The Sun.
London, England, 1848-12-23 00:00:00

ling I NAME OF RAILWAY.

s. Aberdeen ...........• •••. • • ..
17 Amiens and Boulogne
16 Belfast and Ballymena •• • ••••• • • • • •
17 Birkenhead, Lancashire, and Cheshire
16 Ca1ed0nian............. • • • •
16 Chester and Ilolyhead. •• . •
16 Cockermouth and Workington........
14 Dublin and Drogheda• • • •••• • • ••
19 Dublin and Kingstown ••• • • • •
16 Dundee, Perth, and Aberdeen ••• . • •
17 East .Anglian.... ••• • • • • • •
16 Edinburgh and Glasgow . •• . . •
16 Edinbnrgh and Northern • •
17 Eastern Counties and North Eastern..
16 East Lancashire ....................
16 Eastern Union ...... ..............
II Glasgow, Kilmarnock, and Ayr ......
16 Glasgow and Greenock.... • • ...
16 Great Southern and Western ........
17 Great Westeni, &c ..........
16 Kendal and Windermere"
16 Lancashire and Yorkshire.... ••• • • ...
15 Lancaster and Carlisle
17 Liverpool, Crosby, and Southport....
16 Londonderry and I nniskillen
17 London and North Western, &c
17 London and 81ackwa11........
16 London and Brighton
17 London and South Western
16 Manchester, Sheffield, and Lincolnshire
Maryport and Carlisle
16 Midland, Bristol, and Birmingham....
17 Midland Great Western (Irish) ......
16 Monklands ......... •• • • •
Newcastle and CarliSle.• •• •• ...
16 North British ........ •
16 Paris and Rouen . •••
•
16 Rouen and Havre
16 Scottish Central .................
17 Shrewsbury and Chester ..
16 South Eastern and Branches •• • •
15 South Devon.. .••••••• • • • • • • •
9 Waterford and Limerick..... ••• • •
17 I'Vhitehaven Junction ..• •. • • ••••

Wishaw and Coltness. —••••— .......
[6 York and Newcastle . .... ........
.6 York and North Midland. •.........

1,210
34G
673
3,70,
1,235
70
595

653
3,106
1,519
13,621
1,564
1,122
2,412

3,335
18,661

9,956
1,810

116
37,757

513
7,326
7,727
2,644

3,082

537
13,149

20,463
1,048
896

805
1,110
2,104
885
1,620
18,006
77
8,126
1,014

36,697

737
6,758
7,369
1,878

-
8,552

,3,403
7,32 i

1,783
b,582
2,022

543
7,743
672
1,685
577

0,881
7,14

LIGHT PASSENGER STEAM-CARRIAGE. --- The
" Fairfield" steam-carriage left Paddington at eight
o'clock yesterday morning, and went down to Reading
at the rate of 45 miles per hour. She went easily and
pleasantly, and every one in her appeared to be gratified
by her performance. From Reading she proceeded with
the great part of her passengers on to Bristol, whence
she was to depart that afternoon for Exeter. She will
then be handed over to the board of managers of the
Bristol and Exeter Railway, and it is expected she will
commence her regular trips on the Tiverton branch of
the Bristol and Exeter Railway to-day. Among the
gentlemen present on this journey were Mr. Rowland
Hill, of the Post office; Captain Simmons, Government
Inspector of Railways; Mr. Valentine, Engineer of the
East Anglian Railways; Mr. Gregory, Engineer of the
Bristol and Exeter Railway ; Mr. Chapman, of the
East India Railway; and a number of other individuals
connected with railways, who all expressed themselves
satisfied with the result of this trial trip. If, when
this steam-carriage gets better into work, it should
go at the rate of fifty miles per hour, with 50 passen-
gers, consuming about eight pounds of coke per mile,
and weigh only 14 tons, including passengers, motive
power, fuel, and water, which it is confidently believed
will be the case, what a triumph it will be for the prin-
ciple of combining motive power and carrying power in
the same vehicle (upon six wheels), over the Old method
of employing a locomotive, tender, first, second, and
third class carriages, and parcels van (making six
•vehicles on 36 wheels), and weighing some 56 tons, con-
Burning 45 pounds of coke per mile, and costing more
than double what this steam carriage does, which will
do the same work in the same time, at a greatly dimi-
nished first cost, expense for fuel, &c.! Hitherto, on
many branch lines, trains as above composed have heun
empl,yr.d to carry 15. 20, 30, or 40 persons, this: ,king
.4 much 0(10 aiwitt nothing," lout ,tltint into ti„, rek,.ts
of shareholders. Hereafter we hope to 4.te a better adap-
tation of means to ends, and not to employ an elephant
to do the work of a donkey.