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Full text of "The Railway Shareholder's Manual: Or, Practical Guide to All the Railways in the World ..."

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756.480 



\\ -. 




llAttWAY SHAREHOITO'S, MANUAL; 



OR 






PRACTICAL GUIDE 



V^'.^-.._ 



n, 



• ///^M 



TO ALL THS 



l! 



RAILWAYS IN THE WORLD, 

COMPLETED, IN PEOGEESS, AND FEOJECTED ^ 

i 

', POBMING AN BMTiBB 

: RAILWAY SYNOPSIS, 

{ 

\ I ^DISPENSABLE TO ALL INTERESTED IN RAILWAY 

LOCOMOTION. / 



to WHICH If ADDED A COBBXCT LIST 07 TBB OVFICXt ^JO) 07VICXBB 
OF EXISTING AND PBOJXCTBD BAILWATS. 

EIGHTH EDITION. 
CAREFULLY REVISED AND CORRECTED. 



BY HENRY TUCK. 



LONDON : 

\ JBLISHED BY EFFINGHAM WILSON, 11, ROYAL EXCHANGE; 
J RAILWAY TIMES OFFICE, 122, FLEET-8TEEET ; 

WAREING WEBB, LIVERPOOL; THOMSONS, MANCHESTER; 
\ GUMMING AND FERGUSON, DUBLIN; 

AND SOLD BY ALL BOOKSELLERS. 

1847. » 



^A 









% 



PREFAC E 

TO THE EIGHTH EDITION. 



The eventful Railway Session of 1846, has been brought 
o a close, and out of 561 Bills presented to the House of 
ZJomraons, 271 only have received the Royal Assent. Of 
hese 24 were for amalgamations and purchase, 7 for 
lew stations and enlargement, 131 for branches to be 
lonstructed by old Companies, and 109 for new lines 
>y new Companies, the whole requiring a capital of 
ibout 100,000,000/. The total length of these lines is 
ip wards of 4,700 miles, (60 of which is tunnelling,) and 
wrill require 55,000 acres of land for their site. 

The period of time required to complete these trunk 
ines and branches will be about four years, which gives 
25 millions per annum, or two millions per month, as the 
probable sum required for Railway purposes, and this can 
>e supplied without producing the least effect upon prices 
)r the money-market. In fact, so far from abstracting 
>apital from useful employment, new Railways are abso- 
utely necessary to keep the surplus capital set at liberty 
>y the Railway system, from seeking investment in Mines 
md Railways in other countries, in which case the -capital 



IV PREFACE TO THE EIGHTH EDITION. 

would really be taken away, and expended, in giving em- 
ployment to the foreign labourer, for the permanent advan- 
tage of a foreign State. 

It has been shown in evidence before the House of 
Commons, that. since the introduction of Railways, the 
carriage of goods from Manchester, Liverpool, and the 
manufacturing districts of the North, to London, has been 
reduced from 80s. per ton to 40s. ; on coal, from Derby- 
shire to London, from 16s. per ton to 2s. ; and on flour, 
com, malt, hops, fish, meat, and other necessaries of life, 
from the ports and agricultural districts, a corresponding 
reduction has taken place. The sum saved by this reduc- 
tion on many millions of tons, has been clear gain to the 
public, amounting to several millions per annum, and forms 
of itself sufficient capital, to construct all the lines for which 
Acts were obtained last Session. This the Editor of the 
*' Times,'" and other enemies, and antagonists, of the Rail- 
way system cannot understand ; they look at the gross 
amount of capital required, and, infer that it must all be 
got together at once, and when paid away, is for ever lost 
to the community. But it is obvious to every practical 
and thinking person, that a country, or what is the same 
thing, the bulk of the merchants, manufacturers, and whole- 
sale dealers of a country, can undertake a great work, 
costing an enormous sum when finished, with a very small 
amount of actual capital in hand. If the above data be 
correct, six millions of money, the sum required for the 
first three months advance, will suffice for the construc- 
tion of the entire lines. Calb are not made until wanted, 



PREFACE TO THE EIGHTH EDITION. Y 

and when paid into tbe bankers, the money is, weekly, 
disbursed to labourers, who weekly, expend every shilling 
with the tradesman, who monthly, remits it to the whole- 
sale dealer or manufacturer, who is thus enabled to meet 
the next call, and the six millions of capital, works round 
in a circle,' until the entire operation is finished. 

When we look at the magnitude of commercial, manu- 
hctaringf trading and agricultural pursuits in this country, 
and contemplate for a moment, the gross annual amount 
of the whole, it is surprising that the addition of another 
20 millions to the sum total, for Railway construction, 
should be deemed an evil, or an amount that could not be 
raised, without destruction to society. The revenue de- 
rived from the Property and Income Tax, may, in round 
numbers, be stated at 5,0Q0,000Z. per annum, this gives 
the net profits as 100,000,000Z. per annum, which is 
derived from a profit of 5 per cent, on gross returns. By 
multiplying this last amount by 20, it gives the gross 
yearly returns of the kingdom as 2,000,000,000/. ; and 
yet we are told, that we cannot add to this total the 
trifling sum of 20,000,000/. It is true, that a portion of 
the above revenue is derived from real property, but, on 
the other hand, the bulk of society, all whose incomes do 
not exceed 150/. per annum, are not included in the re- 
turn, nor is any allowance made, for understating the in- 
comes derived from trade, while it is notorious that all 
our largest commercial, manufacturing, and trading opera- 
tions, are conducted at a much smaller profit, than 5 per 
eent. on the gross returns^ The amount stated may. 






VI PREFACE TO THE EIGHTH EDITION. 

therefore, fairly be taken as the annual sum total, of all 
our industrial operations. 

It is singular that of all modes of transit, the safest — 
the cheapest — and the best — alone, should have excited 
the hatred of the " Times." In pursuing its own career of 
wealth, no means are untried, and no expense is spared to 
procure ** the latest" intelligence with rapidity. Overland 
routes to India, expresses across deserts, steam-ships over 
seas, and couriers over mountains, are all legitimate and 
fair adjuncts, to the trade of a newspaper, and the public 
are thought to be under an obligation to a journalist, who 
takes so much trouble, and expends such vast sums, to 
stand first in the market, as a vendor of exclusive intelli- 
gence. But when a number of capitalists unite to construct 
a Railway, to give to a country, what Lord Bacon said 
was essential to make a nation great and prosperous, viz., 
** easy conveyance for men and commodities from one 
place to another," they are denounced as monopolists, and 
a writer in the " Times " who signs himself ** Cato," has 
the insolence to call the profit derived from these iron 
roads ** plunder.'* But if rapid and easy intercourse from 
one part of the country to another, be important to the 
mere collectors of news, how much more important is it 
to the merchant, the trader, the artizan, and mechanic, 
and all, who are engaged in supplying the wants, and 
administering to the comforts of life ! 

But if Railways are monopolies, what is to be said of 
Canals ; and yet at no time has there been a word uttered 



PREFACE TO THE EIGHTH EDITION. Vll 

against these undertakings. The present inland naviga- 
tion in Great Britain by means of Canals, is estimated 

.to be about 2,500 miles. Up to the introduction of the 
Railway system, it afforded almost the exclusive means of 

'conveyance of heavy goods and merchandize, from one 
part of the country to another, and especially from the 
principal manufecturing districts to the outports. Many 

'of these undertakings have yielded an enormous return 

<(m the capital expended, and at the present time the 
Grand Junction Canal pays a dividend of 7 per cent., the 
Melton Canal, 12 per cent., and the Oxford Canal, a 

[dividend of 26 per cent., and neither the " TV/wes" nor 

I " Cato " have held this to be a monopoly, or an inordi- 
nate profit. Notwithstanding, such is the advantage of 
the Raflway system, that the goods traffic is progressively 
being transferred to the Railways, in every part of the 
kingdom. During the last Session, 34 Bills were brought 
before Parliament to effect the amalgamation of Canals 
with Railways. A Select Committee was appointed to 
consider the principle of amalgamation as applied to Rail- 

I ways and Canals, and it was proved that since the intro- 
duction of Railways the freight on Canals had been enor- 
mously reduced, and yet Railways could still carry cheaper. 
The following is a list of the Bills for Railway and 
Canal amalgamations :-*- 

Ambergate, Nottingham, and Boston (Nottingham and Grantham 
Canal). 

