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

RATIAVAY NEWS, WiTil CONDENSED ACCOUN T RAILWAYS. Good ROADS, Canals, and Navigable Rivers, by diminishing the expense of carriage, put the remote part of the country nearly on a level with those in the neighbourhood of a town, and are the greatest of all imprcvemcnts.—AnAii SMITII. - The roads or track ways of the ancient Britons were a single line of stones laid down frtim one town to another, and although our ancestors used ss ar-chariots and other whee!ed carriages, 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 Da►:moor, and in many parts of the kingdom—they have teen 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 read-making is a very small improvement upon their art. The Roman reads 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 sine passing the wall of Severus to Carlisle. The Foss Way commenced at Camelodunum, on the north coast of Devon, went tl:rough 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 tl.e 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 attedapts to make the roads passable. Cardinal Wolsey improved the approaches to his own palaces and the Royal resideaces, 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 monasteries. Tl.e suppression of the religious houses, 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 whit their an cient territories, and they all at once found Unit the ancient highways were no ronger good enough for their travelling, so that in the reign of Philip and Mary statute 28 was passed. The prcamLie of this Act states " that the toads were tedious atsiti - 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 Act origira•ed the "statute labour." James I. and Charles I. issued yroclamations 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 con sled 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 money payment upon the principal roads substituted for the yearly contribution of labour and horses. Three toll-gates were erected upon the road from London to Cambridge, and the principle cf levying tell for the repair of the way upon the party using -the road, instead of compelling the parishes to re pair it, was established. Very l►ttle advance, however, was made until after the defeat of the Pretender ; when th 6 great diffi culty the Government found in the transportation of men and stores to Scotland, induced 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 read male, divided into 1,231 trusts, having upon them 4,900 toll-gates ; and the amount of revenue derived for keeping the roads ip repair 1,500,0001. Notwithstanding this extended system, and the im provements made in road-making by Messrs. Telford, ill'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, Si) tjrat Great Britain could boast of the best constructed roads in the world, and a!though 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 teosion 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. Pormation of the ilailway. In laying out a line of Railway, the engineer chooses a certain standard cf height, so as to enable the Railway either gradually to wise to the highest point of the country, or to sink to the lowest poit.t of depression. The highest point is called the summit level, await the whole course of ascent and descent the gradient. As the Tine is to be neatly 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. adaniom.....DiewomOot • • • ‘-‘• , Cutting*. t'..- _____, - - -- t A-----....... .....--- _ -___N \ r. - gnA , , ..... ------___. ~., ... _ "-- --- .:r7---- -- 7---- - 7-- - E------ r----- - ---."-9_ ",--, - ,::-:.--..z The cuttings on the Great Western Railway are about 10,000,000 wale yards, the proportion of cutting for the Southampton Rail_ leray about ::.(.0,000 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 euttinv must be so inclined that the top of the cutting, by the action of the weather, or any ocher cause, will not fall to the bottom. In hard 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 ineeessary to Rise above the surtace, or to cross valleys, a viaduct, bvidge, or embankment is made. Section of an Embankment. J ,~;-,K......, ~... ~....................~..~-~. ;~ -- ;; A skilful engineer, Choosing the direction of the Railway, always endeavours to make the quantity of the cuttings, and the a mount of earth require d for he embankments equ a l. A ccor di ng t . to the nature of t he soil, so is thi: inclination of the slopes o f the embankment. Upon the South N7estern Railway there is an embankment formed of chalk, SO to 100 high. The earthworks being completed, the rail; are laid down. The mAnner of laying the rai:s differs according td the nature of the works or soil, on excavations and small embanknf , nts. Where there is a greater tenacity of the soil, blocks of stone, .2 feet square and I foot deep, are sunk, into which iron chairs ate fastened by oaken wedges or plugs, driven into two holes drilled into the block. y • The cuts are sections of three kinds of rails, and their fastening in large and light embankments. Where an equality of resistance must be obtained, the line is laid upon bearers of wood called dela The - ers. These sleepers are general:y prepared by Kyan's process. iron chair is a pyramidical . block with a flat bottom, and a hole at each side to fit it to the block or sleeper, in the 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, pies are driven to strengthen the way. The annexed cut shows a section of railway with sleepers and OW. ;.;~~;sz • ' A 3 ••=`-'... l!q11 1 1.2 loillll, f ~~ '+' , ',' ~ ' , .I .+~~~~ 3 3 A A Piles, B sleeper. The rails having been laid, the line is ballasted up to the proper height. 