The Sun.
London, England, 1851-01-06 00:00:00

RAILWAY INTELLIGENCE.
RAILWAY TRAFFIC IN 1850.

It appears that the gross traffic receipts cf railways
in the United Kingdom for the year 1850 amounted
to 13,142,235/. on 6,734 miles of rail way. The re-
turns published weekly show that 12,755.2351. was
received on the railways during the past year, on 6,257
miles, including about 200 miles of venal, being an
increase of 1,741,4181. in the receipts over the pre-
ceding year on 5,161 miles of railway, and also an
increase of 1,096 miles in operation. Independent of
these railways, there are about 17 new lines in opera-
tion, of an eggrr gate length of 279 miles, the traffic
returns on which are not published weekly, but may
be estimated at 107,0001. for various periods during
the past year, some being partially open and others
only for a few months. In addition to these there are
13 other lines, of an aggregate length of 216 miles,
belonging to old railway companies who do not pub-
lish their traffic returns ; but it appears from the re-
turns to the Railway Commiss►oners that the gross
receipts on these lines are about 280,000/. These
sums, added to the preceding, show that the gross
traffic receipts on the above railways during the past
year amounted to 13,142,2351.; and the agregate length
of railway open, and over which the traffic was carried
was 6,257 miles, being at the rate of 1,9441. per mile per
annum. With regard to the traffic returns of the rail-
ways in Great Britain and Ireland, published weekly,
they show a progressive increase during the past nine
years. In the year 1842 they amounted to 4,341.7811.;
in 1843, to 4 842,650/. ; in 1844, to 5,610,980/. ; in
1845, to 6,669,2301.; in 1846, to 7,689,8701.; in
1847, to 8,975,671/. ; in 1848, to 10,059,000/. ; in
1849, to 11,013,8201.; and in 1850, to 12,755,2351:
It will be observed that the annual increase in the re-
ceipts has been very considerable during the compa-
ratively short period in which the railway system has
been in operation. This increase partly arises from
the continual development of the traffic on the trunk
lines and partly from the additional receipts derived
from the opening of new lines and branches. The in-
crease of traffic in the year 1843 over that of the pre-
ceding year amounted to 500,8701. ; in the year 1844,
to 768,3371.; in 1845, to 1,058,340/. ; in 1846, to
1,020,650/. ; in 1847, to 1,285,780/. ; in 1848, to
1,083 335/. ; in 1849, to 954,810/. ; and in 1850 the
increase over the preceding year amounted to the
large sum of 1,741,4181. At the end of the year 1841
1,510 miles were open to the public; during the
next year an additional length of 56 miles of new
railway was opened for traffic; in 1844 a further
length of 194 miles was opened ; in 1845, 261
miles ; in 1846, 593 miles ; in 1847, 839 miles ; in
1848, 975 miles; in 1849, 834 miles ; and in the
year 1850 the published returns show an addi-
tional mileage of 1,096 miles ; but this is not an
actual increase in the mileage opened during the year,
for it includes the length of several lines open for
traffic prior to 1850; but the traffic returns were not
published until 1850 ; the same observation will apply
to the mileage of 1849, but to a less extent. The ag-
gregate length of new railway opened during 1850 in
the United Kingdom is nearly 590 miles, including
79 miles of the Great Northern trunk line.

The average traffic receipts per mile show the effect
of opening within the past four years so many miles
of branch and competing lines of railway. During
the year 1842 the gross traffic receipts averaged
3,118/. per inilo; in 1843, 3 0851.; in 1844, 3,278/. ;
in 1845, 3,469/. ; in 1846, 3 305/. ; in 1847, 2,870/. ;
in 1848, 2556/.; in 1849, 2,302/. ; and in 1850,
2,247/. ThiN shows a falling oft' in the traffic per
mile during four years of more than 30 per cent.;
but fortunately during the past year the receipts per
mile are not much under those of 1849. The re duc-
tien in the receipts per mile would ba a matter of no
great consequence, provided the average cost of con-
structing the railways was proportionably reduced,
say i the same ratio of the traffic per mile, from
33,000/. to 22,000/. per mile, and so on in like man-
lier with every additional mile added to the system.
Unfortunately this not the case, as the following will
show :-In 1842 the cost cf the railways in operaticn
averaged 34,690/. per mile; in 1843, 36,3601.; in
1844, 35,670/ ; in 1845, 35,070/. ; in 1846, 31,860/. ;
in 1847, 31,700/.; in 1848, 34,234/ ; in 1849,
35,214/.; and in 1850, 35,229/. A comparison of the
average cost per mile in 1845 of 35,070/., when there
were only 2,040 miles of railway open, with the ave-
rage cost in 1850 of 35,2291., when there were 6,257
miles open, shows that an increase in the cost per
mile has taken place, notwithstanding that 4,217
miles of additional railways and branch railways have
been constructed. The increase, instead of a con-
siderable decrease in the average cost per mile, is a
very alarming feature in railway statistics, because it
shows clearly that the continued additions to the
capital accounts of old and completed lines of railway
far outweigh all the professed advantages of con-
structing thousands of miles of, new railways and
branches of considerably less cost than the average
expenditure per mile on the old trunk lines. It is
very clear that, unless the capital accounts of the old
and completed railways are closed as soon as possible,
the average cost per mile will go on gradually in-
creasing year after year, and thus neutralize all the
advantages which shareholders may reasonably expect
from the progressive development of the traffic.
The capital expended on the railways above re-
ferred to amounted in July, 1842, to 52,380,1001.;
in 1843, to 57,635,000/.; in 1844, to 63,489,100/. ;
in 1845, to 71,647,000/. ; in 1846, 83,165,100/.;
in 1847, 109,528,0001.; in 1845, 148,200,000/. ; in
1849, 181,000,000/. ; and in 1850, 219,762,700/.
The gross traffic returns per cent. on the capital
expended amounted in 1842 to 8.29 per cent.; in
1843, to 8.42 ; in 1844, to 8.84 ; in 1845, to 9.30 ;
in 1846, to 9.25; in 1847, to 8.20 ; in 1848, to 6.78 ;
in 1840, to 6.13; and in 1850, to 5.80 per cent. The
return shows the absolute necessity of closing the
capital account of railways.
The expenditure on the new and old lines, the
traffic returns of which are not published weekly,
amounts to about 10,760,0001, making, with the
219,762,700/., a total of 230,522,700/. expended on
6,734 miles of railway, being at the rate of 34,2001.
per mile.