Birmingham and Oxford Junction (Stratford -on- Avon Canal). 

Colchester and Stonr Valley, Sudbury, and Halstead (Stour Navi- 
gation). 



VIU PREFACE TO THE EIGHTH EDITION. 

CorawaU "aiid DeVon Centiil} (Liskeard and Looe Union Canal). 

Derby, Gainsborough, and Great Grimsby (Derby Canal and Tram- 
road). 

South- Eastern (Gravesend and Rochester). 

Ipswich and Bury (Stowmarket Navigation). 

London and Newbury and Bath Direct (Kennet and Avon Canal). 

London and York (Witham Navigation). 

Manchester, Buxton, Matlock, and Midland Junction (Cromford 
Canal). 

Manchester and Southampton (Andover Canal). 

Midland -Railway (Oakham Canal). 

Midland Railway (Ashby Canal). 

Monmouthshire Railways (Canals of the Monmouthshire Canal 
Company). 

Manchester and Lincoln Union (Chesterfield and Gainsborough 
Canal). 

North Devon (Lord Rolle's Canal). 

North Staffordshire (Trent and Mersey Navigation). 

Oxford, Worcester, and Wolverhampton (Stratford-on-Avon and 
Stourbridge Extension Canal). 

Sheffield, Ashton-under-Lyne, and Manchester (Macclesfield Canal). 

Shropshire Union Railway, Shrewsbury to Stratford (Shrewsbury, 
Chester, and EUesmere Canal). 

Shropshire Union Railway, Newton to Crewe (Montgomeryshire 

Canals). 

Shropshire Union Railway, Chester and Wolverhampton (EUes- 
mere and Chester Canal.). 

South Wales (Forest of Dean and Severn and Wyre Canals). 

Taff Vale (Bute Ship Canal). 

West Lancashire (Leeds and Liverpool). 

London and Birmingham Railway and Birmingham Canal. 

Manchester and Leeds (Rochdale Canal.) 

South Yorkshire Coal (Deam and Dove and Bamsley Canals, and 
Don Navigation). 



PREFACE TO THE EIGHTH EDITION. ix 

Chard Canal, to be converted into a Railway. 

Bridgewater and Taunton Canal, Railway, and Harbour. 

Edinburgh and Glasgow Railway; and Forth and Clyde Naviga- 
tion Junction. 

Edinburgh and Glasgow Union Canal, to be sold to Forth and 
Clyde Navigation and Edinburgh and Glasgow Railway, or 
either. 

Glasgow, Paisley and Johnstone Canal, to be sold to Glasgow 
Paisley, Kilmarnock and Ayr Railway. 

In addition to these Canals, in all parts of England and 
Scotland, applying for powers to amalgamate with Rail- 
ways, there were others that applied for Acts, to convert 
Canals into Railways, and at once destroy wharves, and 
manufactories, that had heen erected on their banks, with- 
out the slightest regard, for the interests of their owners, or 
occupiers ; clearly showing that Railways are fast supersed- 
ing Canals, and that in a very few years, even the commonest 
goods, and materials, will be transferred to the Railways. 
The distance between Manchester and Hull is 99 miles ; 
before the Railway was opened, the chief traffic was 
carried on by Canals. The freight for com and flour was 
' 24s. per ton, cotton twist 32s. Cd. per ton, and manufac- 
i tured goods 45s. per ton. The Manchester and Leeds 
; Railway now carry corn and flour for 13s. per ton, cotton 
i twist for 20s. per ton, and manufactured goods for 24s. 
per ton. On the Trent and Mersey Canal, the freight for 
coal was Is. 2d. per ton, per mile ; it is now reduced to 
one half-penny per ton, per mile. The following Tables 
of reduced tonnages in the Midland district, are equally 
interesting : — 



B 



X PREFACE TO THE EIGHTH EDITION. 

SrATEMBNT of REDUCED ToNNAGEs Oft Canals, showing the ad- 
vantages which the Public have derived by Competition between 
Railways and Canals, . 



Tonnage on the undermentioned 
Lines of Canal. 



Grand Junction, 97 miles : — 

On Sundries 

On Coal 
Grand Union, 24 miles : — 

On Sundries 

On Coal 
Union, 19 miles : — 

On Sundries 

On Coal 
Leicester, 16 miles : — 

On Sundries 

On Coal 
Loughboro% 10 miles : — 

On Sundries 

On Coal 
Erewash, 11 miles: — 

On Sundries 

On Coal 



Rates which they 
were entitled un 
der their Acts to 
charge^ tf which 
they did charge. 

£. S, d, 
16 3| 
9 1 

6 
2 11 

4 9 
2 1 

2 6 
1 2 

2 6 
1 2 

1 
1 



Reduced since 

18S6 

to 


£ 8. d. 
2 0| 
2 Oi 


5i 
5| 


5^ 
5i 


4 
4 


4 
4 


4 
4 



London to Leicester by Canal, is 139 miles ; London to Birmingham by Canal, 
is 144 miles. Whole Tonnage from London to Leicester, 2s. lO^d. -, whole Ton- 
nage from London to Birmingham, about 7s. 



Inland Canals. 



Coals : — 
Melton Mowbray to Stamford - 
Ditto - to Uppingham 
Ditto - to Oakkam - 

Corn : — 
Stamford to Melton Mowbray - 
Oakham to ditto ... 



Present Cost 
by Canal. 


Cost by Railway, 


£ s. 


d. 


£ 


s, d. 


9 








2 7 


7 








3 5 


3 








1 2 


10 








3 


5 








1 7 



PREFACE TO THE EIGHTH EDITION. XI 

e is sufficient proof of the vast superiority of Railways, 
: CanalS) in merchandize traffic, without adverting to the 
intages possessed by Railways, for the conveyance of 
le, live stock, fish, fruit, milk, vegetables, and other 
shable commodities ; but when we take into consi- 
ition the immense passenger traffic, that has been called 
existence since the introduction of Railways, it is 
ious, that nothing but the most absurd prejudice, the 
t stupid obstinacy, or the most corrupt venality, can 
apposed to the Railway system. 

cannot conclude this Preface to the Eighth Edition, 
lOut cautioning my readers to be on their guard against 
spaper articles, and Directors* Reports, in favour of 
ign Railways. The French lines are conceded for too 
•t a term to be good permanent investments ; and the 
ssian, Hanoverian, Dutch, and Belgian lines, will never 
a dividend of 2 per cent. All the trunk lines in these 
ntries have been constructed by their respective Govem- 
its, and only pay a dividend of 3 per cent. The 
nch lines were subsequently surveyed ; but it was 
id that the probable traffic would not justify the 
listers of Public Works in recommending the Govem- 
its to make them. They have since been conceded to 
^lish Companies, and are now being constructed with 
ish capita] ; but in countries where first class pas- 
sers travel for a penny a mile, no amount of traffic. 
Branch lines, can be obtained, that will ever yield a 
dend to the proprietors. 



B2 



Xll PREFACE TO THE EIGHTH EDITION. 