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." Newcomers, 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 eng;ne worked by a cylinder and piston. James Watt reconstructed, and it may be said almost re-invented the steam engine. In 1803 Messrs. Trevethick and Vivian constructed the first non-condensing engine, applied to a machine fur moving enniages on railroads, and the experiment was successfully tried upon the Merthyr Tydvi tramroad in 1811. Mr. Blenkiniop, of Middleton Colliery, 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 she engine fitted like those of a cog-wheel. In 1812 Messrs. Chipman obtained a patent for work ing a locomotive engine bg a chain extending along the middle of the line of r a il roa d . an addition was made to the engine, consisting of a pair otmechanicA legs and ceet, which were made to walk and propel in a manner resembling the feet of an animal. In 1814 Mr. Stephenson built an engine at Kiliingsworth, which was a great advance in the manufacture. From that period until the year 18 30—although the locOmotive was much improved—yet theehlef careof the engineers was to construct their engines so as to heavy goods at th e rae of four or five miles per hour, and eillrector s of the Liverpool and Manchester Railway did not an ,. t ia ci r i f te .... a ., _ speed y m of ti m m o o r r e than ~ ten miles an hour—but the competi stavez„,n7 i liaool., produced the Rocket of Re. Robert the samparen byNoveltyMr Messrs. Braithwaite and Ecrissa, and h it : e .t . et : n w a h t i r e o h m .w t a h s i4 pir ,7 . , p nce uarkworth theprize was gained by the at the rate of twenty nine miles per era in the construction of loco motive engines has commenced. The The engines generally, are upon the high pressure principle, they inn U t." four or SIT, w h ee l s, and weigh about 12 lens, and with a tender carrying fuel, and ; weighing abciut five tons; cost 1,7001., and the annual repairs. about 8001.: their consumption of ceke is 6001bs. per hour, and they uit I carry upon a level tine.frorn 100 to '2.40 tons at ia•elve mites per hour, with a steam pressnre of'SOlbs. td the square inch. To prevent danger a small apparatus 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 newer 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 14 miles; the gage sft. fin. The annual revenue is at this time 10,0001., and the expen diture 5,2001., profit 4,8001. The annual number of passengers is about 118,000, and the weight of mercbandize 55,000 tons: There are six stations, besides the two termini. Ardrossan RailwAy. Commenced in 1827 in connection midi the Glasgow, Paisley, and Johnstone Canal. Principal traffic—coal, stone, and passengers. Average receipts 4,0004 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. taiued. The receipts under the new system will be daubled, as com pared with those of the old. The line runs from Ardrossan Har bour to Kilwinning, where it joins the Ayrshire Railway : it has two branches into the adjoining mineral fields of Eglinton and Doors. Length of the main line, 6 miles; of the two branches, 5% miles. Aylesbury 12ailway. 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, authorisivg them to raise 50,0001., and 16,000/. on loan, and to make the Railway; they issued 2,500 shares, of 20/. 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 letter runs to within 10 miles of that city (Aylesbury being 9.21, the trincipal traffic goes by the West ern. The Aylesbury Railway is, ho Never, of immense import. ance to the neighbouring towns and large villages, particularly Thaine, Winstow, Biceeter, 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. Ballochney 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 28,000/.; 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 are 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 bcomotive and horse power, except upot. the two inclined planes near the western terminus. These planes are 1,066 and 956 yards in length respectively ; the gage is 4 feet 8 inches; length of the line and branches Si miles. Birmingham 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 Ac's 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 C.,mpany 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 Hamptc n-in-Arden—the junction with the London and Birmingham line—(P) Tam worth (P) Barton Coleshill Burton-upon-Trent liingsbury Wellington, and Walton . Derby. Alrcwas The Derby station is the point of union with the North Midland and Midland Counties. Distance from London 141 miles 8 chains. 'llirminghara and Gloucester Railway. This Railway r ins from Birmingham to Gloucester, a distance. of 521 miles, and eonnects the Western Union Railway, which runs out of the Great Wcstern 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 o: England and the south part of Wales, and with the great Railway sines to Lancashire and the north of England. It must at some future day become a very valuable line, as the goods and passengers from I eland and Wales, passing up the Severn, and along the ship canal to Gloucester, will be conveyed upon its rails to all the ;teat manufacturing districts of England. There is a branch line to Tewkesbury, 2 miles and 10 chains long, running from Aschurch to High. street, Tewkesbury. The Company have two Acts of Par liament, one passtd 2.2(1 April, 1836, another on the 4th April, 1837. The capital is 1,266,666/. ; the gage of the Railway is Oft. Shin., and there is one tunnel at Grovely Hill. Capt. W. S. Moorsom, is the engineer, and there are several locomotives made by Norris anil Co., of Philadelphia, in the United States, running upon the line. STATIONS. Cheltenham ...... . Bredon Sperchley Eckington I Dr6itwich P r i nc i pa l . Derlb Svcondary rd Ilroomsgrove ..... Askchurch Stoke Pri0r....... Bishops Auckland and Weardale, Darham, 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 15th July, 1837. 33odmin and Wadebridge, Cornwall. Sir Witli:m Molesworth is the principal proprietor of this Rail. way. The revenue is drawn from the carriage of inineral ores, coal, mid, and passengers; the capital is 35,300/. The Company act under the powers of two Acts of Parliament obtained in 1832 and 1835. Length 12 miles. nollan, Kenyon, and Leigh :Railway. This Company was established by Act of Parliament in 182 ; it obtained additional powers in 189.6, 1831, and 1836; its capital is 250,0001., and the length 9 miles 6 chains 31 links. The line is leased Ly 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 Manchester Railway. This Railway rums from the suburbs of Nfanchestrr to roltcn; its length is 10 mi'es; its capital is 650,000/. ; the number of shares 6,201 of 1001. each. STATION 3. Pendleton Moses Cate Dixon Fold Bolton. Stone.clough • Itrandling Junction, Durham, Is named after R. Brandling, Esq., who projected it. It is I 7 miles in length ; it rune from the Stanhope and Tyne Railway to the Carlisle Railwa, and branches run to Monkwearmouth, and Suuth Shields. The gage is 4 feet 8,1 inches. STATIONS. Gateshead, Mo nkwearmouth, South Shit lds. Bristol 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 follows the course of the Rivers panel and Tone, and of the Bridgewater Canal as far as Taunton ; it then runs by the side of the Western Canal, and afterwards