The Sun. — London, England, 1841-07-09 00:00:00

RAILWAY NEWS, WITH A CONDENSED ACCOUNT OF RAILWAYS, good ROADS, Canals, and Navigable Rivers, by diminishing the expense of carriage, put the remote parts of the country nearly on a level with those in the neighbourhood of a town, and arc the greatest of all improvements.— A DAM SMITH. The roads or track ways of the ancient Britons were a single line of atones laid down from one town to another, and although our ancestors used war-chariots and other wheeled carriage., yet they did not level the soil nor cut out the earth, but con tented themselves with a single line of stones, more as an indi cation of the route than as a channel upon which their chariots might be driven. These ancient British track-ways are to be found very perfect upon Dartmoor, and in many parts of the kingdom—they have been confounded with the Roman road, but their origin is more ancient—a single way of stones is always British, the Roman road is a more elaborate structure, and our modern road-making is a very small improvement upon their art. The Roman roads ran nearly in direct lines, and were made as level as this direction would permit ; they were made high in the centre and sloping tothe sides ; the bed was formed of layers of sand, gravel, and cement ; the crest was paved with large stones, were forty Roman feet wide, with paths on each side; they ran in grand trunk lines from east to west, and north to south, with branches to the principal stations—thus the Watling-street ran from Dover through London to Chester. The Ermin-street from London through York to Edinburgh, with a branch line passing the wall of Severus to Carlisle. The Fess WAY commenced at Camelodunum, on the north coast of Devon, went through Bath, and fell into the Ermin-street near Lincoln. The Ikneld Way ran from the south coast of Dorset to Norwich ; thus the island was intersected with trunk lines of road. These roads were used by the Saxons, Danes, and Nor mans, and very little improvement was made by them in the public highways. The feudal nobility of the period subsequent to the Norman conquest, fearful of too rapid a communication with their fiefs, discouraged all attempts to make the roads passable. Cardinal Wolsey improved the approaches to his own palaces and the Royal residences, but the dignitaries of the Church, actuated by the same selfish motives as the lay Barons, did not improve the public highways, excepting so far as they were useful to bring the good things of this life to the convents and monas!eries. The suppression of the religious kouses, and the distribution of the plunder of the Church lands, induced the wealthier nobles who received a part of the spoil, to endea vour to connect their newly-acquired possessions with their an cient territories, and they all at once found that the ancient highways were no longer good enough for their travelling, so that in the reign of Philip and Mary statute 28 was passed. The preamble of this Act states " that the roads were tedious and noisome to travel upon," and enacted that the inhabitants of the parishes should each work four days during the year upon the public highways. This A c t originated the "statute labour." James I. anti Charles I . issued proclamations for the regulation of the roads ; but it was not until the restoration of Charles 11. that any im provement took place. Before this time, passengers and goods were conseyed upon the backs of horses ; but the rapid increase of wheeled carriages compelled an amendment of the old sys tem. By the 16th of Charles 11. cap. 11, passed in the year 1683, the system of turnpike trusts was introduced, and a morey payment upon the principal roads substituted for the yearly contribution of labour and horses. Three toll-gates wire erected upon the road from London to Cambridge, and the principle cf levying toll for the repair of the way upon the party using the road, instead of compelling the parishes to re pair it, was established. Very little advance, however, was made until after the defeat of the Pretender ; when the great diffi culty the Government found in the transportation of men and stores to Scotland, ind aced them, in 1748, to improve the roads. Since that time the turnpike system has been gradually ex tended, so that from the year 1750 to 1839, nearly 4,200 Turn pike Acts have been passed, 23,787 miles of road made, divided into 1,231 trusts, having upon them 4,900 toll-gates ; and the amount of revenue derived for keeping the roads in repair 1,500,0001. Notwithstanding this extended sptero, and the im provements made in road-making by Messrs. Telford, M`Adam, and J. M'Neil, and the extreme depression of manufactures, from the year 1823 to 1830, and consequent want of employment of the operatives, which enabled the turnpike trustees and pa rish officers to obtain labour at a cheap rate, for the improve ment of the roads, so that Great Britain could boast of the best constructed roads in the world, and although our canal com munication saved much time, labour, and expense, yet our heavy taxation, the increased competition of foreigners, the rapid in crease of our large towns, the value of individual time, and the increased application of steam as a motive power, made the people of England seek some more rapid mode of travelling ; and the attention of our civil engineers was directed to the ex tension of the formation of the tram road ; and the use of steam as a tractive power. The result of their labours is the present system of railroads. Formation of the Eailway. In laying out a line of Railway, the engineer chooses a certain standard of height, so as to enable the Railway either gradually to rise to the highest point of the country, or to sink to the lowest point of depression. The highest point is called the summit level, And the whole course of ascent and descent the gradient. As the line is to be nearly level, it is necessary in passing through the irregu lar surfaces of the country, if the line of the rail is to be below the original surface, to dig a cutting. Section of a Cutting before the Excavation. • * . *:t N Cutting. ..L 4 %.. - -- "..--- € -- -- 7 :7- . 7 1 - 1 -- --__-_ - _ --- --",, ......--::-.......,,, ..„. _ '...• ..__ _,. " ~ , t_.:_c.- --- =.,:,,. .....:- 'r_.,•1",..:"..; . - ,, --- -_-;.'13 -1 , 1 ,- - 4- 4, - , -c-.' The cuttings on the Great Western Railway are about 10,000,000 cubic yards, the proportion of cutting for the Southampton Rail way about 200,000 yards per mile, for the London and Birmingham 110,000, for the Liverpool and Manchester 100,000, and for the Great Western 80,000 per mile. The slopes of the side of a cutting must be so inclined that the top of the cutting, by the action of the weather, or any other cause, will not fall to the bottom. In bard or stony soils the cutting may be almost perpendicular, but one of height to one of breadth is the common slope, and if the soil is very light, then three to one. In keeping the level, if it is necessary to rise above the surface, or to cross valleys, a viaduct, bridge, or embankment is made. Section of an Embankment. . . s ,„ • • R 7 Ar• A skilful engineer, in choosing the direction of the Railway, always endeavours to make the quantity of the cuttings, and the amount of earth required for the embankments equal. According to the nature of the soil, so is the inclination of the slopes of the embankment. Upon the South Western Railway there is an embankment formed of chalk, 80 to 100 feet high. The earthworks being completed, the rails are laid down. The ;runner of laying the rails diffttrs according to the nature of the works or soil, on excavations and small embankments. Where there is a greater tenacity of the soil, blocks of stone, 2 feet square and 1 foot deep, are sunk, into which iron chairs are fastened by oaken we d ges or plugs, driven into two holes drill e d i nto the block. ..„ 6 ed. ,!. The cuts are sections of three kines of rails, and their fastening in large and light embankments. W here an equality of resistance must be obtained, the line is laid upon bearers of wood called sle:l3- ers. These sleepers are generally prepared by Kyan's process. The iron chair is a pyramidical hlrck-with a flat bottom, and a hole at each side to fit it to the block or sleeper, in th e upper part is a cleft to receive the rail, and hold it by means of a wedge upon the chairs. The rails are placed generally at every four feet ; upon some lines of railway, piles are driven to strengthen the way. The annexed smut shows a section of railway with sleepers and piles. The way being now completed, we come to The Locomotive. High pressure engines were one of the earliest forms of the steam engine. This engine is obscurely mentioned in the Mar quis of Worcester's " Century of Inventions." Newcomen, in 1705, applied the working beam, cylinders, and piston, to the at mospheric engine; and Leopold, in 1721, combined the working beam and cylinder with the high pressure principle, and produced the earliest high pressure engine worked by a cylinder and piston. James Watt reconstructed, and it may be said almost re-invented the steam engine. In 1803 Messrs. Trevethick anti Vivian constructed the first non-condensing engine, applied to a machine for moving carriages on railroads, and the experiment was successfully tried upon the Merthyr Tydvil tramroad in 1811. Mr. Blenkinsop, of Middleton Co:liery, near Leeds, obtained a patent for an improve ment in locomotive engines, applied to a rail with a rack, into which the teeth of the wheels of the engine fitted like those of a cog.whecl. In 1812 Messrs. Chipman obtained a patent for work. ing a locomotive engine by a chain extending along the middle of the lice of railroad. In 1813 an addition wrs made to the engine, consisting of a pair of mechanical legs and feet, which were made to walk and propel in a manner resembling the feet of an animal. In 1814 Mr. Stephenson built an engine at Killingsworth, which was a great advance in the manufacture. From that period until the year 1830—although the locomotive was much improved—yet the chief careof the engineers was to construct their engines so as to draw heavy goods at the rate of four or five miles per hour, and the Directors of the Liverpool and Manchester Railway d d not an ticipate a speed of more than ten miles an hour—but the eompati. tion for the premium of 5001., produced the Rocket of Mr. Robert Stevenson, the Novelty by Messrs. Braithwaite and Ecrissa, and the S anepareil by Mr. Harkworth ; theprize was gained by the It h ret , which w as propelled at the rate of twenty-nine miles per , and from this time a new era in the construction of loco. motive ! engines has commenced. Th the high pressuie , • e tJ•ligancs generally, are tenon and weigh about 12 tons, y we the run upon four or six wh ee l s, ' end with a tender carrying fuel, and (11 . 