I entreat the reader, to peruse carefully, the annexed 
"Report from the Select Committee on Railway Acts 
Enactments." It contains much valuable Railway infor- 
mation, but at the same time gently insinuates, that the 
Government of this country, have done wrong, in leaving 
Railway construction and management, to private enter- 
prise. It may be made the basis for some future legisla- 
tive enactment, to wrest from Railway Directors their 
control and from shareholders their profits, by transferring 
all into the hands of Government. Let Directors and 
Shareholders be on their guard, *'Cato" and the Times 
have, already, commenced a clamour for confiscation. 

The present edition contains much additional informa- 
tion, on all the Railways in the kingdom, and the results 
of the last Parliamentary campaign, together with a variety 
of Railway statistics never before given to the public. 

HENRY TUCK. 

Brentwood, Essex f 

Dec, Ist, 1846. 



PREFACE 
TO THE FIRST EDITION, 



The astonishing number of projected Railways wliich liave 
recently been bronglit before the public, and for which the 
sanction of the Legislature is sought to be obtained during 
the present Session of Parliament, will render the year 1845 
unparalleled in the history of Railway enterprise. The pro- 
minence that has been given to Railway affairs by the news- 
paper press, and by discussions in Parliament — ^the extension 
of the Railway system throughout Great Britain, the Conti- 
nents of Europe and North America — have convinced even 
the most prejudiced, that Railway communication is the most 
rapid, safe, and economical, that human ingenuity has yet 
devised. This species of enterprise no longer appears to the 
public as chimerical, or too much in advance of the age to be 
worthy of serious trial, but merchants, manufacturers, whole- 
sale dealers, traders, and farmers, are all becoming supporters 
of Railway locomotion, and shareholders in existing or pro- 
jected lines. Nor is this change in opinion to be wondered at, 
when it is borne in mind that superabundant capital naturally 
seeks investment in those undertakings which develope the 
resources of the country, give employment to labour, extend 
trade, and promise a large and permanent interest. It is 
a known fact that millions of British capital have been lost 
to the country by investment in Foreign Loans and South 
American mining operations, on which, not one farthing either 
of interest or principal has ever been paid. But even when 
the interest is duly paid, all British capital sunk in such 
investments seriously injures the trade of the country. A 



IV PREFACE TO THE EIGHTH EDITION. 

would really be taken away, and expended, in giving em- 
ployment to the foreign labourer, for the permanent advan- 
tage of a foreign State. 

It has been shown in evidence before the House of 
Commons, that. since the introduction of Railways, the 
carriage of goods from Manchester, Liverpool, and the 
manufacturing districts of the North, to London, has been 
reduced from 80s. per ton to 40s. ; on coal, from Derby- 
shire to London, from 16s. per ton to 2s. ; and on flour, 
com, malt, hops, fish, meat, and other necessaries of life, 
from the ports and agricultural districts, a corresponding 
reduction has taken place. The sum saved by this reduc- 
tion on many millions of tons, has been clear gain to the 
public, amounting to several millions per annum, and forms 
of itself sufficient capital, to construct all the lines for which 
Acts were obtained last Session. This the Editor of the 
** Times,** and other enemies, and antagonists, of the Rail- 
way system cannot understand ; they look at the gross 
amount of capital required, and, infer that it must all be 
got together at once, and when paid away, is for ever lost 
to the community. But it is obvious to every practical 
and thinking person, that a country, or what is the same 
thing, the bulk of the merchants, manufacturers, and whole- 
sale dealers of a country, can undertake a great work, 
costing an enormous sum when finished, with a very small 
amount of actual capital in hand. If the above data be 
correct, six millions of money, the sum required for the 
first three months advance, will suffice for the construc- 
tion of the entire lines. Calb are not made until wanted, 



PREFACE TO THE EIGHTH EDITION. V 

and when paid into the bankers, the money is, weekly, 
disbursed to labourers, who weekly, expend every shilling 
with the tradesman, who monthly, remits it to the whole- 
sale dealer or manufacturer, who is thus enabled to meet 
the next call, and the six millions of capital, works round 
in a circle,* until the entire operation is finished. 

When we look at the magnitude of commercial, manu- 
£u;turing, trading and agricultural pursuits in this country, 
and contemplate for a moment, the gross annual amount 
of the whole, it is surprising that the addition of another 
20 millions to the sum total, for Railway construction, 
should be deemed an evil, or an amount that could not be 
raised, without destruction to society. The revenue de- 
rived from the Property and Income Tax, may, in round 
numbers, be stated at 5,0Q0,000Z. per annum, this gives 
the net profits as 100,000,000/. per annum, which is 
derived from a profit of 5 per cent, on gross returns. By 
multiplying this last amount by 20, it gives the gross 
yearly returns of the kingdom as 2,000,000,000/. ; and 
yet we are told, that we cannot add to this total the 
trifling sum of 20,000,000/. It is true, that a portion of 
the above revenue is derived from real property, but, on 
the other hand, the bulk of society, all whose incomes do 
not exceed 150/. per annum, are not included in the re- 
turn, nor is any allowance made, for understating the in- 
comes derived from trade, while it is notorious that all 
our largest commercial, manufacturing, and trading opera- 
tions, are conducted at a much smaller profit, than 5 per 
eent. on the gross returns^ The amount stated may. 



VI PREFACE TO THE EIGHTH EDITION. 

therefore, fairly be taken as the annual sum total, of all 
our industrial operations. 

It is singular that of all modes of transit, the safest — 
the cheapest — and the best — alone, should have excited 
the hatred of the " Times,'* In pursuing its own career of 
wealth, no means are untried, and no expense is spared to 
procure ** the latest** intelligence with rapidity. Overland 
routes to India, expresses across deserts, steam-ships over 
seas, and couriers over mountains, are all legitimate and 
fair adjuncts, to the trade of a newspaper, and the public 
are thought to be under an obligation to a journalist, who 
takes so much trouble, and expends such vast sums, to 
stand first in the market, as a vendor of exclusive intelli- 
gence. But when a number of capitalists unite to construct 
a Railway, to give to a country, what Lord Bacon said 
was essential to make a nation great and prosperous, viz., 
** easy conveyance for men and commodities from one 
place to another," they are denounced as monopolists, and 
a writer in the " TimeSy* who signs himself " Cato," has 
the insolence to call the profit derived from these iron 
roads " plunder.'* But if rapid and easy intercourse from 
one part of the country to another, be important to the 
mere collectors of news, how much more important is it 
to the merchant, the trader, the artizan, and mechanic, 
and all, who are engaged in supplying the wants, and 
administering to the comforts of life ! 

But if Railways are monopolies, what is to be said of 
Canals ; and yet at no time kas there been a word uttered 



PREFACE TO THE EIGHTH EDITION. Yll 

against these undertakings. The present inland naviga- 
tion in Great Britain by means of Canals, is estimated 
to be about 2,500 miles. Up to the introduction of the 
Railway system, it afforded almost the exclusive means of 
conveyance of heavy goods and merchandize, from one 
part of the country to another, and especially from the 
principal manufacturing districts to the outports. Many 
of these undertakings have yielded an enormous return 
on the capital expended, and at the present time the 
Grand Junction Canal pays a dividend of 7 per cent., the 
Melton Canal, 12 per cent., and the Oxford Canal, a 
dividend of 26 per cent., and neither the " Times** nor 
" Cato*' have held this to be a monopoly, or an inordi- 
nate profit. Notwithstanding, such is the advantage of 
the Railway system, that the goods traffic is progressively 
being transferred to the Railways, in every part of the 
kingdom. During the last Session, 34 Bills were brought 
before Parliament to effect the amalgamation of Canals 
; with Railways. A Select Committee was appointed to 
' consider the principle of amalgamation as applied to Rail- 
ways and Canals, and it was proved that since the intro- 
duction of Railways the freight on Canals had been enor- 
mously reduced, and yet Railways could still carry cheaper. 
The following is a list of the Bills for Railway and 
Canal amalgamations : — 

Ambergate, Nottingham, and Boston (Nottingham and Grantham 
Canal). 