enters the 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 tern, and under the direction of the engineer, Mr. Brunel. The length of this Railway is 76 miles,and although the country through which it passes is difficult, yet it presents comparati ve l y b ut little cutting, embankments, r c a s i t s pita b l y ofte Company loans and expensivetl amount werkT t ob h e e raised is "00 O t O s' Ot or, 500,0001. STATIONS. Bristol . Vatton Weston Uphill Burnisam Bridgewater Taunton Welliegton 7 ivet ton Collumpton Silverton Exeter Canterbury and Whitstable Railway. --- This Railway is worked for nearly the entire length by fixed engines, the way is single throughobt ; the guage is 4 feet Si incl.es. The capital is 80,0001., and three Acts of Parliament have been acquired by the Company. It was opened to the public on the 3d July, 1534. Length of the line six miles. Chester and Birkenhead Railway Is an extension of the Chester and Crewe Railway. It com mences in Brook-street, Chester, and carries the line of rails from the Grand Junction Railway to the extreme point of the Cheshire cost 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 :?-3d Juue, 1840, giving the Company greater powers. STATIONS. Chester 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 Junction 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 254 for every 501. share. It runs from the Grand Junction Crewe. to the Chester and Birkenbead Railway, At • Crewe it is 21 miles in length ; its capital 455,000/. the gage of the rails 4 feat Si 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 'wilt aqueduct, to convey the Ellesmere canal over thci Railway. The Act passed June 30th, 1837. Crewe Nant wich Calveley Boston STATIONS. Crownest Black Dog Chester Clarenc3 R.ailway Commences at Port Clarence, on the River Teec, and joins the Stockton and Darlington Railway at Sun Pasture. Tile length of the line is 14 miles 21 chains. Three branches run out of the main line; the city of Durham branch from Stillingtm Moor to Durham, length 10 miles 13 chains ; the Dyer's Green branch, 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 tween 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 keels can he shipped in twelve hours. The sage of the way is 4fl. 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 anti Kingstown Railway Connects the city of Dublin with the harbour of Kingstown, the piers of which enclose upwards of 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 s ind, 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, 2,2.00 yards long. The Act of Pailiament was obtained in 1831, and this first Irish Railway, six miles in length, has been admiral ly constructed, under .he direction of - Mr. Vignoles, at a cost of 330,0001. The engine and carriage departments are worthy of itnitation. 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 renonsible. 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 Radw.ty, the length ofthe 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 51t. Gin, broad. There are 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 Broughty 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 Wharncliflb, and the returns of traffic upon the Railway demonstrate how much travelling is increased by speedy and cheap 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 hithetto no dividend has been paid to the sharehol ders. The Government duty weighs heavily upon this Railway, as the tax of 12i per cent. upon all moneys riceived for passengers has absutbed alt the profits of the Railway. The fares between Dundee and Newtyle are Is., Is. 3d., and Is. 6d. There are two branches running out of this Railway, one from Newtyle to Cu_ par Angus, 5i miles in length ; and one from Newtyle to Glamniis, 7 miles in length. Durham Junction Connects the Str.nhope 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, 1824. A subsequent Act was obtained 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 lcng, 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 S inches, and the capital 256,000/. The first Act of Parliament was obtained 13th August, 1834, the second on the 3d of July, 1837. Eastern Counties nailway. 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. Itastrick, he carried out. Tl.is 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 tlae greater portion of its funds, and up to July 1840, the outlay was 1,234,955/. and the line compl.ted only to Brentwood, a distance of 18 miles. The Railway commences at High.street, Shore. ditch, passes. through Spitattields,. Male sEnd-cross, Dog.row, and Globe-lane; continues near to ttie. East Landon Water-works, at Old Ford, across the marshes to Stratford, and Ilford to Romford, and runs alongside the turnpike road to Wartey.lane, at Brent. wood. The Railway commences at the metropolis, by a well built viaduct, one mile and a quarter long, upon 160 arches built of brickwork, Roman cement, Lnd 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 trams through from London to Brent. wood is thirty-six minutes, and by those which stop at the inter. mediate stations, about fib y minutes. STATIONS. High-street,'Shoredttch. Ilford. Mile End. Romford. Stiatfurd. Warley-lane, Brentwood. Edinburgh and Dalkeith Railway. This Railway was projected in the year 1824, and on 26th May, 1826, the first Act of Parliament was obtained. Two Acts were subsequently obtained, on the 4th of July, 1829, and the 27th of June, 1834. The sum empowered to be raised was 133,053/. 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 Save 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 are several clever mechanical contrivance; chiefly fur 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 occured to any passenger. Eight trains pass daily each way. • Edinburgh Leith STATIONS. Disikeith South Esk. Fisherrow Niddrie. Edinburgh and Glasgow Railway. Whatever the Irish people may do or say about a repeal of the Union, no well informed Scotchman 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 Coloni , s 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 coal and iron stone, by the improvements of the Clyde, enabled to bring her " argosies" to thequays of her mane* lactories, connected with the Ger man Ocean and the Forts 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 a►t, supplied all her wants ; and hence, whilst railways stretched o%er 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 fur 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 and Glasgow Canal was to give a speedy communication between the two seas, but the nature of the ground necessitated the construe. 