ACCIDENT ON THE LANCASTER AND CARLISLE
RAILWAY.—We have elsewhere noticed the recurrence of one
of those extensive floods which periodically overwhelm the
lower parts of this city and the immediate vicinity. On
Tuesday morning the non-arrival of the down London mail
at its appointed time gave rise to apprehensions for its safety,
particularly as the appearance of the suburbs of the city were
a melancholy evidenoe of the violence of the storm which had
raged overnight. After some hours of suspense the mail ar-
rived, when it was ascertained that an accident had occurred. ,
but of a comparatively trifling description. A small water-
course in the neighbourhood of Shap, called Shap beck, runs
parallel with the railway for some distance, and crosses
and re-crosses the line. In dry weather it is but an in-
significant stream, and runs harmlessly along its ap-
pointed course, but, from the deluging showers that have
recently fallen, it had acquired all the fury of a mountain
torrent. Overflowing its natural boundaries, it laid a
considerable portion of the line under water, bursting a
' strong iron culvert which passes under the embankment
at Thrimby, and undermining a considerable portion of the
earthwork. On the arrival of the luggage train, which
leaves Carlisle shortly after ten P.M., at this spot the bridge
gave way. Singularly enough the engine shot over the
chasm, but the tender and come of the waggons went down
with a crash. A scene of confusion ensued. A great quan-
tity of goods, such as girgbam, cotton, &c., got loose and
floated down the stream. The storm was raging with una-
bated fury at the time. On the following morning the gown
mail-train was delayed several hours, as above stated, in
consequence of the engine plunging into the u-user on reach-
ing this spot. and extinguishing the fire. In fact every train
was delayed for a time by the inundation. The mail bags
were conveyed some distance on their route in a cart, and
passengos transported safrly beyond the dangerous vicinity
in every obtainable vehicle. Fortunately no pereon sustained
the slightest injury,- and though the tender still remains in
its awkward predicament, workmen are busily employed in
clearing the line, which will lr soon put into a state of
thorough repair.— Carlisle Patriot.

Those who endeavour to imitate us we like much
better than those who endeavour to equal us. Imitation is
a sign of esteem, but competition of envy. —Eliza Cook's
Journal.

The Queen has granted pensions on the Civil List
of No/. a year each to Mrs. Belzoni, the aged widow of the
celebrated traveller, sad to Mr. Poole, the author of Paul
pry, and of several contributions to periodical literature, who
is, we regret to hear, a great sufferer from bodily infirmities.
Observer.

REPRESENTATION OF GLAMORGANSHIRE. The
Earl of Dunraven (late Viscount Adare) hasjust issued an
address to his constituents, dated from Adare Manor, eounty
Limerick, the 28th ult., in which he announces his resigna-
tion as member for that county. by the accepting of the
Stewardship of the Chiltern Hundreds., The writ for the
elect;on of a new Member cannot be issued until the meeting
of Parliament next mouth.

Sir Arthur Robert Tere Brooke is shortly to be
raised to the British Peerage, under the title of Viscount
Newbridge.

We are glad to find that Colonel Wetherell, the
deputy Adjutant-General, has quite recovered from his recent
severe indisposition, and has resumed for some days past his
duties at the Horse Guards.

THE NEW BRIDGE AT BATTERSEA.—Daripg the
last few days, from % to 30 men have been busily masoysd
in sawing timber, and preparing piles to sink in the river,
preparatory to beginning operations for the erection of the
proposed and long-talked of suspension bridge between
Chelsea and Battersea. The bridge, which is to be con-
structed for carriage as well as passenger traffic, is to be
commenced on the north side of the river, about 300 yards
below the gardens in front of Chelsea Hospital, and is to cross
the river in a direct line in front to the old Battersea Red •
house, so long known to and frequented by Cockney sports-
men. The Red-house is to be pulled down entirely, and an
elegant approach is to be made on the site of it, and the
gardens attached, to the southern end of the bridge. On the
north, the bridge is to be approached by a road to be con-
structed, running in a direct line from the now notorious
Chapel of St. Barnabas. Six or seven of the piles have been
put down, and a pile-driver, resting on a barge, is in active
work, forcing down others. These piles are intended to pro-
tect the piers on either side, while in the course of erection,
from the velocity of the tide, and from the collisions of the
barges, steamers, and other craft navigating the Thames.
Battersea-fields are still in their former ungainly state ; not a
spade has as yet been put in the ground to make the new
park, and the only appearance of alteration which can be
seen is, that of a new bank in course of being raised by the
Water Works Company. It is to be hoped that. the Com-
missioners will be enabled to commence the making of the
park without delay, for until it is finished the Wide, when
lerected, will be of little advantage.