I Birmingham and Oxford Junction (Stratford -on- Avon Canal). 



Colchester and Stonr Valley, Sudbury, and Halstead (Stour Navi- 
gation). 



Vlll PREFACE TO THE EIGHTH EDITION. 

CorawaU *aiid Devon Central} (^^^^^ ^nd Looe Union Canal). 

Derby, Gainsborough^ and Great Grimsby (Derby Canal and Tram- 
road). 

South-Eastern (Gravesend and Rochester). 

Ipswich and Bury (Stowmarket Navigation). 

London and Newbury and Bath Direct (Keimet and Avon Canal). 

London and York (Witham Navigation). 

Manchester, Buxton, Matlock, and Midland Junction (Cromford 
Canal). 

Manchester and Southampton (Andover Canal). 

Midland -Railway (Oakham Canal). 

Midland Railway (Ashby Canal). 

Monmouthshire Railways (Canals of the Monmouthshire Canal 
Company). 

Manchester and Lincoln Union (Chesterfield and Gainsborough 
Canal). 

North Devon (Lord Rollers Canal). 

North Staffordshire (Trent and Mersey Navigation). 

Oxford, Worcester, and Wolverhampton (Stratford-on-Avon and 
Stourbridge Extension Canal). 

Sheffield, Ashton-under-Lyne, and Manchester (Macclesfield Canal). 

Shropshire Union Railway, Shrewsbury to Stratford (Shrewsbury, 
Chester, and Ellesmere Canal). 

Shropshire Union Railway, Newton to Crewe (Montgomeryshire 

Canals). 

Shropshire Union Railway, Chester and Wolverhampton (Elles- 
mere and Chester Canal.). 

South Wales (Forest of Dean and Severn and Wyre Canals). 

Taff Vale (Bute Ship Canal). 

West Lancashire (Leeds and Liverpool). 

London and Birmingham Railway and Birmingham Canal. 

Manchester and Leeds (Rochdale Canal.) 

South Yorkshire Coal (Deam and Dove and Bamsley Canals, and 
Dun Navigation). 



PREFACE TO THE EIGHTH EDITION. ix 

ChBrd Canal, to be conyerted into a Railway. 

Bridgewater and Taunton Canal, Railway, and Harbour. 

Edinboi^h and Glasgow Railway ; and Fortb and Clyde Naviga- 
tion Junction. 

Edinburgh and Glasgow Union Canal, to be sold to Forth and 
Clyde Navigation and Edinburgh and Glasgow Railway, or 
either. 

Glasgow, Paisley and Johnstone Canal, to be sold to Glasgow 
Paisley, Kilmarnock and Ayr Railway. 

In addition to these Canals, in all parts of England and 
Scotland, applying for powers to amalgamate with Rail- 
ways, there were others that applied for Acts, to convert 
Canals into Railways, and at once destroy wharves, and 
manufactories, that had been erected on their banks, with- 
out the slightest regard, for the interests of their owners, or 
occupiers ; clearly showing that Railways are fast supersed- 
ing Canals, and that in a very few years, even the commonest 
I goods, and materials, will be transferred to the Railways. 
! The distance between Manchester and Hull is 99 miles ; 
before the Railway was opened, the chief traffic was 
' carried on by Canals. The freight for com and flour was 
24s. per ton, cotton twist 32s. 6d. per ton, and manufac- 
tured goods 45s. per ton. The Manchester and Leeds 
Railway now carry com and flour for 13s. per ton, cotton 
twist for 20s. per ton, and manufactured goods for 24s. 
. per ton. On the Trent and Mersey Canal, the freight for 
coal was Is. 2d. per ton, per mile ; it is now reduced to 
one half-penny per ton, per mile. The following Tables 
, of reduced tonnages in the Midland district, are equally 
I interesting : — 

B 



XX PREFACE TO THE SEVENTH EDITION. 

but, as in the latter instance, the disbursements keep pace 
with the receipts, and are equally distributed throughout 
the entire year, so in the former case, receipt and expen- 
diture go hand in hand, and no new call is made, until the 
capital raised by the previous call is dispersed and ex- 
pended amongst the community. 

If Railways are injurious to the country, because they 
require capital for their construction, so are canals, ships, 
mines, mills, manufactories, and indeed every species of 
productive industry. To talk as the Editor of the TimeSy 
does, about " burying capital in unfinished earthworks," 
exhibits gross ignorance of the subject, as it must be 
evident to the meanest capacity that in constructing a 
Railway not a single shilling of capital is lost to the coun- 
try. 

But it may be said, that the entire capital of the country 
is already appropriated, and consequently none can be 
spared for the construction of Railways. Now the more 
the Railway system is developed, the greater will be the 
amount of surplus capital. In the same ratio as you 
multiply Railways, and facilitate transit, do you disengage 
capital and set it at liberty. The superabundance of 
capital, that has shown itself so prominently in this country 
within the last few years, and has at length sought employ- 
ment in new sources of industry, is the fruit of the exten- 
sion of the Railway system. It was formerly the practice 
for manufacturers to keep a large stock of raw material 
in hand ready for use, and when the whole was made up. 



PREFACE TO THE SEVENTH EDITION. XXi 

to offer it for sale in quantities, wherever a purchaser could 
j be found. In like manner the wholesale dealer bought 
: largely, and even the retail tradesman was compelled, 
; while the old, slow, uncertain, and precarious mode of 

conveyance existed, to keep, at the least, a month's 
; supply in hand. But such is the facility given to trade 
' by Railways, that tlie manufacturer now receives his raw 
j material from docks and warehouses, daily or weekly, and 
'produces goods to order. The wholesale trader keeps a 
, much smaller stock than he formerly did, and every retail 
I dealer in the kingdom can now receive a hogshead of 
I sugar, a bale of drapery, or a bundle of paper, as quickly 
' as he receives the letter enclosing the invoice ; while for- 
'merly the goods were frequently delayed on canals by 

floods, and frost, or other casualties, for weeks, — aye, even 
I for months together. This, coupled with lower prices for 

commodities, and the reduction in the tariff, has released 

capital from every description of trade and productive 
j industry, and the country at this moment has more float- 
. ing capital at command than was ever possessed at any 
', former period of history. 

Time will no doubt prove, that the locomotive and 
' iron Railway, has been one of the grandest and most im- 
portant applications of science to the wants of man, ever 
I devised. It distributes the products of industry, univer- 
j sally and with rapidity, and is the cheapest mode of transit 
hitherto invented. Betwixt the city of Oxford and tlie 
metropolis flows the river Thames, not an artificial canal 
created by "capital sunk in earthworks," but the high- 






xii PREFACE TO THE EIGHTH EDITION. 

I entreat the reader, to peruse carefully, the annexed 
"Report from the Select Committee on Railway Acts 
Enactments." It contains much valuable Railway infor- 
mation, but at the same time gently insinuates, that the 
Government of this country, have done wrong, in leaving 
Railway construction and management, to private enter- 
prise. It may be made the basis for some future legisla- 
tive enactment, to wrest from Railway Directors their 
control and from shareholders their profits, by transferring 
all into the hands of Government. Let Directors and 
Shareholders be on their guard, *'Cato" and the Times 
have, already, commenced a clamour for confiscation. 

The present edition contains much additional informa- 
tion, on all the Railways in the kingdom, and the results 
of the last Parliamentary campaign, together with a variety 
of Railway statistics never before given to the public. 

HENRY TUCK. 

Brentwood, Essex f 

Dec, 1st, 184G. 



PREFACE 

TO THE FIRST EDITION. 