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 throu g h 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 200 miles. The Act of Parliament was obtained in 1838. The capital of the Company is 900,0001., 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 i. ches wide, and varying from 60 feet to 85 feet high ; the gage of the Railway 4 feet Si it.ches. This Railway is now nearly coca tilaEgo:7, PaiSiey, ICilmarnock, & Ilyr Many-ray Leaves tlieVtifion 1 - radestow,,, Gip.sgow, and terminates at the Bridge:iit."•:A.yr. The length of the line is forty tni'es. The branch to kiltaarneek leaves the main line at, Da'ry, mid 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 saint, as most of the English railways; viz. 4ft. Si inches. The charge for First Class passengers is 2d. per mile, Second Class passen. gers, Id. per mile. Glasgow Paisley Johnsto❑ Beith STATIONS. Kilw inning Monk tun Irvine - Ayr. Troon Prestwick. Glasgow, Paisley, and Greenock railway. This Railway form's, one lirie 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. Edinburgh, Leith, and Newhaven Railway. This is a short, but very important line, in extent very little more than 9.1 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 Ned 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 toe 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 Elinburgli and Glasgow, thus uniting the Western with the Eastern Ocean. Garnkirk and Glasgow Railway Commences at St. Rollox, and joins the Monkland and Kirkin tilloch Railway at Gartsherrie. Its length is 81 miles; capital, 148,0001.; number of sh ares, 3,680, of 25/. ; and its powers are derived from four Acts o f P arliament, obtained in 1826, 1827,1830, 1838. The gage of the way i s 4 feet 6 inches, an d it s annual revenue about 15,000/. The charge for the conveyance of passengers is, for the first class, Is. Bd. ; and, for the second class, Bd. Two-thirds of the passengers are conveyed three miles upon another Railway, fur which mo Charge is made. Grand 3unction Ilailway. 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 interested 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 1632, but did 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 autho rised to be raised was 1,906,000/. • The works were com menced in 1834, and opened to the public in 1836. The total cost of the line Is 1,700,832/. 1 is. ld. or about 13,400/. per mile. The length of the line is 971 miles, the gage is 4 feet 81 inches, and the gradients 20, 30, and 62 feet, respectively. The first.class pas sengers are charged after the rate of 2id. 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 16,4231., the annual gross income about • 200,0001., and railway mileage duty, 14,043/. 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 scat of James Watt, Esq., the son of the inventor of the steam zngine; a little distance further, is the Roman Catholic Co:lege of Oscott. It is a magnificent pile in the Tudor style of architec. lure. Near Perry Bar Station, about a mile from the Railway, is Handsworth Church, whose walls shdter 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 sees the fertile plains, the - Cottage homes of England, By thousands on the plains, That are 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 in this region of machinery and industry. This railway was executed ander the direction of Mr. Locke and Mr. Rastrick, and is now under the superintendence of Captain Clea her. STATIONS. Miles front Birmhm. Mites from Birmhm. Perry Bar Newton Road 6l ll Basford Bescott Bridge, 9 ll Crewe . 533 James's Bridge - 55. Willen Hatt. Wolverhampton l4 Winsford 6l Four Ashes ... 193 Hartford Spread Eagle 2ll' Acton ... . 6B Penkridge 23i Preston Brook 721 Stafford 29 Moore 743 Bridgeford .................22i Warrington. 773 Norton Bridge.... ...... ... 343( . Winwick ....... BBl Whitmore 43 Newton - 821 Great North of England Thailway. 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 Pas 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 unexecu;ed; 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 1836; by this Act the Company was authorksed to raise 1,000,0(101., and this sum was for the completion of the line from York to Newcastle. '1 he Com pany have, by a subsequent Act, obtained power to raise 1,330,000/, 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 arc finished. The York City Branch is 45 chains liing ; there are 42 bridges on this line, the principal are over the rivers Ouse and Tees. The gage is 4 feet 8i inches, and the Stations York. Sessay. Wiske. . „ Shepton. Thirsk. _'-‘ East Ciiwton. Tollerton. Otterington. Croft. Alne. Northaltenon. Darlington. Ruskelt. 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 W. st Indies. It also commands all the traffic to Gloucestershire, and when opened to Bristol will comprehend all the Devonshire and Cornish traffic. The Bristol and Exeter Line unites with It, and wilt 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 are 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 learn t ing.-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 secondary for. mation, successively interest es. The Act of Incorporation was obtained on August 31st, 1835 ; four Acts have been subsequently obtained, and the sum of .5,750,0001. authorized 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 sleepe. s. There is only one stuninit-level, which is at Swindon, near the Chelten. ham Branch, and here it is 253 feet above the London depot, and 275 feet above 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 feet per mile. .or .1 in 320. Thence to Swindon it continues to rise with a maximum inclination of 6 feet pzr mile, or of lin 880. From Swindon to Bath the general gradient is six feet per mile, or 1 in 680, 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 ha'f miles ; the curves are chiefly of four, five, or six miles radius, and are as gentle as possible, one excepted, which has aradius of not more than three qu..rters of a mile. There are eight tunnels upon this line, the first at Box, ninety.six miles from . London, which is the leng,st on the line, as it is about one mile and three quarters in length ; the railway is sixty-nine feet s x 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 quick sands, 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 