmy be considered more or less liable. The expenditure on capital account, that is, in the formation and completion of the railway and works, the proprietors are aware lias been kept altogether distinct from the disbursements appertaining to the traffic or working of the way ; these two branches of expenditure being separate and independent of each other. The outlay of capital, as shown by the accounts, is now drawing to a close. In the expenditure of the large sums which during the last six years have been entrusted to their management the Directors have endeavoured to keep constantly in view the substantial and permanent interest of the concern. (Signed) Charles Lawrence, Chairniau. MEMORANDUM explanatory of the General Balance Sheet. Capital Account. The Treasurer D' as follows : £. s. d. To total Amount of Calls and Loans . . - . 1,024,375 Less by Amount paid back the Exchefpier Loan Commissioners - 5,800 Add Premium on Exchequer Bills, &c. Amount of sundry Travelling relinquished Amount of over Payments on account of Calls £1,667 19 8 60 7 3 282 19 1,018,575 2,011 5 11 Capital Account. Carried forward 1,020,586 5 II 30 Brought forward 1,020,586 5 11 The Treasurer C. By Amount expended in Completion of the Ways and Works - 992,054 3 6 Account of Funds remaining on Capital Account - - 28,532 2 5 Namely, Arrears of Calls - - £22,453 18 7 In the Bank - - - 6,078 3 10 Annual or Working Account. The Treasurer D' as follows: To Profit on Six Months ending 31st December 1831 Working -j-.^ Balance remaining above the Amount of the Second Dividend To Amount not yet paid of Second Dividend Account. ^jj Amount iu hand on Capital Account, as above Provided for thus : In Bank .... £51,130 U 3 In Treasurer's Hand - - 85 6 9 51,216 1 Less Balance D' of Ledger Accounts; viz. Debits - £16,278 5 Credits - 14,029 6 8 2,248 18 4 28,532 40,783 3 7 441 4 3 1,6G4 11 42,888 18 10 6,078 3 10 £48,967 2 8 48,967 31 ABSTRACT OF THE RETURNS. From tbe different Departments, of the total Number of Agents, Clerks, Overlookers, and Workmen receiving Salaries or Day Wages in the Service of the Company, for the Week ending 16th March 1832. No. of Agents, Clerks, an j Overlookei Carrying Disbursement. Manchester End, p' Mr. Green Do. - Mr. Di.xon Liverpool End, p' Mr. Comber Do. - Mr. Allcard Stationary Engine Disbursement. Liverpool End, p' Mr. Allcard Coach Disbursement. Manchester End, p' Mr. Dixon Do. - Mr. Green Newton Bridge, p' Mr. Dunn Liverpool End, p' Mr. Ellwood Do. - I\Ir. Williams - Do. - Mr. Allcard Maintenance of Way. Liverpool End, p' Mr. Allcard Manchester End, p" Mr. Dixon Locomotive Power. Liverpool End, p' Mr. Allcard Manchester End, p' Mr. Dixon Waggon Disbursement. Liverpool End, p' Mr. Allcard Manchester End, p' .Mr. Dixon \ Coal Disbursement. Liverpool End, p-^ Mr. Allcard Engineering Department. Manchester End, p'' Mr. Di.xon Liverpool End, p' Mr. Allcard Do. - Mr. Stephenson Police Establishment. Liverpool End, p' Capt. Brooke - General OiSce Establishment Engine Men, Guards, Labourers, 22 14 73 129 6 70 12 4 14 2 2 21 20 83 74 48 1 £. s. d. 151 6 7 5 10 8 91 19 10 9 13 8 4 18 24 5 7 6 3 1 30 7 7 25 13 11 £. *. d. 156 17 3 101 13 6 29 3 2 16 62 4 7 87 70 4 106 10 9 70 13 8 12 8 3 12 7 13 10 t> 15 5 9 12 4 258 10 12 4 94 4 2 157 1 7 177 4 10 1 3 15 6 23 1 7 54 25 821 15 5 Salaries for Agents, CUn-ks, Overlookers, and Workmen. 32 E.V. Mr. HARDMAN EARLE, Merchant of Liverpool for the last Twenty Years. Director L. and M. J have been a Director of the Liverpool and Manchester Railway for Dealers in Cotton the last three years. The Dealers and Consumers of Cotton are in the habit of coming to Lancaster to make their Purchases ; they went to visit Liverpool. Steatland Estate. Fares by Coach. Liverpool before the Railway was made generally once a week. The Fare Tune occupied by ^yas 10*. and 1*. for the Coachman. It was possible for a man rising: at ditto. . . ' ® four in the morning to go and return in the same day, but he could not get home until half>past nine or ten o'clock at night. There is a large Mansion in the neighbourhood of Liverpool, called Steatland, within 500 or 600 paces of the Railway ; it belongs to my mother ; (the House and Effect of the Rail- Grounds cost £12,000.) they have not experienced any inconvenience sidino-near. arising from the Railway, or through the people infesting the grounds to look at the Trains. It is an object of interest to persons residing near, as they can hear the Carriages arrive, although there is no smoke. My mother petitioned against the Bill, and I appeared as evidence, but my Collateral Travelg. opinion is entirely changed from what I have seen. Collateral Travel- ling has increased in consequence of the Railway. Passengers come from Southgate from the North to Liverpool to go to Manchester. Carriages conveyed Gentlemen's Carriages are taken by the Railway on a Truck. 1 have Time of Transit, passed from end to end of the Railway in the space of One Hour and Ten or Twelve Minutes. As an instance of a Railway improving Land I Chat Moss. may mention Chat Moss, where the Value of the Land was increased. The other day they were taking manure from Manchester to Chat Moss, they were however unable to get people to it ; but where there is any Railways increase thing like a Station it is much improved in value. We see advertisements llaT^^^ °^ *^ recommending a site on account of the Liverpool and Manchester Railway passing near to or through it. 1 am not aware of any instance in which Land has been depreciated by the Railway, or of people quitting their houses in consequence of it. I should be glad to purchase land near the Manure carried by Railway for building. There have been a few instances of Manure ^ ^^^' being carried by the Railway. 1 consider the London and Birmingham Railway will be of public utility. 33 Ex. Mr. JOSEPH PEASE, of Darlington. I am a Director of the Stockton and Darlington Railway, which has Desn.of the Stock- been in operation the last seven years ; having been formed in 1822. Only °^^^ anngton. a single line was originally intended, but a double line was laid down ; it Made principally was constructed principally for Coals ; there is no Canal passing parallel ^°'^ CosXs. to it. I am likewise a considerable owner of Canal property. (Carts and waggons with narrow wheels are injurious to a road.) A con- siderable portion of the traffic is carried on by Horses ; most of the Passenger Carriages are conveyed by them, as there are not a suffi- Passeng-er's Train cient number of Locomotives. The greatest Height of Embank- ^^^ked by Horses. ment is 52 feet. We paid great Sums to Landowners for Gravel, Embankment^ Timber and Stone, taken out of their Estates, for making Bricks and a Advantage of Rail- variety of other purposes. 1 am not aware of any Landowner of the ""y to Land Prop. present day who considers his Land injured by the Passage of the Railway through it. As regards the Turnpike Roads, I consider all of them Turnpike Roads in a much better state of Repair, and the Funds much better, than they i^^iiway. were prior to the construction of the Railway, owing to the diminution of that kind of traffic which injures them. I was acting Commissioner of a Trust in which there was a Road from Stockton to Barnard Castle ; there were tM'o roads running nearly parallel with the Railway, and another intersected them. The Trustees petitioned against the measure, on the ground that the Money lent on Mortgage would be hazarded by making the Railway, but their fears were not realized. We are assessed on Heavy Parochial the amount of our nett Income for Parochial and other Rates : more than p^^'f^^^^'^' ^ * ^ Half the Rates of some Parishes are borne by the Company. ^ We had one Complaint as to Injury done to Game, but we remedied it. We Complaints against have also had Complaints made of Coals having been pilfered along the ^ '^' "^^" Line. 1 have a small Estate which is intersected by the Railway, and I have been benefited by it in respect to Drainage ; (I observe that where Farms increased in there are Cuttings, Landowners make use of them as Drains). I let that J^^'^ y theKai- Farm subject to its being given up when the Railway was made, and 1 have since received one-fifth additional Rent. In reference to Farms, (not to small Parcels of Land) I do not know of any instance of the Rent being reduced in consequence of the Railway passing through them. The Company never objected to pay 50 per cent, more for the Land, in consideration of the increased Value Jirising from the Railway. The F 34 The Railway occu- Land occupiecl by the Railway, taken at a guess, is near 300 or 400 Acres. ^pres. ° 1 ^^ ""^^ know of any instance in which more Allowance was made Allow, to Tenants, to the Tenants than the value of a way going Crop. Before the No. of Passengers, Railway was established there was but one public Conveyance, three times Coaches, and 1 are. ^ week, in which there was from three to five Passengers. Three Ditto and Fares by ^ ■ , xi-n-i i-i • (.^„ ,„^ the Railway. Carriages traverse the Railway daily, conveying an average of 80 to 100 Passengers, and the traffic of late has very much increased. The Outside SnileslmS '' Fares, according to the old charges, for the 12 Miles from Stockton and to Darlington, was 3*. ; it is now 1*., and in the ratio 1*. 6d. and 4.^. 6r/. 42withthcBranchs Inside. The Railway with its Branches is 42 Miles long. Ex. Mr. THOMAS LEE, Ardiilect and Surveyor, of Clntty Mill, near Manchester. I superintend the Estates of several Gentleman in that neighbourhood. Instances of Pro- I am aware of Property being improved in an agricultural point of proW by the L. view, in conscqueuce of the Liverpool and Manchester Railway passing and M. Railway, through it ; it is the case with the Estates of Mr. Taflford and Colonel Lee -. Farmers are like- their Land has been let at higher Rents in consequence of it ; the Farmers wise benefited by It. \^^yQ likewise been benefited by it. I took about three acres myself for building purposes at double the original rent, which made it 50^. per acre. Fai-mers send their Farmers send their Produce to Liverpool and Manchester; Milk Produeeby Railwy. gQgg regularly, and I think they have got an advance of one farthing per Market Gardens. ^"3^"^^ upon it. Some part of the Land has been taken by Market Gardeners. Previous to the Railway being made Colonel Lee's Coal was sent from Newton to Liverpool by Canal ; he had a Railway about Prices by Canal three-quarters of a mile long to it; and could get it taken from his Colliery LWe S'^"'' *° ^^^ ^^^"'^ ^*' P^'^ '^°" ^^ P^y ^^' ^^^ Timber, we used to pay 8*. Ad.). Fresh Coal Fields There havc been more Coal Fields opened in consequence of the Railway, opened through it. and considerable quantities have been taken both ways, which has Improves, made by decreased the price of same. On the same Gentleman's Property a the Railway. ^,gj,y j^^gg Hotel has been built in consequence of the Railway ; he could Poor Rates paid have sold it for £ 15,000. The Poor Rates at Newton amount to 6d. by the Railway at j^ ^j^g pound, producing £95., and the Railway pays £20. 7.?. out of every Consequent advan- Rate, of which there are eight in the year. I therefore conceive that the tages to Landowner. Railway will produce great Advantages to the Land Proprietors.' Chat Moss. There was no comraunication formerly with such parts of Chat Moss which 35 are now improving ; (on which there were some very excellent Crops of Wheat last year ;) but a great part of it was capable of Cultivation before the Railway was made. The principal Improvement arises from the Advantages of the Railway giving Frontage with a facility for building, and the Merchants of Jf^S Mand'tTsl Liverpool build Villas, where they can get good land, to which they can retire in three-quarters of an hour, and have the benefit of the air. INIanufactories are likewise being built : I have built one Foundry myself, and another is in operation. Ex. Mu. JOHN HART, Coach Proprietor of Birm'uigluim for the last Seventeen Years. Fourteen Coaches and two Mails leave Birmingham daily, and the Xumher of Coaches same number leave London for Birmingham. The average number of """^ '^i^^^s. Passengers by Coach is Three Inside, and Six Out, and by the Mails gerriy same. ' Three Inside, and Two Out. They perform the Journey from 11 j Hours yhho Time of to 13. The average Fare is £2. 6*. Inside, and £ 1. Gs. Outside, including Journey. Coach and Guardmen, and the Parcels average £2. per Day each Coach. Ditto Fares. Ex. Mk. FRED. CLEMENTS, Surverjor, of Burnet. Forty-nine Coaches pass through Barnet up and down daily ; 13 of stat. of Coaches them rest one day in the week, two on Monday, the rest on Sunday; 39 on'^eBirm. Road, of these are four-horse Coaches. 17 turn off the road at Barnet, three stop at Barnet, one stops at Daventry, IC turn oft' at Hocklift'e, two stop at St. Alban's, and the remaining 10 go to Birmingham. On an average, 20 to 25 Pair of posting Horses leave Barnet daily, 150 to 170 Pair in the busy time, and 10 in the slack, it sometimes amounts to but three or four. Ditto Posting. Ex. IVIATTHEW HOLMAN, Ostler at the White Horse Hocklife. Seven Vans pass down and eight up between London and Birmingham ; Traffic of the Line, they go on to Manchester. A Van weighs 3^- Tons. The Posting at ^^^^ — ^ ^'^^ Tj 1 1-^ -.^ T. • T. ^ ,*■ ^ , weighs 31 Tons. nocklitte averages 20 Pair a Day ; of course they come from and go to pojtino- various quarters. 34 Waggons pass in the course of the Week up and down. Waggons. 36 Ex. Mr. JOHN NORTON, of Daintn/. I was employed upon the Grand Junction Canal at Brunston for 14 Days, from six in the morning until six at night; the Number of Fly Traffic by Canals, go^^g ^ij^f. passed during that time was 209, (the average Weight of a Fly Burden of a l-l)' ^ ° ^ do j Boat 10 or 11 Tons. Boat is 10 or 11 Tons) and 80 Slow Boats, (some are of 28 and some Slow Boat's 28 or 30 Tons Burden) also 138 Coal Boats. The Branston Pound is a part of the Grand Junction Canal where several other Canals meet, viz. the Oxford, the Warwick and Knapton, the Warwick and Birmingham, and the Paisley and Coventry. I merely took those that came from Oxford, and entered the Junction right up the Line from Coventry, Wolverhampton, and so on ; I took all those that went towards London, whether they came from Coventry, the Oxford, or elsewhere. 1 was also stationed at Daintry in July last for 12 Days, from six o'clock in the morning until six Traffic on the Ed. at night. 12 Carriages and Postchaises passed during that time with four Cattle, &c. Horses, and 141 ditto with two Horses, 84 Gigs, 112 Drove of Cattle, 247 Drove of Sheep, 72 Drove of Pigs, all of which were going to London. Ex. Mr. THOMAS NORTON. I was stationed at Daintry last July 14 Nights, to observe the Vehicles Trafficon the Road that passed, from six at night until six the next morning. Six Gentle- during the Night. ,^-,gjj'g Carriages and Postchaises with four Horses, 61 ditto with two Horses, nine Gigs, 17 Stage Waggons with five or six Horses each, and under 187 Head of Sheep passed during that time. Ex. Mr. JOHN SHACKELL, Carrier, of Birmingham. „ „- , Eight Waggons leave Birmingham for London and return every Week, 8 waggons be- o 00 & tweenB. andL. occupying 50 or 60 Hours for the Journey; and carry on an average 3 Weight of Loads, j^^^ yp ^nd 2^ Tons down, the Charge is 3*. per Cwt. down and 5^-. Time occupied. ^^^_^ . ^^^^ ^^^ ^^ _^_ ^^^ j^^j^^ ^^^^ valuable articles. The average Quantity Charges y same. ^^^^ ^^^^ ^.^^^ amounts to 2288 Tous, the Charge for which is £ 936. The SrSry great, intermediate Traffic carried on by these Waggons is very considerable. 37 amounting to two-thirds the Traffic of the Road, and Goods taken from these intermediate places pay considerably more ; 1 calculate them at £ C240., which makes a Total of £9360. There are three Waggons from Total Amount and _,.., , nr^ r~i ii^/-i 1 Chartre of Goods Northampton to Birmmgham; they carry 30 Cwt. up, and 10 Cwt. down, g^nt by Waggons, or about 3012 Tons annually; the aggregate Charge is 2*. per Cwt., which Traffic between gives £624. Besides the Goods mentioned considerable Quantity of Grain " ""^^P- is sent from Northampton to Birmingham annually by Land Carriage. There are two Waggons from Rugby to Daintry, which go eight Amount of inter- r^, ITT r rr< T i mediate Traffic. tniies a Week. There are two Waggons from lowcester to London, and they go twice a Week. There are two Waggons up and down from Northampton to London direct. The Waggons from London to Daintry carry about 5000 up at 3s., and 3000 down at 2*., which amounts to £1092., and the London and Northampton Waggons carry the same. The reason of the Difference in the Charges between carrying Goods up Reason of Carr. up and bringing Goods down is this : Goods brought from London, being q^J_ ^jq^,, principally raw Materials, will not bear so great a Price as manufactured Goods. There are three Waggons or Carts from Coventry to Bir- Traffic between Co- mingham weekly, and the Goods conveyed by them amounts to £370. 10*. sentry and Bimi. The Total conveyed by all the Waggons, exclusive of Road Goods, Total of Goods amounts to 4060 Tons, the Charge for which is £19,870. 10*.; (this ^01131:19 870.10^% amount does not include the Conveyance of Goods by Waggon when the Canal is interrupted). There has been rather a decrease lately, owing to the badness of trade ; in 1825 or 1 826 there was an increase. Ex. Mr. WILLIAM PARTRIDGE, Canal Carrier of Thirty-four Years Evperiencc. I have been engaged 20 years in trading between Birmingham and London, (and from Birmingham, Worcester, Shrewsbury, and Bristol). There are three Routes by Canal to London, one by Worcester and Bir- 3 Routes bv Canal, mingham, one by Stratford and Worcester, and another round by Coventry. The Fly Boats go the shortest route, and are three days and nights on the % Boats ;3 Days journey; the Slow Boats are six or seven days, and they seldom travel at '/ ^^"^ *' ' •' J ' J Slow Boats 6 Davs. night. The shortest route to London is taking the whole line of the ^shortest Route by AVorcester and Birmingham Canal, which goes into the Warwick and Knap- Canal, ton, and only seven miles on the Oxford ; the Heavy Boats generally go by The lono-cst. the Fazeley, which is the longest route, as the Birmingham Canal Company allow them to pass on to Fazeley, to a certain place where the Oxford 38 Number of Fiv Canal charges the same for going 40 miles as the others do for going seven, Boats, & Tonnage, ^hich makes it cheap. The number of Fly Boats which start from o. o ow oa s. gifj^jijiorijani every week is 25, and the average tonnage of each boat is about Description of Fly ° •' . ^ , ^ Boat Cargoes up. 15 tons up and 8 tons down ; they sometmies carry trom 18 to 19 tons. Freight on heavy The number of Slow Boats that start from Birmingham weekly is about 30, Ton! " *' ^" ^^^ ^'^^ average number of tons conveyed by them is 23 up and 5 down. The Cargoes conveyed to London, consist of all the Manufactured Goods of the neighbourhood, as Nails, Vices, Anvils, Chains, Agricultural Implements. These are charged 40*. a Ton, which is a lower Rate of Tonnage and Freight than the other part of the Cargo, which consists of Locks, Coach &c. &c. Pins, Screws, Sadlery, Ironmonger's and Drysaltery Goods, Copper Furniture and Nails, Wire, and Wire manufactured Goods, Iron and Paper Trays, Fenders, Fire Irons, Guns, Swords, and Army Stores, Glass Lamps, Bronze Goods, Steel and other Ornaments, Ivory and Bone Toys, Plated Ditto light Goods Goods, Carpets, &c. The Freight of these light Goods is 55*. The 55s. per Ton. heavy goods are put at the bottom of the Boat, and the light goods on the Description of top. The Cargoes from London to Birmingham consist principally of Cargoes down. Wines and Spirits, Grocery, Saltpetre, Tallow, and Mercery Goods, and Freight 40s. per the principal portion of it is Colonial Produce. The average price of the Ton. above is 40*. per Ton (the steerage is generally calculated on the back Slow Boat Car- carriage). The Slow Boats convey from Birmingham to London Iron §,T^f'- ^'^' "^' Work, Water and Gas Pipes, Grain, at an average Rate of 22s. 6d. per 26*. 6f/. down. i ' ' o ^ i Ton. The Cargoes brought from London to Birmingham consist of Timber, Grain, and Foreign Iron for the manufacture of Steel ; the average Intermediate Freight of which is 26*. 6d. Goods are likewise conveyed by Canal Traffic by Canal, from the intermediate places, and large supplies of Coals are thrown on the Canal, some at Warwick and Fazeley, on the different routes, and some at Branston. By these routes there is an immense quantity of Hardware Goods, Earthenware, and Pottery Goods conveyed ; also, Salt from the Cheshire Salt Works, Cheese out of Cheshire and Derbyshire ; also, Manchester and Yorkshire Goods. A Fly Boat occupies about three minutes Locks. in passing a Lock; there are many Locks on this line of Canal. The Canal Stoppages. Canals are generally stopped about 14 Days in the AVinter, and about a Amount of Goods Week or 10 Days for Repairs at Whitsuntide. Taking the average of f68?60 ?r*' '^»^^' Goods only by Fly Boats, I make it amount to £68,250. up, and to 29,121 down £29,121. down, making altogether £97,370. 1 think that the whole ^gj, g-y of the Goods that go by Fly Boats will go by the Railway, and the heavy Which would be Goods, such as Pig and Bar Iron, Timber, &c. will go by the Canal as Railway. ^ ^ "^ ^'^^Y ^^ ""^^ > ^° ^hat the Canal would lose £97,000. entirely. 39 Ex. Mr. WILLIAM SHORE, of Birmingham. There are three Lines of Canal between London and Birmingham, viz. ^ ^_^^^_^^^ ^^ j^.^._ the Coventry Canal, by the way of Fazeley, which is 177 miles long ; the mingham. Oxford Canal, by Warwick and Knapton, which is 152 miles long, and the '-ft^ oxfor?" Grand Junction Canal, by the Worcester and Stratford Canal, which is about The GrandJunctn. 155 miles long. The number of Locks on the Fazeley Line are 150, on Description of same the Warwick 173, and on the Stratford 161. A Fly Boat occupies four LoS&c" "^ minutes in passing the Boat Locks, and five minutes the Barge Locks, and 4 or 5 min. occ. >■ ° ■ J 1 i u to pass same. Slow Boats pass in five minutes ; so that 11| hours are occupied by the Fly Boats, and 14 hours by the Slow Boats, in passing all the Locks on the Fazeley Line. There are six Tunnels on the Fazeley Line, occupying j^t^^ ^f Tunnels. a distance of four miles ; on the Worcester there are six, making about Description of same 4^ miles ; on the Stratford there are six, making 4§ miles. The Fly Boats are occasionally delayed in passing the Tunnels, owing to the heavy Boats getting in before them. Canals are generally stopped 14 Days upon stoppages. an average during the Winter; (persons who trade in heavy articles, such as Coals and Iron, are obliged to provide against the same by laying in a large stock) they are also frequently stopped during the Summer Months, from Saturday Night until Monday Morning or Night. Fly Boats com- Time of a Journey. plete the Journey in about three Days and three Nights, and Slow Boats in about six or seven Days. The Tonnage on heavy Goods, Coals and Tonnage, Iron, is Id. per Ton, and on general Goods l^d. per Ton per Mile ; in ^^ addition to which they charge 8^. per Ton for passing the Ellsworth Cutting, also 4d. for going over the Grass Road Valley, and 10*. for Fees charged. Permission to pass a Pair of Boats at Night, and 10*. is charged for the same upon the Grand Junction at Branston, where they also charge ]s. 6d. for dragging the Boats through the Tunnel, which is done by two people, and 2*. is charged for the same at Blisworth. On the Warwick and Knapton Canal there is 17^ Miles of the Junction to Oxford, for which they pay extra; the Grand Junction charge \Ss. for passing a single Boat from Brunston to Paddington, and 21*. to the Thames at Brentford. I can judge from the draught of water what weight a Boat carries. 40 Rates of Freight to London. s. d. Hardwares generally, in Casks or Cases - - 3 perCwt. Anvils 29 — "Vices 20 — Chains 2 9 — Frying Pans 2 9 — Iron ITollow Wares ------29 — Smith's Bellows 2 9 — Muskets, in Cases .-.-.-29 — Swords, in Ditto ------29 — Matchets, in Ditto 2 9 — Nails, in Casks or Bag^s -----2(3 — Heavy manufactured Goods, generally 2 6 to 2 9 — Ale, per Barrel of Thirty-six Gallons 2 3 to 2 6 — N.B. Goods may be reckoned generally 3«. per Cent, cheaper from thence to London. Rates of Freight from London. Wines, in Cases or Hampers . - . - 2 9 perCwt. Spirits, in Ditto 2 9 — Tea - - - 2 9 — of Coffee and Grocery, generally - - - - 2 6 — Sugar - 2 3 — Freiol.t. Soap 23 — Drugs, generally 2 3 to 2 6 — Oils, Resin, &c. &c. 2 3 — Dry Saltery, generally - - - -20 to 23 — Porter - 2 3 — Hops 2 6 — Seeds 2 6 — Candles, in Cases ------26 — Perfumery -..---r26 — Nuts, Oranges, &c. - - - - - 26 — Tobacco and Snuff .26 — Drapery, generally - - - - - - 26 — Hatr - - 2 6- Wool - 2 9 — Pearl Shell, in Casks, &c. - - 2 to 2 3 — Barilla 2 — Grain from Brentford, for Boat Loads - 1 to 1 3 — Rates Ex. Mr. JOHN SWAINSON, Clerk in the Stamp Office, in the Stage Coach Department. 17 four-horse According to the Returns furnished by the Stamp Office, there are Coaches between j^ four-hotse Coaches on the Road between London and Birmingham. 41 Ex. Captain RICHARD MOORSOM, R.N. I am Secretary of the proposed Railway, and hold 20 Shares in it. I have made a Calculation of the probable Amount of Passengers, as follows : Calculation of Passengers on the London and Birmingham Railway. 1. 2. 3. 4. 0. 6. 7. 8. Averag:e Number Weekly Number of Miles Places Number Ageregate Number of Miles PLACES. Weekly of Persons Passen- now travelled, not extending at which Passengers arc assumed of Miles assumed to be rravelled Jouruies. in each Coach. gers. beyond Birmingham. to join or leave the Railway. by Railway. weekly on Railway. 124,992 London and Birmino^ham 124 9 1,116 112 112 — Chester M. 14 5 70 112 Birmingham . 7,840 — Dudley 14 9 126 112 . . 14,112 — Holyiread M. - 14 5 70 108 . . 7,840 — Kidderminster - 6 9 54 112 . . ■6,048 — Liverpool 54 486 108 . . 54,432 — Manchester 108 972 108 ... . 108,864 — Shrewsbury 42 378 108 . . 42,336 — Worcester 64 576 108 - . 64,512 — Aylesbury 14 126 40 Near Trinar 32 4.032 — Ampthill 12 108 45 Leijjhton Buzzard 40 4,320 — Banbury Bedford 12 108 76 Wolverton 50 5,400 — 12 108 52 . . 5,400 — Cheshani 12 108 29 Berkhcmpstead - 26 2,808 — Derby 12 108 108 Rugby 82 8,856 — (ilasgow M. 14 5 70 108 - 82 5.740 — Halifax 14 9 126 108 - 82 10,332 — Heniel Hempstead 8 252 25 Hemel Hempstead 22 5,514 - Kettering 12 108 76 1 Blisworth, near Northampton - i 60 6,480 Leighton Buzzard 12 108 40 Leighton Buzzard 40 4,320 — Leicester 14 126 98 Rugby 82 10,332 — Leeds Half 35 315 108 . 25,830 — Leamington 12 108 91 Coventry 92 9,936 - Northampton 14 126 66 1 Blisworth, near Northampton - I 60 7,560 — Pinner 14 126 15 Pinner 12 1,512 — Rickmansworth- 14 126 20 Watford 15 1,890 — Rugby 6 54 82 Rugby 82 4,428 — Tring 12 108 33 Near Tring 32 3,456 — Two Waters 4 36 24 Near Two Waters 20 720 - Wellingboro' 12 108 68 I Blisworth, near Northampton - 1 60 6,480 — Wendover tOS Miles per Week w 12 11 be 29,6 30,016 108 Miles p 37 ^ er Annum, Near Tring 32 3,456 Total of Miles - which, at the Railway avcra 569,808 569,J ,'e Charge of 2d. p er Head p cr Mile , will g ive .£246,9 6. 16*. per Annum. Calculation of Passengers. 43 Notes explanatory of Table. NOTES explanatory of the preceding Table. 1. That Coaches now run between London and the Places specified in the Firit Column. — Stamp Office Returns. 2. That they make the Number of Journies per Week mentioned in the Second Column. — Stamp Office Returns. 3. That the average Number of Passengers in each Journey is Nine for the Coaches and Five for the Mails, being' the Numbers mentioned in the Third Column. 4. That consequently the Number of Passengers per Week between London and the Places mentioned in the First Column is the Number stated in the Fourth Column. 5. That the Number of Miles now travelled by each Coach each Journey (not including any Distance beyond Birmingham) is that which is stated in the Fifth Column. 6. That Reason, and the Experience of the Liverpool and Manchester Railway, show that all Passengers will travel the Whole or a Part of their Journey on the Railway, whenever they can save Time and Expense by doing so. 7. That in all the Journies mentioned in the First Column, Time and Expense will be saved to Passengers by their joining the Railway at some Part of its Course, instead of proceeding by the present Roads now in use. 8. That the Places at which it will be most convenient for Passengers performing the Journies mentioned in the First Column, to join or leave the Railway by existing Roads, will be the Places mentioned in the Sixth Column. 9. That upon this principle, the Number of Miles on the Railway that will be travelled by each Passenger in each of the Journies mentioned in the First ColumUj will be the Number mentioned in the Seventh Column. 10. That the aggregate Number of Miles on the Railway which will be travelled by the Passengers in each of the Journies mentioned in the First Column, will amount per Week (by multiplying the Number in the Fourth Column by the Number in the Seventh Column) to the Number mentioned in the Eighth Column. 11. That, consequently the aggregate Number of Miles on the Railway travelled by the Passengers in all the Journies mentioned in Ihe First Column will amount per Week to 569,808 Miles, and for the whole Year to 29,630,016 Miles. 12. That if the Charge for travelling on the Railway be 2f/. per Head per Mile, the t^ross annual Income of ihe Railway from Passengers only, who now go by public Conveyances, will be £246,916, 16s. £246,916. 16*. A Duty similar to Coaches would make £31,000. extra or 2s. 6rf. or 3*. per Pas- senger. The result of the Calculation in money is £246,9IG. IGs. A Duty on Railways, corresponding to the Duty paid on Coaches, would amount to one-farthing per head a mile, which would give a Gross Sum of £31,000. to be added to the above amount. In the event of the above taking place. I apprehend an additional Charge would be made to the Public ; the Difference would be 2*. 6d. or 3^. each Passenger going to Birmingham, 43 Ex. Mr. peter LECOUNT, Naval Officer. There were 32 Persons employed on the Road to ascertain the Traffic, and their Returns were put into my hands. I have likewise ascertained personally the Number of Carriages that passed at the following places: Edgeware, Barnet, St. Alban's, Hockliffe, Daintry, Coventry, and two places at Birmingham, which exceeded the numbers stated in the Returns furnished me. 1 consider the present Profit of the Grand Junction Canal is much more than we have stated. 1 have made a Calculation of the Traffic, &c., as follows : Method of calculating; the Returns. General Results of the Traffic on the Line between London and Birmingham for One Year, and the Expences by the present Means and by tlie Railway. Number of Juurnies of no Miles. No. in each. Total Carried. E.xpence by the Railway, 1-2J Miles. Time. 1 Means of Transit. 'by"" the present Means. At present. By the Railway. Passengers. £. Passengers Hours. Hours. ■"our-horse Coaches, coun- ) ted on the Road . ) 21,641 9 194,769 316499,0 at id. per Mile each. f\vo-horse do. do. do. - 4,2? I 6 25,326 41003,9 — 'airs of Post Horses do. . 7,622 3 22,»66 83842,0 £. Jommcrcial (Jigs do. - 5,5t;9 1 5,569 1113S,0 455,483 227,819 Jontingent Coaches, from ) Stamp Office Returns - i 23,745 9 213,705 347270,6 125 5] 'roportionate Number of ^ Pairs of Post Horses - ] 6,998 3 20,99 1 76978,0 )itto of Commercial Gigs 5,113 1 Cwt. 5,113 Tons. 10226,0 431,474 210,827 'rivate and Stage Vans, } counted on the Road - i 1,600 vis ) ?13) 2,315i 18522 30 >tage Waggons do. do. - 3,66.-) 70 12,8275 76965 60 'jrraud Carts do. do. - 11,543 10 5,771 i 34629 130,116 58,821 40 Joats.countedontlie Canals 11.131/, 149 Miles. Tons. 11 122,428 £ 306,070 280,9 10 72 1326,143 793, 107 (Signed) PETER LECOUiVT. I was employed about 20 hours each day. Regarding the Gigs, I took those of Commercial Travellers only. I did not enquire whether they were going all the way to Birmingham ; but when at Edgeware I calculated them as coming from London to Edgeware; when at Barnet, I calculated the number of miles between Barnet and St. Alban's, and so Calculation TraHit-. Explanation of Table. 44 on, and the Canals were calculated upon the same principle; the Distance was taken for the separate thing, and reduced afterwards to one large sum; but I consider the question is one altogether relating to time, (it may not '''■^''''^'L-^y ^"^"^^ be necessary that the Cheese and Salt Butter should travel at the rate of £306,070. ■^ Expenceofsameby 20 miles an hour) and not to money, the price of each being nearly the Railway £286,940. same. By Canal it is £300,070., and by the Railroad £286,940. Ex. Mr. W. MEADE WARNER. Farmer of Thornly Hall, Oxfordshire. I occupy about 200 acres of land near Leighton Buzzard, and about 400 in Oxfordshire, it is situated about one furlong from the proposed Advantages of Pro- Line. I consider it will be an essential service to myself and the other rara!crs^&7^' *" farmers OH the Line; had it passed 10 or 15 years ago it would have been a & Partic. so in Re- benefit to me of not less than £50. per annum. The farming of Grass ference to Grass Land in particular would be considerably improved ; we should be able to Present Convey- ^^"'^^ ^'^ Loudou much better kind of produce. Lambs are sent to London ancc of Lambs. from our neighbourhood by Waggons, which occupies a space of 24 hours ; but they are usually sent on the road, which prevents us sending many, as they have not strength to bear the fatigue of the journey ; if a Railroad was established no doubt the farmers would send more ; it is important to send them early in the season, as they would feed off sooner. At Hemel Ditto of Calves. Hempstead, and down in Buckinghamshire, below us, they send calves, to Impor. Railway to which the same observations will apply. 1 have been a Dairyman 20 years airy armeis. ^^^^ have 40 or 50 COWS, and I consider that a Railway would be still more important to the Dairy Farmers, as they would be able to send milk and butter to the London Market. I had offers made to me to supply a part of London with milk, but I could not undertake it for want of a conveyance ; Railway would in- if we could get a Railroad we should increase the profits 400 or 500 per crease Proiits of (,g,-,j q^^ j^^jij^ ^^-^^ butter, and I think we should be able to force more milk iMilk 400 or 300 ^ , ,. , ^ per cent. by artificial food, such as turnips, &c. 1 now get about 1 10. per annum Present Profit of a by a Cow, all casualty and loss being a drawback upon that amount ; if the A°™- ■ Tlln^' Railroad passes I expect to get upwards of £40. I have a Cow giving A Cow Tives six mo^e than three gallons of milk at meals, which makes 7*. a week, and as Gallons of Milk they are selling milk in London at 1.?. Ad. per gallon, six gallons a day or ^^^ ^^' 42 gallons a week, is something like 50^. instead of 7j\; we reckon that the 45 keep of a Cow in summer is at 4*.per\veek, and they will eat tw'o and a half hundred weight of hay per week in the winter; in the butter system the keep of a Cow must come within £10. per annum to leave any Profit; in the previous case I calculate £30. clear Profit on every Cow, no doubt there would be a greater drawback in the expense of retailing milk, more com- pared with butter. In the heavy seasons 1,500 head of Cattle pass 1.500 Head of Cat- ' •' 11 1 1 *'" P^^** through through Hockliife to London weekly on the line of road parallel to the Hockliffe weekly. proposed Railway. The Charge of the Road and Selling together is charge for driving IO.S., we estimate the Road Expenses, which is 40 miles, at 7.?. ; they are ^^ selling lo*. considerably injured by being driven up, it would be a great advantage to send them by a Railroad, even if it was dearer ; sometimes the poor Objections things are driven until their feet become sore, they are consequently sold on the road for what they will fetch, they are often driven until they have not a foot to stand on ; if I paid double for transmitting my cattle I should Drivintr. be a very great gainer; besides the cruelty and exposure, they are a very great nuisance on the public roads, to carriages, &c. There are not less than 10, COO head of Sheep pass weekly, they are driven 40 miles at about 10,000 Sheep ditto. Is. a head. I should not imagine Sheep sent by the Railroad would be driving Is. head. liable to be heated or hurt by rubbing against each other. There is a „ , *' OS Poultry. considerable quantity of Poultry reared about us, much of it goes to Aylesbury. A rapid communication with the London Market would be an advantage to both the Suppliers and Consumers of Poultry. Our Land about Leigh- Lands are principally heavy, but potatoes might be grown and sent up, and *"" "zzard heavy. at other parts of the Line garden produce might be cultivated. The straw Plait Maim- Manufacture of Staw Plait is carried on very largely in our neighbourhood ; ^^'^'"''^'^ '^^ 1^""' it is sent principally to Dunstable and the vicinity, some of it is manufac- tured into Hats and Bonnets at Liverpool, and some at Luton. I con- Anticipation that ceive a Railroad would be advantageous to the Buyers. 1 am a Pro- fhe Railway will ,, ^ . i--Tn-r.i. increase Value of prietor as well as an Occupier, my property lies in Land ; I believe my Land 30 per cent, estates along the Line would be increased in value 30 per cent. Ex. Mr. CHARLES WHITWORTH, Farmer and Landowner, Northampton. I have seen both Beasts and Pigs conveyed on a Railroad, which were landed as fresh as if they had come out of the field. A great quantity l^easts and Pigs .. /-TIT T a I ., gj.m jjy Railway 01 Meat IS sent from rSorthampton to London, although it occupies too advantageously. 46 Meat is sent from mucli time. I have sent Meat from Northampton for which I have had no Northampton to . • i ■ i i • i i i i London. return, owmg to its havmg become putrid, and consequently thrown away. Also Asparagus. There is a great quantity of Asparagus sent from Northampton; it generally goes by Coach, which is very expensive: the neighbourhood is Difficulty of send- particularly adapted for Garden Ground. We are almost precluded from ing Lambs & Calves ' t i tit i i i- i to London. senduig Lambs and Calves to the London Market, as we are obliged to be at the expense of sending the Ewes part of the way with them, unless they go by Canal, which injures them very much. They are put into the Boats on Saturday, sometimes they get to Market on Monday morning, sometimes they do not ; it would be a great advantage if we could send Effect of Frost our Lambs up in three hours. When the Canal has been frozen I have „ , sent goods by Coach, which was six times the price of the latter. — ■ 1 upon Canals a j ^ i have known Coals bs. per Cwt., which is five times the regular price, in a»^'. I'ort ot_ London ° r owuig to the Quar. Loudon, but it is caused more by the Quarantine Regulations than want Regulations, of demand from Foreign Houses : The Quarantine Regulations are very rigorous ; they will not let our Vessels into any of the Ports of Spain, but 52 the Trade of London with the West Indies, and in all articles of consump- tion, has increased, and taking the average, with the exception of the Prop Railway Unfortunate Quarantine Regulations, I think it has increased. A would impr. the Railroad between London and Birmingham must of necessity benefit the of London. Commerce, as all manufactured goods sent to Germany, the North of Europe, and Russia, must travel eastward ; therefore any improvement in Improvement in the the Conveyance of same to London would be advantageous. There °'^ ^' has been a material alteration in the Port of London, arising from the St. Kath. and the Competition in the Docks along shore; St. Katherine's and the London London are Rivals. Docks rivalling each other. I recently got a Vessel of 400 Tons discharged belnff d^ischargedTn ^^ ^^ Hours. Vessels that sail periodically sail more quickly after each 24 Hours. other, and they are not detained so long in London as they were formerly ; the great object of the Shipowner being to clear her out, and get her off. I think many Ships from the Baltic may go to Hull, but there is more Trade with St. tonnage out of the Port of London for St. Petersburgh (although Hull is e ers urg , nearest St. Petersburgh, and there may be greater facilities) than all England put together. I consider all Birmingham manufactured goods for Trade of the Port ^[jg Continent will pass through London, with the exception of such of London. 1 o ' 1 Southern Parts that go from Liverpool. Should the opposition to the Bill prove successful, and a Railway established between Birmingham and Liverpool, the Manufacturers in the Port of London would certainly consider that Liverpool has an unfair advantage. Ex. Mil. JOHN TRAVERS, Wholesale Grocer for Thirty Years in St. Swithins Lane. Trade of Birming. I have lately had dealings to the extent of £20., or £30,000. per annum was formerly in- considerable. Cause of the Imp. was formerly in- ^j^j^ Birmingham ; it was formerly inconsiderable : The Improvements considerable. . r -n ■, ■ i^^i- i are partly owing to the Increase of Population, and to the increased Facilities of Communication, which reduces the price of an article, as a great supply will always tend to increase the consumption of same. A Railway would give still greater facilities of communication, by which Raiiway.^*^^ ° * the Public would be benefited, it would lessen the Employment of Capital, thereby enabling Wholesale Dealers to turn their Capital oftener, also to reduce the number of their Agents and Travellers, and I think business better done by personal communication. I also consider the proposed Line 53 will be an advantage to the Port of London generally. We send princi- Sugar, Tea, Fruit, pally Sugars, also Tea, Fruit, Spices, under which term a variety of goods to B.from l! ^*^" are comprehended.' If the Canal was much cheaper than the Railway Compar. between it would certainly command the preference ; (although speed is a matter ^l^f^ ^^'^ ' of great importance) but if it was only 3^. or 6^/. cheaper, I consider the speed more than equivalent to so small a saving. The Canal must carry ^ ,30"''' /^"^* at least 30 per cent, cheaper than the Railroad to compete with it ; with a cheaper than a difference of 10. per cent, only, the Railroad would decidedly have the ^^^tM^ *° *^°'"^**^ advantage. 1 have known a Winter when the Canal has not been c. .u ° _ stoppages on the frozen, but we always expect a considerable Stoppage. As Canal. our Customers do not order the goods until they require them, they must consequently be sent quickly ; certainly there may be exceptions. Perhaps there is more Sugar sent to Birmingham from Liverpool More Sugar sent than from London; most of which is brought from the West Indies, and Ihan'lUndoT ^" ' from the Mauritius. All the Tea is supplied from London. Ex. Mr. henry HEMSLEY, Director of the Union Flint Glass Company, lohich has been established Twenty Years in Birmingham and Two in London. The House in London is supplied from Birmingham. . .We have Union Fl. Glass Co. 18 Glass Houses in Birmingham. The Crown Glass comes from New- ^^^„e 18 Glass Ho. '-' in fiirm. castle. Our communication with London is by Canal, and I believe io50 Tons of Glass 1050 are the Number of Tons sent to London annually, which I think sent from Binning. comes to about £200,000. A Railroad will be of considerable bg to f 200T0T" advantage to us, as it frequently happens that the Owners of Ships under engagements to sail on a certain day, will take less than the ordinary ^^'■'''"*'''?<' °f ^^'^• price, when they have not got their full freight. If we had a Railroad we could avail ourselves of the same. There would likewise be a saving in Breakage, which at present averages 2| per Cent.; by the Railway it Breakage by Canal, would not exceed ^ per Cent. The Breakage arises from the carelessness ^^ ^^'"'''-'^y' of the men in putting the glass into the Boat, and trampling on it. A great loss also arises from pilfering. 54 Ex. Mr. FREDERICK BARNES, Wholesale Ironmonger, of Fenchurch Street, also of Birmingham. Advantage of pro- If a Railroad was established between London and Birmingham it pose ine. would be a srreat advantage to our trade. I receive three or four packages Trade with Birm. ,0 ■ J^ i,,r /- x.- • , , by Coach daily from different Manulacturers at Birmingham, and always one or two from our own house; the Carriage of which we find exceedingly Instances of Pack- expensive. We have had Instances of Packages being refused by the ages being refused „ , r 1 • -itr • 1 r i • 1 • by the Coach. Coachcs Oil account 01 their Weight, (as persons object to travel in a Coach with 800 or 900 lbs. on the top, or in the boot) ; the consequence of which has been that we have lost the order. This state of things is almost the ruin of our business. I have just received an order which Method used to I cannot fulfil in time for shipment.- 1 am sorry to say the Directors tents of Packages of the Grand Junction Canal Company have a very unjust and arbitrary by Canal. ^^y of ascertaining what kind of goods are in our packages, as they charge a freight according to the contents : They have an Instrument, I suppose a Hammer, with which they break a Hole in the Cask. I have a cask of nails in my house now, with the packages so broken, that the nails are subject to be damaged by the water, they are also liable to fall out. Sheff. exc. Birm. m We have Cutlery and Edged Goods from Sheffield. They make Cutlery and light g^jgg^ Tools at Birmingham, but very inferior; they cannot compete with -. „ ^ . Sheffield in light Goods, in heavy articles they do. Metal Buttons Manufacture of ^ ' j j Metal Buttons. were originally a Manufacture of Sheffield, but at present there is only one Maker of the same in the Town, the Birmingham people having taken it entirely from them. Ex. Mr. RICHARD PURKESS WESTALL. Li72en Draper, of Birmingham. Advantage of pro- J considcr^lhe proposed Railway would be a decided advantage to us, both for rapidity, and cheapness of conveyance. We make 24 journies in the course of the year, for the purpose of purchasing; if we Lond'^&blck same ^^^ ^ Railroad we should go oftener, as it would not occupy so much time. day. I understand that the Carriages will go up in the Morning, and return at 55 Nisht. performing each Journey in six Hours. Supposing our expense The Journey will be ^ , 1 1 . 1 T-. -1 T -^ perf. in 6 hours. of carriage was £300. per annum, I understand that by the Railroad it "^ would be reduced to £ 100. ; and I find that many articles carried in the Winter, and charged six per cent, will be reduced to two, which will be a saving of four per cent, to the Public. The bulk of our Silk Mercery, Savings made by Haberdashery, and Drapery Goods come from London, also a considerable *^^ Railway. quantity of Woollen Goods ; we receive the main part of them by Coach, carriage per Coach (they are conveyed in the most expeditious manner, although very ex- irf-perlb.or8*.4rf. pensive) on account of the fluctuations and changes of fashion, as Silk Goods, which is Id. per lb., or 8*. 4d. per cwt. We get them in about 15 or 16 hours from the time of the Coach starting from London. The g ^^^^^ 2^ g^^ Linen and heavy Goods are sent by Canal, which is 2*. 9^/. for Mercery & 2.«. 6rf. occ. 5 da. and Linen Goods, and 2s. 6d. for particularly heavy Goods, as Pins and the ^"^ like. They occupy about five Days or sometimes a Week on the Journey. The Charge by Waggon is 5*., occupying generally four Days. By Waggon 5«.occ. Ex. Mr. JOHN MOSS, of Liverpool. If the London Mail could arrive in Liverpool the Morning after it leaves The proposed Line London (which by the proposed Line would be the case) it would be a great gg^e^VMa^*^ *^^ advantage. By arriving at Liverpool at seven o'clock in the morning, it would reach Dublin the same evening at eight or nine. When the Liverpool and Manchester Railway was before Parliament, perhaps there were one-third Dissentients. The late Mr. Heywood, of Manchester, opposed the Bill, and afterwards complained of the Railroad not going through his land. The Charge upon this Railway is about 2d. Charge on the L. ° -» i •' and M. 2d. per per Mile for each Passenger. The Charge for Posting from London to Mile a Passenger. Liverpool is £21., with four Horses it would be Double that Sum. The Posting from Lond. Charge by the Railway would be £14. I consider that all the Posting, if 4 HoVse'sdoubl'e. also all Carriages from Ireland and Scotland, would come by this Railroad, % t'"" Railroad it 11111 mi A-ii IT- 1 1 nT would be £14. as it would be the shortest route. Ihe Charge on the Liverpool and Man- chester for putting a Carriage containing four Passengers on a Truck is On the L. and M. £L for the 30 miles, and if it contained an extra person, 5*. more would Cari% on°Ran" ii! be charged as his fare ; so that with double that number of persons in it, it would be double the price. According to the Bill in the House of Com- mons for taxing Railways, 4d. per Passenger is proposed for the Liverpool Pro. Duty on RaiR and Manchester ; and if added to the Fare by the Company, which I do 4rf. L. and M. 56 not expect, would make it 5s. 4d. {5s. being the Fare by the best, and Proposed Duty, 3^. Qd. by the inferior Coaches). I therefore consider the Duty would not Liv™pool'2j°4(/. ° exceed 2s. Ad. per Passenger from London to Liverpool. People come a considerable distance to avail themselves of the Liverpool and Collateral Manchester Railway ; for instance, instead of going direct to Southport, Travelling. (which is the most distant, and about 38 miles from Liverpool) they travel 30 miles on our Railway, and 25 on the Road, which effects a saving both of time and expense, and the same thing would probably occur on the An Engine on the proposed Line. During the late contested Election we sent a Steam journ there' and Engine to Liverpool for some Voters, which completed the Journey there back in two Hours, and back in two Hours. The Trains upon the Liverpool and Manchester N' ht Tr ns travel at the same rate during the Night (I consider Night Travelling perfectly safe) as in the Day, viz. 20 miles an hour ; 1 have gone at the L. and M. ^^^^ ^f 30^ They at first had a strong body of Police, which they have since discontinued, but they continue to carry Lights with them. I do not think a Stone lying on the Road would upset a Carriage. 1 am Kenyon and Lee acquainted with the Kenyon and Lee Railway, which is a short line, and connects the Liverpool and Manchester with the Bolton and Lee. The Plans were laid down under the direction of Mr. Stephenson, and Mr. Rastrick was appointed Engineer to do the work, Mr. Stephenson E e ted nderthe being very busy at the time with the Liverpool and Manchester. It was Estimate. completed for a less Sum than the Estimate, which was likewise the case Wigan Line ditto, with the Wigan Line. Ex. Mr. henry CHEETHAM, Cotton Manufacturer in the Neighbourhood of Manchester. The principal Market Day at Manchester is Tuesday. The Mail The Railway would J^rrives there at four o'clock in the afternoon, Foreign Letters do not arrive expedite the Mail until the Market is over : If the Mail could be expedited six hours they ■would be delivered in time for the Country Manufacturers attending the Market, to make their purchases accordingly. A saving of time between London and Birmingham, would likewise be a saving of time between Birmingham and Glasgow. The Mail for the latter place leaves Birmingham one hour after the London Mail arrives. Fare to Manchester The Fare by Coach from London to Manchester is £4. 4,y. In- side, including Guards and Coachmen. The expense of Posting is from 57 1*. 3d. to Is. 6d. per mile. Persons travelling from Manchester to Collateral Trayelg. Chester find it cheaper to go by Railway to Liverpool, although it is 12 or 13 miles round. The Railway between Liverpool and Manchester Savings effected by has caused a saving to me of £150. per annum on the Conveyance of ^^'^ ^^'^^^y- Cotton alone, and it has caused a Reduction of 2*. per ton in the price of Coals, or 20 per cent, to the Manchester Spinners. Ex. Mr. THOMAS BADGER, of Dudley. I am Magistrate for the Counties of Worcester and Stafford. Manufactures I am engaged in the manufacture of Nails, Glass, and other hardwares, and also Flint Glass. The Population of Dudley at the last Census was Population 23,043 ; the greater part of these persons are engaged in the above trades. Dudley. Two of the largest Manufacturers have established houses in London, where they keep large stocks. An increased communication would enable •' ' ^ The advantage or Glass Blowers to dispense with these large stocks and establishments (ui- the Proposed Line. dependent of other advantages). The Glass and Nails are principally q^^^^.^^^^^ ^ conveyed by Canal, which is objectionable on account of the Stoppages. Canal." There are also frequent instances of Breakage and Pilfering. In time ^ „ . ° . . Insufliciencv and of Frost we are obliged to have recourse to Coach Conveyance, which is Expense of 'Coach very insufficient ; and also adds considerably to the expense : it is a total Conveyance. prohibition to Nails. The proposed Railway would afford consi- jjpnefit ^f the Rail- derable benefit to the Poor in the neighbourhood of Dudley, which the way to the Poor. Line runs next to. There are also many men in the neighbourhood who ,^ •^ . '=' Men go 30 or 40 are accustomed to Canal work; and they often go 30 or 40 Miles to work Miles to work upon upon Canal Cuttings, &c., similar to Irish labourers. tanas. Ex. Mk. JOHN CHEETHAM. I consider that persons travelling from London to Leicester (which occupies 1 1 hours by Coach) would travel by the proposed Line as far as Persons going to Rugby, where they would take the Coach to Leicester, completing the Leicester by Pro. journey in 6| hours, and 1 understand the tolls by the Railway would be about £1. 1*.; the expense by Coach is about £2. or £2. 2*. It also occupies 15 or 16 hours in travelling by Coach to Nottingham, but by The same to taking the proposed Railway to Rugby, as before described, the journey '"° ^ would occupy only 11 hours. The Fare by the Coach from Nottingham is I 35*., by Railway it would be 25*.- -A corresponding saving would be made in the conveyance of Lace made at Nottingham ; the greater part of which is at present forwarded by Van and Coach. Ex. Mr. RICHARD WHITMORE. The following paper is a correct Return, taken from the Custom House, and signed by Mr. Irving. An Account of the Quantities of Butter, Cheese, and Eggs imported into the Port of London from the Netherlands during each of the last Three Years. Provisions imported into London from the Netherlands. Butter. Cheese. Eggs. Cwts. qrs. lbs. Cwts. qrs. lbs. Number. "1829 - 115,002 1 4 91,624 2 22 4,221,960 Year - - < 1830 - 76,477 3 13 60,627 1 19 3,477,208 1831 - 79,797 22 93,057 2 17 6,761,666 Inspector General's Office, Custom House, London, 10th April, 1832. } (Signed) WILLIAM IRVING, Inspector General of Imports and Exports Barracks and Mil. Dep6t at Weedon Advantage of the llailway to same. Troops should always march to their Stations. Ex. L[eut.-Gen. Sir J. W. GORDON, Bart. K.C.B., Quarter Master General. 1 have been informed that the proposed Line of Railway will pass near Weedon, where there is a considerable Depot for Troops, and Military Stores, and I consider that a more rapid conveyance for the latter would be of great utility. Regarding the conveyance of Troops, my opinion is that they should not travel by any conveyance whatever; but perform one of the most efficient parts of military duty, namely, march. In cases of emergency, where the presence of the Military may be 59 necessary, (which frequently occurs in all countries) the Railway would be desirable. A Railway certainly may be easily destroyed, but the ^^ easTlWestroyed same remark is also applicable to Canals ; a dozen men could cut down the if not guarded. bank of a Canal, and interrupt its passage in a very short time ; but this I * f- 1,1^ consider an extreme case ; means could also be taken by the civil Magis- trates to prevent it, should such be attempted. Regarding any imagined insecurity of the Military Stores, arising from the facilities which a Railway would offer to the multitude, (in the event of a riot) I am quite sure there is always a competent force to protect them. Ex. Mr. WILLIAM KAY, of Tring. I am acquainted with the Silk Trade. 1 was Chairman of a Com- mittee of Silk Manufacturers in 182S and 1829, in which Coventry, Macclesfield, Congleton, and London were represented. The Value The Value of an of a Commodity depends much upon the Speed with which it can be Facilities of Con. conveyed to the Market, and I consider it a material thing to get all Fancy Goods to Market as soon as possible. The Railway passes q^"e^aspe°edy Con. through some of my property, but I cannot say to what extent ; I have many fields, and should have no objection to the proposed Line passing ttsfi^dlhe Railway through the whole of them, as I am sure it would increase their value. will imp. his Land. Ex. Mr. JAMES MARSHALL, Secretary to the Provincial Bank of Ireland. All the Bullion of this Bank is transmitted from Liverpool to Ireland Bullion of the Bank (from the Bank of England). The direct course of post from London °*' Ireland sent by -^ ... . I-. 1 Liverpool from the to Dubhn occupies 3G hours, provided the Packet can sail immediutely ; Bank of England. there would be a Saving of six hours in the conveyance of Bullion by means of the proposed Line. 1 have known cases when the latter would have been of immense service. Some years back political circum- Necessity of the stances occasioned a sudden demand for gold, and we were called upon ^^°^'^, *^'^'."'f, ''°"" . ' veycd quickly. to supply It instanter WiihoMt any notice; the saving of an hour at that time would have been of great importance. 60 Ex. Mr. RICHARD CREED, Secretary to the London and Birmingham Railway. I have examined the information and evidence supplied by the several Gentlemen, regarding the Traffic on the Road, by Coaches, Posting, Canal Boats, &c. ; also the Parcels by Coaches, the Goods by Waggons and Fly Boats, and the Cattle. Captain Moorsom's Calculation of the Coach Taking the Traffic Traffic, at Railway Prices, amounts to 2d. per Mile for each Passenger, as way "pi-ices gives Proposed to be levied by the Act. 1 have made a Calculation of the 2rf. per Mile for expected Traffic on the proposed Line, (which is annexed). The Parcels from Birmingham to London, and from London to Birmingham, only are taken.. SUMM.4RY OF TRAFFIC AT RAILWAY PRICES. Table of the expected Traffic on Proposed Line. Statement A (Coach Traffic) Statement B (other Traffic) Mr. Henry Booth in his Evidence before tlie Lords Committees states, that the Number of Passengers on the Liverpool and Manchester Railway is nearly Three Times »-tiat it was by Coaches between Liverpool and Man- chester before the Railway was opened, or in the Proportion of 1,200 to 450. It may be presumed therefore that at least Twice the average Number of the Passengers by Coaches in Statement A, would travel by the Railway between London and Birmingham ; say ...--. Total £. s. d. 246,916 16 244,858 8 10 491,775 4 10 246,916 16 738,692 10 (Signed) RICHARD CREED. Note. — Statement B does not include : — Jst. Parcels by Coaclies to intermediate Distances. 2d. Vans. Market Carts, and Gigs. 3d. Fly Boats conveying Liverpool, Manchester, Derbyshire, and Leices- tershire Goods, which enter the Line at dill'erent Places between London and Birmingham, and only go Part of the Distance, Nor is any Allowance made for the considerable Increase, which may certainly be calculated upon from the Carriage of Meat, Fish, Dairy Produce, and Eggs, and of other Articles, not now carried to any Extent by the existing Modes of Conveyance. « ,; T3 O o tD © © -(• © 1 1 .»• ® o tn © © CO CO 1 1 O ^ •V © o «o » . 2 CO e^ © «> lO «t^ '^ c^ ©_ ao o^ to » ^ C-5 >o" (>r ~f « a Ol o> -f -r o Is '^ ;:f 1 O^ 1 1 cT o. 5 CO OS IM Oi •* ^5 lO "— ' CO >^ - r--^— . •B o© © © © © © a ^ 7^^ u » SO *J OS ^i ■ '^ o© ©© © © © © © © © © lO © o 6 O ■2 • ^o H-3 ' to' ■0 ^ 1^ "I .-3 ■3 to < r^ >» ' • O o J o a ,o ' a rt a y. * H !H'^ c "5 CO > J i^- © O 3 lO 1 = ' '^"■^ . ^ "o ^•— " 0^ o to O t 1^ I 1-2 a o • . b£-= 1 - ' 'm' X t2 o ho 3 K^ ^ai s.* >^ r- rt r^ • 5" ^ n s < a o c c o g -J 3 H go S " •1 1 II -?© ill 3 - s |tS| -5 .^ r- >. M "'■« © -r p = ~ " O O £ o 1^ © © ■3 o ^ - "3. ^ w h-T ~^~* j= _"■ • .. -)_ be be 3 1 Is s l-l b=2 a > O c ft" a til ■o c •*:= j^ 5 s #£ J3 = ti .c ^ « O § o •§1 o "^ " o ^ o o 11. 3 ■d o© O a o > 5Q .-s a o ■S 3 ^t B "o-^ O .is ^ 11 &. s V ^ > plane, in preference be a serious loss ; it therefore became important to have Assistant power of mo™ves"able to go some kind, and it is best to have the Line steep at that part, in order to have over it. the full assistaucc of such power, which will leave the rest as nearly level Instance of the as possible : There is nothing new in this theory ; the same principle is the L and ^l^^'' '" applied on the Liverpool and Manchester, as, in the middle of it, they have to get over a sharp ridge a mile and a half each way, one inclination is 1 in 96, the other 1 in 90, where they have an assistant engine. I preferred laying down two lines, in order that we might afterwards adopt either. 1 consulted Mr. Stephenson, Sen. and Mr. Palmer upon it, both of whom confirmed my opinion that the one containing a short and steep Description of the inclination was the best. The length of the Inclined Plane is 2^ miles, tunnd*^ ^'''"'' '""^ including the Tunnel, which is nearly 1^ miles, and the whole is straight; the last inclination at the foot of the Tunnel is 9 feet a mile ; which is our 1 steepest. We then go up the inclined plane at an inclination of 1 in 107, which is less steep than that on the Liverpool and Manchester. A considerable length of the Tunnel would be in Bath stone. (In the hill are some of the best Bath stone quarries in the neighbourhood.) It would then be in Cornbrash, then again in Bath stone, and the end next Bath in Descent of plane Clay. The descent of 1 in 107 is considerably less than the descent from ^ '" ^^^* the houses at the corner of Parliament Street to the Parliament Houses, and about half as steep as Burlington Arcade, and exactly as steep as the Lowther Arcade, therefore no effect could be produced upon the passen- gers arising from a feeling that they were descending something precipitous; the longest time occupied in passing through the tunnel would be about Shafts. six minutes. There will be four working Shafts, and we shall probably make more for air : these will be left open to give light ; should there be a desire on the part of the public, we could easily light it with gas. The Description of the deepest Shaft is about 220 feet ; another would be 90 feet ; the principal formation of Tun- object of the shafts is for ventilation. The Bath stone continues down passed through, &c. to about 120 feet, and is easily cut through (until some time exposed to the 69 air) and we should be very glad of it, as it would be useful. There is an establishment in the neighbourhood to cut it up into blocks and slabs : it would be harder than clay to work, but it would pay for the cutting. It would in a great degree make its own lining; in some parts we should blast it. In passing through the tunnels I do not apprehend any danger from the effluvia from the engines. There is a tunnel already formed upwards of a mile long, on the Birmingham line. The inclination of Working of the in- cur tunnel makes no difference; the smoke would certainly be greater with ^"^^ ^^°'^" two engines than with one. Whether I should take the goods up by a moveable assistant engine, or by a stationary engine, I have not yet deter- mined ; but we should use that which answered best. There is a Tunnel at Leices- tunnel at Leicester nearly a mile long, 12 feet high ; they burn coal, which ^^^' causes much smoke, yet persons pass through it. If an assistant engine is used to carry the train up at full velocity, you have two engines at the same time, one of them behind the train. In passing down the inclined plane, the engines will not work, the steam must be shut off, and the damper put down ; then, instead of smoke there is an escape of heated air; the sound and effect of which is very different to smoke; if they are the same engines that are used upon the level line, the fire must be kept up. Upon the Canterbury and Whitstable Railway a pas- Canterbury and senger train starts every hour; and a train for goods also starts every hour. "*^*" *"' I have been down the Canterbury Plane twice without a rope in a single carriage, and when at its full velocity, it was stopped by the break Inclined plane within a distance of 60 yards ; there were five persons in the carriage ; "P°" ^ ^ ""'^'^' (therefore should the rope snap in descending the inclined planes, there could be no danger, as it is not absolutely required). The Break is a piece of wood that drops on the wheel, causing a slight friction; the resistance Description of the required to detain a carriage is very trifling, any thing applied to the wheel gradually stops it. On the Manchester and Liverpool Railway the engines and carriages run down the incline (which is steeper than ours) every day, (and the darkness cannot increase the danger, ours being in a tunnel). Upon the same Railway, with all their experience, they l. and M. Tunnel are making a tunnel upwards of a mile and a quarter long, (with a '")° Liverpool is Steeper uicnnation than ours); this tunnel is intended for passengers to go an inclined plane of into Liverpool, and they cannot have many shafts, as it goes under the ^ '" *^^' town. The inclination is 1 in 100. If coke is burnt, heated air issues Necessity of shaft v-. from the engines instead of smoke. I believe the shafts would draw off the heated air, each engine being in the tunnel about 4 or 5 minutes; I do not 70 Tuunel on the Bir- mingham, 1^ miles long, 23 ft. high. Means of ventila- ting tunnels. Assents and Dis- sents between Bath and Bristol. Curve f of a mile radius quite safe. Continuation of Description of line Assents and Dis- sents continued. Provision for Floods. anticipate any inconvenience from it. There is a tunnel a mile and a half long upon the Birmingham line, and about 25 feet high, with no more than four shafts. Should the ventilation be imperfect, it could be easily remedied by making a fire in one of the shafts, as they do in mines, or otherwise. Between Bath and Bristol the assents are equal to 9 miles and 26 chains, the neuters 50j chains, half-special 17^ chains; total 10 miles 14 chains. The first Curve is about a quarter of a mile from the end of the plane, and is entirely in deep cutting, with a radius of three- quarters of a mile, which has been found perfectly safe for locomotive engines to work on ; it produces but the slightest inconvenience possible in the distance, but no difficulty. From the tunnel the line proceeds in deepcuttingfor 2^miles, until it gets to theopen ground near Chippenham and Wootten Basset ; passes close to the town; runs northward, and crosses the Avon near Christian Malford : it then goes upon an embankment varying from 20 to 37 feet, through Grittenham great wood to Wootten Basset. Proceeding from Bath, the landowners almost entirely assent for a distance from near Corsham parish ; and through Chippenham and the immediate neighbourhood they all assent; through Langley Bural, still assenting, until we come to the parish of Draycot, where we have not received an answer from Mr. Wellesley; we then enter the Marquis of Lansdowne's property, who assents, and then upon Lord Caernarvon's property at Christian Malford, which is an embankment, varying from 25 or 26 feet to nothing; it is wet land; the Railway will improve it, as we shall make drains, on each side of the embankment; we shall also make whatever bridges and culverts may be required, both now, and at any future time. The flooding of the land is owing to the stagnation of the water, but it does not reach us. I consider that the several culverts would be thoroughly suffi- cient, even in cases of great falls of snow and sudden thaws, as they will be much larger than the surrounding ditches ; after Lord Caernarvon's there is a small portion of Lord Peterborough's ; the next I am acquainted with is Lord Holland's, it is a large wood, which we go partly through. The next pro- perty of any extent is Lord Clarendon's, which is very extensive, between 3 and 4 miles in one piece ; I believe he assents. The next is the Charterhouse property, which is in the parish of Lydiard Tregoz ; they assent. There is no extensive property until we come to Stratton, St. Margaret's ; but they are generally consenting parties. We then go through part of Lord Bolingbroke's ; then they all assent until we come to another farm of Lord Caernarvon's, in the parish of Highworth ; the line then passes 71 through a farm, which is a small estate for sale ; the line runs parallel with the turnpike road ; we sever small portions of the fields, which we Fields that have should purchase; we then come to Lord Barrino^ton's property, he assents; ^"^^'^ portions se- ,^ , , „ , , ., vered will be pur. we then come to Lord Cravens, he assents; we are now in the parish of Baulking, we go through a considerable extent of property belonging to Mr. Bastard and his family. The greatest cutting would be on the hill near Grittenham wood ; at one part it may be 70 feet, but by moving The greatest depth on one side I could make it less, and by moving it a little on the ° '^""'"? ' ^^^' other, take it under by a tunnel. We then pass through some extensive property, belonging to one or two colleges at Oxford. We pass through much property, all assenting, until we pass to Coombe lodge, at a distance of 4 or | a mile from the house, and we have agreed to plant the Railway within a mile of direct distance from same, either way, to keep it out of sight. The line is still in cutting, and passes through a farm belonging to Sir Francis Sykes, who assents ; we pass through several estates, who assent, until we come to Mr. Winder's, Purly House; he assents : it is a large house, having a considerable park. We have carried a Tunnel through Chalk hill, at the back of the house, to avoid it ; this tunnel is 1914 yards long. I should work it by shafts; it is a very fine chalk, and could be easily made, and ventilated. The line then goes into deep cutting, and comes out in embankment: it soon gets into the property of Mr. Knowles ; we make this tunnel to avoid going through the house ; the expence of the house and grounds would be worth incurring to avoid it. We pass through several estates, on embankment, who assent ; we then come to Crown Property, where we cross the river Kennet, (which is the Kennet and Avon Navigation) close below Reading, on an embank- ment, 20 feet high. We pass the meadows, (which are low, but well drained) sufficiently high for the roads to pass under. We pass through several estates until we come to Mr. Palmer's, who strongly objects; we pass within f of a mile of his house, (at the back) which is in a park. The tunnel we now propose is about f of a mile long; last year it was 1 mile long. The alteration has not been made with a view of annoying Mr. Palmer in any way ; if it would satisfy him, we should be happy to return to the longer tunnel, although we object to it on account of the expense. The expence of tunnel would be about £40. per yard; Exponce of a tun- the soil removed it would go to the embankment over the Loddon, »^|-''bo''t -i^^^'- P*-r and in front of Reading. We then cross the valley of Loddon, on a 25 feet embankment. There will be two or three Bridges on the liridfrts over the Loddon, the arches of which will be in 2^ bricks, and the estimated cost Loddon. 