1,111 1 • , I ! . , 1.1 I Z - -;_t • A A A Piles, B sleeper. The rails having been laid, the line is ballasted up to the proper height. weighing about five tons, cost 1,7001.,- and - the annual repairs about 8001.: their consumption of coke is 6001bs. per hour, and they will carry upon a level line from 100 to 240 tons at twelve miles per hour, with a steam pressure of 501bs. to the square inch. To prevent danger a small appiratus is attached to the locomotives to announce their approach to the station- A whistling is caused by the opening of a valve at E, and the steam rushing out at A makes a screeching noise. Steam Whistle. A Rate of Travelling. The average speed of the four-horse mail-coach is 10 miles per hour. A ship cannot sail above 15 miles per hour. The best built steamboat has never been propelled more than 15 miles per hour, but upon railways the trains are dragged by locomotion at an average speed of 25 miles per hour. Upon some of the best con. structed lines a speed of 45 miles per hour has been obtained, but this Is the present limit, and unless some very great improvement be made, that seems to be the ne plus ultra of railway speed, for at great velocities a counteracting power is evolved, which is not felt at the lower rates of impulsion, viz., ,the " pressure of the atmosphere;" for each square foot exposed to the operation of the atmosphere adds to the load of a train going at the rate of 30 miles an hour nearly one ton, so that an engine of ten tons, which can draw about 234 tons at 10 miles per hour, can barely urge for ward its own weight at a velocity of 60 miles per hour. Arbroath and Forfar Railway. Incorporated by Act of Parliament May 19, 1836 ; capital 120,0001. The Railway was opened throughout with a single line of rail on Jan 3, 1839. The length of the line is 15 1 4 miles; the gage sft. bin. The annual revenue is at this time 10,0001., and the expen diture 5,2001., profit 4,800/. The annual number of passengers is about 118,000, and the weight of merchandize 55,000 tons. There are six stations, besides the two termini. Ardrossan Railway. Commenced in 1827 in connection N%ith the Glasgow, Paisley, and Johnstone Canal. Principal traffic—coal, stone, and passengers. Average receipts 4,0001. per annum. Worked by horses till 1840, when a new Act, empowering the Company to use locomotives, and effect a junction with the Glasgow and Ayrshire Railway was ob tained. The receipts under the new system will be doubled, as com pared with those of the old. The line runs from A rdrossan Har bour to Kilwinning, where it joins the Ayrshire Railway : it has two branches into the adjoining mineral fields of Eglinton and Douro. Length of the main line, 6 miles; of the two branches, 5% miles. Aylesbury Railway. This Railway is an auxi:iary to the London and Birmingham Railway, and was the first branch made from this line; its length is 7 miles. The Aylesbury terminus . is less than 300 yards from the market-place. Aylesbury may be said to be the dairy of Lon don ; many thousand head of cattle are fatted upon the pastures of its vale, and a peculiar breed of ducks, called Aylesbury Whites, are sent in large quantities to the London markets, but both butter and beasts lost so much in fat and flavour, from the ordinary turnpike road transit, that, the Birmingham Railway skirting the vale, the good people of the vale obtained an Act of Parliament in the year 1836, authorising them to raise 50,000/., and 16,0001. on loan, and to make the Railway; they issued 2,500 shares, of 201. each, and made the gage to suit the carriages of the Birmingham line, and on the 10th of June, 1839, opened the Railway to the public. The Railway is worked entirely by the London and Birmingham Company who have a lease of the branch. The route by this Railway to Oxford is a few miles shorter than by the Great Western, but as the latter runs to within 10 miles of that city (Aylesbury being 22), the principal traffic goes by the West ern. The Aylesbury Railway is, however, of immense import ance to the neighbouring towns and large villages, particularly Thame, Winstow, Bicester, Buckingham, &c., to which places, as well as Oxford, there are coaches daily. Distance from London, 42 miles. There are at present three trains daily from London to Aylesbury, and vice versa, and two trains each way on Sunday. Baflochney Railway. The Ballochney Railway Company was incorporated in 1826 (7th Geo. IV., cap. 48), in order to form a Railway from the termi nation of the Monkland and Kirkintilloch Railway, In the parish of New Monkland, about two miles eastward into the interior, where it separates into two branches, the one embracing the coal and ironstone mines situated to the south, and the other to the north of Airdrie-hill. The capital of this Company was originally 18,0001., but power was acquired in the Session of 1835 (sth and 6th William IV., cap. 97) to increase it to 28,0001.; and by an Act passed Ist July, 1839, the capital was increased to 70,0001., for the purpose of extending the Railway, and providing for the increasing traffic thereon. By means of this Railway the rich de. posits of coal and ironstone of the parish of New Monkland arc transported to the extensive and rapidly increasing ironworks on the side of the Monkland and Kirkintilloch Railway ; and it is yearly extending its connections with the circumjacent mineral fields. The line is worked by locomotive and horse power, except upon the two inclined planes near the western terminus. These planes are 1,066 and 956 yards in length respectively ; the gage is 4 feet 6 inches; length of the line arid branches 8} miles. Eirminghain and Derby Junction Is one of the lines that complete the communication between Lon don and the northern counties. The Railway runs out of the Lon. don and Birmingham Railway at Hampton-in Arden, and is con nected with the North Midland Railway at Derby. This Company was incorporated on the 19th of May, 1836, and it has obtained three auxiliary Acts of Parliament subsequently. Its length is 38 miles 6 furlongs 8 chains. The gage, carriages, &c., are the same as the London and Birmingham Railway. This Company is abundantly supplied with coal from the Derbyshire coal-field. The Anker viaduct is a beautiful stone structure ; it con.. sists of nineteen segmental arches, eighteen of 30 feet square span, with a rise of 7 feet six inches, and an oblique arch, 60 feet on the face, with a rise of 12 feet, the total length being 807 feet. The Croxhall viaduct, built of wood, carries the railway over the rivers Tame and Trent; its total length is 1,310 feet. The Stations arc— Hamptrn.in-Arden—the junction with the London and Birmingham linc—(P) Tamworth (P) Coleshill Kingsbury Walton A Irewas The Derby station is the point of union with the North Midland and Midland Counties. Distance from London 141 miles 8 chains. Barton Burton.upon -Trent Wellington, and Derby. Birmingham and Gloucester Railway. This Railway runs from Birmingham to Gloucester, a distance of 52} miles, and connects the Western Union Railway, which runs out of the Great Western Railway at Swindon, with the London and Birmingham Railway, as well as joining the Bristol and Glouces. ter Railway direct to Bristol. A line is established by its means with the western part of England and the south part of Wales, and with the great Railway lines to Lancashire and the north of England. It must at some future day become a very valuable line, as the goods and passengers from Ireland and Wales, passing up the Severn, and along the ship canal to Gloucester, will be conveyed upon its rails to all the great manufacturing districts of England. There is a branch line to Tewkesbury, 2 miles and 10 chains long, running from Aschurch to Iligh.strect, Tewkesbury. The Company have two Acts of Par liament, one passed 22d April, 1836, another on the 4th April, 1837. The capital is 1,266,666/. ; the gage of the Railway is Oft. 81-in., and there is one tunnel at Grovely Hill. Capt. W. S. Moorsoni, is the engineer, anti there arc several locomotives made by Norris and Co., of Philadelphia, in the United States, running upon the line. STATIONS. Cheltenham Bredon Spetchley Eckington Droitwich... ...... Principal. Detrord Secondary Broomsgrove Askchurch Stoke Pri0r....... . Bishops Auckland and Weardale, Durham, Branching from the Stockton and Darlington Railway, runs through a rich coal district; it is 8 miles 26. 19 chains in length ; its capital is 96,0001 ; the Act of Incorporation received the Royal assent 13th July, 1837. Hodmin and Wadebridge, Cornwall. Sir Willk.m Molesworth is the principal proprietor of this Rail. way. The revenue is drawn floor tfie carriage of mineral ores, coal, sand, and * passengers ; the capital is 35,5001. The Company act under the powers of two Acts of Parliament obtained in 1832 and 1835. Length 12 miles. Bolton, Kenyon, and Leigh Railway. This Company was established by Act of Parliament in 1825 ; it obtained additional powers in 182 S, 1831, and 1836; its capital is 210,0001., and the length 9 miles 6 chains 31 links. The line is leased by Mr. Hargreaves, and is principally used for the convey ance of coal and manufactures. It connects the Bolton and Preston Railway with the Liverpool and Manchester. Bolton and Blanchester Railway. This Railway runs from the suburbs of Manchester to Bolton; its length is 10 miles; its capital is 650,0001. ; the number of shares 6,2.01 of 1001. each. STATIONS. Pendleton Dixon Fold Stone.clough Moses . Gate -- Bolton. Brandling Junction, Durham, Is named after R. Brandling, Esq., who projected it. It is 171 miles in length ; it runs from the Stanhope and Tyne Railway to the • Carlisle Railway, and branches run to Monkwearmouth, and South Bbields. The gage is 4 feet 8; inches. STATIONS. GaSalthead,..- MontWeitrmouth, South Shields. Erin& and Exeter Railway. The Bristol and Exeter Railway branches off from.. the Great Western near Bristol, and runs parallel to the estuary of the Se vern as far as Bridgewater, when it f o ll ows th e course o f th e Ri vers Panet and Tone, and of th e Bridgewater Canal as far as Taunton ; it then runs by the side of the Western Canal, and afterwards enters t h e valley of the Culm, which it pursues until its junction with the Exe at Exeter. It is on the same grand scale as the Great Wes gineer, r.Brunel. tern, and under the direction of the en • M The length of this Railway is 76 miles,and although the country through which it passes is difficult, yet it p resents comparatively but little cutting, e mbankments, or expen s i ve work. The capital of the Company is 1,500,0001., and the am ount to be raised by loans 500,0001. STATIONS. Bristol Yatton Weston Uphill Burnham Bridgewater Taunton Wellirgton Tiverton Collumpton Silverton Exeter Canterbury and Whitstable Railway. This Railway is worked fur nearly the entire length by fixed engines, the way is single throughout ; the guage is 4 feet 8 , inches. The capital is 80,000/., and three Acts of Parliament have been acquired by the Company. It s opened to the publi c on the 3d July, 1 834 . Length of the line six miles. Chester and Birkenhead Railway Is an extension of the Chester and Crewe Railway, it corn. _ menus in Brook-street, Chester, and carries the line of rails from the Grand Junction Railway to the extreme point of the Cheshire coast The capital is 500,0001. and the length of the line 14 miles, 60 chains ; the gage of the way 4 feet 9 inches, There is a branch to Woodside ferry, with a tunnel 573 yards in length. There is a fine viaduct at Morton, built over the Ellesmere Canal. The Act of Parliament for the incorporation of this Railway passed 12th July, 1837 ; a second Act passed '23d June, 1840, giving the Corcpany greater powers. Chester STATIONS. Birkenhead, Chester and Crewe Railway; May be called a