The astonisliing number of projected Railways which have 
recently been brought before the public, and for which the 
sanction of the Legislature is sought to be obtained during 
the present Session of Parliament, will render the year 1845 
unparalleled in the history of Railway enterprise. The pro- 
minence that has been given to Railway affairs by the news- 
paper press, and by discussions in Parliament — ^the extension 
of the Railway system throughout Great Britain, the Conti- 
nents of Europe and North America — have convinced even 
the most pf!^udiced, that Railway communication is the most 
rapid, saij9, and economical, that human ingenuity has yet 
devised. This species of enterprise no longer appears to the 
public as chimerical, or too much in advance of the age to be 
worthy of serious trial, but merchants, manufacturers, whole- 
sale dealers, traders, and farmers, are all becoming supporters 
of Railway locomotion, and shareholders in existing or pro- 
jected lines. Nor is this change in opinion to be wondered at, 
when it is borne in mind that superabundant capital naturally 
seeks investment in those undertakings which develope the 
resources of the country, give employment to labour, extend 
trade, and promise a large and permanent interest. It is 
a known fact that millions of British capital have been lost 
to the coimtry by investment in Foreign Loans and South 
American mining operations, on which, not one farthing either 
of interest or principal has ever been paid. But even when 
the interest is duly paid, all British capital sunk in such 
investments seriously injures the trade of the country. A 



XIV PREFACE TO THE FIRST EDITION. 

poor foreign State, has only a limited quantity of produce 
(over and above what is required for the maintenance of its 
own people) for shipment to Great Britain, and if that be sold 
to pay the interest on loans contracted in England, there is 
nothing left to give in exchange for British manufactures ; so 
that exactly in proportion, to the capital sent out of the 
country in loans to a foreign State, does our trade with that 
State narrow and contract. But in the construction of English 
Railways, every shilling expended is a national advantage. 
Not only does no capital leave the country, but no money 
is locked up or sunk, as many foolish speakers and writers 
have asserted. At the worst it is only a transfer of capital 
that can be complained of; but that is not a national evil, 
for Lord Bacon said truly, that " money was like muck, and 
did no good till it was spread." Seeing the large amount of 
capital required to construct the projected Railways, many 
persons have said, where is all the money to come from ? but 
these and double the number, could be made with the greatest 
ease, without the least addition to the circulating medium of 
the country. When a Railway Act is obtained, the money is 
not all wanted immediately, and therefore a surplus capital of 
a few millions would suffice to intersect all Great Britain with 
railways, and to supersede every common road. A manufac- 
turer, for instance, holds fifty shares in a new Railway, and 
pays a call of £2 per share at intervals of three months. 
When the call is paid up by all the shareholders, the Directors 
disburse the amount for labour and construction, which is 
again expended by the labourers, for food and raiment, with 
the shopkeeper, who is thereby enabled to hand back the 
amount in payment to the manufacturer, probably in time for 
the next call ; and thus it goes on till the entire line is com- 
pleted, during which operation not one shilling of capital is 
abstracted or lost to the coimtry. 



PREFACE TO THE FIRST EDITION. XV 

That some idea may be formed of the immense stimulus the 
trade of^the country would derive from the formation of 
these public works, it is only necessary to state, that were 
2,000 miles of the projected Railways to be constructed, it 
would give employment to Five hundred thousand labourers 
and Forty thousand horses for the next' four years. The ne- 
cessary buildings, sheds, and permanent way would cover 
Twenty thousand acres of land ; and to lay a double line of 
rails would require Four hundred thousand tons of iron. 

To give confidence to the nimierous new holders of Railway 
shares, in lines open for traffic, in progress, or projected, the 
following pi^es have been compiled, which furnish the neces- 
sary data to show that no temporary depression of shares 
has any effect in injuring the permanent prosperity of lines 
traversing populous districts of the kingdom ; and although 
the great trunk lines have pre-occupied the central portions 
of the country, yet by the diminution in the sums paid for 
land and compensation — by iacreased experience and im- 
( proved methods of working — by the adoption of single lines 
■ of rail — and less expensive ornamental construction, it is fair 
I to infer that many branch and connecting lines will prove very 
! profitable imdertakings. To all interested in Railways, it is 
hoped this little Manual will be found useful. 

February 1st, 1845. 



PREFACE 
TO THE SEVENTH EDITION. 



1 



Since the last edition of this work was issued, the Times 
daily newspaper commenced a series of leading articles, 
for the purpose of alarming the country, and more par- 
ticularly the Legislature, on the subject of Railways. By 
repeated efforts and the assistance of a few country jour- 
nals, it at length succeeded in creating a panic, and, 
within the short space of a month, property worth millions 
became so depreciated as to be scarcely saleable at any 
price whatever. For this wanton destruction of property 
there was not the slightest pretext or excuse, the trade of 
the country was active ; there was a total absence of all 
speculation in produce ; the foreign exchanges were in 
our favour; and bullion was steadily pouring into the 
country from all parts of the globe in exchange for goods, 
and lying in heaps in the Bank coffers unproductive. 
But the potatoe crop had failed, and men thought that a 
sufficiency of food could not be procured to feed the 
people, and this helped the Times to produce the alarm 
and apprehension which ended in a panic. To induce the 
public to believe that the alarm was not groundless, the 
Times published, on Monday, Nov. 17th, a double sup- 
plement containing a tabular statement, headed, " The 
Railway Interest of the United Kingdom," and which 
occupied five pages of the paper. This statistical 



PREFACE TO THE SEVENTH EDITION. Xvii 

account was made up of useful information, stolen 
without acknowledgement, from the Railway Share- 
holder's Manual, and a list from the Register Office of 
all the crude, abortive, ephemeral, and visionary schemes 
that had been sent in for Registration ; and of these 
a grand total was made of 1,263 Railway Companies, re- 

• quiring for construction a capital of 563,000,000Z. This, 
,' in the leader on the subject, was called a " fact without 

• parallel in the history of the world," a " wide-spread 
I mania of ricb and poor, of idle and busy," an " unprece- 
! dented mass of speculation, not the folly or wickedness 

of a few, but the act of the entire nation ;" and the public 
were gravely asked " Where is all the money to come from 
to construct them ? " and the article concluded by em- 
phatically declaring "that we cannot add 50 millions of 
money to Railway enterprize without the most ruinous, 
uniyersal, and desperate confusion." 

Notwithstanding this statistical display, the country 
need not run away with the notion that anything like this 
number of schemes will be brought before Parliament 
next Session, or at all. Out of the 1,263 Companies so 
pompously set forth, 643 have not even registered their 
prospectuses. One-half may, therefore, be said never to 
have existed. Many of the registered Companies, again, 
have amalgamated, or been dissolved. Many more, re- 
registered in a new name, have failed in depositing their 
plans and sections. Others have no more chance of 
making good the 10 per cent, deposit than they have of 
paying off the national debt. And some of them with tlic 



XVlll PREFACE TO THE SEVENTH EDITION. 

largest nominal capital, — " Cooke's National," for instance, 
with a capital of 40 millions — ^have never had shares 
enough applied for to pay for advertising the folly that 
gave them birth. 

In the next place, the list of even good lines will be 
greatly reduced for non-compliance with Standing Orders, 
and of those that remain the aggregate number is made 
up of rival lines, which may be divided into groups or 
districts. Out of each group only one will probably re- 
ceive the sanction of the Legislature, in whichcase it is 
clear that the amount of capital required for construction 
of Railways in 1846, will not greatly exceed the sum 
demanded in the previous year. For instance, for shorten- 
ing the distance between London and Manchester, the 
following ten lines have given notice of their intended 

application for Bills : — 

No. of Value of 
Names of Railways. Shares. Shares. CapitaL 

£' £. 