72 £4462. We then come to (where we cross the Colne there will be twelve Bridge over the arches, of 20 feet each, the estimated cost of which is £3965.) the property of Mr. Leverson Gower, at Twyford, who assents; we continue on embankment, 15 feet high, until we go into deep cutting in chalk, through a small portion of Lord Baybroke's, who dissents, and a consider- able length of Mr. Vansittart's, who assents, and proposes making a depot at one of his lodges. After passing through some estates that assent, we come to the valley of Maidenhead, where we cross the Thames, about ^ of Bridge over the a mile below the present bridge. Ours will consist of three arches, of 80 dCTihead ^^ ^'*' ^^^^ ^P^" each, over the river, and 30 feet above high water mark, and two on each side on the land, of 40 feet; the piers will be 12 feet wide, the width of the bridge is 31 feet from out to out, and the estimated cost is £21,000. We then get into Taplow Parish, and cut through two or three fields of Lord Orkney's, near Clifton ; after passing through several estates, we cross the road at Slough entirely in cutting, we approach within I of a mile of Bayley's school, and pass | of a mile the other side of the turnpike road, which is Ij mile from Eton College, to which a Branch was proposed, but at the request of the College, we gave it up ; they likewise had an objection to the Railway, on account of the facilities which it would offer to the Scholars ; we are willing to remedy the same, by building a fence, or wall, for 1^ or 2 miles of either side of the College, A Wall, 8 ft. high, thereby excluding them. I think it should be 8 or 9 feet high ; a single tSout'lJoooI wall, 8 feet high, and 4 miles long, would cost £8000. or £ 9000., and it is or £9,000. intended to be on both sides the Railway ; but where it is on an embank- ment, (which is but for a short distance) it would be easy to line it with other materials. We pass on until we come to the parish of Hillingdon, passing through the property of Mr. Charles Towas, who assents; I met an Engineer on the subject, who apprehended danger from the floods, but we have arranged as to the arches. We pass on to Hanwell, and then to Ealing, pas- sing through the property of Messrs. Wood, with whom we had some diffi- culty, on account of our cutting up their farms, to which they attach great value ; we have however fixed a price, and arranged with them as to going across the fields with a belt of trees, &c. ; (there will be a covered way under the road at Mr. Wood's) this brings us upon the Birmingham Total amount of line, close to the canal. The total amount of assents upon the whole Assents & Dissents, y^^^ -^ gqu^j j^ qq n^[\es, 6f chains; neuters, 17 miles, 20 chains; special answers, 8 miles, 39 j chains ; making a total 91 miles, 72;^ chains: and the dissents, 23 miles, 30:|: chains: Total upon the whole line, 115 miles. Special Answers. 28y chains. By Special Answers I mean such as " Declines to give 73 an answer," and " abroad." If a party says, " I will give no answer," we Neuters. class it Neuter ; * we generally consider Neuters equivalent to Assents, if they do not Dissent before the bill passes they are Assents. The Proprietors and Occupiers are returned separately. It is customary to pay for the Land ^y**- °f V'aluation. at a Valuation, and give a sum over and above for the injury or imagined injury done. The Great Western Railway will leave the London Route & Distances and Birmingham Railway 4 miles from the depot, just beyond the New ff?l't'l'ne^fr'>n»*|i8 ° •' r ' J J .-idjacent lownR.JStc. Cemetry ; thence pass through Southall, close to the market, within 2^ miles of Uxbridge, just North of Slough, and North of the Great Western Turnpike Road, touching Maidenhead, through Reading, within 3 miles of Walling- ford, within 4 of Abingdon, through which the communication with Oxford would be effected, which is within 10 miles of Oxford, close to Wantage, within 6 miles of Cricklade, within 4 miles of Cirencester, 19^ miles of Stroud, close to Wootton Bassett, within 6 of Malmsbury, within 11 ofTedbury, within 6 of Calne, through Chippenham, between which place and Bath there is a Branch, included in the Bill, and another Branch to Melksham, Bradford, and Trowbridge, within 7 miles of Devizes. POPULATION. Comparative Table of Population of the different Towns lying within Ten Miles of the Great Western Railway and the Basing and Bath Railway. Parishes which are spread over a considerable Surface, and liave no central Towns, are not included. N. B. — No Town is taken into this Calculation lying nearer to London than Fifteen Miles, or containing fewer than 1,500 Inhabitants. Great Western Line. Uxbridge and Hillingdon - 6,885 Highworth - 3,127 Windsor and Eton - - 10,335 Swindon - 1,742 Maidenhead - - - 6,817 Wootten Bassett - 1,896 Marlow - - - - 4,237 Calne - 4,876 Henley - - - - 3,618 Cricklade - 1,642 Heading - - - 15,595 Malmsbury - 2,169 Wallingford - - - 2,563 Chippenham - 4,333 Abingdon - - - 5,259 Corsham - 2,952 Oxford - - - - 20,649 Laycock - 1,640 Farringdon - - - 3,033 Box - - 1,550 Wantage - - - 3,282 Carried forward - 108,200 • There appears to be some little ambiguity here, as " Declines to give an Answer " is classed Special Answer; and " I will give no Answer" is classed Neuter. Editor. 74 Table of Population. Brought forward 1 Proposed Branch to Gloucester. Cirencester - 5,420 Tetbury - 2,939 Stroud - 8,607 Mincliinhampton - 7,255 Painswick - 4,099 Aveniiig - 2,396 Horsley - 3,690 Kingstanley - 2,438 Stonhouse - 2,469 Uley - 2,641 Bisley - 5,896 Dursley - 3,226 Cam - 2,071 Gloucester f - 11,933 Cheltenham - 22,942 108,200 88,022 196,222 Basing and Bath Line. Oakingham - - 3,139 Newbury - 5,959 Speenhamland - 3,044 Hungerford - 2,715 Burbage - 1,448 Marlborough - 3,426 Puzey - 1,588 Devizes - 4,562 Carried forward 25,881 Kins-ston Parish - 7,257 f Gloucester and Cheltenham both con- tain a greater Population than is liere stated, in consequence of the new buildings. Suburbs of Gloucester - 8,494 Do. Cheltenham - 3,632 Making a Total of - 12,126 Brought forward 25,881 Southampton Line from London to Basingstoke. Ewell and Epsom - Chertsey Guildford Odiham Basingstoke Farnham Kingston Windlesham Woking 5,082 4,795 3,924 2,647 3,581 8,228 3,151 1,912 1,975 35,295 61,176 Towns common to both Lines. Trowbridge Bradford Warminster Westbury Froom Melksham 10,863 10,102 6,115 7,324 12,240 5,866 52,510 75 Great Western Line - 108,200 Basing and Batli, including the Branch to Gloucester 88,022 Southampton to Basing Line 61,176 196,222 Suburbs of Gloucester and Chel- tenham - - - - 12,126 Towns common to both Lines - 52,510 Towns common to both Lines - 52,510 Total - - 260,858 Total - - 113,686 Without Suburbs of Gloucester and Cheltenham, Great Western Line - - 248,732 Basing Line - . . 113,686 We have made all the requisite Borings to ascertain the nature of the Soil, -ph,. Borinas are "which I should say upon the whole is rather favorable. The only Lon- fovorable. don Clay we have is for a short distance after leaving the Birmingham line ; Description of the it is in Cutting and the greatest depth is but 22 feet, which is not suffi- ^''''^^ P'''^*^'^ *^''"'- cient to cause any difficulty. From London to Reading it consists almost entirely of excellent Gravel, at Reading there is some Chalk ; in the first hill through Reading there is a small quantity of Clay with the Gravel, upon leaving Reading it is very hard Chalk, which in the neighbouring quarry stands upright. The line thence through the North of Berkshire, being upon the surface, the quality of the soil is of no comparative consequence. The Oxford clay, which is as bad as the London clay, ranges in that basin until beyond Swindon, where it is almost entirely Clay, and continues so as far as the Avon at Chippenham ; upon crossing the Avon it is a Stratafied Stone, rising in beds : it lies above Oolite of Bath. We wall the The sides of theCla sides of our clay banks, as we shall have Stone at hand. Passing Chip- banks to be Walled. penham the cuts are still in Stratafied Stone, which is very easily worked ; they form dry walls of it, in place of hedges, in the neighbourhood. It continues the same until we arrive at Box Hill, which is in Bath Stone ; the entrance of the Tunnel is in Cornbrash, which is Stratified Stone. We then pass through the bed of Bath Stone, and enter the Clay which lies below it ; the first hill after that is in the same Stone, and the next in Clay. The Cuttings are not of any extent until we come to Bath and .„ , _ . , • • • • 11 T • T- o All the J^oils Will 1)0 Bristol ; it is principally Lias Lime Stone and Red Sandstone. Most of nseful, particularly these soils will be useful in constructing the Railway : the Cornbrash will "' ' ^*"'"'' be useful, the Bath Stone, of course, and the Lias is used for walling and building purposes ; the Red Sandstone will also be useful ; the Gravel would be used for ballasting, it likewise makes good embankments ; Chalk ^he Soil of the G is used for the same purposes.— The Soil of the Northern is much W. superior to that superior to the Basing line, as the valley of the Avon up to Bradford is diffiadtlo w^Jrk.^ '^ 76 formed of slippery D(^bris from the hills; they are frequently moving, and The Basing passes ^ deep cuttina: through them would be both difficult and dansrerous. We thro much Waste l o o o Land, but gains no have no cuttings in so difficult a soil. A great portion of the Land on the a vantage y it. Southern line, at least from Newbury to London, is of inferior value, being principally Heath and Waste Land, which would not influence it much; as there is no surrounding population, it was an object with me to select a direction that would admit of Branches to neighbouring towns and districts. Gradients of the Great Western Railway. Table of the Gradients. Distance from Bristol. Total Rise from Bristol. Length of Gradient. Difference of Level. Gradients. Rise. Fall. Per Mile. Proportion to Base. Mis. Chs. Ft. In. Ft. In. Ft. In. Ft. In. 4 53 8 59 5 7 21 6 4 53 4 6 5 7 15 11 — 1 3 2 11 TTcrn 11 37 2 21 15 6 — 6 10 tIt 11 24 38 6 24 1 6 — 5 TTSTff 11 45 34 21 — 4 6 17 2 -sis 11 75 34 6 30 6 — 1 4 1 16 57 77 6 4 62 43 — 9 TSS 19 13 199 2 36 121 6 — 49 7 ^is 21 18 176 9 2 5 — 22 3 10 9 T^^ 24 38 140 6 3 20 — 36 3 11 2 ^-b 26 73 27 41 140 3 141 6 2 35 48 1 3 3 2 1 1 2574 41 17 289 13 56 147 6 — 10 9 iw 50 4 240 8 67 — 49 5 6 ■fh 59 11 172 9 7 — 68 7 6 fis 59 53 171 42 — 1 1 11 2 7 72 62 157 9 2 27 — 13 3 5 8 vh 66 4 126 4 4 — 31 9 7 10 1 76 76 105 10 72 — 21 1 11 ^t'tt 77 78 100 3 1 2 — 4 9 4 8 ttV? 83 31 89 6 5 33 — 10 9 2 2 5*rE 85 20 96 3 1 69 6 9 — 3 7 r^ 88 69 92 3 49 — 4 3 1 2 T-iTW 96 40 50 7 51 — 42 5 6 -gijs 104 77 46 6 8 37 — 3 6 5 in6S 107 40 61 6 2 43 15 — 5 11 WT 108 1 61 6 41 — — Level. Level. 110 50 6 1 79 — 11 5 6 ?h 110 75 50 75 — 6 6 TW5 115 27 67 4 32 17 — 3 10 •O'JT 77 ' The Levels, starting from London to Bristol, are as follows : for 4 miles and 32 chains, it rises from the Birmingham Railway at the rate of about 3 feet 10 inches per mile, or 1 in 1367, which in reference to Locomotive power is nearly level ; then, for nearly a mile, it rises 6 inches per mile, or 1 in 9900 ; then, for two miles, it rises 5 feet 6 inches per mile ; or in other words, — For the first 50 miles from London, there is nothing above feet 7 inches per mile : it is generally running from a Level to 4 or 5 feet per mile, then there are some inclinations of 7 feet 10 inches per mile; but in the first 74 miles there is nothing above 7 feet 10 inches per mile, or 1 in 673 ; to the 96th mile there is nothing above 1 1 feet and a fraction per mile ; so that the highest inclination we have to encounter ■with the Locomotive power is 11§ feet per mile, which is 1 in 473. At the Box Tunnel comes an inclination of 2 miles, 36 chains, at 49 feet and a fraction per mile, or 1 in 107. The Levels of the Basing Line are as follows : about 6 continuous miles and 54 chains, or 1 in 202, which is about 26 feet per mile, near Devizes ; there is also a Plane near Hunger- ford, 7^ continuous miles, 1 in 250, which is about 22 feet per mile ; there is another Plane near Burbidge, 3^: miles, 1 in 264, which is about 20 feet per mile; there are several shorter ones, 1 in 330, or 16 feet per mile. .There are several upon the Southampton line 16 feet per mile.' T he Proportion of Power required at those diff'erent inclinations, supposing the power of the Engines to be the same, would be as follows : taking the Friction at 280, or 8 lb. per ton, which is about what it is in practice, sup- posing the Weight of the Engine to be 10 tons, and the gross Load drawn upon the Level to be 1 10 tons, it is found to be 1 in 473 ; the gross Load drawn would be 59 tons and a fraction : This is the greatest Inclination on the Great Western, except the Plane near Box, where it is intended to have an Assistant Power of some description to overcome it. At 1 in 202, it would be 1 in 36, and the proportion between those two would be as 100 is to \Q3^ : so that supposing the Engines to go along the whole of the Basing line, and to carry their load up the long Inclination, the proportion of the Load would be diminished in the proportion of 100 to 163, a Loss of Power of 63 per cent,; but supposing them to have an Assistant Engine upon that Plane of 6 miles, as we have near Box, 2~ miles, they having to attain rather a greater elevation, but doing it more gradually, and as the other Planes that remain upon the line would govern the power of the Engine, the proportion of the power would be for the Plane of 264, as 100 to 136, or 36 per cent, over the power required upon the steepest Plane upon the Great Western; and supposing them still to have an Assistant The levels of the G. W. 3 ft. 10 per mile, or 1 in 1367, nearly equal to a Level. The highest iutli- nation encountered by locomotive pow- er will be llift.per mile, or 1 in 473. Description of Box Tunnel inc. Plane. Levels of the Basing and Southampton. Friction equal to about 8 lb. per ton. Comparison of Power required on the opposing Lines. 78 Superiority of the engine upon those two Planes, making three long Planes altogether, still r ^' T ^°'"* *^® general run of the Inclinations of 16 feet per mile would require an increase of power of 20 per cent, more than would be required on the whole length of the Great Western, with the exception of the plane; that is upon a supposition of three Assistant Engines being upon different parts of the Line : one at the Plane of 6j miles, another at the Plane of 7 miles and 28 chains, another of 3^: miles ; all these Planes are between Basing and Bath. By going slower at these Inclined Planes, Engines of less power may be used, but I have supposed Engines of equal power, carrying equal weights, with equal speed ; this induces me to say, that there can be no doubt as to the Northern Line being the best. On the other some of the Levels are very Steep, whereas we are able to keep them low ; even if the communication with great Towns was equal, I should prefer the Northern. A short steep Inc. I Stated, that in their long Inclination of 1 in 202, they have to rise pref. to a long one, ^ greater total Height than we have in our short one of 1 in 107. We altho not so steep. preferred a short steep Inclmation to a long one, and 1 in 202 would be very steep, and to carry Engines all along the Line, of sufficient power to get up, would be very expensive. Our Plane would not be so steep as absolutely to require additional power ; as upon the Plane on the Liverpool and Man- chester Railway, which is steeper, they do not always use an Assistant Terminus of the Engine. The Terminus of the Southampton Railway, as laid down, is Southampton R. about 35 chains along the Turnpike Road, above the foot of Vauxhall Bridge. Amount of Cut- The Amount of Cuttings upon our Line are as follows : between w^\'ith°"averaffes London and Reading, 2,402,173 cubic yards; from Reading and Bath, 78,000 per mile. 6,386,042, making a total of 9,750,156, which includes the Branches: this gives upon an average about 78,000 to the mile.- Spoil Spoil Banks. Banks are made where there is more earth than is required for the embankments, and land is obliged to be purchased, upon which it is laid in heaps, to save its being carried away. We have no Spoil Banks, they Side Cuttings. are generally considered objectionable. Side Cuttings are made to get earth to make embankments, when there is not sufficient ; we have none upon the Great Western. There is but one place where we have any General run of deep Cutting abovc 40 or 50 feet deep, and that is 70; the general run of Do"Embankmm^'s °"'' ^^^P c"tting is 30 to 40 fcct ; our Embankments are from 25 to 25 to 30 ft. 30 feet; there is a short one near Box, nearly 40 feet; it is 37 feet near Chippenham; over the Brent, near London, it is more than 40 feet. The Cutt. and Era- ^^ regulate the height of an Embankment according to the quantity of ban. should be about Cutting we have to form it, althouoh it must be regulated by the general equal, which is the ^ ' '° ,,,•/. case with the G.W. level of the Railway, yet that level is regulated by the Ime of the country. 79 -OurCuttings and Embankments are nearly equal. -At the Brent Brent Viaduct. there is a Viaduct of nine arches, from 60 to 63 feet high, and 60 feet span, the estimated cost of which is £22,000.; and at one end of the Viaduct, for a short distance, the embankment is at that height, which would be prin- cipally in gravel, The Cuttings upon the Basing line are as follows — from London to Basing about 10,000,000 cubic yards, as stated by Mr. Giles in the House of Lords last year; from Basing to Bath I make 11,500,000, (some Engineers state it may be reduced to 10,596,000); and from Bath to Bristol 2,500,000, — that would make altogether 24,000,000 of excavation. There are several deep cuttings on the Southern line from London to Southampton; there is a Cutting near London of 116 feet, 1 believe they have reduced it 10 or 12 feet; there is one of 116 feet through St. George's Hill, near Oatlands ; there is a Cutting at Frimley from 60 to 90 feet ; from Basing to Bath there is much heavy Cutting ; there is a short Tunnel of half a mile near Bradford, where the Cutting is from 70 to 75 feet at one end, and 6 feet at the other ; then they come to a hill with a Cutting of 1 14 feet ; then there is a Cutting 100 feet deep, and another 90. The Tunnel through the hill at Claverton is just upwards of one mile in length, and in 1 10 feet Cutting at one end, and 6S feet at the other ; it is laid down Level, but the Engineer stated he should give it an Inclination probably of 16 feet per mile ; it is intended to be worked without shafts, and the soil taken out at the ends ; he proposed carrying a small Driftway, and then enlarge it, in order to have a number of places to work at once ; but still the materials must be taken in, and the earth brought out at the ends. The extreme Height of earth above the Tunnel is 375 feet ; there is a height of 355 feet for half a mile, it then drops ; it is almost out of the question having Shafts, although they are necessary for the Ventilation. This tunnel would occupy about three minutes to pass through. (The Box tunnel would occupy about 5 to 6 minutes at the same speed.) We might have had all our Tunnels Open Cuttings, except the Box Tunnel, without exceeding the amount of Cuttings upon the Basing Line. 1 consider a deep Cutting through open pleasure Grounds more objectionable than a Tunnel beneath them, and an Embankment still more objectionable. If I had expunged all the Tunnels, with the exception of the Box Tunnel, and a small one near Bristol, it would have raised the Line a little, and made an addition of 2,000,000 cubic yards of Cutting. A Cutting, 14 to 20 feet, is the most advantageous Cutting, both in reference to the expence (if it was 30 feet, it would make a difference in the cost of a Bridge) and to the convenience of the Landowner; being just the height of the Bridges, and gives a free com- Cuttings upon the Basing Line. Thi'ir great Depth. Tunnel at Claverton. To be worked without Shafts. A deep Cutting is worse than a 'l\in- nel, and a high Em- bankment is nuuh more objeetionable. A 14 ft. to 20 ft. Cutting the most advantageous. Objections to Deep Cuttings and Embankments. Expence of Cutting 40 per cent, more upon the Basing than the G. W. Average Cutting per Mile upon several Railways. Amount of Tunelg. — Basing line, — G. W. L. and B. Estimate. Original Estimate. Details of Estimate G. W. 80 munication upon a level; where Cuttings are deeper, it causes greater gashes in the land, and makes a greater number of communications necessary. The same thing applies to Embankments, the higher they are the longer the Arches must be, and it causes greater expence to proprietors should they wish to construct an arch for their private use. The severance of Land is also more expensive where in deep Cutting or high Embankment ; therefore the Basing Line, independent of expence, interferes more with the country, the amount of Cutting between Basing and Bristol being 14,000,000.; the expence of Land alone between these two points is 40 per cent, greater than ours, which is under 10,000,000; and the Bridges also would be more expensive. The London and Southampton Rail- way up to Basingstoke, and from Basingstoke to Bristol, averages about 200,000 yards a mile of Cutting. The London and Birmingham averages about 110,000. The Liverpool and Manchester 100,000, and the Great Western 78 or 80,000. From London to Basing there are no Tun- nels; from Basing to Bath one a mile in length, and another y a mile; our total length of Tunneling is 4 miles, 54 chains ; we have a few chains less Tunneling than the London and Birmingham, which is 1 1 1 miles long. The total amount of Tunneling upon our Line, including removing of soil, lining, &c., amounts to £280,000. The Tunneling upon the Basingstoke amounts to about 2,600 yards, of much worse Soil than ours; the Engineer of the Line admits it to be Fuller's earth, with springs in it, and take it at £40. per yard, which is less than I have put it at, it amounts to £104,000., which is much below what it will cost. The aggregate Amount of Cutting and Tunneling upon our Line amounts to £767,500. The quantities upon the other Line from Basing to London, at the same prices, although their lead is a mile longer than ours, amounts to £810,000. The Estimate includes all expences attending the Works, as well as the expence of the Railway, allowing a large amount for Contingencies and unforeseen difficulties. I was not limited to any precise Amount to be expended ; my original statement was about £2,700,000., £2,800,000. or £3,000,000., but I found it would not amount to that sum ; my Estimate has been approved of by several Engineers. The Details are as follows: — Excavations and Embankments, 9,750,000 yards, at Is. per cubic yard £487,500 Masonry, including Bridges, Viaducts, drains, and walling 459,725 Tunneling 279, 195 81 Forming the road, fencing, &c. at about £5,000. per mile 630,400 Depots 57,000 Locomotive power, carriages, &c 57,000 Land and compensation, allowing a large overplus for contingencies upon the land 280,000 Making a Total of £2,250,820 And leaving something more than 10 per cent, for contingencies 249,180 Estimate. Making a Total of £2,500,000 The prices of the above are about the same as are now being paid upon the prices same as the London and Birmingham Railway. To excavate Gravel, which is a tolerable ^- ^""^ ^• easy Soil, and carry it a distance of three miles, would be very cheap at , , . , . •' •' ■' "^ 1*. per cubic )'d. for Is. per cubic yard, which is the price I have allowed for Cuttings and Cutt. and Embank. Embankments on our line ; the average lead being 2-^ miles, (we have leads ~"'^^'^ ^4 ™iles. of 6 miles, but the average is 2^) the leads on the Basing line are longer. One shilling is the price paid on the London and Birmingham Railway. We have allowed about four Bridges per mile for the accommodation of the Four Bridges to the Public and Owners of Land; and the annual expence of keeping them in ™''^* repair is not much. In the event of there being an Enclosure Act, the expence of Bridges for any new Roads would fall upon the Company; Enclosures. but the cost of Bridges is greater in an unenclosed country than in an enclosed, because there are a greater number of small narrow Roads, than where it is better laid out 1 have examined the country between our Railway and Gloucester, with a view to a Communication, and find to the eastward of Gloucester there is a range called Cottswold Hills, which to a certain extent cut off Gloucester from any communication; these hills are at that part of the Line between Cheltenham and Oxford : and a Line between Tring and Gloucester would be across the highest part of these hills, where all the Streams run that supply the numerous Rivers both East and West of this part of England ; the Thames is close by, and all the Streams that run down into the Severn, so that I do not consider a Line between the latter places altogether practicable. The Branch to Gloucester leaves our Line at Swindon, and there being no break whatever in the before mentioned range of Hills, except one which was taken many years ago by the Stroud Canal Company, we should pass through the same gap, the summit Level of that Canal being 90 ft. lower than the Kennet and Avon M Branch Gloucester. 82 Facilities of Communication afforded by the G. W. Canal. The water comnnmication between Stroud and Oxford branches off at Swindon, and gets to Oxford North East by East; it then branches into two, and joins the Wilts and Berks Canal. It is in this same valley that the Railway passes, and on the North of the Marlborough Downs. If I was employed to point out the best line between Gloucester and London, I should bring it in this same direction, as I do not think I could carry any Line from Oxford to Gloucester without coming as far as Byberry Colne and St. Aldwins, which would bring it within five or six miles of the Canal I am speaking of. The Great Western is the only Line between Bristol and London which affords the means of Communication with other Towns in that district. Between London and Bristol there is the large Chalk range, that extends from the Bristol Channel a considerable way up to Wantage, and the centre of the County of Berks, and drawing a meridian at Reading, and another a little East of Bath, there is a com- plete table land, very elevated, between the two places; and there are no large commercial Towns between the two ; so that a railway would be almost impracticable. But there is a valley between Basingstoke and Bath ; by following this valley, Salisbury Plain and the hills about Highclere are to the South, and Marlborough Downs to the North. By following the gap, although you are cut off from branches to the South, you get into a valley 150 feet lower, and have the North open to you. The large Towns West of Bradford and Trowbridge are open equally to the one and to the other. A Communication may be made from Bristol to Southampton, by a Branch from our Line at Reading or Twyford; but the communication between the two places is very inconsiderable, as a pro- portion of two Coaches and a half only leave Bath and Bristol for that direction daily, so that it would never pay for a Railway. 1 have not yet constructed a Railway, but I have been engaged upon works where Railways have been used. 1 was Engineer to this same projected line of Railway, during the last session of Parliament. It was then from London to Reading, and from Bath to Bristol only, omitting The Line last Ses- the part between Reading and Bath. 1 calculated it would take don toKeathngand about two years to Complete that part of the line between Bristol and Bath to Bristol only Bath. ■ The Expenccs incurred in Parliament last year were about Expences last Ses- £35,000. to £40,000. which will be included in the cost of the work, and £40 000.' allowed for out of the item of £200,000. for Contingencies. 1 examined three spots with a view to a Terminus in London : one near London Tenninus. Waterloo Bridge, one near Millbank, and one near Vauxhall Bridge. (I stated before the Committee last year, that the Termination next the River Communication between Bristol and Southampton. 83 from the Hoop and Toy at Vauxhall, by a Viaduct, would cost £180,000. not £800,000. as erroneously reported.) There was also another near Paddington. A Terminus on the banks of the Thames certainly would y^ Terminus at be desirable, if other advantages were combined with it. I thought, and Vauxhall would be still think, that the Terminus we had at Vauxhall Bridge was better than ^^7.. and B!,"b!ft joining the Birmingham Railway. I also thought that two large Railroads ti;e latter is come- bringing their Traffic to the same part of the Town an objection, besides the difficulty of making arrangements between the two Companies. The Terminus of the London and Birmingham Railway, according to the Extension, is at Euston Grove, (I think at an Inclination of 1 in 86 or 90) which situation is convenient. Light goods could be distributed over London Advantages of the in Carts and Wagons, and Heavy goods would go down the Regent's Canal, r^'™'""'- to be carried by the River ; a great increase of Trade is expected upon the Canal. I therefore think it is perfectly capable of carrying our Trade. 1 stated last year, when the Terminus was intended to be at Vauxhall, ^, . . •' Objections to the that I considered a Line like the present, by the Paddington Canal and the Terminus. Regent's Canal to the Pool on the whole objectionable, as there are twelve Locks, occupying seven or eight hours in going down; and is therefore expen- sive, and I am still of opinion that it is objectionable compared with a better. The main Depot upon the Liverpool and Manchester Railway is in the , , ,, ^ ^ • *^ . , . Depot L. and M. street, above 200 yards from the nearest wharf. There are no means of lifting goods from the ships to the wharf by a Crane, therefore anything going by the Railway heavier than a man can carry must be put into a Cart and taken to the Depot ; in fact. Vessels that are engaged in the IVIanchester and Liverpool Trade do not come to that Dock, but stop half a mile oft', where the Goods are generally unshipped, and taken to the Warehouse of the Consignees, and afterwards sent to the Railway. The distance from the Terminus of the Railway to the Wharf is not more than 50 yards. (This same Railway crosses one Turnpike Road upon a Level.)— At Bristol the trade is carried on much in the same manner, except to a greater extent, the Warehouses not being at the Wharf. To sum up, ii 11. PIT- PI. . ^ • .. General advantage the general advantage of this Lme are as follows : the Country is naturally „{• the CJ. W. line. Level, affording an opportunity of making a Level l^ailway ; there are great facilities for making Branches to many parts of the West of England, and the Soil also offers very great facilities of Construction, as the greater part of it is in Gravel or Stone, which is valuable and easily worked. (Of course Devonshire and Cornwall are upon both to the Great Western and Basing lines.) 84 Ex. Mr. THOMAS CABREY, C. E. I have bad experience in Locomotive and Steam Engines. I was employed on the Stockton and Darlington Railway ; upon which Line there are both Locomotive and Stationary Engines. I have likewise been Engineer upon the Bolton Railway. C and W 1 d ^ '"^* ''^ present engaged on the Canterbury and Whitstable Railway, which I became in 1830, is a single acquainted with in 18-29; it opened in 1830, and is a Single Line of Railway Six Miles "' long. ^I erected the Steam and Stationary Engines upon that Line; there is a great variety of Power used upon it. There are three Inclined Planes. The Descrip. of Plane, fl^gt jg ^jthiQ a Quarter of a Mile of Whitstable, and is between 1100 and 1200 yards ,„ , . ■ , ,. long; the Rise is about 1 in 54 ; it is worked by a Stationary Engine of Fifteen Horse Working of ditto. ° J J o Weis-ht of a Load P^^^*"' ^^^ ^ Rope the same length as the Plane, the weight of a load being from 25 to 25 or 30 tons. 30 Tons; we travel up it at the average rate of Eight Miles per Hour, but there would be no difficulty in increasing the speed ; it is then propelled by Locomotives. This Rate of Transit, &c. Plane ends in a Curve of a Quarter of a Mile radius, which they go down at the rate of 24 miles an hour ; when near the termination it is checked, making an average of 15 miles an hour: It is principally on an Embankment. (About 10 Trains pass this Line Plane 1 in 34. daily from each termination.) The bottom of the next Inclined Plane is about Two Miles from Whitstable, and is nearly a mile long, with a Rise of about 1 in 34 ; it is Train may be stop- worked similar to the others. I have seen the Carriages stopped within a distance of 100 ped within 100 yds. y^rds, when going at the rate of 24 miles an hour, with 48 Passengers. (Sometimes it amounts to the speed of 30 miles per hour.) This Plane is partly on a 15 feet Embank- Descrip. of Plane, ment and partly in a Cutting, The Inclined Plane that goes down into Canterbury 1 in 54, which is j^ near Two Miles long; the average Rise is 1 in 54: The first half-mile from „. ■ . „ '. Canterbury is in a Tunnel, 12 feet high and the same in width, (it has no shafts), and a Dimensions, &c. oi •' ' o > \ same. Rise of 1 in 47 : It is worked by a Stationary Engine of 25 horse Power, at an average speed of about nine miles per hour, and an average load of 15 tons ; (it sometimes goes 12 miles an hour, with a light load) with a rope 4| inches circumference, or If inch in diameter, and of the same length as the Plane, and is used for Goods as well as Passengers. The Passengers' Carriages are detached from the Train and descend Description of themselves, each Carriage containing 16 Passengers: sometimes Three Carriages descend connected together, without being attached to the rope, a Break (which is a lever acting upon the circumference of the wheel) being fixed, to check them. In the Working same, case of the Merchandise Train, the rope is attached, and the other end passed to the foot of the Plane, and connected to the other Train, which it brings up, and at the ■ P''*' ' ^ '^' same time checks its own speed ; as they go down there is a slight tension upon the rope, (they have sometimes to wait a short time for the return Train.) We ascend the Plane at an average rate of nine miles, and descend at twenty miles an hour. On their moving down the Plane, they commence at the rate of 10 miles an hour, increasing to 30, (which averages 24 miles), when it is gradually checked, without any difficulty. An .\ccident. We had an accident upon the middle Plane, at the termination, owing to the Carriage passing too quick into the Siding, the impetus caused it to pass again into the Straight of 85 Line, where it ran over the Embankment, (it was intended to stop in the siding). There ■were four Passengers in the Carriage; one had an arm dislocated, another a leg brolten, and the others were injured. Upon the Canterbury inclined Plane, the rope once Rope escaping. became undone, the Train, which was descending at the rate of 15 to 20 miles an hour, was stopped by the Break, and the rope re-attached. 1 have known two Rope breakina:. instances of the rope snapping, which merely detained the Carriages until it was spliced ; they were ascending a Plane at the time at the rate of nine miles an hour. 1 see No difficulty in tliK no diflBculty in working a Plane Sf miles long, even through a Tunnel, having a Rise of 1 '' ' "^ ' *"' in 107 ; with a Stationary Engine and rope, there would be no difficulty in moving up the Description of Inclined Plane at the rate of 20 miles an hour; An Incline with a load of 50 tons, at of'such a'pi'ane &c 20 miles an hour, would require a rope 5| inches circumference, or If in diameter. Suppose the rope was to break on an incline of 1 in 107, it would be unattended with danger. We change our ropes once in two years, sometimes they Expence, &c. of the will go three years. The danger of the rope breaking might be obviated by frequently '^"pss. changing it, which is rather expensive with us. Whitstable is much frequented as a watering place, and as many as 130 Passengers have been carried in one Train. The number of Passengers between April 1833, and April I83i, was 22,909; Amount of Passen- from April 1834, to April 1835, there was an increase of 4000, but there was no increase "'"'*• of Goods. Coals and Merchandise are the principal traffic on the Line, as Traffic. Canterbury is supplied entirely by it, the Goods being sent from Loudon and landed at Whitstable Harbour. Forty Minutes is the average time of performing the 40 Minutes occ. Journey, but it frequently takes but Half an Hour. The Railway was constructed '" *'^'' ^""'""^y- under the direction of Mr. Stephenson, and I consider it pretty well executed; it may cutTon of the Works, be improved, which remark will apply to every Railway that I have seen. There are parts of the Line where the Cutting was made too deep, (in some parts two feet) which was filled up again, and some of the walls have bulged.' I believe the Shares are not in a very flourishing condition. E.V. Mii. JOSEPH LOCKE, C.E. 1 was connected with the execution of the Liverpool and Manchester Railway. -I have made a Railway in the neighbourhood of Newcastle. The ,, , nr d -i •' ° C anil \v. Railwav. Whitstable and Cauteibury Railway was surveyed and the Act got by Mr. James ; Mr. Stephenson was applied to to set out the Line, and I was sent down by him, where I remained two weeks, but we had no control over the Line. 1 am ^ . . Description of Engineer to the Grand Junction Railway. I am not paid by a per centage, neither for Giaml Junction. the measuring during the progress of the works ; but by an annual fixed salary, (which is the usual mode of payment) not in proportion to the work done. The Modeof Lcttini,'tlie Contracts are drawn up thus: we make a Drawing of every Bridge, we fix the Levels, the Number of Cubic Yards, and the Chairs and Sleepers for any length, say six, eight, or ten miles, and the manner in which they are to be executed is described in the SpeciDcaliun. The Directors advertise for Tenders, and call upon me for an Esti- 86 Seeuiity required, mate, the niost eligible Tender is then accepted, and Security required for not less than £500. I am not aware of any ads'antage derived by the Engineer out of the Contracts ; it is entirely in the hands of the Directors. 1 have known Contracts let to Persons without any Security or Agreement ; in such cases it is divided into small Lots, and let Method of letting^ to the Class of Men employed by a Contractor, that is to the Head of a small Gang, to Sub-Contractors. ^^^^ ^ ^^^^ .^ ^^^ ^^ ^^^1^ ^^^ Contractor finds all Materials and Waggons, Wheel- barrows, Rails, Sleepers, &c.; he has to keep the Cutting free from Water, and various Excavate for 4irf. things of that kind. The under Contractors merely excavate for ild. or 5d. a Yard, or orf. a Yd. finding jj„j jj^ve nothing to do with other items and contingencies. A Portion of our Work has been done for that Price, the original Contractor taking all risk of slips, &c., so that Oh"ections to the to*^'^ ^^^ tackle would amount to very nearly half the expense of the Cutting. It would above mode. of course vary, according to the Lead and Depth of Cutting ; the Depth of Cutting and Embankment materially increases the Danger of Slips, as does the Length of the same. In the event of the Works costing more than the Engineers's Estimate, he may accom- modate them to the latter better with this sort of Contract. I have known the petty Contractor execute the profitable, and throw up the unprofitable part of the work, TheCommencement which produces an advance of price. The early part of a deep Cutting is of course the of a Cutting the most profitable, the Lead being then but short ; and the tools and tackle being new eapes par . ^^^^ require no repairing, when at the latter part they require a great deal, also many Eight Contracts are more hands. We have let Eight Contracts on the Grand Junction, to the amount let on the G. J, ^f £600,000.,, which is within £4000. or £5000. of my Estimate. We have let about At an Average of 4,400,000 cubic yards of Cutting for about £160,000. or £170,000., being very nearly ^'lihl'^MiirS 9^- a Yard. The average Length of the Leads is under a Mile, the longest being Do. Ilrf. If Mile li of a Mile, which is nearly lid. a Yard. The extent of the Lead regulates the L"*''- Price ; for a Lead of Three Miles I should think I3d. per cubic yard a fair Price, but for a 3 Mile'Lea'^d. it would depend on the Inclination of the Road it was to be led upon.- 1 was examined last year for the Opposition to the Southampton Railway; the average extent Dcscrip. of Work of the Lead there was four miles ; I am sure it could not be executed for 4|e?. or 5rf. upon the S. R. George's Hill was stated at 5d. by Mr. Giles) per cubic yard ; it would be at least Pncesof the above, '^ » . ^ , , , ,« ^-i , . , . &c. Is. 2rf., but it would depend on the Levels. I have no doubt Mr. Gdes lets the work upon the Southampton Line at less than 5d. per yard, but the Company find Waggons, Barrows, Rails, and all other articles, and they will not know what it costs them until The Economy of the completion. 1 think works may be executed much cheaper in large Contracts. large Contracts. \^ijen a Contractor has a number of things to do he makes one part fit in with another; but where one man has to build a Bridge, another to make an Embankment, they will not study each others convenience; the man building the Bridge requires materials brought down to the spot, and the Contractor for the Embankment will not let him have The System of Em- hjs Rails, &c. Upon the Liverpool and Manchester Railway the system of lettino^ out w^s^Trfeif "i^p'ot" l! the works, and finding the materials was tried ; that is, the Company found Rails, und M. and failed. Chairs, Sleepers, ballasted the Road, and took upon themselves all Risks, and kept all Particulars of same, the Cuttings free and clear of Water ; but it was found not to answer. As an Cost of Waggons, instance of (he Value of Tackle when done with, (a Waggon costs from £25. or £27. to £35.) our Waggons, which cost upwards of ii' 30., were sold for £5. 10s. and we paid all expenses for keeping them in order. The Estimate for Fencing upon the 87 Southampton Line per running \ard was Is. Qd. We are paying upwards of is. per Comp. above witli running \ard for our Fencing. I consider Mr. Brunei's Estimate a veryfai rone ; (the 4,. per Yard for Contingency Fund of 11 per cent., is one per cent, more than is generally allowed) F<'n<^'"g ^- •'■ be has some at 4*., and some at 5s. in his Estimate; Is. 6d. is out of the question; 4s. is good, 4s. (id. is better, and will do the work. ' The Estimate for the Railway upon the Southampton Line was 4s. per running yard, we pay 10s. for the same upon the Grand Junction Railway; I cannot tell how it can be done for 4s. , as it includes the Railway, incKulini; Ballasting, which is the Road Materials, such as broken Stone or Gravel, put under and perYd.runnir li. J ! between the Blocks forming the Roadway. For an average Lead of 1^ Miles they pay i\d,\ we pay Qd. for an average Lead of One Mile. Deep Cuttings and high Average Lead of I Embankments involve expensive Bridges, Drainage, and unforeseen contingencies ; it ^.^^J^. ' ^ may likewise be considered injurious as defacing the Land. St. George's Hill is Objpc. todeepC'utt. I believe a Cutting of 116 feet deep. I stated that it would take seven years to and high Embanks. • ■ . • . 111! 1 1 1 ■ 1 1 nrvrk i" 1 S. Gcorge's Hill, complete it by the best methods 1 have seen used ; calculating that 800 yards may be put over the Embankment (that is teamed) in one day, and allowing "250 daysto o ne year, (deducting for wet days) will produce 200,000 cubic yards per annum. In the Cutting there was 3,500,000 cubic yards, and only 1,500,000 of it is required for the Embankment ; therefore, there are 2,000,000 more than is wanted, which may go to Calculation spoil while the Embankment is being made, but it being thrown out at the same time will not facilitate the progress of the Embankment. The Levels have been altered since the Act was passed, the Embankmeuts raised, and the Cuttings diminished. " "^ By lowering the Levels you increase the amount of Earthwork upon the Embankment, The Embankment is the proper measure of the time that will be required to complete the works, because it must be worked from one end; a Cutting may be worked at both, and much of it may be thrown into spoil. Regarding my calculation that 800 Yards of Km- 800 Yards would be the amount of a Day's Cutting, I judge from my experience upon |je"pamVd''iH'r^L»av' the Liverpool and Manchester Railway ; we could not exceed it, even working 18 or 20 ^iie above proved hours a day, and we had a great number effaces, so that the men were all concentrated. "P"" 'he L. and M. Now, the width of an Embankment limits the teaming, as we could only bring the "Waggon up to the face of the Embankment, when of necessity it must be teamed before we could load another.- 10 or 12 Men is the maximum that can be employed to team. In a Cutting 1000 or 1,500 Men may be employed, but they cannot team more than before stated ; certainly, upon extraordinary occasions, 1000 may be teajned by working the 24 hours, but Night-work is very expensive, and it requires some time to Night-work expeus. replace the Rails. In forming an Embankment there are generally two Roads, one Method of workiiijt to bring the loaded Waggons up, the other to take them back when teemed; after ;•» E'l'liankmeiu. arriving at a certain point, lliey branch out into two, three, or more dillerent Roads, in order to get as many teaming places as possible. The teaming is always taken to the working end, never to the sides, except to till up the Slopes, and Contractors i^et as many as the width of the Embankment will admit of. 1 have heard of Mr. Mr. (irahaiiisley"s Grahamsley's Slothod of Excavating, but have never seen it: I believe he proposed * '" ° ""' "'^' carting and uuloading 2000 or 3000 cubic yards a day ; if this method is found prac- ticable it must be to the interest of the Contractors of the Grand Junction Railway to adopt it. Oue year has elapsed since I gave the above evidence, and two days Description of the ago I inspected the works, and found they had removed 20,000 instead of 200,000 cubic ° ' yards: At that rate of proceeding it will take 35 years to complete. There VTere some 4000 or 5000 yards taken to spoil, which would not affect my calculation. (If you have a deep Cutting, as St. George's Hill, the best way to get rid of it is to throw it into Material of Saint spoil ; forming an Embankment to receive it is certainly no economy.) The Material leorge s i . ^^^ stated last year to be Gravel and Sand, which is favourable ; since I have examined the spot I find (he portion of Cutting that is worked to be Clay, which is much worse than the former. I therefore consider it will take seven years to complele the Cutting and form the Embankment, even from this time, and using extraordinary means, and I do not think you can reduce the Cuttings and Embankments on this Line, and keep it as good as it is now. 1 did not know how long they had been at work, but I judged from what was done; neither do I know the Number of Men employed. At Shapiey Heath the Depth of Cutting was about 20 feet for about 70 feel into the Method of workinn- entrance of the Cutting. The Cutting is taken off to the required Level for a certain a Cutting. distance, and then stopped, and an Inclined Plane is formed to take oft' the top lift of Stratum, above which I think it was 15 or 20 feet. Between Basing and London they are at work at 10 or 11 places : the first place from London is on the road to Wands- worth, where they have done a good month's or six weeks' work ; the next place is at St. George's Hill, 1 before stated that they have only commenced working at one end Continuation ^^ *-^® Cutting ; the next place is Goldsworth, which has been commenced 10 days, it of is a Cutting, there are seven men at work, and they have done about 220 yards, which Description is scarcely a day's work for an ordinary number of men ; the next place is at Friraley, of the where they have commenced one end of the Cutting, the Culvert having been put on Moss has tumbled in; the next is a very small Cutting this side of Shapiey Heath, I Southampton Line. , ^ . , . c.i i n i i i suppose a week s work for six men has been done ; the next is at ahapley Heath, which I have spoken of, at a guess I should say they have worked from 15,000 to 20,000 yards ; the next is at Hook Common, where there is not as much done as at the last place by a considerable quantity. I do not recollect having seen more than three Bridges in operation. I understand Mr. Giles intended to have but one Chair in 15 feet at the Description of Rails joint of the Rail, and the Sleepers are to be Scotch Fir, Kyanized, split, and laid & Sleepers S.Lme. ^gf ^gg . j consider the method bad, because the wood would be likely to decay, and the J c ions o. ^veight would force the Rail into it, as it is not sufficiently hard to resist the pressure; neither would Kyan's preparation render them fit for the purpose, although they should Larch or Oak almost resist the operation of the saw. I prefer Larch and Oak until the Embankment is Sleepers will last settled, as they will last from 15 to 20 years, which is quite sufficient. Sleepers 15 to 20 Years. , t. . . , . . ..i i r liiving is a Line for a Canal there must be one for a Railway. My reasons for having the L^nd M*^ ^"^'^ Inclined Planes upon the Liverpool and Manchester Railway is to allow the Engines to bring the heaviest loads possible to the bottom of the Inclined Planes, and having an assistant Engine to get it up. If I had distributed the inclination to a longer length, the Locomotive Engine could not have taken them up, and it would have been too long for an assistant Engine. It is curious that my Report to the Liverpool people is almost the same as Mr. Brunei's in this case. I stated that either a Stationary or Locomo- Mpthod of working- jjyg Engine might be used. The Trains frequentlv 20 up without an assistant Eugine. tlie same. ° * . , I . o K o • If the Engine was out of order, even if it was half that ascent, it would not ascend. Tunnel prefi'rable therefore the assistant Engine is always ready. Had it been in a Tunnel it would be for an In. Plane. niuch easier to work with a Locomotive Engine, as the morning dew often settles upon the Rails, and inclines them to slip, (the Engines hold entirely by the Rails.) which Delays thro' Snow, would not be the case in a Tunnel, as there would be no dew. In the event of a slight fall of Snow or Sleet the objection would be much stronger. The Engines are Descrip. St Diinen. often stopped by the Snow till an assistant Engine is brought to assist them. The of tlie Pass. Tunnil passenger Tunnel now constructino- is 18 feet high, and 25 wide: descends about L. and M. ° " ^ ' Incliation 1 in 100. ' '^ ^^^' ^"'l ^^ '^ '^ at the end of the Line, it is more convenient to work it with a Stationary Engine; but it is so arranged, that if the Stationary Engine is out of order, the Locomotive may go down. I do not consider there is any occasion to attend to the Ventilation of the Tunnel through which the Goods pass; the current is sometimes moving one way and sometimes another; if it was for Passengers we must have Shafts, PI ir. of ventilatin" ^"^ ^^"^'^ '^''^" there is a difficulty in keeping the current passing np. The plan I a Tunnel have prepared for ventilating a Tunnel is to have a Shield formed in it, to lake off part of the segment of a circle, to prevent its coming immediately under the Shafts ; if it was to do so, it might make the current come down as it does in a chimney, but the Shield prevents that. I have also been desired to contrive some means of keeping the tempe- rature the same in the interior of the Tunnel as in the exterior, and think I shall .Size of Tunnels accomplish it; I have no objection to a Tunmd. The Size of the old Passenger L. and M. &c. Tunnel is only for a single Line ; it is 14 feet high, and 10 or 12 feet wide; that lor Goods is 16 feet high, and 22 feet wide. Some of the Shafts of the Tunnel going into Another Plan of Liverpool are to be stopped up, (of which there are five or six.) 1 have a plan for vent. aTiuinel. ventilating the same by making another Shaft nearer the mouth of the Tunnel than those we have \et made, (at the highest end) which is to be the principal ventilator; but if we should find much difficulty, we could but resort to the common means used in Collieries, that of having a fire in the Shalt The Box Tunnel, being 93 longer, vvonld Ije much easier ventilated. They would gfo up the Plane with a fixed Box Tunnel. Engine, but so arranged, that if any thing was the matter with the fixed Engine the Locomotive could take it op, and in descending the Plane, should the Bieaksman Woikin<'t!;c Plane, neglect to put on the Break, there would be no danger, as the friction of the Engine ^;'^- and Tender would be sufficient to control the Carriages; upon the Liverpool and Man- chester the Breaksman has frequently neglected to put on the Break, without an acci- dent oc( uring The Line from Basing to Bath is in a Valley, Salisbury Downs objections to the being on the left and tlie Marlliorough Downs on the other side. It appears there are Basing' Line. 23,000,000 of cubic yards of Cutting upon it, which makes the undertaking, in my opinion, quite impracticable. The Summit Level of the Basing Line is about 153 ,^as sumnjit 153 ft. " ' ' _ ^ liijjher than h. \\ . feet higher than the Great Western, which is a great disadvantage. The Great Western Line is about the same Level as the Stroud Canal at ibe end. In selecting j^j^ ^.ie^^, „f ^ ^j^g a Line from Lmdon to Basingstoke, I should go by the Great Western as far as Twy- »" Basingstoke. ford, instead of taking the Basing Line, in order to avoid "St. George's Hill," which st Ueoi-ire's Hill. will never be finished according to the plan which they laid down last year. At the rate they are proceeding, it would take near 40 years, as they are not going on very fast. I got my data by ascertaining what a waggon would contain, and calculating accordingly, I found it barely held one cubic yard ; I found the quantity teamed was under 200 yards a day ; 1 found the Men had 14s. a week, they worked one and a half days over, which made it 17s. I then got the number of Horses upon the Line, and considered what the Waggons and Horses might cost per yard, by this calculation I found a cubic yard came very short of 1*., last year I estimated it at Id., but it cost more lor Detailed Prices for distance of 600 yards that it is led, I consider that Sd. was sufficient for 611ing it; it is Cutting. not sufficient now, and 'id. for Waggons, Rails, and Sleepers ; the average lead is four miles, at 9d. makes it come to Is. 5d,, and I am sure they cannot do it for that sum g.Q„s ^R^ils &c now. The Cutting appears at 15, 16, or 17 feet of London Clay, (I cannot say whether it is London Clay at the bottom,) or Plastic Clay, above the Clay is J^^ttin.^r "'* '*'"'' °^ eight or nine feel of Sand. 1 likewise stated last year, that in a heavy storm the Railway would be turned into a Canal. I spoke from my experience upon the Liverpool, having seen Water rise six inches in a length of 300 yards. St. Difficulties with George's Hill being two miles long and level, if it was a Tunnel, it would be impos- '''-''^1' Cutiings. sible to get the Water out, and a thunder-storm would bring down such a quantity of Sand as to stop the Railway altogether. We had a Cutting of Sand and Clay with a slight fall, in which the above occurred ; certainly giving it a slope of one in 330 would enable you to carry off the Water better. The Wear and Tear is greater Wear and Tear going down an inclined Plane than on a Level, as the gravity of the Waggons ^'^hanTu-vel^''"'' over runs the Engines ; it is true the Breaks are put upon the Waggons, and a man applies them, but still the Waggons will over run the Enrjines and drive the Pistons the wrong way, producing an action upon the Engine that is injurious, it is a long lever working a short one, the wheel is the long lever and the crank the short one, if it was tlie short one working the long one it would be better. The Waggons begin to follow by their own (irav the Engines at 20 feet a mile, which is one in 260. We went to a considerable at »'«"»-•> '^t per nulc. expense upon the Birmingham Line, in keeping the Tunnels under 20 feet, no part of that Lii»e rises more than 16 fVei, with the exception of tiie short distance from 94 Tlie Ex. Wear and Euston Grove, so that the extra Wear and Tear far counterbalances any advantage that in^^"'Luu" far over- Would arise upon the Basing Line as spoken of by Mr. Locke, that " in going down a long balances the Saving Ljng there would be a saving in the expense of Coals." Regarding the inclined by Mr. Locke. Planes upon the Great Western Railway 1 see no objection to them, and in reference to The Great Western ^^^ danger to be apprehended from them, 1 may instance that upon the inclined Plane in Inclined Planes. the Tunnel upon the Liverpool and Manchester Railway, before it was opened, I have S f t f th L" ^®®° ^^ many as 20 or 30 people pass down in a Carriage, it was started by its own pool and Manclies- gravity, and regularly increased to 30 or 40 miles an hour, and the Break was not applied ter Inclines. ^.jj ^^^^. ^j^^ bottom. 40 or 50 Waggons loaded with goods from Manchester frequently go down together, one Man managing the whole, there is a Break to each, which by the chain to it he can tighten as he likes, they go by their own impetus at any rate the Man pleases. Regarding the working of the Planes, an endless Rope of five miles long for the incline on the Great Western Railway was never thought of; it can be performed three ways, I should prefer an assistant Locomotive Engine, or it can be worked by having a small Locomotive to take hold of the Rope, and run back with it as soon as the Train is drawn to the top ; but I should prefer a Locomotive Engine behind to push An Engine on an it up, as upon the Liverpool. A. common Engine upon an ascent of one in 200 on";l'"^'!f".'^^i* in could with difficulty proceed at the rate of 20 miles an hour, particularly in bad 200 made to do aO •' "^ miles an hour is ex- weather. I could make an Engine to do it, but it would be at a very great expense. {JeT wastTo'f pmver And it would be a great loss of power in order to encounter one in six or seven miles, in other parts of the ^t 1 in 200 you must lessen the load, which produces 50 per cent, disadvantage. J!^\ TD One in 240, or about 18 feet per mile, is generally called the Angle of Repose. In The Ang-. of Repose. »^ ' o j u i ^ the Grand Junction there is an inclination seven miles long of one in 210, which is very hi''Vo"on'th'e'Grand objectionable, but we could not get over it any other way, (it is now reduced and Junction very ob- altered so as to bring in a steep inclination at one point, the same as the Liverpool ^* ■ and Manchester), it being too long for an assistant Engine ; we must have a load adapted to our Line, and of course the same system might be pursued on an incline of one in 330 upon the Basing Line, it is not impossible to get over it. C nt bur and Regarding the Canterbury and Whitstable Railway, I merely gave the general Levels Whitstable. from the map presented to me, and sent Mr. Locke to lay out the Line in the best way. They had not enough money to execute the Line properly, and could not pay more than one Resident Engineer. I did not see it more than once or twice, and observing that the Walls of one of the Bridges were bulging I remarked that it would Sheffield and Ro- come down, however, the Bridge is still standing ; the Engineer did the best he therham Railway. could, but be was a young beginner. The Sheffield and Rotherham Railway put my name down as Engineer without my sanction, they having laid out the Line. I told them I would do all I could, but it was not the right Line, aud by my persuasion they ^, „ , , did not go to Parliament.-— For the Hartlepool Railway I made out an estimate The Hartlepool ° i • i . Railway. which they returned on account of its being too nigh, but I declined going to Parliament with the lower Estimate. 1 was consulted about a Line from Edinborough to GIasffow°RaihvTy. Glasgow. The Directors chalked out a Line and sent it to me, and I told them I could not support it in that case, all that I had to do was to make the estimate and give my opinion upon the same, and the practibility of the Line. The amount of a contract generally comes to about £ 100,000. Upon part of the Liverpool Line, also upon 95 Stockton and Darlington Railway, we divided the work into small lots, and measured every fortnight, and paid accordingly. The price depended upon the material we had to cut. and varied from bd. to Qd., except at Chatmoss, where it is very soft ; the Com- The system of let- ' "^ • 1-1 11 t'"S t"* work to pany found Planks, Tools, and Rails of every kind, but it did not answer, as we could Oaugers, and find- never depend upon the Contractors completing the work, if they found it did not jn£ il-'Lun the'L.' pay them, they gave it up, and they could not find security; this method likewise & M. Line, & failed. required additional Overlookers, and it was found that it cost the Company at the rate of 1*. 2rf. per cubic yard, if not more ; there was some Cutting through stone at 3*. per yard, which was allowed for extra. 