The Sun.
London, England, 1838-09-20 00:00:00

PLAYERS,

FIRST INNINGS. SECOND INNINGS.
Laneary b. by Strange
Napper b. by ditto
Hawkins c. by E. Napper ... 9 c. by Sayers 4
Milyard c. by E. Taylor lB b. by ditto
Box b. by Pilch 0 c. by ditto
Morris b. by Sayers ... 3 b. by ditto
Hodson b. by ditto 5 Not out 4
R. Picknel b. by Strange ... Run cut .. 6
Lillywhite c. by Mundy ...... 12 c. by Taylor
Ewen not out
Dean c. by Pilch 0 c. I.y Pilch
Byes 10, wide balls 10... 20 Byes 11, wide balls 7 lB

GENTLEMEN.
Sayers, run out ... ........ ... 6 Not out 4
Landon b. by Dent 0
Strange b. by Lilly white 7 c. by Dean
Pilch b. by I tran l4 c. by Iloclon
Taylor, leg before wicket l2 b. by Lillywhite
Clifford b. by Dean ...... ...... 0 . b. by Dean
E. Napper, st. by 80x........ 1 Not out 29
W. Napper b. by Lillywhite 0
Sivewright b. by Hodson—. 6 b. by Dt-an
Mundy run out 6 Run t,ut .. 1
Goring not out a b. by Lillywhite
Byes 6, wide balls 6 l2 Wide balls 5, byes 6 ll

Sir Richard Sutton's hounds have commenced
cub hunting with tolerable success in the neighbourhood of
Lincoln.

STATE OF TRADE.—TiIe yarn market continues
in the depressed state in which it has been for several weeks
past, and some descriptions arc rather easier to buy than on
this day week. The dereaqd for goods, though not quite so
brisk as during the greater part of last week, continues to le
good, and fair prices are obtained.--ilfanchester Guardian.
We hear that Colonel Churchill, the Radical can-
didate for this city, at the last election, is About to leave Eng-
land for the Continent, in company with the Marquis of
Douro, son of the Duke of Wellington. The Gallant
Colonel is allied to the family of the Noble Duke.—Lincoln
Gazette,

...,' ~ i j !1 .
N'cre published yestertiay an account :,, ..., opening, of.ir this
important railway throughout from London to B'rmiogitaiit
The following additional details will be found interesting ;
The Directors resident in London, atten,!ed by a few of
their friends and proprietors, ttveiber with their principal
Offlcers, proceeded by a special train Eustonfro(mthien.ilei)was ac-
complished station
cn Monday morning at t quarter past seven o'clock. The
distance from London to Birmingham
112
Pln the short space of 4 hours and 39 minutes, in-
cluding stoppages. The train, which (as we before observed)
, 8 o'cluck
snd left that
left at a quarter past 7 o'clock, arrived at the Harrow station
at 21 minutes past 7, a distance of 111 miles ; at WaVord, a
distance of 17i miles, at 391 minutes past 7 ; at Boxmoor, 24
by, 83 miles, 11 I
p mile,c cls
ea; t minutes i r.t
IT ehs,
.3i beforei ;84;sB,e9rkmhaimtusttte:dp,as2t3
Bm,ilea
station at 25 minutes to 9 ; Leighton, 40 miles, JO minutes
before 0 ; Denbigh Hall, 474 miles, 5 minutes p isi ,; Tirol- j
v; rton, b 2 miles, minutes past 9 ; Ila 4
o'clock 1 and after passing through Cotentryi arrived at Bir-
mingham at 4 mintitei past 12 o't.,litick.
It will be in the recollection cat Most ot our :411dcrs, Nit
the Act of Parliament for this work was obtained in 1833;
o Iwould
admit. t . Ste-
phenson. after considerable opposition, occasioned solely by tlfs mode of
ea
projectedn
btl r them
.
travelling being then so little known and understood. The
works were commenced in June, 1834, and proceeded as expe-
ditinis sly
he ashth:}eliatlter rni
tine haddiM °but a
',
t y d
whose talents as an engineer are too well known to
the public to require any further comment on them, The Di-
rectors haring had the greatest confidence in hitti, immediately
placed this important work under his able g mana ement, and
the result has fully tealiired their most sanguine expectations.
A pottiOn Of the line, from London to Denbigh-hall, was
opened in the autumn of 1837, and another portion, between
Birmingham and Rugby (a distance of 21 miles), was opened in
April last. The line between Rugby and Denbigh_ hail presented
the greatest difficultiesof construction—we allude to the deep
cutting called the" alisltorth cutting," which, though not the
largest work of the description tin the linef has, from the character
of the material, been by far the most expensive and sirdtious.
The Tring cutting contains a greater cubic content, but this
material being entirely chalk less difficulty was experienced in
the execution than in the Blisworth, which consists chiefly of
hard blue limestone, belonging to the oolitic series of rocks,

