The Tunbridge Wells Line. — At this time (Aug. 1st) the line could have been opened down to Robertsbridge if desired, but the completion of the work to Hastings was held to be not possible till the following spring. From Bopeep, where it would join the South Coast line, there was an ascending gradient of about 1 in 130, and after that, a descending gradient. The constructive works were both heavy and difficult, there being within a distance slightly exceeding 5 miles no fewer than 14 cuttings and 13 embankments, nearly all of which were of great declivity. Some of the valleys also were very precipitous, and of a loose and boggy character. One of the latter, like the Priory meadow at Hastings, swallowed up several thousand truck-loads of earth, which sometimes during 10 or 12 hours sank as many feet. The excavations as far as Whatlington required the removal of about 1,250,000 cubic yards of earth, of which a million yards up to that time had already been removed. The line also abounded with curves, which made it of a devious and varied character. It was during construction adversely criticised by some engineers as a very costly conception, and at an entertainment given by the Rev. J. A. Hatchard, many years later, was admitted by Sir Edward Watkin to have been the most expensive line for its distance out of London. The chief contractor was Mr. George Withers, but Mr. Richard Perry was a sub-contractor for the portion between St. Leonards and Robertsbridge. Later than anticipated, however, the line was not opened till 1853, but the fierce competition of the two companies came to an end in September, 1851. At the same time, the Winchelsea station on the Ashford and Hastings branch was closed, the traffic not being sufficient for its maintenance.
Low Railway Fares Ended
The Competition Ended. The system of low fares referred to at the half-yearly meeting of the L.B. & S.C. Company, were commenced on March 9th by the S.E. Company, by their trains via Ashford and the same low fares to London were adopted, two days later by the South-Coast Company. Most persons had a belief that such fares would not be maintained for any lengthened period, and were surprised at their continuance for six months at the then unremunerative scale. But no one appeared to be prepared for the extent of the reaction which was to follow. By an arrangement to share the profits, the fares were put up to the highest that the law permitted, the same fares being equal on both lines as pertaining to the journey between Hastings and London. The second-class tickets were 12/- and the first-class, 18/-. These prices could not fail to operate against the welfare of the borough, and one would but suppose that they would also act prejudiciously to the interests of the shareholders. The arrangement of the two Companies was that from Monday, Sept. 1st, the Brighton and South-Coast Company was to have two-thirds of the through-traffic to Hastings, and the South-Eastern one-third until the Tunbridge Wells line was completed, and after that, to share equally. Before this arrangement had been made, many persons visited the Great Exhibition, daily, even at ordinary fares, but afterwards it became -