'Upon the latter Railway considerable sums, in „ . , „ ..., . ^t I ,■ c i\. T ■ T Bonus ffiven on the the shape of a Bonus, were given to facilitate the completion ot the Line. 1 comp. of a Contract. have not seen Mr. Grahamsley's method of forming an Embankment. I understand that Mr. Grahamsley's it has been used on the Hartlepool Line, and every one that used it broke, therefore method of Embankg it has been abandoned. Upon the Newcastle and Carlisle Railway, Grahamsley and Tredgold contracted for the Cutting of Cowran Hill at bd. per yard, they finding Bar- Cutting of Cowran rows, and Tools, but the material taken out was almost like snow, so easy to Hill. remove, therefore the price was quite as good as Is. 3d/. was for St. George's Hill ; it was a pointed Hill that went up suddenly and came down suddenly, and there was plenty of room at each side to make Spoil Banks a very few yards from the Cutting of those Lines connected in a variety of places. And he let plenty of it to the Workmen at 2f/. or 3fZ. per cubic yard ; there was only a small portion of it conveyed If miles by the side of the Railway, which cost him more than bd., but the great bulk was thrown to spoil ; allowing ^d. per cubic yard per mile for the leading and teaming, and 'id. for filling, would bring it to near 9d. per yard, and, in point of fact, I do not think it cost less than that. In a contract If/, or \{d. per cubic yard is considered a great difference. You cannot get a good Navigator under 3*. per day, but the Contractors employ VVa^es of Naviga- tlie Agricultural people, as they get them for less wages, yet they find an advantage in ° * *• P*"" *y- having good men, although they pay them more. 1 staled last year it was impossible Fallacy of using to use Locomotive Engines upon a temporary Road with advantage, and I now repeat it Locomotives upon ' ' -^ " temporary Kails, would be much dearer than horses ; if you can get a mile or two of permanent Road I think they may be used, but it is madness to attempt it upon an Embankment. I and Man. and Shef.Kail. my son were the Engineers to the proposed Manchester and Sheffield Line, the summit jj,„^. ° Level of which was very high, 300 feet, on purpose to get the Limestone; there might have been a Plane of a mile, one in 18, another three-quarters of a mile, one in 32, another l^ mile, one in 18, and a Tunnel about Sf miles long, one in 98. Out of the 43 ^^^^l^ ^'''*"''' * '" miles there is about six miles of Tunneling ; it was not laid out for Goods or Passengers, but merely to get at the Lime, yet it was thought they might pass (with care) by the Break ; it amounted to £ 12,000 per mile, which is not very expensive considering the Tunneling, we expected the gravity of the Vans would be sufficient to bring the Goods to or from SheflSeld without any other power. The Plane of one in 18 would be very steep for Pas- sengers if they were to go down by a Rope, or any other means than a Break ; it is not so steep as the Line I constructed for the Hetton Colliery, which is principally for pi.^,, „„ dig Hetton Coals, and is the most difficult ever constructed in England, perhaps in the World. t;""i''ry steeper mi ^1 /^/^ ir T-. • . ■ . ,, . ^ . than the above. Ibere are three 60 Horse Lngines to get coals to the Summit of the country, and 4 self-acting Planes, and after passing the Summit the Rope is taken off and put on without the Carriages slopping. 96 Ex. H. R. PALMER, ESQ. C. E. His Expeiiencc. I hc.ve been unpaged in Works of a Civil Engineering description (or the last twenty years, seven years of wbicb I was with the late Mr. Telford. I have never executed or had the conducting of a Hail ways, but I have been frequently consulted to a very considerable extent upon Lines of Railroads, and have made Surveys for my Estimates of same. I have also given a great number of opinions on the subject, and devoted nuich lime and attention to it. Speed was a short lime back considered of but little moment, although it is now the most important consideration. In a very early stage of Railway Practice, (about four- teen years back) I directed my attention to the subject of Speed, and published a His Work upon Pamphlet, which I believe to be the first work that contained any comparative measures Radways, explain- of resistance; I wrote it with a view of ascertaining the difference between the various nig a Plan for a sin- . . , -. ri ., gle-line Railivay. kinds of Railways then in use, and one that I had invented for a particular purpose. The Project alluded to was for Goods only, and consisted of a single Rail moving upon a Railroad, with the Goods suspended on each side. The Book merely described the The Improve, in Plan, without particularly recommending it, since the period of the Publication, Lbcoiiiotives is the y »■ t-- • i i i • ■ • i t -i reason of Railways -Liocomotive Jingines have been much unproved, to which 1 attribute the great prosperity flourishing. of Railways. When the Liverpool and Manchester Railway was under discussion, the 10 Miles an Hour, greatest velocity anticipated was ten miles an hour, therefore nothing like the velocity the Velocity origi- i-ii., xr-i- y c^ ■ nillv intended on which has since been attained was contemplated. 1 was Engineer and buperin- tiie L. and M. tendant of the London Docks, (which is the only work I have personally superintended) of tiieLond Docks '■'"'■ ''"^^ ceased to be so for the last two or three months. I constructed the Pier Head there, which, like other buildings of the kind, has become undermined by the operation Explanation of the qj- {[^g w^ter, and the imprudent management of the sluices. I therefore allow that state of the VV orks . ' ° upon the latter. it requires some support to make it permanently substantial. Tiieie ha\e also been some alterations and repairs made to some of the Dock Gates ; some defects the Contractor had left, which 1 understand have been remedied, for which the En^^ineer is certainly responsible, but as he cannot be there at all times, he is ;" '''c Great U' est. force to overcome them. You are thus enabled to work the Railway generally with the best effect, and as you have less weight of Engine, you require less solidity of Railway : you are likewise less liable to Repairs, which is a great advantage ; a Plane of 10 miles, at 16 or 17 feet per mile in a line 112 miles long, would be improved by altering- the Plane to 11 feet per mile, and concentrating the inclinations in about 2| miles ; in the O (iratiients. radients 98 former case there would be a continual loss of power and expence upon 10 miles; He approves of the I therefore concur with Mr. Brunei in his opinions that a short inclination "^ ""^ ■ ■ to which an assistant Engine can be applied, is preferable to a long Plane ; although not so steep, as theGradients generally are rendered more favourable. I am not aware of any Railway of the same extent as the Great Western which has so favorable Gradients. Ciuintry bet. Bath The country between Bath and Bradford presents very considerable difficulties, difficult. thereby involving- very great expense ; when I speak of Engineering difficulties, I merely AnEngineciingdif- refer to the comparative expense ; in the above case, greater expense would be incurred ticulty inerelyamat- j^^ ^ j-g^ miles than is usual elsewhere. The laying down of a Line of Railway, ter 01 iiixpcnse. j d j» or Canal, depends upon the comparative altitude of the surface of the country. When I surveyed the Line I did not take the several Levels. (Ranges of hills are never mea- An Enginr. ,]ii'lff''s snred, except in particular cases : for instance, the Marlboro, and other Downs are of the height ot Hills . . ivithout levlg. same sufficient magnitude to enable a person to judge of their height without taking their Level.) I supposed Mr. Giles's .section to be correct, and therefore I did not test it ; I held the section in my hand as I passed through the valley, and Mr. Hennett (Mr Brunei's surveyor) pointed out the competing Lines to me. The Tunnels (on the Basing Line) will involve a more than ordinary expense; a considerable Side Cutting is also of the requisite in the Cliff, and on the side of the Hill (at Bath) they will also incur expense; Basing Line. ^ ^.^^y considerable Viaduct is also proposed over the River at Claverton Hill, and a Tunnel near it, in the formation of which very considerable difficulties are expected, _ , but my knowledge of it is simply drawn from information afforded me by Geoloaists, Chiverton Tunnel. ... Jo' whose investigations have been particularly directed to the hill, and who have described the Strata to me ; I have not examined the Hill sufficient to form an opinion as to the propriety of cutting a Tunnel through it. I have observed openings in the Hill, which merely exhibit Rock, it does not discover to the eye such great difficulties; but the Difficulty of same, openings were not numerous, nor in the right places for me to judge, (an individual has published a description of the strata, which he describes as very bad.)- The Tunnel passes through the Hill at so great a depth, that it would be exceedingly expen- Advantao-e of Shafts sive to sink Shafts, although they are necessary, in order to get out the material exca- vated, also for the transmission of the working apparatus, and for ventilation ; and the The Cla. T. to be difficulty and expense would be greatly increased by working it at each end instead of worked without jjy Shafts, (particularly in a hill of this description). 1 do not know an instance of a Tunnel of equal length, J 5 miles, through a hill having been attempted without Shafts, excepting the proposed Highgate Tunnel, which fell in, and was made into an open Account of tlie fai- Cutting ; a Driftway had been made through it, to ascertain the soil, which was found lure of the Highgate ^^ ^^^ |^ j . j |,^Q^y jj^g description of soil well, and have seen it run much more than it 1 unnel. » did in that case. I do not mean to say that any analogy exists between this Tunnel and the Claverton Tunnel ; but if the proposed Tunnel should pass through a soil consisting of Comparison of Ex- clay and water, it would probably fall in.' When ascertaining the cost of a Tunnel, pense of Working a ^^g jajj^g jntj, consideration the facility of executing it by Shafts ; I have not constructed Tunnel with and 1 • ,■ without Shafts. a Tunnel of any extent without shafts, therefore cannot say what increase ol expense and time there would be ; but I should think it would be very considerable, in fact, it causes a diminution of working space ; now with Shafts, operations can be going on in different places at the same time, and the materials are coming in as others are going 99 out, without impeding each other. —I am of opiuion that a Line could not be conveniently made in the vicinity of Bath without passing- through some Hill; if pos- sible, the Line would be very circuitous, (whereby the principal advantage of a Railway Bath is situated in would be sacrificed), in consequence of the situation of Bath being in a basin. A Line bas been projected from Bath to Trowbridge, without a Tunnel, (the Bath and Basing goes from one town to the other, but it has two Tunnels in that distance). 1 Comparison have examined the Depots of the proposed Lines at Bath, and I consider that of the , .. Great Western the most convenient, both to the inhabitants as well as for the general pur- r, ., , „ . , Dt'pots at Bath. poses of a Railway ; there are many objections to the Basing, it is placed on the side of a Hill, the materials of which indicate a very great inclination to slip, (considerable slips have taken place); and from the very great steepness of the hill a convenient depot cannot be made, and its position is also inconvenient, as it must be ascended by a very steep road; I believe it is intended to go about a furlong up this steep hill, which is about 1 in 9, (this is steeper than Holborn Hill ; there is a road at Lewes, in Kent, about 1 in 7, and it frequently occasions accidents to the different vehicles, if not to the coaches ; additional power is also required togetnp it).. 1 have ascertained the mean cost Explanation per mile of the several great Railways throughout the Kingdom, taking one Line with " '"^ Table. another, to be about £18,000. per mile, which sum comprehends "the whole expense" The mean cxjt. ot Parliamentary and Law included. I have assumed the capital formed as being suffi- Jhe Kiiio-dom <' "s cient for all purposes, (i.e. the Parliamentary estimates). I divided the same by the .^IS.OOO. per mile. number of miles, and added 500 miles of my own Estimates, taking the mean of the whole of that sum. (The London and Birmingham, and the Southampton are the only Jlailways I have absolutely calculated myself, it being a process usually performed by assistants). — ^ — The average cost of the London and Birmingham is £22,300. per mile, but refering to that Line generally, it ought to have been put at a higher average Mean of L. & B. rate than the Great Western. I do not remember whether I included the Great Western •*--'30<'. and the Southampton, the former of which {i. e. the Parliamentary estimates,) averages ^'gosOO £20,800, the latter £13,000 ; although I believe the Easing Line will not he executed jj^^n „<■ ij, ■ for that sum (£13,000.), yet I presume it to be correct;! do so for the purpose of shewing .£13,000. how inferior it is to all other Lines. Upon Railwavs of the above description, Land r ,, . r , ■ > , ' • • • T . Land but a small lorms a small uem ot expense, compared with the remaining portion; a Line may go Itcmin a-reat Kail. through a country where the Land is of inferior value, without making a considerable difference in the sum total. Should the Newcastle and Carlisle Railway cost but £8,000. per mile, and the Liverpool .£'25,000. (speaking hypothctically), I should not consider it a comparative price, nor do I think that the mileage would afford any means of calculating the comparative merits of theseRailways. I know nothingof the Land upon the two Lines. The number of cubic yards of Excavation on the Great Western Amount of Excav is under 10 millions, and on the London, Basing, and Bath Line, 22 millions, i. e. from <'. W. 10 millions. London to Basing there are 10 millions, from Basing; to Bath 12 millions, therefore , IT,- T- I ii- ^ ^'''"- '"^ Basing 12 the Basing Line has 12 millions more cubic yards of Excavation than the Great Western, millions. According to the estimate I delivered in, which, from actual experience, I Bas. to Bath It) mil. am sure is rather below the mark ; I believe the Line from London to Southampton* ' ° " • It is not quite clear, according' to the evidence, whether Mr. Palmer's estimate refers to "between London and Basing" or "between London and Southampton," both places being stated. — Ed. LOFC. Memo. N. & C. Uy. L. tc M. Rail. Description of the 100 Mr. P.'s Estimate will cost £600,000. more than a million, which is the amount of the estimate put in ; this amount does not include any extra sum that may arise between Basing and Bath. A short time back I examined part of St. George's Hill ; and instead of finding Sand .^oi" ?^ "' 'f'uM'i' as I was led to expect from the evidence given last year, I found thev were workino- in a to St. (jreorge s Hill. • o j ' j c considerable depth of Plastic Clay ; and I am quite confideut that not only the estimate given in by Mr. Giles was fallacious, but that the estimate I then gave in (which was three times the amount of Mr. Giles's) was not sufficient. The Plastic Clay lays under the London Clay, at this place it crops out the Plastic Clay, and Bagshot Sand ; Soil Sec. ^^ extends horizontally at a certain distance ; the strata was rising up southwards from the basin of the London Clay, so that I expect it will increase in thickness, rather than diminish. 1 found 43 Men, and 3 Horses, at work ; 2 Teams were at work, each 't^he'cIittiMo- was' containing 3 Waggons ; and from experiments and observations which I made, I dis- aliout Hid. cu. yd. covered that the work was being executed for about 11|J. per cubic yard, i. e. the The way it was as- actual cost of labour only. The Lead, which necessarily increases the expense, was ciTtauica. ' • r ' only a quarter of a mile. I allowed but 16s. per week for the Men, and a moderate charge for the keep of the Horses. I believe 18*. to be the medium price paid at this Navigators' uagcs time to Navigators ; the last time I employed any was at (he London Docks (about three 1>*. to 21«. per uk. ^.^.^^g ^g.^^^ j p^jj f^.^^^ ^^^ ^^ 2 U. per week. I employed from 200 to 500 at a time ; 18*. was the lowest I paid, (even for Irish Labourers). I employed some boys at 6(i. per Account ^'■^y- There was no new Machine at work, calculated to facilitate the progress of of the Works ^''*^ work, and I did not perceive that spirit among the men which 1 have often noticed at St Geora-e's Hill ^^'^^'^ '^ good Contractor is on the ground, superintending his own Workmen. If they , worked at the same rate throughout the day, their work would not exceed 125 cubic continued. ° •' yards. There is a large Embankment in the same direction, about 1,500,000 cubic yards, which was estimated at 5c?. per cubic yard. I last year put it at Is. '3d., but now I The Embiikt. will know the nature of the soil, I am sure it could not be formed for less than Is. Qd. per h'lstead of 5/*' "^ ' J'^'"''' ^^^^ difference between the soil they are excavating and sand being considerable), which would bring the Estimate to £112,500. instead of £31,250., the amount of Mr. Giles's Estimate, which is priced at 5d. per yard. 1 have no conception how one Engineer can get that done for 5d, which costs another Is., as all Engineers are anxious to get the work done as low as possible. If there was any possible means of executing the work at a lower rate than usual, it must immediately become known, and universally adopted ; it is absurd to suppose the subject admits of being kept a secret ; Contractors At the rate the would adopt it in order to make the most of their contracts. 1 should say, upon it will take 48 years "^ rough guess, it would take 48 years to complete it, working at the same rate they did to conipl. the (Jutt. when I was there; but if it was found practical to put 10 times that strength upon it, (which I do not think possible), it might be done in one-tenth of the time. Acc.of his 2nd visit I inspected St. George's Hill a second time, and found that the distance was 700 yards to ht. leo. Hill, from the cutting to the end of the embankment, instead of a ^ of a mile as I before , . stated. I arrived there very early, and found 35 men at work : 28 were employed in Dcs. ot the Works. ... , , ,■ ■ t,, , , digging and wheeling, 4 in filling the carriages at the end of the embankment, and 3 in Ex. to asc. the price teaming, that is driving the horses. In order, therefore, to ascertain the cost of the the Work was being embankment, I deducted 3 men out of the 35, who were employed in digging, and con- executed fur. . , 1 . -1 , n » -11 veying the earth to Spoil, near the face ot the cutting. 1 ascertained that 32 were Memo. Estimate 101 employed in forming the embankments ; I observed that a Team of 3 Waggons was loaded and discharged over the Embankment every 10 minutes, the waggons did not Tlie \Va<»j;ons did contain i of a yard, therefore 135 cubic yards would be discharged in a day (10 iiours.) "°' *'°''' ^ "^^ >' ' I have taken the men's wages, at 16s. per week, and 3s. per day for the e\pence of each horse, of which there were 4 ; thus I found the whole expence for these 135 cubic yards amounted to l,168i/. of S/^rf. per cubic yard, and at the time 1 made the Result of Exp. experiment every thing- was in their favour: bv adding the 3 men to the 32, it amounts to 9|f/. per cubic yard, independant of any allowance for capital or the expences ot , , , 1 ' . 1 ,• I -11 i 1 r 11 ^id- cubic yard for management, &c. 1 observed on the sides ot the cutting that the recent heavy tails labour only. of rain had produced an elTecl upon them, and that a quantity of Sand was washed down : this is by no means unusual, particularly in this description of soil, therefore a certain quantity of labour would be required to remove the same, also for keeping open the Drains, and the Temporary Rails, and repairing of the tools and carriages. I think 3 men a day for every | mile throughout very moderate for the above. By ascer- taining the length and depth of the Embankment, I found that about 17,000 cubic yards Lad been excavated, exclusive of a small quantity that was taken to Spoil ; and the Embankment is the proper measure of the time the work will take. It would take 6 ■ r .At 800 c. vds. diem, years to complete this Embankment at a rale of 800 cubic yards per day, allowing 313 it ,vill tAc 6 years days to the year, L e. merely excluding Sundays, (some state the average number of |i'' !'J^an,',/'so,";\\"^ working days in the year to be only 250.) The limit to the number of men is not low. but 250. determined by the number that can excavate, but the quantity of earth that can be dis- charged by the waggons at the end of the Jlmbankment; the number above stated Memo. Formation ... ■ ■■ 1 1 1 .1 1 1 •, 1 J ^ ^ J ^1 of an Embankment. IS all that can be discharged per day, neither would it be prudent to advance tue Embankment more than 800 cubic yards per day. There have been cases of embank- ments slipping in consequence of being carried on too rapidly. The Embankment The reason why an requires some time in order for the earth to consolidate effectually ; the occasional rains ^^ carried up too produce a gradual deposition of finer particles among the interstices, which the matter rapidly, thrown down by the gradual accumulation of the Embankment fills up, thereby rendering it solid ; whereas if carried on too rapidly, the probability is that interstices may be left below, although the upper surface may be hard ; thus spaces are left not only for water to have access to at a future time, but by the action of the weights passing over the Embankment, the consolidation is constantly proceeding, thus disturbing the Level of the Rails..— 1 have heard of tracks running sideways, being used to facilitate Method of Side embankments, but as they discharge at the sides, the area for carrying on the headway "^'^•'s. is diminished ; I have had an embankment made in this way, but it being the subject of Contract, I did not pay much attention to the means which the Contractor resorted to in the execution of it. 1 have not seen a drawing: or a model of Mr. Grahamsley's ?'■■•, Grahamsley's " ■' Alethod. method ; but was there any new method of expediting embankments, Contractors would adopt it. 1 have no practical knowledE:e of Locomotive Engrines, but merely . . ' _ ' " o • J Loco, unfit to run general information upon them, and it is my opinion that they cannot be usefully upon tempy. Rail. employed in forming embankments, unless they travelled upon a perfectly firm Railroad, instead of a mere temporary road. 1 can readily conceive that the „ , ,,. ' -^ ^ Explanation of his earth I described as being taken to spoil at St. George's Hill was intended to be used Estimate. for bricks. Spoil is a term applied generally to earth put aside, and not used in forming of the Soil of 102 the Embankment; certainly a term more appropriate might be found : but it does not necessarily follow that there should be a considerable difference in the expence whether the earth was thrown to Spoil or used for Bricks ; in the latter case you make use of that earth which otherwise would only occupy the land, which merely decreases the Description expence of the Bridges, the Excavations remaining as they were. 1 expect the Plastic Clay extends a considerable distance, and that more will come into the cutting as the works proceed : I judge from the course of the strata, and from the distance that I believe the surface is from the Chalk-bed, upon which this Plastic Clay rests. There ' is a stratum of Sand immediately below the Plastic Clay, between the Clay and the Chalk; this stratum varies in thickness perhaps from 6 to 20 feet. I judge from the borings, but in that particular district there appears to be an exception, for the whole of this Sand for a considerable extent is brought to the surface, forming the Bagshort Sand. The Plastic Clay is the Soil above the London Clay; none is yet exhibited, nor should I expect they ■will find any if the regular course is preserved. The Soil really found above this Plastic Clay at St. George's Hill is a loose sand with patches of gravel interspersed, on the lower extremity of the face of the cutting ; at the commence- ment it is all Sand, and at about half the height of the cutting the Plastic Clay gradually rises up until 14 or 15 feet in thickness, and the last 7 or 8 feet is in Sand. Mole Emb. I ''ave allowed 1| millions of cubic yards for the embankment on this side of St. George's Ijmill. c. yards, jjji]^ ^^jjg Mole Embankment). 1 have likewise seen the Embankment that is Embanlinient being formed upon the Southampton Railway at Wandsworth, and although it is not a very large embankment, there is but a small portion made.-— —The Basing Line Crossing of Roads crosses some roads upon a level, which the Great Western does not; crossings upon a upon a Level by j^^^j j^p^gggg ^he annual expence ; they also interfere with the Traffic, and are fre- quently the cause of serious accidents. I am aware that there are some Railways already formed which occasionally cross roads upon a level ; and I am sure the Pro- prietors would remedy the same if they had the means (even at a considerable expence.) „ , . I was employed in opposing the Liverpool and Manchester Railway when before L.&M. Railway in Parliament, and I have since walked over the line three or four times, occupying about Parliament. , i • ■, two days each visit. E,v. Mr. G. W. buck, C. E. I have been engaged in the execution of various Engineering Works for (he last 20 years, but they were not of a very extensive character ; I had not superintended any the L. & il. Raily. Railway until I was appointed one of the four Assistant Engineers, under Mr. Stephenson, His District is bet. upon the London and Birmingham Railway ; my district is between London and Tring, London and Tring. ^^^ embraces a distance of 30 miles, and the work upon it is heavy compared with the The Work upon it ^p^t ^f ^i,g Lj^g^ j_ g_ ti,gre jg „,ore Tunneling, and the Embankments are higher and '^ '*^^^" the Excavations deeper. My office is to see that the Works are properly His Assis. measure executed, and the amount of work done is measured monthly by my Assistants, and the Work monthly. ^^^^^^ ^^ myself, as I am responsible for its correctness.- The Soil in the neigh- Asst. Engr. upon 103 bourhood of Watford is Gravel and Chalk, also Gravel, Sand, and some Clay, and it is The Soil at Watford, very favourable for the execution of the Cuttings, which in the immediate neighbour- hood are of considerable extent. The extreme depth of the Watford Cutting is The Watford Cut- 42 feet; the heisht of the Embankment is 45 feet, and is upwards of a mile in length : *'"?,"*"-. Z*^?* •*"!' ' " and 1 imle long. it is let in two Contracts, one half to one man, whose Contract is 5 miles long ; and the other half is let to another Contractor, and is 9 miles long : and they are bound to complete the Work within 2 years. There are 2 Gangs, or Shifts, employed upon Worked by 2 Shifts the Watford Cutting, and SO men in each; they work 20 hours out of the 24, each o^^O men each. Shift working 10 hours. 1 think that about 1000 cubic yards of Soil is the utmost I have seen moved in one dav ; the average for the last month has been about 700 yards ; 1000 cu. yards the ,' J .■ 11- ^ . must he has known 1000 yards cannot be moved, except under lavourable circumstances ; tor instance, when teamed in a day. the Soil will make a permanent foundation for a Road, or when it is Gravel or Chalk. Gravel, Chalk, and Clay hangs to the waggons, and requires shoveling out ; but Gravel, Chalk, and Sand, clay do'es no"'.^ '^' tilts well, or slips out at once. The Watford Embankment is at present about 32 feet high; the Permanent Angle of the Slopes is 2 to 1; but the Natural Angle at which ir .i j r i- ° 3 r ' o " Jletnod ot working the Soil will stand, immediately after teaming, (the Angle of Repose), is about Ij to 1, an Embankment which enables us to make the Embankment temporarily wider at the head (as it is called "' '^^'"' ^ ^^^^' bv the workmen,) and get in 6 Teaming Lines of Road : after the Line has passed that Particulars of the " .• 1 ■ .. .1 I • . • -1 * -. - 1 •. • 1 • . ,x-i Watford Cuttinff particular point, the work is trimmea down to 2 to 1, as it is no longer required. W hen and Embankment. our Teaming Road is the natural width of the Embankment, viz 33 feet, we cannot team more than 700 or 800 yards, although working the same number of hours and presuming our arrangements perfect. During last month we moved 15,800 yards, and there was 22 1-1 I J J X- -^ f 1 1 ^ ■ ' 5 working days per working days, merely deducting 2 Sundays and 2 wet days ; we cannot work as long in week is the aver. the winter nights ; the expense would also be increased, as the Waffo-ons are aot to o-et ""'"''^'' taking the ' oo f o^" year round. off the road, torches are also required. Taking the whole year round, you cannot reckon upon more than 5 working days in the week. 1 have seen a method of method of Teaming Teamiug tried different to the usual method; 8 square Baulks, about 60 feet lono-, tried on the Work?. were placed at the end of the Abutment of Watford Bridge, with their ends projecting over the Abutment, for the purpose of placing the Rails on, in order to run the Wa"-o-ons on same and to team them; each trip was drawn by one Horse, consisting of two Waggons ; the first Waggon was pushed on to the beam to make way for the second. Description which was then teamed, and both Waggons returned together. This method was con- of same. tinued until the Embankment was raised to the full height of the Abutment, when the Baulks were removed from the Abutment and placed upon the new Embankment, where they became quite unmanageable; the method was consequently abandoned. The Contractor's object was to expedite the Embankment; after the first Waggon was tilted, instead of drawing it back into the road it was pushed on a little farther, in order to make room for the other, so that when it was tilted both Waggons returned together. I do not think more Soil was teamed by that method than we are at present teamino-, although we have only 4 teaming places at the present time. We have been using 6, and shall again, (6 cannot be worked unless the Slope is equal to 2 to I), we have teamed 718 per day with 4 roads, and 1,000 per day with 6 roads. A flat Slope can be . a . ci ■ ' ■ ' - r A Hat slope can or executed quicker, in a certain proportioD, than a steep Slope, as the greater Slope e.\d. pro. quicker does not increase in the same ratio as the width of the Road. The "'^" =»*''«''? ^'"f- 104 Detailed Prices Watford Cutting costs the Contractors about 6|c?. per cubic yard, without the mate- upon the rials, and the present Lead is but 30 chains long. I make the Cutting and Filling 5d., Watford Cutting, the Teaming |fZ., the keeping the Roads in repair Id., the dressing the Slopes and stripping off the Sod Id., the Lead about ^d., and oiling the Waggons Id., which makes 6|f/. Very few of the men are paid less than 3s. per day, which is the price I have Navigator's Wages, allowed. Agricultural labourers get id. or Qd. a day less than the others ; (they all find their picks and shovels), there are very few Irish on our part of the Line. Employing more Agricultural labourers might reduce the price Jrf., but not more. I think the Materials 2d. per Waggons, Barrows, Planks, Rails, Chairs, Sleepers and the like, cost about 2d. for the present Lead, (fths of a mile, which costs l|rf.) Upon a temporary Railroad, I consider that \d. should be added for Haulage or the extra expense of Horses and Drivers, for every additional mile after the first; (this price comprehends Haulage only^ costs'^''' rf" ^ '* not the expense of the temporary way, taking both together makes 2|t.AVcsternuas •' J^ I- J always prelerrcd. Exeter, Taunton, and Bridgewater, the comparative merits of the opposing Lines were discussed, and I think the Resolutions were carried unanimously in'favour of the Great Western. At Exeter it was considered of great importance to open a coninuinica- tion with the Midland Districts, particularly with Birmin<;ham; which cannot be conveni- lnfe""'|t,v o/ '•'<■ ' ■' - Jiasing Line in ret. ently eflected by the Southern Line, without following the Great Western from Trow bridge to a Com. with tin- and Bradford, and up the valley of the Avon to Gloucester, by way of Stroud, as Midhmd Counties, proposed by the latter. If the Southern Line was made, it would require a new Cut in point of distance to Gloucester. 1 have heard that bd. is the price allowed ej^il"]', •^'to,""sui'nt for the Cutting of St. George's Hill, with a Lead 3 or 4 miles long; I consider it will Hcoige's Hill. cost more than double that sum. At the commencement of mv connection with Suporionty ol Ut- •' tinj;- the Works l>y the Clarence Railway, they were in the habit of employing- Gangers, or men without Contract compared capital, who often undertook the work for less than its value ; the Company finding- " ^^ materials, and men to keep the Line in order : 1 advised them to advertise for Con- tractors to undertake the whole, including the kee[)ing of the roads in repair, &c., and of Day Work. 108 who should find security : they adopted my recommendation in two cases, and upon It cost 1.!. per vd. analyzing the accounts, I found that according to the latter system, the Cost of Exca- by Con. and Is. Ad. • , ■ . r i r» i • or 1*. 3d. by Day vation, including the keeping or the lloads in order, &c,, was under 1*. per cubic yard, ^^''"''^" and by the old System of Day Work Is. 3d. or Is. 4d. or more. The Leads were generally short ; iu one Contract the average Lead was under 2 miles.' The Price Mr. Bninol's Prices at which those Contracts were let fully corroborates Mr. Brunei's Estimate, and I think quite sufhcunt. jjjg p^jces are quite sufficient. I have often known the Contractors who had executed the profitable part of a Cutting, leave the remaining portion, and run away. The work Disadvantages was consequently at a stand for 2 or 3 weeks, when it it was re-let at an additional price, which was constantly increasing with the distance. Under the old system Ihe men were frequently found under a hedge, smoking their pipes, instead of working; there certainly was not a sufficient superintendance, (the Railway was then under the management of the late Mr. Steele) but an efficient superintendance would have put the Company to considerable expence. No men will work by the day as they do by the job, neither do they regard putting o Company to expence, but they do a Contractor. It is the rule in large works to let them entirely by Contract, if otherwise there must be a good superintendance; — viz: a person in every Cutting; the CKpence of which, added to the small quantity of work men do by the day, makes it very disadvantageous. Such a Cutting as St. George's Hill may require but 1 Superintendant ; but where 700 or 800 cnb. yds. roads extend over several miles it is not sufficient. ———I never knew more than from tlie most that can be ,. -»^, Tr-.,i -t-k •ii/~i n- teamed in 1 Day. '"" to 800 lards teamed over an Lmbankment in 1 Day; in which Case a Premium of Case of a Premium £1000. was promised the Contractor provided he executed a particular Cutting by a ffivcn to a Con to certain time ; the men worked longer hours, and made double shifts ; therefore, it was expeditethe Works, not all profit to him ; and for a short time during the summer months he averaged 700 Yards per Day, certainly not more. 1 visited St. George's Hill about a fort- night since, and examined the Works, and I am of opinion that the same quantity of work that is excavated may be done in 6 weeks, with good men, and by the usual St. George's Hill, niethod. (The commencement of such a Cutting is not a fair criterion whereby to judge of the progress of the works, as the men are obliged to work with barrows.) The face of the work was plastic Clay, 15 feet thick, and some gravelly substance on the top; there was no Clay at the beginning of the Cut, although it is getting thicker every day ; Dcsciipilon the men appeared to be working different to the usual manner, they were using smaller Avaggons, but larger waggons were being prepared; the Road was also of a difl'erent gauge, having small bars of iron, with holes punched through them for Rails, — I saw the Works. none longer. There was only a single Road upon the Embankment with turn-outs ; the width of the Embankment would not admit of more than 2 teaming places upon the top — i. e. a double Line of Rails ; if 4 Waggons were required to be discharged at the same time, they must shift them, or run them forward, which is inconvenient. llemarks upon Mr. I have not seen the plan alluded to by Mr. Buck in his Evidence for extending extendinn tlieieam- the teaming places, but from his description it appears advantageous, in cases where ing places. jt [g applicable; it could not be used on an embankment of 1^ to 1, as it requires Theory of Cutting greater slopes. Engineers generally endeavour to get the Cuttings and Embank- and Embankments, p^gnts nearly equal, (which is accomplished upon the Great Western) : if much earth is carried to spoil, ground must be purchased to place it on, which consequently adds to 109 the expence. 1 am not aware of any Railway that has so favonrable Gradients as the Great Western; when there is Traffic both ways a level line is cheaper than an Theory of Gradients undulating line; it would be different with a line entirely descending, because the sum- mit level being low, it requires but a small quantity of power to work it, which diminishes the espences; an Engine would carry a greater load upon a level, than upon an A Lev. Line better ■^ " , 1 'ha" an L "'^'i- Line- acclivity; if an undulating Railway could be made even at a less cost than one upon a level, I think, it would ultimately be the most expensive. The first time I met His rea. for approv. Mr. Brunei at Stioud, (after the plans were deposited) I mentioned that I approved of his Jj"ftho^^of ^/^""cen* method of Coocenlraling the Inclinations at one spot, and employing Assistant Power the luclina. to overcome the same ; if Assistant Power is not used, the load must be lighter and the ^, , . Observ. upon the speed less, or it may not go up. If the same load is to be carried with the same velocity worli. of Inclined up the Plane of I in 202 upon the Basing line, an Engine of greater power must be fnd"|'tat'i^,J;''En"'."" used, which will occasion a great loss of power upon the rest of the line ; and will no doubt entail additional expence upon the future working of the Railway ; if the Rocket The Rocket would of the Liverpool and Manchester Railway was worked upon such a plane, it would JJpon ""piane of"i require to be put to its utmost power, and would therefore be more likelv to get out of in 202, it sliuuld he ... . , r 1 • o -1 " t • t worlu'd by a Sta- repair; consequently it is not an economical way ot working a liailway, an Assistant tionary Eno-ine. Power is far more preferable. If Mr. Stevenson had no objection to a Plane of 10 miles 1 in 210, I should infer there was no other alternative, as he has had more experience in Railways than anv Endneer of the present day, but if he proposed to overcome that A Plane of I in 210 •' " ° '^ ■^ ' ' . cannot be worked Plane without either an Additional or a Stationary Engine, I cannot consider that he is without Add. Eng. right, unless the rest of the line approximated to it. A good Engine may take an average load up an inclined Plane of 1 in 202 at the rate of 20 miles an hour for a certain distance, but the same Engine would carry a much greater load upon a level Railway, such as the Great Western. There is no increase in the consumption of Fuel is jth, & Wear T-i 1 1 1 • r. 1- L i T? I 1.1 1 . and Tear *th of the Fuel by having more Power upon a line, but l^uel, although a permanent expence, ^ of \Vork. an forms a very small portion of the expence of an Engine, being only J-th, the Wear and Kng. Tear in working of the Engine being the remaining 4ths. If heavier Engines are Observations upon obliged to be used, there must likewise be heavier rails and larger blocks, also a Planes contin. stronger foundation, as the same Engines will be used upon all parts of the Line, (the weight of an Engine is very much in proportion to the size of the Cylinder,) thus if you require upon the Basing Line an Engine that will mount 1 to 207, the rails must be sufficiently strong throughout the whole Line to carry such an Engine; as Goods may be carried at a lesser velocity, their weight will not be so destructive to the Rails, but heavy Engines travelling at a greater speed are very destructive, therefore in determining the strength of the Rails it becomes a consideration as to whether the Railway is used for Goods or Passengers; a Rail of 60 lbs. per yard is very strong, being sufficient for A 60 lb. Rail suffi- . /!• 1 ,.,...', „ ,, . cient tor anv '1 rathe. any trallic we nave at present seen, and perlectly safe ior the ascent of an Engine at a rate of 20 miles an hour. I think the original weight of the Rails upon the Liverpool 3o\U. orig. Rails J «i 1 T. 1 "^ on L. and M. Klv. and Manchester Railway was 35 lbs. per yard, and I have seen Passengers carried at the intended for Enys. rate of 30 miles an hour upon it; great injury has been done to the Rails by allowing gr^atly'Tnj'umrhy Engines of 10 and 12 Tons weight to run upon them, whereas they were only intended Engs.'of lOor 12T. to carry Engines of 5 Tons weight, In making a calculation of the Gradients Jlems. reijarding a of a Railway, whatever height you may have to reascend must be added to the height of en"sPoV°tVe'2 Lines! 110 the summit; if the level of one Line is lower than the other, and the undulations upon the lower line added to its summit level amounts to more than the other, the Gradients of the former Line are considered the best, it would be grossly fallacious to take the Tlie Gradients of height of the summit levels only. Upon comparing the Gradients of the two Lines the (i. W . superior ... i • ,- r < r-< -rsr 1-11 I '> 1-1 11- to the Basiii'i- Line. " '* greatly in iavour ot the Great Western, which has but 2 or 3 slight undulations The Inclination of Upon if. I do not consider the Plane of 1 in 107 objectionable, on account of being van' bvbe^no-phced ^•'"^'^6'' '"^ ^ Tunnel, as it must of necessity be placed somewhere, nor do I apprehend in a Tunnel. any more danger than in an open cutting. 1 have often had occasion to adopt the Observations on plan of driving to higher levels in Mines to assist Ventilation; there will always be a current of air ascending, which prevents the Choke Damp taking effect. A Tunnel upon the Incline, looked at in reference to Ventilation, is better than a dead level. If A long Tun. work. Locomotives are used in a long Tunnel, it should be ventilated, which could be done by Loconio. should ° be ventilated. without any difficulty: if a Stationary Engine is used it is not so essential; for instance, if the Tunnel through Claverlon Hill, which is 1 mile long, was traversed by Locomotive Engines, it would be necessary to ventilate it. If a Line could be found from London to Bristol equally advantageous as the Great Western, and without a Tunnel, I Of the Tunnels on should certainly consider it the best; there are 7 Tunnels upon the Great Western, the Great Western, (exclusive of those upon the Birmingham,) 4 of which are between Bath and Bristol, but 2 of them are of no consequence, being very short, the others are long but could not A Tunnel is less be avoided without great expence.— — — I think a Tunnel less objectionable to a Land- obiectionable to a , . .- ... j » m n i > ■ . i r fr i Land-ouner than a owner than an open cutting; if a cutting was made at Mr. i'almer s instead ot a lunnel. Deep Cutting. jj would be 30 or 40 feet deep; and a Cutting of 116 feet would of course be more objectionable. 1 have not minutely examined the collateral couutry of the Great Western, but I liave gone over the Line, and do not know a better. The Objections to the Bath Depot of the Basing Line is intended to be formed upon the side of a hill which Basino- Depot is shelving ground ; I do not think there is sufficient space for a Depot, and it is con- at Bath. siderably above the principal parts of Bath; the Valley of the Avon being between them, the section shews a rise of 70 feet from the valley to the depot at a rate of 1 in 9, which is a very objectionable inclination for carriages to pass up and down from the Great Western Railway with goods. The Great Western Bath Dep6t is in Ham Gardens, which will Depot afford a very convenient Depot ; it is at a considerable elevation above the level of the at Floods, which I am informed are very considerable; the Railway will likewise be con- 3^t), strucled in such a manner as to guard against them. My attention has been particularly called to the country between Swindon and Gloucester, and I think it would be practicable to make a Branch from the Great Western towards Gloucester at Branch about the summit level, near the North Wilts Canal, not far from Swindon, and thence from the passing over the higher ground to the summit level of the Thames and Severn Canal, Great W t '" which direction the Line would run past the Sapperton Tunnel, which is 2|- miles long, but as the Railway would be upon a higher level than the Cunal, our Tunnel would be less than a mile in length ; there is also a pass through which it might be easily taken. Olouccstcr o ■ 1 <_» The highest summit would be next the Stroud Valley; I have calculated the Line as not exceeding a rise of 6 feet in a mile, which I think particularly favourable: from thence between Stroud and Gloucester there would be no difficulty, as we get into the Valley of the Severn.- I certainly think the country between Gloucester and Ill Bristol following tbe River Severn, is better adapted for a Railway than that between Reniarks upon a Gloucester and Swindon ; but I apprehend there is not sufiicient Traffic to pay for a ter to' Bristol Vl- Railway, and the distance would be increased 30 or 40 miles, as it would be necessary lowing tlie Severn. to go first to Bristol, and then some miles below it, in order to get out into flat country, and tbe expence per mile would be quite as much as the line between Gloucester and Swindon: I make the distauce from London to Gloucester, by Swindon, about 112 to Ditto by Swindon. 114 miles; viz. 81 miles from London to Swindon, 24| miles from Swindon to Stroud, and 9 miles thence to Gloucester; and it would be about 38 miles farther by the other Line. 1 believe a Railway may be made between South Wales and Gloucester, as I Remarks upon a have examined the most difficult part of the intervening country. I am likewise connected Line between Glou- . , m, cester and Soutli With the Iron trade, and am also acquainted with the Copper and Tin-plate trade of South Wales. Wales, throughout the whole of which there is a feeling in favour of the Line. I advocated a Line to Windsor before a Committee of the House of Commons last Obser. on Mr. I'.'i year, which was a very excellent Line, but it was met by such great opposition that the '" vindsor. Directors abandoned it. It was superior to the Great Western of last year, (in conse- account of tbe OiHi. quence of its stopping at a higher level ; the Great Western now goes higher;) and is not inferior to the present Line; the levels were very good, but not better than the Great Western. From Reading to the Birmingham Line the Undulations amounted to 6 feet per mile. I think there were two Summits to overcome between Acton and the River, one near Sion House beyond Brentford, the other near Hounslow, which was the highest of the two, but they were not considerable. From Sion House it was a gradual descent, which commenced a little below Hounslow, in order to pass under the Long Walk at It passed under tbe Windsor ; from thence there was a Line that would have gone to the South of Reading, ^""^ V,'M<. which Line was quite practicable. It crossed the Long Walk at about | a mile up, in a Tunnel which extended about a | of a mile from the walk on each side: we went by through the field between the Park and the Turnpike Road, close to the foot of Frog- more Grounds, and we crossed all those fields to the long walk: the Line curved round the Town after it passed the Long Walk by the Barracks ; we had not room enough fur one Tunnel, therefore we proposed making two, passing between the roots of the trees diagonally. I met Lord Duncannon on the spot, and satisfied him that it might be done without being very objectionable ; but the Directors were informed by some Peers that they would not sanction the measure if it went under the Long Walk, as they considered it would be prejudicial to the Royal Residence at Windsor, notwith- standing the entrances were to be planted ; it terminated at Paddington, but we did not make use of the Birmingham. 1 last year advocated the Terminus at Paddington, Comnarison of the in opposition to the one at the Thames. I conceived it would be much more convenient London Termini. for the distribution of Passengers, also for Cattle and Live Stock. Light Goods carried by the Railway, being for the consumption of London, will require to be distributed throughout same: the Northern Terminus at Euston Square is therefore unquestionably preferable to the Southern at Nine Elms, being more central, and upon a higher level, which renders it more convenient for the loads to descend. I consider a junction of the xbe advan. of .i Great Western with the London and Birmingham advantageous, notwithstanding' its .'unctionot tbe (.it. . o o o Western witb the having to encounter some extra Tunnels, and a Plane of 1 in 86, which under all L. & B. circumstances is not very objectionable, as the distance is fliort, and it is the best that 112 can be oblained. I cannot say whether they intend using a Locomotive or a Stationary Engine, but I should prefer the latter. I am not aware of any great difficulty that caa arise to the Trade of the two Railways through their having the same Terminus, provided there is ample space for the Depot; but I prefer, and I think a separate Terminus would be better, wliich was my reason for not running my Windsor Line upon the Birmingham. Difficulty of obtain. J still prefer the Terminus of the Windsor Line, which was at the end of Oxford Street; but the difSculties were very great, as the property belongs to the Bishop of a Terminus .. ,, f r j o f London, whose objections we could not overcome : we could have obtained a Terminus in about I a mile North of the Oxford Road, near the New Road, which would have been better than that at Vauxhall Bridge, but not equal to that at Euston Square. I think Oxford Street. . ,,, ,^ ^ , ^m--! , , ■ ■ ,■ it would be very advantageous to nave two lermini : when the subject was in dis- cussion last year, the Terminus of the London and Birmingham was almost as distant from the principal parts of London as ours at Paddington, and I thought there was very little to choose between them, but now that ihey come to Euston Square*|ke case is materially altered. A Bale of Goods sent by the Railway, and intended for the Sea, would be passed by the Canal at the Depot, and would occupy about 5 or 6 hours, which would not be very disadvantageous. I believe the Bristol Fly Waggons occupy about two nights and a day on the journey; and I expect the Railway will carry the Tlie Railway would bulk of the Goods at present carried by them. I am not aware of any Goods that travel that ti'avel^ b^°the ^y ^'^^ ^'y Waggons that could not go by the Railway, as they would be carried cheaper. Fly Waggons. which, coupled with the additional speed, would render it advantageous. 1 believe The Windsor Plan ^hat the deposited Plan (of the Windsor Line) was not the Plan advocated before advo. before Par. ' was not the depo- Parliament last year in opposition to the Great Western, but a Plan made subsequently, sited an. owing to our being obliged to alter the Line, on account of its passing under the walls of Deposited Plan. Windsor Castle, between it and the River; also as Eton College and the Commissioners of Woods and Forests would not assent to it : there was a reservation with the latter that, provided we did not interfere with the Waterworks, they would assent ; and upon an examination being made by an Engineer for the Crown, his objections were such that they declined giving their assent to it. I did not lay down the Line which went so near Mr. Brunton's Line the Palace, nor ever advocated it in my evidence before Parliament. I have seen the Plan Mr. Brunton projected from Bath to Bristol. I was connected with a Railway Observations upon ' "^ •' Messrs. Brunton & Mr. Brunton projected from Bristol to London, and I was a party to the Prospectus of Bristol to'L^omloiT same, which was before the publication of Mr. Bradshaw's Map. Colonel Page gave us the Levels of the Kennet and Avon Canal ; therefore, having the Canals to guide me, and knowing the country generally, I looked over it suflFicient to satisfy myself the Line was practicable. I proposed to go on~through Newbury to Reading, but I never entertained an idea of cutting through St. George's Hill ; the Line from Bristol to Newbury was very similar to the Basing Line ; we did not take the Levels of the country, but we drew a Line on the Ordnance Map, which Mr. Brunton afterwards Mr. P. declined giv- went over; I declined giving evidence upon it last year; it was opposed by the Land ing Evidence on it. Proprietors ; it went near the front of Mr. Gore Langton's House, which would have It had no Tunnels, been very objectionable ; he avoided having any Tunnel by keeping higher Levels; but I should not wish to omit all the Tunnels on the Great Western, even if there was It had a Cora, with ^j objection in point of expence : he also bad a Communication with the Deep the Deep Water at *^ ^ ' ' Bristol, 113 Water at Bristol at RedcIifiF'Wbarf, (the Goods were to go by a Tunnel and an Inclined Plane) where there is not room for more than 1 or 2 Vessels, (Irish Steam Boats cannot get up to llie Wharf, although Cattle and Live Stock from Ireland will be a very impor- tant part of the traffic of the Railway. I cannot say whether an advantage is gained The Gt. Western over the Great Western by the same, as the latter has a Communication with the Float, tion with the Float, the water of which never flows out, it being dammed up to the feeder, and it is deep enough for barges, but not for ships at all times of the tide. Ex. Mr. ROBERT STEPHENSON, C.E. I am Chief Engineer upon the London and Birmingham Railway, 80 miles of Chief E'ligineer of which, out of 111 miles, have been let for £ 1,300,000.; my Estimate for the same was «he Lon^ -^nd Birm. £1,325,330. The works are let by Public Contract, and the Directors usually accept Mode of Letting the lowest Tender, if the parties are respectable and are able to give security; I am Executing present at the opening of the Tenders, but I have no opportunity of knowing their \y^\ several amounts until then : in alloting the several Contracts, I have subdivided them on the same, pretty equally, and arranged them so that one Contract shall not interfere with another; the Work is measured at the time the Contractor delivers his Tender, which is accom- panied by a "Schedule of Prices," upon which his Estimate is founded, and at the expiration of every month the work is measured and priced according to such List, and r^he commencement the amount is paid him, with the exception of 20 per cent., which is withheld until half of a the contract is finished, the amount retained is then 10 per cent, only, and the Contractor is afterwards receives the full amount of his work. The commencement of a Contract is profi'table part, easily and cheaply executed; there have been many cases of a contractor making a profit upon it notwithstanding the drawback; thus he may be receiving a profit through- „mch"scanbemade out the whole of his contract ; but although be may possibly clear 20 per cent, upon the by a Contract. first half, he cannot realize more than 10 per cent, upon the whole. I am not aware of any instance of more, as the work will cost him more as he proceeds, and the payments are made so as to equalize his burden. This is one of the Blank Tenders, with a " Schedule of Prices ;" which Prices are filled in by the several parties tendering: — Contract, No. To the Birmingham Committee of Directors of the London and Birmingham Railway Company. of do hereby Form propose to malie the Railway with all the Excavations, Embankments, Tunnels, Bridges, Culverts, Drains, Fences, and other Works complete, and to keep the same in repair for One Year after Completion, and to find and provide all the requisite Materials, (except the Iron Rails, Chairs, Pins, Keys, Blocks, Sleepers, and Oak Trenails,) according to the Plans and Specifications exhibited to within the Periods, and upon the Terms and Conditions mentioned and contained in the Draft Contract, also exhibited to for the Sum of and have in the First Schedule hereto set forth the Price of the different Descriptions of Work at which the aggregate Amoun of this Tender is computed. Q 114 And further propose to execute the several Works in the said Specifications denominated Extra Works, at the Prices set opposite to each description of Work in the Second Scliedule hereto. And in case this Tender shall he accepted, hereby undertake to execute a Contract and Bond to be prepared by the said Company, according to the Draft before referred to, within a Fortnight from this Date. And propose of and of as Sureties for the due Performance of such Contract. And do hereby undertake that they shall, within a Fortnight from this Date, execute Tender ^ Bond, to be prepared by the said Company, conditioned for that Purpose, in a penal Sum equal in Amount to Ten per Cent, on the said Sum of of which Bond the Draft has been also exhibited to me. And lastly, do hereby undertake and agree that in case the said Contract and Bonds shall not be executed by and said Two Sureties, within the Time above mentioned, the said Company shall not (unless they think fit) be bound by this Tender and Contract, but the same shall be absolutely void, in case the said Company shall so think fit ; nor shall they in any Case be liable to any Claim by in respect of Work then already done by upon the said Railway. Witness Hand, this Day of 183. First Schedule referred to, containing a List of the Prices at which the above Tender of .;£ is computed. £. s, d. Tlie Price of permanent Fencing, consisting of Ditching, Railing, and Quicks, at per Lineal Yard The Average Price of the Whole of the Excavations, with the Slopes of the Excavations and Embankments, completed as described in the Specification, at per Cubic Yard The Price of the Tunnel at exclusive of the Facings or Fronts, at per Lineal Yard The Price of Brick Work set in Mortar, at per Cubic Yard Ditto Ditto in Cement The Price of Freestone Ashlar Work, dressed and set, with rustic chamfered Joints, the Face of the Stones being rough, when the Stone is obtained in the Excavation, at per Cubic Foot Schedule Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Price of Freestone Ashlar Work, dressed and set, with rustic chamfered Joints, the Faces of the Stones Chisel-dressed, when the Stone is obtained in the Excavation, at per Cubic Foot Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Price of String Courses and Coping, dressed and set, when the Stone is obtained in the Excavation, at per Cubic Foot Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Price of Cast Iron Work employed in Tunnels and Bridges, at per Ton of The Price of Wrought Iron Work employed in Tunnels and Bridges, at per Ton The Price of paved Crossings referred to in the Specifications, at per Square Yard The Price of the following Culverts, including Foundations, Fronts, Wing WrIIs, &c.; viz. Culvert, 2 Feet Diameter, at per Cubic Yard ....... Ditto, 3 . . Ditto . . . Ditto Ditto, 4 . . Ditto . . Ditto . Ditto, 5 . . Ditto . . . Ditto Ditto, 6 . . Ditto . . . Ditto The Price of laying the Brick Drains under the Bridges, at per Lineal Yard Metalling the Surfaces of diverted Roads, or Roads forming the Approaches to Bridges or paved Crossings, at per Superficial Yard .......■■ The Price of Posts and Rails similar to those described in the Specification for the Tops of the Embankments of Approaches to Bridges, at per Lineal Yard of single Line . 115 £. The Price of the double Line of permanent Way laid on Stone Blocks, with all necessary Drains, as detailed in the Specification, at per Lineal Yard Ditto Ditto laid on Wooden Sleepers, at per Lineal Yard .... The Price of maintaining and keeping in good Order the double Line of permanent Way for the Period of One Year after the Completion of the whole of the Works, at per Mile Second Schedule referred to, containing a List of the Prices of the Extra Works. The Erection of Gates, including Posts, Gates, Iron-work, and Fencing, at per Gate . . The Price of Fencing, similar to the permanent Fencing described in the Specification, with Ditching, Railing, and Quicks, at per Lineal Yard of single Line . • . . . The Price of Posts and Railing, similar to that described for permanent Fencing, at per Lineal Yard of single Line ........••.• The Price of cutting a Ditch Six Feet wide at the Top, Two Feet wide at the Bottom, and Two Feet deep, at per Lineal Yard The Price of cutting a Ditch Three Feet wide at the Top, One Foot wide at the Bottom, and One Foot deep, at per Lineal Yard The Price of Brick-work in Fence Walls or Retaining Walls, including Foundations, at per Cubic Yard The Price of Excavation in Marl, Clay, or Sand, when the Lead is a Quarter of a Mile, at per Cubic Yard ,......•.•■••• Ditto .... 4 of a Mile .... Ditto . . . Ditto . . . Ditto . . . Ditto . . . Ditto . . . Ditto . . . Ditto The Price of Brick Work in Tunnels set in Mortar, at per Cubic Yard .... Ditto Ditto laid in Roman Cement, at per Cubic Yard .... The Price of Brick Work of every Description in Occupation and other Bridges, and Facings of Tunnels, including Labour and all Materials, and all Labour in digging and preparing Foundations, at per Cubic Yard The Price of plain Freestone Ashlar Work, dressed and set, with rustic chamfered Joints, the Face of the Stone being rough, when the Stone is obtained in the Excavations, at per Cubic Foot Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Price of plain Freestone Ashlar Work, dressed and set, with rustic chamfered Joints, and the Faces of the Stone Chisel-dressed, when the Stone is obtained in the Excavations, at per Cubic Foot ,.........,.,. Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Price of Freestone Quoins to skew or square Bridges, dressed and set, with rustic chamfered Joints, and the Face Chisel-dressed, when the Stone is obtained in the Excavation, at per Cubic Foot Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Prices of String Courses and Coping, dressed and set, when the Stone is obtained in the Excavation, at per Cubic Foot Ditto Ditto of Derbyshire Stone, at per Cubic Foot The Paving of Roads crossing the Railway on a Level, at per superficial Yard . The Formation and metalling, according to the Specification, of Roads, at per superficial Yard The building of Brick Culverts, including Foundations, Fronts, Wing Walls, &c.; viz. Culverts, 1 Foot in Diameter, at per Cubic Yard Ditto . . ■ • J Ditto Ditto . . . . 1 Ditto Ditto . . 2 Ditto Ditto . . . . 3 Ditto Ditto . . . . 4 Ditto Ditto . . . . 5 Ditto Ditto u . . Ditto Ditto Ditto 2 . Ditto Ditto Ditto 3 Ditto Ditto Ditto 4 . Ditto Ditto Ditto 5 Ditto Ditto Ditto 6 Ditto Ditto Prices. 116 £. a. d. Thoroughly seasoned Meniel Timber for Bond, laid in the Brick Work, at per Cubic Foot . Beech, Larch, or American Oak Piles, from Nine to Ten Inches mean Diameter, hooped and shod, 10 Feet long, and driven, at per Cubic Foot Ditto Ditto 15 Feet long, at per Cubic Foot Ditto Ditto 20 Ditto Oak Sleepers and Planking, spiked to the Piling, including Labour and Spikes, at per Cubic Foot Ballasting and laying the permanent Sidings upon Stone Blocks, including cutting the Rails into proper Lengths, fixing Crossings' Points, &c., and making the whole complete, at per Lineal Yard of single Way Ditto Ditto upon Wood Sleepers, at per Lineal Yard of single Way . The Price of One Tool Recess, complete It is to be understood that only the neat Measurement of the Masonry, Brick Work, or Timber Work will be allowed, notwithstanding any Custom to the contrary. Tricks of I have the means of checking the quantities by my Estimate, as it is an usual thing for Contractors. Contractors to deliver in a higher price than that upon which the Tender is founded, particularly upon such portions of the contract which will be first executed, but I endeavour to make them agree with the Tender; and frequently have them altered in The Company enter consequence of the discrepancy. We make separate and distinct Contracts with Iron into separate Con- jj^sters for the Rails and Chairs, and with Stone Merchants for the Blocks, (we are tracts with iron and *■ StoneMerchantsfor now paying about 6s. for each Block,) which are delivered to the Contractors for execu- Rails and Blocks. ^.^^ ^^^^ Railway, who lay them down. The parties who took the first Contract from London (Jackson and Sheddon) having failed, the Company took it (the Willesden Contract, which is six miles long,) into their own hands in order to avoid delay; Jackson afterwards applied to me for employment, and as I did not attribute the failure to him, but rather to some impropriety on the part of his partner, (want of capital occasioned it in some degree, and it was likewise grossly mismanaged,) through which he lost all his Jackson & Sheddon jj,o^gy^ j therefore let some of the brickwork to him, among other persons, by the rod, in the knowing him to be a very efficient bricklayer; it is a very difficult thing to relet work WillesdenContract. yylijch has been thrown up by a Contractor, as they know the difficulty you are in, and take advantage of it ; the same remark applies to the sale of the stock upon the ground, they are obliged to be sold at a great loss, as the Company in such cases generally seize upon the stock, or the materials upon the ground, (the Waggons, Rails, &c.) but in this instance they waived their right : one or two of the Directors were in favor of Reasons of the negociating with another Contractor, who offered to undertake it for £3,000. above the Company taking it orisjinal Tender, but when he was desired to go over the work with me, he made it into their own ° r. i r i • • hands. £16,000. above his former statement; the Directors therefore took it into their own Jackson and Shed- hands, and it has since gone on very well. Jackson and Sheddon's price for Excavation don's price ''o'' ^''^ ^ag ll|f/. and it has cost the Company Is. 2|f/., including Superintendant and every £iXC3V. WUS XlgU. which is costing the thing; Is. 2t?. was the amount of my Estimate. The Contract Prices for the Excavation ^o^m^any^«.-^i^^.^^ ^^ ordinary materials are from Is. to Is. 6d. per yard : the average price of the Cutting 1«. 2d. islet at about Is. Id.; the highest price paid upon our Line for Excavation* is Is. 2d., the Line is U. Id. which is clay, sand and marl, with a lead of about If miles only; if the lead was 3 miles • There must be some error regarding the JIaximum Price of Excavation, as it is stated to be from Ud. to 1*. 6rf. : and a few lines further Is. '2d. is stated as the highest price upon the line. — Editor. 117 I should make it 1*, 5d., or 2d. a mile extra for the leading, (we have some Excavation Exc. inRocl<2s.3rf. in Northampton as high as 2*. 