Chumet and Blythe 50,000 .. 25 .. 1,250,000 

North Cheshire 20,000 .. 50 .. 1,000,000 

Tean and Dove 72,000 . . 25 . . 1,800,000 

South Union 75,000 . . 20 . . 1,500,000 

North Staffordshire, &c 100,000 . . 20 . . 2,000,000 

^J^n'^s^!^^^^ •• ^0 •• 5,000,000 

Manchester Direct (Ashurst's) 100,000 .. 50 .. 5,000,000 
Rugby, Derby, and Manchester 60,000 .. 25 .. 1,500,000 

Staffordshire Potteries, and^ 

Liverpool and Manchester > 96,000 . . 25 . . 2,400,000 
Direct J 

Manchester and Rugby Direct 85,000 .. 20 .. 1,700,000 

758,000 £23,150,000 



PREFACE TO THE SEVENTH EDITION. xix 

But, were Parliament to sanction all the projects that 
have complied with the Standing Orders, requiring 200 
millions of capital, the country could carry the whole into 
effect, without feeling the slightest symptom of exhaustion 
or distress ; and should this be the case, we shall have 
I abundant opportunity to test the assertion, so pompously 
' put forth by the Times ^ ** that we cannot add 50 millions 
of money to Railway enterprize without the most ruinous, 
universal, and desperate confusion." It would be impos- 
sible to complete these lines in a less period than four years, 
and that would give an expenditure of 50 millions per an- 
num. Now, this country raises from its ovm. population for 
Queen's taxes, poor-rates, church-rates, highway -rates, 
county-rates, and municipal imposts, a sum considerably 
beyond 100 millions per annum, it has been doing this 
for years, yet no one infers that it cannot continue to do it 
for many years to come. In this instance it takes from 
productive labour by the expensive machinery of taxation 
above 100 millions per annum, and distributes the amount 
on unprodtictive labour , and yet we are gravely told 
that the country cannot expend 50 millions a year upon 
productive labour without producing the most " ruinous, 
universal, and desperate confusion." 

It is no doubt true, that if the 50 millions were re- 
quired to be got together by any given day, some effect 
would be produced on the country by the temporary 
scarcity of money, as would also be the case if the 100 
millions annually raised by taxation, were withdrawn from 
circulation, and not let loose until the end of the year ; 



XXX REPORT ON RAILWAY 

to select the directest and shortest lines, except where the height of 
mountains might render it advisahle to turn them ; and the plan of 
conceding the lines to private Companies on leases was recommended. 
The law of 184<2 is considered the hasis of the French system. 

In the speech of M. Dumon, in the Chamher of Deputies, on the 
31st January, 1846, an account is given of the manner in which the 
views in the Act of 184<2 have heen carried into effect In 1842 there 
were voted 3,481 kilometres of Railway. In 1844, the numher of 
kilometres of Railway to he constructed had increased to 4,250. 
Hitherto extensive assistance hy the State had heen granted ; hut the 
successful results of the lines to Orleans and Rouen led to offers by 
private Companies to construct some lines at their own expense, and 
on these terms the Amiens, Boulogne, Montereau, and Troyes lines 
were conceded. In the Session of 1845-6 additional lines were de- 
cided on, making a total of 4,998 kilometres, or about 3,100 English 
miles. Of the new lines, the Lyons, and Lyons and Avignon, were 
conceded without any State assistance, and the lines of Tours and 
Nantes, and Strasbourg, with assistance, but considerably less than 
was granted by the law of 1842. At the present time the lines in 
operation extend to 1,000 kilometres (about 620 miles), and the whole 
number of kilometres to which the Railways will extend in six years 
is estimated at nearly 6,000 (about 3,700 miles). 

All the lines of France, with one or two exceptions, before the in- 
troduction of this system, are conceded for terms of years varying 
from 99 to 25. 

In Germany, divided as it is into a number of independent States, 
the adoption of a systematic plan of Railways was attended with 
greater difficulty. The nature of the country, however, especially 
of Prussia, for the most part level, suggested the construction of them 
at an early period. The choice of lines was at first the work of 
chance, but the different Governments soon became convinced of the 
necessity of regulating by treaties the direction of their lines, and pro- 
ceeding according to a systematic plan. 

In Aus6ia, Prussia, and the other German States, the construction 
of lines has generally been conceded to private Companies. In Aus- 



ACTS ENACTMENTS. XXXI 

tria the concession is for 60 years, and in Prussia UDtil the capitals of 
the C<nnpanie8 have been extinguished by sinking funds, with a right 
tf pOTchasey and revision of tolls and fares. The minor German 
States generally concede the lines on lease. 

In this country alone were Companies allowed the possession of 
' lines in perpetuity, subject to no available conditions. 

That France should have concluded arrangements for the construc- 
tioa of her Railways on so much better terms than have been obtained 
in Tf.ng\»nAj cannot fiftil to strike with astonishment those who reflect 
ta die superiority of this country in wealth, industry, density of po- 
pulation, and number of great towns, and on the readiness which has 
always been evinced to embark capital in undertakings promising a 
fidr letum, while France has no superiority over England in the means 
of contraction. But not only were our advantages not turned to due 
aoeoiint by the Government in the outset, for which some excuse was 
perhaps to be found in our inexperience ; the opportunity for impos- 
ing suitable conditions on Railway Companies was not seized when 
diat ezcose no longer existed. 

Year after year Companies obtained Acts for the construction of 
lines through the most important districts of the country, character- 
ised by the same disregard for the interest of the public. Companies 
still obtained lines in perpetuity ; the maximums for fares were still 
fixed at far too high a rate ; and the conditions imposed were of so 
vague a character, and so utterly inapplicable to the subjects which 
I they professed to regulate, that they could hardly ever be enforced 
or made available to the protection of the public. 

The first material attempt on the part of the Legislature to place 
the public in a more advantageous position with regard to Railways 
was not a very successful one. The 7 & 8 Vict c. 85, provides that 
after a lapse of 21 years, when the dividends shall equal or exceed 10 
per cent., the Lords of the Treasury, on giving three months' notice, 
may revise the scale of tolls, fares, and charges. The hope of revision 
held out by this clause, was, however, quite illusory, for no precau- 
tioiis had been taken to settle the principle on which dividends should 
bs calculated. The capitals on which dividends were declared ex- 



XXXU REPORT ON RAILWAY 

ceeded in many cases b}' large sums the actual outlay ; and there 
existed no efficient system of accountability by which Parliament 
could obtain anything like an accurate knowledge of the net profits of 
Railway Companies. By the Companies' Clauses Consolidation Act 
of 8 Victoria, certain rules were laid down with respect to the aug- 
mentation of capital by the creation of new shares, but your Com- 
mittee are given to understand that this Act does not prevent Compa- 
nies from allocating shares among the proprietors at par when actually 
at a premium, in order that they may pocket the premiums. 

It is established by the most satisfactory evidence, that in the case 
of many Companies large additions have been made to the nominal 
capitals, beyond what has been required by the actual outlay, through 
the creation of shares, not at the current market price, but at par; 
To take one of the most common operations of the successful Com- 
panies, if for instance, shares being at cent, per cent, premium, a 
million were required for an undertaking, and to raise that million, 
shares for a million were created in order to enable the proprietors td 
divide among themselves another million in the shape of premiums, it 
is clear that the nominal capital exceeds by 500,000/. that of which 
the actual outlay required the creation ; and, consequently, that a 
dividend is made on a sum exceeding by so much that outlay. In 
this way the object of Parliament, in subjecting Companies to a revi- 
sion of fares when the dividends should equal or exceed 10 per cent., 
could always be defeated. Mr. Hudson, a member of your Commit- 
tee, specified several instances, in Companies with which he was con- 
nected, where large additions were made to the nominal capitals by 
these and other means. For instance, he states that by an arrange- 
ment between the Great Northern and the Great North of England 
Railway, it was stipulated that the latter should receive 10 per cent 
on every 50/. share till 1851, when they had a claim to be paid oflTin 
4 per cent, stock at 250/. a share ; thus creating a new nominal 
capital of 250/. for every 50/. He states also that, to meet a purchase 
by the Newcastle and Darlington Company, new 25/. shares were 
issued to the proprietors at par, when they were at a premium of 20/. 
It is obvious that the money required could have been obtained by a 



I ACTS ENACTMENTS. XXXIU 

I 

much smaller issue of shares, had the 20/. premiums, as well as the 

I 

: 252. shares, been applied to the purposes of the Company, and not 

' divided as a bonus among the proprietors. 