feet in length, 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.covercd tunnel. Tile western entrance is fancifully made to represent an old castle, atd 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 chile Viaduct, passing the Hanwell Asylum, 886 feet long; an. other at Bath, 306 feet 431 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 aricillirmingham Railway at Harrow ; but the adoption of a wider gage made an indepeneent terminus indispensable. The stations are : Paddington Wallingford Road Ealing Steventon Hanwell Faringdon Road Southall Swindon Drayton Wootton Basset Slough Chippenham Maidenhead Evesham Twyford Reading Twerton Pangbourn. Sanford Goring Keynsham Moulsford BRISTOL Roll 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 upan 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 soon 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, from Hull to Selby, carrying about 300 pas sengers daily; the Railway now carries 674 passengers per diem; and theatearn-boats are as well filled as before, The return for the first six months, exclusive of the amount paid for conveying the mails', was nearly 17,000/. The Act was TA olOined until July 21, 1536. The sum autho rised to be raii4 q44,aa3t. teitglii of the line, 30 miles 65 Chains, the gage-is 4 'feet St inches, and . the Railway is principally laid upon embankmentsl - 11.eleed; 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 Hessle Howden Ferriby 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 linlen Railway, Dock-street, at Preston, to the station at Lancaster; its length is 20 miles and 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— let Class, 4E.; 2d Class, 2s. 6d.; 3d Class, 6d. Leeds and Selby Railway. Leeds and the towns around it are the principal woollen ma. nutactories 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 triblitary 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 lauded at Hull, and warehoused at Leeds, within two hours' time. Although the line, from the calculations of the traffic sho wtd 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 arid 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, 1535. The Railway was opened on the 22d of September, 1834. It is twenty miles long ; the capital is 340,0001: ; the number of shares 2,100, of 100/. each ; the gage of the way is 4 feet 8 y inches ; there is a tunnel at Leeds 700 yards long ; and 51 bridges, and 23 culverts. The Railway was constructed under the direction of Messrs. Walker and Burgese, and is of suffi cient width to admit of laying down four lines of way. The stations are— Leeds, Marsh-land York Junction Garforth Hambleton Mucklefield Selby Milford There arc four trains each way daily, and three daily on Sun days. Fares:-Ist 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. tamed 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 I I miles from Leicester. The Railway is principally employed in the conveyance of coal, stone, lime, and sand, and has hitherto produced nearly 7 per cent. profit per annum. Ziverpool &. 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 Lierpool 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, hut 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 ruck, 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. timent, 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 tram-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 cur 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 8 inelres;; This line presents very fine examples of engineering. There are three tunnels at Liverpool : Wapping Tunnel, 2,216 yards long, width 22 'feet, height 16 feet; Crown-street Tunnel, 290 yards long, 16 feet 9 inchies 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 Mess is a triumph of art over natural obsta cles. 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 07ives Mount cutting. The Liverpool passenger station 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, Parkside, . Digehill, Kenyon Junction, Broad Green, Bury.lanc, Roby lane, How Moss, Huyton-lane, Lamb's Cottage, Huyton Quarry, Barton Moss, Kendrick's Cross, Patricroft, Lea Green, Eccles, St. Helen's Junction, Wcast-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 tail. 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, hot 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 tee-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 thelineis 1141 miles. The difference of level between London and Birmingham is 215 feet, to obviate winch, there is a gradual ascent of about two feet in a mile. The width of the rail way en 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 3to 31 cwt. 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 299,009, of four cubic feet each, ana - ;;;,000 of five-cubic feet each, weighing about 105,000 tons ; the gage of the way is 4 feet 81 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, 5,500,0001. Thp number of 11,01. shares, is 25,000, 25,000 quarter shares of 251., 31,250 shares of 321. each, total number ofshares 81,250. On the course of the line there are eight tunnels, one at Primrose-hill, 1,250 yards in length; Kensal Green;32o yards Watford.l,B3o yards--during the excavation of this tunnel ten labourers were suffocated by the falling in of the earth; Northehurch 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 , trite in the Doric style; -The depot at 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 arid manufactory of locomotive engines at Wolverton. - Fourteen trains leave-London daily, ex. cept Sundays; ten run through the entire l lefigth of the line, one only to Rugby, two to Aylesbury, and one tri Wolverton. On Sundays three trains run to Birmingham, and one toWolverton. 'A mail train leaves London at 9 45m. a.m., and at 8 30w. p.m., and from Bir. mingham leaves at Bh. 30m. A.M., 11;0 :at 12 midnight. The mail trains arc allowed five hour s 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. Tlfe stations arc— Euston-square; Camden depot; Harrow, lli; Watford, 171 ; Boxmoor, 24A-; Birkhampsteati, ; Tring, 311; the Aylesbury Railway, Leighton, 41; Bletchley, 461 ; Wolverton, 521 ; Roade, 60; Blisworth, 621; Weedon, 69 ; Crick, 751 ; Rug. by, 831 ;• Brandon, 89* ; Coventry. 