IS^G.l 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



69 



lights in the roof (such as the National Gallery, the Elgin Room of the 



British Museum, ice.) with a chamber ia which there is a series of side 

 windows, he will see that the ellects produced are totally dilTerent, and as 



the beauty of Christian Architecture depends most materially on the dis- 

 position of light and shadow, this consideration is by no means to be neg- 

 lected. We never should expect to meet with an ordinary akylight in an 

 ancient church ; in that case, it is immedM^e/i/ obvious that the effect would 

 be contrary to the spirit of Pointed Architecture. It needs, however, but 

 little reflection to be satisfied that there is a similar objection to the 

 exclusive employment of clerestory windows. By the arrangement of win- 

 dows similar to that in the National Gallery the light is so generally diffused 



that it nowhere casts strong sharply defined shadows; this arrangement 

 is therefore very advantageous in a Museum of Art, but the effect produ- 

 ced is essentially secular, and very different to that " religious light'' 

 which is so beautiful a characteristic of the Mediaeval churches. 



It is however by no means necessary that a church should be built in a 

 perfectly isolated situation. Our noblest cathedrals have attached to them 

 accessory buildings (Cloisters, Chapter-houses, &c.) of corresponding 

 date and architecture. Much injury has indeed been done by the injudicious 

 temerity of modern "restorers" in their zeal to isolate ancient churches. 

 Vi'e may here perhaps refer to M. Didron's vehement denunciation of the 

 Vandalism which has recently destroyed the Chapter-house at Troyes, and 

 which contemplates a similar destruction at Rouen under the pretext of 

 revealing the beauties of the Cathedral itself. But though it be perfectly 

 allowable, and frequently desirable that a church should have dependent 

 buildings attached to it, there seems no warrant whatever for so placing 

 those buildings as to prevent thfe admissioQ of light to the church by aisle 

 windows. 



Of course these remarks must be considered perfectly general in their 

 tendency ; it would be absurd to censure the architecture of the new chapel 

 at Flymoulh because the architect has not performed physical impossibili- 

 ties. On the contrary, there is every reason to suppose that his expedient 

 is the very best which the circumstances of the case admitted. At the 

 same time it is one which can never be defended, except on the ground of 

 absolute necessity, and we certainly should never feel disposed to approve 

 of the omission of aisle windows, unless the question lay between building 

 the church without them— or not building it at all. 



AMALGAMATION AND LEASING OF RAILWAYS. 



In continuation of the papers on this subject, that appeared in the 

 Journal for October and December 1845, my only apology is the difficulty 

 ofgetting this description of information after until the period at which it 

 appeared in the public papers, and although these papers may not claim 

 the merit of original thought, yet their computation at the period of the 

 Railway Fever of 1845, the one previous and the other after the dreaded 

 month of November, may in itself be some merit. In the last paper 

 speaking in reference tolhe new infusion of lines of the session of 1845, and 

 the positionof the remnant of the new lines that has not formed any alliance 

 with the old companies, an alliance was indicated as probable, and 

 which has since taken place, as will be found in the after part of this 

 paper. 



The remnant of lines not yet allied to, the old companies is reduced to 

 the Kendal and Windermere, Cockermouth and Workington, Newport and 

 Pontypool,WeirValley, Richmond (Surrey) and Leeds and Thirsk and 

 these may be further reduced as the latter line, and the Great North of 

 England have come to an understanding so as not to compete, and the 

 Weir Valley may be said to have the same interest as the Stockton and 

 Darlington. As regards Scotland, the following are the groups into 

 which the railway interest have naturally divided this country entirely from 

 the East Coast; we have the North British, Edinbu.gh and Hawick, 

 Edinburgh and Dalkieth, and meeting with the West Coast Interest at 

 Peebles, which may be considered as a fixed point. The Western write to 

 be obtained from Carlisle, is by the Caledonian Line, 137 miles long, which 

 is united with the Clydesdale Junction, Pollock and Govan, Glasgow and 

 Garnkirk, and Caledonian and Dumbartonshire Junction, and West of the 

 meridian of Glasgow, and North of Carlisle, is the group proposed to be 

 called the Great South Western of Scotland, composed of the Glasgow and 

 Greenock ; Glasgow, Kilmarnock and Ardrossan, and Glasgow, Paisley 

 Kilmarnock and Ayr, and Glasgow, Banhead and Neilston Direct, and 

 tiking the parallel of Edinburgh and Glasgow, we have the Edinburgh 



and Glasgow, and Lanarkshire Lines, viz: Ballochney, Slamannan and 

 Monkland and Kirkintillock, also the Glasgow Junction, Scottish Midland 

 and Scottish Central, and Coupar Angus, and Glammis ; and East of 

 Edmburgh, and North of the Firth, we have the Kingdom of Fife group 

 the Edinburgh N orthern, and Edinburgh, Leith and Granton, and from 

 Perth Northward, we have the Dundee and Perth, and Dundee and 

 Newtyle, and its continuation by the Dundee and Arbroath, Arbroath 

 Forfar and Aberdeen. ' 



