798 



RAILWAYS 



ane pcn-on was slightly nurt 

 in Mt'i'iiiptini; ingot out of tlio 



will. low . 



The fatal accidents have 

 been very tow, and have in 

 iiiio-t i very instancv arisen 

 from the persons who met 

 with the same aot inir in oppo- 

 aition to t!u> direction* irivon 

 by the railway dim-tore. 



until Itt .li.ne. TliiM-omiiiit- 

 tee *at 38 .I- vs. 



OB the 3Uth May. the c..m 

 mittiH- Yutod the preamble, 

 rured. 



On the 1st June they voted 

 theftrtt clanae, eontaiinii:.' Die 

 muni". The second rlaiis.-, 

 that the company be empow- 

 ered to make a railway, was 

 negatived. The bill was con- 

 >e<jiif ntly abandoned, but wat 

 obtained the following year. 



Stress wa laid by ito op- 

 ponent* upon the inconvcM- 

 lenca and daiigers to arise 

 from using eugiims. 



Fn>in the register of the company, it appears 

 that the disbursements amount to fifty-eight, per 

 cent, of the gross receipts, a result considerably 

 higher than is usually expected by railway proprie- 

 tors. 



It appears tliat the number of passengers con- 

 veyed along the line from its opening in September 

 1830, to 30th June 1836, was 2,393,767, being on 

 an average 1,132 persons daily. During 1831 it 

 is probable that a greater number of persons were 

 attracted to the railway through curiosity than have 

 since been so attracted. 



In 1832 the number was 56,945 

 1&S3 3Si,492 



1S34 436,637 



1835 473,847 



And in the first half of 1836 the passengers were 

 222,848, being an excess of 17,000 over the corres- 

 ponding half of 1835. 



Since the beginning of 1831 an account has been 

 kept, by which it appears that, in five years and a 

 half, the number of trains with passengers has been 

 34,281, or, on the average, a small fraction more 

 than seventeen trips daily, the average number of 

 persons conveyed each time being 67 '72, or nearly 

 67 J. The number of trips in the same time with 

 goods and coals was 26,562, and the number of 

 tons conveyed 1,468,310, being on the average 

 13-22 trips daily, and the average weight conveyed 

 at each trip 55J tons. 



Early in 1832, it was determined to form another 

 tunnel also under the town from Edge Hill to Lime 

 street, which should be appropriated to the use of 

 passengers only. The excavation of this tunnel 

 presented considerable difficulties, but these have 

 been overcome, and, the whole being completed at 

 the cost of 1 50, 000, it was opened for use on the 

 15th of August 1 836. 



1827. The Canterbury and IVhitstnble Railway 

 logins on the north side of the city of Canterbury, 

 adjoining the river Stour, and proceeds by St Dun- 

 stan's and St Stephen's, through Clowes Wood to 

 Whitstable Bay, in the county of Kent. The length 

 is six and a fourth miles, formed into a series of 

 inclined planes, a great part of which are of too 

 great an inclination to allow of locomotive power, 

 and accordingly three stationary engines are pro- 

 vided : on a small portion of the line, which is 

 nearly level, locomotive engines are used. A mile 

 and a quarter from Canterbury is a tunnel twelve 

 feet wide, twelve feet high, nnd about half a mile 

 long. The highest point, which occurs about mid- 

 way on the line, is 220 feet above the level of the 

 sea at Whitstable. The capital was 31,000 ; but 

 this proving inadequate to the completion of the 

 work, power was obtained from parliament to cre- 

 ate 40,000 additional stock, by the creation of 

 50 shares, which were not to be issued at a less 

 l>nre than twenty pounds each. 



The Johnstonc and Ardrossan Railway was con- 

 structed in place of so much of an intended canal 



from Glasgow and Paisley to Ardrossan, which had 

 licen romplcU'd only us turas Johnstone. It begins at 

 the canal wharf at Johnstone, and is carried south- 

 west by Lochwinnoch and afterwards along tlie. 

 banks of the river Rye to Kilwiiming ; it then turns 

 to the west through the collieries by Kerrylaw,and 

 thence northward of the town of Saltcoats to the 

 harbour of Ardrossan. The railway is 22 miles in 

 length. The capital is 95,600. It is chiefly 

 used for the export of coal for the supply of the 

 north and east coast of Ireland, and for the impor- 

 tation of agricultural produce for the supply of 

 Glasgow and Paisley. 



1828. The Bristol and Gloucestershire Railway 

 is nine miles in length ; it begins at Cuckold's Pill, 

 on the east side of Bristol, and is carried in a 

 course, through various collieries, to Coalpit heath, 

 in the parish of Westerleigh, Gloucestershire. The 

 capital of the company is 45,000, divided into 

 shares of 50 each. The immediate object of this 

 work is the cheaper supply of stone and coal to the 

 city of Bristol, but there appears a great probabil- 

 ity that the line will be extended so as to embrace 

 the original designs of the projectors, which was 

 the establishment of a railroad connexion between 

 Bristol and Birmingham. The Bolton and Leigh 

 Railway begins at the Manchester, Bolton, and 

 Bury canal, near the town of Bolton-le-Moors, in 

 Lancashire, and proceeds in a south-west direction 

 through various collieries to the branch of the Leeds 

 and Liverpool canal, which communicates with the 

 duke of Bridgewater's canal at Leigh. The length 

 of the railroad, including the extension to the Man- 

 chester line, is little more than nine miles. The 

 capital is 69,000, in shares of 100 each. The 

 Bridgend Railway was constructed in order to 

 enable the town of that name in Glamorganshire 

 to participate in the advantage derived from the 

 Duffryn and Llynvi railway. It begins at the east 

 bank of the river Ogmore, close to Bridgend, and 

 proceeds to its junction with the Duffryn Llynvi 

 line, near the village of Cefn Gribbwr. The rail- 

 way is four and a half miles long, and rises in that 

 distance 190 feet : the capital employed is 6,000, 

 divided into 20 shares. The Slenelley-Railway. 

 This railway extends from Slangeneck collieries to 

 Slenelley harbour, descending to the floating dock. 

 The length is four miles. The floating dock is 

 capable of containing about fifty sail of colliers. 

 The Clarence Railway, in the county of Durham, 

 begins at Samphire Beacon, on the river Tees, four 

 miles north-east of Stockton, and proceeds to Sim 

 Pasture, where it joins the Stockton and Darling- 

 ton railway. The main line is only fifteen and a 

 half miles long. There are six branches ex- 

 tending more than thirty miles ; these lead from 

 various parts to the city of Durham, to Stock- 

 ton, to Bishop Auckland, to the lime and coal 

 works at Sherburn, to Byer's Green, and to Chilton. 

 The capital is 200,000, divided into shares of 

 .100. Several valuable coal-fields and lime-stone 

 quarries have been more effectually and cheaply 

 connected with the shipping part of Stockton, by 

 means of this railway. 



1829. The fVarrington and Newton Railway 

 proceeds in a course directly north from Warring- 

 ton to the south side of the Liverpool and Man- 

 chester railway at Newton, a distance of about 

 four and a fourth miles. The capital is 53.000. in 

 100 shares. The ffishaw and Coltness Railway 

 begins at Chapel, in the parish of Cambusnethen. 

 and joins the Monkland and Kirkintilloch railway 

 at Old Monkland, all in the county of Lanark ; it 

 has several branches leading to different collieries. 

 The capital is <JO,OTO. 



