1854.] 



ROBERT STEPHENSON, M.P. 



193 



comparative cost of construction, which, he makes out to be but 

 little increased over the narrow guage, not necessarily in propor- 

 tion to the increased width of way. He also treats the commer- 

 cial question of a break in the guage in a very different view to 

 that adopted by Mr. Stephenson, and considers the inconveniences 

 likely to arise therefrom, unless occurring in the line of great 

 through traffic, as of comparatively little importance. 



In considering the opinions given on this question by the prin- 

 cipal advocates of the rival interests, we are led to the conclusion 

 that both have taken an extreme view of the case — views strength- 

 ened, undoubtedly, by the magnitude of the interests involved, 

 and shared to a great extent by the professional gentlemen who 

 gave their opinions before the Commissioners. Some of the 

 latter, and among them Mr. Locke, considered that the most 

 advantageous guage would lay between the two extremes. There 

 can be no doubt that whatever that mean may be, the great extent 

 of roads already constructed in England, and the vast amount of 

 stock employed thereon, prevented any universal change to a 

 wider guage than 4 feet 8^- in. It was also made apparent that 

 such a guage was fully equivalent, both as regards the power and 

 capacity of the rolling stock which the resources of the engineers of 

 Britain had placed upon it, to the accommodation of a traffic as 

 active as was likely to be in existence for many years to come. At 

 the same time, we think strong reasons were offered to show that, 

 where a large amount of traffic was probable, many advantages 

 were offered by an increased width of guage; and especially 

 may we instance the argument, that a given amount of power 

 could be more cheaply created and maintained when developed 

 in 'Hen engines than when in fifteen." It is true, and was admit- 

 ted, that engines as powerful, or nearly so, had been constructed 

 on the narrow guage as had been constructed on the broad guage ; 

 and perhaps the same may hold true to this time. Yet we think 

 there can be little doubt but a few inches greater breadth would 

 be of great advantage to the narrow guage engines. Increase 

 of length is not all-sufficient to increase of power in the most 

 economical form, inasmuch as the friction of the heated air pass- 

 ing through the tubes requires increased force of blast to create 

 the necessary draft, causing an equivalent increase in the back 

 pressure in the cylinders ; and moreover, though as large boilers 

 had been crowded between the narrow guage wheels as had been 

 found necessary, it had been, effected by placing the framework 

 outside the wheels, which is, in many respects, prejudicial to the 

 strength and safety of the machine. There is also another con- 

 sideration affecting this question in America, not so essential on 

 English lines, and therefore less thought of in England. It is 

 the advantage of being able to construct very powerful engines 

 — engines capable of generating steam with great rapidity, and 

 therefore competent to work an active traffic over the heavy 

 grades which the small cost per mile of our roads necessarily in- 

 volves. At present, this is of minor importance on Canadian rail- 

 ways, but its value is already felt on many lines in the United 

 States, and as being a much cheaper mode of providing for in- 

 creased carrying capacity on our roads than the reduction of their 

 grades, it is not to be lost sight of. In view, therefore, of all these 

 considerations — especially the latter — and also of the additional 

 one that much of our traffic will, for several years, consist of the 

 products of the forest, which will not bear a high tariff, and yet 

 require a great expenditure of power for their transportation in 

 proportion to their value, we think the railway legislation of 

 Canada has been fortunate in fixing five feet six inches as the 

 uniform guage to be adopted, and have no doubt but the addi- 

 tional width of nine inches between the wheels will be usefully 

 enmloyed in the creation of cheap power wherewith to surmount 

 our grades, and bring our lumber and timber to market. 

 3 



At the general election of 1 847, Robert Stephenson was returned 

 to the Imperial Parliament without opposition for the Borough 

 of Whitby, in Yorkshire. He was returned on the conservative 

 and protectionist interest, and as opposed to the endowment of the 

 Catholic clergy, and to the repeal of the navigation laws. In the 

 same year was commenced, under his supervision, the Tweed 

 Viaduct, to which we have previously alluded — a work remark- 

 able for its magnitude (2170 feet in length, and 125 feet in 

 height), as being the largest stone viaduct in the world. Two 

 years were spent on this work in obtaining foundations, for which 

 purpose a fifty horse engine was constantly employed in pumping 

 water from the coffer dams, and in driving piles for the founda- 

 tions. The amount of masonry contained in this viaduct is up- 

 wards of a million cubic feet, and there are two millions and a 

 half of bricks in the inner portion of the arches. This work was 

 completed in August, 1850, and on the 29th of that month was 

 opened by the Queen in person, who named it the '■ Royal 

 Border Bridge." On this occasion, Mr. Stephenson was pre- 

 sented to her Majesty by Prince Albert, and was shortly after 

 offered the honour of knighthood, which he respectfully declined. 



In comparison with the Chester and Holyhead line, all the 

 former works of Stephenson lose their great importance; and 

 whether we consider the magnitude of the engineering works 

 upon it, or its political and commercial importance in affording 

 the means of a rapid communication between the capitals of the 

 two kingdoms, we shall readily understand the feelings of pride 

 with which Mr. Stephenson referred on a recent occasion to its 

 successful completion. 



Mlninsr Insects. 



At a recent meeting of the Entomological Society, London, 

 — Capt C. J. Cox presented specimens of the bark and wood of 

 Elm and Ash, illustrating the different ways of mining pursued by 

 the lava? of Cossus ligniperda, Scolytus destructor, and Hylesinus 

 Fraxini. From the vast and rapid increase of the Scolyti, ex- 

 tensive damage had already accrued to the elm trees in the 

 parks and the neighbourhood of London, and also in many other 

 places, and he was certain that unless means were speedily adopt- 

 ed to check the evil, in 60 or 70 years there would not be an elm 

 tree near London. Contrary to the general notion, he had 

 ascertained that sound young trees were attacked, rendered dis- 

 eased, and ultimately killed by the injuries inflicted on them by 

 Scolytus. By experiments in the gardens of the Royal Botanic 

 Society, Regent's Park, he found that a diseased tree could be 

 rendered sound and healthy by removing the bark from the 

 the part affected, and destroying it : — the Cossus had been 

 removed by cutting out, and the tree operated upon soon 

 recovered. The injurious effect produced both by Scolytus and 

 Cossus he attributed in a great measure to a poisonous quality 

 in the excrement of the larva.— Mr. Westwood said Audouin 

 had shown him, at Paris, that the female Scolytus first attacked 

 a tree for food, and then other females followed and deposited 

 their eggs in the exposed place. — Mr. Curtis had never known 

 young trees attacked, and ha doubted if any trees were infested 

 until they were diseased or decaying from age. — Capt. Cox re- 

 plied, that he had known the eggs laid on sound trees ; that 

 the insects eat into dead wood only after the bark and alburnum 

 were exhausted ; and that the trees in Regent's Park were grow- 

 ing vigorously when first attacked, and after being operated on 

 recovered their health. 