94 ; Hampton in Arden, 113 ; Birmingham, 114 miles. The gross amount of revenue fur the year ending Jan. 30, 1840, was Expenditure Profit Within a few miles of the railway are many objects of interest, and the citizens of London, _Birmingham, and the intermediate towns have affordcd to them a cheap and expeditious mode of visiting many places and scenes Made classic in the history of their country. Woburn Abbey, a splendid,mansion Walt by the Russell ~'~ s ~rti: Carlisle Redheugh Haltwhistle Wylarn Milton Bampton Ilansted Blaydon Stockfield Hexhain Haydon Bridge Rose Hill Weatherall Newcastle. Newcastle and North Shields Railway - Runs through a great coal district; its length is six miles and three quarters; its capital 260,0001., in 2,400 shares of 501. each. This line is singular from the number of bridges constructed of wood that span its course. The Willington Deem viaduct is also built of wood. The gage of the way is 4 feet Si inches in length. The fares are—is. _for First Class; 6d. for Second Class. STATIONS. • - • Newcastle Willington Walker Pcrcy Main . Wall's End North Shields a. Northern and Eastern It ailWai Will run from London to Cambridge and will form a I' 3 ' l °I the great line of communication that must hereafter be the line London and ..inbut gh. Already well digested plans for . and t: Norwich, branching out of this railway, are before the pu hlic, _ througn erg although this line has not the advantage of Pa" in g populous districts, or large cities, it must at no very distant P" i t , b . e competed to York, either as a national or individual uncleirta.A,_e mg. The line is at present only completed to Brcxbourn, at d tn _ capital raised by the Company will enable it to complete the line a; in far as Bishop Stanford. The first Act was obtained in. 1536, tdive. 1839, and one in 1840. By this last Act the capital made brtweLll sc termincd to be 720,0001., the original number of shares waslas2,oo.o. 0 2 t 9 1 n 0 j O il / e . s e , a t c h h e . gag T e h o e f l t e h n e gt w h a o y f the line from the j unction with tn.e Eastern Counties at Short ditch, to its pre sent terrainat% ''!„ a fee feet above the surfaicsefiovfetfheeetadj adjoining of the river Lea, and during the late floods was ov erwhelm waters of the river. oTinhieralailnwdayi: bY4ue tbe:eyaltilg only e! STATIONS. Enfield Highs's'', Shoreditch, E Ponder Lea Bridge road, 'snd , Tottenham, Waltham Cross, Edmot.ton, Broxbourne. North Midland 'fairway. • diS. I, Runs from Derby to eds, amidst a wealthy manufacturing - . . a ttict, and through the romantic scenery of Derbysh ire and Matln The capital of the Company is 3,000,000/., in 15,000 100/• shares. he 4th The Royal assent was given to the Act of Incorporation on t- h „ of July, 1836, anti the Company h a ve obtained additional) owers the übsequent Acts obtained in 1837 and 10 39 . The length of d, 'ine is seventy-two miles. There are solar tunnels, %lift'', Duffield, South Wingfield, Lodge-hill, Clay Cr oss, Cat-hii!, ,41;" Chevet tunnel. The total number of bridges and viaducts i' ", 1 a - st f r l fe i e e co r t e a ks a e r in e isnhc a ,, l : s e o sa.n s o d m ils: e hoe v , m e t rrayanvdt:el traveller cuttings.caul o t n ti g n cuttings ;amongst The S a g e of the wai is :kid frv: ,..cb b to e rtpay his researches. At Belper is the cotton mills of 3i11::: Strutt, the waterwheels of which are constructed in a hg ` fi .c e r id r station is t curious North Wingfield station is Hardwicke Hall, one of the seats of t Duke of Devonshire ; this building was erected in the 16th ceni manner. One anOdnteownmoilfe Mafrtolonackt.htish:reeS:ouirEsitih ..1 ,,, the tury, and is in the Tudor style : in this mansion Mary Qu et ; e o d o ,, c i o th ts passed several years of her captivity : the walls are tn • , i , e iron' some very fine paintings. Close to Musborough station urt:;,.. South I,at work. of Messrs. Walker, founded in 1746. bridge, as also the bridges of Sunderland and Yarn), wr" e cast these works. Half-a-mile from the Swinton statio n are of taunt n' of ConisbQrough Castle, and also Wentworth Ho use. the ate. Earl Fitzw'l ll* lam, a magnificent mansion, amongst which is the celebrated picture of Lord S trafford° - Secretary, by Vandyke. • fill e d with wo rks d 0 Belper Bull bridge South Wingfield North Wingfield Chesterfield STATIONS. Swinton Dar field Cudwotth or Ibirnaii Oakenihaw or. WakO!'w A Itofts. Eckington Woodlesford Musborough or Rotherham Leeds. Kilnhurst North Union Railway' Runs from Preston to the Liverpool and inme t i b ' e e' a te c r ci f i t . i lnif at Pat kside station, a spot made roemotable l )l , then happened to the late Mr. Huskisson. The lengt'• ", who 22 miles; the capital 730,000/., in 6,329 shares cf 1 0 °' 16 :0. This Railway was open to the public on the el st of Octob er :, g ong There are six trains leaving daily, except on SUndir k ' ; to Liverpool, Manchester, and the south, and fiVe Sundays there are three tralns in each direction STATIONS. Golborne 'Wall Gate Standish Euxton Golden Hill Farrington Gate Coppull Preston Station Paisley and flenfrevz Stailvfai• the ~,,, tot railway has been about 32,000/. The length of the line l' 4 01, i f 0- , m iins i d3 le 7t s h. . e t T pim l u ie rei lt nocg a c i tu l i w p,e a ie y sdu w min as opened to the public on the 3d of ' ' minutes. m p e e r rf m or o m n A t n h g s th u e m tr jaoiunrsoreuyn o rre a r b y o h u a ,' wive Sheffield and notherham Rally/ 0 P a so d o The Act for the incorporation of this CompanY W as P I, 0 4 °' the 4th of July, 1836. A subsequent Act was obtained • ber of The length of the line is five miles and a quarter ; the nei n . of .hares 6,200, 4,000 of 251. each, and t h e remainder half.sea'ros 12/. 