The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1838-09-07 00:00:00

TiE RAILWAY DELTA IN LANCASHIRE.—The completion
of the Manchester and Bolton Railway has enclosed a con-
siderable tract of country with a triangular boundary of rail-
way lines ; of which the base is formed by the Liverpool and
Manchester Railway line from its terminus in this town to
the Kenyon junction, being a distance of rather more than
ten miles. The left or westerly side of the triangle is formed
by the Kenyon and Leigh junction jine, of which the termi-
nus at Bolton forms one side of the apex ; this line is proba-
bly about ten miles in length. The Manchester and Bolton
Railway forms the right or easterly side of the triangle, and
is somewhat the shortest side; its termini ate Salford and
Bolton. Besides connecting the towns of Bolton and Leigh
with Manchester and Salford, this delta includeathe townships
of Pendleton, Pendleburv, Monton, \Vorsley, Little Haugh-
ton, Clifton, the three flultons, Kersley, Fanworth, Great
Lever, Sbakerley, Atherton, Tidsley, Astley, and Penning-
ton. !The Duke of Bridgewater's canal enters it at Patricruft,
and auits the delta at Leigh. The delta includes a portion
of Chat Moss, probably about four miles in length, and
of breadth vary from a mile to a quarter of a mile. The prin-
cipal stream in this tract is the Glazebrook, and the eastern
boundary line is skirted by the Manchester, Bolton, . and
Bury canal: Perhaps no district in the world of similar size
is equally favoured in the means of both land or water com-
munication than this little delta, which, once the scene of the
triumphs of a Brindley, and the site of one of the earliest
canals in England, is now girt and environed with an iron
zone, enabling it, like the fabled belt of the fairy tale, to
transport its treasures (mineral, manufacturing, and agri-
cultural,) in a space of time hitherto inconceivably rapid,
to the most distant parts of the kingdom.—Manchester Guar•

NEW LAW IN AMERICA, REGARDING STEAM NAVIGA-
TION —The American legislature has pasSed an act, which
has just come into operation, for the purpose of preventing
the recurrence of such shocking catastrophes as have long dis-
graced their system of steamboat navigation. Its particulars
may not be without interest in this country. The act directs
—L A fresh enrolment of steam-boats. 2. Imposes a penalty
of five hundred dollars for navigating them without a license.
3. Appoints inspectors on all the navigable waters. 4. Di-
rects the inspectors to examine and report on boats, and to
give certificates of their sufficiency. 5. Directs duplicate re-
ports:of all particulars of the vessel and machinery to be made,
one to be posted up in the vessel. 6. Directs licenses to be
renewed every twelve months, under penalty of five hundred
dollars, and efficient crews to be kept on board. 7. Directs,
under penalty of two hundred dollars, that, whenever the en-
gine is stopped, the safety valve shall be liberated to keel)
down the steam below the certified strength of the boilers. 8.
Directs boats of certain specified proportions, under a like
penalty, to be kept on board each vessel. 9. Directs, under
penalty of three hundred dollars, fire-engine and leather hose
to be kept on board each vessel, and iron chains to be used
instead of tiller ropes. 10. Directs, under penalty, signal
lights to be hoisted at night, when under way. 11. Gives ju-
risdiction to courts. 12. Declares fatal negligence or miscon-
duct to be manslaughter, punishable with ten years' imprison-
ment and hard labour. 13.—Declares that, in all actions for
injuries for bursting or collapse, it shall be sufficient for plain-
tiff to prove the fact of the cause of the loss, and the onus of
proving it not to have been the result of negligence shall rest
on the defendant.

COLONIAL SHIPPING.—The number of vessels built and
registered in all our colonies, according► to the parliamentary
paper 724, just published, in 1814 was 131, bearing a tonnage
of 16,696. From that time to the present, with considerable
oscillations, however, the number of vessels built has con-
tinually increased; and in 1837 it amounted to 496, having a
tonnage of 70,878. Both 1825 and 1826, however. surpassed
1837. In the former year the number of vessels built was
536, and their tonnage 80,895; in the latter, 580, and their
tonnage 86,554; adding to the many proofs of the extraor-
dinary spring made in all branches of industry in those cele-
brated years of speculation. Dn the whole, however, it is
extremely gratifying, remembering the periodical wailings
of distress made by our colonists and shipowners, to find such
conclusive testimony to their prosperity, and to the ever-in-
creasing maritime strength and power of our empire.

ROBBERY OF A BANKER'S PARCEL—PURSUIT AND AP-
PREHENSION OF THE TH lEF.—On Tuesday the 14th instant,
Mr. Richards, of the house of Messrs. Wilkins, of Carmar-
then, bankers, sent a parcel, containing 300 sovereigns, and
a letter of advice, to Mr. Morgan Williams, of Llanelly, by
Juseph Phillips, a post-boy belonging to the Ship and Castle
Inn, at Llanelly, with which it appears Phillips immediately
absconded. The non-appearance of either the money or the
post-boy at once suggested itself to Mr. Morgan Williams
that a screw was loose, and he wisely set off instanter in pur-
suit of the depredator. With unwearied diligence and energy
Mr. Williams traced the culprit to Swansea, following close
upon his heels from thence to Itfiacombe, and back again to
Swansea, and then to Bristol, at which place he ran the cun-
ning fox to earth on board an Irish steamer hound for Water-
ford, just on the point of sailing. Mr. M, Williams returned
to Llanelly with his prisoner, who was dulyaodged in our
county prison last night, with the warrant of Wm. Chambers,
Esq. to take his trial fur the offence; and it gives us great
pleasure to add, that the gold was untouched, being found in
its original package in the carpet bag of the delinquent. Very
great praise indeed is due to Mr. Morgan Williams, for the
activity and intelligence displayed by him in the affair.—
Welshman.

• .....
RAILWAY PROM NEWCASTLE TO EDINBURGH.—A NEW
LINE P ROJ ECTE D.—The project of a railway from Newcastle
to Edinburgh, by way of Wooler and the midland districts of
the Tweed, is seriously in contemplation, and an explanatory
survey of the line is now proceeding through Northumberland,
but particularly between the rivers Wansbeck and Coquet,
the latter of which is the most difficult to pass, as it is a point
that requires considerable elevation,'in order to meet the more
elevated parts north of it, viz. Rimside Moor. Four different
lines are in course of survey between these two rivers—two
east and two west of the great north roads; the westernmost,
where the great difffeulties were supposed to exist, has been
carried as far as Wooler, &c. The greatest inclination will
not exceed 25 feet per mile, or 1 in 211; a tunnel is unavoid-
able through Rimside Moor, about two miles in length. The
greatest depth of cutting will not exceed 70 feet, and the great-
est height of embankment (the valley of the Aln) 100 feet;
the extreme length of these two places is 110 chains. The
length of the viaduct over the Wansbeck is 30 chains, or 1,980
feet, and its height 148 feet—that is, immediately over the
bed of the river (the width of which is 70 feet ;1 and the via-
duct over the Coquet is 60 chains, or 3,960 feet, and the
height 180 feet over the bed of the river (the width of which
is 60 feet.) It is expected that the latter dimensions will be
greatly reduced by a line proposed to cross near Felton, but
which will naturally increase the length of the tunnel about
a quarter of a mile • but this again is counterbalanced by its
having the effect mile;
the height and length of the em-
bankment over the valley of the Alu. The depth of cutting
at either end of the tunnel, as at present proposed, does not
exceed 34 feet, and the extreme length six chains.—Berwick
Warder.