1852.] 



SOUTH WALES EAILWAY. 



33 



again, between the narrow points of land where Scotland and 

 Ireland struggle to meet. Immense sums of money, which we 

 shovdd not like to count over, have been expended on this pas- 

 sage, for the benefit of Donaghadee, and Portjsatriek in particu- 

 lar, and the world at large, in a more general way. When rail- 

 ways and steam navigation changed this "ferry" a few years 

 ago, the villagers on both sides cmisidered themselves very badly 

 used indeed, by science. They otter a practical example of the 

 propriety of jieople trusting to the " march of impi'ovement," 

 and waiting on. Another stage promised to restore and secure 

 the more interesting part of the communications between the 

 countries to its old channel. Tlie two villages were to link 

 together — not oul}' two islands — ^but the eastern and western 

 divisions of the earth. Then, with this renewal of their hopes, 

 came the Hol3'head and Howth competition to destroy them. 

 I\ow, however, the reported destruction of the rival communicat- 

 iug wire has given new confidence to Donaghadee and Port- 

 ])atrick, and the wiser class of persons in the two quiet villages 

 say that people cannot expect profitably to cross the plans of 

 nature — one of these plans being decidedly in their favour. 



A more important section of the community express fears that 

 the submarine lines of communication wDl always be liable to 

 stoppages, and, from the destruction of whes, will become 

 unreasonably expensive. Neither party have any ground for the 

 opinions of the one, or fears of the other, in anj^ event which has 

 vet occurred. The second eiigraving, when contrasted with the 

 first, will convey a better idea of what the Holyhead wire should 

 have been, what the Dover one is, and the Donaghadee one, as 

 we believe, wiU be, than any statement of the diiferences between 

 them which we could make. 



The telegraph in this instance consists of four wires. Each 

 wire is separately insulated in a double covering of gutta percha. 

 The double coating has been adoptej to prevent the probabiht}"- 

 of imperfections in the material. The scheme completely obviates 

 that risk ; for it is highly improbable that the deficiency would 

 occur in both coverings at the same point. The four wires, 

 distinguished by the letter A in the engraving, being insulated 

 by the gutta pei-cha B, are not brought into contact with the 

 protecting wires ; but are wrapped up with spun yarn, saturated 

 in tar, which protects them from the galvanized wires D. Ten of 

 these wires, of considerable strength and thickness, are twisted 

 round the tarred yarn, which co\'ers the gutta j^ercha in which 

 the four conducting copper -wires have been insulated. The 

 adoption of the spun yarn as a covering or shield to the gutta 

 jiercha, prevents the possibility of accident, from the latter being 

 chafed by the win'S. The jirobal.iility of that accident is not 

 great, but still it exists. We liave seen part of a telegraphic wire 

 absolutely twisted into the shape of a knot, whUe still the gutta 



percha, faithful to its important trust, maintained perfect the 

 insulation of the copper wire. The galvanized wires in the rope 

 which has maintained the communication with the French coast 

 for the past ten months are very strong ; and while the weight 

 of the first specimen was only one ton per mile, the weight of the 

 specimen on that station in actual use, is fully seven tons per mile. 



The differences between the two telegi'aphs are thus apparent. 

 The successful telegraph contains four wires, each doubly covered 

 with gutta percha, wrapped in 3'arn carefully tarred and twisted 

 round with ten thick galvanized wires, forming a rope of 1|- inches 

 of diameter, and weighing over seven tons per mile. The 

 unsuccessful telegraph contains only one wire, also doubly covered 

 with gutta percha, but not wrapped in yarn, and with its covering 

 of twelve thin galvanized wires, not more than ^ inch in diameter, 

 and one ton per mOe of weight. 



The galvanized wires are unnecessary as a protection of gutta 

 percha against the influence of ocean water; for we have seen 

 very thin gutta percha netting immersed for five yeai-s in brine, 

 but still as firm and tough as on the day of its manufacture. It 

 is doubtful whether the material be not improved by the process. 



We have heard that some extensive coils of telegraphic wire, 

 in the form of the second illustration — ^the successful wire — have 

 been ordered, and are now in preparation at the Gutta Percha 

 Company's Works. 



We infer, therefore, that we shall soon hear of more submarine 

 telegraphs. When ten or twenty years have come and gone, a 

 net-work of telegraphing will be laid under many seas, and carried 

 over many lands. Intefligeuce will pass from nation to nation 

 " quick as the lightning flash." This apparently feeble agency 

 will help to break the barriers which separate mankind. And 

 while it is e\'olving gi-eat benefits to commerce, the instrument 

 which has rendered "subaqueous telegraphing" practicable should 

 not be forgotten. The " savages," we are told, who gather this 

 gum in the forests of oriental isles, and make it up in blocks for 

 the market, put stones and other useless substances into these 

 masses of professed gum, to increase then- weight. The civihzed 

 are astonished that the "savages" should have learned to cheat. 

 And yet the vice is natural. Kelp-burners sometimes try the 

 same means of mone3'-making. A kelp-owner told us that he 

 was greatly distressed on the subject of Irish kelp, because it 

 contained stones. Cheating is even practised among civilized 

 persons. But if the "savages" are guilty of dishonesty in their 

 gum-gathering, as their help in making submarine telegrajihs is 

 indispensable, an effort should be made to bring them out of 

 their savage state. Their gutta percha has been a useful 

 discovery to Europeans, who should try to make its discovery 

 still more useful to the " savages." — Expositor. 



South Wales Railway. 



The South Wales Railway bids fair to become one of the great 

 arteries of communication between London and several of the 

 most important countries of the globe. 



The terminus, at the best and safest harbour of the kingdom, 

 Milford Haven, has already led to the formation of a company for 

 constructing a class of steam vessels of a size, hitherto deemed 

 impossible. The Eastern Navigation Companj^, guided by their 

 scientific engineer, Mr. Brunei, we understand, contemplate vessels 

 of 600 feet in length, and of a proportionate power, which will i^er- 

 form the voyage from Milford, viA the Cape, to India in less time 

 tlian Ls at present occupied by the overland mail. Other com- 

 panies contemplate making their port at Milford, which is the 

 most westerly harbour in the kingdom. 



passengers had to be conveyed about two mOes over a rough 

 country fi-om station to station. On the 19th July this hiatus 

 was abolished by the opening of the stupendous iron Bridge over 

 the River Wj^e for public traffi 3; and we may now anticipate 

 that the rich minerals of South Wales — its coals of every avail- 

 able description for steaming and household purposes — will be 

 found in all the midland and London markets. 



The railway haviug to cross a rapid navigable river without 

 interruption to vessels, the Admiralty very proporiy required that 

 the span over the mid channel shoidd not be less than 300 feet; 

 and that a clear headway of 50 feet above the highest known 

 tide should be give.i. Bridges of this size are so rare that we 

 propose to illustrate the present one in detail. These works 

 require the highest effort of mechanical and constructive skill. 



Hitherto an unfortunate break occiir.-ed at Chepstow, where Mr. Stephenson's magnificent Britannia bridge displays one 



