as he had seen them in a Brighton paper, but that he had mentioned them merely as reports that were generally circulated. Under these circumstances, it was not considered worth while to take any further steps in the affair. A long discussion occupied the time of the house, which was terminated by Lord John Russel moving, as an amendment, that the House should proceed with the order of the day. On this motion a division took place for the motion 114, against it 56; majority for the order of the day 58. HOUSE OF LORDS. June 28th. The Duke of Richmond laid upon the table the First Report of the Committee on Railroads. On moving that it be printed, a discussion took place, when the Report was ordered to be printed. -June 30. The Brighton and London Railway Bill (Stevenson's line) read a first time.-July 4th. The Royal assent (by commission) to the Manchester and Leeds Railway Bill, the Dundee and Newstyle Railway Bill, the Great North of England Railway Bill, the North Midland Railway Bill, the London Grand Junction Railway Bill, the Hayle Railway Bill, the London and Cambridge Railway Bill, the Sheffield and Rotherham Railway Bill, the London and Croydon Railway Bill, and the Thames Haven Railway and Dock Bill. A Petition from between 5,000 and 6,000 inhabitants of Brighton, praying to be heard by counsel against Stevenson's line. According to the statement of the petitioners, the consequences of adopting that line would be extremely injurious to the public in every form, while it would altogether prevent the construction of a second line, although it should afterwards be proved to be superior. A Petition from certain other inhabitants of Brighton in favour of it. Another Petition from Brighton against Stevenson's line. Another, signed by 8,000 most respectable inhabitants of Brighton, praying their Lordships, as they regarded the public safety, health, and comfort, to reject all lines with tunnels, and sanction that which should be constructed without a tunnel. Two more Petitions, from two places in Sussex, against Stevenson's line. A Petition from Brighton in favour of Cundy's line. The Brighton Railway Bill (Stevenson's) read a second time, and to be committed on Monday next.-July 5th. Two Petitions from Croydon and Cuckfield, Sussex, against Stevenson's Brighton Railway Bill. A Petition from Bermondsey in favour of the Durham South-West Junction Railway.-July 7th. A Petition from Brighton against Stevenson's line. Petitions from Leatherhead, Horsham, Arundel, Steyning, Shoreham, Littlehampton, and Worthing in favour of the Brighton line.-July 11. A Petition from the Dean and Chapter of Durham against, and one from a place in Durham in favour of, the South Durham Railway Bill. A Petition from Weir in favour of this Bill. Against the second reading of it 51 to 19, or 32 majority.-July 12. A Petition from the Trustees of the Commercial Road, praying for compensation in the event of the Blackwall Railway Bill passing, and praying that the Bill might be recommitted. PRICES OF RAILWAY SHARES. Those finished are marked (1); in progress (2); which have their bills but are not begun (3); in Parliament (4); not in Parliament (5). 2,000 (1) Leicester and Swanington 5,100 10. per c. (1) Liverpool and Manchester 50 50 100 100 Ditto, shares 25 25 នគ 10,000 (4) London and Brighton (Stevenson's) 100 5 17 17 15 14 12 121 8 114 13 30,000 (5) London and Gravesend 20 1 20,000 3. per c. (2) London and Greenwich The above, as we have stated, are the closing prices of the day. They are the prices at the last business transactions. But it is to be understood that there is generally a difference of 4 in the Stock Exchange between the prices a person can sell at and those he can buy at, the former being less than the latter. The prices obviously include the sum paid for the Share; and therefore the difference between them and the price paid on the Share is the premium or discount of the Share. Where there are blanks no business was done. We have carefully corrected the list of the Number of Shares wherever we could; but should any errors be left we shall immediately correct them when pointed out. [Continued from p. 209.] On the Generation of Velocities. WE have already shown how to find the velocity due to any given load wherever full steam can be applied; or rather the influence of load and inclination on the velocity, a unit of the engine's performance on a level being given. This unit, that is the maximum velocity the engine can maintain on a level with a specific load, or the maximum load at a specific velocity, which is absolutely necessary to be known. Besides, it gives greater simplicity to the future investigations, and divests the subject of a formidable horde of mathematical symbols calculated to confuse rather than to elucidate, When the whole steam is turned upon an engine at rest, the piston, valves, &c. being all tight, the pressure shortly becomes exceedingly powerful; and if the wheels have not sufficient bite to move the load, they rapidly turn round, slipping on the rails. But if the bite of the working wheels be in excess of the force of traction, and the valve be loaded just enough to employ the whole bite, the superabundant steam will escape, and a gradually increasing motion ensue. As this motion increases so does the consumption of steam which causes it. Of course the steam blown away as gradually decreases. At length the blowing off ceases. Up to this point the whole bite of the wheels has evidently been called into operation, and the train has been urged forward by a force equal to the bite of the working wheels, minus the traction of the whole train; that is, by a steady uniform force. |