I.s,6.] 



THE CIVIL ENGINEER AND ARCHITECTS JOURNAL. 



21 



BELFRY TURRETS. 

 No large tower can be considered complete without a staircase-turret of 

 stone, containing an ascent by a newel stair to the bell-cbamber. 



This very important feature of a church tower has bien singularly neg- 

 lected in modern designs, in whicli the effect has been often much ini|iaiied, 

 and an essential part of the construction omitted, under the idea that it is 

 either a useless appendage, or an awkward and unsightly excrescence. 

 Both these notions are extremely rrroueous, and in urging upon architecis 

 the more general adoption of belfry turrets, we will endeavour to show that 

 both utility and the principles of effect suggested their use to the ancient 

 builders. 



Belfry turrets are usually placed in the south-west, more rarely in the 

 norte-west, angle of towers ; they occur also in the south-east and north- 

 east. They are polygonal, and project half externally and half internally, 

 and liave a small doorway opening into the inside. They are carried up 

 either to the height of one or two stages, or to the belfry windows, and then 

 weathered oif with a bold and picturesque slope, or they rise above the 

 parapet, and form a kind of castellated pinnacle turret, sometimes carrying a 

 weathercock or other pointed termination. Very frequently they are lost in 

 tile buttresses, which are, as it were, thrust prominently outwards bv a 

 bulging swell of the masonry in one angle, reacldy distinguished from the 

 rest by its visible protuberance, and by small slits to admit light and air 

 air into the staircase within. Sometimes, as at All Saints, Paston, near 

 Petert/orough, the head of the turret merges into a broach of the spire, 

 which gives an extremely bold and irregular effect. 



There can be no doubt that irregularity gives effect to a tower, or indeed- 

 to any Gothic building. Not irregularity for irregularity's sake — that becomes 

 affectation. But such irregularity as arises from the absence of hypocrisy, 

 or show, or making one side the same as tlie other, or the like. There is no 

 need to fear a broken or shapeless mass as the result ; uiiif irmity is far le.-s 

 ple-ising than variety ; and the eye can never be offended in Gothic buildings 

 by a door, a window, or a buttress, beirrg fairly pushed aside by the inter- 

 vention of any necessary constructive feature. 



Nothing was mor-e fully felt by the ancient architects than this ; wliile 

 nothing is more cautiously and timidly adopted by modern imitators. We 

 have seen with much pleasure, in very elaborate and splendid towers, one 

 belfry window placed quite on one side, instead of in the middle, even 

 though the belfry staircase which caused this remarkable irregular-ity wns 

 scarcely visible on the outside. Examples of this are St. John, Hyhall, and 

 All Saints, Oakham, in Rutland. Sometimes, as at St. Wuitran, Granthanr, 

 the splendid decorated tower of which has scarcely a rival in the kingdom, 

 one of four pinnacles is considerably larger and higher than the other three, 

 because it forms a capping to a staircase turret. Yet who shall be bold to 

 say tlris is a fault ? We would say, by all means break up monotony and 

 sameness uf sides by some such expedient ; and a belfry turret seems rvjoit 

 admirably adapted to produce almost any kirrd of bold picturesque effect. 

 From a distance, the lights and shadows, the peaks and the broken lines, 

 are vastly imposing and arresting to the eye. On a near view, the bold 

 abutment of an angle seems at once to flank and to prop the stages of a 

 lofty tower ; and on every point whence the effect is visible, the mind is gr'a- 

 tiiied by the idea of ingeirniiy or pleased by tlie suggestion of necessity 

 made subservient to decorative effect. 



Some beltVy turrets are corbelled off a little above the ground externally. 

 This, though not a material difference of construction, is to be deprecated, 

 because the tower is apt to appear overbalanced by an excrescence which 

 emerges from the wall itself, and does not rest uporr its own ba:is on tlie 

 ground. We have seen (as in St. Peter, Barton, near Cambridge) the south- 

 west angle singularly prolonged into a wedge-like form from the internal 

 formation of a belfry tower; and again, we have noticed the most beautiful 

 forms and enlargenrerrts of buttresses to give scope for tire staircase. 



