1840.] 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



245 



The statistical properties ai-e nearly the same on both lines, with the ex- 

 ception that the Lunc line would not take in its route the important and 

 thrivuig town of Kendal. The advantages this town would derive from the 

 near approach of a railway from the north would be considerable, particu- 

 larly from the facihty it would afford for obtaining coal, of which the con- 

 sumption is tliere represented to be large ; and reciprocally tlie railway would 

 derive an increase of its revenue by its connexion with this town. 



It was evident to us in tlie coiu'se of our inspection of the countrj-, that 

 the engineering difficulties of that part of Mr. Bintley's line which extends 

 from Kendal to Mai'dale Green, would entitle the Liuie line to a preference, 

 and we therefore inquired whether it might not be practicable to connect the 

 two lines together by adopting Mr. Bintley's route from Lancaster to Kendal, 

 and Mr. Larner's fi"om Penrith down to Borrow Bridge, and by finding a 

 practicable line from the last named place to Kendal ; but Mr. Larmer stated 

 that such a line would be of too expensive a character to admit of this pro- 

 position being entertained. However, since our return to London, and in- 

 deed since this report has been drawn up, the provisional committee of the 

 Kendal line have requested us to receive and report upon a survey, recently 

 made by Mr. Larmer, to connect the lines of the Lune and Kent, nearly in 

 the manner al)ove described. Our instructions preclude us from acceding 

 to this request, but we have no hesitation in saying, that if a line has been 

 found which would aftbrd the advantage of a direct railway communication 

 to Kendal, witliout either materially increasing the cost of construction, or 

 tlie length of the line l)etween Lancaster and Carlisle, and which would be 

 free from other defects, it might be more beneficial to the public than the 

 Lune line. Tliis, however, is a suliject for future consideration, and in tlio 

 meanweile, keeping in view tlie general tenor of our instructions, the main 

 feature of wliich, in the present part of our inquiry, is that we should deter- 

 mine what, under all circumstances, would be the best means of establishing 

 a railway communication between London and the city of Glasgow, having 

 reference, also, to the interests of the manufacturing districts of Lancashire, 

 the western parts of Scotland, and the iiortli of Ireland, we feel bound, after 

 a careful anrl deliberate review of the advantages and disadvantages of the 

 three competing lines, to state that we give the preference to tlie line of the 

 valley of tlie Lune and renrith over tlio Kendal line, on account of the 

 greater engineering difficulties on the latter ; and that we also give the Lime 

 line a preference over tlie coast line, in consequence of its shortening tlie 

 time anil diminishing the cost of travelling to the greater proportion of pas- 

 sengers wlio would require to avail tliemselves of railway communication 

 north of Lancaster. 



We have to remark that the line to which we have thus given a prefe- 

 rence, w ill require a smaller capital tlian either of the other lines ; for the 

 cost of its construction will lie less than tliat of either the Kendal or the 

 roast line; and it must lie liorne in mind that as respects the last, although 

 its promoters calculate upon a great return for their outlay, by the land to 

 be reclaimed in Morecanibe Bay, still the capital for the embankments must 

 be raised in the first instance. 



It may not be irrelevant to observe, that if the statement of Mr. Hague, 

 as revised by us in a former part of this report, should be nearly accurate, 

 viz., that the cost of forming water-tight embankments across Moreeanibe 

 Bay anil tlie Duddeii Sands, with the works dependent thereon, would only 

 amount to £r)43,372 2s. ll-ld., and if there should appear a probability of 

 tlie land lo be reclaimed realizing so large a sum as £1,190,000, this project 

 might stand on its own merits, apart from any connexion with a railway. 



In conclusion, we have only to state that in our inspection of the coast 

 line, we were accompanied throughout the whole distance by Mr. Briscoe, 

 an assistant to Mr. Rastrick, and in our examination of Morecambe Bay by 

 Mr. Hague, the engineer, and by Mr. Yarker, the solicitor, besides other 

 gentlemen interested in this project. Mr. Larmer pointed out the Lune line, 

 and Mr. liiiitley the Kendal line, and we were also accompanied by the secre- 

 taiT and several members of the Kendal committee, all of whom evinced 

 every desire to facilitate our inquiry ; but it is to be regretted that more time 

 and means bad not been at the disposal of the surveyors of the inland lines, 

 to have enabled them to prepare their plans and other drawings in an equally 

 perfect and satisfactory manner with those of the coast line. 

 We have, &c., 



Frederic Smith, Lieut.-col. R. E. 



Peter Barlow, F. R. S. 



Henry Amsinck, Lieut. R.N. Sec. 



To Robert Gordon, Esq., M. P. 



of 



Hull ami Selby Rmhoaij. — We are glad to be alile to stale that a deputation 

 the Directors of this Company went over the line from tlie passenger sta- 

 tion at Hull lo the junction with llie Li-eds and Selby Railway at Selby, on 

 Saturday, May 30. The carriage « as dra« ii by one of llie engines made fur 

 the Company, by Messrs, Fenton. Murray, and .Tackson, of Leeds. The line 

 being laid upwardsof one-half of its entire length upon longitudinal bearings 

 of Riga timber, is particularly easy and siiioolb ; the remaining portion of 

 the line is laid upon cross sleepers, and the whole will be completed in a 

 satisfaelory manner. As a considerable portion of the second line is finished, 

 and a great number of men are employed upon the remaining part, tliere is 

 no doubt that both lines will be completed for opening to the public on the 

 Isl July, thejtime proposed by the Direclors. The buildings at the Hull ter- 

 minus, and also those at thi-'Selijy terminus, are nearly finished, as are the 

 various station-houses on the line, and tlip Direetors have in the past week 

 appointed the clerks and other officers of their estaUishmenls.— //«?/ Ob- 

 servtr. 