I This practice of swelling the nominal amount of stocks beyond the 

! actual outlay on the lines, which has extensively prevailed, was re- 
cently noticed in Reports presented by Mr. Ellice from the Select 
Cofmmittee on Group (58) of Railway Bills, in which it is stated that 
in the Hull and Selby Purchase Bill the actual outlay and estimates 

j for further works is 955,363/., while the money to be raised hy the 
Bill is two millions, exceeding the outlay and engagements of the 
Hall and Selby proprietors by the large sum of nearly a million, and 
diat in the Great North of England Railway Purchase Bill, the actual 
outlay and estimate for additional works is 1,496,796/. 18s. 4d., the 
proposed capital 4,000,000/., exceeding the actual outlay and engage- 
ments of the Great North of England proprietors by the sum of 

2,503,003/. Is. 8d. The Committee in question add the observation 

i 

' that, in their opinion, " It would be greatly for the public interest 
I that some fixed and uniform rules should be clearly laid down by the 
I House for the guidance of their Committees with respect to the whole 
! system of raising capital, loans, the conversion of loans into capital, 
the payment of rents and profits on separate lines and branches, not 
from the actual traffic on such separate branches and lines, but from 
the surplus receipts of old Companies, in all cases where new powers 
for raising money are applied for, of Extension, Purchase, or Amalga- 
mation Bills.** These illustrations of a system extensively prevalent, 
which are taken from numerous instances brought before the notice 
of yoar Committee, are sufficient to prove that so long as it is suffered 
to continue, the intentions of Parliament in passing the 7 & 8 Vict 
' must be defeated. 

This practice of issuing new shares to the present shareholders at 
■ par, has not been allowed in any other country. Mr. William Reed, 
. a Director of the Paris and Rouen Railway, states, that when the 
, exigencies of the Company rendered it necessary for them to raise 
I money, they applied to the Government to be allowed to issue to the 
! then shareholders new shares at par, in the proportion of one new share 

i 



XXZIT REPORT ON RAILWAY 

for every five shares they held. This application was rejected by the 
Ministry, and they borrowed the money required, for which no autho- 
rization was necessary. The French Government contended that the 
rights of the future proprietor would be compromised by the issue of 
shares at par when at a premium ; but it has been maintained by 
some of the Railroad proprietors in this country, that it is immaterial 
whether the money required by the Companies be raised by the 
creation of new stock or by loans; and whether the shareholders 
receive increased dividends on smaller capitals, or smaller dividends on 
larger capitals. But if the rate of dividend is to determine whether 
the scales of fares shall be subjected to revision by the Government 
on behalf of the Public, it is of the very first consequence that the 
capitals should correspond with the original outlay. It may be the 
same thing to proprietors whether they pocket large bonuses, and 
increase their capitals by sums exceeding the money laid out on the 
roads by the amount of such bonuses, and receive proportionately 
smaller dividends ; but it is a very different thing to the public, if the 
scales of fares are to be governed by the rate of dividend, whether they 
pay high fares or low fares. 

But by another section of this Act, the second, the Lords of the 
Treasury are empowered, after the expiration of 25 years, to purchase 
the Railways, whatever the rate of divisible profits may be, upon 
giving three calendar months' notice in writing of their intention, on 
payment of a sum equal to 25 years' purchase of their profits, esti- 
mated on the average of the three preceding years. 

This power to purchase on such extravagant terms, and under such 
limitations, held out small hopes of relief; so that upon the whole, the 
position of the public with regard to Railways, was not thereby 
materially improved. 

Whilst your Conmiittee thus express their regret that the public 
interests were so little consulted in the arrangements with Railways 
for so long a period, they have seen with satisfaction the commence- 
ment of a better system. In consequence of Sessional Orders of the 
House, both in this and the previous Session, clauses have been in- 
troduced into all Acts relative to Railways, either for the construction 



, ACTS ENACTMENTS. XXXT 

l«f new lines, or the extension of old lines by branches, reserving the 
power, whenever it should be deemed necessary, to revise and regu- 
late the scales of fares and charges ; and as nearly all the great Com- 
panies have either obtained or applied for Acts for the construction of 

' bcuieh lines, and the extension of old lines, they have thereby enabled 
Padiament to place them imder such control or supervision as it may 
be deemed expedient to adopt ; and thus the hope may at length be 
entertained, that means for securing the public against oppressive and 
extravagant charges will yet be adopted. 

1 Yonr Committee wish here to dwell a little on the immense im- 



to the community of a judicious system of Railways, both 
with re f erence to the selection of lines, and the rates at which the fares 
and charges are fixed. It is hardly possible, indeed, to exaggerate the 
importance of a Railway, not only to the great cities which are con- 
nected by it, but to the districts through which it runs. It has been 
generally assumed that Railways are better suited for the seats of 
commerce and manu&cturing industry than for agricultural districts ; 
but a highly respectable and intelligent witness, Mr. Samuel Morton 
Peto, wbo has had considerable experience in the construction of 
Railways in manufacturing districts, and is deeply interested in the Nor- 
folk lines as a proprietor, states, as the result of his experience, that, 
j "the people in manufacturing districts, do not travel anything like 
so much as an agricultural population;" and that, "he would 
- rather, if he could get a moderately-priced line, have it in an agricul- 
■ toral district than in a manufacturing district, as far as the popula- 
i tion of the district is concerned." Mr. Peto adds, that the experience 
I of Belgium furnishes a striking corroboration of the soundness of 
: these views, as it has been proved by the Report of M. Desart, in 
whose hands the Belgian Government placed the whole of its Railway 
statistics, that in a given population, the traffic of the small towns and 
villages along a line is proportionately greater than the traffic be- 
tween two large cities at the termini. New branches of industry are 
everjrwhere called into existence by the facility and cheapness of com- 
munication afforded by Railways ; and land previously of little or no 
valne, is at once made productive by cheap access to materials by 



XXXVl REPORT ON RAILWAY 

which the soil may be improved, and to markets for disposing of its 
produce. On the subject of this revolution in the value of land, some 
important evidence is given by Mr. Miller, and by Mr. Smith, of 
Deanston. Mr. Miller states that manufactories of sulphuric acid, 
extensively used for agricultural purposes, have been established in 
suitable situations by the sides of Railways in several districts of 
Scotland, and that manures are conveyed on them at charges lower than 
the mere tolls on turnpike roads. Mr. Smith states that upon those lines 
which have been in existence for some years, over which he has had 
occasion to travel, a very great agricultural improvement has taken 
place, chiefly in consequence of the cheapness and facility of trans- 
port; and byway of illustrating the amount of the benefit, he takes a 
farm of 200 acres on a six-course shift with 15 miles of transport, and 
shows that by the old mode the charges of carriage would amount to 
142/. 6s, Sd., while by Railway it would be only 40/. 8*. 9d. Mr. 
Smith states also that land along the Glasgow and Edinburgh Rail- 
way, previously not worth 5s, an acre, is now worth between 30*. and 
4O5. By way of illustrating the benefit of Railroads, when the charges 
are sufficiently low, this intelligent witness further states, that" " a low 
rate would very greatly tend to the increased consumption of manures, 
and to the transport of earths for agricultural purposes ; that this 
would give a much increased produce to the land, which would enable 
the agriculturist to furnish his commodity at a lower rate ; that this 
cheapness again would increase the consumption in large towns ; and 
in manufacturing populations it would also create a greater traffic 
upon the Railways, and enable them still further to reduce their rates; 
and as the heavier articles are more consumed by the working classes, 
it would add very much to their comfort ; and there are great tracts 
of country which could be cultivated to much advantage, if favoured 
by Railway communication, which a,re now allowed to lie compara- 
tively barren.'* 

