The system appeared to be a solution to the difficulties: greater traction was possible, not relying on steel wheel adhesion, and avoiding the necessity to carry the weight of a locomotive and its fuel over the steep gradients. It was asserted that only a single line (instead of double track) would be needed to work the traffic by the atmospheric system, and that steeper gradients and sharper curves were feasible compared with locomotive operation, saving construction costs. In fact the capital outlay would be reduced by £67,000, allowing for the cost of construction of the pumping stations, and annual operating costs would be £8,000 cheaper. The system was considered at a Board meeting on 5 August 1844, and a few days later some of the directors visited Dalkey to assess the system in operation there. On 19 August the Board resolved to adopt the system. Gregory records that:  "The Chairman admitted that at first he thought it unwise to use it, believing that it was unsuited to the particular circumstances of this neighbourhood, but after witnessing what he did on the Dublin & Dalkey Railway his prejudices were entirely removed." The Directors' decision was put to the first Shareholders' meeting on 28 August 1844. A shareholder pointed out that the Dalkey line was less than in length whereas the South Devon was 50 miles; "Brunel replied that this had been carefully considered and had they not been satisfied that it could be applied as well to as to the Directors would not have recommended it." Questions were raised about crossing trains (i.e. passing opposing trains on the single line at crossing points) and speed; "Brunel, dealing with the first point, replied that it would cause no problem, and the Chairman added that while was the ordinary rate of travelling on the Dalkey line, he did not doubt that much higher speeds would be possible over the longer stretches of this line." The atmospheric system was adopted by the meeting without opposition. Brunel had emphasised the lower capital and working costs of the system, the latter being £8,000 per annum cheaper, he said, than locomotive operation. Daniel Gooch, Brunel's locomotive engineer, said, "I could not understand how Mr. Brunel could be so misled. He had so much faith in his being able to improve it that he shut his eyes to the consequences of failure." Brunel said, "I have no hesitation in taking on myself the full and entire responsibility for recommending the adoption of the atmospheric system in the South Devon Railway, and of recommending as a consequence that the line and works should be constructed for a single line only."