and which yielded througho—ut all seasons large quantities of
water, which it was necessary to drain, by pumping. The
working of the rock in this cutting was rendered more diffi-
cult and tedious than it otherwise would have been by the strata
of the rock being interstratified by these beds of blue shade,
which being impervious to water, rendered every means of
drawing off (eicept that of pumping) unavailable. The Blis-
worth eXeavation contains 1,200,000 cubic .yards, averaging
50 feet deep, for two miles in length. About 400,000 have
been removed from each end to form adjoining embankments,
which reach the height of 45 feet at the highest point. The
remaining 400,000 have been raised up the steep side of the
excavation, and deposited on the adjoining lands, forming
what are termed sprit banks. The cost of this work has bean
200,0001., and is believed to be the largest excavation of the
kind ever executede

The kilsbyaltill was, if pesalbiti, ttiore. fermideble than the
last-mentioned work, for while the proceeciingi virefe inlpeded
by bad material and enormous quantities of water, the means
fur overcoming,them were confined within the narrow limits
of a tunnel. Shortly after :iliafo end preliminary works
were organized, an extensive quicksand iias diCkidteied,
which made it apparent that additional means, beyond tnoge
already contemplated, were requisite. Extra shafts were
sunk, and four powerful pumping engines were erected, which
continued to pump from the quicksand for six months, with
scarcely a day's intermission, at the rate of 1,800 gallons per
minute. By these means the difficulty of tunnelling in the
sand was reduced, but still the operation was one of extreme
difficulty and danger. The tunnel is 2,400 yards in length,
or nearly a mile and a half, 25 feet wide, 28 feet high, and is
ventilated by two large shafts, each 60 feet in diameter, one
120 feet deep, the other 90 feet. The Means of tunnelling thus
employed by Mr. Stephenson afforded greater facilities for
ventilation going on more perfectly. They appear to have an-
swered their object most effectually, for in a few minutes
after an engine and train has passed through, the vapour is
carried up the shafts, and the tunnel rendered so clear that
the other end may be distinctly seen. It has cost upwards of
300,0001.—about thr.,e times what it would have done bad the
casualties and difficulties been of an ordinary character. The
line of railway has eight tunnels, which are nearly of similar
dimensions, and passed through with impunity and without an-
noyance. The Wolverton viaduct is one of the most im-
portant bridges on the line. It is erected over the Ouse and
Tow, near Stony Stratford. It consists of six semi-elliptical
arches, each 60 feet span. The roadway is elevated 50 feet
above the natural surface of the ground. It is (with the ex-
ception of the cornice and coping, which arc of stone) com-
posed entirely of brick. The aggregate amount of excava-
tion required on the London and Birmingham Railway is
about 15,000,000 of cubic yards, being equal to an average of
upwards of 120,000 cubic yards per mile. To form an idea
of the rapidity of the execution of this work, we may divide
the whole period—say four years—by the number of miles, and
ee actually find that the average rate of progress has been
one mile a fortnight since the first commencement of this
undertaking.
The entrance of the London terminus, Euston-square, is
formed by a propyleum (used by the ancient Greeks as the
chief entrance to their cities), consisting of four Greek Doric
columns, 8 feet 6 inches in diameter, and 42 feet in height,
two in front and two in the rear, with antee at the angles of
the building, surmounted by a Doric entablature and pedi-
. .

ment; funning., altogether, a height of 72 feet. On either
side of the entrance are four lodges, serving as offices for the
establishment. 'I he effect of the entrance is most striking,
from its magnitude and simplicity of design. Mr. Philip
Hardwick is the architect.

The terminus at Birmingham resembles that of London,
only possessing greater accommodations for the Directors and
officers of the Company, as well as refreshment-rooms for per-
sons travelling by the Railway.
Many parts of the works have not yet assumed the finished
character of that portion of the Railway which has been
hitherto in operation, and the rate of speed of the trains will
he regulated accordingly. The time occupied by the Direc-
nrs in going down was, of course. less than will be required
for the ordinary travelling., in consequence of their not having
to stop at the stations ; but, allowing six hours for the extreme
time of " mixed" trains, the change which will be effected in
the travelling of th• whole of the north of Great Britain and
Ireland cannot be estimated.—Times.