3d. owing to its being in Rocii,); the average Lead upon Average Lead on the the whole Line is perhaps IJ miles.— —The increase in price since the Company Line is 1^ Miles, haveexecated the works, is occasioned by additions to the Stock in order to work the Con- tract efHciently ; the Schedule of Prices delivered in by the Contractor in this case was The reason of the not a true one, he first put down such prices which he thought would merely cover him, ;y °'''^5 costing the ' r " J ' t/Oinpany more than and then added a sum for his profit as he thought, but as the works cost more than he the Contractors. calculated, he did not receive all that was due to him. The following is a detail Detailed Estimate of the Estimate— Contractor's Stock,— Rails and Chairs £2,587. Points and Crossings °^ t''e same. and other Utensils £287., and Waggons £575. making £3,449.; — to which we added, Rails, Chairs and Sleepers to the amount of £ 1,893., and Waggons £2,013. making £3,906., — and we shall require 50 more Waggons for the Contract, which I estimate at A'alue of the oUl £ 1,000.,— thus the Stock applicable to the Excavations only will amount to £8,355. ^'^"^"•'Is at the '' •' ' conclu. Works, independent of the Stock required for the Tunneling and Brickwork; — the value of the old materials at the completion of the works will be £3,237.; the Rails will be Rails - . . j. worth about half their present value, Points and Crossings one-third, and Waggons one- Points and Cross, j. fourth, which deducted from the above, leaves a balance of £5,118., therefore as the Waffgons - - j. total number of cubic yards in the Contract is 837,000, the price of Stock is conse- Stock 1 Jrf. p.c. Yd. quently l^d. per yard ; from June 1834 to June 1835 the Company have also paid for repairing waggons, for iron wheels, axle-trees, &c., also for timber and other current expences ^817. — for keeping the roads in order, purchasing sleepers, &c. £1,054., and for inspection £ 127. — for various expences, including leading rails and materials to the Cunt. Exp. Sirf.yd. works, and wharfage, and for compensation for making roads through adjoining lands, £390. — making a total of £2,388. The work, executed within the above time by these materials amounts to 109,000 cubic yards, which brings the Current Expences to 5|f/. per cubic yard. The Labour we let to a Sub-contractor, who digs, leads it away, and Average Price of . ■ Labour, 9d. per teams it for 9\d. per cubic yard, but I have taken it at 9d., as the price was 8d. at the Cubic Yard. commencement, and my calculation applies more immediately to the heavy part of the work ; ■we supplied the Sub-contractor of the excavation at Chalk Farm with all the materials, and paid him 'id. with a lead of about 6 or 800 yards, until he demanded 8f/. which we gave him ; his next demand was 8|(/., which we refused ; the work was then let to another, but he would not take it at 8(/., and he afterwards left it. I made out a Sum- mary of these expences, deducting l{d. for Gravel, which is unusually expensive near London as it is very scarce, but it is not the case at any other part of the Line, I also Average Price for took off about £700. from the "current expences," which made it 3|rf. per cubic yard 3)"j' p"r Cubi'c'Yd* instead of 5^(7, I then added l\d. for the Literest of £8,000. the capital employed; the Inteivst of Capital works will occupy about 2f years, but as one-half will be finished before the whole of the ^''" ^" t;ubic Yd. capital is advanced, I have not allowed interest upon the whole of that time,— this gives Making a Total of a total sum of I*. 2|«/. per cubic yard, which I conceive to be the true cost; this amount *" -^ • P" '■• does not include the resodding of the Slopes nor any expence which may arise from Slips or Contingencies ; certainly we have not had any extraordinary contingencies in the Independent of cutting, but something should be added for them; Contractors always consider these ^"""»K'-'i"-'es- points, a separate and specific sura is provided in the Schedule for the expence of " Keeping the Railway in Repair for 12 months after the completion of the works." cutin small Contracts 118 The Lead being The present Lead upon which the Calculation is made does not exceed 1^ miles, but I IJ Miles. should add 2d. a mile more if it should increase, it would vary in a small degree Descrip.of thcSoil. according to the material we had to prepare the road with ; the Soil is bad, being the upper part of the London Clay mixed with alluvial ; the expence is not in the digging but in the loss of time it occasions, as the Contractor cannot possibly work in wet weather. If this system of executing the work was adopted generally throughout the Remarks npon exe- Line, it would increase the expense of Superintendence ; I have also had experience of t ' ts executing works by the method of small contracts upon the Newton and Warrington, the Leicester and Swannington, and upon the Liverpool and Manchester Line, (although I was not officially employed upon the latter,) which were executed precisely similar to the Willesden contract; I consider it by far the most objectionable. I have never known any Ditto Day Work. works executed by day work only, i. e. without having recourse to small contracts, neither should I wish to be connected with any Railway executed by this method, as men that are The rate of Cost of working by the day under such circumstances, will not do half a day's work; there are some ''bxtraVvorks on -^porks in our contracts called " Extra Works," which we have not the power of letting, the L. and Ji. was ' ° nearly double the and I always find that they approach to nearly double the price of the contract work. Some of the work which we are executine- at Willesden Green is in the same description The Soil at VVilles- ^ , ., , o /-, , tt-m • • ■ . , r^, ■ ■ •■ den is similar to that of Soil as that at St. George s Hill ; it is the surface of the London Clay, mixed with at St. George's Hill, alluvial matter ; at the bottom of the cutting it is genuine London Clay, but not so bad Description of same as upon some of the excavations on the Southampton Line. It is an exceedingly good material in fine dry weather, when as much can be worked of it as of any other material ; The Waggons hold but in wet weather it is as bad as any soil. The Waggons by which it is discharged hold - u ic ar s. 2 Cubic Yards, or more ; but if they are filled too full they are apt to tilt on the road, and cause stoppages, it is therefore desirable not to fill them to above 2 or 2i cubic yards: some are filled under the arches, the centres of same being made sufficiently high to allow of There are 8 to 16 their passage; the number of Boxes in one Train varies from 8 to 16, accordingly as the Boxes in a Train. ^^^ ^^^ getting forward, (I never saw more than 17.) The Locomotive which leads The Locom. makes them averages 25 Journies a day, and 3 an hour is the very utmost they can do : it is orSan'hour ^ ^^ worked from six to six, two hours being allowed out of that for rest: the distance it runs is rather more than a mile, which it does with ease in 4 minutes. I have observed that after the Engine has delivered a load, it invariably returns with another before the Remarks first has been teamed ; and consequently has to wait perhaps half of an hour on wet days, and a quarter of an hour on fine days, for the empty waggons. I think there on are 11 Horses, which lead the waggons to and from the end of the line, after the the Working of the Engine has left them, a distance perhaps of 600 yards: the Engine goes down upon Eno-inc ^ permanent road, but the Boxes pass along a temporary road to the end : the Rope being attached diagonally, which does not cause any waste of power ; the usual mode is to hook them on in a direct draught. We used a Temporary Road from the beginning, but not the temporary road we now use ; as it has been re-laid two or three time since the commencement of the Cutting, and gravel has been inserted under the sleepers, to Remarks upon render it passable ; many of the original Sleepers are gone. I cannot state the Sleepers. number ; but all those laid down by Jackson and Sheddon are among them, as Scotch Sleepers. they were Scotch Fir, and of small Scantling. They were pressed into the ground, and when taken up were put aside, as they were worn out and useless : those of a 119 larger Scantling will last longer ; but in a Catting like this, with the same quantity of Tliey will not last traffic, tbey will not last above 12 Months; those we are using have not lasted 6 or 8 ion. Hill is stated to have been begran on the 6th of October, 1834, and we had an Embankment . . .,, ^ in comparison witli commenced on the 1st of November: I estimate the quantity removed at St. George's Hill to be 25,000, and upon our Embankment 82,000 cubic yards have been teamed. Ti- 1 J 1 I .1 r lilt • I -t ■ * t« Forming the Works If we had such a work as the lormer we should not consider it important to commence any other works until it was in a very forward state, on account of its being the largest. "''" by which we should save the interest of the money that would be expended in the smaller Southampton works; and there cannot be any advantage in finishing that part between St. George's Railway. Hill and London, as the country appears very thinly populated. As St. George's Hill is the longest work upon the Southampton Line, the fact of their being an Embankment of half a mile long at Shapley Heath will not afl'ect my calculation. The amount of The Form, of an ,„ , , , , T-. 1 1 • 1- ■ 1 r 1 • ,. Embank, is limited Work that can be done on our Embankment is limited. 1 have seen various expedients used to facilitate the progress of them, but never knew the average to exceed 800 Yards 800 to 1000 c. Yds. per day ; it is possible to team more over an Embankment, but I am alluding to the t'le utmost that can average progress of the work. 1,000 yards would be the utmost you could average per oe Teamed in ay day, even with exceedingly favorable material, and it may be possible, by working 24 hours, (which is not often done) to team 1,000 yards of the Clay at St. George's Hill ; it would also be attended with great additional expence ; great speed in Embankments and economy in Cuttings are not synonymous, the reverse is equally applicable. I have Method of Teaming seen a Plan tried for facilitating the progress of an Embankment at Watford upon the "^'^'^ ''^ Wattord. London and Birmingham Railway; it was a scheme of the Contractor Mr. Noel, (or of his Foreman,) but it was abandoned ; it was not exactly like Mr. Grahanisley's Plan, iMr. Grahamsley's of which I had a drawing made, but I have never seen it practised. I also persuaded *"" the other Contractor at Watford to go to Hartlepool to see Mr. Grahamsley's machine, or something similar to it, by which (as was reported) they were teaming 1,500 yards a day; but he returned quite convinced that the old plan was the best. 1 have seen Locomo. may he Locomotives partially used upon an Embankment to remove earth, and I may add ^f j,„ E,„bank. successfully, as proper precaution was used, the Engines were not allowed to move too near the end of the Embankment, where it is impracticable to keep it in proper order to receive them, the Road should be nearly equal to a Permanent Road : a new A Good Road indis- Embankment is very bad, as it requires constant alterations. I used a Locomotive at '"^" '^ '' Liverpool in the formation of the Railway : we used a Locomotive upon our Permanent Road upon the London and Birmingham, as soon as circumstances permitted, the The Locomo at Embankment extended over a space of about 1,100 or 1,200 Yards, and had been ^^ Le^ft," I] 'j^DJ', consolidated about 8 months including a winter, which renders it less difficult to keep in or 1200 Yds. order. The Contractors upon different parts of the Line are preparing to use them, but They should not be I conceive that they cannot be advantageously used for a less distance than 1 mile or IJ ^or llMile^* """ R 122 Penii. Rails should miles.— —The Permanent Rails should not be nsed in the formation of a Line unless not be used in the j j g^j ^j i,|ocks, as they become bent, and even when straightened JHorm. of a Line. f & a > j > o the injury is not removed : the great cause of the failure of the Rails upon the Liverpool and Manchester was their having been used in the execution of the work, in the course of 1 or 2 years the whole Line will have to be replaced with heavier Rails ; They were 35 lb. they were 35 lbs. per yard, Rails and the Engines were proportionably light, about fine's ^o"r'^ 5'^ Toils' 5 or 5A Tons: the Wear and Tear upon these rails, although very slight, is. very easily detected by heavy weights passing over them, perhaps it is ^rd of a lb. per yard per The Willesd. Rails annum, or ^/^ or ^-^^ of an inch, and in some places more. The Rails at Willesden v'^ '■ wiiT are 50 lbs. to the yard, and the Engine we are now using to execute the work is iiiiginc lOJ I oils. J > o o 10| Tons. The Rails usually adopted at the present time are from 50 lbs. and upwards. Rca. of some of the In the execution of the Works upon the Liverpool and Manchester, it was the^Road^nThe L necessary to get 3 or 4 lines in the width of the Embankment, (3 Lines would be and M. narrower than any now executing), and some of the Sleepers projected beyond the Embankment, which was quite a casualty during the execution of the works, but I Ditto at Willesden. do not think the Rails were laid upon the projecting part: the same thing has occurred at Willesden, on that portion of the line which is not traversed by the Engine ; the Consequen.of same. Rail even projects over the Embankment, which consequently could not be so well supported as where the Sleepers lay entirely on the Embankment, the position also produces a greater tendency to bend ; the weight of the Engine bent both Rails in the above instance on the Liverpool and Manchester Railway, as it was considerably heavier than the waggons at Willesden. I cannot say whether the Rails were or were not afterwards used for the Permanent Way, but there were many broken and thrown Calcula. of the Ex. aside before the Line was executed. I have made a Calculation of the Expense of o using a uocomo. ^gj^pr Locomotive Engines to remove earth, with a view to ascertain whether it would k,ng. in the horm- o f> ation of an Embank, reduce the expense of the Cutting of St. George's Hill, and I found it amounted to about the same expense as Horses. A Locomotive used upon a short distance, as at Willesden, is working at great disadvantage, as the distance is short, and the loss of time at the end of the journey is extremely objectionable, on account of the expense; but where it is of any length, a considerable saving will be effected, if the road is fit to receive them ; but it would not affect the Estimate to a considerable extent; it is not Cost of Lead, by the economy eflected by it, but the expediting which influences us in adopting it. I have Locomo. at St^tieo. allowed 4|rf. per cubic yard for Locomotive power at St. George's Hill, (Ihd. per cubic it is 6rf. per C. Yd. yard per mile,) it is nearly 6d. by a Cart and Horse, and I have allowed |rf. for the ya ai au orse. jj^^jj^gg ^^ ^[,g ^^^ ^f ^|jg Embankment, (3 or 400 yards) that a horse would have to lead it after the Locomotive had left. Our Engine at Willesden is at present new ; when repairs become necessary, the total cost will average about £1,500. per annum, „ , ., . , includiuo- Capital and Wear and Tear, the calculation of which is as follows : first, we Details of tlie or Expence of the have two persons to pump the water, at 6s. per day; an Engine Man at 7s.; and a Fire at Willesdeii ^^^° ^^ ^*-' ^ chaldron of coke is consumed per day, which is about 50s., and I estimate the repairs at about 15s. per day; the cost of the Engine is about j£ 1,000., the interest of which is equal to 4.«. a day, and the depreciation on the Engine is equal to 10s. a day, which amounts to which altogether amounts to about £5. or £6. per day: the expense of the Locomo- X'5.or^6.^Diem. " »w o<- r .- ' i 123 live power at Willesdet^ for leading materials from Excavations to Embankments is therefore about 2c?. per Mile for a Cubic Yard, (1| Tons.) I believe the Locomotive Or 2d. per C. Yd. Power is let at /jths of Id. per Ton per Mile upon the Stockton and Darlington ^ ' ons;pei Railway, bat the fuel upon this line cost the engine man but 3s. 6d. oris, per ton. TheLoco.Pou-eroa ■' ' 1 1 T- I the .Stock, and Darl. at Willesdeu it is 26s. which adds materially to the expense; and upon the Liverpool js Let for -f*f,ths of and Manchester it is j^jths of a \d. The difference is caused by their being finished, \JjjgP7hJL,"& M and their arrangements perfectly completed, which is very different to the leading of clay for ^yiis of a Id. or sand from a Cuttting and discharging it over the Embankment; besides they have Remarks uponsame. but one stoppage in 30 miles, whereas our Locomotive Engine is stopped at every mile, in fact the Engine is not going half or quarter of the day : if a waggon should be upset, or a wheel broken, or any accident happen to the Engine, the whole is thrown aside for a day or two, (a greater risk of accidents and extra expences would arise by laying down the rails upon an unsettled embankment), therefore, there is no analogy between them. I have taken the expense of keeping the Line in order from our books, of the Cost of the Works at Willesden, where I have no doubt every exertion is used to do it as cheaply as possible : as the Embankment at St. George's Hill is only 300 yards long, Locomotives cannot be used economically upon it at present, although they could hereafter. The extreme height of the Embankment at Willesden Green is about 13 feet. (I consider the difficulty of using a Locomotive would increase with the height of the Embankment.) If the bank had been 25 feet high, which is the average height at St. George's Hill, I could not have set the Locomotive at work so soon, unless it had been exposed to much wet weather, which contributes much to the solidity of an Embankment, and has been laid out about 6 months : the Slope is 3 to 1, and we have 6 Roadways upon it at the end ; the same number may be worked upon an Embankment of 1| to 1, provided it is the same width at the top as ours, but it is not usually done : if the Embankment is made wider at the top than it is ultimately intended to be, it has to be trimmed down after- wards, it would be impossible to have 6 Roads if the Embankment was not more than 31 feet wide; 4 would be the utmost it would take, which would essentially diminish the amount of the day's work : when we had 4 at Willesden, which was for some time, we could not average 700 yards a day. I may apply the same remark to all parts of the Line, but they are at present working the whole 24 hours at Watford. (Working on dark nights costs nearly double what it does in the day) and discharging upwards of 1,1 OOor 1,200 yards in one day, yet by the last returns not more than 16,000 yards was done in a month, which is little more tban 700 yards per day : the Contractor finds that he cannot do 1,200 yards for more than 2 or 3 days together, even with the best possible arrangements : the work also increases with the quantity teamed, as fresh rails are required to be laid. I consider Mr. Giles's Prices for the Basing Line, as given by him last year, are totally He cons. Mr. Giles's inadequate, which I stated in my evidence at the time. I have since found, by my expe- "^"^^^ '"'' '^'^' rience upon the London and Birmingham Railway, that the Cost of executing Works Works near London in this part of the country is more expensive than I anticipated, I therefore consider ''''^' more than he ' •' » ' anticipated. his prices still more preposterous. Mr. Giles having given evidence regarding his system of executing that Railway, a short time previous to the first letting upon our Line, the difference was so great between our Estimates, that the Chairman and some Remarks on the Formation of Embankments. 124 Remarlis upon Mr. other Directors made some remarks upon it; I recommended them to make enquiry, Giles s Prices. which they did, and the result was that they were perfectly satisfied with their original The South. Ry. con. plan. — The Southampton Railway is 76 Miles long by the Section, and from the lor which mV Giles ^^'^ence given has between 15 and 16,000,000 cubic yards of excavation upon it, for hasalvvd..£365,495. which Mr. Giles has allowed £365,495. The Birmingham Line is 111 Miles „, . , „ long, and contains 1'2,500,000 cubic yards of excavation, for which I have allowed an The L. and B. con. ]2iiMilln. for which average of Is. 2d. per cubic yard, or a gross sum of £ 779,000., and I have paid every .£779 000 *at 1« 2(/ attention to the economiciil execution of it, yet my Estimate is twice as much upon 1'2 miles as Mr. Giles's for 16 miles. The Fencing upon the Southampton Line is "■ stated at about £ 16,000., and for a similar distance on the Birmingham I have allowed .Southampton £76,000., leaving an actual difference of £50,000.: good fencing cannot be put up for Is. 6d. per Yard. I5. 6^.^ but it depends upon the nature of the adjoining closes, and local circumstances : in grazing country, (which the Birmingham principally runs through) it certainly could not, but this cannot make a diflerence to any great amount: the price on the London On the L. and B. it 3"^ Birmingham is 4s. per double yard ; in some places I have taken it at 5s. and 6s. IS 4s. S«. and 6*. fjjg price for Tunneling on the Southampton is £ 15. per Yard, and on the Loudon and Tunn. jt;15. per Yd. ... ' r > on the South, and Birmingham it is £30. : the Ballasting, Laying the permanent way, and Hails, are esti- .£30. on the L. & B. n^atgj ^^ Mr. Giles at £2,223. per mile; I estimate the same at about £4000. per mile : and there is no allowance made in Mr. Giles's Estimate for the permanent working of the Railway, which would amount to £500. per mile. I have no doubt the Further Southampton is more favourably situated for Gravel than we are ; the 5 or 6 rpiles next London costs us about 3s. per cubic yard for ballasting. We have purchased a great Comparison quantity of Gravel for the permanent way at Willesden, it is brought both from the pf (|,g Paddington Canal and the Thames ; that which is brought from the Canal is for an Embankment across the Bront, about 5 miles along the Paddington Canal, and as there Prices. jg Q ravel at the bottom of that Valley, we have it dug out, as far as the quality will admit, to ballast the road : we have plenty of Gravel and Chalk, both at and beyond Watford ; we then get into the Iron Sand country, where it is quite as plentiful as with The L and B. goes them. The London and Birmingham Railway passes about 1| miles from the Harrow near the Schouls at School, and also about a mile from the Rugbv School, and we have not met with any Harrow and Rugby. ° • ... The intention of the opposition from either. I believe the promoters of the Great Western intend to join Great V\^estern to the London and Birmingham, but there has not been any terms entered info regarding Join the L. and B. . . , , » , i- . t-. 1 ■. • • • 1 • » , 1 >~i itt v it; indeed, 1 believe there is a Prohibition in their Act (the Great Western) against it. His reas for appro ^ approve of the junction, as it will save the enormous expense of 2 entrances into of the Junction. London : the Directors of the former having asked my opinion upon it, I stated that I did not consider it would interfere in any respect with their interests, as it was possible to make arrangements which would prevent any confusion. I have been present at all the Meetings where it has been discussed, and the majority of the Share- Acct. of the Route holders always remained neuter; they will join us at nearly three-quarters of a mile of the G.U . along jjpyond the Tunnel at Willesden: tbev will have to pass through the Tunnel under tlie L. and li. Line. •' j r o ^ the Harrow Road, and a Bridge under the Kilburn Road ; there is also another Tunnel, 1100 yards long, under the Finchley Road ; after which there will be no more Tunneling The Lev. of the L. ., , ^. 1 n-. r.ii m ■ 1 1 . ■ 11 and B. at Cam. until they get to Lamden lown. llie Elevation above the natural ground where we Town IS 11 or 12 terminate at Camden Town, ia exactly the height of the present Canal Bridges, or a ft. above the Lev. ' J o i o > of the Can. 125 Rise of 11 or 12 Feet; from thence there is a Fall of 1 in 86 to Euston Square, a There is a fall 1 in distance of perhaps three-quarters of a mile, which the Carriages would descend of ^^ '" Kuston Sqr. themselves. They would acquire considerable velocity before they came to the bottom, same*'^ * "^'"' but we have sufficient power to check it, by Breaks, and backing the En"ine. It is not determined whether this Plane will be worked by assistant Locomotive Engines or a Stationary Engine. I have no doubt an extra sum is to be paid for going to Euston Square, as it is stipulated in the Act; but I do not recollect the price. The T>- • I T» -I , . , I ,|„t (vork adv. on the loads were proportionably reduced, but unless they were reduced it would be the Basing Line. impracticable, i. e, witii the power that would be sufficient for the rest of the line; I refer comparatively in all my statements, being aware that Locomotive Engines a Locomo. will will work, perhaps efficientiv, at 16 feet in a mile, and some even at a greater work at 16 feet per ' - " Ml. 126 Remarks on the inclination, but they will work to more advantage and carry heavier loads at 11 feet in a *^'"*" mile; all the several items of expence (which occur to me at the present moment) are The full Power al- increased with the inclinations, but not in the same ratio : the Full Power is generally Incl. Planes of a •'sed upon the inclined planes of a Railway ; at Rain Hill and Sutton Hill, upon the Liver- Raihvay. pool and Manchester Line, the Passenger Train is generally, and the Goods universally. As on L. and M. helped up by Assistant Power; they are also obliged to limit the Passenger's Train to 3 Car- riages instead of 8; the Warrington and Newton is another line where the full power is Comparison of the used. 1 have made a calculation of the Proportionate Loads that could be drawn on competing' Lines. each line by Locomotive Engines : the measure of the weight and power of an Engine upon a great Line of Rail -road is the greatest inclination over which it has to pass, provided the length of the inclination is within the Reach of any Concentration of Power which the Engine possesses upon the adjoining more favourable Planes; a Plane of four miles would regulate the power of an Engine, (it allows of it in 1^ miles upon the Liver- pool and Manchester,) in other words, an ordinary Engine with a full load would come to a " stand still " immediately after it had passed that distance, unless the load was reduced. Excluding the Box Plane, the second Plane in height on the Great Western is in the Depot at Bath, which is 1 in 308, but being very short it will not affect the power of a Locomotive ; the third Plane in height is 1 in 473, upon which I have formed my calculations ; I have taken the highest upon the Basing, (as the Line is to be worked entirely by Locomotives,) I in 202, which is 6 miles 54 chains long, it therefore exceeds the length which the Engine would be capable of concentrating any power to overcome, as it must have come to the speed which it would continue throughout the Inclination Excl. the Box PI. long before it reached the end of the 4 miles : I allowed 10 lbs. per Ton for Friction, the Gradi. ofthe G. , , , ^ • • i- i , i , » , ■ ■ , , W. are 50 per cent. altiiougU 1 am aware it is a utile below that, but I took the same in both cases ; the moreecono. than the effective Load on this Plane would be 42 Tons, and the gross Load 52, allowing 10 Tons for the Engine ; the effective Load on a Plane of 11 feet 2 inches per mile on the Great Western would be 64| Tons, which is in the proportion of 3 to 2, or nearly 50 per cent. Excl. the Box PI. in favor of the Great Western. If an Assistant Engine was used upon the Plane of and the steepest PI. . _ . on the Basing, and 1 in 202, which would be very disadvantageous, the comparison would then be in propor- oV thTa W^!"'^*''"' ^'°° °^ ^ *° ^' ^'^'"^'^ '^ ^^°"* ^0 *"■ ^^ P^"* ^^^^- •" ^'^"^^ °^ *'^^ ^^^^^ Western, the 2nd steepest Inclination upon the Basing Line traversed by Locomotives being 1 in 250, I^Iemo- I have not taken into consideration the undulations upon either line, as they would not On the Mode of affectit ; Itake the highest Inclined Planes as thebasisof my calculations, whichlconsider the practical way of doing it; (the undulations would of course affect a comparison of the summit Levels;) my calculation is upon a supposition that the Box Plane is worked by a Stationary Engine placed at the top of the Tunnel, and there will be no occasion Working on the to unhitch the Locomotive, as I should prefer taking it up with the Load, and allow- Box Plane. j^g j^ to work all the time; whether a Stationary Engine or an Assistant Locomotive was used would not affect my Estimate, if the latter was used it would go up with the The Eng. on the Locomotive, and then wait for another load. The diameters of the Cylinders of the to 14 inch Cylin. Engines upon the Manchester and Liverpool Railway are 11 or 12, some are 14 inches ; r r , ,o the length of the stroke varies from 18 to 24 inches, and the diameter of the Wheels are Ijengthof stroke IS to 24 inches. generally 5 feet, some have all their wheels ofthe same size, and many have their wheels And 5 ft. Wheels, coupled together for the purpose of increasing the adhesion ; the weight of an Engine 127 with the water will vary from 9 to 11 Tous, inciudinff coke and every other necessary; „, . , ^ •' ° » 11 Weig. of Eng. 9 to the Tender when loaded with Coke and Water will weigh about 5 Tons : the Adhesion u tons. of an Engine upon a Railroad, excluding foggy weather, varies from an 11th to a 15th Adhesion of"an En- of its weight, I would reckon on a loth, but it depends upon the state of the weather, gine, is llthto 15th adhesion is as good in wet weather as at any other time, but any sort of damp renders " the Rails greasy: the Engine at Kensall Green has a 12 inch cylinder, a 20 inch stroke. The Ken. Green and 1 think 4 feet 6 inch wheels, and I calculate its Tractive Power is equal to 1,000 ^nlfa 20*ii" sti-oke or 1,100 lbs, i. e. it will draw that weight over a pulley: a Locomotive with two and 4 ft. 6 Wh. 1-1 '''^ Tractive Power 10 inch cylinders, with Water, &c. would weigh about 8 Tons; I made one with 14 inch equ. to 1000 lbs. cylinders which weighed about 13 Tons, the price of which was £1,000: we intend En^.with lOin. Cy. using larger Engines upon the Line than the Kensall Green Engine, but I have not yet Ditto 14 in. Cy. will determined the size; a 16 Tons Engine in the Maximum that the Road is calculated to weigh IST.andcost jClOOO carry, and I do not anticipate using Engines of such weight. I believe the Coaches Coach 2.i T. and that carry Passengers generally weigh 2 Tons or 2|, and about 8 are usually attached p "y '"'" "^ *" to an Engine : the number of Passengers in each Carriage varies from 4 to 20 or 30. We have two or three Inclinations on the Birmingham Railway full as much as 1 in 330, perhaps J of our Line is 1 in 330 ; I do not mean that an Engine starting from London will have to pass over 33 miles at 16 feet in a mile, as that amount includes , <•,, , ,„ i u • » ' ^01 the Li. ana tJ. is both sides of the summit, one half will probably be in one direction and the other half 1 in 330, half one 1 1 • . in- 1 ^ ¥-.1 • • -..irv 1 ,< way and half the in the contrary; there is not a very great dillerence between a Plane 1 in 300 and another other. 1 in 330. I allowed about £70,000. for the item of Locomotive Power, Waggons, &c. jj^ g allowed for the working of the Railway when completed ; £57,000. is allowed upon the Great =f 70,000. for the ITT • • 1 • /• 11 1 T 1- ■ 1 1-/V. -.1 future working of Western, owing to its being more tavourable as regards Inclinations, (the difference will the L. and B. be in the expence of the Engines) ; I take the Stationary Engine at the head of the Box ^^JfiOO. will be Tunnel into consideration; the expence of the Carriages, &c. &c. forth will be the same upon both lines; we have contracted for Smiles of 501b. Rails, and I think the price a,, „ ■ r .i * t^ The Price of the is £9. 10s. per Ton; my Estimate was £10. 10s., but fluctuations take place in Rails is £9. lOs. the trade ; the Chairs are £ 8. or £ 8. 10s. per Ton, and we have one in every yard, for {jliVirs^lJeS or which specifications were drawn up and advertized, we also wrote to several Iron ■£'^- iO«. per Ton. Masters, and we accepted the lowest Tender that was eligible. There was an idea of carrying a Railway from the London and Birmingham at Tring to Oxford, but it has Rgj^aii^s on a Line not been seriously entertained; I have no doubt of the possibility of it, as the from 1 ring to country is favorable. 1 do not know the contemplated Line between Swindon and -^; ,,' ■ , Ditto Swindon and Gloucester, nor have I drawn my attention to the Gradients, but I should judge from the 'Gloucester. Canal passing over that height, that there would be no great diflicnity in keeping the same levels; it may be taken as a general principle, that a Railway can be carried much upon the same level as a Canal. I think that the oftVet to Oxford from the Great Western would form a better communication between London and Gloucester, in point of level, than an offset to Oxford from the Birming^ham at Trins:, 1 have ^. ^ ^ ^ , ° ° Ditto Oxford and frequently gone over the road between Oxford and Gloucester, and can state that the Gloucester. country appears as bad as can be selected, and quite as bad as that between Sheffield and Manchester. Cowran Hill upon the Newcastle and Carlisle Railway was Cowran Hill is sta- stated (in the evidence given last year) to have cost 5d. per cubic yard, which I thought *'-''' '" have cost 5rf, impossible, and from inquiries which 1 have since made, I am induced to consider it 128 even more preposterous, alfhough the Soil is evidently a loose sand, and |tli only of the Cutting is led to embankment, the remainder goes to spoil, and the hill is very abrupt, which is favorable for Spoil Banks. I should be very much surprised if the aggregate cost of the excavation, taking a length of 5 miles upon this railway, amounted to no more than Qd. per cubic yard, including the lead and every expence, I last year put it at lOd.; but admitting that it cost only 5d., it does not follow that St. George's Hill can be done for the same price, as the lead is greater, also the length of Air. S. put it in at the cutting and the quantity of earth to be removed. I know Whilom's Scars very well, at which place there is a considerable quantity of work executed which is in Remarks on the line rock, but I have not been there since it was executed ; I do not recollect the opinion I at Whilom's Scars, expressed upoD it when the bill was in Parliament, but I might have said it would cost 2s. per yard, and if Mr. Grahamsley has executed it for Is. it cannot be the line laid down on the section, as the material was to be conveyed away to form an adjoining embankment, and I can state that the whole character of the line has been altered near Newcastle; and by a deviation of the line at Whilom's Scars it may be brought so near the river that the precipice has merely to be hewn down, and Hock of this description may be executed at Is. per cubic yard, whereas the Parliamentary Line was in Rock cutting on both sides; an Engineer is perfectly right in availing himself of Inst, the great diff. the 100 yards deviation, by which he may lessen the expences considerably, but when the 100 Yards Devi. ^^^^ gjn ^^^ jj^ Parliament, the opposition of Beaumont restricted it to the identical will soraetinnes ' i i make. line laid down on the map : 100 yards made a great difference ou this line, where it was in a deep cutting it would have changed it into a high embankment. Remarks on the De- I have not saved much by Deviations on the London and Birmingham Railway, viations on the ],„{ J jj^^g otherwise improved the line, although I have not substituted open cutting L. and B. ' ... i for tunnels unless the change required it, with the exception of Oxhey Lane Tunneb which is made into an open Cutting on account of the material turning out better than I expected ; neither have T, nor do I intend to shorten any of the tunnels by adopting Remarks upon the deeper cuttings at the two extremities. I do not consider myself at liberty to Extension of the state whether I am meditating' any plan to carry the Birming-ham Railroad down to the L. and B. Railway a J f J o to tlie River. River ; I certainly suggested it about six or eight months back to one or two of the Directors, but it has never been discussed by the Board, as I had not considered of it sufficiently to justify my decided recommendation : I think it very desirable, but it depends entirely upon the expence whether I should recommend or disapprove of it. If the same could be '^ it can be made for £200,000. it would be desirable, but I state that sum with the done for ^"200,000. greatest possible limitation, as it is a question that involves much consideration; I it would be desira. , i ■ . •. -n ,■ . ... „ , t £• have no doubt it will eventually be carried into efl^ect, but I am not aware or any nego- ciations, (or of letters having been written to proprietors of property in the direction of Hatlon Garden or Saffron Hill ;) it would be particularly advantageous to get the goods and passengers more into the heart of London, as it would render the terminus complete ; Mr. S. thought of I thought of going to Waterloo Bridge, which certainly is preferable to the Regent's carrying it to Wa- Cjjq^I, but the latter Depot is not much complained of; if we went to the former, we terloo Bridge. > r r ' Advantages of the should most likely continue to make use of the Canal, as it embraces London in so Regent's Canal many directions, and has possession of all the avenues to business ; we expect our 129 principal Profit to arise from Passengers and Light Goods, and Euston Square is tlie The prin. Prof. ant?. most favorable site tbat could be obtaiued for the disposal of the same throughout Carr'of'itsfen* ml LoDdon. I am not aware of any prohibition against the goods coming to Euston L'gl't tJooils, Square, but if there is any, they will be conveyed to their several directions from Camden Town. The originators of the London and Birmingham Railway proposed Abs. of hav.4 Rails to have four Lines of Rails, until I explained the absurdity of such an arrangement ; I °" '^* V" ?f, ^' ^* . •' o ' piopn., i! will carry consider that two Lines are capable of conveying six times as much traffic as they will six times the traffic. have. Ed'. Mk. CHARLES VIGNOLES, C. E. I have had considerable experience in my profession, and have assisted in the His experience setting out and construction of several Railways, among others the Liverpool and Man- upon Chester. I laid out and constructed the St. Helens and the Wigan, and I have lately Railroads completed the Dublin and Kingstown, I am also constructing the North Union. I was , '" 1T.--1 i<^ir- 1T1 • .. England, Ireland, consulted upon the Jiirmingham and Grand Junction, and 1 have given many opinions , upon different lines of Railroads in America, and on the Continent ; 1 laid out a line and the Continent. through Hanover, and I was consulted upon a line between Leipsic and Dresden, which was commenced last year. 1 have considered the filling up of Ihe space between Reading and the terminus at Bath, regarding these as fixed points ; I examined the Regarding »T 11 f t rr I • <-t 1 1 1 XT ,1 n , i.T. ■ TT . •^ comiimnicatioii Valley of the Kennet and Avon Lanal, and the valley of the White Horse, also the betueen ground between Newbury forward nearly across to Bradford, and I think the Line '^^^'^'"g »"'' BMi. should pass to the North of the Marlborough Downs, on account of the superiority of He prefers the Line the levels, the greater facilities for the execution of the works, and particularly as it is North of the connected with Gloucester and South Wales; I entertained this opinion in my evidence '''^■^'"°'*' iJo""^. of last year; I contrasted the Line North of Marlborough Downs with the Southern Line from Basing to Bath through the Vale of Pusey, and although I have not examined the latter with the same critical accuracy as the former, I am satisfied it is the best, the His Reasons principal objections to the Basing being very apparent ; as the great difficulty of cross- *^"'" ing from the Valley of the Kennet and Avon to the Vale of Pusey, and then into the '''" ^"""'' Vale of the Avon, and from the Vale of the Avon between Bradford and Bath to Bath; the obstacles to a Railroad from the Vale of Pusey to the Vale of the Avon is the great rise which is concentrated in a small distance. The country between Bradford and Bath is Difficulty of a Line very rugged and difficult, if you follow the line of the Avon to Bath it will make the , . °° •' between Railway exceedingly circuitous and difficult, and judging from an inspection of the Ordnance Map, the curves would be very objectionable, almost impracticable for high '^'' ""^ '"' ^ ' velocities, as "25 miles an hour ; yet the Line must either follow this valley or cut through the Claverton Hill; I have examined the Line which passes by a Tunnel, and I consider it very formidable, as the Shafts would be exceedingly deep, thereby involving very S 130 great additional expcnce. 1 certainly would avoid a Tunnel if possible, but not at The North Lino ;il). the expence of curves and levels ; I consider it absolutely necessary for a junction with iiecossy. for a June, g j|, Wales, Gloucester, and tbat portion of England, that the Railway should take to uitli .South Wales ' > r o > j and Cilouccstcr. the North of the Marlborough range to Chippenham, and 1 consider the Line selected is under all circumstances the best, upon an assumption that I get to a certain point at Bath, and then pass on to Bristol; I have not examined the country sufficiently to Rem. on tlie Line enable me to say whether there is abetter, not having taken any levels: I object to going "*Tt'he Basiiu' ■)" ' rou'id by Bradford on account of the ascent from Chippenham, and as the Line must pass through the vallies at very sharp curves, and at considerable expence, i, e, suppo- sing good levels can be found, and the termination would be at a much higher level at Bath than convenient ; they cannot get at our Terminus without taking very inferior gradients, I therefore consider the Line of the Great Western by Chippenham and Box Difficulty Hill much the cheapest ; it would also be highly objectionable to take the Trunk Line of from Chippenham to Bradford, and turning our Branch into a portion of the Main Line, the same. (taking the line of a bow instead of the bow-string); and although there is a considerable elevation to Bradford, which is very good for a Branch line, it is quite incompatible with a Main line. A good practical locomotive Line between Bath and Bradford could not be obtained without tunnels, or without curves of less than half a mile radius, and if ■you carried it through by a tunnel, or passed through the valley in whatever curves you could get, and disregarded the termination, the inclination would not exceed 1 in Basing Depot 500, which is the level shewn upon the Plans of the Basing Line, which terminates Bath. 120 feet higher than our Dep6t at Bath ; cutting off the brow of the hills for 50 or 100 Curves of loss ra- feet would improve it, but much depends upon the point of termination at Bath. A dius than 1 iMilere- ^^.^g of 4 of a mile is very objectionable, but if I could not get a better I should be tard the Engine. ♦ . . content with it ; we consider that a radius of less than a mile retards the progress Observats.iegardg. of an engine. The Line between Chippenham and Bradford is very good as tlie Basing Line at ,.gg.af jg ^[^Q communication between Bradford and Bath, and the junction of the former Bradford contd. o with the main trunk, but it is the contrary between Bradford and the West of England, Comparison of the as you must pass over the summit, which is 1 in 250. (this is very different to the Concen- Plane of 1 in 250 tration of the levels at the Box Tunnel ; it is a great rise of several hundred feet in the with the pasg Qf t|,g Basing, spread over perhaps 5 or 6 miles, and making tli« rise equivalent to aue. ^ diminution of the power of more than one half the whole line; in the other case, it is a concentration of a great rise in a short distance, and by the help of an additional Locomotive Engine, or other assistant power, upon this short plane, the Engines are Memo, reg-ardiii"- enabled to work upon the remainder of the Line to the full extent of their power) . A great laving out hiae of Railway should be laid down upon a principle of being the greatest advantage „ ., to the whole district through which it passed, affording the easiest communication with a Kailway. o r ' o those places with which it is not in direct communication ; and upon comparing the Great Western Line with the Line from London to Basing, and Irom Basing to Bath, I consider the Box Tunnel a trifle compared with the advantages which the trading The G. W. cannot community would derive by the former. I consider that the Great Western Depot at ., f ,, -, Bath is not capable of any improvement, both in reference to the local facilities tonveu. ot tlie (j. ' j r ' W. Depot at Bath, and to the continuation of the Line to Bristol, (a good termination could not be obtained 131 at Bath for both Companies upon the same level) neither can the Line generally be verv materially improved, although 5 Tunnels in 12 miles may appear a great number, but it must be taken in reference to the remaining' portioa. If a line could be formed without Tunnels, but similar in every other respect, " ceteris paribus," I should prefer it, but as regards the local accommodation of Bath I doubt whether you could find a more suitable elevation. 1 went over Mr. Brunei's Line between Bath and Bristol Mi-. Hninol's Batli last year, and I did not see any great objection to it: I understand the Line is made by ■"" " ""'■ consent of the Land-owners : the several alterations which have since been made have been pointed out to me, and I consider they are decided improvements : the Gradients are very good. 1 have had my attention called to the subject of the Box Plane Box Plane may bu for the Great Western, and I consider it can be worked with the greatest ease, as I "^^^''X ""r'^J- know there are planes of equal or even greater inclination upon existing railways ; and I do not consider a Curve of | of a mile radius objectionable on account of being Effect of Curves near the end of an inclined plane and tunnel, (there is a curve of similar radius at the , ,. "^i"'!', Inclmeil Planes, termination of the line at Manchester;) if the inclined plane is immediately before it, the curve becomes the landing place. I have one i of a mile radius at the foot of an incline of I in 36 upon the St. Helens. There is a Plane upon the Liverpool and Manchester Tlic Plune of 1 in 1 in 90, which is in the middle of the line, and worked by Assistant Engines ; the il^',vor^b';.'\Vs''Eif.>' passengers travel up it at least 20 times a dav; we have 2 Planes of 1 in 30 or 40 upon r, , ' • ' Fiissengers travel the St. Helens, the longest of which is | of a mile, they are situated in the middle of the by the Planes on tlie line, that next the collieries (about 1 in 36 or 40) is worked by a Stationary Engine and an ^g ^.''40.* '^- ' ' '" endless rope, and is very easily worked ; the other, in the opposite direction by the river, is a self-acting Plane, and to the eye of a common observer, it scarcely appears to rise: it is principally a Colliery railway, but there is a Passengers' Coach once or twice a ^^^- >^f same. day. I furnished the original Estimates for this Railway, which were rather under the mark, although I put down good prices, but several branches were made which were not originallv contemplated, and a great number of clauses were added, concerning' „ , m -I T. , ■ ■ I X Explanation of the lurupike Roads, which increased the expences, (I am still their Consulting Engineer.) A Plane of 107 is not a very bad plane, although it requires great additional power; ^Vorking of the it is more economical where the inclination varies much to concentrate it in one spot. Box Plane and have a Stationary or Assistant Engine to overcome it, than proceeding with the same . power throughout, both over the steeper and flatter portions of the Line. I have also considered the Box inclination with reference to its being in a Tunnel, and I am of ^^ unnel. opinion that it will not aflect the facility of working the Plane; I certainly do not think the tunnel any advantage. -With respect to Accidents, I think it is possible to stop the Carriages by Breaks, I have seen them stopped upon Inclined Planes fre(|uently : "P"" they often stop the Train upon the St. Helen's, at 1 in 36, with 6 loaded coal waggons. Accidents The distance in which they can be stopped depends upon the velocity with which they are upon travelling; they run until the " friction of the Break is greater than the gravitating I nclincJ Planes power of the Engine." I am certain that an Engine upon a Plane of 107 could be ■,^,^^l stopped in 150 or 200 yards. The consequences would be serious if an Engine was to Breaks, get loose, and run down at full speed, without any check whatever, but the Break is always j^^. Observations 132 Observations upon Accidents upon Inclined Planes and Breaks, &c. Power the most imp. con. on a Uail. An ord. Eng. could not asc. tlie I'lane of 6 miles 1 in 202. The Exp. of Fuel is very small comp. with otiier E.\p. The Gradients 50 per cent, in favor of the U. VV. applied ; in going down the inclines upon the St. Helen's, we have not had an instance of the men neglecting it ; there is generally a Break to every third Waggon, besides tlie Tender, and a Train can be brought to a stand still by the Break of the Tender only : they do not generally apply the break to every third carriage, as there is no occasion for it, but they carry it as a precaution. In the event of an accident, or of the engine getting off the rails, the steam flies off immediately by the safety valve, and the velocity is also increased, which are suflicient signals for the breaksman. A Waggon running down with a load of passengers, and half a load of Goods, would go at a very high velocity ; but an accident would not occur, unless the Engine got off the Rails ; or, if it was worked by a Stationary Engine, and the Rope was to break, the Break would be sufficient to check it ; but I am not aware of an instance of a Train escaping from the break, or an accident from the breakage of the rope. We have a Plane 1 in 96, upon the St. Helen's, in open cutting, and there are very seldom more than 5 carriages in each train, for which there are 2 guards, independant of the men who apply the break of the tender, and I have travelled by them for weeks together, and have had occasion to stop at the Junction of the line with the Liverpool, and they have let me down, although they were going at full velocity; the Guard probably did not apply the Break until within 100 or 200 yards of the spot, according to the velocity of the engine. If an Engine was to get off the Rails, I would certainly rather be in a Tunnel than upon an Embankment, and it would be less liable to get off when pulled by a Rope than when drawn by an Engine ; perhaps it would be driven against the wall and crushed, and the Tender also ; but this would be quite sufficient to stop the progress of the Carriages, which would consequently run up against each other, but the buffing apparatus would almost obviate the shock : and I doubt whether they would be damaged. If such an accident should occur on an Embankment, the probability is that the Engine and Train would go over. An accident happened npon an Eaibankment on the Liverpool and Manchester, owing to the axletree breaking, and the Engine, Tender, and first Carriage, went obliquely down the bank, but the other Carriages remained upon the Line, and only one or two got off the rails. 1 think a Tunnel upon an incline would have a greater draught through it, which would be an advantage in point of ventilation; the same number that are considered sufficient to work a Tunnel, are in practice sufficient to ventilate it: if there was any deficiency in ventilation, a fire lighted in one of the shafts, or any thing that created a current of air through it, would remedy it. The Gradients of a Line form one of the most important points, as the " Consumption of Power" is the greatest expence upon a Railway : the cheapest Line is that which has the Levels brought down to the flattest pitch, and not that which costs the least. 1 have looked at the Gradients on the Bath and Basing Line, and I find a Plane of 1 in 202 for 6| Miles, which an ordinary Engine could not ascend without assistance, unless it had only half its usual load; and as it could not take any more on the Line than it could take up this Plane, a great loss of power would be sustained. The Cost of Fuel is very small, in comparison with the other expences. I have made a Calculation of the Power required on each Line, and I make it 50 per cent, in favor of the Great Western ; the transport would, consequently, be much cheaper upon the latter ; as the long inclinations of 1 in 202, 250, and 264, will retard the 133 progress of the Engines, and the slightest accident or derangement of them would increase it ; and they certainly will not be able to travel up these Planes with the same velocity as upon a Level, unless they reduce the loads considerably. The first Engineer of the Grand Junction, whose name I am not acquainted with, laid out the Gradients upon that line. (I am not aware whether it contained a Plane of 10 miles at 1 in 210.) I was the next Engineer employed, and then came Mr. Rastrick : the Engineer who laid out the Line for Parliament, was not the party employed in con- structing the work ; the levels, therefore, might have been altered. 1 was applied to regarding a Communication between the Metropolis and Wales, previous to my examination of the Great Western, and I stated that it must pass North of the Mal- borough Downs, as there is no way of getting out of the Vale of Pusey towards Wales. I recommended a Communication by Stroud and Gloucester, up to which place I took the levels, starting from the vicinity of Swindon, the line could pass either by Malmsbury, Minchin, Hampton, and Maresfield, or by Cirencester and Stroud. I did not examine the latter much at the time, as it was not pushed, but I consider it is the best Line. 1 have not examined or levelled the Country between Tring, Glouces- ter, and Cheltenham, but I have a general knowledge of it from frequent travelling. I know the points between Oxford and Cheltenham very well ; a very high ridge, called the Colswold Hills, is between them. A Line between the above places, through Burford and Witney, would pass entirely through agricultural land ; the manufacturing part of the Line would be by Cirencester and Stroud, at Maresfield and Minchin Hampton: the Witney blanket manufactories are situated to the South and West of the Valley of the Thames. I was Engineer of the proposed Line to Windsor, which tunnelled under the Long Walk ; it skirted the Town of Windsor near the Cavalry Barracks, and then went on to Reading under St. Leonard's Hill on the Windsor side of the river; it was within 1 mile of the centre of Eton : the College objected to the Line at first, but I believe they afterwards removed their objections, and were better satisfied with it than they were with the Great Western, as the River and the Town of Windsor was between Eton and the Railway, but the Line of the former passes \ a mile further off from the body of the buildings than we did. I consider the passage through Windsor, and the general features of the line up to Reading, were superior to the Great Western; it would also have been more advantageous to the Town, and I do not consider it would have injured its beauty. A Petition was presented and the Plans were lodged, but we did not take any further proceedings on account of the opposition of the Great Western Railway. 1 last year advocated the Northern Terminus at Paddington (for the Windsor Line) as it was upon a higher level than the Great Western, but the latter is now the highest, as it joins the London and Birmingham, which is also much more central : the Gradients for the first 80 miles have consequently been improved by the same. The Line from London to Reading, by the Valley of the Thames and the Valley of the White Horse up to the Ssvindon summit, presents very favourable gradients; I have not seen any Line of the same distance that could equal it in this respect. (A Line through Lincolnshire might possibly equal it.) A party of gentlemen, merchants of London, some years back conceived an idea of a communication between London and Paris, and I was Mem. Grand Junction Railway. A Communication with Wales must pass by the North. Line by Swindon & Stroud. Country between Oxford and Cheltenham. He was the Enginr. of the pro. Line to Windsor. Description of He considers it H'as superior to the Great Western. Terminus of thi (i. W. Gradients of tlie G. W. Mr. V.'s Line from London & Brightn. Description of It passed over very difficult Country. Description of the Tunnels upon it. Explanation of the Gradients. 134 engaged and went to Paris to negociate with the French Government the terms upon which a Railway migi)t be made, and certain promises were obtained; upon receiving which the party ordered a Survey to be made to Brighton, but as the French Government did not fulfil their promises, or encourage them as was expected, it was abandoned, and the Survey was endeavoured to be made available as a distinct line to Brighton ; the plans were therefore deposited and notices given, but it did not find sufficient favor with the public to fill the subscription list, and was consequently abandoned : the sum subscribed was not more than sufficient to pay for the survey, as it was not brought before the public ; such notices as the standing orders of the House required were complied with, but it was never advertised. It passed over very difficult Country, including 2 high summits, but the rugged nature of the ground about them was the most objectionable. I was glad to get a Passenger Line at such little comparative expense; I think the least Curve upon the line was 1 mile radius : there were 3 Tunnels on the line amounting to nearly 3 miles, one was 2| miles long at an inclinaiton of 1 in 330, which is my greatest inclination in a tunnel ; there was another at Brighton (at the back of the town) f of a mile long, which was level. I found it was impracticable to get better levels than 1 in 330, on account of the extreme difficulty of the railway; the power upon an inclination of 1 in 330, including gravity and friction, is exactly \ what is required upon an inclination of 1 in 100. I afterwards altered the Gradients, to enable the Engines to continue at the same velocity and with the same load throughout the whole Line ; thus whatever load the Engine carried upon 1 in 330 it would take up 1 in 100 by the assistance of an assistant Locomotive Engine. The following are theTables of the Gradients, and I have also annexed the Gradients of another Railway to Brighton, (Sir John Rennie's) which they were compared with at the time : — Gradients on the London and Brighton Railway, as originally proposed by Mr. Vignoles. Gradients of Mr. V.'s Line from London to Brighton. 1 Mile 561 — 43 — 20 — 601 — 21" 1 — 19 9 — 591 3 — 1 5 — 681 6 — 471 4 — 191 — 59| — 41' — 78 1 — 2 771 1 — 651 9 _ 14 Chains - Horizontal or Rise 30 Feet Do. 3 Feet Do, 40 Feet Do. 3 Feet Do, 66 Feet Do, 132 Feet Fall 40 Feet Do. 91 Feet Rise 105 Feet Fall 68 Feet 40 Feet 8 Feet 50 Feet 16 Feet 52 Feet 28 Feet Do. Do. Do. Do. Do. Do. Level, Level Line, or 1 Foot in 95 or 1 Foot in 440 or 1 Foot in 99 or 1 Foot in 462 or 1 Foot in 99 or 1 Foot in 390 or 1 Foot in 398 or 1 Foot in 332 or 1 Foot in 331 or 1 Foot in 329 or 1 Foot in 103 or 1 Foot in 330 or 1 Foot in 103 or 1 Foot in 361 or 1 Foot in 96 or 1 Foot in 96 Feet. Feet. Feet. Feet, Feet, Feet. Feet. Feet. Feet. Feet. Feet. Feet. Feet. Feet. Feet. Feet. 135 Gradients on the revised Line from London to Brighton, as proposed by Mr. Vignolcs. 1| Miles - Level. Oi INIile - 1 in 100 - Rise. oi Mile - 1 in 440 - Do. OJ Mile - 1 in 100 - Do. Oi Mile - 1 in 460 - Do. li Miles - 1 in 100 - Do. 9J Miles - 1 in 400 - Do. First Summit. 3 Miles - 1 in 400 - Fall. 53 Miles - 1 in 330 - Do. 6i Miles - 1 in 330 - Rise. 4i Miles - 1 in 330 - Fall. Of Mile _ 1 in 100 - Do. OA Mile - 1 in 330 - Fall. r INIile - 1 in 100 - Do. 1 Mile - 1 in 360 - Do. 1 Mile - 1 in 100 - Do. 1| Miles - 1 in 340 - Do. 01 AT'l T • 1 J Kingston Lighthouse, opposite Entrance 4 ~ 1^ to Shoreham Harbour. 3| Miles - 1 in 450 - Rise. , , -., T 1 f To London Road, \V. St. Peter's Church, I Mile - Level ■{ r> • , ,. (^ crighton. Gradients of 31 r. Viffnoles' Revised Line Brishton. Gradients on the London and Brighton Railway, from Kennington Common to the London Road at Brighton, as laid down by Sir John Ronnie. M. CM. 4 22i - Rise 1 43 - Do. 8 18 - Do. 1 411 - Hori 4 60 - Fall 56^ - Do. 2 54 - Rise 3 4 - Do. 50 - Do. 4 56 - Fall 2 20 - Do. 2 7 - Rise 2 34 - Do. 1 19 - Hori: 4 33 - Fall 82 Feet or 1 Foot in 275 Feet 5 Feet or 1 Foot in 1623 Feet. 168 Feet or 1 Foot m 258 Feet Horizontal or Level Line. 84 Feet or 1 Foot in 298 Feet 8 Feet or 1 Foot in 1786 Feet. 18 Feet or 1 Foot in 785 Feet. 50 Feet or I Foot in 322 Feet 2 Feet or 1 Foot in 1650 Feet. 80 Feet or 1 Foot in 310 Feet 48 Feet or 1 Foot in 247 Feet 4 Feet or 1 Foot in 2755 Feet. 46 Feet or 1 Foot in 278 Feet Horizontal or Level Line. 90 Feet or 1 Foot in 259 Feet 46 39 _ Say 46^ Miles Total Rise 90 Feet M. 4 CH. 22i Gradients of 8 18 Sir John Rennie's 4 60 Line 3 H to Brighton, 4 56 2 20 2 34 4 33 34 8 136 Gradients on the Branch to SHOREHA^f. M. CH. 2 0* 46 2 39 75* 6 1 Fall 43^ Feet or 1 Foot in 243 Feet Do. 6i- Feet or 1 Foot in 467 Feet. Do. 30 Feet or 1 Foot in 437 Feet. Horizontal or Level Line. Say 6 Miles Total Fall 80 Feet. CH. OA For Miles 36 8i Details of Mr. V's Line from London Brighton. The following is also a copy of the Estimate : — LONDON AND BRIGHTON RAILWAY. Abstract of Estimate. Earthwork, 11,134,042 Cubic Yards, of which upwards of One Third would go to Spoil, at 9(/. - Masonry in the Bridges and Culverts, exclusive of the Viaducts out of London and at Brighton, and also exclusive of the Tunnels, at 2,250^. per Mile (Cost of Liverpool and Manchester Railway), for 48| Miles Viaducts out of London and for a short Distance at the Brighton End, 1| Miles, at 17Z. per Yard (being the Cost as proved in Committee on Great Western Railway by the concurrent Testimony of Four or Five Engineers) Tunnelling 6,000 Yards, at 221, 5s. per Lineal Yard (being the large Contract Price of the Tunnels on the London and Birmingham Railway lately entered into) ...... Fences, 48| Miles, at 4s. 6d. per Lineal Yard (usual Price) Railway laid complete, for 54 Miles, at 48^. per Lineal Yard Land, 4871 Acres, at 100/, per Acre - - £ 48,750 Purchase and Damages to House Property - 25,000 Locomotive Power. 20 Engines and Tenders, at WOOL each - - £ 20,000 60 Coaches, in the Average at 200/. each - - 12,000 100 Waggons, at 50/. each - - - 5,000 Stations. Six Water Stations, at 500/. each - - - £ 3,000 Ground and Building at each End of Line - - 10,000 Commercial Station at Shoreham - - . 4,000 20 Passenger Stations, &c. along Line, at 150/. - 3,000 £417,527 109,688 52,360 113,500 17,305 228,006 73,750 1,032,226 37,000 20,000 Contingencies 1,089,226 108,922 Total £ 1,198,148 137 These papers have never been placed officially before any Committee constituted by a body of Subscribers. The Gradients upon the Line subjoined (Sir John Rennie's) are very similar to those upon the Basing and Bath, which have been so much objected to, as they have Planes of 1 in 240, 1 in 243, and 1 in 259, which would have prevented the Engines taking more than i a load, whereas they could carry a full load the whole way upon my line by the help of Assistant Locomotives, which I bad in 3 places, 2 in one direction and 1 in the other. 1 have first an Incline of § a mile 1 in 100; J of a mile 1 in 410 ; i of a mile 1 in 100; J of a mile 1 in 460, and |i of a mile 1 in 100, all of which I consider as 1 plane ; the assistant engine would travel the 3 planes as well as the ascents, which certainly may be called a waste of power, but every line must be judged of by its own particular merits, and the probable nature of the traffic, which as it \vould be passengers, I placed two intermediate levels of 1 in 400 between the planes, by which an engine would be able to take up nearly a full load, by having intervals of a more favorable slope it would recover breath and steam, and be enabled to proceed up the next (if not too long) ; in the case of a full load of passengers, or a load of goods, the Assistant Engine would go up the whole way ; but by having these Inclines interposed or broken I should not require the assistance of an Engine tor light loads ; 1 should probably travel up these planes at a rate of 15 miles an hour, and the Engines would lose steam towards the end of the ^ of a mile plane ; but if the momentum which the engine possessed at starting should be lost at the end of the first | mile it would cause a stoppage, but the Momentum of the Power and the Steam of the Engine would carry us up our Plane, although it would not up a long Plane, even at 1 in 200; and the Trains would be more frequently stopped, particularly if the engine was out of order, and the plane very long, supposing similar engines and loads as those upon the Liver- pool and Manchester, (say 6 carriages) ; therefore this system could not be applied on the Basing Line, on account of the great length of the Planes. In the case I have men- tioned upon the St. Helens, of an Engine being stopped in the middle of a Plane of 1 in 96, upon resuming its progress it went very slowly. An Engine travelling up 1 in 200 with a load of 6 Carriages, after going some distance, will \ery often go slow, or come to a stand ; but I do not speak from experiments. If Mr. Geo. Stephenson stated he could surmount an Inclination of 1 in 210 by an Engine of ordinary power I cannot agree with him ; he had such a gradient originally upon the Grand Junction, which he afterwards altered to 1 in 100 for a shorter distance. I doubt whether any of the Engines on the Liverpool and Manchester Railway would take a train of passengers up an ascent of 1 in 200 for 6 miles, as the velocity of a Locomotive Engine depends upon the rapidity with which it generates Steam, and the inclination being long, it would lose breath, and would be unable to exhaust sufficient steam into the chimney, consequently it would not generate it sufficiently rapid, it would lose speed before it was half way up. There are some Planes 1 in 200 upon the Darlington Railway. I calculated upon performing (he journey to Brighton in 2 hours, the distance being 54 miles, although there were 5| miles I in 100. I had a Cutting of 80 feet at Wickham Lane, I likewise had an Embankment rather more than | a mile long of 50 feet average height and 80 feet in the highest part, and I am making one very like it upon the North Union ; there were several other cuttings of 70 feet at the summit point; the Tunnel of 2| miles is about Hi miles T Expliinatioii of a Gradient System of successive Short Inclined Planes and Levels. The Reason why it is not applied upon the Basing. I cannot agree with Mr.G.S.if heintend to work I in 210 witliout ex. Ass. He does not con. one of tlie L. and M. Riij^. ivoidd not travel iip C Jliles at 1 in 200. Des. Mr. V.'s Brighton Line continued. 