part of the Grand Junction Railway, inasmuch as the line is an extension of the Grand Ju . nction line, and the Com pany become the proprietors, by allowing the Crewe proprietors to become shareholders in the Grand Junction Company, at the rate of 25/. for every 501. share. It runs from the Grand Junction Railway, Crewe, to the Chester and Birkenhead Railway. At Crewe it is 21 miles in length ; its capital 458,000/. the gage of the rails 4 feet 8 inches. This line is remarkable for the number of curves it makes. There is a viaduct over the river Weaver; and a very substantial brick built aqueduct, to convey the Ellesmere canal over the Railway. The Act passed June 30th, 1837. Crewe Nantwich Calvelcy Bee stop STATIONS. Crownest Black Dog Chester Clarence Railway Commences at Port Clarence, on the River Tees, and joins the Stockton and Darlington Railway at Sun Pasture. The length of the line is 14 miles 21 chains. Three branches run out of the main line; the city of Durham branch from Stillington Moor to Durham, length 10 miles 13 chains; the Dyer's Green brunch, which is an auxiliary line to the Durham branch, length 5 miles 72 chains; the Stockton branch, from the city of Stockton to Norton-gate; the total length of railway belonging to the Company is 5 miles 72 chains ; a portion of the line is used for passengers' trains ; that be. twecu StOckton and Coxhoe, 41 miles S.E. of Durham, three times a day. This Railway is one of the great coal railways; about 400,000 tons are annually conveyed upon it, and on the four drops at Port Clarence 81 heels can be shipped in twelve hours. The gage of the way is 4ft. 81in. ; the capital 500,0001. The Act of In corporation was passed 23d of May, 1828, but five Acts, with additional powers, have been since obtained. Dublin and Kingstown Railway Connects the city of Dublin with the harbour of Kingstown, the piers of which enclose upwards cf two hundred and forty acres of water, with a nearly uniform depth at low water of spring tides of upwards of thirty feet, and as it is easily accessible with almost any wind, it is of course the station for the Post-office packets. The Railway commences at Westland-row, Dublin, and is carried across a portion of Dublin Bay by a great embankment, 2,200 yards long. The Act of Parliament was obtained in 1831, and this first Irish Railway, six miles in length, has been adrnirally constructed, under ,he direction of Mr. Vignoles, at a cost of 330,0001. The engine and carriage departments are worthy of imitation. The traffic on this Railway since its opening in December, 1834, has been very great. The trains have travelled nearly 800,000 miles, and eight millions passengers have been conveyed, and it is creditable to the ma nagement that, within the above period, only one fatal accident has occurred to any passenger, for which the Company could be fairly considered responsible. The ordinary daily working of the line is performed by three locomotive engines ; occasionally double that number are employed ; and from fifty-eight to one hundred and sixteen trains-start daily, according to the season. The average rate of charge on this Railway is a small fraction under one penny per passenger per mile. There are six intermediate stations be. tween Dublin and Kingstown. Dundee and Arbroath Railway Commences at Trades'-lane, Dundee, and terminates at the Arbroath station, near the Harbour, which joins the Arbroath and Forfar Railway, the length of the line is 16 miles 50 chains, and the capital 140,0001., which was obtained under an Act of Parliament dated May 19, 1830. The gage adopted upon this Railway is what is called the Scotch gage, and is 511. Gin. broad. There arc at pre sent four locomotive engines upon this line, and the steam instead of uselessly blowing away is carried into the tank of the tender to raise the temperature of the water. The stations are— Dundee Brought) , Ferry Monifieth Carnoustie East Haven Arbroath Dundee and Newtyle Railway Derives all its powers from three Acts of Parliament—the first passed the 26th of May, 1826, and its total capital is 70,0001.; the line is worked partly by fixed engines, and partly by locomotives. The way runs for two.thirds of its distance through the lands of Lords Airlie and Wharneliffe, and the returns of traffic upon the Railway demonstrate how much travelling is increased by speedy and clie . :p communication ; before the construction of this Railway one stage. coach only passed through the country thrice a week ; but now the Railway trains pass up and down four times each way daily in the summer, and three times daily in the winter, and the annual number of passengers carried is more than 60,000. This Railway is much used by the labouring classes ; the larger proportion of passengers are of this class. It has done much good to the district, as it connects the fertile valley of Strathmore with the port of Dundee; but hitherto no dividend has been paid to the sharehol ders. The Government duty weighs heavily upon this Railway, as the tax of 121 per cent. upon all moneys received for passengers has absorbed all the profits of the Railway. The fares between Dundee and Newtyle are Is., Is. 3d., and Is. 6d. There arc two branches running out of this Railway, one from Newtyle to Cu. par Angus, 5 , -1 miles in length ; and one from Newtyle to Glamnsis, 74 miles in length. Durham Junction Connects the Stanhope and Tyne Railway to the Seaham Railway. There is a fine bridge called Victoria Bridge, upon which the Rail way is carried over the Wear. This line, when completed, will extend to the north end of the Hartlepool Railway, but at pre sent the distance is 4 miles 60 chains. The Act was passed 16th June, 1834. A subsequent Act was obtai:red July 3d, 1837, by which the capital was extended to 130,0001. The main line of this railway is 15 miles long, and its branches 3 miles more. Durham and Sunderland railway. Main line ten miles long, and is worked throughout with fixed en. gines and ropes. There are ten fixed engines to work the line whose aggregate powers are equal to 650 horses. As this Railway is in the middle of the Durham coal field, the ballast for the Railway is made of small coal, and about 400,000 tons of this mineral is annually conveyed upon it. The gage is 4 feet 81 inches, and the capital 256,000/. The first Act of Parliament was obtained 13th August, 1834, the second on the 3d of July, 1537. Eastern Counties Railway. The projectors of this Railway intended that it should commence at the metropolis, and be carried through the counties of Essex, Suffolk, and Norfolk, and terminate at Yarmouth ; and for this purpose they obtained the permission of Parliament, by an Act passed 4th July, 1836, to raise a capital of '2,133,333/. but :they reckoned without their host, or rather without the lawyers, for they, with the Act of Incorporation and preliminary ex penses, swallowed up one-tenth of the whole capital, and the counties of Norfolk and Suffolk seem very likely to be de. prived, at least for some time, of the advantages of the Railway, unless the extension of the Northern and Eastern Railway to Nor wich, under the superintendence of Mr. Rastrick, be carried out. This Railway although promising to be as profitable as any Rail. way in the kingdom, and under the superintendence of Mr. Braithwaite, an engineer of great talent, has spent the greater portion of its funds, and up to July 1840, the outlay was 1,'234,958/. and the line completed only to Brentwood, a distance of 18i miles. The Railway commences at High street, Shore ditch, passes through Spitalfields, Mile End-cross, Dog-row, and Globe-lane; continues near to the East London Water-works, at Old Ford, across the marshes to Stratford, and Ilford to Romford, and runs alongside the turnpike road to Warley.lane, at Brent wood. The Railway commences at the metropolis, by a well built viaduct, one mile and a quarter long, upon IGO arches built of brickwork, Roman cement, will some of the arches are strong cast. iron bridges. The gage of the Railway is five feet; the time oc cupied by the first class trains through from London to Brent. wood is thirty-six minutes, and by those which stop at the inter. mediate station% about fifty minutes. STATIONS. High-street, Shoreditch. Ilford. Mile End. Romford. Stratford. Warley-lane, Brentwood. Edinburgh and Dalkeith Railway. This Railway was projected in the year 1824, and on 26th May, 18.26, the first Act of Parliament was obtained. Two Acts were subsequently obtained, on the 4th of July, 1829, and the 27th of June, 1534. The sum empowered to be raised was 133,0531. The gage is 4 feet 6 inches; the main line runs from Edinburgh to South Esk, and it has three branches, one to Dalkeith, one to Leith, and the other to Musselburgh. There is a tunnel upon the Edinburgh inclined plane 1,716 feet long, lighted throughout by gas lamps. Hitherto the carriages and waggons have been drawn by horses, and this kind of traction, whatever may be its other inconveniences, has this benefit, that passengers are allowed to stop upon any part of the line. There is a great traffic in coals; and upon the different parts of the line, and for different services, there arc several clever mechanical contrivances, chiefly for the safety of passengers on the inclined planes, of which there are three, and with great success, as, although from 200,000 to 300,000 passengers are annually conveyed upon this Railway, no accident has occurcd to any passenger. Eight trains pass daily each way. Edinburgh Leith STATIONS. Dal keit It Fisherrow south Esk. Niddric. Edinburgh and Glasgow Railway. . Whatever the Irish people may do or say about a repeal of the Union, no well informed Scotchrnan ever wishes to recur to the state of things that existed in his country before the union with England. Scotland never succeeded when she had independent jurisdiction, in establishing Colonies ; and since her unsuccessful attempt to colonise the Isthmus of Darien, she has never repeated the experiment. The Act of Union threw the English Colonies open to her trade, and the Western and North Eastern districts, of Scotland have grown rich by colonial commerce. No part of the British empire has benefited so much as Glasgow and the district for thirty miles around it, abounding in c•ral and iron stone, by the improvements of the Clyde, enabled to bring her " argosies" to the quays ofher manufactories, connected with the Ger man Ocean and the Ports of Northern Europe, by the ship canal to Edinburgh. Glasgow did not require, like the English manufacturing towns, railways to bring her the raw material, nor to convey to her mar. kets the manufactured product. Nature, and the exercise of very lit. tle art, supplied all her wants ; and hence, whilst railways stretched over the surface of England, manufacturing Scotland has been very slow to adopt this mode of transit. Edinburgh, the " modern Athens," with its fine buildings, " and its depositories of learning," lies on the other side of the isthmus, but the traffic between the two cities is principally passenger-traffic, and the saving of two or three hours upon the road by a few of the travellers, did not seem to justify an outlay of nearly a million ; but the increasing compe tition of manufactures in the North of Ireland, and the necessity for a speedy and cheap communication with