10s. each. The capital is 200,0001. This 114037. y to from Rotherham under a part of the North Midland lloe Length 0 1 1 t the Sheffield. The gage of the way is six feet. 5} miles. family, who, by virtue of a gift from Henry Yin., enjoy this property, Olney, where the poet Cowpeilived and wrote. lAA' erworth Church, where John. Wickliffe preachrd. Kenilworth, whose castle Sir Walter Scott has for ever peopled with life. Warwick Castle, where,Piers Gaveston was beheaded, whose chr, nieles arc written in the blood of feudal nobility. And old Coventry with its tradi tions and its tales. An hour's journey upon thi; railway, either way, will place 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 800,0804 ; the number of shares is 24,000, of 251. each ; the gage of the way is the same as the Eastern Ccunties, 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-irdins, daily, is 51, and up-trains 50. Minories Shadw•ell Stepney Limehouse West India Dock entrance Poplar Blackwall STATIONS, London and larighton Railway. Fire parties competed for the execution of this line, Sir John Rennie, Messrs. Stephenson, Cundy, and Gibbs, and the South Eastern Railway Company. Nearly ‘;00,0001. was expended in the Parliamentary contest. The line proposed by Sir John Rennie war.ultimately carded, 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 S r 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 id 42 14 miles, and of the Shoreham branch s to miles. The capital of the Company is 2,400,000/., in 36,000 shares of 501. each. The railway runs out of the Croydon 91 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 are 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, 1840, and nearly 1,000 persons travel upon it every day. This Rail. way will be completed in 1842. London and Croydon Railway. Commences at Corbet's-lane, Rotherhithe, where it joins the London and Greenwich line ; and terminates at Croydon near the ninth mile stone from London. The Act incorporating the Corn. pany was obtained on the 12th of June, 183(1. 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 Railwey is 4 feet Si 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 the 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 1# mile from the Dartmouth Arms station, and tickets may be obtained, gratis, at the principal print. publishers in Londen, admitting parties to see the fine collection of paintings of the old masters. Beulah Si.a 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 are the remains of the Archiepiscopal Palace and the Church, within which are the monuments of several Arch oisheps. A short stay at Mitcham, Met ten, Carshalton, and Bed. dington, will amply repay the visitor "for his excursion. no capital of the Coinpany is 585,000/. The stations are Tooley-street Annerley New-cross Norwood Dartmouth Arms Jolly Sailor Sydenham Croydon Pcnge London and Greenwich Railway. The crowded state of the pool and port of London, has origi. nated many plans for cleating the stream, or for removing a por. Lion of the shipping to the wider parts of the river; and the com. 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 3 / I 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 201. 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 storehouse& The Act of incorporation was obtained 17th May, 1833, and five subsequent Acts have been obtained. The Stations are—Tooley.street ; Greenwich. Manchester and Birmingham 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 Scuth Union, and the Manchester, Cheshire, and Stafford :hire Railway, both of which effected a great saving of time end distance. There was great opposition to both lines before the House of Commons, which ended by an adoption of a part of the liFle 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, Mali. Chester, to Stockport, Cheadle, Wilmislow, and Sandbach, to the Grand Junction Railway at Crewe. The Macclesfie:d branch leaves the line near Cheadle, anti is 11 miles in I.2r.gth. 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 Manchester 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 fain izs 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, bat the difficulties presented by the nature of the country, rendered it necessary that the great experiment of Railway-inaking 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. Manckester—between Queen.street and St. George's-street. Mill Hill. Laddendon Foot Heywood Elland " Blue Pits Brighouse Rochdale Cooper Bridge Litt leborough Horbury Todmorden Wakefield Eastwood Dewsbury Hebden Bridge Normanton Sowerby Bridge Leeds. Midland Counties Railway Commences at Rigby, in Warwickshire, at the Birmingham Rail way, 834 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 484 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. The line was opened with a single line of rails from Derby to Nottingham, on the 4th of July, 1839, and the line was completed throughout and opened to the pubic on July 1, 1840. The gage is the sane 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 29,000/. per mile. There are 148 bridges over and under the line, three tunnels, and seven viaducts. STATIONS. Ullotborpe, principal station, distance from Rugby 71 'miles. from Derby 4IZ ; from Nottingham 39j miles, from London 91A miles. Broughton, Loughborrow, P. Wigston, Kegworth, Leicester, T. Sawley, Systan, Borrowash, Sileby, ' Spondon, Bartow, Derby, P. Nottingham Branch. Long Eaton, Nottingham, P. Beeston, Newcastle and Carlisle Stailway. 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 1001. 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 coastline to Scotland, and the Newcastle and Carl:,le Railway forms a part of their plan. The gage of the way is 4 feet 8 1 / 2 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. STATIONS STATIONS. Rotherham Brightside 14ofines Sheffield Slamannan Stalluray thi Is a small Railway in the county of Stirling, run niog • ' 6fin G l ° . north branch of Ballochney Railway to the Edinburgh i nd h , dig' gow Union Canal at Causeway trict abounding in iron, stone, and coal, and the land& pro' through whose estate this Railway was to pass Pr e6ented. „,red tO , the Railway Company such portions of the land as they g 0 the line way is . The fourn le feet gth i s:x is aboncises.e ut on mile and a halt T rre bc The number of bridie-1 4 Capital 135,000 End. Its course is throuPtietors • South Eastern Railway. orth ern This Railway is the line of communication with the a o ,lh-- al coast of France. Leaving the Brighton Railway at 111d h lete it ruts through the Weald of Kent to Dover. Its leng: A 2 .1" iunc.ion with the Brighton Railway is sixty-six miles 7 e , for and from the terminus at Tooley-street . eighty.seve n oor raw three chains; the gage Is the same as the Brighton, Cr?; 1 1 2. e Greetfwich Railways, viz., four feet, eight and a.half toe"; 195 . 5,' Act of Incorporation received the Req al Assent 21st of Jun 50 1 ' The capital is 1,850,000/. ; the number of shares 28,° 13 . 1 ess eto This line is a magnificent specimen of British skil l 3 ," - i s tist I s c ; Napoleon boasted of h is route over the Simplon as the rt o ogh (".