cases, and that special trains may be despatched at greater speed if necessary. The capital cost including the laying of the tube and building the engine houses would apparently be no more expensive than a locomotive line without them: I am inclined to believe that ... we may find the original or prime cost not to exceed that which we have all along contemplated for establishing the locomotive line, £800,000. ... The annual cost will, probably, be reduced by 20 per cent below what we have heretofore contemplated, and the public will have the convenience of more frequent trains, which will again re-act in an increase of traffic. The newspaper report continues: Captain Moorsom was then instructed to survey the line between Falmouth and Plymouth, the distance of which he found to be about 66 miles over the line selected. By using the atmospheric traction on this line, the trains may run from Falmouth to Plymouth in hours, the Tamar being crossed without change of carriage by means of the steam-bridge. The 1845 Bill accordingly included the intention to use the atmospheric system. However, a Parliamentary report on the application of the atmospheric system on railways in general was inconclusive, and only muddied the waters. The 1845 Bill rejected The result of the 1845 Bill submission was that the preamble was proved but that the Committee stage in the House of Lords rejected the Bill: this meant that the desirability of the line was accepted, but that the detail of Moorsom's design was considered unsafe. A practical scheme at last Despite the setback, the supporters of the line knew that they were close to getting approval. As a result Moorsom was dismissed and Isambard Kingdom Brunel was asked to design a new scheme for the 1846 session. Brunel brought in William Johnson, whom he fully trusted, to survey and redesign the line. This was a full fresh survey and not simply a tidying up of Moorsom's work. It was ready within three months and was lodged in Parliament with a new Bill on 30 November 1845. Starting from Eldad, the route would curve to the north and cross the River Tamar about two miles above Torpoint, by a fixed bridge, running close to the north bank of the Lynher to St Germans. West of that place, following the general course of Moorsom's design, he considerably improved the curves and gradients.