the metropolis of the empire, compelled the inhabitants of the southern districts of Scotland to take measures for making a railway between Edinburgh and Glasgow, and the line, when completed, will be attended by consequences as important as any line in the British Empire. The original intention of the Edinburgh mid Glasgow Canal was to give a speedy communication between the two seas, but the nature of the ground necessitated the construc tion of a considerable number of locks, and so much time is con. sumed in passing through them, that the original design is partially frustrated, and the merchants now either send their goods for the southern markets by sea through the St. George's and English Channels or by steam to Liverpool, or from hence by Railway to the south ; but when this Railway is completed, the goods will be sent to Leith, and thence by steam-boats to the market, and the conveyance will be as speedy as the present Railway route, and at one-third the cost, as the price then charged will only be for forty-six miles of Railway conveyance instead of nearly '2OO miles. The Act of Parliament was obtained in 1838. The capital of the Company is 900,0004, divided into 18,000 shares of 501. each. An additional Act was obtained 23d July, 1840; the length of the line is 46 miles; it course is for nearly one half its length parallel to the Forth and Clyde Canal. The nature of the country necessitates the construction of three tunnels, 64 bridges, and several viaducts. The Almond viaduct over the Almond Water is a fine stone erection, 720 yards long, 28 feet 4 inches wide, and varying from 60 feet to 85 feet high; the gage of the Railway 4 feet 8- inches. This Railway is now nearly com pleted. Edinburgh, Leith, and Newhaven Railway. This is a short, but very Important line, in extent very little more than 21 miles, forming a connection between the centre of the city of Edinburgh and the shores of the Frith of Forth ; passing under the ridge upon which the New Town is situated, by means of a tunnel 900 yards in length, which tunnel at the summit is above 100 feet below the level of the street under which it passes. From the northern terminus of tne tunnel it proceeds in a direct line across the Water of Leith, over a handsome stone bridge of three skew arches, and continues on to Trinity, and terminates on the shore of the Frith, immediately opposite the Suspension Pier. The great importance of this short line will be better understood, when it is stated that its southern terminus at the centre of the city will, at no distant day, form a junction with the eastern ter.. minus of the Edinburgh and Glasgow, thus uniting the Western with the Eastern Ocean. Garnkirk and Glasgow Railway Commences at St. Rollox, and joins the Monkland and Kirk in tilloch Railway at Gartsberrie. Its length is 81 miles; capital, 148,0001.; number of shares, 3,680, of 0 51. ; and its powers are derived from four Acts of Parliament, obtained in 1826, 18'27, 1830, 1838. The gige of the way is 4 feet 6 inches, and its' annual revenue about 1 5,000/. The charge for. the conveyance of passengers is, for the first class, Is. Bd. ; and, for the second class, Bd. Two-thirds of the p assengers are conveyed three miles upon another Railway, fur which no ch arge i s made. Glasgow, Paisley, Kilmarnock, &. Ayr Railway Leaves the station at Tradestown, Glasgow, and terminates at The Bridge at Ayr. The length of the line is foil.) , miles. The branch to Kilmarnock leaves the main line at Dairy, and terminates at Kilmarnock. The capital of the Company is 833,3001., the number of shares 12,500, of 501. each. The Act of Incorporation was obtained on the 15th of July, 1837, and the amended Act on June 4, 1840. This line is intended to form part of the great line of communication with England, and be tween London and Glasgow. The gage is therefore the same as most of the English railways; viz. 4ft. q inches. The charge for First Class passengers is 2d. per mile, Second Class passen gers, ld. per mile. Glasgow Paisley Johnston Beith STATIONS. Kilwinning Monkton Irvine Ayr. Troon Prestwick. Glasgow, Paisley, and Greenock Railway. This Railway forms one line with the Glasgow and Ayr Rail way as far as Paisley. It then proceeds to Port Glasgow and Greenock. The length of the line is 221 miles. The capital 533,333/. Number of Shares, 16,000 of 25/. The Act of In corporation was passed on the 15th of July, 1837, and the amended Act on the 23d of July, 1840. Grand Junction Eailway. This Railway owes its projection and complete establishment to the spirit, intelligence, and enterprise of the town of Birmingham. In the year 1823 meetings were called in this town, and deputations sent to Liverpool, asking for the co-operation of that city. A Joint Committee was formed to carry out a line of railway between the towns similar to that which was then in the course of con. struction from Liverpool to Manchester, and in the year 1824 application was made to Parliament for a Bill, but the powerful opposition of the Canal Proprietors and other parties inte;estcd in coach and waggon traffic, caused the Bill to be thrown out by the Standing Orders Committee; another unsuccessful application was made in 1824, and these defeats compelled the promoters of the railway to bide their time. The opening of the Manchester and Liverpool Railway, and the great interest this event excited, caused the promoters again to bring this railway before the Legisla ture, but Parliament was dissolved in consequence of the rejection of the Reform Bill. The Committee applied again in 1831 and 1832, but (lid not obtain their Bill until the 6th of May, 1833. Two subsequent Acts were obtained in 1834 and 1835, and the total amount of capital studio- rised to be raised was 1,906,0001. The works were com penced in 1834, and opened to the public in 1836. The total cost of the line is 1,700,8321. Ils. ld. or about 13,4001. per mile. The length of the line is 974 miles, the gage is 4 feet 8! inches, and the gradients 20, 30, and 62 feet, respectively. The first-class pas sengers are charged after the rate of 2d. per mile, and the second class lid. per mile. The amount annually paid to the Company by her Majesty's Postmaster-General for the carriage of the mails, is 16,4251., the annual gross income about 200,0001., and railway mileage duty, 14,0431. 17s. 6d. per annum. The line of railway runs from the station adjoining the Birmingham Railway, to the Liverpool and Manchester Railway at Newton. (See Wyld's Grand Junction Railway Guide.) Passing over the Aston Viaduct, consisting of ten arches, very strongly and ornamentally built, near this erection, is Aston Hall, the seat of James Watt, Esq., the son of the inventor of the steam engine; a little distance further, is the Roman Catholic College of Oscott. It is a magnificent pile in the Tudor style of architec. lure. Near Perry Bar Station, about ikmile from the Railway, is Handsworth Church, whose walls shelter the monument of James Watt, finely executed by Chantrey ; on the left side of the altar is a bust of Matthew Bolton, the partner of Watt ; on both sides of the railway are places of note ; here, the Castle of Stafford, built by Robert de Tonei, the standard bearer of William the Norman, with its antique furniture, and armoury of mail; the Castle of Beeston, surprised by the Carlists during the civil war; there the Salt Works of Marston, with its stupendous caverns and crystalline caves ; and as the traveller passes over the Dutton and the Warrington Viaduct and secs the fertile plains, the Cottage homes of ENigland, By thousands on the plains, That arc smiling o'er her silvery brooks, And round her hamlet lanes, he forgets the miseries of the poor, and thinks only of the gigantic power that the genius of man has developed hi this region of machinery and industry. This railway was executed under the direction of Mr. Locke and Mr. Itastrick, and is now under the superintendence of Captain Clew her. STATI Miles from Birmhm.! Perry Bar Miles from Birmhm. Madeley Basford 521 Crewe 534 Coppenhall. ........ 55 Minshull Vernon 5Bl Winsforcl 6l llartford Acton Preston Brook 7o_r_ Moore 744 Warrington. 774- Winwick Ncwton 824 Newton Road Bescott Bridge, oi l James's Bridge Willen Hall, Wolverhampton l4 Four Ashe• Spread Eagle 2ll Penkridgc , 231 Stafford Bridgeford Norton ...... 34 Whitmore 4314 Great North of England Railway. Mr. Gibbs, the civil engineer, projected a line of railway from London to Durham, but the plan was too gigantic and too costly to be carried out as a single unde - taking, and this great idea has been only executed in parts, and by distinct Companies ; the line from London toCambridge by the Northern and Eastern Railway Company; the intermediate space between Cambridge and York is unexecuted ; but a part of the plan from York to Newcastle is now completing by the Great North of England Railway Company. The railway at this time is only complete from York to Darlington. For this part of the line the Act was obtained in 1536; by this Act the Company was authorised to raise 1,000,0001., and this sum was for the completion of the line from York to Newcastle. The Com pany have, by a subsequent Act, obtained power to raise 1,330,0001, and that sum has been expended upon the line to its present ex. tent, viz.—from York to Darlington. The Company is divided into 10,000 shares of 1001. each. The total length of the line to be com pleted was 76 miles, but 45 miles only are finished. The York City Branch is 45 chains long ; there are 43 bridges on this line, the principal are over the rivers Ouse and Tees. The gage is 4 feet 81 inches, and the Stations York. Sessay. Wiske. Shepton. Thirsk. East Cowton. Tollerton. Otterington. Croft. Alne. Northallerton. Darlington. Ruskeit. Danby. Great Western Railway. This noble undertaking connects the Thames with the Severn, and forms a line of communication across the southern part of our island. It commands the traffic of two millions of people, is the direct line to the south of Ireland, and until railways shall be car ried to the western coast of Ireland it will be the great road to North America and the Wtst Indies. It also commands all the traffic to Glouce,tershire, and when opened to Bristol will comprehend all the Devonshire and Cornish traffic. The Bristol and Exeter Line unites with it, and will be worked by the same Company. Mr. Brunel has laid out his line and finished the detail of the Railway so as efficiently to meet the wants of this extensive traffic. The course of the Railway is along the valley of the Thames, as far as Swindon. On either side are scenes rich in historical recollections, amidst beautiful land scapes and never-tiring prospects. here the Castle of our old Kings rises upon us, as we fly faster than the wind. There lived the poet whose thoughts burn in the hearts, and whose words arc the language, of the masters of the sea; further the battle-field of the barons, in the extreme distance; and beyond the spires of the mother of learning.