Kind of Engine.

exemplifying the application of the preceding rules, the diameter of the cylinder is supposed to be 30 inches, the depth 60 inches, or 5 feet, and the velocity 22 double strokes per minute, or 220 feet per minute, the usual rate of the piston in steam-engines. Comparative Table of the Power of the different kinds of Steam

Engines.

Common Atmospheric

Do., with Condenser

There is only, we are informed, an iron girder wanted for the arch over Bermondsey Street, to enable this line immediately to be completed from London Bridge to Deptford. Beyond Deptford the arches are up, and no obstacle appears to us why the whole line should not be opened this month (October). We have particularly inquired into the reason that it was not completed last August, according to the declaration in the Lords of Mr. Walter, whom, we confess, we had been much inclined to blame, and in no very measured terms, for having wilfully misled the public. However, we are satisfied, from the information received, that Mr. Walter is not to blame; the delay has arisen from what he had no right to anticipate, and, though we cannot agree with his reasons for not publishing the cause-which we think is due to the public we are bound to admire the man.

We have been amused at the inventions to decry this line for particular purposes. A report the other day was circulated, that the Company could not go on for want of money-that they were 100,000 in debt to Mr. M'Intosh the contractor. The party who brought a report of this rumour to the office, where Mr. M. happened to be, was at once told by that gentleman that the Company owed him not a shilling. Another rumour, last Thursday, September 22, was, "That a great embezzlement had been dis

Temperature.

Pressure of
Steam.

Horse Power.

covered in the concern." The answer we received to this, from a highly respectable man and an influential member of the Board, was simple and decisive "There is nothing to embezzle."

The whole origin of these pretty inventions, it seems, lies among certain gamblers who have sold for time, and want to run the shares down, that they may buy in for the transfer. We hope, however, the holders will not be so gulled.-Ed.

MANCHESTER AND LIVERPOOL INFLUENCE IN RAILWAYS.

The enterprising inhabitants of these towns will, in all probability, ere long control two-thirds of the railroads in the kingdom. The Southampton, Midland Counties', and Eastern Counties' have already submitted to their dictation. We do not say this is unreasonable. Men, who risk their money, ought to have a controlling voice; and it is quite certain that, had it not been for Liverpool and Manchester capital, most of the railroads must have stood still. In the Southampton line, full one half the capital was found in Manchester; in the Eastern Counties', from a third to a half; and in the Midland Counties', we hardly know how much; besides other lines almost without number.

GREAT WESTERN RAILWAY.

At the second half-yearly general meeting of the Great Western Railway Company, held at the Guildhall, Bristol, August 25th, 1836, Benjamin Shaw, Esq., in the chair, it was resolved that the report now read be received and adopted;-that the Directors be authorized to apply to Parliament in the ensuing session for powers to carry into effect the provisional arrangements already effected, for continuing the line of railway from Acton to the proposed terminus at Paddington, and, in the mean time, to take all such measures, as may appear to them expedient, to secure the opening of the work at the earliest possible period.

Report. Since the last report the whole line between Bristol and Bath has been set out, and the works commenced at all the principal points. The contracts made, insure its completion by February, 1838.

Between Bath and Chippenham active measures have been taken for proceeding with the principal work, viz., the Box Tunnel, where temporary shafts have been already sunk, and arrangements made for letting the contracts for its completion, some of which are advertized. From the result of the opening of the trial shafts, for ascertaining the nature of the soil, it appears certain that there can be no difficulty in completing the tunnel in three years. The contracts from Acton to Reading, a distance of 32 miles, are also taken, and for the most part in active operation.

The works to Maidenhead will be completed within twelve months from the present time, and it remains only for the proprietors to determine at this juncture, whether the same spirit and energy shall govern the proceedings of the Company, in pressing forward, during that short period, the construction of a connecting

line between Acton and London, so as to render their labours useful to the public and beneficial to themselves, with the least possible delay.

The Directors have already made known the circumstances which terminated every hope of a junction between the London and Birmingham Railway, on the terms of reciprocal benefit or of permanency, at a season of peculiar inconvenience, in relation to Parliamentary proceedings, for another line. The Directors having applied themselves, however, to counteract that unexpected difficulty, by seeking the most eligible position for a separate depôt in London, have now the pleasure to announce, that they have obtained the general consent of the owners and occupiers to an extension line into Paddington.