It is true that many ancient towers were ascended by ladders, and in a 

 few we have seen wooden stairs inclosed in wattled or boarded turrets con- 

 structed in the interior. The ascent to the floor on which tire bell-ringer-s 

 assemble, if above the ground, should he the belfry turr-et ; though we may 

 here repeat what we have often urged before, that the entrance to it should 

 never be from without, independently of any other comruunicaiion with the 

 interior of the church. 



Modern architects are generally compelled to construct a staircase in their 

 towers; but then they strive to hide rather than boldly to display it exter- 

 nally ; and herein consists their error. We are inclined to prefer those 

 belfry turrets of which three or four sides project extermally, sometimes even 

 irr the middle of the north or south side, and are weathered off at the upper 

 or belfry stage, to those which are only partially developed from the outside. 

 The attention, however, of architects needs only to he directed to the sub- 

 ject, and their observation will abundantly supply fit models and devices for 

 imitation. — Ecclesiologist. 



Lightning Rods. — In a recent communication in the New Haven Courier, 

 respecting some recent instances of houses beiiii; struck by li^-htmng, Professor Silliman 

 states that the liglitoing rods caanot be relied upon unless ttiey reach the earth, wliere it 

 is permanently wet, even in times of the severest drought; and tliat ttie best security is 

 afforded by carrying the rod or some good metallic conductor, duly connected with it, to 

 the water in the well, or to some other water that never fails. Professor Sillimau's house, 

 it seems, was strnclt ; but his liglitning rods were not more than two or three inches in 

 the ground, and were therefore virtually of no avail in protecting the house. He states 

 that his contidcnce in the efficiency of rods is in no degree diminished.—* New York Ob. 

 server,' 



SYNOPSIS OF RAILWAYS INCORPOR.\TED IN 1845, 

 WITH THEIR ALLIANCES. 



[For the following important paper we are indebted to the indefatigable and well 

 directed e.\ertions of an old correspondent, who under the signature O. T., has tontri. 

 buted several invaluable papers to this Journal. 



In the formation of the i ollowing synopsis, the Supplement of the " Tim es," Nov. 1 7, 

 1345, the Railway Almanac and Directory for lS4ti, the Companion to the British Alma- 

 nac for 1S46, the Railw.iy Shareholders' Manual, by Henry Tuck, Gth edition, and two Par- 

 liamentary Kelurns, dated July 17th and Augrrst 4th, have been consulted. None, how- 

 ever, of these authorities give the alliances of the new lines which are here added. The 

 parhnmentarv return of August 4th, 1845, which is important, as it gives the number of 

 shares subscribed for. as well as the number of shares empowered to be created, which 

 shows the statistics of eiiclr line in public opinion, and the means of the directors in con- 

 trolling the market by gradually selling shares where the number authorized exceeds the 

 number subscribed for.] 



1. Irish Great Western, 



20.000 shares of 50/. each ; capital 1,000,000/. 



From Dublin to Mullingar, connecting the Valley of the Shannon with 

 the Irish capital. 'J"o commence in connection with the Dublin and 

 Cashel line, near Luccan, passing near the towus of Leixslip, C'elbridge, 

 Maynoolh, Kilcock, Clonard, Kinnegar-, and Kilnear, to rMuUingar, and 

 thence by Meale to Athlone. 



Length of line 77 miles, 2 furlongs, 4 chains. Reported against by the 

 Board of Trade. Capital subscribed, 903,000^. and 1S,0U0 shares. Esti- 

 mated cost, ysC,05U.. Power to borrow on loan 333,000i. Embodied in 

 group Z, and recommended by the committee. 



forking expenses estimated at 40 per cent. Royal Assent July 21. 

 Sir John JNl'Neil engineer. 



2. Lomlondernj and Coleraine. 

 10,000 shares, of 50/. each; capital 500,000/. 