-1 he very way is no barren road, for we journey through a greater variety of geological sections than can be obtained in the same distance, in any part of England ; early formations of the tertiary period, chalk, and secoudary for. mation, successively interest us. The Act of Incorporation was obtained on August 3lst, 1835 ; four Acts have been subsequently obtained, and the sum of 5,750,000/. anthorized to be raised. The gage of the railway is 7 feet, which is 2 feet 4 inches wider than than the Manchester and Liverpool Railway, and the increase of width allows an increase in the diameter of the wheels —permits a larger boiler—and a more powerful locomotive; a great increase in the strength and safety of the carriage, as well as an increased speed in the rate of travelling. The gradients are unequalled. The rails are laid longitudinally upon beams of wood, instead of horizontally upon stone sleepers. There is only one summit-level, which is at Swindon, near the Chelten ham Branch, and here it is 253 feet above the London depot, and 275 feet shove that at Bristol. It is 76 miles distant from the London end, and 411 from the Bristol terminus. From London to Dudcot it rises gradually, at a rate not ex ceeding four Let per mile. or 1 its 320. Thence to Swindon it continues to rise with a maximum inclination of 6 feet per mile, or of lin 880. From Swindon to Bath the general gradient is six feet per mile, or 1 in 880, but it is broken by two inclined planes, both 1 in 106 or 50 feet per mile—that at Wootton Basset one mile three furlongs in length, and that at Box of two and a half miles ; the curves are chiefly of four, five, or six miles radius, and are as gentle as possible, one excepted, which has a radius of not more than three quarters of a mile. There are eight tunnels upon this line, the first at Box, ninety.six miles from London, which is the longest on the line, as it is about one mile and three quarters in length ; the railway is sixty-nine feet six inches from the surface at the Eastern entrance, and sixty. four feet at the Western entrance.—(See " Wyld's Great Western Railway Guide.") The height of the tunnel is thirty feet, and throughout its course there are eleven shafts for ventilation; this tunnel is a magnificent example of mining.engineering ; in cutting through the hill the contractors encountered not only lias, lime-stone, Bath-stone, and hard dry quartz, but two quicksands, and some very powerful springs; but, by the aid of three powerful steam-engines, all the difficulties have been overcome. There are six other tunnels between Box and the terminus 1. Middle-hill, is a short tunnel, near to Box. 2. Twiverton tunnel, which is 767 feet six inches in length, with a fine facing in the Gothic style. 3. Saltford tunnel, 500 feet long by 30 feet wide; 32 feet 6 inches high. 4. Brislington tunnel, 3,148 fcct ifilength, running through a coal measure. The deepest shaft is 116 feet 6 inches from the surface. To the east of this tunnel is a small gallery, 111 feet long, 30 feet wide, and 30 feet high. 5. The ivy-covered tunnel. The western entrance is fancifully made to represent an old castle, and the ivy creeping over it. The length is 475 feet, and the rails are about 100 feet from the surface. 6. The last tunnel before entering Bristol, has a very handsome Gothic entrance. This tunnel is 990 feet long, 30 feet wide, and the depth from the surface about 76 feet. There are three viaducts—one at Hanwell, called the Wharn cliffe Viaduct, passing the Hanwell Asylum, 886 feet long; an. other at Bath, 306 feet 43L inches ; and a third at Twiverton, 245 feet long. There is a very fine bridge over the Thames at Maidenhead, and another over the Avon. The carriages are easy and commodious. The locomotives, from their increased power, present some of the finest specimens in the world of this branch of manufactures. The electromagnetic telegraph runs along the line as far as West Drayton ; and this important invention may, in some cases, prevent the occurrence of those accidents which have happened upon Railways from negligence of the subordinates. It was at first intended that this Railway should merge into the London and Birmingham Railway at Harrow ; but the adoption of a wider gage made an independent terminus indispensable. The stations arc : Paddington Ealing Hanwell Southall Drayton Slough Maidenhead Twyford Reading I'angbourn Goring Moulsforcl Wallingford Road Steventon Faringdon Road Swindon Wootton I3asset Chipponham Evesham BATH Twerton Saltford Keynsham BRISTOL Hull and Selby Railway Is a continuation of the Leeds and Selby Railway to the port of Hull. This Railway is an illustration of two principles—first, that steam water communication, although carried on at a much cheaper rate, will never materially affect the passenger traffic upon Railw..ys. Second, although the line of country through which the Railway passes is level, yet it is desirable that the Railway should have easy gradients upon it, as when this is done, ballasting can be easily obtained, and well tried experiments have proved that easy gradients will not wear out the locomotive so scot' as long level lines. It was the intention of the promoters of the Leeds and Selby Rail way that it should be continued to Hull, but the capital subscribed in the year 1825 was sufficient to complete the line from Selby to Leeds only. In 1834 the project was re-considered. Be fore the completion of the Railway, steam-boats plied regularly, speedily, and cheaply, hens Hull to Selby, carrying about 300 pas sengers daily; the Railway now carries 674 passengers per diem, and the steam-bOati are as•well filled as' before. "Ile return for, the first six months, exclusive of the amount paid for conveying the mails, was nearly 17,0004 The Act was not obtained until July 21, 1836. The sum autho, rised to be raised is 533,3331. Length of the line, 30 idles 65 chains, the gage is 4 feet St inches, and the Railway is prhicipally laid upon embankments ; ii.deed, this is a country intersected by dykes, and embankments are unavoidable; near to Hull, running along the river for one mile, at least, the embankment is faced with stone. There are several bridges ; one is a balance bridge over the Ouse, to allow vessels to reach the quay at Selby. The line was opened on July, 1840. STATIONS. Hull Eastrington Bessle Bowden Fcrriby Cliff Brough Selby. Staddlethorpe Lancaster and Preston Railway Is one link in the chain of railway communication between Eng. land and Scotland. This Railway runs from the terminus of the North Union Railway, Dock-street, at Preston, to the station at Lancaster; its length is 20 miles and a. The first Act of . Parlia. ment was obtained in 1836, and the second in 1840. The capital is 458,0001. Number of shares, 5,000, of 501. each. There is a viaduct of six arches at Galgate, Lancaster, and another over the River Wyre. The trains run four times daily, and the fares are -Ist Class, 45.; 2d Class, 2s. 6d.; 3d Class, 11, 6d. Leeds and Selby Railway. Leeds and the towns around it are the principal woollen ma nufactories of England ; and, as the weight of the raw material is disproportionate to its bulk, the cost of its carriage from the port to the factory was great. The Humber and its tributary canals afforded the facility of water communication, but the route was circuitous. The Railway saves 8 miles, in distance, and nearly a day of time, as goods may be landed at Hull, and warehoused at Leeds, within two hours' time. Although the line, from the calculations of the traffic sho wed a fair profit upon the capital invested, yet the result has been very unfavourable to the shareholders, and is an other proof of the truth of the axiom, that railways must derive their profit "from passenger-traffic, and not from merchandise." The opening of the York and Nsrth Midland Line, and the Hull and .Selby Line, will, it is hoped, add to the receipts of the Com pany. The Act of Incorporation passed the 29th of May, 1830 ; a second Act on the 3d of July, 1835. The Railway was opened on the 22d of September, 1834. It is twenty miles long ; the capital is 340,000/. ; the number of shares 2,100, of 1001. each ; the gage of the way is 4 feet 8 inches ; there is a tunnel at Leeds 700 yards long ; and 51 bridges, and 23 culverts. The Railway was constructed under the direction Messrs. Walker and Burgess, and is of suffi cient width to admit of laying down four lines of way. The statns are— Leeds, Marsh-lane York Junction Garforth Hambleton Mucklefield Selby Milford There are four trains each way daily, and three daily on Sun days. Fares :—I st Class, 4s. Second Class, 3s. Leicester and Swannington Railway Has 2,000 shareholders of 501. each ; the capital is 175,0001 The Company act under the powers of three Acts of Parliament, ob tained in 1830, 1833, and 1837. The length of the line is 161 miles, and it runs from the town of Leicester to the Ashby Coal field. There is one tunnel If miles from Leicester. The Railway is principally employed in the conveyance of coal, stone, lime, and sand, and has hitherto produced'nearly 7 pcir cent. profit per annum. Liverpool di. Manchester Railway. Stage-coach travelling had arrived at the utmost perfection at the close of the year 1828, the speed of animal power had reached its limits, 'the carriages were constructed upon the best principles, and our roads were unsurpassed, but the advance of the age required some more speedy mode of travelling; and although Liverpool and Manchester possessed good canals, and roads in the most perfect state, yet the increase of trade and the peculiar local circumstances con necting these two cities seemed to justify a trial of the new mode of transit, and as the men of Lancashire have always been amongst the first in enterprise, they secured the services of Mr. Stephenson, and subscribed nearly half a million to try an experiment, which, if successful, they knew must revolu. tionize the world. Railways had been heretofore established, in America, but they were, in most cases, but rude and unfinished tram-roads. The projectors of this Railway contemplated an en. gineering work then unparalleled. They were to'tunnel the rock, to drain the bog, and to 'make deep cuttings through the bowels of the earth ; and before they could obtain the sanction of the Legislature to the undertaking of this vast expe. riment, they had to incur large individual responsibilities. In after times, when the railway system administers to the corn. fort and happiness of the universe, the names of the pro. moters of the Manchester and Liverpool Railway will be held in high honour. It is true that the Stockton and Darlington Rail way was nearly completed before this railway was commenced ; but the Stockton and Darlington Railway is a mere tratn-road, through a comparatively level country; the Liverpool and Man. chester Railway is nearly a direct line, carried through from end to end, and in the execution of which art conquers all the obstacles that nature presents. The Stockton and Darlington engines never. contemplated a velocity of more than 8 miles an hour—the Li. verpool and Manchester Railway Directors in their rules for the trial of engines upon their line, demand that the minimum rate of travelling shall be 10 miles per hour. Our space will not allow us to enter into this question fully, but whoever will take the trouble to investigate this subject will find that the completion of this line of Railway is an epoch to which all our improvements in railway travelling are referable. In the year 1822 Mr. William James, a civil engineer, surveyed the country between Liverpool and Manchester for a Railway, but it was not