The length of it from Acton will be about 44 miles; but, allowing for the line which was intended to have been made to Kensall Green, the Company will only have to construct 24 miles of additional railway, in order to secure a separate approach to the metropolis, instead of using 5 miles of the London and Birmingham Railway in common with that Company. It thus avoids the two tunnels between Harlesdon and Euston Grove; and the gradients will not exceed 4 feet per mile. Ample space for the station at Paddington has been secured. Conditional arrangements have been made with the landed proprietors, leaving only a few unimportant points of detail to be finally adjusted, upon receiving the sanction of the Company for an application to Parliament to carry the measure into effect.

It is naturally an object of much importance, that the opening of the railway to Maidenhead should not be delayed by the works in the neighbourhood of London; and the Directors have found a ready concurrence on the part of the landowners, in permitting immediate operations upon their respective properties, so as to complete the whole line from Paddington to Maidenhead, in the Autumn of next year. The sanction of Parliament to the proposed line being a measure of such obvious necessity, recommended also by the unanimous approbation of every owner, and, indeed, of every parish affected by it, may well be anticipated with confidence, on public grounds.

If the proprietors shall think fit to direct the course of proceeding thus recommended by the Directors, the public will derive the advantage of using 22 miles of railway at the earliest period, and the Company will receive a corresponding benefit in a quick and ample return for the sum invested, without having incurred any delay from this unavoidable alteration of the line.

In finally setting out the general works for execution, the engineer has been enabled to introduce many material improvements in the curves and general character of the line, and particularly to effect a still further reduction in the gradients or inclinations.

Between Bristol and Bath the railway will now consist of one constant and regular inclination, of only 4 feet per mile, or 1 in 1320. Between London and Reading, and thence to the Oxford branch, there will be no gradient exceeding 4 feet per mile, and a great part will be even at a less inclination. The remainder of the line is now in progress of being defined and set out, and there is every reason to anticipate similar improvements upon it.

It is expected that by these ultimate arrangements, the locomotive engines on the Great Western Railway, will nowhere have to surmount a greater inclination than 5 feet 6 inches per mile,* and probably even less, the only two inclined planes of 1 in 107, near Wootton Bassett and at Box, being worked by stationary

power.

These very favourable gradients, unequalled upon any railway of great extent now in progress, will insure such an economy in the cost of locomotive power, as materially to reduce the estimated annual expences, and a proportionate increase of profits will be received by the proprietors. They will moreover greatly facilitate the attainment of a higher speed of travelling.

Under these peculiar circumstances, and with the view of obtaining the full advantage of the regularity and of the reduction of power effected by this near approach to a level, and also to remedy several serious inconveniences experienced in existing railways, an increased width of rails+ has been recommended by your engineer, and, after mature consideration, has been determined upon by the Directors.

Difficulties and objections were at first supposed by some persons to exist in the construction of engines for this increased width of rails, but the Directors have pleasure in stating, that several of the most experienced and eminent manufacturers of locomotive engines in the north, have undertaken to construct them, and that several engines are now actually contracted for, adapted to the peculiar dimensions and levels of this railway, calculated for a minimum velocity of 30 miles per hour.

These engines will be capable of attaining a rate of 35 to 40

If so, the engines will be able to use full steam up and down, and the time of transit will be very nearly the same as on a perfect level.-ED.

If more surface is to be exposed by encreasing the front area of the carriage, it will prove a great disadvantage. But if, as we understand, the wheels are to be made larger, and the bodies lowered between them, it will doubtless induce greater safety, prove very convenient for the transport of goods, and, in our opinion, reduce the vibrating motion, and, consequently, the wear and tear of the road and trains. Experiment has proved that larger wheels in the engine work with more economy. This has ever been our opinion on scientific views; we may, perhaps, hereafter give our views. We want to know how there is to be any intercommunication between different railways, if one is to have one breadth between their rails and another a different. We do not find fault with an increased breadth, but ought not all to be compelled to have the same?-ED.

miles per hour, with the same facility as the speed of 25 to 30 miles is gained by those now constructed for other lines.

The Bills for railways from Bristol to Exeter, from Swindon, through Stroud, to Gloucester and Cheltenham, and from Merthyr to Cardiff, have received the Royal assent, and the Directors have the assurance, that all these measures will be carried into effect with the utmost vigour and dispatch. It is almost superfluous to remark, that the Great Western Railway Company are materially interested in the successful completion of those undertakings.

A branch to Oxford, and a continuation of it to Worcester, are also promoted by the leading interests of those cities, and the best exertions of the Company will be devoted in co-operation with them to accomplish those objects.

A statement of the finances of the Company, to the 30th June, is now submitted to the Proprietors.

(Signed)

Statement.

BENJAMIN SHAW,
Chairman.

By Payments between 1st January and 30th June, 1836, viz.