138 from London, and Las a 34 feet cutting at each end, but tlie average is not more than 40; there was a very short Cutting 11 miles from London 106 feet deep at the summit, it was the knob of a hill : also an Embankment of 60 feet for 1 mile at the Croydon Canal, and 68 feet for a very short distance in the deepest point of the hill, the extreme IJoth the Trans, are length of the cutting for same is nearly 2 miles, but it is principally shallow. (The ""e iiec*^ in°niak''*"n '<^°oi'"'l'"^^ Section only, of a Railway will not enable an Engineer to measure the Est. of a Ry. quantity of earth- work upon it, be must be acquainted with the transverse section also; certainty he could assume the latter.) 1 think the Line would have taken 5 years to execute, as the sum total of the Excavation amounts to 11,134,042 cubic yards, say 11,000,000 in round numbers, the Embankment would require 7 millions, leaving Mr. V. put his 4 millions to go to Spoil ; my average price upon the whole quantity was 9c/., (the quan- Brio-hton Line, with .-, i » o -i i • i .i i , ., . . t . . . . 1 mile lead, at 9f/. ^ P"* *^ apoii being much more than usual lessens the expence,) &nd I think the average lead was 1 mile ; if the lead bad been 3 miles I should have increased the price; the Estimate of the Line was £1,000,000., independent of the carrying estab- lishment and contingency fund of 10 per cent, which made a total of £1,198,148.; It amounted to , , „ •■ ,x i ■ i- ■ ^'24,000. per Mile, and amounts to very nearly £24,000. per mile. (1 never made any estimate tor it at The Wigan was £ 14,000. per mile ; the Wigan Line amounted to £12,000., but the cutting and em- -, . per 1 e. ij^nkment upon it was very slight.) 1 was consulted upon the Liverj)ool and Man- chester Line before it was laid down; the period of my first visit was about 10 or 11 He coti. the L. and years back, when I assisted Mr. Rennie, for whom I conducted the whole business until M.uptoob.theBill. , , . Rem on the Nor- t"*' obtaining of the Bill. I have written a report upon the Northern line between Liver- thern line to Liver, pool and Manchester, (which was projected a year or two since,) which I do not consider a better line, nor are the levels better ; it has inclines of 1 in 200, and 1 in 180, spreading 250 is the Ang. of over many miles. The Angle of Repose of an iron bar upon a Railway is 1 in 250, (at which angle an engine would descend by Gravity,) which retards the progress of an engine considerably ; (the angle at which the material of an embankment will stand is likewise called the angle of repose). In consequence of the interposition of the 2 inclines Meth.of Work, the upon the Liverpool and Manchester in the middle of the line, it is not usual to load the ' ■ ■ passengers' train with more than the Engine, and Assistant, will take up these planes, 1 in 96 req. 3J more therefore as a Plane of 1 in 96 requires SJ times more power employed upon it than power than a Level. i , ■ t-. • ■ ■ v ■ i t • upon a level ; the Engines (with passengers) consequently carry only f a train. — • Do. upon the Bol- On the Leigh and Kenyon, (a line 2| miles long, joining Bolton to the Liverpool ton and Leii^h. ,. r i • i »x t« • , , -r-i • v i • ^i line, 01 which Mr. Kastrick was the Engineer,) they proportion the passengers to the goods rather than the goods to the passengers, and they travel at a rate of 20 miles an hour, their engines being loaded to the maximum; the inclination is Loss of Power upon 1 in 440, or 12 feet in a mile, which is not very good, but it is the best that * ^' • could be obtained, the loss of power upon such an inclination is nearly ^rd. Description I have perambulated the Southampton Line as far as Basing, having understood that they of the were not at work beyond that distance, and 1 found the works were proceeding at Works g Qf JO different places, independant of St. George's Hill, which is the principal upon ^ . ^[jg^g gj^y quantity of work is done, the men were not employed in cutting at the the Southampton . , . ^ , , •<• , , Railwa time, but were laying down the Rails, and ballasting the Road; and it they commenced it on the 6th of October, they certainly have made but very little progress. 139 (Upon the North Union, not more than 4 Weeks were occupied, from the time of our The N. Union was breaking ground for the great embankment, up to the period of our teaming 800 yards ^ vVecks after'th'ev a day, by which time we were in full work.) Next to which is the work at Shapley com. Heath, and at Battersea. Regarding the formation of the Railway generally, I think it would be better to throw ail the force upon St. George's Hill, on account of the great st. Geo. Hill. quantity of materials to be removed, and the difficult nature of the work ; as the whole of the work upon the other parts of the line must stand still until it is finished, which is a direct loss of the interest of the capital employed, and I am not aware of any town within 1 or 2 miles of the neighbourhood. An average number of 800 Yards may be goo to 1000 c. yds. teamed per day, at St. George's Hill, with 4 teaming places, provided it is well ma- <"»e day's work. naged, and great exertions are made, the men would be required to work 12 or 15 hoars; and they could not exceed 1000 Yards, (on account of the great probability of the Clay increasing, and the great height of the Embankment ;) taking the average throughout the year, and allowing 5 days to the week, including hours of daylight, (Night-work adds, at least, 25 per Cent, to the cost, particularly in the getting) and ]s:ight Work adds taking slips and accidents into consideration. The length of the Lead will not affect 2operCent. toExp. the teaming. 1 did not consider, at the time I visited it, that proper arrangements were made for rapid work, although some allowance must be made, as they are merely commencing ; neither do I think the method by which the points were carried into the Cutting was well arranged, or the order in which the Teams were filled ; bat Shapley Works at Heath, where there is probably about half as much work to execute as St. George's Shapley Heath Hill, was the only place where I saw any of this description of work. At Elvetham there is about 12,000 or 14,000 cubic yards to do, 6,000 of which is done. You cannot conveniently increase the face of an Embankment 1| to 1, for teaming, unless it is very high, and it is done in 2 Lifts. 1 have heard of a Machine being used Remarks upon Mr. upon the Carlisle and Newcastle Railway which discharged a greater quantity than Grahamsley's Bla. usual, viz. 2 or 3000 per diem ; I therefore sent a Contractor to look at it, who did not think it worth adopting ; had he made use of it, he would have applied it upon the Wigan Railway, where the Embankment was 16 feet high and 1| miles long. If it was practicable to use it upon the works at St. George's Hill, it would very much reduce the time for completing the same. 1 doubt the economy of using Locomotive Engines, Rem. upon usin^ of in preference to Horses, in a Line of 2 or 3 miles ; neither would there be a great saving j^^ ^^^^^ '^^ wo'rks. of time, because it is limited by the teaming places, the irregularity of the road, and the long time it takes to subside, the stoppages which occur, the wear and tear of the Engines, the fuel consumed, and the liability of accidents in getting in and out of the points ; there- fore, it is not advantageous to use them until the road is consolidated, and the Leadis of some length. The Levels of St. George's Hill have been raised, by making the Cutting less, and the Embankment more; but I do not think it will make any difference in the length of time necessary to complete it : if any thins it would lengthen it. The „, _ „.,, " J f ' J o o St_ Geo. Hill COM. Hill contains 3,700,000 cubic yards, of which 1,500,000 go to the Embankment, and are 3,700,000. c. _yds. teamed from one end, which would occupy 7 to 8 Years, at the rate of 800 cubic yards yearsTo exec' per day: this calculation applies to the work at one end of the Embankment only; I presume they would work at both ends, which would not afl'ect my calculation. Elvetham. 140 Scotch Sleepers. 1 Imve never known Scotch Fir Sleepers used upon a Railway, I should decidedly object to them ; I also object to the mode of fixing Rails with Chairs, at Rein, upon Chairs intervals of 15 feet, when laid down for Locomotive Engines ; I have adopted it in 1.) ft. apart. Quarries, and upon a Railway which I laid down some years back for temporary pur- poses, but I found the rolling of the waggons over were constantly disturbing the Rails. Observ. upon Mr. 1 am not acquainted with Mr. Giles's Estimate, although I know his prices Giles's Estimates, generally. I have heard that his Estimate of the Excavation upon the Southampton The Southamp. was Railway, (upon the whole) amounting to 16,000,000 cubic yards, was £365,495., which taken at bd. with j |j^|g j^qj^q ([jg^ Qj^ per cubic yard, which I cannot conceive is sufficient. I think the 2 or 3 Miles Lead. ' -^ ' Lead was 2 or 3 miles, (the Counsel stated it to be 3 or 4.) I consider the Southampton Line will cost much more than £12,000. or £14,000. a mile, on account of the great quantity of cutting, and the distance it has to be removed. According to the opinion of most Engineers, and the experience of all previous and present Companies, Contract is the cheapest mode of executing public works ; I prefer it on account of the ultimate Dcs. of the Jlcthod economy. The Newton obtained their Act in 1830, and was a separate Line until ,^f last year, when it was extended to Preston, and joined the Wigan Line. There was a W -k' o- dispute between the Companies, which lasted 2 or 3 years ; at length they were incor- . porated, under the name of the North Union, in the Spring of last year ; the works were not commenced until about 8 or 9 months after the Act was obtained, (the separate Act from Wigan to Preston was obtained in 1831, and the first meeting of the Proprietors was in July last year,) as much preparation was required before we could Cost of the Works, break the ground, as staking out tbe Line, &c. This is a Schedule of the Prices &c. of Contract No. 3, upon which the Contractor made his Estimate. No, 3. To the Directors of the North Union Railway Company. f . s. d- I, the undersigned, do hereby propose to construct that portion of the " North Union Railway" between a Footpath in Field marked No. 11 on the Ground Plan, in the Township of Euxton, and the Head of the Incline in the Township of Coppall, in a Field marked No. 6 on the Ground Plan, being the Third Lot as at present laid out, in Length Three Miles Forty-three Chains, with all the necessary Fencing, Earth Work, Brick Work, Masonry, Drains, Formation and other Works for the ^jf entire Completion thereof, and to uphold and maintain the same for Two Years after the public Opening of the same, finding all Materials of every description, Prices. (except Railway Bars,) and the ordinary double and single Chairs, and Pedestals,) according to the Maps, Plans, Sections, and Drawings, within the Period, and in the Manner, and upon the Terms and Conditions mentioned and set forth in the Specification, and contained in the Draft Contract exhibited to me, at and for the Sum of £31,589. 8*. 9rf. Sterling, say 51,589 8 9 North Union Rail. Schedule And in case the Directors should elect not to allow the Use of their Rails and Chairs in the temporary Roads, according to the Specification, and should only deliver them as they might be required to be permanently laid down, I do similarly propose as aforesaid at and for the Sum of Pounds Sterling, say 141 Should the Directors require the Work to be completed within the Period of Two Years and a Half from this Date, instead of within the Period of Three Years from the 31st January, 1835, according to the Specification, I do similarly propose as aforesaid at and for the Sum of Pounds Sterling, in addition to either of the above Sums, say Should the Directors decide to adopt Blocks in the Cuttings and on the Low Embank- ments, to be Twenty-four Inches square and Twelve Inches thick, to contain Four Cubic Feet only, instead of Five Cubic Feet according to the Specification, but not to be otherwise inferior, my Proposal would bo diminished in that respect Pounds Sterling, say .......... And I have in the Schedule hereunto annexed set forth the Prices of the various Descriptions of \Vork at which this Proposal has been estimated, and by which I do hereby propose that any Deductions from the Works (as specified, but which may not hereafter be executed,) shall be made, and at which I will execute any further or additional or extra Works. And in the event of this Proposal being accepted, I do hereby undertake to execute a Contract, according to the Draft referred, within Sixteen Days from this Date, And I do propose of in the County of and of in the Countj' of to be my Sureties for the due Performance of such Contract. Witness my Hand this 18th Day of April, 1835. William M'Kenzie, Liverpool. Details of the Cuttixgs. Quantities. Average Distance to be wagg^oned. Price per Cubic Yard. Cubic Yards. 199.o-_'7 1^ Mile llrf. 38,040 900 Yards 8id. 339,G11 li Mile llrf. 25,000 To be run into temporary Spoil, and afterwards carried to Ballast. 4rf. 8,342 220 Yards. 6^. 610,520 Schedule of Prices referred to in the annexed Proposal. THIRD LOT. Description of Work. Larch Posts and Railing, Ditches and Quick iSIounds, ] including both Sides ...... J The Average Price of the whole of the Excavations, with 1 the Slopes of Cuttings and Embankments trimmed, but [- exclusive of Soiling ...... J Soil-stripping and Resoiling (each) .... Retaining and Breast Walls, of the Stone of the Country Boimdary and Fence Walls, of the Stone of the Country per Lineal Yard per Cubic Yard per Superficial Yard per Cubic Yard per Cubic Yard .f. ». rf. 3 6 lOi 1 10 12 Sclicdule of Prices, Contract Xo. 3, North Union Raihvav. 142 No. Description of Work. Dimensions. Prices. 6 Bridges and large Culverts of Brick, including Pointing,! Centres and Foundations ..... j per Cubic Yard £. *. d. 6 7 Small Culverts of Brick, including Fronts, Ends, and Wings, Pointing, Centres, and Foundations ; viz. Culverts of H Feet internal Diameter . per Lineal Yard 8 6 Culverts of Two Feet ditto . per Lineal Yard 12 Culverts of Three Ffeet ditto . per Lineal Yard 16 Culverts of Four Feet ditto . per Lineal Yard 1 16 Culverts of Five Feet ditto . per Lineal Yard 3 Culverts of Six Feet ditto . per Lineal Yard 5 10 8 String Courses, Quoins, Pedestals and Copings, dressed 1 and set . . j per Cubic Foot 1 3 21 Paved Crossings of Roads upon and near Railway per Superficial Yard 7 22 23 24 25 Formation and Metalling of Roads and Approaches Field Gates, including Posts, Iron Work, and Painting, )^ fixed complete ....... j Road Gate-, including Posts, Iron Work, and Painting,) fixed complete ....... j Gatekeepers Houses or Station Lodges per Superficial Yard each per Pair each 3 10 130 1 3 26 Double Line of permanent Railroad, laid complete on'^ Stone Blocks of Five Cubic Feet, with all the detailed f per Lineal Yard per Lineal Yard 1 1 3 1 1 3 Schedule of 27 Drains, Ballasting, and Boxing, and so pro rata for C single Lines of Sidings, clear of the Crossing Plates J Ditto on Blocks of Four Cubic Feet ditto ditto 28 Ditto on Sleepers of Larch Timber ditto ditto per Lineal Yard 1 5 Prices, 29 Crossings and Sidings of single Line of permanent Rail-'\ road, laid complete, on Stone Blocks of Five Cubic Feet, i Coiitract No. 3, including Cast and Wrought Iron Points and Crossing 1 Plates, Points, Tongues and eccentric Gearing, and ^ per Lineal Yard 14 6 Nortli Union RaiUvay. Machinery, measured from Point to Point of Crossing, 1 and from Point to Crossing of the Sidings to Outside 1 of the Main Line J 30 Ditto on Blocks of Four Cubic Feet ditto ditto per Lineal Yard 13 6 31 Ditto on Larch Sleepers . ditto ditto per Lineal Yard 15 6 32 Railroad Material or Ballasting and Boxing laid down and |^ spread j Transverse and central longitudinal Rubble or French)^ Drains under and among the Ballasting . . J per Cubic Yard 1 n 33 per Lineal Yard 3 34 Longitudinal covered Drains at the Bottom of the Drains | of the Excavations ...... J per Lineal Yard 1 6 35 Open Drains and Retaining or Breast Walls at the^ Bottom of the Slopes of the Excavations, when substi- > tuted for the covered Drains ... . ) per Lineal Yard 2 6 36 Stone Blocks of Five Cubic Feet .... each 2 6 37 Ditto of Four ditto each 2 38 39 40 41 Larch Sleepers . Cast Iron Work of Points, Crossings, and Turnplates Wrought Iron Work for ditto . . • . . Turnplates fixed complete with Stone Curbs and Wells each per Cwt. per lb. . each 40 3 9 4 42 Protecting Mounds on Embankments, including Pipe Drains per Lineal Yard 1 43 Maintaining Railway Crossings and Sidings, when laid on \ Stone Blocks of Five Cubic Feet, for the First Year j per Mile 150 44 Ditto on Larch Sleepers, for the First Year per Mile 200 45 Maintaining Railway, &c. on Blocks as above, for the) Second Year .J per Mile 80 46 Ditto on Larch Sleepers, for the Second Year . 1 per Mile 120 The Items of the Schedule are priced to be executed as per Specification, and only the Neat Measure- ments to be claimed, allowed, or deducted, notwithstanding any Custom to the contrary. William M'Kenzie, Liverpool. 143 It is 3 miles, 43 chains long', and amounts for one Line only to £51,589., which is £ 14,700. per Mile, and any increase or decrease of the work made during; the execution .i'14,700. pei- .Milr. is to be added to or deducted, according to these prices. We had several other propo- sals, some of which were higher and some were lower than this ; but they did not bear an exact relative proportion to each other; we accept those with the most satisfactory securities, and the lowest prices. In the Schedule referred to, the average Price of Excavation, with the slopes and banks trimmed, is lO|rf., which is exclusive of soiling, for wljich \d. per superficial yard is added, making the Price of the Cutting \\\d.; the Price of t'lUtinji-, Lead is from 1 to 1| miles. There is a Hill near Preston, where the average Lead is , * ■" '"^'•'J -lil's 1| miles, for which we pay \\d. (in one of the Contracts, which is smaller than the above, and of shorter distance, the Price of Excavation is Sd., but the Lead does not exceed half a mile;) the Contractor pays l\d. for it, and runs all risks of Slips, and finds of the men under him all materials, as Waggons, Rails, and Sleepers, but the men find "'' "*"'*"• Horses. We generally reckon \d. a yard for Waggons (such as ours) upon a Cutting ; the oiling of them is additional, and is very expensive ; the laying of the Hails, and also Mater.'ijrf. the continual re-placing of them, makes the whole of the Contractor's extra outlay, probably ^ ""^ '^ amount to 2rf. or 2\d., which added to the 7|rf., leaves him a profit of %d. or \d.; Sand Makg.lOrf.pr.cyd. would perhaps cost less, on account of the difference between the filling and cutting, indep. of Slips, ^c. (this work being in Clay ;) the general rule is, after filling the Waggons, to add 'id. per jjethoJ of Prisin"'- yard a mile, to cover the expences of loading and contingencies; but the first mile the Lead, would cost more, and I or | a mile yet more in proportion, than 1 mile, as the expence of filling is the same ; the first mile would be about Qd. in Clay, and S\d. in Sand, including cutting, filling, and leading ; I should add 3(/. more for the second mile, and probably 2d/. for the third mile, according to circumstances, as the nature of the soil, and the state of the weather. The price of Ballasting varies for "Railroad Ballasting. forward, and Ballasting laid down and spread," the price is \s. l\d, per cubic yard, and a yard forward of the Railroad takes at least 5 cubic yards, it therefore \ yd.run.of Ballst. costs about 8«. Qd. I have not been able to g-et any Ballastina" done under Is. Qd. t''^ K.!"'way costs ° •' ° 9S. vd. a cubic yard, some has cost 2s. although we have it out of the Cutting, or immediately adjacent, we have no Ballasting so low as 5d. a yard forward, including the labour of spreading it, but much depends upon the quantity used. The chief expense of Ballast, when found in the excavations, is the labour of laying it along the side to select, and the bringing and laying of it down at different times. I generally spread it 15 inches thick, or 12 inches, under the sleepers. They were laying it down 15 inches thick. upon an embankment at St. George's Hill only 7 or 8 inches deep ; but I am not aware whether it was for the permanent railway, I inferred the contrary on this very account, if they intended to adopt the mode in which they were fastening the rails, generally, they need not relay it, unless they wished, as they might take it up and pack ballast under ; the quantity of ballast required depends upon the nature of the subsoil, as the object is to prevent the latter rising up. Clay requires more ballast than other soils, I also find Remarks upon Clay it necessary to put a greater number of drains in the ballasting of it when upon an '*'"''''• embankment. Upon comparing the Soil of the North Union Railway with the (^^^^ ^f ,(,e Soils Sand of Bagshot Heath, I am inclined to add Id. or l|rf. more for the latter, and it is of the N. Union and then a small average price, considering the lead is 3 miles, but I think it will do it; I •'■''•'• would not put my name to a less Estimate even if the soil was favorable, considering the 144 Description quantities aud Icugth of the Line. The upper part of the Soil at St. George's Hill, about of 2 or 3 feet, is Saiid and Gravel, the next 4 feet are loamy Sand in long veins, and the tlie Soil lower part, measuring 15 feet, is getting into the London Clay, the peculiar nature of at St Geoi-o-c's Hill which is that upon being exposed to much wet it melts away like soft soap; it is similar to the cuttings at Highgate Hill and at Barnet: the depth of the Cutting was 20 feet, which is merely the commencement, therefore if the Clay should increase, which I think will be the case, the cutting and leading cannot be done for I*. The length of the Cutting is 2 miles, and the Embankment at the London end or the Mole Embankment must be brought from the further end, and it is near 4 miles across the valley of the river Kcmar. on Fencing. Mole. Fencing is generally regulated by the material that can be most easily obtained upon the line, but quicks are generally employed, although it depends upon the nature of the country; for instance, on the High Peek Railway the fences are all Post Rail and Quick stone, as there is a plentiful supply of it, I could not make a cheaper permanent fence Fence is the cheapst. ^|^^^^ ^ p^^^ j^^j, _^^^ q^^j^,. ^■^^^^Q . j ^^ ^^^ ^■^^■^^^ p^^ze. Beech, or dwarf hedges Costs about 3s. Gd. would be as cheap, whatever the nature of the country may be. I am paying 3*. 6d. for eao ai w. pg^^j^g qq Jj^j^Jj sides, consisting of a Ditch, the material of which is thrown up and forms the quick mound ; good soil is then selected either from the top of the ditch or Description adjacent to it, and a quick border is trenched in 12 inches deep and 18 inches wide ; the J. quicks are planted 18 to the yard, and a Larch Post and Rail Fence, having 3 rows of rails and a standard at intervals of from 6 to 9 and 12 feet ; in the latter case we have a ''■'"^' post in the middle called a prick post; the above fence answers the purpose better than any I am aware of; the post and rails are merely temporary, having to be maintained about 4 or 5 years, which they are lasting; we find sawing is better than splitting the rails. We are bound to have proper Fences to keep the Cattle off the Railway ; sheep, for instance, frequently trespass. The Larch is brought from the northern Exp. of Workg. the parts of Lincolnshire and the southern parts of Cumberland. It has lately been the Line sliould be inc. practice in forming; an estimate of the cost of a Railway to include a sum for Locomotive in the Estimate. »^ " . •' power in working the line, but I have not yet practised it. I have had several Expense of Paved Lodges and Gates built where there are level crossings, the cost of which varies from Crossings. ^150. to £200., the gatekeeper is generally paid 14s. a week, independant of his house; it is not the practice to erect Gates across roads without Lodges. 1 have not laid out any Tunnels, but I designed one on the Liverpool and Manchester Railway ; their Tunnels cost about average cost upon a large scale, is £30. or .£4 per yard, I believe the Tunnel through .£30. or d,w. per Qj^^jj^^ yp^^ ^i,g Thames and Medwav Canal, which is about the same in sectional area yd. run. ^ •' as a railway tunnel, was nearly £30. a yard. 1 have recommended the use of Dublin and lighter Engines on the Dublin aud Kingstown Railway, (and not heavier, as enquired Kingstown. by the Counsel for the Opposition,) we have ascents 1 in 440 at each end, or about 17 feet in a mile, and the remaining portion of the line is level. Ej;. Mr. EDWARD DRIVER, Land Surveyor and Valuer. I have had considerable experience in my profession generally, and have been engaged for the Crown for all purposes, buying, selling, &c. 1 have been employed by the Directors to value the Land, from the river at Maidenhead to the junction with 145 the London and Birmingliani Railway. I went over the Line this as well as last year, occupying- 4 days each time; the several quantities were furnished by Mr. Brunei, and amounted to about 190 Acres, the sum total of the valuation of same amounts to £39,446. I have allowed £22,341. for Land, and £17,105. for Compensation. 1 have taken it at different prices, according' to the situation, from £5. which is a very high price, (there is but a very small portion higher) down to £1. 10*. per Acre. I commenced from the Maidenhead Bridge across the valley of the Thames, the valley of the Colne, and the valley of the Brent. I noticed several mills, but we do not pass near them, with one exception, which is at Drayton near Uxbridge, and about a | of a mile'from the line ; compensation is allowed for all buildings interfered with, also all sub-tenants and lessee's claims for severance, and conseciuential damage of every kind. There is but one house actually upon the line, which is at Ealing Common, and I am not aware that it will be interfered with, as they may shift the line a trifle; but there are one or two labourers' cottages in other parts. 1 consider it the highest Estimate I ever made, and I have been engaged to value for the owners of property against the London and Birminoham Railway; as the ground is very level there is not much to be apprehended from slips, but I have allowed for them. I have not valued each individual's property separately by the acre, but I divided each district into quarters of a mile; if the land in one quarter varied part was at one and part at another price. 1 also assumed an average compensation throughout the whole line; it is possible that the cuttings may endanger the springs in the adjoining neighbourhoods, but I have not considered the effect likely to be produced upon them, therefore have not allowed for the same; I consider that they would be provided for by the Engineer, but I do not think the compensation will amount to the sum which I have allowed. Land from Maiden- head to the Junc- witli the L. and B. 190 Acres, valued at ^■39. 116. Alloivs .£17,105. outof itforConipen. The Land is valued from £1. 10*. to .£5. per Acre. Description of the Property ( the Line. Mode of A'aluinff it. Remarks upon Springs. Ex. Mr. DANIEL LONSLEY, La/id Survajor, at Blarbury in Berkshire. I have had 20 years experience in my profession; I also farm between 1,200 and 1,300 Acres. 1 valued the land from the Bridge at Maidenhead to Reading, and from the River Thames in Cholsey Parish down to the River Cole near Shrivenham ; the land required was pointed out to me by Mr. Brunei and Mr. Hennett, it amounted to 142 acres 1 rood 29 poles from Maidenhead to Reading; and 241 acres 1 rood 38 poles for the latter distance. The sum at which I valued the land from Maidenhead to Reading was £ 14,221. 5s. 2f/., and the latter distance £25,785. 17*. lOrf. ; this valuation is very high, and includes Compensation of every kind : the Land amounts to £20,4(58. lis. Qd. and for Compensation £19,538. J Is. 6f/. (Enclosed Land is worth about 28 years purchase, and unenclosed about 27 years, my valuation averages 56 years purchase in order to allow fully for every compensation.) There are large Corn and Cattle Markets Abingdon and Wallingford ; also a similar but smaller market at Wantage. The Railway will be of great benelit to the Agricultural Poor in our neigh- bourheod, as we have no wood of any consequence for several miles, and it costs the poor more fur the carriage of wood for Fuel than the original price of it; we U He Farms about 1,200 Acres. Land from Maiden, to Heading, 1-12 A. 1 K. 29 1'. valued atjfM,22l. hs. 2d. Land from Cholsey Pa. to Shrivenliam, 211 A. 1 R. 38 P. valued at .£25,7t-o. 17*. lOrf. Particulars of same. Almost as mueli all. for Comp.as for Ld. Markets in tlie Line, Tlie (i. W. will be fireat benefit to the Neiglibour. Poor. 146 are therefore obliged to give them the Haulm or Stubble, or they would not cut down Memo. Manure. the Corn. Ours is generally a poor agricultural country, and requires more manure than we can procure, and the Haulm is generally considered to make the best, which the Farmers would then be able to secure; some people use rags, which are expensive, as they are sent from London, we also use a great quantity of Ashes, which we get from Newbury and Thatcham, and the expense of carriage is more than their original cost. There are also great quantities of Coals sent down, which is very expensive on account of the carriage ; they would get it by the Railway for half the present price, Our Barley generally goes to the Bristol Market from Abingdon, and a cheaper convey- ance would be a great benefit to the farmers; I have known the time when Barley Barley Unsaleable has been unsaleable at Abingdon, even at any price, the Canal being frozen and the or wan o a onv. jj^^ggg having all their sacks full. I have known a difference of 4s. or 5*. a quarter in it, owing to the same cause, in the course of a market or two. Ex. Mr. F. HAWKES, Land Surveyor, of Read'wg. Land from the Mea- I valued the Land at Reading, taking the Meadows immediately opposite the Town, to°*^Southstoke* '"^ ^"'^ extending as far as the River, where it separates Cholley from Southstoke. The 115i A. 9 P. quantities were given me by the Engineer, and amounted to 115f acres 9 poles, which I Val at ^12 583.5*. value at •£'12,583. 5s., this sum includes Compensation of every kind. Severance, &c. and I have put it at very high prices compared with what I should put it at was it for Compens. ^5,713. sale. Of the above amount £5,713. is for Compensation. The lowest that I Particulars of same, priced the Land (from King's Mead to Reading) was £35. per acre, and highest £250. Land Pr. from jeSo. (independent of compensation which amounts to almost as much more.) 1 have indep'"'of 'compen! taken 28 years purchase upon common arable lands, and I have taken some common Arab. Lnd. 28 Yrs. flgUg ^g pagg through at 30 years' purchase. (I have let the meadows at Reading for Com. Fid. 30 Yrs. "^ n j i Purchase. £ 5. per acre.) Ex. Mr. H. E. GOODRIDGE, of Bath, Architect and Surveyor. Values the Houses I valued the Land and Buildings upon part of the proposed Line, from Oak Street ^a'^40 so/' ^''*' at ^^t*^ ^^^- 22^^ *° ^^^ entrance point of the Parish of Bathwick, at £46,345. 16s. ; ao^ainst which a credit of £5,481. 16s. is to be set, being the saleable value of the materials ; the net amount is therefore £40,864., which I consider a full and ample valua- Particulars jJqjj^ including all compensation to tenants and others. Some of it is priced quite "' extravagantl y, compared with what it would fetch in the market. The Land I valued, unconnected with buildings, was about 9 acres, and is included between 234, in the Parish of Lidcombe and Widcombe, and 142, at the extremity of the Parish of Bath- same. Some of the Ld. val. at ^1000. per Acr. wick; I valued some as high as £1000. per Acre, iDcludiog compensation. The 147 Land on the other side of the River, when required for the new Road, was valued at £200. per acre only. I have allowed compensation to both Landlord and Tenant, not only for Land that actually conies in contact with the Railway, but whenever I conceived any damage likely to occur.- Sydney Gardens a place of public entertainment (about The G. W. passes 15 acres) is within the district; the Line runs below the Canal and cuts right through through the Gardens, where it will be covered over, for which I have allowed a highly liberal Sydney Gardens. sum ; some of the Proprietors, to whom I hinted the amount, were quite astonished. The Line also passes in a Tunnel under Bathwick Terrace, consisting of good Bathwick Terrace. respectable Houses, which are faced with Ashlar, the partitions also are of Ashlar; I have allowed for some of the Houses entirely. The Line also passes by Raby Place, which consists of a row of good Houses, some having been sold at £ 1200. each ; when- Raby Place. ever the line touches the area of a house, I consider it best for the Proprietors to purchase it, which is the system I have pursued. I have seen the Drawings of the Bridge over the Avon, and I consider that Mr. Brunei has allowed an ample sum for Rail. Brdg-.at Bath. same. 1 know the proposed Depot at Ham Gardens ; the level of the former is Level of the Batli considerably above the highest flood in the river, as shewn by a mark on Widcombe t^epot- Poorhouse, made in 1809 ; the Level of Ham Gardens is something below it.' I understand the Bath and Basing Line will interfere with Prior Park, upon which a The Basing Line considerable sum has lately been expended, it would pass near an ornamental sheet of ^pj^]^ '^^' ^'" water of considerable beauty, and also destroy the terrace, which would be highly injurious ; this Park is the most ornamental property in Bath, and belongs to Dr. Bates, who consequently objects very strongly to the line: there are also a great number of And var. other Pro. Gentlemen's Houses and Pleasure Grounds near it: it also interferes with Colonel Wrench's and Mr. Tugweli's pleasure grounds, and I conceive that the necessary ar icu ars compensation will amount to considerably more than ours at Raby Place I have been ' •' _ •' same. much connected with the property in the neighbourhood of Bath, particularly on the Southern side of the river ; the river of Bath is liable to be flooded ; the meadows are Floods at Bath. often flooded to a considerable extent. The lower Bristol Road, which is the same level as the meadows, is occasionally overflowed. When the Bridge at Bath was built, it was Bath Bridge. expected to have had a great effect upon the meadows ; a scale was therefore attached, to ascertain the result, and it was found to have very little effect upon them ; it consists of 1 arch, 100 feet span, and was erected under my direction. E2'. Mr. young STURGE, Land Surveyor, Bristol. I valued the Land (principally with Mr. Townsend) and Buildings between Bristol Valuations hetivce and Bath, also between the East end of Bath and the County of Berks, (through ""''"' '""' ^^" Chippenham and North Wiltshire.) The amount of my valuation between Bristol and the Parish of Lidcorabe and Widcombe, adjoining Bath, exclusive of any Houses in Bath, is £33,592. 10s., being £ 15,690. 14*. for Buildings, and £17,901. I65. for Land ^17,901. 10*. Hous.jfl5,(;9(). Uj. 148 Betw. East of Bath Land. My valuation of the Land and Buildings, from the East end of Bath to and Sliriv. Land and Uuil. ^47,770. inc. the two Blanche Part, of same. the Parish of Shrivenham, amounts to £47,770., viz. from Bath to Chippenham, Land £18,941. 5s., and Buildings £1485., making £20,426. 5s.; from Chippenham to Shrivenham, Land £16,726. 10s., and Buildings £500., making £17,226. 10s. ; the Branch line to Bradford, Land £9,397. 15s., and the Buildings £200., making £9597, 15s., and the Branch to Trowbridge, Land (no buildings) £2704.: tiie total amountof my valuation is £83,547. Is. In which amount I have allowed for compensa- tion of every kind ; I have priced some of it full twice as much as I should if it was going to sale.- The Land around Bath is very valuable. The country generally about Christian Malford is Dairy Land, and very spongy. Ex. Mr. JOHN HAMMOND. I was employed last year by Mr. Brunei to superintend the Borings on the Line from London to Reading; upon which I gave Evidence in the House of Commons. This is a Statement of them. The figures refer to points upon the section: No. on Specimens. of the Borings from London Reading. Ealing, No. 74. Ealing, No. 68. Ealing, No. 62. Ealing, No. 61. Fine Gravel Coarse Gravel Yellow Clay, hard and dry Blue Do. Do. Total Depth bored Vegetable Soil and Yellow Loam Large hard Gravel Yellow Clay, hard and dry Blue Do. Do. Depth bored Vegetable Soil Rough Gravel and Sand Yellow Clay, hard and dry Blue Do. Do. Depth bored Vegetable Soil Greenish Gravel, moist Mottled Loam, dry Blue Clay, hard and dry Depth bored Depth of each. Jepth from Surface. Feet. Feet. 8 2 2 10 16 12 28 2i 2 2i 18 20 20 40 2 18 2 2 20 18 22 40 9 24 2 2i 6 30 149 No. on Specimens. Parish. Vegetable Soil .... Coarse loamy Ground Yellow Clay .... Blue Claj', firm and dry - Depth bored Rough loamy Gravel Yellow Clay, with thin Vein of Gravel near the)^ Top ■ j Blue Clay, hard and dry Depth bored Vegetable Soil .... Coarse Gravel, moist Yellow Clay, hard and dry Blue Ditto' .... Depth bored Made Ground .... Rough Gravel .... Coloured Loam .... Blue Clay, hard . , . , Depth bored Loamy Soil .... Rough Gravel .... Quicksand .... Yellow Clay .... Blue Do. hard .... Depth bored Vegetable Soil .... Dry rough Gravel Sand ..... Yellow Clay, hard . . . Blue Do. Do. ... Depth bored Vegetable Soil .... Peat , . . . . Rough Gravel .... Chalk Depth bored Depth of each. Depth t'roin Surface. .5 Ealing, No. 59. Hanwell, No. 9. Hanwell, No. 9. Hanwell, No. 2. Norwood, No. 76, Iver, No. 13. Iver, No. 2. Taplow, No. 4. Feet. 3 9 2 1 Feet. 3 12 2 4 26 4i lO" 16 9 20 23 4 17 20i 22 2 11 20i \ 15 6 9 7 20 20 40 ,>< 2 2 22 5 Account of the 31 Borings <) 4* 5i 6" 14 from LoikIoii 30 to 10 9 11 3 1 12 Reading. 36 11 4 13 n 8" 30 12 2 9 i| 22 150 Accouut of the Borings from London to Ri-adinff. No. on Specimens. Parish. Vegetable Soil .... Rough Gravel .... Fine Do. .... Chalk Depth bored ) Water, when Eight Feet below the Top of \ ] Towing Path.* . . .J Gravel ..... Chalk Depth bored ] Water, when Eight Feet below the Top of \ J Towing Path.* . . .J Gravel ..... Chalk Depth bored Loamy Soil .... Rough Gravel .... Coloured Clay and dry Sand Sand, with Water Coloured Clay and dry Sand Chalk Depth bored Loamy Soil .... Coarse Gravel .... Loamy Sand .... Coloured Clay, with a little Sand Chalk, with Flints Depth bored Sandy Soil .... Coloured Loam and Clay with Sand Chalk ..... Depth bored Vegetable Soil .... Chalk mixed with Gravel Chalk Depth bored Yellow Clay .... Coarse Sand .... Gravel ..... Depth bored Depth of each. )epth from Surface. 13 Taplow, No. 2. River Thames, Maidenhead, River Thames, Maidenhead. Bray, No. 27. Bray, No. 23. Bray, No. 13. Waltham St. Lawrence, No. 10. Ealing Haven Feet. 3 4 11 4 Feet. 5 9 20 24 14 2 ro Bottom of River. 18 20 15 5i 12f 2 18^ 20J- 16 1^^ 3 11 2 ^ 13^ 23 26 37 39 17 o 6* 2 12i 14" 2 23 37 18 2 131 2 17 19 3 9 14 3 26 a 11 1 l| 13 * I bored in the River, and in the Towing Path, and found Water at the same depth in both places. I found Water on the shore, as soon as I came down to the level of the River. (The spot was about 30 feet West of the River.) 151 No. oa Specimens. Ealing, on Road from Apperton. Rugcombe Church. Vale of the Loddon. Sonning, No. 40. Sonning-, No. 38. Sonning, No. 27. St. Lawrence's Parish, No. 12. Yellow Clay, hard Sand Sand, Clay and Gravel mixed Gravel Variegated Clay Silty Ground Gravel Chalk Gravel Sand Gravel Variegated Clay Silt Variegated Clay Depth bored Depth bored Depth bored Depth bored Gravel Variegated Clay Silt Coloured Clay Red Sand Clay, very rough Clay, with Silt Sand and Silt Blue Clay Depth bored Gravel Clay with light Sand .... Sand, very dry ..... Silt, with Clay and Sand .... Sandj sharp and dry .... Do. streaked with Blue Clay, and a Vein of ) Shells . . . ' . . . j" Silt Variegated Clay and Green Silt . Chalk Depth bored Mould Soft Groimd Gravel Chalk Depth bored Depth of each. Feet. 13 1 1 15 23 6 12 2JL 20i 1 24 loi 52 16 12 1 5 4i 15 H 2 2i 64i 28i Depth from Surface. Account of the Borings from London to llt>adin<;. 152 Account of the Borings from London to Readins'. No. ou Specimens 26 27 28 29 Ham Gardens. Broad's Ferry. Weston, No. 45. St. Philip's Parish^ Mould Clay Blue Silt Thin Lias Stone, with Beds of Clay Depth bored Clay Blue Clay and Gravel Lias Stone ..... Depth bored Loam ...... Clay and Gravel .... Gravel ...... Depth bored Silt .■ Peat Silt Depth bored Depth of each. Feet. 7 lOA r 3 2U 23 22 31 Depth from Surface. Ex. Mr. JAMES OTTO HEISE. I superintended part of the Borings on the line between Reading and Bath. This is a Statement of them: No. \. In No. 7. Tilehurst Parish. Total No. 2. In No. 4. Purley Parish. Total Account Alluvial Soil Chalk and Flints of the Borings between Loose Stones Chalk eading and Bath. I Ft. 38 6 In 6 40 1 Ft. 2 In 6 3 6 No. 3. In No. 4. Purley and Whitchurch Parish. 10 Ft. In. .30 Hard Gravel, rather small Coarse Kind of Sand Total 13 153 Clay and Silt Soft Gravel Hard Gravel Chalk . Clay . Silt Soft Gravel Hard Gravel Chalk . Clay Silt Chalk Blue Clay Gravel Blue Clay No. 4. In No. 49. Goring Parish. Total No. 5. In No. 2. Basildon Parish. Total No. 6. In No. 114. Cholsey Parish, Total No. 7. In No. 86. Wootton Bassett Parish. 9 Ft. In. 1 16 6 Ft. In. 9 4 4 6 23 6 2 Ft. 6 In. 2 6 8 4 2 6 19 6 —» 3 Ft. In 13 4 20 Total 26 No. 8. In Grittenham Wood (Brinkworth Parish). Yellow Clay 3 Ft. In. Dark Blue Clay . . . . 61 Total 64 No. 9. In No. 14. Box Parish. Yellow Clay 14 Ft. In Dark Blue Clay . . . . 36 Total 50 No. 10. At the Tanners Yellow Clay Hard Stone in thin Layers Blue Clay Stone . Blue Clay Stone Blue Clay Stone Poundpi 11, Corsl lam Parish. 7 Ft. In 4 6 4 6 2 3 4 5 8 Total 32 6 Account of the Borinsrs between Reading and Bath. 154 No. 11. In No. 50. Corsham Parish. Account of the Borings betiveen Reading and Bath. Yellow Clay 4 Ft 6 In. Stone 3 6 Brown Sand, wet 3 Stone 1 Clay and Sand Stone 4 6 Blue Clay Stone 10 2 6 Brown Sand, dry 3 Stone 1 Clay Stone . 2 3 6 Clay . Stone in thin Beds 11 10 2 Blue Clay Stone in thin Bed 8 10 2 Blue Clay Stone 1 6 6 Total 56 No. 12. In No. 14. Corsham Parish. Blue Clay 18 Ft 6 In Dark coloured Stone 13 6 Blue Clay Dark coloured Stone 17 3 9 Very hard Stone 10 Soft Stone, Bath Stone 18 6 Total 78 6 Remarks upon the We made the Borings during the flood season, and when at Gate Hampton the Floods filled the hole we were boring ; the water did not proceed from the boring but from the river, which rose above the fields to about 6 inches above the banks, and a large portion of the country was flooded ; the Railway will be on Embankment at this part and conse- quently above the floods. I do not think the Embankment would impede the water from passing off"; but upon the floods subsiding, it would run ofi" by the bed of the river (there would be land arches at the bridges to allow of it passing off".) Floods at Gate Hampton. Ex. Mr. RICHARD CREED. I am Joint Secretary to the Board of Directors of the London and Birmingham. Sect. L. and B. j j^ received letters this mornino- from Liverpool, statiqg that the Shares were selling Railway. o i n o The Shares are at lit £50. although £35. only has been paid upon them. — » We take every precaution .£15. premium. y^ g.gj tijg Work done cheap, and we have every reason to believe it is being executed as economical as possible. The works are let by Public Contracts, which are adver- The works are let tized in the London and certain Country Papers ; Mr, Stephenson is called in at the by Contract. ^^^^^ ^^^ Tenders are opened, (who is paid a Salary, with an express understanding that 155 be is not to derive any pecuniary advantages from the Contrac(s). We accepted tiie lowest Tenders for the 3 first Contracts, and with the exception of Contract No. 1 B, the ^^''^- '"• 'l*^ '^^'■r '^ ' i«. per cub. yaiil. average price delivered in for Excavation is Is. per cubic yard ; No. 1 B was commenced ji^^ (.,,„, ^^.^ ^^^ by Contract, but it is now under the immediate superintendence of Mr. Stephenson, and t;ontiact \\>. 1 B. we have a Clerk of the Works, who is appointed to check every bill connected with the works. We have built an Engine House, and it is erected as economically as possible consistent with solidity, 1 am not aware that it has any ornaments, being merely a brick and mortar shed of the most simple construction. The Directors have never expressed an Oliservations upon intention of making a Branch from our line at Tring to Oxford, nor have any directions ^y Oxt'urd. ^ been given to Mr. Giles to make such a representation to the Cheltenham people, (as it is not their intention at present to engage in forming Branch lines, although they would be ad- vantageous to aGreatLine of Railroad); he paid me a visit, probably within the last three months, upon which occasion I stated that a line from Tring to Oxford might be advan- tageously formed, as it was perfectly practicable; the expediency of the Line would of course depend upon the increased Traffic it brouaht our Line; but I think a Branch from A Rr.mcli from the the Great Western, down the Valley of the Thames, would be a better line, as upon i,gt(gr ' ours you must first ascend out of the basin of the Thames, (over the Tring summit,) and then descend into it asain. Ex. Mr. henry ROWLES. • I have practised as an Architect, but I have retired from business many years; I have also been engaged as a Contractor. I have had great experience in the construction of Public Works, having been employed in the execution of them Experionce. under government; I have been engaged in every way, and have had 40 years experience. The Surveys and Estimates of the London and Birmingham "'^ '''"'^■f^.v'of tlie ' •' f J>. & l>. ifot up hy Railway were made by Mr. Robert Stephenson, the Superintendant Engineer, who Jlr. R. Stcplienson. is paid a Salary, and an allowance for travelling expences, (he has no perquisites of any kind to my knowledge,) under the instruction of the Directors. About 40 Shares were forfeited of people dead and gone, which were sold by auction and realized £47. although £35. only is paid upon them. 1 advised the Company Is Director of the to employ one sole Contractor as far as laid in their power, as it was the most economi- ..' "" ,' . , , ^ ■' . . / . He advised tlie cal plan, and at my suggestion the Board of Directors (of which I am one) determined Board to h't tlie to let the works by Contract. The Engineer prepares the Specifications and *"'''" ^^' ^'"""■'"~'- furnishes an Estimate before the Tenders are delivered.' There is a Committee for each half of the line, and of the 57 miles of the line under the management of the London Committee, 37 have been let, amounting in the whole to £584,438., the aggre- 37 Jliles let of the gate of our Engineer's Estimate was £573,467., the works have therefore exceeded his ^isj'.ijg estimate aliout £ 11,000. ; his Parliamentary I'lstimafe for the above distance amounted Mr. S.'s Est. for it to £522,519. ; the increase was occasioned by additional works for the better security ^*''" ■*-^"'' >■'•'•'• of the Railway. We always require Security of the Contractors, (there have been only Security rcouired of two exceptions,) we also retain a portion of their pnyments as they become due, thus we l^ontractors. 156 keep back 20 per cent, upon our Engineer's first certificate until half the work is executed, which is equal to 10 per cent, upon the whole, until the completion of the contract.* Mr. Stephenson's Estimate for Contract No. 3 C. was £45,224, which ■^f-t' " »',„'",;"'* a Contractor took at £39,720. but was unable to proceed with it, we were consequentlv ot Con. No. 3 C. . ' -^ j obliged to take it off bis hands, and relet it at an excess of £ 9,000. above the original tender. We received 8 Tenders for the Contract No. 1 B., the first out of London, (we received 5 Tenders for No. 2 B.) and it was let to Jackson and Sheddon, the highest was £139,285. and the lowest £119,987., our Engineer's Estimate amounted to £120,668.; the amount of the contract appears enormous, particularly as the circum- stance of being near London does not make any difference, but it is difficult work. We u/con No*^ 1 'jB "^^ ^'*° '""'' *'"^ contract into our own hands, and are finishing it ourselves, which I think we shall find more expensive; we employ a Superintendant (Mr. Birkiushaw) to look after the men and see that the work is executed properly, to whom we pay a salary, ^f'^tbe^yove'^c'ont" "if^ependent of the Chief, the Assistant, and the Sub-Assistant Engineers, we also find by the Company. all the materials; the Contract comprehends the line between CamdenTown Station and the River Brent, a distance of 6 miles, upon the whole of which we are at work ; the Primrose Hill Tun. Primrose Hill Tunnel is 1700 yards long, which cannot be taken at less than £50. a in Londun Clav ... i t i ^-ii » /» • i . i • CO. £50. per yard, yard, as it is through London Clay; there are 1,100 yards of it to excavate, which is a great quantity; there is an immense quantity of cutting at the terminus over the Brent, quite as heavy as at any part of the line; the latter cutting is through the ordinary soil of the country, and very expensive to remove, the lead is 2 miles 20 A. at the Depot Jong; the clay from the tunnel and cuttings is used at the Depot, about 20 acres of which has to be raised 11 feet. I am quite satisfied the work is being executed as economically as possible consistent with efiHciency, as the Directors are desirous that they should be properly constructed, or there would be enormous expences for repairs, the liability of accident upon the line would also be increased. ^^^e had several reasons for taking this Contract into our own hands, amongst others the Acct. of tlip failure fact of Mr. Rennie having tried to make a Tunnel through London Clay at Highgate of the Highgute ^Qj^ie Years back, and failed ; I acknowledsre that I did not think the preparations at 1 uiinel. - " I r Primrose Hill were sufficient, considering the extent of the work ; the tunnel was PrimroseTunn.was intended to be 18 inches thick, but upon executing a few yards the internal pressure int to be 2 Bks. tk. ^^^g inclined to flush the brick- work, bv swelling and compressing, a quality which the but was exe. 3 thick •' ° _ . . and inKoiii. Cem. London Clay possesses upon the first introduction of air : we therefore directed the tunnel to be made 2 feet 6 inches (hick, and to be executed in stronger bricks, and in Reason forthesame, Roman Cement, which made an addition of £10,000. The difficulty of working in .''"'^ , London Clay is well known ; we cannot travel a road without perceiving the slips which Remarks on the ■ r- i i r i London Clay. have arisen from working in it, and we took this precaution both for the sake of the Public as well as ourselves, particularly as the failure of the Contractors gave us a good The Difficulty of opportunity : the re-letting it to another Contractor would have also occasioned a great re-lttt. the wor .. 1^^^,^ ^j- jj^^g^ j^g j[,g ^yo^i^ must have stood still for a time, whereas we proceeded with it at once. The employing of Superiutendants in preference to Contractors is more • This does not agree with Mr. Robert Stephenson's statement of the Drawback, as hIU be seen bv reference to his Evidence. — Editor. Observations 157 expensive, as they have not the intelligence, ingenuity, or personal interest of a Con- tractor. 1 was present at a meeting at Birmingham of the Proprietors of the Loudon and Birmingham Railway, in February last, (there was also a meeting the previous February) at which the propriety of a Junction with the Great Western was discussed, and a paper was sent ronnd, stating that some of the Proprietors were hostile to it, and requesting us not to give our assent ; there was also a special Deputation from Manchester, which advised us to remain neuter, which we did, but I do not consider upoh the Junction the Deputation expressed the opinion of Lancashire in a collective body. (I cannot say whether any of the parties were holders of shares in the Southampton Railway.) There were also meetings at London and Manchester upon the subject, which many of the with the G. \V. largest Proprietors did not attend, therefore they did not express the feelings of the Proprietors generally. I am not aware whether these meetings were called by circulars, but 1 have every reason to think they were called privately, as there is no authoritative body that could send them but ourselves. I divided upon the question that the Company should be neuter, but was in a minority, as were also the London Committee, If our Railway and Depot were contracted, or any difficulty was apprehended in regulating the 2 railways, in that case the junction would be injudicious, but as our Depot is very TheL. and B. Depot extensive, (38 or 40 acres) this could not possibly arise; they would be oft' our 4 miles '^"""^ "- "■■ very soon. I am also quite satisfied it would be the most economical plan for the Great Western; their saving would be enormous, notwithstanding their having to pay for 6 miles, (we have a regulation that all parties coming upon the line shall all pay for at least 6 miles) although they would only run 4 upon it. We have obtained a Bill to A Hill is passed Extend our line to Euston Square, where we shall form a Depot for Passengers ; the Euston Square.' heavy goods will stop at Camden Town Depot, which is upon the the Regent's Canal ; the conveyance of them by the canal to the river will not be as economical as having a Comparison of the Terminus at the Thames, but T do not think any mode of reaching the Thames can be " as economically formed as our depot. The works at the termination of a line are by far the most expensive; thus, " the Extension," which is only 1 mile in length, will not cost less than £130,000., and if we went to Vauxhall Bridge, through the neighbourhood of Cadogan Square, Chelsea, we should find it equally expensive, as it is all building ground, and even more crowded with buildings. I am not aware that a Depot upon the South side of the Thames would be more economical, but it would depend upon whether it was upon building ground. We adopted the Terminus at Euston Square on account of the situation being convenient for the distribution of passengers over the Advantages City, the distance to London Bridge being about 2| miles, to Covent Garden 1^ miles, to Charing Cross within lA miles, to the top of St. James's Street about I5 miles; to the Houses of Parliament 2 miles, and to the Bank 2^ miles. I do not know any spot Euston .Si|. Depot, equally convenient without incurring very great expense ; it is more convenient than a terminus at Vauxhall Bridge, as it is more central, and it is 2 miles nearer to Newgale and Leadenhall Markets ; its position in reference to the Regent's Canal is also advan- tageous, as it communicates by the river with the great Docks of London; we should put the goods on barges at the Depot, pass them through several locks, and float them Passeno-crs form the down to the ships, whereby there would be no further carriage. Passengers form the 2''''at Returns upon great Returns upon the Liverpool and JIanchester Railway ; we also depend upon them of thi 158 He ion. the Canal is for our returns, as the conveyance of goods to be exported is not very profitable. I better suited for ,,,-,, n i ^ i n i • ■ ■ . . t. ., Heavy Goods. should wish the Canal to take all heavy articles, as they would tear our Railway to pieces, and occasion great expense : some Goods would certainly travel by us ; muskets would in the event of a war, if they were much required, but the Canals being open in Summer, when great expedition was unnecessary, they would travel by the latter. Em. Mr. W. W. SUTHERLAND. I am a Clerk in the Stamp Office. This is an account of the number of Coaches between London and Bristol, and other places in the west of England, taken from the Stamp Office returns, which have been on the increase during the last few years. An Account of the Number of Coaches and the Number of Journets licensed by the Commissioners of Stamps and Taxes between the under-mentioned Places : — Account of tlie number of Coaches between London and Bristol. «j M 01 -M From what Place. To what Place. zo From what Place. To what Place. 6 3 t. 6 London Bath 40 1 London Great Marlow 12 20 Bristol 136 I Maidenhead 12 4 Cheltenham 26 Nil. Monmouth Nil. 3 Devonport 14 4 Newbury 24 17 Exeter 80 10 Oxford 64 1 Farringdon 6 11 Reading 80 6 Gloucester 38 4 Stroudwater 26 1 Harlington 16 3 Taunton 12 2 Henley on Thames 24 7 -^ Uxbridge 92 4 Hereford 24 2 Wantage 12 1 High Wycombe 12 1 Wallingford 12 1 Marlborough 6 11 Windsor 144 Account of the No. of Coaches. E.V. Mr. WILLIAM SHEARMAN. I am Clerk in the Stamp Office, in the Coach Department, and I have prepared the following account: — An Account of the Number of Coaches and the Number of Journeys hcensed by the Commissioners of Stamps and Taxes between the undermentioned Places : — No. of Coaches From what Place. To what Place. No. of Journeys per Week. 2 W'indsor Reading 24 2 Bath Reading 12 4 Bath Oxford 24 1 Bath Farringdon 6 2 Bath Chippenham 18 1 Reading Oxford 12 13 Bath Bristol 188 1 Bristol Trowbridge 12 4 Bristol Portsmouth 26 1 Bristol Brisi'hton 6 4 Bath Clifton 48 159 Ex. Mr. JOHN SCHOLES. I am the Aj;ent of Mr. Chas. Ward, who is a Common Stage Van Owner; the rate Vans travel about at which the Vans travel is about -Ji miles an boor. I am also Agent to Mrs. Basing, who "' '"''"' *" ''""""• is an Owner of Waggons that travel Westward. 1 calculate that each Waggon A Wagiron Horse Horse draws 15 cwt. of Goods, each jonrney, exclusive of the dead weight (the wasson, j',"*^'* 15 cut. ot ' •' •" b V ^ ""oo""> Uoods each journey corn, &c.) which they take with them. E.V. Mr. THOMAS JONES HOWELL. I am one of the Inspectors of Factories appointed by Government. This is a Table shewing the number of Factories in the Counties of Gloucester, Wilts, and Somerset, and the number of Persons employed therein: — Official Statement of Number of Factories, and of Persons employed therein. viz. Kingswood, Christian Malford, Trowbridge, Devizes, ^^'estbury, Wilton, Mere, He\-tesbury, Warminster, and Salisbury. Factories. No. of Persons. County of Gloucester County of Wilts Bradford, Calne, Chippenham, Melksham, Malmesbury, County of Somerset 120 67 65 8,057 3,721 4,285 Account of the Factory Population. Ex. Mr. JOHN PUGH. I have examined the list deposited in the Parliament Office of Owners and Occu- piers on the Line, and have made an Analysis of the Assents, Dissents, and Neuters ; I have distinguished the Owners only. Analysis of Assents, &c. as deposited in the Lords. COUNTi'. Assents. Neuter. Special Answers. Dissents. Gloucestershire, including Bristol Somersetshire, uicluding Bath Wiltshire, including Branches Berkshire, including Parts of Oxon and \ Witts intermixed . . . j Oxfordshire ..... Buckinghamshire .... Middlesex ...... 35 145 131 143 30 15 32 6 13 31 86 7 7 32 7 10 33 2 4 10 20 29 09 4 31 11 531 1 182 66 164 Analysis of tlie Assents & Dissents N.B Those Special Answers which are tantamount to a Dissent are put in the latter Colmun. Analysis of the Assents &: Dissents. 160 Summary. Assents 531 Neuters 182 Special Answers . . . . .66 Owners not dissenting .... 779 Dissents 164 615 " Declines answering," is put among the special ; there are only 3 special answers that are tantamount to a Dissent. Ex. Mr. R. J. VENABLES. Analysis of the I have made an analysis of the Deeds that have been executed and proved of the £ 100. Shares of the Great Western, with regard to the locality from which they pro- ceeded. 1 have also prepared a similar analysis of the £100. Shares of the Basing andBathline, taken from the list deposited in the Private Bill OfiSce, which are as follows: — Shares, Analysis of Shares, Great Western Railway. Bristol .... 6,522 in reference to Bath ..... 1,186 Gloucestershire, Devon, Somerset, and the Places Cornwall .... 881 South Wales .... 1,421 from whence Worcestershire and Herefordshire . Ill Ireland .... 378 they proceeded. Wilts and Dorset . . . 388 Berks and Oxon . . . 797 London .... 6,261 Various other Places . . . 691 Making a Total of . 20,087 Analysis of Shares, Bath and Basing Line. Somersetshire — consisting of Bath . 65 Frome . 5 High Littleton . Making Wiltshire — consisting of Bradford 2 72 5 Trowbridge . Staverton 80 30 Other Places 65 Making Berkshire — viz. 180 Newbury and Speenhamland Making Then Manchester . 70 322 960 London . 660 York 10 Making 1,640 Making a Total of . 96,200 The Cap. of G, W. '^^^ amount of Capital of the Great Western is £2,500,000,, of which £2,087,000. is is jC 2,087,000. subscribed: the amount of Subscription of the Bath and Basing line is £106,200. SW 200^^^'"^ I have also prepared a Statement of the anticipated TraflSc upon the Great Western line, having had access to the returns delivered in by the Witnesses from the Stamp OflBce : — 161 Statement of Passengers calculated for Railway Traffic between London and Bristol. Coacbe? (from Stamp OflSce Returns) — Average, Mails, Five Passengers ; Four-horse Coaches, Nine; Two-horse Coaches, Six Passengers. London & Bristol — Bath . — Dovonport — Exeter — Taunton — Cheltenham — Gloucester — Hereford — Stroudwater — ^larlborough — Farringdon — Wantage — Oxford — Wallingford — Newbury — Reading — ]Maidenhead — Great Marlow — High Wycombe — Henley-on-Thames — Windsor — L'xbridge — Harlington Bath & Reading — Oxford — Farringdon — Chippenham Reading& Oxford — Windsor Bath & Bristol — Clifton Clifton & Trowbridge — Portsmouth — BrightoH 136 40 14 80 12 26 38 24 26 6 6 12 64 12 24 80 12 12 12 24 144 92 16 12 24 6 18 12 24 188 48 12 26 6 Places at which Passengers will join or leave the Railway. Total No. of Passengers to or from each Place. London or Bristol . — or Bath — or Swindon I _ } - or Wantage . or Steventon or Moulsford or Reading . — or Maidenhead — or Slough — or West Drayton Bath or Reading — or Steventon — or Shrivenham — or Chippenham Reading or Steventon — or Slough - Bristol or Bath 1,168 1,146 940 162 576 108 915 504 1,296 972 72 144 36 108 72 144 1,756 Ag^gregate No. of Miles travel- led Weekly by Railway. 135,488 119,184 69,560 9,396 31,104 4,968 31,110 11,088 20,736 11 I 10,692 5,040 7,200 1,116 1,404 1,440 2,592 74 22 16 12 21,072 483,190 Account of Passengers, between London and Bristol. It has been admitted that the Speed, Cheapness, and Security of a Railway will more than The Trav. has iiicr. double the ordinary Traffic of the Road. On the Stockton and Darlington Railway the Proportion S. and D. 20 to I, of Increase has proved Twenty to One; on the Liverpool and Manchester Railway more than three L. and M. 3 to 1, to One. Assuming it in this instance, as was allowed in the London and Birmingham Railway, at Two to One, the foregoing Statement exhibits an annual aggregate Number of Miles 50,251,760, He assumes 2 to 1. which at 2d. per Head per Mile, will jield 418,764/. 13*. 4rf. I have^ssunicd the same number of Passengers by coach as was proved on the London and Birmingham, and Southampton Railways, viz. 5 for tiie Mail, 9 for a four-horse .I by the .Mail, Coach, and 6 for a two-horse Coach; 1 have taken the distances from the Ordinance g by 2'-horse Coach! Map, and compared it with the Section. 1 have considered that persons going to 162 Newbury would go by tbe Railway to Reading, (34 miles,) and proceed by coach to Newbury, (17 miles) ; and I have considered persons going to Cheltenham would go by Explanation Railway to Swindon. The first column is extracted from the papers delivered in of the from the Stamp Office, and in the third column are the names of the places at which Table, . persons would join or leave the Railway, and then the number of miles multiplied bvthe number of passengers will give you the aggregate number of miles travelled weekly by the Railway: I have taken the same rate per mile as on the London and Birmingham, Allows 2rf. per mile viz. 2d. per head; I have only taken the traffic by Stage Coaches, excluding Posting, ° ' also caravans, waggons, and carts with manure, lime, coals, and corn ; I have calculated upon an increase of Passengers in the ratio of 2 to 1, but a greater proportion has been taken in other cases. 1 have also made another Statement, shewing the probable amount of Merchandize and Cattle between Bristol and London: Account Merchandize and Cattle Bristol and London. Merchandize and Cattle between Bristol and London. Vans and Waggons observed on the Road between Sath and Bristol, drawn by 962 Horses, Average proved at 15 Cwt. each Horse, will draw 14,430 Cwt. per Week=;37,518 Tons per Annum for 12 Miles at Ad. per Ton per Mile Ditto between Reading and Bath, drawn by 377 Horses, at 15 Cwt. each^5,655 per Week=14,703 Tons per Annum for 70 Miles, at 4rf. per Ton per Mile Ditto between London, Gloucester, and Cheltenham, drawn by 192 Horses, at 15 Cwt. each=2,880 Cwt. per Week=7,488 Tons per Annum, 74 Miles, at M. per Ton per Mile ...... Ditto between London and Falmouth, 2,496 Tons, by Russell and Co.'s Waggons, and to Taunton, 2,184 Tons, by Alexander and Co.'s Waggons ; together 4,680 Tons per Annum for 104 Miles, at Ad. per Ton per Mile Ditto between Reading and London, drawn by 968 Horses, at 15 Cwt. each==:726 Tons per Week=37,752 Tons per Annum for 34 Miles, at Ad. per Ton per Mile Ditto between Maidenhead and London, (in addition to the above) 147 Horses :=2,205 Tons per Week=o,733 Tons per Annum for 22 Miles, at Ad. per Ton per Mile ....... The Annual River Traffic between Bath and Bristol has been proved to consist of 79,740 Tons of Goods ; the Annual River Traffic between Reading and London has been proved to consist of about 109,230 Tons of Goods ; it may therefore be assumed that more than the lesser quantity passes the whole Line. Of the former quantity, 41,759 Tons consist of Goods adapted to transport by Railway. The Rate for such Goods, at 2d. per Ton per Mile, is less than | the present Charge. Assuming, from the general Evidence, that the Cheapness, Speed, and Certainty will secure that Traffic to the Railway, as a very low Esti- mate, the Revenue at 2d. per Ton per Mile on 41,759 Tons for 116 Miles is One hundred and twenty-two Beasts from Bristol to J5afA=6,344 per Annum for 12 Miles, at 3d. per Head per Mile .... Two hundred and eighty-four Sheep=14,768 per Annum for 12 Miles, at ^d. per Head per Mile ...... Eight hundred and seventy-nine Pigs=45,708 per Annum for 12 Miles, at ^d. per Head per Mile .,..