until the return of a deputation sent to view the pro. gress of the Stockton and Darlington Railway that Mr. George Stephenson was engaged to lay out a line, which went upon a dif ferent principle as to inclinations from the plan proposed by Mr. James. An application was made to Parliament, founded upon the Report of Mr. Stephenson,but the line had been very badly surveyed, and it was opposed by the Canal proprietors and by the Marquis of Stafford, through whose property a large proportion of the line ran ; the application was unsuccessful. The Directors then engaged Messrs. Rennie, who sent down Mr. Vignoles, who surveyed and planned the Railway as it is now executed. The Marquis of Stafford abandoned his opposition to the Bill, and on the sth of May, 1826, the Royal Assent was given to the Act of Incorporation ; but when the line was to be executed, the Directors and Messrs. Rennie did not agree, and they employed Mr. G. Stephenson to lay down the railway upon the line surveyed by Mr. Vignoles. The Company have four Acts of Parliament, under which they act, and one clause enacts, that when the dividend shall exceed 10 per cent., the tolls shall be reduced. The total amount of money allowed to be used is 1,465,0001. The railway was opened to the public on the 15th of September, 1830. The total length of the line is 31 4. miles ; the"gage is 4 feet 834 inches ; This line presents very fine examples of engineering. There arethree tunnels attiverpool : Wapping Tunnel, 2,216 yards long, width 22 feet, height 16 feet; Crown-street Tunnel, 290 yards long, 16 feet 9 inches wide, and 12 feet high; Lime-street Tunnel, 2,000 yards long. There :•re 65 bridges and viaducts. The Sankey Brook Viaduct and the Newton Viaducts, are finely executed. The embankment over Chat Moss is a triumph of art over natural obsta des. Throughout the whole line the earthworks are very heavy, amounting to 2,728,030 cubic yards. Nearly all the stone used for the masonry of the line was quarried from the O'ives Mount cutting. The Liverpool passenger staticn at Lime-street is a very fine stone structure. The trains are wound from this station to the end of the tunnel by means of an endless rope, which runs in the centre of the way, the sheaves and machinery are very ingenious; and indeed throughout the whole line, there are mechanical contrivances for executing all kinds of labour, and supplying every want, evidencing the successful application of thought, and the development of mind. A tunnel runs under Liverpool to the Mersey. STATIONS. Liverpool, Edgehill, Broad Green, Parkside, Kenyon Junction, Bury-lane, Roby-lane, How Moss, Huyton.lane, • Lamb's Cottage, Huyton Quarry, Barton Moss, Kendrick's Cross, Patricroft, Lea Green, Eccles, St. Helen's Junction, Weast-lane, Collins Green, Cross-lane Bridge, Newton-bridge, Manchester. London and Birmingham Railway. The London and Birmingham, the Grand Junction, and the Liverpool and Manchester Railways form the grand trunk line through the centre of England, and although the London and Bir mingham line, with its dark tunnels, its curves, and its cuttings, is not such a line as the present experienced civil engineer would adopt, yet, knowing that railway making was an art untried when this sail. way was made, we recognise Mr. Robert Stevenson as the first of his day, and know that this line will be an imperishable monu ment to his fame. In 1825 the country was surveyed for a line of railway, and in 1828 the first public intimation appeared of the formation of "a Company for making a railway from London to Birmingham." In 1831 the Company advertised their intention to apply to Parliament, but so great was the outcry upon the part of gentlemen who feared that their parks would be desolated, and their mansions smoke.filled, that it was not until the year 1832 that the Act of Incorporation was obtained, at an expense of nearly 100,0001. The enormous ex pense attendant upon Railway Bills is a shocking proof of the venality of the Members of the Legislature. Very few Bills have been obtained without open or indirect bribery, and the convenience of some petty parkholder has often cost the share holders of a Railway Company more than the title to the fee-simple of the land had originally cost its possessor. The railway was opened to the public as far as Boxmoor on the 20th of July, 1837; and on the 17th of September, 1838, the line was opened throughout. The total length of the line is 1141 miles. The difference of level between London and Birmingham is 215 feet, to obviate which, there is a gradual ascent of about two feet in a mile. The width of the rail~• way on the embankment is 28 feet, and in the excavations 32 feet, the additional two feet being allowed for drainage. The way is double, and a space of 6 feet 5 inches is allowed between each pair of rails. The rails are_ divided into lengths of 15 feet each, and weighing from 3 to 31 owt. -The total weight of of the rails and chairs which support them, is 38,000 tons, the chairs which support the rails are frequently inserted into Kyanised sleepers or bearers of timber, where the line is embanked, but in ex. cavations, the chains are always inserted into stone-blocks, of which there are 290,000, of four cubic feet each, and 75,200 of five cubic feet each, weighing about 105,000 tons ; the gage'of the way is 4 feet 84 inches. The quantity of earth excavated, about 16,000,000 cubic yards, and the quantity on the embankments, 11,000,000 cubic yards. The amount of money authorised to be raised by Parliament, 5,500,000 i. The number of 1001. shares, is 25,000, 25,000 quarter shares of 251., 31,250 shares of 32/. each, total number of shares 81,250. On the course of the line there are eight tunnels, one at Primrose-hill, 1,250 yards in length ; Kensal Green, 320 yards ; Watford. 1,830 yards--during the excavation of this tunnel ten labourers were suffocated by the falling in of the earth; Northchurch Tunnel, 300 yards; Leighton, '272 yards; Weedon Tunnel, 418 yards in length; Kilsby Tunnel,-2,398 yards—this is the longest tunnel upon the line, and for nearly a quarter of its length it runs through a quicksand, which, during the excavation, required to be kept under by steam engines of great power, working during night and . day, and Berkswell Tunnel, 300 yards in length. The viaducts are over the Regent's Canal, the rivers Brent, Colne,.and Sowe, and at Birmingham. The entrance to the railway at Euston square is a fine piece of architec. lure in the Doric style. The depot :.t Camden Town occupies an area of about 28 acres, enclosing within it the stationary en. gine , which draws the train up the inclined plane from the Euston station. There is also a fine depot and manufactory of locomotive engines at Wolverton. Fourteen trains leave London daily, ex cept Sundays; ten run through the entire length of the line, one only to Rugby, two to Aylesbury, and one to Wolverton. On Sundays three trains run to Birmingham, and one toWolvcrton. A wail train leaves London at 9 45m. a.m., and at 8 30m. p.m., and from Bir mingham leaves at Bh. 30m. •.nr., and :at 12 midnight. The mail trains are allowed five hours to complete the journey, the first class trains five and a quarter hours, the mixed trains five and a half hours, and the third class trains eight and three quarter hours. Upon this railway the tickets are taken from the passengers at the Camden depot, in London, and at the Canal Bridge, in Birming ham. The stations are— Euston-square; Camden depot; Harrow, 11s; Watford, 171 ; Boxmoor, 244; I3irkhampstead, 28; Tring, 314; the Aylesbury Railway, Leighton, 41 ; Bletchley, 461 ; Wolverton, 521 ; Roade, 60 ; Blisworth, 624; Weedon, 694 ; Crick, 754 ; Rug. by, 831 ; Brandon, 89*; Coventry. 94 ; Hampton in Arden, 113 ; Birmingham, 114 miles. The gross amount of revenue for the year ending Jan. 30, 1840, was Expenditure ••• 422,467 10 3 Profit Within a few miles of the railway are many objects of interest, and the citizens of London, Birmingham, and the intermediate towns haze afforded to them a cheap and expeditious mode of visiting many Paces and scenes made classic in the history of their ecitii4ry. !Wobitrn Abbey, a splendid mansion built by the Russell family, who, by virtue of a gift from Henry VIII., enjoy this property, Olney; where the poet Cowper lived and wrote. Lt.tterworth Church, tvhere John' Wickliffe preached. Kenilworth, whose castle Sir Walter Scott has for ever• peopled with life. Warwick Castle, where Piers Gaveston was beheaded, whose chronicles are written 'in the blood of feudal nobility. And old Coventry with its tradi+ tions and its tales. An hour's journey upon this railway, either way, will plac_ the traveller upon some classic spot. London and Blackwall Railway. This railway runs from• Fenchurch-street to the Brunswick wharf, at Blackwall. Its total length is three miles 843 yards; its capital is 800,0004 ; the number of shares is 24,000, of 251. each ; the gage of the way is the same as the Eastern Counties, viz., five feet. The trains are drawn on the rails by means of ropes and fixed engines, and a rapid communication is kept up throughout the whole distance by the electro.galvanic telegraph. The numbers of down-trains, daily, is 51, and up.trains 50. STATIONS. West India Dock entrance Poplar Blackwall Minories Shadwell Stepney Limehouse London and Rrighton Railway. Five parties competed for the execution of this line, Sir John Rennie, Messrs. Stephenson, Cundy, and Gibbs, and the South Eastern Railway Company. Nearly '2 00,0 0 0 / . was expended in the Parliamentary contest. The line proposed by Sir John Rennie was ultimately can led, but the Company were compelled by the Parliamentary Committee to admit the shareholders of the compet ing lines to a participation in the management and profits of the successful Company. This Railway, although called Sir John Rennie's line, is Mr. Rastrick's line, as he surveyed the line, and his judgment and ability caused it to be successful be fore Parliament, and he is now carrying out the details of its execution, through a very difficult country, with very great skill. The length of the main line is 42 miles, and of the Shoreham branch 5 4 miles. The capital of the Company is 2,400,0001., in 36,000 shares of 501. each. The railway runs out of the Croydon Railway 9i miles from London, and terminates at Church-street, Brighton. When it is completed it will be a fine specimen of engineering ; the country through which it runs is very difficult for railway works, and tunnels :ire very fre quent in the chalk formation ; there is a very large viaduct over the Ouse Valley, 462 yards in length, the cuttings are more ex tensive for the length of the line than upon any other Railway in the kingdom. They amount to 6,864,686 cubic yards. The Shoreham branch was opened to the public on the 12th of May, l 840, and nearly 1,000 persons travel upon it every day. This Rail way will be completed in 1842. London and Croydon flailway. Commences at Corbet's.lane, Rotherhitbe, where it_ joins the London and Greenwich line; and terminates at Croydon near the ninth mile stone from London. The Act incorporating the Com pany was obtained on the 12th of June, 1836. This Railway for the greater part of its length runs in the bed of the Croydon Canal, which was purchased and drained by the Railway