The following are the groups of alliances in England. South of London, 

 and to the East, we have the South Eastern to the West, the South 

 Western, and intermediate the group of Lines compressed in 'the London 

 and Brighton. 



The district asems fairly assigned to each, and the three companies are 

 on friendly terms, and disposed to become consolidated ; indeed, two years 

 ago, the South Eastern offered 100,000/. per annum, for the Brighton, 

 which would have been just equal to the present dividend. 



North of London, ani to a\e East, is the group composed of the Eastern 

 Counties, Northern and Eastern, with proposed Extension to York, and 

 the Norfolk, East Anglian, and Eastern Union, and its Extension. 



North of London, on the East Coast, is the Midland, from Bristol to 

 Berwick. 



North of London, on the M^est, the Great London and Liverpool extension 

 to Carlisle. ' 



London to the West, the first group Line is the Great Western, which 

 with the London and Birmingham occupies the whole of Wales, the one 

 South, the other North. 



T/ie Second Cross Line is from Liverpool to Hull by the Manchester and 

 Leeds. 



The Third Cross Line is from Jlanchester, by the Sheffield and Man- 

 chester, Hull and Barnsley Junction, and Sheffield and Lincolnshire. 



The Fourth is from Shields on the East to Maryport on the WestjCoast, 

 by the North Coast and Carlisle. 



The above general view may be confirmed in detail by a reference to the 

 former papers, and the amalgamation there indicated, and since taken 

 place, is the East Anglian. 



The Board of Trade having ceased to report on new schemes, I record 

 their period of influence. The total notices together were eleven, the first 

 appeared 31st Dec. 1844, and then in January, 14, 17, 24. Four in Feb. 

 4,7,18,28. Three in March ; and nineteen reports were published, 

 accompanied with twenty-one maps of districts into which they had divided 

 the country, and the name of the different districts and date of reports are 

 as follows. 



First, Feb. 1 3. Kentish and South Eastern. 



Second, Feb. 24, Manchester and Leeds, and Newcastle and Berwick. 

 Third, Feb. 28. District of Berks, Hants, Wills, Dorset and Somerset, 

 —District, London, Worcester and Wolverhampton— District, Birmingham 

 and Shrewsbury. 



Fourth, March 4. Norfolk and Suffolk, Cornwall and Devonshire. 

 Fifth, March 13. Trent Valley, North and North West of Ireland, 

 approaches to the Metropolis and Scotland. 



Sixth, March 20. London and York, West of Dublin, South of Ireland 

 South Wales. ' 



Seventh, March 31. Colchester and Harwich, Portsmouth, North of 

 Leeds and West Riding. 



Eighth, April 16, 1845, Lancashire. 



The influence of these reports will be felt in the present session. The 

 Chairman of the Great Western at the Meeting, Feb. 12, 1S46, sajs, 

 "There could be no doubt that under the report of the Board of Trade,;the 

 traffic of Exeter and Yeovil was to be provided for by the Great Western." 

 The Chairman of the South Western at the Meeting, January 21, says, the 

 Great Western would not treat for a friendly alliance until the Board of 

 Trade reported in January 1845; the Board of Trade made their report, and 

 was appointed mutual arbitrator and sole referee betwen the two com- 

 panies, which, however, tbe G. W. R. now decline, and the Board of 

 Trade declined to interfere, and the Chairman further says, " An opposition 

 was eventually made to that board, which could not he foreseen. Lord 

 Howick commenced it in connexion with the atmospheric, and others 

 followed by which the Board was overthrown." From the above there can 

 be no doubt the quarrel between these two powerful Companies will be 

 much perplexed, by the record of the Board of Trade Report. Neverthe- 

 less we have the experience of the last session, that the Committees of 

 Parliament are jealous of this interference, and are prepared to act inde- 