•• 17 £. s. d. ,503 12 ,153 10 9,235 4 21 ,112 ,392 16 2,102 2 40, ,367 8 951 12 369 4 142 14 Carried forward £108,329 14 8 1G3 Brought forward ; One hundred and ninety-two Beasts between Heading' and Loncfoii^^9,984 per Annum for 34 Miles, at 3d. per Head per Mik' Five hundred and seven Sheep=26,364 per Annum for 34 Miles, at ^(7. per Head per 'SrUe ....... Six hundred and twenty-two Pigs =32,344 per Annum for 34 Miles, at if/, per Head per ]Mile ...... Probable Increase of Traffic from South Wales and South of Ireland to London, now conveyed by Sea, Butter and Bacon, (being perishable Articles,) from Cork, Waterford, and Limerick; 39,605 Tons for 116 Miles, at 3d. per Ton per Mile Copper, Tin Plates, and Iron, upon a very low Estimate, 20,000 Tons per Annum, at 2d. per Ton per iNIile for 116 Miles .... 20,000 Beasts from Devon and Somerset from Bath to Reading, 70 Miles, at 3d. per Head per Mile . . 104,000 Sheep from Wilts and Devon, 40 Miles, at ^d. per Head per Mile . 40,000 Pigs from Bath to Reading, 70 Miles, at irf. per Head per Mile £ 108,329 14 8 4,243 4 Account 1,867 9 of 2,291 8 Mcrdiandiz and i 57,427 5 Cattle 19,333 6 8 between 17,500 London 8,666 13 4 and 5,833 6 8 Bristol. £225,492 Parcels and Packages by Coaches. Weekly Amount £. £. *. d. s. d. London and Bristol 136 Weekly Journies @40jf. 272 — Bath [■ 146 — Devonport . — Exeter ® 30*. 219 — Taunton — Cheltenham ) — Gloucester . y 90 @ 25*. 112 10 — Stroud ) — Newbury — Oxford i — Wantage — Wallingford >198 @ 15*. 148 10 — Farringdon y — Reading J Bath and Bristol . I 236 Bath and Clifton . @ 2*. 23 12 775 12 Annual Amount £ 40,331 ' 1 Parcels and Packaffes by Coaches. Merchandize and Cattle Packages and Parcels £225,492 4 40,331 4 £ 265,823 4 4 164 General Summary. £. *. d. Statement of Passengers, A ...... 418,764 13 4 Statement of Merchandize, Cattle, and Parcels, B. , . . . 265,823 4 4 684,587 17 Statement of the Annual Charge upon the above Traffic, calculated on the Annual Expences of the Liverpool and Manchester Railway for Three Years. Average Expences, £87,305. per Annum, (after deducting Interest for Money borrowed for 30 Miles,) same Proportion for 116 Miles . 337,579 6 The Returns give Net Revenue . £347,008 11 .£13. 17*. per Cent. " Pfofi'- Or £13. 17*. Of/, per Cent, upon a Capital of £2,500,000. The TrafiSc by Public Vans and Waggons only have been taken on the difierent lines of roads, exclusive of all carts and waggons with manure, corn, lime, and 15 Cwt. taken by coals. I Lave assumed 15 cwt. as the average weight of goods carried by each °° waggon horse, as proved by Mr. Scholes, and I have taken the rate of carnage Ho takes the Carr. at 4rf. per ton, but Mr. Wilkins proved it to be-lOrf. or lit?., and the same description ■ of traffic was estimated at 6c?. per ton per mile in tbe Southampton. We got the namber of Waggons and Cattle from observations on the line, I allowed a fortnight day and night watching. The Traffic proceeding from the Westward is Charg. by the Canal founded upon the returns of the Traffic through the Locks, these are calculated at 2" *>o«fna- r • o ' 1 Liverp. or London. Port of Bristol is more ready of access than that of London. Two ships, striking- soundings in equal situations, one bound to the Northern Channel, and the other to the Southern, taking equal departure, the ship going to Bristol would lie in the dock at Advantages of the Bristol ready to discharge, when the other would be no further than the Isle of Wight. *''"'' "' ^"stol. and a ship going to London with a westerly wind, would find it foul upon getting round the North Ftireland : a vessel coming from the Isle of Wight to London, under Voyage from the favorable circumstances, makes the voyage in about 3 days; I have known them to be averao-es 6 Davs" ^ months ; as an average I should say 6 days. .In the event of a good communica- tion between Bristol and London, ships with London cargoes might discharge at Bristol, •-^a'Socs would he ,,,,._,„, delivered in Lond. and would be m London 6 days sooner than going by sea in the average of cases; and fi Days sooner by the advantage would be greater in time of Avar than in peace, inasmuch, as in the English ^rls'toJ^'"^ """"^ ''' Channel we have the enemy's coast in view, and that will give security to those at 168 1 11 times of War tlie enmity with US to shelter their ships of war, and the steam vessels could go clear of ailvantage is consi- j j bound up or down the Channel. Their ships of war could come out by the efforts of the steamers, and secure any convoy there might happen to be. In the Bristol Channel it is diiferent ; you enter that channel protected on all sides by your own country, the En;;lish coast to the Southward, Wales and Ireland to the Northward and North-west, and you would sail with a prevalent wind blowing right in. In time of war a ship London-bound from the West leaves her escort at Portsmouth ; but a Bristol-bound ship leaves her convoy off Scilly. London-bound ships frequently fall into the hands of Bristol Pilots, but Bristol-bound ships seldom fall into the hands of Channel Pilots, owing to a Northerly current, that sets in when approaching the land Tlic facilities of with a prevalent wind ; these winds prevail eight months in the year, from the South- Port^of Brfstoh ward to the South-west, to West and North generally, to the Westward, which gives great facilities for approaching the Harbour of Bristol.— The floating Harbour Capabilities of tlie would contain ten times the number of ships that resort to it, and is capable of having ^' *""^' wharfs on each side. A ship drawing 14 feet of water is between 200 and 300 Tonnage of Bristol tons burthen, bytfar the greater part of the vessels using Bristol are about 300 tons burthen. The Export Trade from Bristol to Ireland is sugar of two kinds, raw and refined, (they are in the habit of making two weekly voyages) oil, tallow, tin Exports plates to a considerable quantity, manufactured copper, plain copper, and brass of all to descriptions, manufactured and plain, raw hides in salt, woollen cloths, cheese, and Ireland. wooden hoops in very large numbers, wheels, spokes, and iron of all descriptions, manufactured colors, seeds for the purpose of seed, and young trees for planting. Fresh butter cannot be brought to a London market, to compete with Holland, for want of a ready conveyance, and it is the same with eggs. The Freight by steam. Freights from Irel. of fresh butter from Cork to Bristol, was \0d,, but it is now Qd. per firkin; cured butter Steam Pack, prefer can always find its way to Loudon. We make it a rule to receive no goods on them bv Car"*^ " board our Packets out of barges (except iron and other handy things;) we prefer The L. & M. Depot having them brought by carts, being more expeditious. The Railway at Liverpool floes mt touch tlic ^^^^ ^^^^ communicate with the water; all goods must be taken out of the waofrons, and Water. , - . . NeivDort brino-s removed across the road. The trade between Newport and Bristol is very Coals to Bristol. considerable ; Newport supplies large quantities of coals to Bristol. Ej.\ Mr. WILLIAM DONNE BUSHELL, Merchant, of Bristol. The Port of Bristol is much impaired for want of a cargo of vessels outwards. Trade of Biistol. Its trade is principally with the West Indies.- ■ I trade chiefly with the Trades with the United States, and import articles used in soft soap, oil and colour manufactories, and United States. turpentine distilleries. The Harbour is a long floating dock, or a river, stoppedf **'"l^?.'ir ""'^ with locks, Redclifle Wharf and the floating Harbour are in fact two rivers. Redcliffe Wliarf. =• 169 Ex. Mr. CHARLES LUDLOW WALKER. I am enaaged in a larfje Brass and Copper concern in Bristol. I was a member . • .u r> t i ° " ° ■' Is in the Brass Trd. of the Provisional Committee of 183'2, and 1 am likewise a Director of the present isaDir ofpro. Line Company, and hold shares to the amount of 16. We sent letters to almost every firm , ^^ v J ' .' Letters were sent on (taken from the Directory) in South Wales and Ireland, and a variety of other places thesubj oftliisLine connected with Bristol and London, on the subject of this railway, and 90 out of 100 qq ^^i ^f jqq ^^^^^ were in favor of it : a very great number of the middling class of shopkeepers have in favor of it. subscribed to the undertaking. 1 am also an owner of Steam Packets, and export Hgjsalso an Owner large brass articles to Africa. In sending goods to London, I can depend on the of Steam Packets. punctuality of land carriage, but not on canal navigation, as they are liable to interrup- tion from frosts, droughts, and floods : I have known the canals stopped between , ... , ., " ri Irregularity of the 3 and 4 weeks together: the floods are principally between Bristol and Bath: the Water Carriage, and average time from London to Bristol per canal is from 7 to 10 days ; it is sometimes j^q Xrade." from 3 to 4 weeks. I have had goods lying in London 12 months, which I had lost the sale of, owing to their not having been delivered in time. Goods are sent t, <• n i , Reason of Goods from London to Bristol, to be exported to Africa, instead of going direct, because the being sent from African cargoes consist of assorted goods, and they are obliged to have a particular to"be exported f<>r manufacture of ours to make up their cargoes, as brass rods and neptunes, brass Africa. articles, which go to the gold coast of Africa. There is a great trade between j . j tl I ■ 1 d Bristol and Ireland, principally in provisions and cattle. 1 do not recollect Mr. Bruntou having made a survey previous to Mr. Brunei. 1 think a Branch r, , , r^, ° •' ' Branch to Ulouccs. from the Great Western Line to Gloucester would be an advantage, the navigation of the Severn being very difficult and hazardous; I have known a trow (a barge) lost: j^ y- f.i, c they generally tide it up in 2 days. I am not certain whether goods shipped for the North (Birmingham for instance) are unshipped at Gloucester or go up to Starport in (j qJ f ,1, ]v ,1 the same barge, but they change them at Starport. Ex. Mr. JOHN HARLEY. I am Manager of the Iron and Tin Plate Works of Mr. Lee, at Ponty Pool. The ainotint of boxes of tin plate of the manufacture of South Wales is ^f" ^j,," p^f"" Yii about 78,000 annually. (A box of tin plate weighs from | of a cwt. to South Wales. 3 cwt.) ; a small portion only of it goes to London, which is conveyed by sea from ^'"^" portion only r J o J J goes to London by Newport, occupying 2 or 3 weeks; they have been known to remain as many months on Sea and Canal. the voyage : the average voyage is 3 weeks. Freights by sea vary from 12s. to 16*.: Lluncer. of Carr. They are likewise sent by Canal, which occupies from 7 to 10 days, sometimes '^"'S"ts by Sea. jonger. Freights by canal from Bristol to London are 23*. per ton, and Irom A^ewport Freights by Canal. to Bristol 2s. 6d., which makes it 25s. Qd., but it varies according to circumstances. Goods sent by sea are always insured, which in time of peace is 3s. per ton, but in time of war or tempestuous weather the charge is very high. An order for tin Reinsured' ''^ ^"^ plates for America is not shipped at London, but Newport. Losses frequently occur to a Goods for .Vinerica « rni • • r , , , ,, are sliin. at Newport • Ihis witness afterwards stated the weekly average of Tin Mate to be about 5000 boxes, which does not agree with his former statement— Editor. z 170 IrregularityofCarr: considerable amount by sea and canal carriage, owing to their liability to injury from wet; and to their uncertainty, we should be reluctant to undertake the fulfilment of a Opinion upon aLiiic contract by a given time. A railway has been projected from the interior of South fromMerthitoNew: -It r ■,;. , , Wales to JNewport, from Merthyr, their conveyance is at present by canal ; wheat. It would advance Parley, and oats would find a ready market with us. There is also considerable the Iron Trade. trade in copper plates, the railway would also enable us to compete with Staffordshire, which at present has great advantage over Monmouthshire, in the article of iron. Ej:. Mr. CHARLES WILKINS, of Tiverton, ?2ear Bath. Manufacturer, and employs about 1100 j |^^^,g j^gg^ .^ Manufacturer in the Clothing business for upwards of thirty years, persons. ° ' j j ' and employ about 1100 living souls, my present trade is 140 ends per week, or He requires a good 70 whole pieces of cloth. There are no manufactories in the West of England Wool ^which iTs°eirt ^^''S^'" ^'^^^ mine, but there are some about the same. The Manufactures by Land. depend much on a good supply of Saxony Wool, which is at present imported into the Eastern part of the kingdom, and conveyed principally by waggons, which is rather a dear, but convenient mode of communication In a return of the last six months The delayattending of the past year the carriage amounted to 2,356 cwt. by waggon and barge, of which Water Carriage. p^|y jqq ^^^^ j^^ barge, some of it was by coach. 1 prefer the land carriage to the water although more expensive (in consequence of the delays); no manufactured goods Rates by Waggon, are sent to London by water to my knowledge, but by waggon, the carriage to London ", Baro-e^ is 55. per cwt., and from London 4s. for wool, and the same for all cloth goods ; the " Ra'lway. j^jg jj^ coach is \d. per lb. ; by barge 2*. 9d. per cwt. The proposed rate by Railway is rather less than 2*. per cwt. According to the return before stated of the last 6 months of last year, the amount of carriage was about £ 1,150. per year, and at the rate of last G. W. best Line month, it would be £1600. per year; the saving in the first case would be about £700. ^°' "^- and in the last £900. or £ 1000. There is no doubt but the Great Western- Line Glouc Manuf. dble. would be the best communication for the clothing trade. 1 consider the Glou- Tiverton excepted, cestershire clothing districts double those of Wiltshire and Somersetshire, with the American Mar. open exception of Tiverton, and there is much more steam power erected and water power in More commu. betw. the former. The American Market is ojjen to English clothing manufactures. Lond. and Bradford There is more bulk of communication required between Bradford and London than betw. BradtorU ' and Bristol. than between Bradford and Bristol. The proposed line passes over my premises. The G. W. Line and I am a Subscriber to the amount of 54 Shares. The Basing Line branches Meet2 "caH b'v^t'he from' the Southampton at Basingstoke. 1 attended a meeting at Bath which the Basing Basing Co; gentlemen called, Sir Thomas Fellows took the chair, and the Hon. Mr. Blaquire stated the Trowbridge Manuf. advantages of the Basing line; but the meeting expressed their approbation of the Great Gloucesters. Manuf. Western. ■! believe the Trowbridge manufacture is entirely composed of fancy Bradford Manufac. goods, kerseymeres, and narrow cloths; in Gloucestershire there are generally the fine and Branch. trade, blacks and blues, except an East Indian manufacture called stripes; at Bradford, Frome Manufacture fine broad cloths are manufactured: (the Bradford branch of the Great Western starts near Chippenham) at Frome, part kerseymere, part fine cloths, and part coarse cloth. 171 E.V. Mr. ROBERT CORDWENT, of Vexford Stockgumber, near Taunton, Somei'setshire. I am a pretty considerable Farmer in that district, rent and outgoing being about is a Farmer. £' 1400. or £ 1500. a year. ■ ■ I am in the habit of sending Cattle to the London Sends up Cattle to market, also seed and corn up to Berkshire, and the country about London, As °" °"' the Great Western Railway goes through the principal Towns it would be the means of Advantage of the . . G. W getting rid of the agricultural produce on its way to London, and we sometimes get a „q\„^, through the better price for it in those towns than in the former, we therefore endeavour to avail Principal Towns, ourselves of the intermediate markets, in order to sell our fat cattle at the best price, and if any thing ppevents us we drive on to London. We send Corn by the Canal, but never Cattle ; and we have no other means of sending it to Reading, which is very Disadvantage of disadvantageous, as it is of a description that is wanted as soon as we can get it ready sending up after harvest; I have frequently been obliged to make considerable compensation on ■' account of the delay. We send corn to Weyhill Fair in Hampshire, taking up our teams, and bringing back hops. The proposed Depot i n Bristol is very Convenience of the convenient, because it joins the cattle market, we also keep our stock in the Temple "^"^ " *P Meadows. Ex. Mr. THOMAS MARLING, I am engaged in the clothing manufacture, and reside at Stroud, and together with Manufacturer, einp. my family employ about 2 or 3000 persons; perhaps 100,000 persons are employed in the 7,,,, „„„ ." •'•''^J r 1 \ r > V f J 100,000 are emp. in Woollen Trade in our district. The town of Stroud is the centre of the clothing theTradeinhisDis. district of Gloucestershire, I should say the manufactures of Gloucestershire are at Stroud is the centre 1 ■ , ■ ^ „T., . . ■ 1 ,• . , of the Clo. Trade. least twice as much as those of Wiltshire, and the amount of goods much greater. ,,, , „,., ' ° " Cilou. exceeds Wilt. It is of great importance that persons engaged in the clothing trade should have ready in Manufactories. access to the places where cloths of every description are made. We get our wool Nee. for the Railw. from London, to which we send the greater portion of our goods. We pay about £1,800, annually for carriage; by means of the Railway we shall save about §ds of it, This amount of Car- er about £ 1,200. per annum 1 am a Subscriber to the amount of 25 Shares in "age annually. the proposed line. Ex. Mu. T. REYNOLDS, (an Inhabitant of Bristol). I was formerly connected with the Iron trade in South Wales as an Iron Master, Great Trade in Iron — The transport of Iron from South Wales London ways is considerable; also L°"'^o" "'»>'«• Copper from Swansea, -"^''o Copper. 172 Ex. Mr. WILLIAM MONTAGUE (Merchant at Gloucester). Direc. of theGlouc. I am a Director of tbe Gloucester and Berkeley Ship Canal, which carries ships of Canal'^"'^^''^ ^^^^ ^^^ ''^""^ burthen. The trade of Gloucester has very much increased of late years. „, , ,. , Supposing the Great Western Railway should be made, I think there would be The feenng towards _'/ ° •' the Glouces. Branch a disposition on the part of the Gloucester people to make a Branch to it; which at Gloucester. would pass through the middle of the clothing districts of Gloucestershire, namely Stroud and Cirencester. Ex. Mit. THOMAS BIRCH. Cheese Factor at I have been a Cheese Factor, &c. at Cirencester for the last 30 years, but I am Cirencester. ^^^^ retiring from business, and during the whole of the above period no man has had more intercourse with the Agricultural interests of Gloucestershire and North Wilts ; 3000 Tons of Cheese about 3,000 Tons of Cheese are sent annually from Gloucester to London, and 2,000 \^^,. r ' XT ,,7-, Tons from North Wilts; the amount of my dealings in the above is from 800 to 1000 2000 from N.Wilts. . _ -^ " Land Carr 4s. Cwt Tons per year. The Land-carriage is is. per cwt. which is paid out of the price of the 'cheese, as we give the dairy man a fixed price, deducting for the carriage; therefore if the cost of carriage was reduced the farmer would derive the benefit. 'There is also 10,000 Beasts from much Traffic in Cattle and Sheep from tbe same Counties ; I estimate the Beasts at the above Counties. jq.OOO, which exceeds the amount obtained from the dealers ; I calculate the loss He cal. 40 lbs. loss upon each Beast drove up to London at about 40 lbs., which at 6f/. per lb. amounts to drivino- '' ^^- '^"^ ^''^ butchers put it at more; I have sent a few of my own fat cattle up to London, and I think they lost 30s,, I estimate it from 20s. to 30*. ; I think from 12,000 to 15,000 1.2 000 to 15,000 Sheep are sent up yearly from the same district, and I consider thev Sheep sent up, • r i j j which lose from 8 lose from 8 to 12 lbs. each, bnt 1 hav enot sent any myself. There are from 400 " *■ to 500 Tons of other goods sent up by my brother Tradesmen, such as Bacon, and the carriage is from 4s. to 4s. 6d. per cwt. Fresh Butter is not sent to London from Gloucester on account of the expence of the carriage, and the wan^ of consumption has reduced it in price very much lately, viz. 5jd. and Gd. per pound; I He has known But- have known it sold for grease at 2d. or 2^t?. per lb., both at Gloucester and Ciren- tcr sold as Grease ., , i . i- r ■, i ■. i ^i t» -i i i u for want of a Con- cester, as they could not dispose ot it when it was sweet; as the Kailway would be a veyance. speedy and certain communication with London, it would be a very great advantage to the Agricultural people; I should have traded in Bacon and Butter also, if there had Great numbers of been a good communication. There is a great passage of Welsh Cattle through thi^ouo-h GToucsstTr! Gloucestershire about 8 or 10 times a year, they come up to be fattened, being in a very poor state; the place of their destination is Essex and Kent, some go to Sussex; I have seen from 1,000 to 1,200 three or four times a year on the Gloucester Road to Butchers' Meat. London. There is not much Butchers' Meat sent to London, which does not arise from a deficiency in the supply, but the diflSculty of conveyance, as they charge more for meat than any olher commodity, and an increase in the demand for it would increase the price of Grazing Land in Gloucestershire. A Line from London to Bristol Basin-rTi^e.^''* passing through North Wilts, with Branches to Gloucester, Cheltenham, and Stroud, 173 would be more desirable to ns than a line to Gloucester by way of Bristol, as we The proposed Line should lose a day, and the goods would not be delivered until the second day, which from Swindon would not suit for Butter and many other commodities. We get from Cirencester to would be Gloucester, a distance of 20 miles, by land carriage ; a Public Meeting was convened , d t v at Cirencester, which was in favour of the Great Western Railway coming to Swindon, and the Gloucester Branch, and the Company promised to obtain an Act for the same. ., . . /■ • . ^ . • . T I ci I -I 1 n North Wilts, &c. if possible, upon the faith of which I became a subscriber to the amount of 10 Shares; the branch was laid down on the map. The Basing Line would be of no advantage to us, or North Wilts ; neither would a line from Tring to Gloucester, across the Cotswold Hills, answer for the Dairy districts. Ex\ Mr. PHILLIP DAVIS, Tallow Chandler and Grocer, Reading. I consume much Russian Tallow annually, which is sent from London, and it is Neces. of Tallow important that it should travel quickly, as we are frequently short of tallow, and if being conv.quickly. there is any delay we are prevented executing our orders; the present price of it is Price .£20. a Cask about £'20. per cask : I sometimes purchase from 20 to 50 casks at a time, (our purchase ° '*''' is greater in Winter than in Summer.) It is conveyed chiefly by water, at 15s, a ton^ preieht by Water and a cask weighs about 9cwt. ; it is never conveyed by waggon, unless there is a 15*. a Ton. stoppage of the canal : it is Is. Qd. per cwt , about 32s. per ton, by waggon. If the By Wao-o-on 32*. passage by canal is favorable, we get our tallow in 4 or 5 days from London, and in 4 or 5 Days by Canal Winter the average is 10 or 14 days, as the boats have to wait at the wharf before they lOor 11 in Winter. are loaded ; I have known it to be above a month : at one time there was a drought, another time there was a flood and frost together. The Tonnage of the Barges that The Tonnao-e of the travel upon the river varv from 25 tons ; there are some of 150 tons, and it is their „.'"^&*f. J^^ "" ' - 25 to 150 Tons. practice to wait in London until they get a full load, which has obliged us to send a waggon as far as Staines, a distance of 23 miles from Reading, to fetch the tallow from jnst. of Detention the boats, at a great additional expense, as we could wait no longer. We get our "' "''°t's. Grocery chiefly from London, although there is much sugar imported into Bristol, but the carriage is objectionable, as it must first go down the Avon, then the Canal, and then obj. to the Comm. theKennet : I have had some from Bristol, when I suffered from delays caused by floods on with Bristol, the Avon. I carry on a considerable trade in both Dutch and Irish Butter, but although Dutch Butter better Bristol is more direct than London, yet we get most of it from the latter, principally on tlianirish,onacr.of ^ /■ .1 m. • 1 rv 1 1 1 I . -r 1 , r- , i hav. a bcttcr con vev . account ot the carriage. Ihere is much Dutch butter sold in Loudon, and oiten sold for "fresh," on account of its mildness : Irish butter is not able to compete with it, as it is Salter, (but there is a heavy duty on foreign butter, which has its influence upon the market), which I attribute to the time occupied in the voyage; it suffers consi- derably, particularly in warm weather. Mild butter bears a higher price than the salt, especially in Summer. There is a great quantity sent up from Dorsetshire and There is also much Somersetshire by waggon, in firkins, salted, the carriage of which is considerable, and I^orset and Somers. •' °° ' ° Butter sent to JLond. it suffers much from heat. We have frequently suffered by the men pilfering such goods as soap, tobacco, and sugar, which always increases with the amount of detention. Obj. to the Canals. 174 Reading is 89 Miles by the Thames and 40 by tlie Road from London. Adv. of the propo. Line to Reading. Reading a very thriving Town. Reading compared with Basing. Trade of Reading. Ditto Newbury. Floods are the mo.st prevalent source of delay upon the Thames, but I have not known a flood or a drought at more than a month ; I have known a flood and frost together to last longer. I believe the men on the Thames are paid by the Barge Masters at so much a journey, and I have repeatedly known them to press the journey when it was not safe: I have had sugars destroyed by a flood. The distance from London to Reading is 89 miles by the Thames, and 40 by the Turnpike Road. I have known goods, coming from Westward by the Kennet and Avon Canal, to be forwarded to London by land carriage from Reading, avoiding the Thames. The general feeling at Reading is that the trade of the town would be very much increased by the formation of a railway ; as (hey whould be relieved from keeping a large stock, which would benefit the consumers. 1 visit London once a month, and although the coaches perform the journey quickly, 1 should go up much oftener if a railway was established.' Reading is a thriving place, which I attribute to its proximity with the river, and its being on the line to Bristol, (waggons, coaches, and barges, trading to Bristol, pass through Reading.) I know something of the trade at Basingstoke, as I supply them with goods, as shopkeepers with candles and the like: Reading is 15 miles distant from Basing, and is quite a metropolis to it, (I have likewise supplied the following places upon the Basing line, viz. Pamber, Mortimer, Overton, Dean Gate, Whitchurch, and Andover.) The coach traffic through Reading and Basingstoke is nearly equal: a railway direct to Basing would be very likely to interfere with my business, and would be very injurious to Reading, just as a superior line of communication injures an inferior. We have a silk manufactory at Reading, which has increased lately : we also manufacture pins. There is a great deal of trade in general articles at Reading, and there are more shopkeepers than in most towns: there is also a trade in coals, much of which is sent for the supply of the neighbourhood ; also in corn, much of which is sent to London by the Thames, which is generally a very uncertain conveyance, a good deal of it is consequently sent by waggon, particularly when the water has been high, and floods have been expected : there is also a very great traffic in flour ; and there are several large corn mills in the neighbourhood of Reading, propelled by the Thames and the Kennet. Reading is 17 miles from Newbury, which is also a very large corn market, and is supplied with grocery and tallow by the Thames and Kennet, perhaps the latter is the best communication : I think that upon an average there are two or three stoppages every year upon it for two or three weeks, even since the improvements of cuts, canals, and pounds : I have frequently been kept m aiting for tallosv : it takes about a day to go from Newbury to Reading, and the country between them is very flat, the Bath Road runs through it; the Kennet is about 80 feet higher at Newbury than at Reading, and I do not think there are more than 10 locks upon it. We also carry on a consi- derable trade at Wallingford, Thatcham, and Newbury, in the way of candles. We Trade of Reading, do not go as far North as Oxford, but we go to Andover, which is 34 miles ; we send our goods by land, as there is no water conveyance: we also have much trade at Cholsey, Wantage, Maidenhead, and Marlow; the little shopkeepers in the above neighbourhoods are principally supplied from Reading. The Kennett Canal about 80 ft. higher at Newbury than at Reading. 175 Ex. Mr. THOMAS MORRIS. I have been an inhabitant of Reading for 30 years, carrying- on tbe trade of a Woollen Draper "Woollen Draper, and Manufacturer of Smock Frocks and ready made Clothes, with my &<=• a* Reading, partners, Letchworth and Co.; our Trade embraces about 80 miles round Reading, to Bath and Bristol in the west, also Bedfordshire, Buckinghamshire, and Northampton- shire, we employ women principally, (about 400 at the present time), in our Manufac- Employs about JOO tory for ready made clothes. Our local trade is considerable; the number of the ''"'"en. Inhabitants of Reading by the last census was 16,000, and I believe it is increasing, Rpadingcon.lfi,000 the town is also increasing in buildings, &c. We get our goods principally from the "'^ inns. North of England, viz. Yarns from Barnsly, Cottons from Manchester, and Woollens T^ade of Readiiio-. from Muddersfield and Leeds: the Trade westward is principally in cloth, which would be increased by a better communication. Reading is in a great measure the point from which the neighbouring country is supplied with goods. I have several customers at Basingstoke, the trade of which I consider about rVth that of Reading, and the same Basingstoke about with Newbury; our goods are of light weight but valuable, those from Stroud are sent yj'''/'"' Trade of by land, coming up to Henley, and then across to Reading by the carrier, whose charge is 2a'. per cwt,, or about the same rate as waggons ; both as regards cheapness and rapidity we can generally rely upon them, but it is more expensive than water carriage: (I suppose they may be got up from Oxford by water). A. rapid communication The want of a rapid between Gloucestershire in the West, and Huddersfield and Leeds in the North, must tJommumcation. be advantageous to all persons engaged in the clothing trade, on and in the vicinity of the line; nearly all the goods I import from Scotland are delivered in London, either by sea or canal, and they are sent to me by water, which is the most economical : I often resort to' the waggons in order to prevent detention, (most of our goods from Scotland are dyed in London, which occupies some time as it is dependant on the weather). The water Carnage conveyance is 15s. per ton, and the land 35«. ; they average by water from the time they ^^om are shipped about 3 days in lair weather, I have had detentions of more than a month Scotland, in consequence of floods and frost, but those occurrences have not been frequent during &c. the last 2 or 3 years: 1 am not acquainted with the Navigation of the Avon, as I have few goods from Bristol. We are obliged to order our goods before we require them to "*, 's obliged to ° o o 1 order before be rcq. secure us against delays, which frequently occur, and a large stock on hand adds to the price of an article, as we are obliged to charge the interest upon it for the time ; when my sea-borne cloths arrive at London they are not sent direct by the barges, but merely IVarebousing Goods from one warehouse to another ; I frequently pay more for the conveyance of 6 cwt. of '" Ijomlon is very goods from one wharf to another than the amount of the freight to London: I think their being conveyed at once from the ships by hind carriage to Euston Square, and put upon the Railway would be considerably cheaper; if a delay occurred at the London terminus Observations of the Railway, in bringing the goods from the river by the Regent's Canal, equal to ^ .j the time occupied by the journev it would be objectionable; our clothes from Leeds and ~ '•'•'• J 1 Termmus. Huddersfield generally come by London, either by waggon or water, w e occasionally have them through Oxford by Pickford's Canal, but I prefer the former way. There is a general depression of Trade at the present time, (but Reading does not suffer more 176 than other Towns,) which I attribute to the low price of corn, by which very little Newbury is a better money is brought into circulation. We have a large Corn Market, but there is more Readin"-" " '*" *°''' ^' Newbury. I attended the first General Meeting at Reading, which was very numerous, it was called in the usual manner by a requisition, thus, " To call a meeting of the Inhabitants to consider the propriety of supporting the Great Western Railway" ; Popul. of the G.W. tlje resolutions passed were decidedly in favour of this Line, perhaps there was 1 dissentient in 100, and I have no reason to think that the feeling has changed, some gentlemen connected with the undertaking attended, aud explained the line, (I think Mr. Robert Harris, the Banker, spoke against it). I have 5 Shares in the Great HepreferstheG.W. Western Railwav, which I prefer on account of its passing through the most important as it pas. thro, the t^t ■ ,' , i t> ,■ n • i • • r ■ most import. Towns lowns, as Maidenhead, Reading, &c. ; although ours is not a manulacturing town to Reading is not a any extent, there is some trade in Silk and Pins, but more hands are employed in ^"" '"^ ■ ■ our Factory than any other. I do not know of any Town on the Line that is a place TheG.W. does not of manufacture to any extent until it arrives at the Clothing Districts, at Christian Town until it arriv. Malford, Chippenham, and their vicinities; Stroud and its vicinity is equal in point of at the Clothingf Dis- manufacture to Bradford audits vicinity. The Reading road and water accommodation tricts. ■' '' is very good, which is the cause of its prosperity. 177 WITNESSES EXAMINED AGAINST THE BILL. Ex. COLONEL GEO. HENDERSON, formerly of the Royal Engineers. I was elected Chairman of the Committee of Manan;ement of the London and Southampton Railway, previous to the passing of the Act on the 25th of July, 1834, (the whole expence of which amounted to £31,000. but it would not have exceeded Southampton Rail. £15,000. had it not been for the opposition,) which line was first agitated in 1830, the ^'^^ P''***'^ '" ''^•*"** first Prospectus was issued in 1832, a Junction with Bath was also contemplated at the same time, we were consequently in the field one year before the Great Western.——— The first Survey of the Southampton Line was made by Mr. Dosweil of Southampton, and the Line crossed the River and terminated at Paddington. I was afterwards First proceedines instructed by the Committee at Southampton to call in the assistance of some established °" ""^ Lme. Engineer. I consulted my brother officers in the Engineering department, who recom- mended Mr. James Walker and Mr. Giles, and the Committee made choice of the latter gentleman, who had been engaged upon the Newcastle and Carlisle Railway, and Jlr. Giles appointed was also Engineer of the Basingstoke Canal, and well acquainted with the country. Engineer. The Committee were very axious for the Northern Side of the Thames, until Mr. Giles represented the difficulty of it to them, upon which they took to the Southern, which The Depot. afforded an excellent opportunity of reaching the River at Vauxhall Bridge, where it comes up to the wharfs, occupying an unincumbered spot. 1 went to Bristol in April 183-2, to ascertain the feeling towards this Line, and I mentioned it to several gentlemen, among others to Mr. Robert Bright, the Chairman of the Great Western; 1 also attended the Exchange, aud distributed Prospectus of the Basing Line, I held forth the advantages of connecting Bristol with the British Channel, and the union of Early Proc. upon both with London, which this combination of lines would effect, and the saving of 45 ^^^ Basing Lin*, miles of extra construction, and I was in general well received. I attended a meeting there of the Directors of the Gloucestershire or Coal Pit Heath Railway, by the advice Advan. of same, of their Solicitor Mr. Osborne, when I explained the advantages of the Junction to the meeting, the Chairman observed that it was useless to expect a Railway could be carried from Bristol, unless it adopted part of the Coal Pit Heath Line, I replied that the Inclinatiuus of the latter (1 in 70) were considered too steep for the advantageous Coal Pit Heath Hail, application of Locomotive power ; Mr. Harford, one of the present Directors of the ^^^ P'ancs 1 in 70. Great Western Railway, attended the meeting, he also suggested to me the appointing of Mr. Brunton as the Engineer, remarking he was much respected in Bristol. The Reform Bill having been thrown out about this period, the Agitation was so great that it was of no use pressing the matttr. There are a considerable number of Subscribers at Bath, also at Newbury and Trowbridge, but the Committee of the Basing Line closed their Subscription list, and postponed proceeding with their Bill until the fate of the Great Western was decided. (^The A A ITS Amount of Subscr. Basi. ^"350,000. He consid. the Basi, the best Line. He is General Superintendent of the Southampton. Southa. cal. to pay 20 per cent. The L. and M. pays 10 per cent. Basing is about J a Mile from the Line. Adv. of this Line in reference to Troops. Advantages of the Southampton. Account of the Population on both Lines. The pro. Line aftbr. communicat. to ith the Popu. of Engl. or 13,000,000 Persons. Exp. of convey. Butter, &c. upon the G. W. Soutbampton Railway and Eton College are at the principal part of the expence of the opposition) at which period the Shares taken amounted to £350,000, 1 do not think any man can look upon a map of England and see these 2 lines that would not prima facie determine upon the Bath and Basing.— —I am under an agreement to the Southampton Railway as the General Superintendant of the line, to which I was appointed ou the lllh of September 1834, and I am bound to devote the whole of my time to that measure; I was a party to the early proceedings of the Basing Line, as it did not then occupy much of my time; during the period of my visit to Glasgow upon the business of a libel upon our line, the Company was remodelled and a fresh Prospectus issued, in which my name was inserted, the parties probably being ignorantof my engagement with the Southampton. When the Southampton Railway was before Parliament, I was satisfied theEstimatesof the Returns were sufficient, and I am still of the same opinion, whether the junction of the Basing is made or not; according to the returns, after deducting about £ 140,000. a year for the maintenance of the Railway, there would be a clear profit of 20 per cent, to the Shareholders. (The last Dividend that was paid on the Liverpool and Manchester was 9 and 10 per cent.) The village of Basing is about ^ a mile from the commencement of the proposed Basing Line, Basingstoke is about 2 miles from the line. If Basing was a central Depot for Troops, they could be sent by these 3 lines in either direction in a very short time ; they would reach London (44 miles) in about 2 hours, and Southampton (30 miles) in 1-^ hours, and Bristol (73 miles) in less than 4 hours ; the Barracks at Winchester are very excellent, perhaps the best in the kingdom, thus they could be carried the 12 miles down the Railway in | an hour, and embark at Southampton at all times of the tide, which would be a great advantage to the Public Service, as the embarkation would not be mixed up with the Naval Arsenal at Portsmouth ; in the event of a War it will be most advantageous in the Solent, forming the whole of that vast bay from the Needles up to St. Helens, including Cowes, Portsmouth, and Southampton, the Railway will also be a very rapid conveyance for provisions for Troops embarking and Men of War. I have made a comparison of the Population with respect to the Parishes through which these lines pass, the calculation of the London, Basing and Bath Railway amounts to 153,939, and of the Great Western to Bath 158,205. which as it touches the northern point of Hammersmith obtains a Population of 10,202, although they do not pass through the populous parts of the Parish; we touch Lambeth, and if 1 had included it, we should have had an addition of 80,000. The proposed measure will give a facility of communication to a very large District, according to a calculation which I have it amounts to |th of the Population of all England, as 2,397,900 persons are comprised within the Great Peninsula called the West of England, which includes the Counties of Hants, Wilts, Somerset, Dorset, Devon, Cornwall, and Surrey; and by the Parliamentary Returns of 1831, the whole Population of England amounts to 13,000,000. In the Evidence upon the Great Western it is stated that a great quantity of Butter and Bacon would travel by their line, I have therefore calculated the average cost of the conveyance of same, and find it will come to 29*. M. per ton, although the freight by sea from the South of Ireland is only 12s. to 14s. -The Traffic of Passengers in Coaches between 179 the Soutliern Coast amounts to nearly i the direct traflBc between Bristol and Lofidon: The followino^ is an account of the Coaches that pass through Basingstoke: — London AND Exeter. 2 Herald 14 weekly Journeys 2 Subscription 14 Ditto. 2 Defiance 14 Ditto. 2 Telegraph 12 Ditto. 2 Traveller 12 Ditto, 2 Mail (to Exeter) 14 Ditto. 12 80 Barnstaple and London. 2 North Devon 2 Hero, Bridgewater 16 2 Devonport Mail 18 Also, 2 Old Salisbury 2 Light Salisbury 12 12 104 14 118 14 12 Ditto. Ditto. Ditto. Ditto. Ditto. Ditto. 11 Coaches pass through Basingstoke, making 144 weekly Journeys. 22 Total No. of Journeys weekly 144 The amount of Goods sea-borne is also very considerable, as I have ascertained from the Custom Masters at the Ports of Southampton and Portsmouth. There are but 2 Tun- nels on the Basing Line, one of which might very easily be omitted, and the other is not imperatively necessary, by which a great saving will be effected, as well as preventing the cutting up of the country. There is a considerable Passage by Southampton to Havre, from whence there is a direct road to Paris, a Railroad is also contemplated ; the proposed Basing Line will form a convenient communication from Ireland by Bristol to France. If upon a Comparison of the two lines the Great Western had an advantage of 153 feet over the Basing, but the rises which were afterwards lost by falls were equal to 100, it should be deducted from the above, which leaves 53 feet as the ultimate advantage of the Great Western over the Basing Line upon the whole amount of the risings. The Branch to Bradford and Trowbridge has Planes almost as bad as ours, namely 1 in 264. The distance from Bath to Willesden is between 103 and 104 miles, and they will have to pay for 6 miles from Willesden to Camden Town, also for another miles from Camden Town to Euston Square, and the Bradford and Trow- bridge Branches will be upwards of 12 miles, which makes the Total amount of Mileage on the Great Western 127. The length of the Basing and Bath Line, taking the 44 of the Southampton, is 106 miles, therefore the Passengers of the former must be taxed 20 per cent, more than upon the latter • The Estimate from Willesden to Bath is £2,100,000., and from Willesden to Camden Town has been assumed at £ 100,000., as the works are very extensive, and they have paid large sums for the land, (according to the Evidence they have given £30,000. for 10 acres of land;) the Tunns. on the Basi. Faci. of comm. to France by Southa. Rem. upon coinpari. of the tiradicnts. Bradfordand Trow. Branch has Planes 1 in 264. Comparison of lengths of the O.W. and Basintr. Comparison of the Estimates. 180 Estimate from Camden Town to Eustun Square is £200,000., and adding £750,000. to take them to the Thames, (There is a project for carrying a Sub-way from the end of the Birmingham Line to some point near the Thames, at an expense of £ 750,000) will G.W. ^3,150,000. give the total expense of the Great Western £3,150,000. The Estimate of the Basing Line from Basing to Bath is £1,000,000. and from London to Basing £b00,000. Basing ^1,600,000. making a Total of £1,600,000. and a Saving of £ 1,550,000. capital over the Great Cost of Fenc. upon Western Railway. The cost of Fencing upon Commons and upon Lands lately" Com. I*, for 5i yds. gjj(.iosed is Is. a statute rod, or 51 yards, and we intend passing over the commons with Fencing upon the a similar fence ; the nature of our soil is such that if Quicks were planted, they would ou amp on. ^^^ grow, we shall therefore sow furze seed upon the top of the mound, and by keeping them properly trimmed we shall get a better fence than in the Common Fields, gd of the line will be of this description, which therefore bears out Mr. Giles's Estimate, or very Oak Fen. upon Do. nearly; it costs us 2s. 6d. the double yard for the other description of Fencing with . a ou e y . ^^j^ posts and rails, and we can get larch cheaper, I therefore do not consider the Memo. Kyan's Pat. Fencing will exceed the Estimate of £12,000. I think Mr. Kyan stated that the . per s eeper. expence of applying his patent liquid would be about 2d. a sleeper, and he considered Meetings carr. in it would last 40 or 50 years. 1 was present at Meetings at Basingstoke, Devizes, Trowbridge, Bradford, Huntingdon, Newbury, &c. which were carried unanimously in favour of the Basing Line. Regarding the solvency of the Southampton Company, State of the Southa. 1 can state that there are upwards of £60,000. in Exchequer Bills, bearing interest to ""^^ ^' the Company, and balances amounting to upwards of £ 15,000. in the hands of Bankers, we have also purchased and agreed for rather more than half the land between London ird of the Land bet. j Basins, which includes a great quantity of poor land, (perhaps |d) for which we have London and Basing °' o i j r > vr i <» ' costonly.£IO.anAc. paid about £10. an acre, and also the expences of their Act, and they are proceeding Proceedino-s with their work in a way which will ensure its successful termination, and with the upon same, &c. greatest economy in every part of it. -We have 44 miles of the Southampton Railway contracted for, but none of our Contractors are bound to time. About 6,827 running yards of the Railway, or about 4 miles, are nearly completed, i. e. the excavations and embankments are made, there may be places were it has to be lowered perhaps 2 or 3 feet, which the contractor has left up for his convenience, and the slopes Original Prospectus have to be trimmed, the roads ballasted, and the rails laid. In the original Pros- of the G. W. pectus of the Great Western there was one Terminus at Paddington, and another line crossed the Thames at about Kingston, taking the Southern bank of the river, apparently terminating exactly at the same point as the Southampton Railway, and according to a Comp. between the Report on this line in 1833, " the total length of the Railway would be from 115 to 120 N.andS. Terminus, mjies, depending on its termination, whether at Paddington, or ou some part of the southern bank of the Thames; the inducements to adopt the former are the saving of distance, consequently of expense, and of a great part of the expense of the entrance into London; those on the side of the latter are, the advantages of reaching the water side at once, on account of the destination of goods, an equally good if not supe- rior point for the reception and deposition of Passengers, and lastly, a very considerable Revenue derivable from Passengers going short distances on the South, which would be altogether lost by the Northern termination," We have commenced upon the Southampton, and in 13 places, viz. at Battersea, Wandsworth, Kingston, 181 Walton (St. George's Hill,) Goldsworth on the East and on the West side of the Acco. of the Works hill, Frimley, Elvetham, Shapley on the East and on the West side of the hill, Southampton Hook, Newnham, Basiug on the East and on the West side, and a small portion is done Railway. at Purbright. A very considerable delay has been occasioned by the Rails not being supplied, (6000 tons, which were taken at £8, per ton) although ordered the latter J^lji^^^^^^ '^^^reed' end of 1834, (we have since ordered 1000 tons of another house;) we have repeatedly (fi,ey were taften at remonstrated about it: I think 1000 tons were to have been delivered in March, and •^^- P'^r Ton.) 2000 tons were to have been delivered in May, whereas we only received 700, which are laving; down at different parts of the line : we have been obliged to purchase 1| and Theycommen.small JO r o I Hails and Waggons. If inch square rails, and work with light waggons, which do not hold above one-third the proper quantity, but we expect several shipments, when the works will proceed upon a greater scale. I consider they are going on honestly and " bona fide," with as He con. the Works much expedition as possible, and that they approximate very closely to the estimates. ^^^ 1 have spent about 19 days upon the line since the operations commenced, and have watched closely, and ascertained the price which the excavation cost the Con- tractor, particularly at Shapley Heath, where the larger rails and waggons are used : we have a bridge upon this portion, for which we could not obtain bricks until May or They were also stop. ° » ' for want oi Jtirieks. June, it being a thinly populated country, (we have since entered into an agreement for 5,000,000 bricks between London and Basing, all of which are to be delivered this year; we had a ship load of coals from Newcastle to make them) in consequence of which we could not carry the line' further. The lead is about one-third of a mile long. Description of the and we have at present 4 teaming places, but when we get a little further, and the Works at embankment widens, we shall have 6, by which we shall team more, as we have a great Shapley Heath. force upon our work at the hills, where it lays in large masses, and presents plenty of space for the men to work. In cutting and filling there has been a low level at Shapley, which the water came into ; we therefore left it for a short time, to allow of drainage, and took off the top lift bv 2 self-acting inclined planes on each side, and the loaded It is worked by ' •' ° Till I I '^ inclines, waggons take up those which have been emptied. 1 watched an hour each day on the 23rd and 24th of July, and counted how many waggons came down the inclined planes, Acco. of his Exp. and 20 waggons were sent down on the 23rd on both planes, and 22 on the 24th, each '^^^.^_ n"o^iking. containing 3i cubic yards. The men are working double shifts, the first commence at 3 in the morning, and are relieved at 12 at noon, the relief going off at 9 : (40 minutes are allowed for meals in each shift,) making in the whole 1G§ hours. Now 21 waggons an He made 1,092 .ub. , . • . T 1 I II I yds. teamed per day. hour, at 16 hours only, would team 1092 cubic yards. — I also counted all the men employed during the 2 days, and took down the prices they were paid: there were 2 Getters, to break down and cut the soil, and prepare it for the fillers, who had made a Details sub-contract with the Contractor to fill this material for l^rf. per cubic yard, and carry it of to the head of the inclines, and as the work done by each shift is 548 yards, it amounts to Expence £3. 19s. 7|» i i i- Falls above tin 250, number of perpendicular l-eet wbich the power has to overcome; thus, "a descending TAhich gives the pi^^g steeper than 1 in 250" will not return a proportionate power, i.e. it will not return 1 otal Summit. f r i i i more power than a plane of 1 in 250, consequently there is a loss of power. 1 calculate pxd'u the pVunes that in passing from London to Bath, the greatest resistance on the Great ^yeslern Line IHi lb. pr. ton going (excluding the Euston Square and Box Planes) would be lOJ lbs. a ton, and the greatest 15i do. returning. . -r. . ,• .^i. , , ■ , • i ^ , T> . , . resistance on the Basma" une 18 lbs. a ton, which is the exact proportion ; returning Do. do. liasi. Ijine, ° ' ' "^ 18 lb. per ton going, from Bath to London by the Great Western, the greatest resistance which an Engine ^' has to overcome would be 15| lbs. a ton, and on the Basing it would be 20 : if the plane of 1 in 202 was changed to 1 in 250, it would be nearly 18 lbs. a ton, but this does not afford a fair comparison, on account of the 2 planes on the Great Western being omitted. 1 have prepared a Table shewing the comparative Power required, taking The follow. Table "H the ascents and descents into consideration. The quantity of Mechanical gives a Result of Power necessary to draw 1 ton weight from Loudon to Bath, on the Great Western, is 1 in 202, therefore the same as would be required to lift 1,799,011 lbs. 1 yard high — and the I67 832^1ll vith '■^^"'t "^ the whole is that 1 ton, carried from London to Bath by the Great Western, 1 in 250, and back again to London, would be equivalent to 3,540,965 lbs. raised 1 yard high, and '" " ■ ■ the same upon the Basing, taking the plane of I in 202, would be 3,397,320 lbs., giving a difference of 143,640 lbs. in favour of the latter; — but taking the plane of 1 in 250, it would make the amount of the advantage 167,832 lbs., and the effect of (his alteration of slopes will nut cause any loss of gravity upon the line; therefore, the advantage of the Basing is int he proportion of 339 to 354, with a slope of 1 in 202, and 337 to 354, ■with a slope ojf 1 in 250. Remar. upon same. 185 Calculation of the Amount of Mechanical Power necessary to draw a Ton from London to Bath, and from Bath to London, on the Great Western and Basing Linos, the Power being expressed in the equivalent Number of Pounds raised Three Feet high. GREAT WESTERN RAILWAY. London to Bath. Feet. Sum of all the Rises . . 383 Sum of all the Falls, not exceeding 1 in 250 243 Fall at Box Hill, estimated at 1 in 250 To be overcome by Power Distance from London to Bath Friction 140 51-98 88-02 Yards. 192,588 riction at 9 lbs. per Ton in Pounds 1 , -aa 909 raised 1 Yard . . . f ' ' Resistance from London to Bath in Pounds raised 1 Yard I 1,799,014 Bath to London. Feet. Sum of all the Rises . . . 364-5 Sum of all the Falls not exceeding 1 in 250 337 Effective Fall of Euston Square Incline 27-5 15-91 11-59 lbs. Friction at 9 lbs. per Ton in Pounds \ , _„„ 909 raised 1 Yard . . . 1 ' '" " Total Resistance from Bath to London 1 in Pounds raised 1 Yard 1,741,946 BASING LINE. London to Bath. Sum of all the Rises Sum of the Falls not exceeding 1 in 250 Effective Fall of Slope 1 in 202 To be overcome by Power . . Distance from London to Bath in Yards Friction at 9 lbs. per Ton in Poundi raised 1 Yard Power to raise 1 Ton 157.4 Feet . nds) Total Resistance from London to Bath 1 in Pounds raised 1 Yard . J Bath to London. Sum of the Rises Sum of the Falls Total effective Fall Feet. 480 181 299 141-6 157-4 Calculation Yards. 187,396 of tlie 1,686,564 Amount 117,525 of 1,804,089 Mechanical Power required on both Lines. Feet 355 480 125 lbs. ;'nction at 9 lbs. per Ton m Pounds] , ~o^ ra • J 1 1' J I,- 1, r 1,686,564 raised 1 lard hiern . . .1 Effective Aid derived from Fall of | 125 Feet . . . . | 93,333 Total Resistance from London to Bath 1^ . coooti in Pounds raised 1 Yard . ( ' '" Taking the Great Western, exclusive of the Slopes, and treating it as a Dead Level, The G.W. even tak. the mechanical power required in going would amount to 1,733,79-2 lbs. raised 1 yard excecd^thc*^Basine high, and it would be the same in returning, or 3,467,584 lbs. altogether, and even then it by 70,274 ll>s. would exceed the total mechanical power required on the Basing by 70,274 lbs. raised 1 yard high. I have likewise made another Calculation of the Power necessary to work both lines with the same results. The Table also includes the Speed subject to two diGTerent conditions, in one the maximum of Speed is limited to 30, and in the other to 40 miles an hour, and the " Mechanical Power" necessary to overcome every Slope is expressed in lbs. weight raised 1 yard high, the Resistance of every Slope is expressed in lbs. per Ton, the calculation being made upon the plane of I in 202: — B B Rxplanatioii of the next Tables. 186 GREAT WESTERN RAILWAY. Gradient One 152 352 75 159 41 203 fi77 611 289 149 433 82 872 324 187 42 727 707 1,096 Ft. In. 46 6 11 42 4 3 10 9 4 9 21 31 9 13 3 1 C8 49 7 17 147 6 1 3 121 6 43 6 Total Height Speed in above Miles starting Point. Hour. 772 1,366 9,900 954 L. 893 12,766 960 1,460 2,660 1,140 2,740 670 930 2,772 706 952 490 2,534 L. 473 490 107 587 3,960 380 Ft. In. 5 41 41 41 34 47 30 30 6 41 6 41 6 26 6 30 72 76 3 69 6 80 3 85 106 137 9 151 152 220 269 121 6 120 3 120 6 156 9 179 57 6 14 6 14 18 6 25 40 18 1,590 30 998 24 681 19 1,456 25 34 1,157 24 919 19 1,502 23 1,208 30 265 22 1,513 20 912 22 1,617 18 448 19 1,282 22 1,655 18 867 19 1,443 40 27 1,272 25 16 678 16 1,008 30 Time from Starting. 40 26 1,191 13 1.457 8 38 2 18 6 1 1 14 4 24 20 42 23 5 9 9 3 42 14 12 3 28 32 13 19 7 7 1 22 29 30 26 45 20 33 1 18 5 51 11 .54 7 28 4 54 7 10 51 18 H. M. S. 29 9 9 10 14 13 28 14 35 20 37 29 15 31 33 37 34 38 48 43 12 Distance from starting .9 « Power Total « '^ expended Power c .3 P^r Ton expended iS o • in lbs, I per Ton in •^ o o I raised lbs. raised ^^^ 3 Ft. high 3 Ft. high. Speed in Miles pr. Hour. 3 54 26 59 36 8 39 60 54 2 57 2 2 25 34 2 38 53 2 46 2 47 22 3 16 52 3 32 37 4 4 4 5 28 4 11 19 4 23 13 4 30 41 4 35 35 4 42 45 4 43 36 4 44 44 M. Yds. 572 1 132 1 682 2 1,298 3 858 5 682 9 1,386 10 1,276 12 1,254 13 396 15 1,342 24 396 31 l,5l8 35 836 37 594 42 1,320 43 1,364 54 1,188 58 1,276 61 110 61 1,034 70 1,138 79 902 93 374 93 1,430 96 440 99 880 101 990 104 22 108 1,386 109 286 109 748 2-47 1 35-02 9 9 504 11-90 7-36 9-23 11-35 9 6-49 9-18 11-33 9-50 7-46 984 10-97 9-82 12-33 11-40 9-81 12-17 11-35 4-43 8-12 904 13-73 13-58 5-18 8-43 I 16-27 1,415 46,227 4,950 21,384 6,653 39,803 57,003 15,223 39,695 8,118 28,994 136,659 152,338 60,395 24,462 93,761 19,783 188,336 87,859 46,919 9,063 194.719 176,573 106,875 8,o71 38,797 78,547 49,283 43,529 5,567 7,518 Suppy. Results assuming the greatest allowable Speed to be Thirty Miles an Hour. 1,415 47,642 52,592 73,976 80,629 120,434 177,435 192,658 232,353 240,4/71 269,465 406,124 558,462 618,857 643,319 737,080 756,863 945,199 1,033,058 1,079,977 1,089,040 1,283,759 1,460,332 1,567,207 1,575,778 1,614,.575 1,693.122 1,742,405 1,742,405 1,785,934 1,791, .501 1,799,019 M. S. 39 45 3 14 20 42 23 5 099 3 44 14 12 3 28 32 13 19 7 7 1 22 29 30 26 45 27 24 1 18 5 51 11 54 7 28 Time from Starting, 30 4 54 9 33 51 H. M. S. 39 9 39 10 24 13 38 15 8 21 10 £9 58 32 16 38 17 39 31 44 35 1 5 17 1 28 22 1 37 31 1 41 15 1 55 27 1 58 27 2 26 69 2 40 18 2 47 25 2 48 47 3 18 17 3 45 2 4 12 26 4 13 44 4 19 35 4 31 29 4 38 57 4 43 5l 4 53 24 4 54 15 4 55 23 s Rise. FaU. Gradient One Total Height above Speed in Miles Time. Time from Distance from B -a Power expended per Ton in lbs. Total Power expended per Ton in Suppy. Results assuming the greatest allowable Speed to be Thirty Miles an Hour. Time from Starting. in starting Point. per Hour. Starting. starting Point. « raised 3 Ft. high Ihs. raised 3 Ft. high. Speed in Miles pr Hour. Time. Ft. In. Ft. In. Ft. In. M. Yds. H. M. S. H. M. S. M. Yds. M.Yds. H. M. S. H. M. S. Bath - 21 — 4 6 308 4 6 40 24 24 462 1-73 793 798 30 32 32 30 6 3,960 4 23 918 57 1 21 1,122 9-57 6,313 7,111 — 57 1 29 382 43 — 587 39 17 968 16 20 17 41 5 726 12-82 107,743 114,854 — 16 20 17 49 196 121 6 — 107 160 6 5 29 24 47 5 7 1,518 30-04 129,523 244,382 — 29 24 47 13 165 — 22 3 490 138 3 40 3 6 50 11 9 1,628 4-42 16,057 260,439 30 4 8 51 21 260 — 36 3 473 102 40 4 53 55 4 13 308 4-27 24,413 284,852 30 6 30 57 51 195 — 3 L. 101 9 25 5 49 1 5 15 1,078 8-96 38,423 323,275 — 5 49 1 3 40 48 I 3 ^ 2,534 103 22 1,345 1 35 12 8 16 374 9-88 10,437 333,712 — 1 35 1 5 15 1,096 147 6 490 250 6 16 1,027 49 35 1 52 3 29 1,606 13-57 327,142 660,854 — 49 35 1 54 50 707 — 49 952 201 6 33 1,489 15 40 2 7 43 38 1,320 6-65 103,399 764,253 30 17 41 2 12 51 727 — 68 706 133 6 38 1,097 14 7 2 21 50 47 1,474 5-83 93,173 851,426 30 18 10 2 30 41 42 1 2,772 132 6 27 821 1 9 2 22 59 48 653 8-19 7,569 864,995 — 19 2 31 50 187 — 13 3 930 119 3 34 204 4 7 2 27 6 50 1,232 6-60 27,133 892,128 30 4 40 2 36 30 324 — 31 9 670 87 6 39 1,150 6 8 2 33 14 54 1,320 5-67 40,445 932,573 30 8 6 2 44 36 872 — 21 2,740 66 6 27 875 23 47 2 57 1 65 1,144 8-18 156,976 1,039,549 — 23 47 3 8 23 82 — 4 9 1,140 61 9 31 1,738 1 55 2 58 56 66 1,188 7-03 12,689 1,102,238 30 2 3 3 10 26 433 — 10 9 2,660 51 27 1,025 11 46 3 10 42 72 154 8-16 77,707 1,179,945 — 11 46 3 22 12 149 6 9 1,460 57 9 21 620 5 14 3 15 56 73 1,672 10-54 34,542 1,214,487 — 5 14 3 27 26 289 — 4 3 4,488 53 6 26 823 8 11 3 24 7 77 990 8-50 54,049 1,268, .536 — 8 11 3 35 37 611 — 42 960 11 6 33 1,317 13 35 3 37 42 85 352 6-67 89,618 1,358,154 30 15 17 3 50 64 677 — 3 6 12,766 8 25 875 19 55 3 57 37 93 1,166 8-82 131,434 1,489,588 — 19 55 4 10 49 203 15 893 23 !9 971 7 47 4 5 «!4 96 352 11-51 51,394 1,540,982 — 7 47 4 18 36 41 — L. 23 25 1 14 4 6 38 96 1,254 9 8,118 1,549,100 — 1 14 4 19 50 159 — 11 954 12 33 1,451 3 31 4 10 9 98 1,232 6-65 23,269 1,572,369 30 3 59 4 23 49 75 — 6 9,900 11 6 25 1,135 g 12 4 12 21 99 1,122 8-77 14,477 1,586,846 — 2 12 4 26 1 352 17 1,366 28 6 21 261 12 29 4 24 50 104 66 10-64 82.389 1,669,235 — 12 29 4 38 30 152 — 13 772 15 6 36 1,687 3 5 4 27 55 105 1.650 610 20,389 1,689.624 30 3 48 4 42 18 60 7 — 566 22 6 17 636 2 36 4 30 31 106 1,210 12-96 17,107 1,706,731 — 2 36 4 44 54 108 — — L. 22 6 25 3 14 4 33 45 103 66 9 21,381 1,728,115 — 3 14 4 48 8 25 — — L. 22 6 25 45 4 34 30 108 616 9 4,950 1.733,065 — 45 4 48 53 60 — 46 86 23 6 10 4 30 4 39 109 176 — l,73,-i,065 — 4 30 4 53 23 London 26 5 — 343 18 6 14 864 1 21 4 40 81 109 748 15-53 8,331 1,741,946 — 1 21 4 54 44 187 LONDON, BASING, AND BATH RAILWAY. Suppy. Resalts, assuming the .9 ( 3radient Total Time — ^^ Power Total Power greatest allowable Speed to Rise. FaU. One Height above starting Speed 1 in Miles per Time. from Distance from Starting a * B.'cpended per Ton in lbs. expended per Ton in lbs. be 30 Miles an Hour. 1 = B 13 speed in Time m * in PoiDt. Hour. Starting. Point. ■(nun raised raised Vlilcs pr Time. from ■qS K £ H 3 Ft. high. 3 Ft. high. Hour. Starting. Ft. Ft. ••^\^ Ft. M. Yds. H. M. S. H. M. S. M. Yds. H. M. S. H. M. S London 186 25 490 25 16 1,040 8 24 8 24 2 572 13-56 .55,495 55,495 — 8 24 8 24 85 17 330 42 14 442 4 28 12 52 3 682 15-79 29,523 85,018 — 4 28 12 52 98 L. 42 25 2 56 15 48 4 1,078 9 19,404 104.422 — 2 56 15 48 40 8 330 50 14 442 2 6 17 54 5 198 15-79 13,893 118.315 — 2 6 17 54 436 L. 50 25 13 4 30 58 10 990 9 86,328 204,643 — 13 4 30 58 54 5 713 45 38 726 1 3 32 1 11 418 5-86 6,9.59 211,602 30 1 21 32 19 230 L. 45 25 6 54 38 55 14 198 9 45,540 2.57,142 — 6 54 39 13 74 8 610 53 17 1,337 3 7 42 2 15 66 12-67 20,625 277,767 — 3 7 42 20 136 20 449 73 16 144 6 21 48 23 16 1,298 13-99 41,861 319.628 — 6 21 48 41 268 L. 73 25 8 2 56 25 20 154 9 53,064 372,692 — 8 2 56 43 113 17 440 90 15 1,673 5 19 1 1 44 21 880 14-11 35,067 407,759 — 6 19 12 2 600 120 330 210 14 442 31 35 1 33 19 29 15-79 ' 208,400 616,159 — 31 35 1 33 37 392 L. 210 25 11 46 1 45 5 33 1,584 9 77,616 693,775 — 11 46 1 45 23 40 4 660 214 18 271 1 39 1 46 'M 34 704 12-39 10,907 704.682 — (1 1 39 1 47 2 152 L. 214 25 4 34 1 51 18 36 528 9 30,096 734.778 — 4 34 1 51 36 170 34 330 248 14 442 8 57 2 15 38 748 15-79 59.047 793,825 — 8 57 2 33 393 L. 248 25 11 47 2 12 2 43 594 9 77,814 871.639 — 11 47 2 12 20 Basing 110 22 330 270 14 442 5 47 2 17 49 44 1,254 15-79 38,207 909,846 — 5 47 2 18 7 290 L. 270 25 8 42 2 26 31 48 594 9 57,420 967,266 — 8 42 2 26 49 61 10 400 280 15 791 2 58 2 29 29 49 176 14-56 19, .545 986,811 — 2 68 2 29 47 503 L. 280 25 15 5 2 44 34 55 682 9 99,594 1,086,405 — 15 5 2 44 52 200 40 — 330 320 14 442 10 32 2 55 56 57 1,.562 15-79 69,467 1,155,872 — 10 32 2 55 24 528 — L. 320 25 15 50 3 10 56 64 853 9 104,544 1,260,416 — 15 50 3 11 14 588 155 — 250 475 12 945 35 10 3 46 6 71 1,474 17-95 232,l.i7 1,492,573 — 35 10 3 46 24 323 — S.L. 475 25 9 41 3 55 47 75 1,540 9 63,954 1,556,527 — 9 41 3 56 5 260 65 264 410 40 4 52 4 39 79 220 0-52 2,947 1,559,474 30 6 30 4 2 35 520 65 528 345 40 9 45 4 10 24 85 1,100 4-76 54,427 1,613,901 30 13 4 15 35 534 174 202 171 40 10 1 4 20 25 92 528 — 1,613,901 30 13 21 4 28 56 305 L. 171 25 9 9 4 29 34 96 198 9 60,390 1.674,291 — 9 9 4 38 5 263 31 560 140 40 4 56 4 34 30 99 704 5-00 28,927 1,703,218 30 6 35 4 44 40 397 15 1,746 125 29 271 10 13 4 44 43 104 638 7-72 67,406 1,770.624 — 10 13 4 54 53 Bath - 169 — L. 125 25 5 4 4 49 47 106 836 9 33,462 1,804.086 — 5 4 4 59 57 1 Suppy. Results, assuming the 5 ' Gradient Total Time "^ bi Power Total Power greatest allowable Speed to Height Speed Distance U A expended expended be 30 Miles an Hour. Rise. FaU. One in Miles per Time. from from per Ton in lbs. ^1 Starting Starting w'^ in lbs. Speed iu Time in Point. Uour. Starting. Point. 'S 3 a raised raised Miles pr Time. from qS &S.& 3 ft. high. 3 ft. high. Hour. Starting. \^V"V Ft. Ft. Ft. M. Yds. H. M. S. H. M. S. M Yds. H. M. S. H. M. S. Bath 169 L. — 25 5 4 5 4 2 198 9 33,462 33,462 — 5 4 5 4 397 15 1,746 15 21 1,553 13 36 18 4U 7 132 10-28 89,806 123,268 — 13 36 1 18 40 263 31 560 46 17 541 11 24 30 4 10 638 13-00 75,221 198,489 — 11 24 1 30 4 305 L. 46 25 9 9 39 13 14 308 9 60,390 258,879 9 9 39 13 534 174 — 202 220 11 383 35 42 1 14 55 20 1,496 20-06 235,652 494, ,531 35 42 1 14 55 520 65 — 528 285 16 1,744 22 57 1 37 52 27 616 13-24 151,493 646,024 — 22 57 1 .37 52 260 65 — 264 350 12 1,528 15 9 1 53 1 30 1,056 17-48 100.013 746,037 — 15 9 1 53 1 323 — — S.L. 350 25 9 41 2 2 42 34 1,122 9 63.954 809,991 — 9 41 2 2 42 588 — 155 250 195 40 11 1 2 13 43 41 1,738 0-05 691 810,682 30 14 42 2 17 24 528 — L. 195 25 15 50 2 29 33 48 1,034 9 104,544 915,226 15 50 2 33 14 200 — 40 330 155 40 3 45 2 33 18 51 154 2-21 9,733 924,959 30 5 2 38 14 503 — — L. 155 25 15 5 2 48 23 57 660 9 99,594 1,024,553 15 5 2 53 19 61 — 10 400 145 40 19 2 49 32 58 242 3-44 4,611 1,029.164 30 1 32 2 54 51 Basing 290 — — L. 145 25 8 42 2 58 14 61 1,342 9 57,420 1,086,584 8 42 3 3 33 110 — 22 330 123 40 2 4 3 18 63 242 2-21 5,353 1,091,937 30 2 46 3 6 19 393 — — L. 123 25 11 47 3 12 5 68 88 9 77,814 1,169,751 11 47 3 18 6 170 — 34 330 89 40 3 11 3 15 16 70 308 2-21 8,273 1.178,024 30 4 15 3 22 21 152 — — 1,. 