 To commence at Londonderry, passing the border of Lough Foyle, and 

 terminating at Coleraine. with a br-anch to Newtown. Length of main 

 line and branch. 38 miles, 6 furlongs,3 chains. .'Vinount subscribed, 380,U00<. 

 Power to bor-rovv 168,000/. Reported against by the Boar-d of Traiie. 

 Considered by committee of group S, and recommended. Worting e.v- 

 penses \l,000l. per annum. Ro^al Assent August 4. Charles 1 nyon, 

 engineer. 



3. Belfast and Balhjmena. 

 7,700 shares of 50/. each ; capital .SH5,nOO/. 

 From the former to the latter place, with a branch to Carrickfergus. 

 Deposit 2i. 10s. per share. Amount of deposits l'J,2.50Z. Total length of 

 the line 37 miles, 7 furlongs. Power to borrow I2S,33;>/. Recommended 

 by the Board of Trade, and recommended by the committee of group S. 

 Single line. Estimate of working expenses 11,000/. Hoval Assent, June 

 21. Charles Lanyon, engineer. 



4. Dublin and Belfast Junction {and Nacan Branch). 

 19,000 shares of 50/. each ; capital 950,000/. 



Deposit 21. 10s. per share. Amount of deposit 47,500/. Total length 

 of the line, from Drogheda to Portadown, 73 miles, 4 fui-longs, 8 chai'ns. 

 Estimate 950,733/. Power to borrow 316,06f)/. liecommeuded by 

 Board of Trade ; also by committee of group R. Branch to Kells. Work- 

 ing expenses 40 per cent. Royal Assent July 21. Engineer Sir John 

 M'Neil. Meeting August 20. Miles Reck, Secretary. Office, 2, Talbot- 

 street, Dublin. Call September 10, 21. 10s. Proposed Great County 

 Down company are to iuspect a trial section of the line to Hillsborough. 

 5. Dundalk and Enniskillen. 

 15,0f shares of 50/. each ; capital 750,000/. 



Deposit 2(. lOs. .Amount of deposit 37,500/. Total length of the lice, 

 inchitling branch to Mouaghan, 40 miles, 6 furlongs. Estimated expenses 

 450,000/. Power to borrow 250,000/. Recommended by tlie Board, also 

 by tommiitee of group R. Working expenses 30 per cent. Rnyal As- 

 sent July 21. Engineer Sir John M'Neil. Register of scrip Oct. 18, 

 l!545. Hatfield Nicholson, secr-etary. Office 72, Talbot-str'eet. Dublin, 

 Company operates and in conjunction with Dublin and Drogheda aa 

 Belfast Junction and Irish North iMidlaod. 



6. Cork and Bandon. 

 4,800 shares of 50/. each ; capital 240.000/. 

 To connect lire towns of Bantry, Bandon, Krnsale, Berehaven, and 

 Castletown with a I'ich asriculturiil and mineral drstrict and the city and 

 harbour of Cork. Length of Line 20 miles. Power to borrow 80,000/. 

 Subscribed 200,000/. in 4,000 shares. Recommended by the Board of 

 Trade, and by committee of group XX. Working expenses 40 per cent. 

 Royal Assent July 21. Engineers Jlessrs. Sealey. Secretary J. M'Donnell. 

 7. Great Southern and Western. 

 34,ii00 shares of 50/. each ; capital 1,200,000/. 

 Extension to Limerick and Cork. The extension to Cork will com- 

 mence between Holycross and Cashel, in conjunction with the Great 

 Southern and Arestern line, and pass near the towns of Tipperary, Kil- 

 mallock, C'haileville, and Mallow. The extension to Limerick leaves th« 

 main line near Tipperary, passinj the towns of Pallns Green, and Cahir 

 conlish. Length of line 98 miles. Subscribed 1,181,100/. Power to 

 borrow 400,000/. Recommenuea Dy the Board of Trade, and comiaitt«e 