Directors, but the curvature of the canal rendered a departure from its entire course imperative. The engineering work is of the best kind, and has been, by Mr. Gibbs, the engineer, most skilfully executed. The principal cutting is at New Cross, the quantity of earth removed from this spot amounting to half a million cubic yards. This Railway has been adopted by the Brighton Railway Company as a part of their line, and the gradients and curves originally projected by Mr. Gibbs, were altered to suit the level of the Brighton line. The bridges are all neat and well constructed, and no line in the king dom can boast of neater or more commodious buildings as stations. The gage of the Railway is 4 feet 8* inches, the rails are laid in a novel way ; they are, like the lines of the Great Western Railway, laid upon continuous bearings of wood, but they are not attached to piles, but simply imbedded on the ballast of the way. The rails are formed with flanges, by which they - are screwed to the bearers at equal distances. This improved method of laying :he rails has lessened the noise generally attendant upon the motion of the trains, and also produced a steady and hardly perceptible vibration. This Railway runs through a most beautiful country ; and for one shilling the citizen may enjoy some of the loveliest scenery in England, and be placed within one mile distance of some of our early buildings, and our best public collections of pic tures. Dulwich Gallery is lo mile from _the Dartmouth Arms station, and tickets may be obtained, gratis, at the principal print_ publishers in Leaden, admitting parties to see the fine collection of paintings of the old masters. Beulah Spa is one mile from the Norwood station. The grounds are very well laid out, and there is a mineral spring, strongly impregnated with sulphate of mag nesia. The grounds are not open on Sundays. At the terminus at Croydon, there arc the remains of the Archiepiscopal Palace and the Church, within which are the monuments of several Arch bishops. A short stay at Mitcham, Merton, Carshalton, and Bed dington, will amply repay the visitor for his excursion. The capital of the Company is 585,0001. The stations arc Toolcy-street Annerley New-cross Norwood Dartmouth Arms Jolly Sailor Sydenham Croydon Penge • London and Greenwich Railway. The crowded state of the pool and port of London, has origi. nated many plans for clearing the stream, or for removing a por tion of the shipping to the wider parts of the river; and the corn pletion of the Greenwich and Blackwall Railways, seemed likely to effect this desirable end. But hitherto, these railways, and espe cially the Greenwich, have been confined to the conveyance of passengers. This railway is constructed upon a viaduct of nearly 1,000 arches, it is 3 miles long. The Croydon, Brighton, and South Eastern use this line of railway for their London terminus. The capital of the Company is 733,333/., number of shares 23,630, of 20/. each. The first brick was laid in April, 1834. It seems strange that in a line of four miles such great difference in the under soil should be found; there are substrata of gravel, clay, sand, peat, bog, and floating land, but Colonel Landman, the engineer, has successfully overcome these difficulties; each part of the viaduct rests on a bed of concrete, and very little settlement has taken place, throughout the line. This viaduct may be said to be an experiment to prove that whenever the lead is long, a viaduct is more economical than an embankment ; indeed, the expense of an embankment throughout the whole of the Greenwich line would have been very great, whereas the viaduct is now used for cellaring and storehouses. The Act of Incorporation was obtained 17th May, 1833, and five subsequent Acts have been obtained. The Stations are—Tooley.street ; Greenwich. Manchester and Eirminghan Railway. The people of Manchester have been much dissatisfied with the circuitous route they have hitherto made from Birmingham to their city, and hence two lines of railway were projected, the South Union, and the Manchester, Cheshire, and Stafford. shire Railway, both of which effected a great saving of time and distance. There was great opposition to both lines before the House of Commons, which ended by an adoption of a part of the line of both Companies. The Act of Incorporation passed on the 30th of June, 1837; the capital is 2,800,0001., and there are 30,000 shares of 701. each. The railway runs from Stone-street, Mae. chestcr, to Stockport, Cheadle, Wilmislow, and Sandbach, to the Grand Junction Railway at Crewe. The Macclesfield branch leaves the line neat Cheadle, and is II miles in length. There is a'very fine viaduct over the Mersey at Stockport, its length is 2,179 feet, and it is elevated 106 feet above the surface of the water. The gage of the railway is 4 feet 9 inches ; the engineers are Messrs. Rastrick and Stephenson. STATIONS. Rushford Manch ester Stockport Manchester and Leeds Railway. This important Railway is the connecting line of the great ma. nufacturing towns of the North ; joined to the Liverpool line it enables the woollen fabrics to be conveyed to all parts of the Western Hemisphere, and joined to the Selby and Hull line it com municates with the ports of Northern and Eastern Europe, The importance of such a line of communication has long been known, but the difficulties presented by the nature of the country, rendered it necessary that the great experiment of Railway-snaking should have succeeded, and that the engineers should have attained consider able knowledge, before they grappled with the natural obstacles the face of the country and the nature of the substrata presented. The Morton and Horbury cuttings, and the Burnley Valley embank ment, containing 364,000 cubic yards, are fine examples of engi neering skill ; there are 116 bridges, which, together with the viaducts and retaining walls, contain 5,319,000 cubic feet of masonry and brickwork ; there are also eight tunnels, cut through most difficult strata. The length of the line is 50 miles ; the number of shares is 26,000, half in 1001. shares, and half in 501. shares; the capital 1,733,0001., but the sum received by the Com pany, including mortgages and bonds, is 2,599,0001. STATIONS. Manchester—between Queen.street and St. George's-street Mill Hill Laddendon Foot Heywood Elland Blue Pits Brighouse Rochdale Cooper Bridge Littleborough Horbury Todmorden Wakefield Eastwood Dewsbury Hebden Bridge Normanton Sowerby Bridge Leeds. Midland Counties Railway Commences at Rigby, in Warwickshire, at the Birmingham Rail way, 83* miles from London, and runs in a line to Nottingham and to Derby, where it is joined to 'the North Midland Railway. The length of the line to Derby is 48* miles, and the Nottingham branch 7 miles 16 chains. The Act of Incorporation was ob tained on June 21, 1826, a second Act in 1838, and a third Act in 1840. The capital authorised to be raised by these Acts is 1,333,3311., the number of Shares is 10,000 of 1001., and 10,000 of 251. each. Theline was opened with a single line of rails fiom Derby to Nottingham, on the 4th of July, 1839, and the line was completed throughout and opened to the public on July 1, 1840. The gage is the same as the London and Birmingham. This line of Railway, from the amount of works; bridges, viaducts, and tunnels, has been very costly; amounting to nearly 29,0001. per mile. There are 148 bridges over and under the line, three tunnels, and seven viaducts. STATIONS. Ullesthorpe, principal station, distance froth Rugby 71 miles, from Derby 411 ; from Nottingham 391 miles, from London 9IA miles. Broughton, Loughborrow, P. Wigston, Kegworth, Leicester, P. Sawley, Systan, • • Borrowash, Sileby, Spondon, - Barrow, Derby, P. Nottingham Branch. Long Eaton, Nottingham, P. Beeston, Newcastle and Carlisle Railway. This line was incorporated by an Act, which received the Royal Assent on the - 22d of May, 1829. A second Act was obtained in 1832, a third in 1835, and a fourth in 1838. The capital autho rized to be raised by these Acts, is 750,0001. Number of shares, 6,000, of 100/. The line was partially opened in 1838, and com. pleted and opened to the public on the anniversary of the Battle of Waterloo, in 1839, the works occupying nine years for their ex ecution. This line, when completed to Maryport, will run across the northern isthmus of England, and connect the Irish sea with the North sea; it will form one of the principal arms on the great line of communication between England and the cities of Edin. burgh and Glasgow. The Commission appointed by Government have lately reported upon the coast-line to Scotland, and the Newcastle and CarEple Railway forms a part of their plan. The gage of the way is 4 feet 81% inches, and there are two tunnels, and several very well built viaducts, particularly those of Weatherall, Corby, and one over the River Gelt. The cutting through the Cowran Hills is an eternal memorial of the skill of Mr. Blackmore, the engi. neer. It was intended that the tunnel should have been carried through this ground, but the nature of the soil, consisting of clay and soft sand, compelled the engineers to make an open cutting. The Railway runs through some very beautiful scenery, and is 61 miles 67 chains altogether. There is a branch to Redheugh to join the Brandling Junction, and an extensive line to the canal basin at Carlisle. Northern and Eastern ILalllOl9 the Will run from London to Cambridge , a nd will forma P— ... ,„ 0 , 0 great line of communication that must ' hereafter be mad e "` 4- ,: e London and Edinburgh. Already well digested plans for the viola to Norwich, branching out of this railway, are before the la" ic ' ye rf although this line has not the advantage of passing Shr °4ll icsl o populous districts, or large cities, it must at no ver y distant perSai,. be completed to York, either as a national or individual n& ing. The line is at present only completed to Broxbourn arna: as capital raised by the Company will enable it to complete the c wo far as Bishop Stortford. The first Act was obt ained in 183! in 1839, and one in 1840. By this last Act the c apital wa o s de termined to be 720,000/.,the'original nu mber of share s was o ' 0, t he of 1001 . each. The length of the line from the junction with Eastern Counties at Shorcditch, to its present term in t%ted 29 miles, the gage of the way is five feet. The railway i6";ailey only a few feet above the surface of the adjoining land in the of the river Lea, and during the late floods was ov erwhelm waters of the river. STATIONS. Shoreditch, Enfield Ifigh ,, AY , Lea Bridge road, Ponder's Elul, Tottenham, Waltham Cress, Edmonton, - Broxbourne. North Midland RaiMai. Runs from Derby to Leeds, amidst a wealthy man ufactur l at l ock, trict, and through the romantic scenery of Derbys hire and 3 , are/ . 