89 25 4 34 3 19 50 72 132 9 30,096 1,208,120 — 4 34 3 26 55 40 — 4 660 85 40 45 3 20 35 72 1,012 5-61 4,933 1,213,053 30 1 3 27 55 392 — — L. 85 25 11 46 3 32 21 77 836 9 77.616 1 ,290,669 — 11 46 3 39 41 600 — 120 330 35 40 11 15 3 43 36 84 1,716 2-21 29,200 1.319,869 30 15 3 54 41 113 — 17 440 52 40 2 7 3 45 43 86 682 3-89 9,681 1 ,329,550 30 2 50 3 57 31 268 — — L. 62 25 8 2 3 53 45 89 1,298 9 53,061 1,382.614 8 2 4 5 33 136 — 20 449 72 40 2 33 3 56 18 91 770 401 11.995 1,394,609 30 3 24 4 8 57 74 — 8 610 80 40 1 23 3 57 41 92 638 5-33 8,679 1,403,288 30 1 51 4 10 48 230 — — L. 80 25 6 54 4 4 35 95 418 9 45,540 1,448.828 6 54 4 17 42 54 5 — 713 75 18 933 2 11 4 6 46 95 1,606 12-14 14,425 1,463,263 2 11 4 19 53 436 — — L. 75 25 13 4 4 19 50 101 638 9 86,328 1,549.581 13 4 4 32 57 40 — 8 330 83 40 45 4 20 35 101 1,518 2-21 1.947 1,551,528 30 10 4 33 57 98 — — L. 83 25 2 56 4 23 31 103 154 9 19,404 1,. 570,932 2 56 4 36 53 85 — 17 330 100 40 1 36 4 25 7 104 264 2-21 4.137 1,575,069 30 2 8 4 39 1 LoNDO^ 186 — 25 490 12.-) 40 3 29 4 28 36 106 836 4-44 18,161 1 593,230 30 |0 4 39 4 43 40 188 Time of Transit by both Lines wliich is in favor of the Basing;. Explanation of the Mechanical Power. Mocha. Power only -itli the importance, the rem. ^ths is ex. upon Wear & Tear, &c. &c. Origi.RailsL.&M. t6ta. insufficient. 1 in 264 does not req. an Ass. Eng. The journey from London to Bath on the Great Western, allowing- 30 miles an hour as the maximum speed, and 25 miles upon a Level, would occupy 4 hours, 55 minutes, 23 seconds, and on the Basing 4li. 59m. 57s.; from Bath to London on the Great Western 4h. 54m. 44s., and on the Basing 4h. 43ni, 40s. ; thereforeboth together would make 9h. 50 m. 7s. on the Great Western, and the same on the Basing 9h. 43 m. 37s., the difference being 6 m. 30 s. in favor of the Basing. The journey from London to Bath on the Great Western, allowing 40 miles an hour as the maximum speed and 25 miles upon a Level, would be 4h. 44 m. 44s., and on the Basing 4h. 49m. 47s.; from Bath to London on the Great Western, 4h. 40m. 2is., and on the Basing 4h. 28m. 36s., therefore both together would make 9 h. 25 m. 5 s. on the Great Western, and the same on the Basing 9h. 18m. 23 s., leaving a difference of 6m. 42 s. in favor of the Basing.—— I consider this a fair mode of comparing the practical working of the two lines, (but I did not imagine my calculations would have proved so disadvantageous to the Great Western at the time of my commencing,) as the Mechanical Power is a good general Index of the general power required, it is the first approximation which an Engineer or Scien- tific Man would think of making, although there are other circumstances to be taken into consideration, as " the effect of Graduation upon the particular nature of Steam Power," which although a consideration of some moment is not the principal, neither can it be expressed exactly by numerical calculation, for which reason I did not take it into account, but I have included every thing that could be expressed numerically ; I have also taken the Mechanical Power in order to make it general, it may be applied to Steam, Water, Man, or Horse Power. If a spring Steelyard was attached to a trace and pulled by a horse, it would indicate the power he exerted, thus if it was 10 lbs. the drawing would be strained in the same way as a rope with a weight of 10 lbs. suspended to it, and if the horse exerted this strength for the distance of 10 miles, the mechanical Power expended would amount to 100 lbs. The cost of Fuel is in precisely the same proportion, although it varies according to the price but the proportion remains the same, and is about jth of the importance, the remaining |ths being expended upon the Wear and Tear of the Engines, (which alone bear almost as great a proportion as the Fuel,) also the Maintenance of the men, attendance upon the engines, &c.; the extra size of the same also forms part of the calculation, although a small addition in the power does not increase it, but a heavy Engine wears out the Road quicker and breaks the Rails oltener. Engineers had no experience whatever in Rails at the time the Liverpool and Manchester was constructed, as they laid them down 35 lbs. to the yard, which was altogether insufficient, and accordingly as they renew the rails they are laying them at 50 lbs. a yard, and I believe even 60 lbs. are contemplated on some railways, which is quite sufficient to bear Engines equal to a plane of 1 in 250; and the only difference is the cost of the iron. An Inclination of 20 feet in 1 mile, or 1 in 264, does not require an Assistant Engine, but it must have an Engine made expressly for it, and of double the power of one upon a Level; if it can be avoided it would be better, it would Remarks on same, be worth going "any distance of less than double the length" to avoid it. I have likewise made another Comparison of the two Lines with respect to their average Power and greatest resistance, in which the results of the foregoing Tables are brought together, as follows:— 189 Comparative View of the Great Western and Basing Lines. Great Western. Total Mechanical Power necessary to work the Line both ways, calculated by estimating the Resistance upon each successive Slope from the Table of Gradients, expressed in Pounds Weight lifted Three Feet high ..... Difference of Total Mechanical Power in favour of the Basing Line ..... Total Mechanical Power necessary to work the Line both ways, calculated by allowing Nine Pounds per Ton for Friction through- out the whole Distance, and then estimating the Power necessary to lift the Load through the Sum of all the Rises, and the Quan- tity of this Power restored by the Simi of all the Falls Difference in favour of the Basing Line Total Length of the Line in Yards .... Difference in favour of the Basing Line Average Resistance of the Line, worked both Ways, in Pounds per Ton ....... Difference in favour of the Basing Line Maximum Resistance on ascending Slopes from London to Bath, in Pounds per Ton ....... Difference in favour of the Basing Line Maximum Resistance on ascending Slopes from Bath to London, in Pounds per Ton ...... Difference in favour of the Basing Line Time of Transit from London to Bath, and from Bath to London, Thirty Miles an Hour being taken as the greatest allowable Speed ....... Difference in favour of the Basing Line Time of Transit from London to Bath, and from Bath to London, Forty Miles an Hour being taken as the greatest allowable Speed ....... Difference in favour of the Basing Line Length of an absolutely Level Line requiring the same Quantity of Mechanical Power ..... Difference in favour of the Basing Line Effect of the Gradients expressed in equivalent Increase of Length Difference in favour of the Basing Graduation Comparative Amoimt to which the Power necessary to work the Line both ways would be reduced if the Box Hill and Euston Square Planes on the Great Western were converted into absolute Levels, expressed in Pounds raised One Yard Difference in favour of the Basing Line Greatest Resistance from London to Bath, exclusive of Euston Square Slope, in Pounds per Ton Greatest Resistance from Bath to London, exclusive of the Box Hill Slope, in Pounds per Ton .... 3,540,965 3,397,316 143,649 Summary Comparison 3,540,960 192,588 3,397,320 143,640 187,396 5,192 of the 9-1879 9-0645 0-1234 Power required 35-05 17-96 17-09 on 29-93 20-09 9.84 both Lines H. M. S. 9 50 7 H. M. S. 9 43 37 6 30 9 30 5 Yards. 196,721 4,133 9 18 23 11 42 Yards. 188,739 7,982 1,343 2,790 (with the Plane of 1 in 202 upon the Basing ) 3,466,586 3,397,318 69,268 16-27 17-95 15-53 20-06 190 Comparative View of the Great Western and Basing Lines, with the Gradient of 1 in 202 changed to 1 in 250. Summary of the Power required botli Lines. Total Mechanical Power necessary to work the Line both ways DifiFerence of Total Mechanical Power in favour of the Basing Line .... Total Length of the Line, in Yards . . Difference in favour of the Basing Line Comparison Average Resistance of the Line worked both ways in Pounds per Ton ....... Difference in favour of the Basing Line Maximum Resistance on ascending Slopes from London to Bath, in Pounds per Ton ..... Difference in favour of the Basing Line Maximum Resistance on ascending Slopes from Bath to London, in Pounds per Ton ..... Difference in favour of the Basing Line Time of Transit from London to Bath, and from Bath to London, Thirty Miles an Hour being taken as the greatest allowable Speed Difference in favour of the Basing Line Time of Transit from London to Bath, and from Bath to London, Forty Miles an Hour being taken as the greatest allowable Speed Difference in favour of the Basing Line Length of an absolutely Level Line requiring the same Quantity of Mechanical Power ..... Difference in favour of the Basing Line Effect of the Gradients expressed in equivalent Increase of Length Difference in favour of the Basing Graduation (ivith the Plane of Comparative Amount to which the Power necessary to work the Lines both ways would be reduced if the Box Hill and Euston Square Planes on the Great Western were converted into abso- lute Levels, expressed in Pounds raised One Yard Difference in favour of the Basing Line Greatest Resistance from London to Bath, exclusive of the Euston Square Slope, in Pounds per Ton Greatest Resistance from Bath to London, exclusive of the Box Hill Slope, in Pounds per Ton .... Average Resistance from London to Bath, and from Bath to London, the Box Hill and Euston Square Slopes being supposed to he reduced to Levels, in Pounds per Ton 1 in 250 upon the Basing.) 4,133 3,466,586 16-27 15-53 Great Western. Basing. 3,540,965 3,373,128 167,832 192,588 187,396 — 5,192 9-1879 9-0000 — 0-1879 35-05 17-96 — 17-09 29-93 17-95 — 11-97 H. M. S. H. M. S. 9 50 7 9 43 37 — 6 30 9 30 5 9 18 23 — 11 42 Yards. Yards. 196,721 187,396 — 9,325 4,133 3,373,128 93,458 17-95 17-95 Application of tlie above Tables. The length of a Line absolutely Level, requiring the same Mechanical Power as the Great "Western, would be 196,721 yards, and in the case of the Basing would be 188,739 yards, including the Plane of 1 in 202, which would give a difference of 7982 yards in favor of the latter, and is partly caused by the Basing Line being absolutely shorter. The average Resistance on the Great Western worked both ways would be 9- 1879 lbs. per ton, and upon tbe Basing 9-0645 lbs. per ton, taking all the Slopes in both cases. 191 I have made all my Calculations by two different Formulas ; in one — I considered He made his calcu. the resistance which the power had to overcome, from one end of the line to the other, ^ by Friction, which I then combined with the Mechanical Power by the before stated Description of the process; I added or subtracted them, accordingly as the gravity assisted or opposed First. the friction, wiiich gave me the Mechanical Power required to transfer the load from one end to the other, and I then took it in the other direction, and added them together, which gave the Total Mechanical Power required In the other — I took all the Slopes from Description of the one end of the line to the other, taking the common method of expressing the resistance Second. to the drawing power on each, viz. in pounds weight per ton ; from which Resistance, and the length of the Slope, I obtained by a simple arithmetical process the total Power required to draw a load from one end of it to the other ; having ascertained the amount of every Slope I added them together, by which I obtained the Total Mechanical Power in both directions — and the results were the same by each method ; in some cases they agreed to the unit, where they did not it probably arose from a few decimals being taken in one case and omitted in the other. 1 have included the Power absolutely Expla. of the way expended in working the Euston Square and Box slopes, but I have not made any p'janes on the G W allowance for the " Waste of power," which will be incurred whichever way they are worked ; viz. the power necessary to pull the rope back, or to work the rope, in the event of a single rope being used, but I have merely taken the power necessary to draw the rope on the slope. — I included in my Calculations of the Great Western, the first Do the Gradients Gradient from Bath to London at 1 in 308 of 21 chains, and the first Gradient from "^ ""^ "•^^■ London at 1 in 343, both of which fall into the Stations, which may partly account for their introduction. If an engine and train were to arrive at the foot of an Inclination Calcula. howfarthe of 1 in 308 with a speed of 25 miles an hour, and at the moment of its arrival the "''''"'"eiViV would take an bngine up impelling power was suspended, the engine would stop at a distance of 2280 feet up the I in 308. plane; but if the impelling power was continued instead of suspended, and the same pressure exerted as upon a level, viz. 9 lbs. per ton, it would be brought to a state of rest at 6468 feet, as the power is less than the resistance of the plane, and if the same should occur in an inclination of 1 in 343, the number of feet would be 3024 and 7224 Do. 1 in 3J3. respectively ; therefore, if the " vis inerticB " would take them up those planes, lighter engines might certainly be used ; I believe the next in steepness (upon the Great Wes- Power req. on the tern) are I in 473 and 490 : and the Power required upon 473 is 13| lbs. per ton, and upon of'thTu. w'. '"''"*' 490 it is 13-^^, the diflerence between 1 in 202 and 1 in 473 being nearly in the propor- tion of 2 to 1, or 50 per cent., as staled by Mr. Locke. An ordinary Engine The Ens;, upon the similar to those used upon the Liverpool and Manchester, is able to surmount 1 in 250, „„ \ ;„ 250. (there are two descriptions of engines used upon this railway, one class weighing 8 and the Des. of Kng. upon other 10 tons, and coupled, i. e. both wheels are worked:) Engines always go slower up *'""'^^" the Slopes on all lines, and generally work below their power on a Level, keeping a All V.wg. go slower quantity in store to help them up the slopes. I think that an engine running 25 miles "'' ^ "'"'''■ an hour on a level, would by its store of power continue at the same rate up the slopes, provided they were not too long, but it is desirable to have engines with as little " extra power" as possible. If there was a Slope of 1 in 250 upon a railway, and the remainder Ohserv. upon Work. was nearly Level, it might be desirable to work it with an Assistant engine, but in the '.''.''^"ir,'"'^^ "I'"" ° " ' 1 in 2oV. case of the Basing there are so many slopes of 1 in 205, that it would be better to build 192 Expla. of same 1 in an Engine expressly to surmonnt them. — In ascending a Slope of 1 in 250, the Eno-ine is 250 taken both ways ui- j * n » ^i - /• ,^ n . , ° is equal to a Level oo''ged to pull at the rate of 12 lbs. per ton, i. e. 9 lbs. to cover the Friction of the as leg. the Median, road, and 3 lbs. for Gravity; but in going back the pull would only be 6 lbs. per ton. as Power and Fuel. ur^- do r j ft"" the Gravity would return the same relief to the moving power as it took away from it in ascending, and therefore, considered in reference to " Mechanical Power," is the same as a level; thus there is nothing lost by the Rises and Falls upon the Great Western, except upon the Box and Euston Square planes, where there is a waste of power in this way, " the Engine must be built of a certain strength, and therefore of a certain weight, " in order to be able to exert the maximum pull ; and although it does not exercise it upon " the other parts, it nevertheless has to carry the increased weight," this Waste of Power applies to the Fuel, but not in the same degree as it does to the Wear and Tear of the Engine and Rails. i Suppose the Basing ascended at an inclination of 1 in Application 250, or 21 feet per mile, for one-half the distance viz. 53 miles, passing over a summit of the level of 1124 feet, and descended at the same inclination, it would be similar to a Level in reference to "Mechanical power," i, e. the inclination would be neutralized; above Theory. i^-, ulj-o- -i^ but It would be ditlerent with "Steam power, because " you must have a heavier engine to ascend, upon which there would be a waste in descending:" therefore, the above line would be better than the Great Western as regards the application of " Mechanical power in general," (or Horse power) but not in the application of " Steam He pref. the most power," the more we can equalize the resistance in the latter, " cceteris paribus," the level L/inc. ' • r • better. I therefore certainly consider " the most Level line is the best." ^*™nclines'"'" ^^' ^•"""^•'^ experiments upon the Canterbury incline, viz. of passing down at full and velocity in a carriage without a rope, and stopping it by the break, within 60 yards forms Power of Breaks. ... -. ., /. , , , ,. ■ t. ■ • • i . ,, i i i no criterion ot its safety, because the power of the Break is inversely to the load, and be sfopp^d ^ut'not ^'t''°"oli '^^ iiay stop a waggon containing 5 persons, it would require a greater power, a heavy one. also more in proportion, to stop a greater load, one is a light feather in a single carriage, or 750 lbs., (averaging 150 lbs. each person) and the other a heavy Train of Box'has a Xmiwd*^ carriages weighing 50 tons, going down the Slope. A Train descending a slope tendency of 12 lbs. of 1 in 107 has a downward tendency requiring 12 lbs. per ton to balance; and a carriage descending from the top of the Box Plane, from a state of absolute Repose would arrive at a velocity of 48 miles an hour by Gravity only, (allowing 91bs. per ton Calculation of the f^j. frjction) occupying about Q\ minutes in the descent, and whatever velocity it pos- Velocity in descen. ' rj o 2 ' ■> r the same. sessed at starting must be added, thus if it was 20 miles an hour, the result would give 66, (the engines generally arrive at the top of a slope at a speed of 20 miles an hour.) Upon starting from a state of rest, and proceeding by Gravity only without any power, it would acquire a velocity of 30 miles an hour after passing over 5612 feet, if the Break was then applied to check any further increase of velocity, it must exert a force of 12 lbs. The press of the P^*^ ^°" throughout the remainder of the slope, a distance of 7588 feet, the total force Break must be 5 or 6 required Would therefore be equivalent to 4,500,000 lbs. raised 1 foot high.* But the the Load t'otlop i°t. pressure of the Break upon the wheel must be 5 or 6 times the amount of the resistance required, or the proportion which the actual pressure of the former bears to the resistance, * The learned Doctor must here have alluded to the total force required " supposing the Break to be of a description capable of exerting a Power equal to the Gravity of the Load," but none of our present Breaks resist in that proportion or act upon more than J- or -I of the total amount of Gravity; the following lines explain the real power required. — Editor. 193 (supposing it to be Elm); thus to produce a resistance of 12 lbs. aton we must press the Break upon the wheel with a force amounting to 60 or 70 lbs. per ton. Upon tbeEuston Square Plane of 1 in 86, it must be 17 lbs. per ton, or 85 or 90 lbs. in the whole; the pressure must be applied upon the velocity becoming rapid, which depends upon the speed with which it starts. 1 have seen the Break totally fail on the incline of 1 in 96 upon the Liverpool and Manchester, (as stated by Mr. Stephenson in his evidence,) the Engineer having let the train down at considerable velocity, upon applying the break it completely failed and was burnt, and we did not stop until at a considerable distance from the bottom, when it was found that the wheels of one of the waggons were broken, and had been dragging along the raits during the whole descent, which must have formed a more powerful check than the break, notwithstanding we went down at a most furious velocity, perhaps 40 or 50 miles an hour, we probably started at about 15 or 20 miles. There is a Curve | of a mile from the end of the Box plane of |ths of a mile radius, which is objectiunnble, as it has a tendency to throw the waggons on the outside of the rail, and a very slight pressure added to which, would turn them ofl". particularly if the former should occur at the upper corner of a joint rail, which after they have been used a short time are seldom flush; this tendency increases in the same proportion as the square of the speed and the smallness of the radius. With a load of 100 tons travelling 50 miles an hour it would amount to 93 lbs. per ton, or 9,300 lbs. altogether, upon a curve of Jths of a mile radius, which would apply accord- ing to the weight; if the waggon was loaded with 5 tons, then the outward tendency would be 5 times 93 lbs. At 40 miles an hour it would be 57 lbs. per ton, or 5,700 lbs. altogether; at 35 miles an hour it would be 47 lbs. per ton, or 4,700 lbs.; at 30 miles an hour 33 lbs. or 3,300 lbs., the pressure would be upon the flanches of the two outward wheels, upon which it would be divided. 1 therefore consider the Curve at the end of the Box plane to be highly dangerous to the passenger train descending from Bath, and I think it would be necessary to lower the speed from 23 miles, (which is the average) to 20 miles an hour, in order to descend with any degree of safety. 1 also recollect an Accident arising on account of a Curve on the Liverpool and Manchester line, which prevented the Engineer seeing a train of stone waggons occupying the road in advance, although a signal was made to cut off the steam and put on the breaks, (which he alleged he did) yet the velocity was so great that we dashed the former to pieces, but as there is provision made in the passengers' carriages to prevent the eflects of a collision, and being likewise protected by the Engine, we escaped, although some of the passengers were much bruised; — Accidents are not likely to occur on Curves if proper precautions are taken, unless the Break should fail. If it was worked by a single rope, and it was to break, I do not think any resistance would stop the train dead, although it would gradually eflTect it, if applied the moment it broke it would prevent their descending, but the vis inerlice will not extend far ; — A Break is not likely to act as well upon a long as upon a short plane, as the train may get be\ond its power. — The space of I of a mile would not be suflicient to stop it upon the Box Plane, neither do I think they would have much edect upon a great velocity. The circumstance of Mr. Locke's having descended the Tunnel for goods on the Liverpool and Manchester of 1 in 48 from a state of rest, without applying the break, does not prove that it is not C c The dowinv. tend, on tlie Euston would be 17 lbs. per Ton. Insta. of the Break failing upon 1 in 96 L. and M. The Curve at the bottom of the Box Inc. is very dang. Reniar. upon same. 100 Tons bave a force acting upon tbe outer Rail of 93 lbs. per Ton, at 50 Alil. an hour, upon J Mile Curve, 57 lbs. at 40, 47 lbs. at 35, and 33 lbs. at 30. Instance of an Accident arising from 3. Curve. Remarks upon Power of Breaks upon Inc. Planes. 194 dangerous, as by the time it arrived at the bottom the velocity must have been 54 miles an hour; he must have taken especial precaution; this Tunnel is used for Goods exclu- sively, there being another for Passengers.' Mr. Brunei has referred to the A very dangerous inclination of the Lowther Arcade, about 1 in 107, in illustration of the little danger to tii'tliifeve"' ^PP*"^" be anticipated, which cannot apply to any more than the appearance: and an inclination quite inadmissible upon a Railway would be scarcely perceived by the eye.- Tlic Box Plane 2j The Box Plane of 2f miles is also objectionable, on account of 1^ of it being in a long. Tunnel : I am not aware of anv parallel, and nothing but an overruling necessity The Tunn. Ij ofit. • ^-z- •. ^i r» • • "i ^ n i i i c , ■ > «- • can justify it, as the Power requisite to pull a load up a plane oi 1 in 107 is greater than The Power rcquir. is required upon a Level, in the proportion of 30 to 9, or nearly 31 to 1, and requiring a "','°' tl ^ L '" 1 pi'oportionate increase in the consumption of fuel, which will produce an increased Comparison of the destruction of atmospheric air : compared with a Tunnel of similar length, but upon '??*''^W, "' ^" .'■" a Level, it would be equal " to one nearly 6 miles long and 9 feet high, (as this Tunnel with ^ •' ° o > \ one upon a Level, the proposed height is 30 feet) the breadth being the same in both cases," and I' cannot conceive such a Tunnel in the middle of a line exactly practicable.- I consider Mr. Brunei in error when he says the Tunnel will not affect the atmosphere; Do. with Coals. ^^^ "se of coal Would be intolerable, and if coke was used it would not be merely the Do. with Coke. gas which would escape from the combustion, but the gas decomposed in the atmos- phere, which mixed together are similar to that which is found in wells, or carbonic acid Obsv. upon Shafts, gas, which in large quantities is fatal to life. 1 have assumed in uiy Calculations, that the Shafts will not produce any effect upon the passing train, although they will Their insufficiency, probably ventilate it for the next, (which I consider the extent of their utility) and I consider that some other means must be resorted to carry it off: it is impossible to state what degree of foul air would remain in the tunnel, and affect the next train; but part of it is sulphuric acid gas, a small portion of which will produce serious inconvenience, as 1 gas pipe in 10,000 left open in the streets frequently does ; it is „ . only to imagine a street contracted into a tunnel to judge of it: This air is lighter than Rflect of an Engine Jo job in the Tunnel. the atmosphere when it comes out of the chimney, being hot, but it becomes heavier when cold : all the high pressure steam that works the engine ascends the chimney, not with the natural force of draft, but blown with prodigious violence, and forming a jet, carrying along with it the noxious air, and striking the roof with such force that it rebounds on the first carriage like a ball, and when the steam is condensed it issues in the form of a white cloud of particles of water, and goes off with the wind, but this is , „ ^ ,, , not the case with the foul eases, which are incondensable : The passage of a load of J lb. of Coke per c > r o Ton per Mile Lev. 100 tons through the Box Tunnel, allowing I a lb. of coke per ton per mile to draw a The quant, of noxi. train upon a level, would deposit about 3090 lbs. of noxious gases incapable of sup- Gases form, by (he . , ^ • • r Fuel in tlie I unncl porting life, viz. carbonic acid 1077 lbs., azote 1077 lbs., and an uncertain quantity of would be 3090 lbs. sulphureous acid, (perhaps 150 lbs.) which varies according to the different kinds of coke. The Mecha. Power It is the Mechanical or horse power (horse power is equal to 33,000 lbs. raised regulates the speed. . „ , . , . , , . , , , , i . • i • • ..i i ,i 1 loot high per minute) which would regulate the tune occupied m passing through the tunnel, and not the actual consumption of fuel, although the rate of consumption does ; 'lo conti. the same jjj^^ « jjj^ ^^ Tp y consumed per minute, or per hour, the greater will be the Horse Speed the Iniel must ' r ' r » o be incr. in the pro. power," and although the Smoke consumed by the engines would be in the proportion of with a Lev. *^'^"''' ^^ ^° ®' ^^ *^°^* "°^ follow that an engine in the proportion of 30 to 9, as compared with 195 those used upon a level, would pass it at the same speed as upon a level, unless the Rem. upon wrk. the " Fuel consumed " was in the same proportion, a weak as well as a strong power "■'' ^^" *'" "^' may be produced at a rapid rate. If 30 is consumed in a tunnel 30 feet high, 9 will be The Fuel consumed consumed in a tunnel 9 feet high, and it is not essential to compare the lengths, because "P''" *'^ j^^x '""^t the Consumption of Air throughout will depend upon the Total quantity of Mechanical upon the latter in Power expended ; the effect produced per yard, or per mile, will be the same in both cases. There is not as great an objection to a Tunnel of 1| miles upon a Level ; Expl. of same. it is the slope which forms the difficulty : the Passengers passing up the Box Tuunel would breathe the same quantity of vitiated air, for the same length of time, as they would in a Tunnel of 9 feet high and nearly 6 miles long upon a Level, the breadth being the same in both cases : there is no consumption of vital air, practically speaking, in passing down, although they would vitiate the air in a small degree: in the event of 2 trains meeting if 2 Trains meet it in the tunnel, those descending would receive the ill effects as well as those ascending, "' ' "^ ^° *° ^"' and the consumption of air under these circumstances, in comparison with a Tunnel of the same length upon a Level, would be in the proportion of 18 to 30, but it is not very likely to occur. A fair Comparison between two Tunnels, one upon a Slope of 1 in Reinar. upon same. 107, and the other upon a level, the necessary power required to work each being in the ratio of 30 to 9, would be by supposing 3 Level Tunnels, each 9 feet high : and the passengers would breathe the same quantity of vitiated air in each case, the length not affecting the question.' It depends upon circumstances whether an AssistantEngine working from behind would affect the passengers ; it would not if the air was in a state of repose, but they would be involved in all the foul air of the leading engine: much 14 or 15 Miles an depends upon the relative velocity of the current, which might sometimes be equal to Hour the most upon 10 miles an hour, but 20 would be a very high wind; if less rapid than the velocity of the train it would not blow any bad air upon them, possibly it might overtake them, (they do not exceed 14 or 15 miles an hour on the slopes of the Liverpool and Man- chester) but I think it very unlikely : (short tunnels are more likely to be ventilated from the ends.) Assuming an engine upon a Level has the power of drawing 9, there is no difficulty in conceiving that an Assistant Engine may be made capable of drawing 21 at the same velocity, which together with the other would make 30, by which they would continue up the plane at the same velocity as upon a level, by consuming fuel and atmospheric air in the same proportion. The Plane of 1 in 96 upon the Liverpool and Manchester is generally worked by an Assistant Engine, (but in cases where the train ?'•'">'-' of 1 in <»ti on ' •^ e ' \ theL. and m. work. IS underloaded they go up alone,) which frequently delays them, as it may be employed hy an Assis. Enj;-. upon another train, sometimes it is not lighted, (there is the extra cost of keeping an Light loads go up engine always ready for use, whether required or not,) and I have known them come to a dead stop upon this plane. The Gravity upim the Box Tunnel would amount to tJt*'' P"""* of the load, thus if the load was 52 Tons it would amount to 1,088 lbs. and Obs. upon work, the taking the Friction at 9lbs. per Ton gives 468 lbs. upon 52 Tons, which added to the ^'''''^y^Stati.Eng. Gravity would give 1,556 lbs. as the pov.er of Draught necessary to overcome the load, Cakulati. of siuue. exclusive of the weight of the rope, which would require to be 7 in. in circumference, and 6i lbs. per yard, at which rate an endless rope 5 miles long would weigh 57,000 lbs., and according to Messrs. Stephenson and Locke's Experiments, which appear very satisfac- . . , tory, the resistance may be taken at J^th its weight. Therefore -j-Vth of 57,000 lbs. will Tf Load.*'^""^''"' 196 4752 lbs. the Power give tbe force necessary to pull the rope up, which alone amounts to 4752 lbs., making a 0T3 times more tlian Total of 630Slbs. (the Power required for the rope compared with the load, is therefore in tlie Load. ^|,g proportion of 3 to 1). Now 25 lbs. pulled at the rate of 15 miles anhour isequal to fn llmi'r'l Hor.^pow.' * Horse power, therefore 6308 lbs, pulled at that rate would be equal to 252 Horse power, ItuouUlreq.anEn. and two Engines would also be required, one to work while the other was being repaired, of 252 horse ponr. ^jyjj._ gtephenson has stated the Engine at 70 Horse power,) an Engine of 140 Horse fortl'ie L & M i'"a' poweris intended to be used upon the Tunnel now making upon the Liverpool and Man- chesler for Passengers and Light Goods, which is 1 mile long 1 in 100, upon which 50 tons will be an ordinary load, including carriages, which therefore bears out my calculation, (I do not apprehend that there will be any foul air generated in the latter tunnel, except by Des.of workhig the respiration, if it is worked by Stationary Engines). It is incorrect to suppose that a the"!!^!^^! "^*'" ^2 inch rope will be sufficient on account of the Inclination being less than that in the tunnel upon the Liverpool and Ma;uliester (1 in 48 and 2,000 yards long, upon which they use a 6 inch rope) in which case the load brought up by the Locomotive is divided into 5 or 6 dif- ferent portions, and drawn up separately in loads of 25 tons each, (this system would not do in the middle of a line, on account of the time it occupies,) at about 10 miles an hour, Observat. upon the but tbe rate at which they travel does not afl'ect the strength of tbe rope, the Length must Ronc'for'an Incline! ^® taken into consideration but not the Acclivity, as far as the Rope is concerned, unless there is an increase of load, it balances itself, thus, " if you put an Endless rope over a pulley actually perpendicular, and apply a Power to put it into motion round the pulley, you require the same force as you would with the same rope upon a level, as it balances He consid. a 5 Mi. itself," (the steepness would affect a single rope). I therefore believe a 5 miles Rope ope impiactic. j^ impracticable in the common sense of the word, and that no one would attempt it, yet Do. single Ropes, it is within the bounds of Mechanical possibility. A Single Rope would be only half the weight and half the resistance, yet the Power required to draw it back and unroll it would be considerable, however a small Locomotive would be equal to it, but as the Fuel would consume the vital air in the Tunnel it is objection- able, and it would also be an extra expence in the consumption of Fuel; the cost, also wear and tear of a rope is considerable; the rope upon the Liverpool Tunnel is spliced twice a week, and the Sheaves and Pulleys are constantly being repaired, there are Ohj. to the Basing. 220 pulleys in a mile, which cost from 15«. to 20s. each. To sum up, the Engines Tlie Enears, (manufacturers of steam engines can at any time turn their attention , .■ c • - ^ o - Locomotive bngiii. to them, and it has been the case with many others besides myself) : I also combine with it every information. I communicate with Mr. Dixon, of Manchester, the Des. of same. 198 Resident Engineer of the Liverpool and Manchester, upon the subject, by which T can draw as good conclusions upon the several engines as though I had made them ; but I do not consider that an individual who has not made an engine can iiave the experience of a manufacturer, or be as capable of judging of their economical working Lond.aml Birmhig. I was also engaged, in conjunction with Professor Barlow and Mr. Nicholas Wood, to He was one of the select the pattern entitled to the Premium which the Directors of the London and judges when they Birminffham offered for the best Rail and Chair, none of which were of a description ^aveal'iem. tor best ° ' Rail and Chair. that we could recommend to be employed. I also gave Evidence in Parliament upon Mr.R. Stephenson's their Bill ; I considered Mr. Robert Stephenson's Estimate (.£1,875,5-27.) too high, and rst t/stimii e. w'hen first before Parliament I objected to support it on that account, (I believe Mr. S. is Aver, of same. li.6c?. in the habit of making his estimates high in order to prevent opposition in Parliament, and to cover any unforeseen contingencies) : we apportioned it differently ; he estimated Mr. Rastrick's do. ibe whole at Is. Qd. per cubic yard ; I left a larger amount than usual for contingencies. The Perm. Rails are £374,473., (17 percent.) in order to cover the difference between us, by which I brought forma, of^the Line. ^^ to his estimate, (his price for the same was £195,496.) I calculated upon the Contractor using the Permanent Rails and Chairs belonging to the Company, but he would find all Details of hisEstim. other materials, including sleepers, &c. My estimate for Clay was IftZ. for getting. For Clay, do. 2d. for filling. Id. ("or spreading, 3c?. for the first half mile, and Sd. for every successive Chalk, jjjjig ^^ igjjj . jjj Chalk, ^d. for getting, 2\d. for filling. Id. for spreading, and the _ ' same ratio for leading- ; in Sand, id, eetting, and the remainder similar to clay ; Stone Stone, " » I & o' J ' jjj^,.] and Marl, 2(Z. getting, 2d. filling, 1-jt?. spreading, and lead the same as before ; Red Red Sandstone Sandstone in the neighbourhood of Meridon was 6rf. getting, 2jd. filling, l{d. spreading, and the lead was the same as above : these calculations were made upon the supposition of Horses being used upon the teaming, (at least I do not think I intended Locomotives, Teaming withLoco. as I have allowed a very high price). If an Engine properly constructed for the purpose of Horses ' '"' ^^^ used, it might be done for Id. or l|rf, per cubic yard, or about half the price of or Id. to li57 O-'O Friction, makes a total of 4,857,020 lbs., leaving a difference of 56,200 lbs, raised 1 foot high in favor of the Great Western : — the Power required to take 1 ton from the Summit To the BusiiigSum. at Swindon down to Bath is 1,161,060 lbs., and from Burbage upon the Basing Line 200 1,082,201 lbs., leaving a difference of 78,859 lbs. in favor of the Basing, after deducting from this amount the advantage of the Great Western up to the summit, or 56,200 lbs., Difleren. from Lon. a balance vcill be left of 22,659 lbs. in favor of the Basing, upon the whole distance to Batli 22 659 lbs. f London to Bath. The result of the Calculation from Bath to London is as in favor of the Basi. follows: — the Basing Line from Bath to the summit at Burbage, including the level plane at the Eastern end, will require a power of 2,612,860 lbs. raised 1 foot high : — the Great Western from Bath to the summit at Swindon, including the tunnel, will require a power of 2,140,500 lbs., leaving a balance of 472,630 lbs. in favor of the Great Western ; and from the summit of the same down to Euston Square requires a power of 3,659,167 lbs., and 2,729,020 lbs. upon the Basing, leaving a balance in favor of the latter of 930,147 lbs., from which must be deducted the balance in favor of the Great Western, from Bath up to the summit, which leaves a balance upon the whole Dift". from Bath to distance of 457,787 lbs. in favor of the Basing, which added to the amount of its London 457,7S7 lbs. advantage from Londim to Bath, makes the total advantage of one complete trip from in fav. of tlie Basi, " London to Bath and back 480,464 lbs., thus the average each way is 240,223 lbs. raised Ave. Power to take > foot high in favor of the Basing Line. The average Power to take a ton 1 mile 1 ^^'". l!^'": °" '''^ upon the Liverpool and Maitchester is equal to 56,415 lbs. raised 1 foot high : upon L. and ftl. IS equal ' ' t> i to 56,415 lbs. raised the Great Western it is 53,742 lbs., and upon the Basing 52,975 lbs.: the difference as 1 ft. '"g"- compared with the Liverpool and Manchester is about -rV^h' ^^^ ^^ compared with the 53,742 lbs. Great Western is y^th of the whole power required upon these lines in favor of the Basing 52 975 lbs,' ^"^ Line. This power is the Power required to take 1 ton of goods only, but as it is always accompanied by a certain quantity of " Dead Weight," (the tender, coals, water, &c.,) it is necessary to increase this power in the " same ratio which the dead weight bears to the weight of the goods," in order to arrive at the real degree of power 10 Ton Eno-. 11 in. required. —— An Engine of 10 tons weight, and 11 inch Cylinders, would be Cyl. would take 110 capable of taking 110 tons upon a Level, including the weight of the Engine Tons upon a level. '^ ° ' . and tender, fuel and water (4 tons): the Carriages for the Goods being 27^0-^ Total Dead \Veight tons, makes the dead weight ^1-1%% tons, the weight of the goods is therefore ■'""■ 68^8^ tons, or in the proportion of le to 1 compared with the whole Train, fthe Total Weio-ht of i r , Goods 68 JIfi weight of the goods generally bear a proportion of 2| to 1 to the weight of the carriages). Pow to take 1 Ton The Power to take 1 ton over a mile upon a Level being 52,800 lbs. raised 1 foot high, m'sOO 'lbr''ra^s7d allowing 10 lbs. per ton for Friction and the Dead Weight, would increase the Power 1 ft. high. required for the same to 84,691 lbs. raised 1 foot high, and the Ratio of the dead Do. incl. dead wht. weight to the general weight of a train would be increased by the use of Assistant Engines. The steepest Gradient upon the Great Western, excluding the Box Plane and the fall at Euston Square, also a short rise of 1 in 308, is 1 in 473, upon The <). W. would which an Engine of 10 Tons and 11 inch Cylinders would be required for a load of req. a lOtoii. En^. 64 6 3 Tons, the gross weight of the whole train would therefore be 74-1^0 Tons, which with 11 in. cylind loo'irb luo < alio. 74 -jftj^^ Tons is the utmost the Engine would draw up this inclination, much less would it proceed up gross Load. ^^^^ j^^^ Plane, but an Assistant Engine would be required of 12^ tons, and 13|ths inch 121 tons Ass. Enti-. cylinders; the Plane at Euston Square of 1 in 86 will require a Fixed Engine to assist with 13j cyl. jj, taking up the train, with the Locomotive Engine and Tender, and if they travel at the fer'r'l02h"o*rTow'! ''^'^ "^ ^^ ""^'^^ ^° **""■■' ^* *""** ^^ °^ ^^^ Horse power, with ropes, chains, pulleys. Fixed Eng. drums, barrels, &c. ; if a Locomotive Engine was descending at the same time that 201 another was ascending, a considerable degree of power migbt be saved, but I appro- Remar. upon same. bend that tbe_v would always wind up the moment they are ready, without waiting for another Engine; therefore the above stated Locomotive would work, throughout the whole distance, at least I consider that would be the most practical mode of working the line.' -The greatest Inclination on the Basing from Bath to the foot of the incline The Basing Line of 1 in 202 ; of 14 miles 14 chains is 1 in 560, which an Engine of 10 Tons and 11 inch g"".' [W^ Cylin. Cylinders will work backwards and forwards, and if the line was continued on to Bristol "''x' l^ath. it would run about 1 1 miles further at nearly the same speed ; the Engines with Obs. upon the emp. Passengers upon the Liverpool and Manchester run through the whole distance of about 30 miles without taking in fuel or water, which is the utmost that I should recommend Eng. should not run an Engine to go, it would be highly injurious to continue beyond that distance, as the t "^'"^ fire bars become clogged by clinkers, a certain portion of the coke also runs into glass or cinders, the Engine therefore requires to be opened and cleansed, oiled, &c.; a saving of time would be effected by taking a fresh Engine, and proceeding at once with Remarks on same. the train, leaving the old one. The next Plane is 1 in 202 for 6 miles 54 chains, after which there is another ascent of 1 in 528 for 6 miles 40 chains; the next is 1 iii'~264 for 3 miles 20 chains : the first of the above planes is near Bulkington Mill, 14 miles from Bath, upon the summit of which there is a Level of 4 miles 3 chains, when there is an inclination of 7 miles 28 chains of 1 in 250, making the distance from the foot of the Incline of 1 in 202 to the fool of the Incline upon the Eastern side of the summit at „. Burbage, 27 miles 65 chains long and 1 in 250, upon which 1 propose to work an Engine of An Eng. of 12 Tons 12 Tons with 13^ inch Cylinders; the same Engine would return back, and as the j|"g i in 20^ &:"25o! highest inclination is only 1 in 250, it would be comparatively easy work. 1 propose dividing the remaining distance to London (64 miles 39 chains) into two Trips, the first Engine would run 32 miles 19 chains, and the second 32 miles 20 chains, each being 11 And 2 more Tons weight and 12 inch Cylinders; as the greatest inclination upon this distance is (j"fi„ (-nextLond") 1 in 330, (they would run at a greater velocity than 20 miles an hour upon the level portions of the Line) : — If the Inclination of 1 in 202 upon the Western side of the If the Plane of 1 in Burbage Summit is altered to 1 in 250, the size of the Engine would be reduced, the „ less i'owerf.'lEng. cylinders would be from ISJ to 12| inches, and the weight from 12| tons to 12 tons. will do. If the Locomotive Engine is not run to the bottom of the Plane at Euston Square, but Rem. upon Euston left at the top, and a fixed Engine employed to wind up the train (60jVo tons) without Sijuarc Phme. assistance of any kind, an Engine of 132 Horse power would be necessary, — and a Horse It would ren. a F. or small Engine would also be required to drag the carriages wherever they were wanted "=' ° upon the small Plane at the bottom in Euston Square, (of about 572 yards long.) 1 have also Calculated the Power by another mode, and with as nearly as possible He calculated each the same results, I have taken each inclination separately, taking the Friction at 10 lbs. }I|e'/jX'\"eMiu""'' and the Gravity equal to the inclination: (if an ascending line, the Gravity must be Expla. of tiravity. added, if descending, it aids the Friction;) by which I find the Mechanical Power required over that distance, this method of taking the inclinations leads into decimals, which requires a long process to arrive at the conclusion accurately, but it is not the case with the former mode, which I consider the most correct. 1 have likewise made a He proved it by Calculation of it another way, by which the Power required to take 1 ton of Goods ''"'' ^" ^ upon an average of both ways over 1 mile of the Great Western came to 93,485 lbs. D D 202 Wh. jjave a Balance raised I foot high, and upou the Basing', taking into account the weights of the different or7771lis. per Mile gjzed engines, dead weight, &c., to 92,708 lbs., leaving a balance of 777 lbs. raised raised 1 tt. high in o > o ' ' > > o fav. of the Basing. 1 foot high, upon every mile in favor of the Basing, which also confirms my former statements, and I am confident my calculations are right, as I have had them checked Aver. Exp. on the two or three limes. 1 find the average Expenceof 1 Ton of Goods conveyed each way O. W. of 1 Ton can-, ^^qq^ [^g g^ O^W. upon the Great Western, and 4s. IOA'tj^. upon the Basing, although I bo.ways is5s. ^"^ijrf. luoi > mur o' o have taken the most powerful Engines upon the latter, a difference of about liVjrf. Do.Bas.4s.l0^a.i„c;. pg^ton, which multiplied by their weight, or 43^ tons would make it 5s. B^J^d. in favor Dif.infa.Ba.l/ji'jjrf. of the Basing Line. 1 consider 601b. Rails are sufficiently strong to carry these 60 lb. Hails quite Engines, although very heavy: (Mr. Robert Stephenson states in his evidence they are Ei!^ines o?Basin^! ^'^P^'''^ "^ carrying 16 tons) : the great Wear and Tear of the Engines hitherto has been through the weakness of the Rails, but if they are made of sufficient weight I consider Heavy Engines will be found the most advantageous, although they should His reasons cause a little more Wear and Tear of the rails; I have always recommended the use of *^°'' them, (the best Engine that I am acquainted with, is that which I recommended to the preferring Dublin and Kingstown Railway, which weighs 11| tons with the water, and has 11 inch Heavy Engines, cylinders). The Rails originally laid down upon the Liverpool and Manchester were only 35 lbs. to the yard, which occasioned great expence with the Engines, and they cannot be made of a suitable weight on account of it; if they make the Engines suflicientiy strong they destroy the Rails, therefore they are working under great Eng.shonldaUv.be disadvantage; I have always found that Engines which are tied down to their power are generally out of order, but it is seldom the case when they are sufficiently powerful; I His reas. for prefer, prefer the Parallel Rails, as it allows of the blocks being placed closer together, thus Fish Bellied^ " * ^^tra strength can be obtained to carry heavier Engines should they be required, an arrangement which cannot be made with the Fish-bellied : (I consider Professor Barlow, in his pamphlet upon Rails, demonstrates the superiority of the Parallel Rails in the He docs not consi. most satisfactory manner) : the heaviest Rails which are at present used are 45 Ihs., but the Rails at present y ■ , • j j •» i j i • i ^ • ^i t i used heavv enouo-h. ^ "^^^ always Considered it would be more economical to increase them. 1 made a His Report to the Report (7th March 1829) previous to the opening of the Liverpool and Manchester, L. and M. in 18-1>. ypQ^ ^|)g comparative merits of Locomotive and Fixed Engines, in which I took the He took Locom. at annual expence of a Locomotive at £367. 4s. id. which calculation was made upon *'■ -P' • Engiues exclusively connected with Coal Mines, but running upon a good length of Railway at a speed of 5 or 6 miles an hour. (There is no difficulty in adjusting the machinery of an Engine to make it run 20 miles an hour, the piston must merely be Slcssrs. S. and L. made to work a shorter stroke, and the wheels increased in diameter). Messrs. Robert fxol' t'? nu " Stephenson and Locke published their " Statement of the Expence of working a Locomotive," about 12 months afterwards, in which they stated it would amount to £324. 12s. lOd., and insisted that I had considerably over-rated it; notwithstanding The Rocket Eng. their then recent experience of the Rocket Engine, (which obtained the prize of £500. ooeniiiE- L^and M^ ^^ ^''^ opening, I was appointed one of the Judges upon the occasion, in conjunction with Mr. Nicholas Wood, and Mr. Kennedy,) which had then been running 6 months on Account of same. this line, and it was considerably improved in construction compared with the Engines upon which I formed my data, but experience has shewn that neither of our Estimates were sufficient, (we assumed a speed of 5 or 6 miles an hour, which forms no comparison 203 with our present rate of 20). Mr. Robert Stephenson states in his evidence that Mr. R. Stephenson he Enpin ien jto. the Engine at Willesden cost £1500. a year, or £5. 2s. a day for 300 days; and wmesden^lls"'' " referring to his details of same, I cannot understand why two people should be employed per Day. to pump the water, (I certainly do not icnow the depth of the well which communicates Mr. Rastrick con. with the tank,) the Fireman, or the person that attends the engine should do it when the ' "'*■ *" "^" ' latter was at rest, and I think 24s. or 27s. a week is quite enough for the Engine-man for 10 hoars work, (the wages on the London and Birmingham are £2. 2s, in considera- tion of their working as long as may be required, withoat extra charge), he should also His reasons attend to the fire without a Fireman at 18s. (my late partner's (Mr. Foster) engine man is paid 27s. Qd. and he attends to the 6re) ; I am sure the Repairs cannot amount to 15s. per day, a good engine will not require any for the first six months, those on the same. Dublin and Kingstown have not yet been repaired, with the exception of a few brasses, (I san state this positively, being a Shareholder); he has also allowed 10s. a day for the Depreciation of the Engine, arising from its getting old, they are of comparative less value every day; but it is not always the case, as many of the Engines on the Liverpool Jlany Engines on and Manchester after running a number of years and being repaired, have become u If.' ^'IJo / thin belter than they were originally, (the Engine which has run the greatest distance upon when originally the Liverpool and Manchester, was made by Mr. Berry of Liverpool). I therefore consider his calculations are made upon Engines running 20 miles an hour, working to Mr. S.'s Calcu. are their full power, and under totally different circumstances which forms no criterion of "" ."P°2. '^ '"^ r ■' expensive r-ng. the expence of an engine for leading earth at about 4 or 5 miles an hour, which is quite snfficient speed, (but 8 or 10 would not affect the amount of Repairs or Depreciation); an Engine of such expence is quite unnecessary, although the cost of Fuel in the Details neighbonrhood of London may add considerablv to it : all the Eug^ines in the North burn - , „ , ° J • o of the Expense of Coal, (at about 5s. Qd. per ton), the expence of which I took at £111., if Coke is used it will make an addition of £'10. upon an Engine of that size; this brings my Estimate Working an Engine to £407. 4s. id., which divided into the number of working days would give £1. 7s. id. . considerea. per day, and I am quite satisfied that £2. 2s. is sufficient for a suitable Engine; if I were a manufacturer, I would engage to furnish one for that price, as it is not work- ing above J of the day. I calculate the cost at about £ 550,, which would be worth about 12| years purchase, supposing it to last 20 years, I make it about £ 160, 4s. per annum, in- cluding Repairs and Depreciation (I took the latter at £ 55. 16s.) The Engine before men- Mr. R.'s Engine tioned which I made for my partner, (the only Locomotive that I have constructed), has j^. ,""! . , . been at work upon the King's Swinford ever since the opening in 1829, and the expence cost ^3G0. per An. of working it amounts to £360. or £370. a year; (both Mr. George Stephenson and Mr. Booth came down to see it before they commenced their own Road). 1 used Locomotives were Locomotives upon the Kenvon and Leijrh for the removal of earth, as it was desirable .. "*^" °", . , ■^ • " Kenyon and Leigh to get it finished by the opening of the Liverpool and Manchester; they went a certain " for the distance on the former line to bring materials, and then passed about 1 mile upon the '"®"'°^^ ° "■" '• Kenyon, part of which was laid down permanently upon stone blocks, and about 100 yards Account of same, was temporary and upon sleepers, bat quite solid, (if the Railway bad been well laid over them they would have lasted as long as stone blocks) : there was merely two ends of an embankment to join together, and to the best of my recollection it did not take more than one month, the Temporary Railway preceded the Permanent one but a Loco, very advan. in wet weather. Sand is the best Mat. for form. Einb. Observ. upon same. There were Planes of I in 211 and 214 orig. on the Grand Junction Railway. Objections to the Box Plane. Calculation of the Velocity in descen. the same. Advantage of a Plane 1 in 250. Cost of Carriage upon the Basing. 204 very short time; oar reason for applying the Locomotive was on account of the uneven surface of the road, the season being exceedingly wet the horses were working up to their knees in clay, which prevented their proceeding sufficiently rapid; the weight of the Locomotive did not cause any settlement of the embankment, (but it could not well take place during the short period of the works, being only 6 or 7 feet high); I also consider that they may be used with safety in the formation of Embankments 30 or 40 feet high in Sand, which is the best material for forming embankments, as it soon comes to a settlement: I remember a case in which I ordered a line to be kept 2 feet higher upon a Sand embankment, to allow for settling previous to the rails being permanently laid, and I was obliged to take 18 inches off again ; Mr. Treadwell* executed the work under me, who I believe to be a honest and skilful Contractor, the men did not work in double shifts, neither was the locomotive used until the last fortnight, (for which he paid £2. 2s. a day). 1 had a Plane of 1 in 211 upon the Grand Junction, (in conse- quence of being obliged to rise over one of the streets next Birmingham) which Mr. George Stephenson considered extremely dangerous, and objected to, on account of its being next the Station, (there was also a 7 miles plane upon the same lino at 1 in 214) but Euston Square Plane would be considerably more dangerous, as it descends immediately into the Station. The Box Plane is also very objectionable, it will neutralize mucb of the most perfect part of the line, and prevent their availing themselves of gravitation ; on the contrary, they will be obliged to make use o breaks to check it : the Inclination of a Railroad should be arranged in such a manner as to render breaks unnecessary, as (hey destroy part of the power; although I do not consider there is any danger in descending a plane of 1 in 107 if the breaks are properly attended to, but you dare not let the engines run down amain, as they would arrive at a very great velocity by the time they reached the bottom. — I have calculated that a carriage started at the top from a state of rest, would acquire a velocity of about 43^ miles an hour by the time it reached the bottom, occupying about 5 minutes 46 seconds in the transit, and if started with a velocity of 20 miles an hour, it would attain 47-1^5 miles, which would be exceedingly dangerous. I should therefore recom- mend that all Rises should be brought within the Angle of Repose, or 1 in 250, which requires very little assistance from the engine, and by shutting off the steam in descending, the piston would be acting against a vacuum, which alone offers consi- derable resistance; it is therefore better both for the economy and safety of the concern. The Cost per mile of 1 ton of goods, drawn upon the plane of I in 250 by the heaviest engine required upon the Basing, (an engine of 12| tons weight, and 13| inch cylinders) would be 1-054986Z. in ascending, and -05866 of Id. in descending; but as the above engine possesses more power than is required for 1 in 250, as it is calculated for 1 in 202, which plane is intended to be altered to 1 in 250, the weight of the engine will consequently be reduced to 12 tons, with I2| inch cylinders, which would make the cost 1-04782C?. in ascending, and '05826 of Id. in descending. 1 have likewise made a Table of the Power required, which includes every thing, as follows: The party that is now employed upon the Southampton Railway under Mr. Giles. 205 Comparison of the Power and Expence of Working the Great Western Line of Railway, and the London, Basing, and Bath Line of Railway. Plan of Working- the G. W. Do. the Basin" Do. & Uatli. The Great Western Line of Railway to he worked by Locomotive Engines of 10 Tons Weight, with Two 11 Inch Cyhnders throughout, having a fixed Engine of 102 Horse Power to assist in taking up the Train at Euston Grove Incline (an Ascent of 1 in 86), and an assistant locomotive Engine at 12i Tons Weight, with Two 13^ Inch Cylinders at the Box Hill Incline (an Ascent of I in 106). Total Length, 109 Miles 34 Chains. The London, Basing, and Bath Line to be worked by locomotive Engines of 10 Tons Weight, with Two 11 Inch Cylinders, from Bath to the Foot of the Incline of 1 in 202, (14 Miles 14 Chains). Locomotive Engines of 12 Tons Weight, with Two 13^ Inch Cylinders from the Foot of the Incline of 1 in 202 over the Summit at Burbage, and to the Foot of the Incline of 1 in 250 (27 Miles 65 Chains), and locomotive Engines of 11 Tons Weight, with Two 12 Inch Cyhnders over the remainder of the Length (64 Miles 39 Chains) to London. Total Length, 106 Miles 36 Chains. The Rate of Travelling 20 Miles per Hour, and the Weight of the Goods conveyed being Tabic of Power and 43Jr, Tons. Expence. Power required to take One Ton of Goods from London to Bath. Power required to takeOnc Ton of Goods from Bath to London. Power required to take One Ton of Goods from London to Bath or from Bath to London on the Average of both Ways. Power required to take One Ton of Goods One MUe, on the Average of both Ways. Cost of taking One Ton of Goods One Mile, on the Average of both Ways, in Decimals of a Penny. Cost of taking One Ton of Goods from London to Bath or from Bath to London on the Average of both Ways. Total Cost on iSi%- Tons of Goods to be conveyed each Trip to or from Bath. Average Ratios of the Gross Weight of the Trains Weight of the Goods conveyed, on the average of both ways. Great Western Line First Plan recommended , with diffe- 1 rent sized Engines, as above ; S- London, Basing, and Bath Line ) 10,307,536 10,387-,933 10,151,605 9,354,133 10,229,571 9,8 71,033 93,485 92,708 •55699 •55236 £. s. d. 5 OjVb 4 10,% £. s. d. 10 19 11 10 12 2i 1^7396 1^7500 Differences in favour of the London, 1 Basing, and Bath Line . | - 797,472 358,538 777 •00463 2jV, 7 81 - Differences in favour of the Great ) Western Line ... J 80,397 - - - - - - •0104 Second Plan of working . . 1 Great Western Line as above. / London, Basing, and Bath Line,^ supposing tlie Incline of 1 in 202 to he reduced to 1 in 2oO, and lo- comotive Engines of llj Tons y Weight with Cylinders 12| Inch. Diameter to work over the whole | Line J 10,307,.536 10,441,151 10,151,605 9,391,025 10,229,571 9,916,088 93,485 93,131 •55699 •55488 5 Oj'/„ 4 11, §5 10 19 11 10 13 2 1-7396 1-7580 Differences in favour of the London, ) Basing, and Bath Line . . j - 760,580 313,483 354 •00211 I.Vb 6 9 - Differences in favour of the Great? Western Line . . .J 133,615 - - - - - - •0184 Third Plan of working . . ) Great \Vestern Line as above S London, Basing, and Bath Line,"^ if the Incline 1 in 202 is to be retained, and locomotive Engines of 12 Tons Weight with Cylinders )■ 13^ Inches diameter to work over the whole Line . . .J 10,307,536 10,512,421 10,151,605 9,455,128 10,229,571 9,983,775 93,485 93,766 •55699 •55866 5 o,y, « •* UtVc 10 19 11 10 14 7 J 1-7396 1-7700 Differences in favour of the London,? Basing, and Bath Line . . j - 696,477 245,796 - - IjYj 5 3J - Differences in favour of the Great ) Western Line . . . j 204,88.i - - 281 •00167 - - •0304 206 Object, to working The only advantage of working the Box Plane by a Stationary Engine would be ..'c. .?^., iJ"!!' ^ the clearing- it of smoke ; but in the event of an accident, the ropes and puUies will a otution. Jbng, o ' ' r r be very much in the way, and when one train ascended, another could not be passed until the former was wound up, and the rope sent down ugain ; if they pass up alternately, or first one side and then on the other, they must cross over at the bottom Do. Assistant Eng. which will occasion considerable danger and delay : — I should prefer the use of Assistant Insuff. of Ventil. a Engines if the tunnel could be ventilated. 1 consider the more Shafts used the unn. y Shafts. greater will be the confusion in the draughts, as they will counteract each other. The Suggfes. for Ventil. best way of ventilating a tunnel is by one Main Shaft in the centre, which should be proportioned to the draught required to clear the tunnel, and as it should be well supported at the bottom, and carried up exceedingly strong, it may become expensive. Pern, on the draught I should prefer placing them upon one side, similar to the chimneys of Iron AVorks, (of eys, c. ^yjjjch I have built many) which are frequently 2 or 300 yards from the works, into which all the smoke is led, and the higher the chimney the more powerful the draught: Pow. req. to worlv we are also obliged to keep them at a considerable distance off in coal pits. — If the Box be^3 ti'mes that used '^ *° ^® worked by an Assistant Locomotive, it must be twice the power of the engine upon a Level. that takes the train, and both engines must work up to their full power ; consequently^ Comp. of the Box there will be three-times the smoke of 1 locomotive with 11 inch cylinders: but the Claverton Tunnel being upon a Level, the engine need not exert more than §ds its power Smoke in the formr. in passing through ; the Smoke in the Box Tunnel would consequently exceed that of comp.''\I^tl°fatte*r! ^ *-''® latter, in the proportion of 4| to 1.— The respective lengths of these tunnels bear a proportion of 7 to 5, the Box being 1^, and the Claverton I5 miles, and there is no difKculty in making Shafts in either case, it being merely a matter of expense, and the Difficulty of Ventil. higher the shaft the more powerful the draught. We have no experience in the venti- lation of a tunnel connected with such powerful engines, it is a problem yet to be solved. I cannot concur with Mr. George Stephenson if he said " he had no objection to a tunnel 20 miles long," as it would be impossible to ventilate it, and therefore would be The Tunn. of 1 Mi. dangerous. I think a Tunnel of 1 Mile is objectionable, there is one of that length Swan.^ve'ry**badly ^P°^ ^^^ Leicester and Swannington, and although it has a number of shafts, it is ventilated. extremely badly ventilated: I went expressly to inspect it during the progress of the London and Birmingham through the House of Lords, which I was supporting ; I Description arrived at the mouth of the tunnel the moment an engine was passing, and I attempted °^ once or twice to enter but failed ; it was full 10 minutes before the smoke cleared out, **""*■ although there was a strong gale blowing into it ; they certainly use coal upon this line, but I do not think the use of coke upon the Box Tunnel would make much dif- Injurious Effects of ference, the diiBculty would be nearly the same. — When Coke is used a quantity using Coke. ^^ carbonic acid is created, which is very noxious, being what is termed choke damp, into which if a man puts his head he instantly drops ; it is similar to the air in the Grotto del Cane in Italy. I should not have any objection to pass through the Tunnel, but if it could be avoided it would be much better, considering it is a public The Line proposed passenger railway. 1 have seen the Plane suggested instead of the Box, and I moltpreferabh!