REPORT ON THE PLANS FOR PREVENTING ACCIDENT.^ 

 ON BOARD STEAM VESSELS. 



In' consequence of the accident of the "Earl Grey" steam boat in 

 lS3o, the Trustees of the river Clyde, with a laudable desire to avert 

 similar accidents, very shortly after tlie disaster issued the following 

 advertisement. 



" The Parliamentary Trustees on the River Clyde hereby offer a iiremium of 

 One Hundred Guineas to any iiersoii who shall, in the opinion of the Trus- 

 tees, or of a Committee of their number, within one month of this date, 

 essay or fumiih the best practical mode of efteetually preventing accidents, 

 from the imperfect consti-iiction or use of the steam engine, or gearing of 

 steam vessels, in their navigation upon navigable rivers, and of carrying the 

 same into permanent effect or execution, independent of the control or dis- 

 cretion of the master or crew of the vessel. 



The Trustees have also placed at the disposal of a Committee of their 

 number. One Hundred Pounds, to be distributed among such scientific or 

 other persons as may he unsuccessful coiniietitors for the above premium, 

 but who may, nevertheless, suggest such improvements upon the plan of the 

 snceessful competitors, as, in the opinion of the Committee, may be bene- 

 ficially adopted or ingrafted upon the said plan." 



In compliance with this advertisement there were no less than G5 

 designs of apparatus and essays sent in. For the purpose of guiding 

 the judgment of the Committee, tliey determined upon referring the 

 whole to parties fully competent to investigate the merits of each ap- 

 paratus and essay, and selected the following gentlemen : Mr. Robert 

 Napier, Mr. James Smith, and Mr. D. Mackain, who undertook the 

 task referred to them. 



In consequence of the advertisement not limiting the premium to 

 the actual inventor, numerous schemes were sent in which were the 

 inventions of others, and many in daily use in all parts of tlie world. 

 For the purpose of assisting the referees in their examinations, they 

 divided the several designs and essays into classes, and again sub- 

 divided the clas.'ies into sections, and after a careful examinution the 

 referees sent in their report to the Committee, accompanied with 

 drawings of the apparatus submitted to them. As this rejiort is of 

 considerable length, it is not our intention to give the whole, but shall 

 content ourselves by giving the most material parts of it, accompanied 

 with engravings of the apparatus for which the premiums were al- 

 lotted. 



To the Trus/een of the River Cli/iie, Olaxi/ow, bij Robert Napier, Esq., of 

 Glaxgnw, James Smith, Esq., of Deanstone, and 1). Mackain, Esq., of 

 Glanymv. 



In compliance with the request conveyed to us severally by Mr. Turner, 

 we have carefully considered the various plans, models and essays, lodged in 

 the Council Chambers, numbered from 1 to 65. 



As the terms of the advertisement neither restrict the competitors to the 

 production of plans of their own invention, nor preclude from competition 

 any apparatus already in use, it involves the possibility of the Trustees 

 awarding the premium to one person, for the invention of another ; or to the 

 exhibitor of apparatus, which, though in general use, may still be considered 

 the best adapted to attain the end in view. 



Though we mention this to show that, unintentionally, private wrong 

 might be done, or that a reward might be paid for an exhibition of that with 

 which every maker of steam engines is acquainted, yet the open nature of 

 the competition may have had the effect of obtaining, and we doubt not it 

 was the object of the Trustees to obtain, a general view of the opinions en- 

 tertained by persons whose attention has been directed to the important 

 subject of preventing dangerous accidents on board of steam vessels. 



The competitors dirt'er in opinion as to the causes by which explosion is 

 produced, and in consequence, the apparatus they submit vary in tlieir con- 

 struction and proposed use, according to the idea which each entertains on 

 this subject. 



A number of the plans very closely resemble each other, differing only in 

 unimportant details — this we consider to be the natural result of so many 

 persons applying themselves to the attainment of one object. It is also re- 

 markable, that a great number have adopted the common safety-valve, as the 

 principal part of their several designs ; which may be regarded as a tacit 

 acknowledgment of its general efficiency and extreme simplicity. 



From these causes we have found it convenient, in preparing our Report, 

 to divide the plans into classes, according to the causes of explosion' which 

 they are designed to modify or prevent, and to form these classes into sec- 

 tions, according to the means by which these objects are expected to be 

 attained. 



first class. 



The first class contains the designs submitted oy the competitors who are 

 of opinion, that explosion proceeds from a gradual accumulation of steam in 

 the boiler, increasing in elastic force by the continued action of fire in the 

 furnaces, until it exceeds the strength of the boiler. 