'rhe capital of the Comay is 3,000,000/., in 15,000 o on tho/. tt 'the Royal assent was given to the Act o f Incorporatio n of July, 1836, and the Company have obtained additional powest'h'e subsequent Acts obtained in - 1837 and 1839. The length Ilford' line is seventy.two miles. There are seven tunnel s, a nd Duffield, South Wingfield, Lodge-hill, Clay Cress, Cat.h".:o4o. Chevet tunnel. The total number of bridges and viaduct s There are also some very deep cuttings ;amongs t the " "' t s are Oakenshaw and Normanton cuttings. The g a g e of the cb to 4 feet 8,1 inches. The traveller along this line w ill find tors. repay his researches. At Bel per is the cotton m ills of ""rcrl Strutt, the water.wheels of which are constructed in 3 o6c id curious manner. One mile from the South N ,, Vin ' the station is the baths and town of Matlock. Three miles WI th e North Wingfield station is Hardwicke Hall, one of the seats° n Duke of Devonshire ; this building was erected in the IC' of tury, and is in the Tudor style : In this mansion Marl O t- • hat Scots passed several years of her captivity : the wa lls are e a re t he with some very fine paintings. Close to Musborough statiou iron works of Messrs. Walker, founded in 17-16. s°lh : to' bridge, as also the bridges of Sunderland and Yarm, wertr,nins these works. Half.a.mile from the Swinton statio n arc t"'" e " ot of of Conisborpugh Castle, and also Wentworth HOUSC, the a rt' Earl Fitsviilliam, a magnificent mansion, f i l l e d with wo rks u dhit amongst ) which is the celebrated picture of Lord Strafford ° Secretary, by Vandyke. - STATIONS. Belper Swinton Bull•bridge Dar field 114 South Wingfield Cudworth or Barn- 0 1 North Wingfield Oakenshaw or WA' Chesterfield Altofts Eckington Woodlesford • --; Musborough or Rotherham Leeds. Kilnhuist North Union Rail Runs from Preston to the Liverpool and ay M an chester. lot IP , at Parkside station, a spot made memorable by the a c ," then happened to the late Mr. Huskisson . The logo ) " ni c ad , ' 22 macs; the capital 730,0001., in 6,329 shares of 1 °";10' This Railway was open to the public on the 31st of Oca“ and gthfig There arc six trains leaving daily, except on Sundays, di on to Liverpool, Manchester, and the south, and live north ° Sundays there are three trans in each direction STATIONS. Golborne Euxton Wall Gate Golden Hill Standish Coppull Farrington Gate Preston Station Paisley and Renfrew Railway. l the A short line from Paisley to the river Clyde. The CO'octtirce railway has been about 32,000/. The length of the lin e f 01 1, miles. The Railway was opened to the pul,lic on the 34 ° i f hou i 1837. During the summer months the trains run every O,OC and the . time occupied in performing the journey is ab(S minutes. Sheffield and Rotherham RaiWO' c d The Act for the incorporation of this Company was the 4th of July, 1836. A subsequent Act was obtained be t 0 , The length of the line is five miles and a quarter ; 01'100°' shares 6,200, 4,000 of 251. each, and the remaind er halt*,'l 121. 10s. each. The capital is 200,0001. This I , ° from Rotherham under a part of the North Midland P' 3 t . hc I . l o ' Sheffield. The gage of the way is six feet. Leng th 01 51 miles. Carlisle Redheugh Ilaltivhistic Wylam Milton Bampton Hansted Blaydon Stockfield Hexhant Haydon Bridge Rose Hill Wcatherall Newcastle. Newcastle anti North Shields Railway Runs through a great coal district ; its length is six miles and three quarters; its capital 260,000/., in 2,400 sham . ; of 501. each. This line is singular from the number of bridges constructed of wood that span its course. The Willington Deen viaduct is also built of wood. The gage of the way is 4 feet Si inches in length. The fares are—ls. _for First Class; 6d. for Second Class. STATIONS. Newcastle Walker Willington Percy Main Nctth Shield: IVali - 4 End STATIONS. STATIONS. Rotherham Holmes Brightside Sheffield Slamannan Railway f Is a small Railway in the county of Stirling, running -7 north branch of Ballochney Railway to the Edinburgh 3'1450: gow Union Canal at Causeway End. Its course is throu...octol; trict abounding in iron, stone, and coal, and the landed P: to t r i) through whose estate this Railway was to pass Prest u ircd ' ° o / Railway Company such portions of the land as they the line. The length is about one mile and a half. Ito, is the way is four feet , six inches. The number of Iglu.- Capital 135,0001. • South Eastern Railway. ~„ nort te This Railway is the line of communication with 1 ."`", toe the coast of France. Leaving the Brighton Railway at 111 ",,, s frols i 's• it runs through the Weald of Kent to Dover. Its log"' d junction with the Brighton Railway is sixty.six miles a n d fOl4l and from the terminus at Tooley.street eighty-seven 011,00, $ three chains; the gage is the same as the Brighton, Cr° 3 o . 3. 1' Greenwich Railways, viz., four feet, eight and a-half inch o It / Act of Incorporation received the Resat Assent 21st ofP n o - '1 .4 1) The capital is 1,850,000/. ; the number of shares 28, 11 % ' esett' s ' This line is a magnificent specimen of British skill a° ostr'; Napoleon boasted of his route over the Simplon as the ;n i g s et t ' complishment of modern engineering, but the tunnel t h d rc tsc Shakspeare Cliff, the sea wall adjoining this tunnel, an ds th e l, 0 rious excavations along the coast for this line of railwaYr not surpass, are equal to any of the engineering works c, est', or any other man or nation. The Shakspeare Tunnel 1400°, through the Chalk Cliff for a length of 1,430 yards, the 100°' Cliff Tunnel 2,200 yards, the Tower Tunnel 616. I bt' is yet unfinished. South Western Railwar. sat sot This Railway was projected by Mr. Giles in 1.82 5 , for carrying on the present line did not cbtain the P i on' s .r until the year 1834. Mr. Giles'stiperintended the svo l ' s c og ilw to year 1837, when he resigned In 'favour of Mr. Locke , t, e tt of the Grand Junction Railway. The original intent „et ' is carry the line direct from London to Portimoutlsi'oo fo'it opposition of the Portsmouth people caused a dir er t _ 0 / 0 , the direct course; they have since seen their e rr or ° jo is now too late. Instead of a principal line to ! ' . ft t se the Gosport branch is only an auxiliary to the ra h ' '' e s e per t ' 1 0 the passing of the Act empowering the continuation to 113 ,1 0 ! je ct Directors have very foolishly changed the name or th e w ale' s rf the South Western Railway. Every one knew th eierip of the Southampton Railway, but the name the Bat hva s l ate, i ,se is, what the Railway is not, unless the arriere pensee rt too for be that the present Railway will hereafter form f ot oa l r i o great south-western communication to Cornwall- S e ( fsl iz o sf must soon become the packet station of the south r;d4o l and the completion of the magnificent docks noW 11,0st-u th there, in spite of official jobbing, will cause th e t he Ifor packets to make this port. When this event halTe rls 'oe 14 ,04' ampton Railway will be a very profitable undertaking' or, it; the incorporation of this Company passed on the `2 s t h oo u s,Ot i scl The capital authorised to be raised by this Act Was l ' A ser eP se '5O/., shares, and an additional sum,by loan, of 330,0001. 00 die j ol was passed in 1837, which received the Royal Asse°! tie eal 4 gg of June, and empowered the Company to raise an add ''' of i ` t The for of 400,0001., and by loan, 130,0001. In the segiou:n ' oco br r third Act was passed, enabling the Company to raise ° v si3O 0' the purpose of constructing the branch to Gosport. w le ge of original shares of 501. each is 20,000, a nd °„f e po 0 11'e'crr,i11404 of 251. each 16,000; the latter having the "". with regard to dividends as the original 'h r rr e ' which there are 6,000 50/, shares in the so that the whole number of shares is 4%-', o `2 ot tsw e ,i,:re are two tunnels at Popham, 600 feet long, ' 2s s . . t t e spe li f Ol e feet high ; one at Walter's Ash, 1,500 feet long. ado ovine nel, 600 feet long, 25 feet wide, 22 feet high ; the al 0/ way is 4 feet 8i inches. The entrance to the Balla c. Tite, Elms, is a very great elevation, designed by architect of the New Royal Exchange. ca nr' il ° "The advantages proposed by this Railway are suChl' sar to prove beneficial to the public and profi ta ble to its gr"„ ' no t A shareholders. The line has favourable levels , an- l its ever to be superseded by any competing line. AL sae ly " sr' s , forms a communication between the two millions of t ", r - bo o ( ' r and their resorts of pleasure in the valley of the , $ t this is no precarious source of income, but one which Vs, tl , e lucrative while the innate English sympathy fo r ,„. s ste al' 're exists, and it is little likely that scenes corls.:00e010,00 songs of our poets for centuries can by ailssrli test. OiCi lotion of taste lose their attraction. To its sout h s icr it is again the road of pleasure-seekers to a tbe is otrO most frequented watering-places ;to the scenery ° o f t, Wight, Guernsey, and Jersey, and to the wh °le . t France. Nor are its commercial prospe cts less ;%d tht i rrel' manufacturing districts of the Mole, the Wandle, o f 40 . the outlets of the agricultural riches of the s pilt' so d ;o' 4 and it commands the whole of West Sorrel to ,ui l ! sex. By turning round at a right og le to s o st , Hampshire, it affords a communication t°dossiet..4,oen w hich of England 'f, and proceeds through 8 .01 a ye e o d important in agriculture to Southampton , is sin an admirable commercial position. This tows: et serss is tural colleague of Havre, the port of Paris, of the Ju l, / 9 1 ,30' 0 0 0 0 the seat of the French American trade. A i t vi „ , t , French Chamber to authorise the formation of - soro Ater a tia l' /IP Havre to Paris, which cannot fail to afford gres onion sly /0 The present coach tra ffi c is s ev- so ol. l '''''s thirteen the coach traffic between London and .Liverr- Ass South Western Railway Guide. STATIONS. Nine Elms. Winchficld. Wandsworth. Hartley Itoiv• Wimbledon. Basingstok e. Kingston." Popham. beh l `:= Di ton Marsh. A and N Walton " w 'nh r ee d rs . t Weybridge. T Weking. Southampton' Fanborough. it alit' s tat e ' * Wishavr's Railways of Gre at Br ,tfig . t Being used by the Exeter coaches as far as 6 ge e Stockton and Darling-ton „ss f oc 61' 0 i Andover This Railway was constructed for the Por7 ine nt. t sircl coals nom the great coal-field to the ports of sh' s f so the,„ol o ., Act was obtained in 1821 ; the second in I°: so ' colvr is fu e 1824; the fourth in 1828. The capital of 1 4 10 g age oo , e n l" ~ 280,0001; the shares are 1,000 of 100/, each. the it/coo feet eight and a half inches. Upon this ItailwaYos tra ins s. engine was first extensively tried. The numbe w t . , ; , as"' each direction is six—three first-class a nd three gb ST/11101s. \vire A s s ularl d Stockton Dar lington . Shildon Middlesborough o s viti ha t ' Stockton and Hartlep ool tw „ 1 ,0- l utes a' nJo Runs out of the Clarence Railway, a nd terra; wit hsut a 4 fr et 91 boor, Hartlepool. This Railway was complete d the gage . . s ecr lion to Parliament. Its length is SI Intl"; for th e Con' '' inches. This line was construc t e d mainly coals to Hartlepool. -4110 1. . 1' .6 P S' Whitby an d Pickering 1 1 7 4 ono ; E Is worked entirely by horses; its length i s is 4 feet 8i inches; the capital is 135,000/- na' 1551 4 York and North midland midla nd Commences at the Altoft station of the North 00 2:31 1° 0/ 1 1isfc of and terminates at York. The length of the „ fichL st oei, te short distance from Castleford station is To% t 7 cs thee° toe battle was fought on Palm Sunday, 1641, h n e's sot t in l ° York and Lancaster. 108,660 men were c ro oo9 a rc and 36,776 were killed in the battle. Tile st L _ J e she Altoft Ulleskelfe rc Casticford Bolton re BEirton Salmon Milford 4