^""' certainly prefer it; it is of much greater length, but less slope, and would have saved His Report rag. the an amount of power equal to 246,187 lbs. raised I foot high. 1 made a very full exec, of the L. & B. ^j^j voluminous Report to the Directors of the London and Birmingham Railway 207 immediately upon their obtaining the Act, (Messrs. Robert Stephenson and Palmer also made Reports,) but as it was a private communication, I do not think I am iustified in ffoins into the details of it; however, I recommended the works to be He rccom. thpm to •' o o c. . . , , 1. exc. the Works by advertized, and let by Contract, also Security required to the amount of 10 per cent.. Contract. and I divided the line into 8 Contracts, of which I made estimates. I was the first Was the first Engi. that practised the system of letting works by Contract, having introduced it upon the whicii was Kenvon and Leigh : the Directors at first insisted it should be executed similar to the "P°° "'*-■ Kenytm ,, • • 1 1 1- - ^^^ Leigli. Liverpool and Manchester, viz. apportioning the work out to diflerent men, and em- ploying a number of Superintendents, as they considered it the most economical ; (they also thought that I should not get any person to undertake it my way) ; however, I refused to do it by any other mode than contract, as it would have occupied so much more of my time, I was in the habit of going over the works on ce a month, to see Descrip. of same. that they were going on satisfactorily, having a Resident Engineer, who informed the Directors the amount of money to be paid. — The system of letting the Work in several Comparison of Con. " Small Contracts" may be executed as cheaply as " Contracts by the Lump" under good management, as the Superintendent may of course make the same saving as the Contractor, provided he has equal experience, but it is not likely; although an Engineer is supposed to be as well acquainted with and capable of superintending this department as any other, yet not having devoted his attention exclusively to it, he cannot be con- sidered as competent as a Contractor. I recommended the system of Contract with a view of getting people of capital to undertake the work, who could find Security ; by whicli the Engineer would be relieved of all trouble and anxiety attending the minutiee of the same, and it would alsc be equally beneficial to the Company. I would not undertake the management or execution of any works by the system of " Small Contracts," as I should always be responsible to the Directors for the execution of it, wiiich I never intend to be. The Cost of Fencing upon the Stratford and Moreton was about Fencing Stratford £220. per mile, (or 2s, 6"'" a ..... , . J IT 1 » «-i ■ ■ I " Line bctHcen Do. positively without making a survey : the Rennet and Avon Canal passes between them, and is level all the way from Bradford to the Dundas Aqueduct, which forms some criterion). Ballasting is very scarce upon the London and Birmingham Railway : I Ballast very scarce have been over every portion of the line, and I observed at Willesden that they were actually carrying oyster shells to ballast part of the line ; there are some situations were Account of same. a little may be procured : between Watford and Tring it is principally in chalk, with but few flints : at Blisworth they would be well provided, as the greater part of the cutting is in stone : some of the Contractors told me that they had priced it as much as 3s. in 208 Ho allow. .£SSO. per tbeir estimates : I estimated tbe surface material in my estimate of this line at £880. the'l, aiid B "" P^*" '"''®" ' consider the average quantity of earth that can be removed in 1 day depends entirely upon the means and skill of the party executing it; I am quite sure He thinks 2000 cu. that I could succeed in teaming 2000 cubic yards per day, but it would be more ncr'dav^ * "^'""'^ expensive than the usual method, although much depends upon circumstances, as whether the cattiug was very deep, or the embankment was raised in 1 or 2 lifts: I have never Althoufflihehasnot had occasion to team more than 5 or 600 a day, in which case the embankment was teamed above 600. qq f^^^ ^^jj^^ ^^^ j^^^ o teaming places upon it, (4 places might have been obtained by placing the rails close together) and was executed by the usual method. I consider He consid. 800 the 800 cubic yards a day the average throughout the year with 4 teaming places, which of^SOdavs. '^ ^^^"^ (allowing 250 days) would give 200,000 cubic yards per annum. — I reckon there are about 250 absolute working days in the year, and as you can work much longer than 12 hours upon some of them, 300 makes a fair average throughout the year. About Aver. num. of Days 20 waggons, containing 3 cubic yards each, is the average work of 1 hour. AnEmbank- t'heie^a^re" only' 250 tJ^^nt of 30 feet high should be made in 2 lifts, but it depends upon the nature of the possi. work. Days, soil; I would endeavour to make it in one if it were entirely in sand ; a strong clay is a Method of forming long lime consolidating, and is therefore best carried up in small lifts : there cannot be a better mode of forming embankments than the method adopted on Turnpike Roads with three- wheel carriages ; I have known an embankment upon the same, of only 20 feet, executed in 5 lifts, in which case the frequent passing of the waggons tended much to Do. on Turnpike consolidate it. The most advantageous plan is to widen the top of the embankment, in car.* up in many order to get in 6 teaming places, and as you go on dress the slopes down towards the Lifts. bottom, so as to preserve that number, (which is the most I have ever known used); it Jlethod. of work. 6 can be arranged with a slope of Ij to 1, but it can be done better at 2 to 1. The **™' *■ works can be executed with much less comparative difficulty in Winter, if the material is favorable : rain would also pass off a high and dry road, but working in clay causes Frost affects Railw. considerable delay. — The effect of Frost upon Railroads is very trifling, and the Liverpool very trifling- deg. and Manchester has never been stopped by snow; it is the custom under such circumstances Precautions against to place 1 carriage before the engine, which presses the snow down on the rails, and clears the road: we remedy it on the King's Swinford by fastening 2 besoms upon the engine, which sweep the rails as they pass along. 1 have been in London the last 6 or 7 weeks, during the whole of which period I have been engaged upon this business, and in making the several calculations, &c., with the exception of a short time occupied in attending tbe Assizes at Stafford. Snow. E.V. Mk. GEORGE LEATHER, C.E. His Experience. I have been actively engaged during the last 30 years in various Engineering Works, previous to which I superintended the execution of the Surrey Iron Railway from He is Engineer of Wandsworth to Croydon. I am Engineer of the Aire and Calder Navigation, which Navigadon. Company have found it necessary to lower their dues very much, in consequence of the Obser. upon same, opening of the Leeds and Selby Railway for the conveyance of Goods in November 209 1834, (it opened for Passengers in the September preceding;,) bat the qnantity of general merchandize carried by the Canal has increased notwithstanding; we have a Railway aboat 1 mile long connected with the Canal, and another of 1^ miles is going to be made. 1 have been employed in the soperintendance of 7 Railways, amongst Do. Clarence Rail. others the Clarence Railway, having been called in to revise the Plan, I also assisted in the procuring of their 2d Act: and I then laid out the mode of executing the works: thev subsequently got into difficulties, and called me in a second time.— ^ 1 have been He maHe the Cal. . _ _ _ of the Gradients of engaged upon the Gradients of the Competing Lines with Mr. Rastrick during the last comp. Lines wi. Mr. 5 or 6 weeks, and prepared the Table given in by him from oar calculations; I also '*."'!'"^ "• ^d ^o^^ ^ perfectly agree with the several statements, having gone minutely into and proved them to be correct. 1 have been over the London and Sonthamptou Line and inspected the works nearly as fa ras Basing. The extent to which Locomotives can be Obs. npon the use used upon Embankments depends upon circumstances, as the nature of the soil and whether it takes long in subsiding, which regulates the laying down of the rails and sleepers; London Clay requires some time, but Sand and Gravel, of which there is a preponderance upon the Southampton Line, consolidates almost immediately. Sand is likewise the most favorable material to team : (a large waggon will hold about Sand is the most far. 3 cubic yards of Sand, but not above 2 of Clay if it is very strong:) I should think 900 yds. of it mav about 900 yards of it might be teamed in a day of 10 hours; 250 is about the average of be Teamed in Iday. positive working days in the year, but as we are able to work double shifts during a '-, vjt^ff Clav bat considerable number, the fair average number amounts to about 300. 1 think 3 of Sand. wooden Sleepers mav be advantageously employed daring the formation of a Railway, -^ ^?'^'''„!'"* '/* '^ • o .» r . o . the vr.but 3(K)ar. d. but I do not approve of them for a permaneot support, if stone can be obtained at any jj^^q. Blocks and reasonable rate. — The cost of Earthwork varies according to the country and situation. Sleepers. 1 prefer Letting: the works in large Contracts if I can get respectable people to '^ ° " o r r r Comparison undertake them, as a large Capitalist has great advantages over petty Contractors, and between consequently can execute them more economically, but if a Company could find a *'^|f nt'nicts'" trustworthy Contractor, and were to supply him with Capital, they would be enabled to make the same saving. — I executed many years back some works of small amount by Remar. upon same, the system of small Contracts, and by bestowing great attention they did not amount to ' any more than they would have cost a Contractor, whereby I saved his per centage, but it is difficult to find Overlookers sufficiently competent and trustworthy: small light works are also much easier let by this system than works containing large cuttings. My Contracts state generally that the Contractor shall be paid " such sums on Terms of his account as may be doe, reserving a certain per centage," but I frequently exceed the proper balance when I see a Contractor exert himself, especially if he is a man of small Capital. When I lodge a Section I generally consider myself bound to within It is custom, to alter -„„ ,..,... ",11- -.1 •' xi • J-. -r a Section within the 100 yards of it, and it is quite customary to remove the line within this ditsance, it any jqq ydj^ Deviation. advantagecan be gained by the same. 1 consider it much better for a Railway to He ohjecu to Level cross Public Roads " by Bridges," in preference to " Crossings upon a Le%el," in order ^f""'"?'' to prevent the possibility of accidents, and to avoid the expence of Gate-keepers. £ B 210 Ex. Mr. FRANCIS GILES, C.E. Hp was Alt in 1803 -^ ^"^ Articled to my Brother for 6 years in 1803, at the age of 16, and I afterwards Mr. Rennie ranked became his partner, we were much employed by the late Mr. Renuie, who ranked first first in the Profess, jn his profession, (next to whom was Mr. Telford,) havingr the advantage of his advice Mr. Telford next. , '. ' . , . „. , . , . , , °,- and assistance ; we were not in his ofnce, but entirely independent of hiin, and our business was the planning- and surveying of Public \¥orks of all descriptions, but we did not execute any of great extent until alter the decease of Mr. Rennie in 1821. His Experience. ^ have been employed by the Navy Board, the Admiralty, the Trinity House, the The Boards who Corporations of London, Liverpool, Dublin, Newcastle, and Bristol ; I have executed have employed him. 4 Canals, the Joal in Bedfordshire, the Sankey Navigation near Liverpool, the recou- constructed. struction of the Basingstoke Canal, and the Lea Union near London;! have surveyed Do. Surveyed. many, as the London and Portsmouth, the Military Canal, Romney Marsh, Lock Erne in Perth, the Birmingham, the Weald in Kent, the Cambridge, the Bedford, the Stockton and Darlington, (which was proposed before the railway,) the Portsmouth and Arundel, Do. Harbours. the Aire and Calder, the Berks, the Hants, and the Grand Trunk ; I have also surveyed many Harbours, as the Rye, the Dover, the Margate, the Boston, the Ramsgate, the Port Do. Ports, &c. Patrick, Ports in the Irish Channel, the River Thames, the BIythe, the Tvne, Shields, the Pembroke, the Dublin Bay, the Wexford, the River Mersey, and the Port of Liver- Do. Piivers. pool, the Preston and Chester, the Sunderland, the new Quay in Cardigan Bay, the River Conway, and the River Medway. I executed the Harbour at Courtown, and renewed Do. Biidffes. the Harbour at Bradford ; I have surveyed all the new Bridges in London, and many other smaller works ; I executed the Hayward Bridge in Dorsetshire for the County, The Eden Bridge is the Warwick in Cumberland, the Eden, which is 100 feet high, and I believe the the highest in the | j ij^gj bridge in the kingdom, the Corbey and Beck Bridge, and the Gelt, the three last Kingd. being 100 It. 00 o > j o ' bridges being upon the Newcastle and Carlisle Railway, and of great magnitude. Do. Turn. Roads. I have also had occasion to cut down hills in order to improve Turnpike Roads; and [ Do. Waterworks, have erected several Water Works, Drainages, as Romney Marsh, and Water Beach Fen Do. Drainages. which is below Cambridge, and Sea Embankments, as the old Roman Wall at Dun- Do. SeaWalls,&c. church, and Freestone in Lincolnshire, and Wallasea on the Dee; and I have always been in the constant pursuit of my profession. Many of the above works were surveyed for Mr. Rennie, who was responsible for their accuracy; but they were all signed by my name, and I also considered myself responsible (in my department) to the He was employed to several Boards. 1 was employed in 1830 by a Committee of Gentlemen to make make Surviys for gy^vevs for the Southampton Railway, and 1 was formally appointed their Engineer at a the Southainpt. in •' ' •' ' .> i r o 1833. meeting at Winchester in 1831, at which Sir Thomas Baring presided ; 1 deposited the His reas. for aband. Plans that year, and I resurveyed it in 1833. My original instructions were, to the Northern Line. ^^^ jj. ^ y^^^^ ^^^,j ^^ advantageously laid down on the North side of the Thames, but Difficulties of the I considered it itnpracticable, on account of the difficulty of obtaining the consent of the same. owners of property in that direction. (I surveyed a plan for the extension of the Memo. Exten. Kennet and Avon Canal to London, " which was to join the Thames at Isleworlh, and the Kennet and Avon, grand Junction Canal at CowUy, and although it did not approach near London, yet the objections of lauded Proprietors were so great that it was abandoned, although the Plans 211 were deposited. — A plan was also agitated for bringing the waters of the Coins to Memo. Exten. London, which passed through Lady Berkeley's park in embankment, by whom I was consulted regarding the possibility of its removing, and the Opposition to the Bill in the Committee of the House of Commons was immense; I therefore thought it quite impracticable to carry any public works through Middlesex,) which I represented to (he Committee, but they repeatedly urged it, and I as frequently objected and finally declined, from a conviction that I should have led the Company into difficulties. I made the Estimate, and gave Evidence upon the Bill as their Engineer when it was Heconsl.his Estim. before Parliament, and I believe the Works, " quasi works," (or such as come under of the South, sulfic. calculable matter,) will not exceed my amount ; we have purchased 30 miles of the Land Cheap, of the Land. at £36,000. (which includes Compensation to several owners for dispensing with occupation Bridges,) which is very near my estimate; 8 or 9 miles of the Hue is Common 8 or 9 Mi. purchas. land, for which we have paid double its value, or £ 10. per acre, one-half to the Lord of the Manor, and the other half to the Commoners. The Act of Parliament TheAct allows 7yrs. allows 7 years for the execution of the works, but I have no doubt we shall do it in '° ''^'"^- the \V oiks. 3 years from the time of commencing the heavy work, or about the present time. We Cause of the Delay Lave been much delayed by the British Iron Company failing to deliver the Rails according to their contract, owing to a strike among the Colliers, as detailed by Colonel George Henderson in his evidence: Our Deed not having been signed until January was also another obstacle, as many of the Land Owners objected to sell until they had legal authority, but 1 am not aware of any Railway that has progressed more quickly, with the exception of the Liverpool and Manchester. 1 have passed several Works effected, the Residences on the Wandsworth Road without interfering with them, although it was possibility of which o " were denied lastyr. stated that I could not in the Evidence of the Opposition to the Bill ; I am also effecting a passage under the Wandsworth Road, the possibility of which was also denied. We do not cross any Public Road upon a Level, except one in connection with our Southamp. does not Depot, which the Locomotives will not cross, nor any Occupation Roads, except one ^p^o^n a' Level upon Lord Calthorpe's Property, (I passed several roads upon a level last year). I allow 14 feet Headway under all arches over the Railway, and 16 feet Headway over ]4 ft. Headway for Turnpike roads: I have allowed 18 feet under the bridge over the Ditton and Leatherhead Hail.&16forT.Kd. road to oblige the Trustees. The Acclivity for Turnpike Roads is fixed at I in 30, Accli. forT. Roads and Parish Roads at 1 in 13, which is insufficient, we shall make them 1 in 20. '^'^ p" ^j^' j j^^ 20'. We have sunk 6 Shafts to ascertain the nature of the Soil, the first at Sir Richard Frederick's Park has confirmed the Boring as far as the depth of Gravel went, but it was found to exceed the Boring by 4 feet in Clay. (The Borers stated last year that Description when they got through 20 feet of Gravel they found Stone, and could not get any further, of the fact was, that some stones had fallen into the hole and stopped their augur, which ti,e soil deceived them.) The second Shaft is by the palings of Oatland Park, and is in 16 feet ^^ ti,g of Gravel and 11 feet of Sand, which no doubt continues as far as we go, or 27 feet, the ^evera) Shafts. Gravel is of the description required for ballasting, and the Sand is good and easily cut through, and I think it will settle down a!:;ain very well, (but it did not stand perpendi- cular in the shaft,) some water was found at 16 feet below the gravel, which I pumped out in order to protect the men. The next Shaft is in Sand, and some Blue Silt was found bordering upon Clay at about the bottom of our cutting, a patch of it was also found Deviations 212 between our borings. There is nothing peculiar in the other Shafts, as they are all in Sand, from which I conclude that we shall get rid of the Clay before we reach Oalland Favorable nature of palings, which are about J of a mile froin the line; the above Soils are the best for •'"^ ^'"'" getting, moving, and placing, also for settling down upon enbankment. We com- Metliod used in menced our Work with light rails and waggons, not being able to procure heavier ; I was conmiencing tlie ^^^ g^.^^ fearful of making: the wagraons too large, but they are now sufficiently large to Southampton Line. f- ■ .t r. i j j /,i • i . r u- j • \ Cub Yd weighs carry 3 or 4 yards, to which they are often loaded, (the weight ot a cubic yard varies froniljijy to UTons from IrV to U Tons, which my present Rails are quite able to crary, as our Engine Descripti. and Cost weighs 8 tons. I consider it is desirable to keep the Waggons low, as it assists the ot the Waggons. f5iiii,g^ the bodies of mine are placed upon a bed, without any intermediate fabric as Comparison of same those upon the London and Birmingham, (by which a constant leverage is kept up in ""tl L andlf"" running along the rails), they are also much higher than mine, but do not appear to hold more than 2 cubic yards; mine cost about £16. each, and are made of the best materials, they take 2cwt. 3qrs. 9 lbs. of Iron, which amounts to £5. independent of the wheels and axles, we have some lined with Iron, which were the contrivance of a Contractor. Description of the 1 '^^^^ raised the Level at the Battersea Road about 6 inches, but I have sunk it 2 feetat the Station, and start from Trinity High Water Mark, (the heighth of the wharf from which I started last year is 2 feet above it); instead of being 1 in 528 up made in j^ ti,g Wandsworth Road, it is now 1 in 500 until it arrives at Wimbledon, at 50 feet tlie Gradients upon above Trinity High Water Mark : passing through Kingston Hill at this level, I then sink to 45 feet across the Mole Valley, and again resume the 5 feet : the embankment in tlie Soutliampton. , . , . , i .^ r i • i i •. x i ■ ■ • the valley was made 25 feet high, in order to admit ol a bridge under it ; 1 have altered it to 20 feet, by which it will be less prejudicial to the country: I was enabled to reduce the height by introducing iron beams at the bridges instead of arches. The Gradients I delivered last year represented certain lengths, at a general inclination of 1 in 330, which are now divided into 3 steps, in order to give a relief to the engine, which is the Tlie 1st Mile is same thing, as I have the same total height. — The first Mile from the Depot is all nn.ler Trinity High ^ Trinity High Water Mark, but I have the means of lowering the road down to iV ater .Maik. .. o ^ the present drainage level, the top of which is 10 feet below Trinity High Water Mark, (the tide being prevented passing up into the sewer): my original section was below it, Hci"bt which I have now increased by 2 feet more. — New Street is about ^ a mile from the 1 tl " B Mo-eat *^ep6t, and has a clear height of 11 feet between the railway and the ground; if I lower it 5 feet below Trinity High Water Mark, it will give me 14 feet head-way, (as II +5 — 2=14 feet clear) and I can sink it 8 feet if I please. — There is only one occu- pation road between the latter and the depot, where there is 6 feet between the rails and the ground, and 9 feet to the bottom of the marsh, but I have made an arrangement by which it is to be confined to a cattle arch. The Mole Embankment passes 11 feet above the tide valley, which agrees with the gradient I gave in the Commons ENpli.nation of the I Stated in my evidence of last year that the line was the best and cheapest that could Deviations. j^^ obtained, by which I referred generally, i. e. within the 100 yards, which I have not exceeded, (I contemplated some of the improvements at the time, and menliuned them): Latitude al.va. alio. I consider that I have a right to make any alterations, provided they are not prejudicial to in Public Works. the public; Latitude is always allowed in Public Works. We are at work at 12 places on the line, which comprehends all the heavy and some of the smaller parts, which were New Street. 213 commenced on account of their connection with other parts, and as we obtained early possession of the land.- 1 have reduced the Cutting at Wandsworth about Reductions made in £180.000. out of £700,000., and I have got lower down Kiugston Hill, and reduced it theWrks. atWaml!. , . . ^ ^ , TT-M , • . X ■ , Do. Kingston Hill. £250,000., but my greatest reduction is at St. Cieorge s Hill, which I have reduced from p Cf Gjo,. fjiu a depth of 116 to 80 feet, viz. 20 by raising the level, and 16 by passing lower down 116 ft. to80 ft. being the bill. 1 have also raised the Embankment over the Wey, to suit the improved level, . '.,'., •'; ' ' Acct. ot the Altera. and instead of throwing the soil to spoil I shall now employ it to form this embankment, (the spoil banks of last year amounted to 1,750,000 cubic yards, which is about the amount of my present saving). — St. George's Hill last year amounted to 3,725,000 Original quantity uf cubic yards, 800,000 of which were required for ballasting. The quantities are now * ' 684,000 for the jNIole, (it is ridiculous to suppose 1,500,000 are required for the Mole) Reduced quantity 760,000 for the Wey, and 370,000 as a reserve for gravel, which is sufficient for 37 miles, at 10,000 per mile; therefore, the time occupied in executing the work will be Frimley will now •Jill 1 ^.1 ..■ . n • I -11 1 /. . occupvalongertitne considerably lessened, (the cutting at rnniley will now occupy a longer space of time toex. than St.G. Hill to execute than St. George's Hill). — The length of the Lead at St. George's Hill is Aver. Lead of Do. nearlv 3 miles, and at the Wey 1|, therefore the average is nearly 2| miles. — I am * ' **' negotiating with some land-owners with the view of making further reductions in this work, which is partly my reason for nut commencing the Western side. — St. George's Description of the Hill is in clay, (silty clay) as I expected, but we have at present only cut into the crest: Wmkii)l'^S^t'''(Teo'i' we first came to gravel, then sand, which is most valuable for brick making ; as we do not Hill. require all of it for that purpose, we therefore throw part to embankment, for which it is excellent, but I do not throw the gravel to embankment. The portion which is finished stands very well. I am working it with Inclines, at merely sufficient inclination to run It is workerl hy the waggons down with safety, and I do not intend using any ropes : the side roads HoueT^c" "'" enable us to make the cuttings more extensive, and employ more men. — There is a ,„ , , „, , . " ' 1 .7 Works at Woking Hill at Woking of some extent, but trifling compared with the other at St. George's Hill. Hill, which I am prepared to work with heavier rails and full strength. The soil Do. at Frimley. at Frimley is sand and loam ; I also apprehend there is a vein of clay, which I am prepared for. There is an embankment atElvetham of considerable extent, which is in sand, and stands well, and we have a bridge built there. It is also in sand at Do. at .Shaphy. Shapley, which joins the latter, and I expect to find clay in the Hill, for which I am prepared. Hook Hill is in gravel and clay; there is about 1,000,000 cubic yards Do. at Hook Hill. of the latter on the top of it, and there is but one more considerable work upon this side of Basing. If I should not find sufficient ballasting at Hook Hill, plenty may be had from St. George's Hill, as I have reserved 370,000 cubic yards, which will not be reipiired there, and I do not know how much more may be got out of the sides. I have let all the Earth-work between Loudon and Basing in 4 Contracts, and I Work bet. Lon. and do not let it in small Contracts, (as stated in the evidence of the Opposition) as the "»sing letinJ Con. whole of the earth-work and bridges from the River Wey to Basing are in 1 contract. Work insmallCuiu upon which there are 5,000,000 cubic yards, and taken at 6f/. would amount to One of bis Conn,. rts £125,010., (the whole contract amounts to £ 170,000. or £ 180,000.) We do not or'l" iso 00(7"''^""' require any Sureties from Contractors, and there is sufficient evidence upon the London He does not require and Birmingham to shew its inefficiency, as it is well known that the party who look '^"''•-■•"^^• the fiist contract from London failed, and left the Company £ 10,000. in debt : I believe In theVaud H."'* 214 tlie latter have claimed the forfeiture in one case of failure, but the amount of same is very trifling compared with the contract, and I should be very sorry to take any thing from a Contractor if he had acted honestly and done his best. 1 am bound to say the Directors have placed full confidence in me, and done me justice, and I believe my Description of the men will do the work, at the prices which they have agreed upon. We have some Engine Houses on jj^gjjjg Houses and Shops erecting upon our Line for temporary purposes, which are built in the cheapest manner, being made of the tops of the fir purchased for the sleepers, walled and plastered with clay and lime whitened, also floored and covered Works of the above with common pantiles, which is the best sort of covering: large buildings for these iorbfEx ensit'e'^ purposes are any thing but profitable to a Company.— Mr. Baiobridge has also built some Cottages on his land, which we have rented. 1 have heard the evidence He is still of opinion which has been given upon the Cost of Earth-work, and I am still of opinion that so the Works will be ^ ^ costing- Is. it can be done for half that amount, exclusive of Rails and execu.forOa. exclu. •"'■>"■• o of Rails & Sleepers. Sleepers : I did not originally contemplate supplying the Contractors with sleepers, but having reflected that the stability of the rails and excellency of the road depended upon them, and as I had also found a cheap way of obtaining the same, I considered it would be economical to do so : I presume the first sleepers will be sacrificed in the execution of the works, but the expense of them will not exceed £150. a mile. — He uses the Perma. A saving is made by using the large Permanent Rails in the formation of railway. Rails in the Works, jjjgjgjjjj ^f jjaving temporary rails; the former have merely to be ordered somewhat Remarks on same, earlier, and if some should become bent, they only require hammering straight again. — I include the temporary rails in my estimate, as far as we have used them, also all waggons, tools, inclines, ropes, oil, locomotive power, wear and tear, &c, : I Heestim.theLoco. made the Expense of my Locomotive £2. 2s., instead of £5. 5s. per day, as stated D\Uo' Mr ^R ^^te- ^y ^^- I^"bert Stephenson : I did not go into the details of the locomotive engines, phenson, £5, 5s. as my business is the applying and not the making of them : I took the cost from the best authorities, viz. from engines used in Lancashire, and Mr. Rastrick has fully confirmed it, which I was not aware of until a day or two before he gave his evidence. Observations upon Much depends upon the price of fuel, and we may be worse situated in this respect the use of Peat as ^^^^ ^^^ London and Birmingham ; but I am cutting through some Peat of the finest quality, which I find was used in the Smelting Works at Durham ; I have also tried it at the smith's forge, when it produced a fine flame, which is the source of heat, (perhaps Peat destroys the it may injare the fire box by producing too much sulphur, although it has not been Coke!^'"' """*'*''"' proved): I have therefore no doubt peat will supply us with fuel, allowing for a little extra expense in repairing the coal box, although I have allowed quite sufficient for Hehas increased the fuel without having recourse to it. 1 have been obliged to increase the Price of fv^rinthTcomms! Earth-work since I gave Evidence in the House of Commons, although not from But has reduced the absolute compulsion; but I have reduced the quantity of work in a much greater ratio. Works in a greater j ^^ j proceed I shall find greater facilities, and the men will understand their work ratio. "^ ° L 1 -11 better : the Harvest no doubt has tended to increase the rate of wages, but they will Account fall as soon as it is over.— I shall carry the work through at a fraction above Gd. at the of same. London end, and less than that price at the other end, making about Qd. from end to He pays 5rf. for Ex. end: I am not paying above 5d. for excavating, except in one case, which is at exc.onecaseof5^rf. jiinggton, where 1 pay 5|rf, the upper part of this hill being stiff clay, but the lower 215 part is milder. — Tbe Company provide all materials and waggons to start the Con- The Compy. retain tractors, also planks and barrows if required, for which Id. per cubic yard, or 20 per " ^^" *"'' °' '''* cent., is reserved from their payments; we also find Mr. Tredwell and the person at this end with horses, although the former is a man of some capital ; they lay their road and keep it in repair. The materials and tools, also horses, locomotives, waggons, &c.. Account become the property of the Contractor at the conclusion of the works, upon his of same, redeeming them, (no extra charge is made for interest, but they have the several materials at prime cost) otherwise they remain the property of the Company ; perhaps it will take Mr. Tredwell 2 years to redeem his materials. Our Rails are being supplied by the British Iron Company; the Specification describes them to be ham- Description mered and rolled, but I cannot say whether they are so manufactured ; there is very of little difference between one and the other : those which have been delivered bear '^'^ Manufacture of chipping and cutting very well, which is a proof of the good quality of the iron, which is made from pure mine and not cinder mixture; after the first blasting it is received as ^j^^ Soutliamnton puddled iron, and it is then hammered or should be hammered into bars ; it then goes through another process of smelting and refining, after which it goes into a state of rolling, which is repeated before it comes to its final size. 1 intended them to be „ • 7 ^-V . ,i °' r Kails, 5/ lbs. to tlie 50 lbs. to the yard, but they are 57, some are nearly 60 lbs. (I am not aware of their Yard. being used heavier upon any railway): they are Parallel Rails, which I prefer to the Comparison of same Fish-bellied, as they afford greater facilities of fixing the chair, you are not confined ^" ' ' '" i!>i-'p '• to one particular spot, as in the case of the former. The Rails of the Liverpool and L. and M. 35 lbs. Manchester were 35 and 36 lbs. only, and upon the Newcastle and Carlisle 42 lbs. We N. and C. 42 lbs. shall adopt the use of Sleepers, which are better upon embankments than stone, on account of their weight causing them to sink ; (they are also a considerable expense at Remar.on Sleepers. first, on account of the carriage,) particularly as our line passes through a country possessing very little of the latter, but plenty of the former : I prefer Larch, and shall use all I can get, but it is a very scarce wood ; the remainder will be of Scotch Fir, He intends iimhc prepared with Kyan's liquid, in which I place great confidence : 1 have used Scotch Fir sleepers upon the Newcastle and Carlisle Railway; (I also know places where it has been used as fencing) ; I consider they will last from 5 to 7 years, when stone blocks He considers tlicy may be substituted, if considered more desirable, which will last until they are broken : it depends npon circumstances how long they will remain level, but wet weather aliects Comparison betwn. them considerably; they sometimes require re-setting the week after they have been °'^ ^ etpers. laid. Both stone and wood cause dislodgements of the rail, but they do not require levelling as soon upon a sand embankment as upon one of clay. »350 cubic 350 eu. yds. Team. yards have been teamed at St. George's Mill upon an average every day during the P^' "^ ' ' ""' lasts weeks. It will not be necessary under the present reduced height of embank- Description of same ment to team from more than 1 bead, but I shall have 2 at Shapley Heath, where Do. SImpley Heath. the embankment is 40 feet high, and contains from 800,000 to 1,000,000 cubic yards, 30,000 of which are done, alihuugh Mr. Locke in his evidence stated it at 2 or 3,000, but it has not been touched since he was there, and the work is open to any person to measure and see who is right. — I calculate that tlii-ir present average is from !) to 1200 ooOto 1200per Day per day, I certainly have no doubt about tiicir having teamed 1100 cubic yards per day, as "e ^ i'ai"'^d at same. there are about 280 waggons teamed daily, each of which contain about 3^ cubic yards. Work Dblu. Shifts. 216 He considers Col. Henderson's Calcu. correct, and that the Wk. will not ex, 4d. IV ear of Ropes. The Contract of the above is 5d. includ. Contingencies. Mr.Giles com.ofthe Agents of the G.W. The Men at the above Works have struck, in consequ. of Mr. G.'s evidence. each shift working 7 hours, (they used to work 8,) I therefore consider that Colonel Henderson's calculation of the cost of the works is quite correct, although it may not always average the amount he stated, but there are more men now upon the works than when he was there, therefore I consider it will not cost above 4e/., including filling, team- ing, and the draught by horses, also ropes, waggons, keeping the roads up, &c. — Our Ropes frequently break, we have had 3 new sets of Ropes at Shapley, the first is gone to Newnham, and the second was very bad, and lasted only one month. — I allow the Contractor 5d, per cubic yard, which he has not overdrawn: he has to take into consi- deration every Contingency, thus, the men are sometimes stopped while the rails are being relaid. — There have been some persons from the Great Western Railway spying upon oar works, and I have to complain of their having made mischief among my men, saying that they were not paid sufficient and the like*: and in consequence of the information I gave in my evidence of yesterday, the men working in the double shifts struck, although they were getting 2s. 2d. per day, but they were willing to work in single shifts. I have drawn out a Statement shewing the Basis upon which all the Earthwork upon this line is to be carried on, which is conformable to the system I adopted upon the Newcastle Railway, and it may serve as a foundation upon which to calculate all Earthwork, as follows: — Mr. Giles's Earth Work. 1 Waggon carrying 3 Yards, 7 Journeys per Day of 11 Mile each, 101 Miles out and back, will give 21 Yards a Day for 250 Days, or 5,250 Yards ; but say 5,000 Yards per Year for each Waggon, which, at !y Public Advertis. t^ ^ parties appeared to understand the nature of the work, I suggested that the Com- pany should try them, and that a trifling advance sboald be made, perhaps {d. -We are enabled to execute the works cheaper than Contractors, on account of our large LargeContr. seldom capital. I do not think 10 per cent, too great a profit for a Contractor if he has to lay iindert. for less than i«-.-t,,? i- ii /-. ii 15 per Cent. Profit, out much Capital ; 15 per cent, is reasonable, and large Contractors seldom undertake His Men satisfied it at less, and generally more; but my men are in totally different circumslances, thev will wet lOn c ^^^ profess themselves satisfied with 5, but I think they will clear 10 per cent, and they have no other risk than that of losing their profit, which is quite suffi- cient stimulant, (they would be glad of 3 upon a contract of £100,000.) He is joint Engineer 1 am joint Engineer with Mr. Brunton for the Basing and Bath Line, and 1 M-^Br n*t"° ^^^ made a survey from London to Bath, and examined the intermediate country last year : It is 2 Miles shorter the distance is 2 miles shorter by the Basing than by the Great Western; 43^ miles of that the Or. vv. jj,g former pass along the Southampton Railway, and is already in a forward state, Accou oftheRoute it will form a very good junction with the Bath line at Basing, which passes through Shirbourne Banghurst to King's Clear, then over Cookham Hill into the Valley of the Passes nr. Newbury Kennet, opposite Newbury, up to which place it may be called back country, and is very favorable : it passes over the top of Greenham Hill (Sandleford) through the common in front of the park, thence through the Village of Enborue, and at the back of Hampstead; we interfere with some of Lord Craven's lands, but nut with the park; thence we descend into the Valley of the Kennet above the right bank; from Near Hungerford. thence we go the South side at Kimpbury, and to the South of Hungerford, which is in the valley; we then pass on to Shalbourne, thence to Burbidge, passing within Ii miles Near Savernake of Savernake Forest, Lord Aylesbury's property, who resides in the middle of it, (I ^'°''^*'' shall be happy to remove the line i a mile further off if it will satisfy his Lordship, or Proposed Deviation we could pass still more Southerly through Burbidge, which I have had surveyed, and bury°s Property.^'" proceeding from near Worting on to Laverstock to Amesbury, and so on to Ludgers- hall, thence down to Market Lavington, when it would again unite with the original line Mr. G. prefers the near Trowbridge, but I prefer the line I have laid down, although there is not much rigina ine. difference: the steepest inclination upon this Deviation would be 1 in 200, and it would make the distance 2 miles shorter); thence I proceed on to the North side of Pusey, crossing the river or rivulets which are the contributory streams to the Hind at Pusey, It pass. nr. Devizes, passing below Devizes nearly 3 miles south of it, near a hill called Lydmay ; thence it passes into the Valley of the Avon to Weston, from thence at the South of Bulkinton to the North of Steeple Ashton and Trowbridge ; it then goes into the Valley of the Kennet at Bradford, within | of a mile of the town, thence down the valley, crossing the river and Avon Cliff; it then keeps the North side of the Kennet, and re-crosses at the Tunnel through Dundas Aqueduct ; we then pass under Claverton Hill by a Tunnel ; we could curve Claverton Hill. ^^^^j ^^^^ j^.jj .j. ^j^^^^ ^^^^ ^^^ necessity for it, but I see no physical difficulty in the tunnel, except the extreme height, which would also affect the ventilation more than Description of the usual. We then pass on to the Dep6t at Bath, which is 70 feet above the level of fo^'ft^TboVe the ^^^ "^®'"' ^"'^ °^ ''"'^ '°'^'*' ^'^'"^ ' ^^^® Western end will come exactly opposite the old River. 221 bridge, with which we intend having a Passenger commnnication by steps, as at Passeng.Approaclu Manchester: the Carriages will get up by an inclined plane, which for about 100 yards will be 1 in 9; I cannot say it will be very easy for them, but it is quite practicable; Carriage ditto, there is a road already (the Whitcombe Road) part of which 1 intend retaining; great weights frequently pass up and down it: the communication for goods will beat the Goods ditto. East end. — I could descend to the Level of Mr. Brunei's Depot, but I object to He could descend to crossing the river at that part if I could possibly avoid it, as it is low : I keep clear of '^' "^""^ s Level. the river and of the neighbourhood of the visitors, as there are merely a few stationary Remarks on same. residences of Whitcombe. — The Line could not affect Prior Park, as we pass at a Property intercep. considerable distance from the New Lodge, although we are not far from the Old *'y ">« Bas. & Bath. Lodge (which is not used) and the Lake, but we should not touch the Terrace or Park. We have an Embankment about | of a mile long near Lord Craven's, (who Description dissents) part of which is 60 feet high, and part 22 or 23, but the greater part is 40 ; ^f we have another within a J of a mile of his Lordship's Park, -j a mile long, which is ^^^ Heaw Worl 37 feet in the highest part ; also an embankment near Trowbridge, which (with the . , ° "^ o \ upon trie latter. exception of a small portion in the middle) is 36 or 37 feet in the highest part; the length is about 7 miles, being similar to that West of Grittenham Wood on the Great Western ; it contains 2,435,000 cubic yards, and will be in clay with slopes 2 to 1, and some portion of the lead will be 6 miles long. The total amount of Excavation Total Exc upon the upon the Basing line is 10,338,000. 1 delivered Lists of the Gradients to lias-l".3^8.*J00c.y. Dr. Lardner, Mr. Rastrick, and Mr. Leather, and they suggested to me the adoption Dr. Lardner, Mr. of an Inclination of 1 in 250 upon the Plane 7 miles long, instead of 1 in 202, and I R^^stnck and Mr. ■^ °' Leather alt. the Pla. have agreed to the same, and consider my estimate will cover any extra expenses, 1 in 202 to 1 in 250. although the work is of considerable magnitude. 1 have made a Calculation of Mr.G.'sCalculat.of the Power requisite to overcome the resistance on both lines, as follows: on the Basing ' ^ ower required: line, from London to Bath the resistance will be 89,641 lbs., from Bath to London q \y_ 90,327 ' 81,163 lbs. ; on the Great Western, from London to Bath the resistance will be Basing »i),64 I 90,327 lbs., and from Bath to London 87.897 lbs. ; therefore, from London to Bath it is Balance 686 lbs. 686 lbs. and from Bath to London 6,734 in favor of the Basins line. There are „ , , , ' ° liath to London, also 2 planes on the Great Western which require assistant power in ascending, and a G. W. 87,»97 powerful check in descending, viz. the Euston Square and the Box Plane : (100 is about ^^'"^ ' the average number of Passengers in 1 train, and the danger attending these planes is .^'l'^"'^* /l^'^i^.l'"' ° ° o o » in favor of the latter, connected with the whole of them at once,) but there are none upon the Basing line: the descent of 1 in 86 to the Depot at Euston Square is very objectionable, but it would Fur.Obs. upon same have been less had the plane been upon an ascent. The flatter the levels can be Memo. Gradients. got upon a railway the better. The Stockton and Darlington Railway, also the Seaham and the Clarence, are Colliery Railways, and are not used with a view of going 20 miles an hour, although they carry passengers; the Newcastle and Carlisle Railway is fitted for passengers as well as goods. Our Line would be very convenient lor the Observations on the transport of Passengers, Cattle, and Provisions from Ireland to Southampton, and there !"""^-"P'"' •''e'att" _ . . ' in reter. to Ireland. is a considerable quantity of Irish Provisions remitted for the use and consumption of the Naval Arsenal at Gosport; a communication may be made from Southampton to LinefromS th the latter; I have not examined the country minutely, but I have gone over it, and to Gosport Communic. between Soutliampt. & Paris. Observations upon a Bruncli from the Basing to Reading. Advant. of a Line from Gloucester by Clieltenham, Oxfd. and Tring. Gradients the same. 322 -Packets also sail weekly from Southampton to Havre, from iiave bad it levelled.- whence there is a direct road to Paris ; a railway has also been agitated : this line would also form a communication between Vauxhall Bridge, London, and Redcliff Wharf, Bristol, which is very desirable. -The line might likewise include Reading, by being carried round from Frimley down the Blackwater Valley, which I have examined : Frimley is 30 miles from London, and from thence to Reading would make 47, being 9 miles longer than upon the Great Western, making a difference in the journey of about 26 minutes. It would pass through most excellent country, and would afford the means of reaching the Thames direct, avoiding Eton College; and the section would be tolerably easy, the steepest gradient being 1 in 330, with not above 1| miles of tunneling, which would be in 6 tunnels : it would also avoid the crossing of the Thames at Maidenhead, the valley of which is one of the richest in England, and the tunneling under Mr. Palmer's and Mr. Wood's property, also the Euston Square plane. — — A Line may be taken to Gloucester through Cheltenham and Oxford to Tring (I called upon Mr. Creed respecting it, and understood from him that the London and Birmingham intended making it), and the following is a List of the Gradients : List of Gradients on the Gloucester, Cheltenham, Oxford, and Tring Railway, ^11 Miles 34 Chains 1 in 431 8 — — 1 in 1,760 10 — — 1 in 6,600 3 — — Level. 3 — — 1 in 880 18 — — 1 in 528 Tring 3 — — 1 in 311 3 — 23 — 1 in 250 1 — 37 — Summit Level 9 — 20 1 in 176 3 — 60 — 1 in 320 5 — 20 1 in 283 L 2 — 1 in 528 Gloucester Depot . — 81 — 34 — Observations The latter part can be easily effected, and the line between Oxford and Cheltenham would pass along the Valley of the Winrush, which, although rather narrow, contains sufficient space; there is a slight inclination previous to arriving at the summit, and we should have some difficulty in passing Hailes' Hill, although there is a gap in it, yet we should require both cutting and tunneling to a great extent; thence to Cheltenham would be easy : we should require an extra or side cutting after passing the valley, as Planes upon same, there would not be suliicient excavation: we should have 1 in 176 for 9 miles, with a The above Line may tunnel 2 miles long upon the same, and another Plane of 3| miles 1 in 250. — I have no and Coventry. doubt the Line from Gloucester and Cheltenham can be carried on by Winchcombe (which is 14 miles from Gloucester) to Birmingham and Coventry, and I am satisfied it will be done eventually; therefore, although the communication between Loudon and Cheltenham is rather circuitous, it would compensate by affording part of a communi- 223; cation to Birmiugbam, and it is also the best for all trade directly Northward of Gloucester, but not Southward ; rVths of the traffic from Gloucester is from the North -j-^gths of the Traffic and Nortb-east.—This Line might also be carried on from Tring to Cambridge and [j:°JJJ the N*"&'n.E. Lynn ; I know the country well, having surveyed it 25 years back : Oxford is a nucleus -pjjjj sameLinemay at which many roads concentrate, and Cheltenham is another, and all the traffic from South *l*o '^^ '^^'■- °° (™"' ■' II- Tring to Cambridge Wales and Worcester, and the North-west from Tewkesbury, passes through it. A Line from Swindon to Gloucester by Stroud would have to pass down the narrow Remarks on the and much occupied Valley of Stroud, which is completely intersected by mill streams, j-J^q'^j^^j^^'q ^y""' roads, factories, canals, houses, &c. ; there is no passage whatever left for a railway Difficulty of same. without removing some of the present works. — I presume the commencement from the Great Western up to Cricklade would be easy, but there must be a tunnel through Sapperton Hill, If miles long, at an inclination of I in 176, (which I assume fe the Sapperton Tunnel general inclination of the Stroud Valley) which will run for that 9 miles; but this part °j i m 176 which of the country is not shewn on Mr. Brunei's Plan, neither is the Section sufficient to conti. for 9 Miles. judge of the merits of the line, as the country between Stroud and Gloucester, or 20 miles out of the 38, is not expressed : the Branch to Cheltenham, at about 2 miles Disadvant. of the from Gloucester, would be inconvenient and circuitous ; it would also have a tendency to remove the traffic which at present passes through it, to Stroud : the Population of the 30011O Inhabitants former, which are of a travelling description, amounts to about 30,000 : but the inliabi- '" Cheltenham. •tauts of Stroud are of a manufacturing and stationary description, receiving their raw Comparlsn. between material from London, the principal part of which returns, but it is of a very light ^"'""^ istrou . description, and cannot be of sufficient amount to require a railway. I think that a railway would increase the traffic more between Cheltenham than between Stroud and London, but a Branch from our Line to Stroud could be made if considered necessary. — .■V person travelling from Clieltenhum to London by this line must first go to Gloucester, and again return on his road to Stroud, (making altogether ISmiles) when he will he further from London than when he started. 1 have made a Acct. of hisSurvev Survey of the Great Western, and I consider that it passes through a Country of the Grt. Western. possessing very little Trade. Bridges over the Thames are very expensive on Brido-es over the account of the great width of the River, and there should not be any more made Tlw'"** ^^ ^^'Y " •' objectionable. than is absolately necessary, as they must form additional impediments to the Flood Waters: the whole drainage of the River passes through the Valley of the Thames, which is already very much obstructed, and any increase would be a great public evil: The His objections crossing of the Thames at Maidenhead is therefore a serious objection, also the Kennet and Reading, the crossing over Pangbourne, and the crossing of the River Colne will also be objectionable, as the work must be considerable, consisting of several arches, which will narrow the flood way: the crossing of the Loddon is also objectionable: The embankment crossing the Valley of the Brent at Hanwell is objectionable, and the covered way through Sydney Gardens, being only 16 feet from the rails to the crown, although the distance is short. The Box Plane and Tunnel are exceedingly objec- Objections tionable, and ought not to be permitted, (nothing can justify them in a country in which to the they can be avoided,) I am sure they will prove dangerous to the public, which will Box Plane increase proportionate to the traffic; the smoke, gas and vapour will also be consider- able, on account of the number of Engines and their diminished speed. — This Mill to same. and Tunnel. 224 may be completely avoided, as there is a naturally low level from Chippenham down to the Vale of the Avon at Bradford, although it is rather circuitous. I examined this Valley at the time of the opposition of the Great Western to the Soutiiamplon Railway Bill Remarks on anil observing the line was circuitous I inspected Box Hill, and immediately perceived Box Hill. jIj^j ^ passage could not be made from the White Horse Valley to Bath without a Tunnel of such immense difficulty that I considered it impracticable, (the Box Tunnel had not then been mentioned,) I therefore concluded the Great Western must pass down the Valley of the Avon, upon which I am prepared to shew its excess of distance Comparison of the over ours.' —There is no direct communication by the Great Western from Bradford in refer to Bradforf ^°*^ Trowbridge to Bath, which are the principal commercial towns connected with it.— I and Trowbridge. therefore cannot understand how any Engineer can support a line from Bath through Box Hill and onwards, with a Branch to Bradford and another to Trowbridge, in preference to a line running along the level of the Canal from Chippenham to Bath, and passing Remarks upon the through Bradford and Trowbridge, I would not do it for any employment. 1 have Basing Line betwn. ^anv heavy works between Bath and Bradford, as the Valby of the Avon, which 1 Bradford and Bath. J J Des. of the 3 exten. propose passing by Viaducts, (I have 3 Viaducts on the line, one 640 feet long and 62 Viaducts upon the ^^ 53 fggt |jjg|,^ another 840 feet, and the other 640 feet, and from 50 to 60 feet high,) by which the floods will not be intercepted, and we have plenty of stone upon the spot; there was a short tunnel here originally, but having a great objection to them I omitted it, by which the distance is increased J of a mile; the ground on this side of the hill is of a slipping nature, but we can carry a line through it notwithstanding, as the Kennet and Avon Canal passes through it, (it is more likely to affect a Caual than a railway) : I The Claverton Tun. therefore do not see any difficulty in executing the line.— The Claverton, which is our only ^ ^''qM i''"?\'°"# Tunnel, is 1 mile U furlongs long, and 30 feet high, and is upon a level, (but if the line and jO reet high, ' zoo o ■ 1 z-i and upon a Level, is carried down to the Angle at Bath in order to intersect the Termination ot the Great Mem. regarding the Western, it would be 1 in 330, as Mr. Brunton's Bristol line crosses the road higher takinghislinetoMr. . . . ^ , . -. ,1 , • ■ . 01 /-^ 1 ■ 1 j » Brunei's Depots up), I stated in the Commons that it was to be executed without ahafts, wuicli do not assist the ventilation, however serviceable they may be in the formation. — The Ventila- tion of the Tunnel upon the Leicester and Swannington by Shafts is a complete failure, I sent my son to investigate it, and he was nearly smothered. (It is not a Passenger but Formation of the a Colliery Railway.) 1 shall use Shafts in the execution of the Tunnel upon the above Tunnel. Southampton, (which is 18 feet high and 22 feet wide,) as the depth is not objectionable, but I have not had experience in them except upon Canals, neither am 1 aware of any His objections Engineer that has had much experience upon the subject. There are 4 Tunnels ,, '°w* UDDU the Great Western between Bath and Bristol, which may certainly be shortened, (jreat Western 1 between the low position of the line in the valley of the Avon is also very objectionable; the Bristol and Bath. ^^^^^1^,^^^ j^^ ^f the line at Bristol is at Temple Meads, and the principal part of the Mr. Brunton's Line basin where the larger vessels come is at the other side of Bristol. 1 have seen between same. jyj^ Brunton's Plan between Bath and Bristol, (it was arranged that he should under- take the examination of this portion of the line, and I the remainder,) which has but 1 Tunnel upon it, which is for goods and at the termination at Redcliff Wharf, where Comparison of the there is plenty of room for 3 vessels to lie; and it affords immediate communica- Depdts at Bristol. ^.^^ ^j^^j^ sea-going vessels, but the upper part of the river is accessible to lighter vessels only, as the swing Bridge below Redcliff Wharf will not admit Steam-boats, 225 but it might be made sufficiently large by removing a portion of it, Irish cattle and provisions could then be landed at the Wharf, but it is not of much consequence as the distance is very short; the Passengers' Dep6t was at Somerset Square, and a Bridge across the river would have increased the convenience of the traffic; I have not seen Mr. Brunton's Section, but I have had the distance levelled, and am satisfied it can be made. 1 have not had any communication with the Bristol people upon this busi- He offered to make ness, (I remember their advertising for Engineers to make Surveys of their line to ^ i(-- \"'t" ■ il'sotf London, and a letter was sent to me suggesting that it was worth attending to, and as I was passing through Bristol at the time, I wrote a letter offering to make a preliminary Survey for £1500) 1 have observed that the earth at the mouth of the Tunnel Formation of the under the Harrow Road at Willesden is not removed, which obliges them to wheel the 'i'"»"«'''t^^'"esden Soil over it, in order to convey it to the lead, which is therefore a waste of power. The Great AVestern is 115 miles from Willesden to Bristol, supposing a Branch to From Willesden to Oxford practicable it would be 12 miles long, the Gloucester Branch would be 35 miles, ul'to^Oxfonl "l''in and 7 more to Cheltenham, and the Bradford and Trowbridge 11 miles, making in the lir. to GIouc. 35 m. ■ I /■ r 1 c • 1 • cM\ •! I i-M n 1 • """1 7 more to Chel. whole 180 miles; from London to Swindon is 80 miles, thence to Gloucester 3o, making Ur. to Bradford ami together 115, and to Cheltenham 122 miles; abating the 2 miles this side of Gloucester Trowbridge, U m. from the Cheltenham Branch would make it only 120^. The Basing is 73 miles lias, to Bris, 73 m. from Basing to Bristol, and it is 81 miles 3 furlongs from Tring to Gloucester by Oxford Trine to Gloucester and Cheltenham, making together 154 miles 3 furlongs. The distance from London to Tring would be 34, thence to Oxford 29j, thence to Cheltenham 44|, making 108|, thence to Gloucester 7|, making 115^, therefore the distance from London to Gloucester by way of Swindon is nearly 2 miles shorter than by Tring, and to Cheltenham it is 14 miles in favor of the Tring line. 1 consider that the several The .South. Basino;, lines of the Southampton, Basing, Tring, and London and Birmingham would divide the ti,p'(;u\in eijiial but country in the most equal manner, the Great Western on the contrary would not make tlicG.W. would not. as equal a division of it. The cost of the Great Western from Willesden to Bath Total Estimate of is £2,100,000. including the Branches, (which are about £120,000.) and from Bath to ^' "'' ' Bristol is £400,000.; the Total cost, including the requisite portion of the London and Details of same. Birmingham, will therefore be nearly £2,750,000., exclusive of the expense of sending the Goods down the river by the Regent's Canal. — The Total cost of the Basing line to Southam. .£13,000. Bath is £1,617,294., viz. £600,000. from London to Basing, or about £ 13,000. per ?"*'''«■• mile, and £1,017,294, from Basing to Bath, which is full £16,000. per mile, (the Basing ^'10,000. Newcastle and Carlisle cost only £8,000. per mile); if Mr. Brunei's Estimate from New. & C. .£8,000. Bath to Bristol was added to our's, the amount would not exceed £2,000,000. from Total Estimate of T J . Ti • * I *i r .1. r' . w . -11 . • J u , J Basing .£-2,000,000. London to Bristol, — therefore the Great Western will cost, in round numbers, Jrd more than the Basing, which the public must of course pay for; — I have included Stone Blocks, Details of same. except where upon embankment, as Stone is met with upon the line. Mr. Brunei iMr Brunei might may save £250,000. upon Earth Work, Ballasting and Fencing by taking my prices, as ^'^pount Jt sJ,„e. he has allowed Is. for Excavation, which I average at 7Jrf. (it was Td. only upon the Mr.B.all.U forEx. Newcastle and Carlisle, including rails and sleepers, although the rails and waggons M' "■ ilo. /Ja. were of an inferior description compared with those upon the Southampton. 1 also Inst.of aManfailg. know an instance of a man having taken a contract at 9(/. and failing, upon which his ,y|,j,,h „as relet for Q (J 6d.& hib debts paid. 226 Mr. B. Ballast 10*. assignees let it at 6d. and paid the whole of his debts out of the profits,*) he has also priced his Ballasting^ at 10*. and his Fencing at 5s. — I proposed last year to Fence the Mr. U. do. 2s. 6d. Southampton line with oak posts and rails, and quick hedges, at 1*. Qd. the double yard, and 2i(/. jj„j j |jgyg since paid 2s. 6d. for the same ; (I was led at the time to believe that I could Observ. upon same, get oak posts for 8d.) but a great portion will not cost above 2|c?. ; Fir is best for Sandy Do. Ballasting. Soil, and Oak for Clay. — I have laid down some Ballasting at 5*., but I have let most of it at is. per running yard of Railway, which makes it \0d. per cubic yard, including the leading; I stated in my Evidence originally that we should have to carry it 10 miles, but I am now of a different opinion; one mile of Railway takes about 10,000 cubic Blr. B.'s Masonry yards. — I priced my Masonry and Brickwork too high, viz. £11. per Rod, including Mr g"'V" £\l centering, it is o£'10. upon the Great Western, and London and Birmingham, which is Comparison of the sufficient. The Euston Square and the Vauxhall Depots are about equal with 2 London Depots, respect to Passenffers, but in reference to Goods Vauxhall is the best, the small Steam He considers the ^ ° Southam. the best. Boats and Wherries also offer some advantages with regard to passengers. I have always considered that a Railway between London and Bristol would be incomplete without a communication with the Thames; a person (Mr. Parkes) has offered to convey passengers from our Depot at 6c?. each to any part of London, and Booking Offices will The latter compreh. be established for the facility of persons travelling by the Railway; our Depot is an the Wharf 11 more unoccupied spot, and comprehends about 4 acres, which is quite sufficient for a line of transit; I doubt whether many goods will remain long there; the Locomotives will not cross the road up to the wharf, (a space of about 1| acres of good hard ground,) but the goods will be taken by horses to the barges : it is about 290 yards from Vauxhall Bridge, the breadth of the river being about 130 or 140 feet. — I consider that such large com- munications as Holborn, Cheapside, Oxford Street, &c. should be crossed rather than Disadv of thePasg. passed down, in order not to further encumber them. — The Goods upon the Great G W^to ufriliver! Western will have to be taken from Camden Town to the River by the Regent's Canal, the Tolls upon which are very high, and it is also much obstructed by Locks and Bridges, which occasion a very considerable delay, and they have then to pass out of the Tide Basin into the Thames, and the lime occupied will be quite as long as the whole Comparison journey from Bristol. —It cannot be doubted that a line from London to Bristol of the would be a less eligible Investment than the Southampton and Basing. — In the event of Prospects tlie Great Western not passing, I am confident that the Subscription of the Basing and pf (j,g Bath line would be paid up immediately — I have incurred great expence in making the several surveys, and for which I have not received any consideration ; but I am willing competing Lines. •' ' •' ,,,/-,,• to give them up unconditionally (to serve the Southampton) merely to be the Consulting Engineer, as the Basing line would be a public benefit. • No doubt the case of Mr. Wallace is here alluded to, the details of which are given in Mr. William Chadwcll Mylne's Evidence, p. •22S..— Editor. 227 Ex. Mr. WILLIAM CHADWELL MYLNE, Civil Engineer and Architect. There has been a succession of Engineers and Architects in our family from Father to His Family Im. been Son for the last 400 years. (We were originally connected with the Royal Family of Scot- jll^ 'last' 400 've'^T land, and emigrated to England at the time the Court was removed.) 1 have been Engineer of the New River Company for the last 25 years, having succeeded my Father He is Engin. to the at his decease in 1811, (who held the appointment 50 years,) and I managed his business ^^'' "^'^erCompy. for the 4 or 5 previous years. In consequence of an increase in the price of Elm in the Scot. FirPipeswcre year 1810, we adopted Scotch Fir for the purpose of Pipes, which were sent from Scot- Jfistefa oTEhn'*'" land and of about 30 years growth, and we used about 633 Loads annually until 1813, Iron Do.intro. 1S13 when we abandoned the use of them (we laid down at that time about 20 miles a year) for Iron, in consequence of their being unable to bear the weight caused by the intro- Superiority ofsame. duction of Machinery necessary to supply the upper stories. I occasionally meet with Instances of the old pieces of Fir pipe that have been laid down at least 20 years, very little of which is ' '"" ' ' y ° "■• rotten, unless it happened to lay over a Sewer or a baker's Oven, although it has been exposed alternately to wet and dry.. My Father was the Architect of Blackfriars His Father was the Bridge, the cost of which, including steps and abutments, was £152,000., (each Trade ^"j'"'- ?^ Blackfri. o ' ' or . . V Brdg. which was let being let separately,) which is an infinitely less sum than such works usually cost. It insepar.Trailes,anii , . .1 . . e r lA. • It i »• Li- cost only ^150,000. is now being repaired, not on account ot any iault in the construction, but in conse- ' quence of the stone decaying, the defects are principally between High and Low Water Mark. (Portland stone was the only stone used at that time for such works.) Portl. was the genl. ——I have examined the country between London and Basing, having been over it ,,. ' . . ■' . "'^ opinion upon twice last year, and three times this ; I consider the Terminus at Vauxhall very comnio- the Basing Line. dious both for Passengers and Trade. I also think that Mr. Giles's Prices are quite Considers Mr. G.'s sufficient, his rate of Wages being above the average paid to the labouring classes, even ■'^''"^^* sufhcient. when clothing and food were dearer. — His reserve of 20 per cent, is a full Security, And his Secur. snff. perhaps a greater portion should be retained at the commencement, to prevent the Con- tractor throwing up the work at any future time, as the more it advances the more expensive it becomes. The Sureties which men of large capital offer are more secure, Remar. upon same. (which operates as a complete check to honest men of smaller capital). 1 have made He makes the Work an Estimate of the price at which the work was being executed at Shapley (on the 25th p^^^jg J^'^s'^ ^ ^^j' inst.) in which I brought the whole expence to 3|