- complistunent of modern engineering, but the tunnel t " A t he ", 0 Shakspeare Cliff, the sea wall odjeining this tunnels a n if tha rious excavations along the coast for this line of railway' not surpass, are equal to any of the engineering mks ° I i s Or li ; or any other man or nation. The Shakspeare Tonne' -,o7ol'''' through the Chalk Cliff for a length of 1,430 yard , . t ,h t e s gail °l Cliff Tunnel 2,200 yards, the Tower Tunnel 616. is yet unfinished. South Western Raihs7a3r. the This Railway was projected by Mr. Giles in 82 , , I b lo c va t 301: for carryinwon M.: present Hue did t obtain the • ul until the year 1834. Mr. Giles Stiperintended the works %pier( year 1837, when he resigned in favour of Mr. Locke, the e j os of the Grand Junction Railwa tho y. The origir al intentiollb carry the line direct from London to Portsmouth' ciu frcia )pposition of the Portsmouth people caused a di ver : bu t „' the direct course; they have since seen their elle",teoul'"; is now too late. Instead of a principal line to 11e1 :, the •Gosport branch is only an auxiliary to the ma' n ' i a ; rti - 113 !he passing of the Act empowering the continuation to "!io.sY ' the ,' I ' Directors have very foolishly the of the South Western Railway. Ever changed y one knew t he tertrih% bears of the Southamptoe Railway, but the name the Railwal feree is, what the Railway is not, unless the arricre pensee of to t of e tors be that the present Railway will hereafter forma P s t r i orl great south-western communication to Cornwall. set.„glsrl"; must soon b; come the packet station of the south of T or, e cs o. and the completion of the magnificent docks now i n ros te o there, in spite of official jobbing, will c..use th e he Solt; packets to make this port. When this event hapeelo,i, ',e ampton Railway will be a very profitable undertaking• Ju ly , iii the incorporation of this Company passed on the .25th iO,OOO/. The capital authorised to be raised by this Act Wag I,(ll be coO dAc il 501., shares, arid an additional sum,by loan, of 330,0001. A t heg t .l was passed in 1837, which received the Royal :Assent on e spit; of June, and empowered the Company to raise an addi tic f 16 59 ,. f of 400,0001., and by loan, 130,0001. In the Session ° co ca third Act was passed, enabling the Company to the purpose of constructing the branch to Gosport. ~e s a shs l7 , of original shares of 501. each is 20,000, and of:' p erileg e , of 25/. each 16,000; the latter having the o ic s hares I to o; with regard to dividends as the original which there are 6,000 50/. shares in the 6 °'Pfs ' roof so that the whole number of shares is 42,00e.t are two tunnels. at Popham; 600 feet long, 25 , f ; e t e ,r i pelir,:e feet high ; one at Walter's Ash, 1,500 feet long• g o e i . ; i e r nel, 600 feet long, 25 feet wide, 22 feet high ; the g a g e 3 1 way is 4 feet 81 inches. The entrance to the Rai"Tito, Elms, is raise eft 000trer tb a very great elevation, designed 193 f S r ' '1 architect of the New Royal Exchange. coo° o. "The advantages proposed by this Railway a re steer , noliY to prove beneficial to the public and profitable to its n ot likl shareholders. The line has favourable levels, an d I t , otll' e i!, ever to be superseded by any peting line. Al ni etf°P ° o l) :l forms a communication betweep com the t w o millions of tine es; - IA and their resorts of pleasure in the valley of the .1. e v ut er .fut this is no precarious source of income, but vile w hich the'n tho lucrative while the innate English sympathy for te d so , exists, and it is little likely that scenes consecration songs of our poets for centuries c an by all 5u ter ° a t l lution of taste lose their attraction. To its south of o f 0- 01 . it is again the road of pleasure.seekers to Ju sh asi r e 10° re most frequented watering-places ;to the scenery of Wight, Guernsey, and Jersey, and to the whole oft .tle, France. Nor arc its commercial prospects less ; t he e manufacturing districts of the Mole, the W an dle, a t % Su S us ' the outlets of the agricultural riches of the sou „, sod et tor and it commands the whole of West Surrey to : n es sex. By turning round at a right angle the '1;;0,g Hampshire,_ it affords a communication to distr ict o af of England -, and proceeds through a whic h no' important in agricultute to Southamp ton, fs the set t an admirable commercial position. This town . er s one,. to tural colleague of Havre, the port of Paris , of the r asse d roi e the seat of the French American trade. 1 4 - la w „Oa) . to French Chamber to authorise the formation of 3 d ootak t o Havre to Paris, which cannot fail to afford greater _ n t i r pcs ix , Southampton. The present coach traffic is seven tec , thirteen the coach traffic between London and Liverpool' South. Wester's Railway Guide. - STATIONS. Ninepins. Wincbfield. Wandsworth. Hartley Row. Wimbledon. Basingstoke. Kingston. Popham. Wel! ' Ditton Marsh. Andover Ana'licbc ., Walton Winchester. 5.. , tom -:1 11 1 W 1" 1 "%Vey bridge.Waking.So Fanborough. Tw u Y th ib a r m d. P .4i, * Wishaw's Railways of Great Britain. too. t Being used by the Exeter coach es as far as BOOS ' - 4 Stockton and Darlington IgaillealcoveY" This Railway was constructed for the purre' e °f "h c 61'1 coals from the great coal-field to the ports of Act was obtained in 1821 ; the second in ]S=h e ' fo info nl „: 1824; the fourth in 1828. The capital of - is l" - : 280,000/ ; the shares are 1,000 of 1001. each. Thencoretic,,, feet eight and a half ii ches. Upon this Railway th` n . esilY '- trat engine was first extensively tried. The number of each direction is six—three first - class and three luggage shipmentt.he :bird 1.0 i i d iel d ° le n storough STATIONS. Stockton Wire A ilid 3rl • Runs out Darlington. .f tStocktonheclaClarence e n g d ai lt i w ar s y , tl a : p d ot terminates i at sßailway a n o p ic a j: t the tide . s. coals to Hartlepool. hour, iniocnhes ll . ar i t , l h e i p s c l o i l n . e ' w. riliS Railway was completed to Parliament Its length is 81 rniles; the gage ice V " collV e)a' withOtit 4 (0 4 8 . as constructed mainly for the - Whitby and Pickering 32allWal gag Is worked entirely by horses; its length is .2 4 O ile'; ibe is 4 feet 8i inches; the capital is 135,000/. • . York and North Midland Stallvial •01 d 11 it 4 Commences at the Altoft station of the North gid l3n , r oes. . 1. and terminates at York. The length of the line is 12541, ere short distance from Castleford station is Towton Ficiu,_,,roes7.9' battle was fought on Palm Sunday, 1641, between thel:condict, York and Lancaster. 108,660 men were eDgag ed in l and 36,776 were killed in the battle. The stations sre-- Altoft Sherburne Castletord lilleskelf e Burton Salmon Bo l to n Per c y . _ Millorck .. ~:'