With regard to these views of Mr. Smith, as to the important change 
which Railways might effect in agriculture, by the transportation of 
manure and earths, your Committee conceive that as the fertility of 
soils depends on the proportion which certain earths bear to each 



3 



ACTS ENACTMENTS. XXXVll 

otiier in their composition, it is merely a question whether by any 
mode of transport the .proportions of earths can be so varied as to 
cittte fertility at an expense which would be remunerative. It has 
been demonstrated by an intelligent gentleman, who has devoted 
moch attention to this subject, that the cost of conveyance diminishes 
viUi erery increase of quantity. Taking fixed sums for the interest on 
the capital and working the Railway, the charge (which with a traffic 
of 20,000 tons would only be remunerative at IQ^d. a mile), with a 
traffic of 1,000,000 tons, would be remunerative at about a halfpenny a 
mile. It is impossible, therefore, to over-estimate the importance of 
this new instrument placed at the command of the agriculturist. 

Cheapness of fares may thus create a traffic which otherwise could 
not possibly exist. It is therefore of the utmost importance to deter- 
mine whether fares should be fixed according to a scale, which while 
it remnnerates the Railway, would allow of the existence of a valuable 
traffic, or according to a scale which would prevent it. These con- 
aderations ought not to be lost sight of, in determining how Railways 
may be made most conducive to the public benefit. The object to be 
effected by Railways ought to be, the affijrding, at the least expense, 
the utmost facility of communication between different localities, and 
the utmost development of the national resources. This object, which 
hitherto has been little attended to in this country, where the interests 
of the public have too often been sacrificed to the supposed interests 
of Railway Companies, was much better understood by the Belgian 
Guvemment. Having determined to carry lines through the kingdom, 
on a principle which should impart to every locality the benefit of this 
improved means of communication, they saw that the Railways them- 
selves would aid them in giving effect to their intentions. The excess 
of receipts beyond the expenditure' on some lines, instead of being 
transferred, as in this country, to the pockets of individuals, was ap- 
plied towards the construction of other lines through districts less 
advantageously circumstanced. The Belgian Government traced a 
general plan of Railways embracing as a network the whole country. 
The State lines were commenced on the 5th May, 1835, and com- 
pleted in October, 1848. The fares for passengers, extremely low 



J 



XXXVUl REPORT ON RAILWAY 

from the first, have been occasionally reduced when increase of traffic 
enabled the Government to make the reduction. 

In Prussia a comprehensive system of lines, embracing the whole 
kingdom as with a network, and extending to upwards of 3,200 English 
miles, was traced several years ago. Of these lines nearly 700 miles 
are completed ; about the same number of miles are in the course of 
construction ; upwards of 800 miles finaHy adopted, and upwards of 
900 remain merely as projects. Though the undertakings were com- 
mitted to private Companies, the necessity of Government interference 
was soon felt. The fundamental law of the Prussian Government 
respecting Railways is dated 3rd November, 1838. Three years are 
allowed to Companies to fix definitely, from experience, what rates ought 
to be charged ; but the tariff, at the commencement, and in case of an 
increase of fares, six weeks before the alteration, must be communis 
cated to the Government At the end of three years the Companies 
are to receive a concession of the fares and charges in the tariff agreed 
on between them and the Ministry. In fixing the tariffs, the rates are 
in no case to exceed what corresponds with the receipts, after deducting 
the expense of maintaining and working the lines, &c., and a divi- 
dend in no case higher than 10 per cent, or lower than 6 per cent. 
The fares to be subject to revision after periods of not less than three 
years, and not exceeding 10 years ; but the Companies, though they 
cannot increase, may diminish the prescribed rates; and exact accounts 
of everything relating to the concerns must be submitted yearly to the 
Ministry. A sinking fund, corresponding with the capitals to be fixed 
after the second Prussian Railway has been opened three years, and 
the necessary experience has been obtained, to be applied in extinction 
of the capitals ; and the tolls, on the completion of the extinction, not 
to exceed the expense of maintaining and working the lines. The post 
and its servants to be conveyed free. Lines may be purchased after 
30 years, at 25 years of the net profits, on an average of the five pre- 
ceding years. 

In this country no comprehensive system has ever been traced. The 
lines promising the most ample returns were, as a matter of course, 
first selected by Companies; but the best mode of communicating the 



ACTS ENACTMENTS. XXXIX 

benefit of Railways to the kingdom, considered as a whole, was only 
incidentally considered hy Committees in deciding between rival pro- 
jeds. The Conunittee of the Board of Trade in some of its Reports, 
Int attempted to lay down principles more worthy of the Legislature 
flf a great country, by which it should be governed in regard to its 
Railways. 

Your Committee conceive that the advantages of system in deter- 
auning on Railways, are sufficiently obvious. The best system is that 

I vhich, at the least expense, and with the least sacrifice of soil, affords 

I Che greatest &cilitie8 to intercourse, and the greatest encouragement 
to industry. By selecting an injudicious line the capital of the coun- 
try may be tmnecessarily wasted, and the population of a district may 

! Bot deiire aU the benefit from it to which they are entitled. By con- 
stmcting two lines where one would suffice, there is not only an un- 
■eeeatary outlay of capital, but a waste of a portion of our territory. 
Besides, as the cost of conveyance diminishes with every increase of 

I traffic, competing lines, by dividing the traffic, add to the cost of con- 
veyance on the separate lines. In private concerns, no sensible man 
employs more mechanical power than he conceives necessary for his 
purpose ; but it is now almost universally admitted that not a few of 

I our lines have been injudiciously traced, both with reference to expen- 

• 

I ditnre of capital and local accommodation ; and that, in the fruitless 

I hope of competition, rival lines have been sanctioned where they were 

; not wanted. But the sanction by Parliament of injudicious and un- 

I necessary lines is not the only evil. The mere entertainment of wild 

I schemes, which may never go further than Committees of the House 

* of Commons, keeps owners of property in a constant state of alarm, 

I and often subjects them to much trouble and expense in watching and 

' resisting them. It is stated by several of the witnesses as matter of 

I notoriety that more than half the schemes lately brought forward, and 

I which occupied the time of Parliament, were utterly uncalled for. 

Mr. Robert Stephenson, by way of illustrating the inconvenience of 

the present system, stated in his evidence that he could " quote a case 

at Wisbech, where, within half a mile of that town, there were actually 

fonrteen diflerent schemes, intersecting the land in every possible 



Xl REPORT ON RAILWAY 

direction, hedges cut down, and crops interfered with. Now, all the 
legal expenses and the expenses of engineers and surveyors have heen 
thrown away, because only one Act has been obtained. When they 
come before Parliament it is impossible to convfiy to the members of 
this Committee a correct notion of the difficulties which the Com- 
mittee must have to wade through in coming to anything like a true 
decision." 

« 

It is stated by Mr. Peto, that many lines have been very injudi- 
ciously laid out ; and he gives, among other instances, the Trent 
Valley line, 'promoted and purchased by the London and Birmingham, 
in order to get the most direct course to Manchester ; and the lines of 
the South Eastern Company, who are obliged to incur great expense 
in constructing the Mid Kent line, to remedy the defects of that first 
adopted. 

Economy in the outlay of capital, and in the application of the 
surface of the country to its Railways, ought always to be aimed at. 
In the opinion of nearly all the witnesses practically acquainted with 
Railway affairs, examined by your Committee, the public can never 
benefit by the competition of Companies. Mr. Robert Stephenson, 
when asked whether the lowering the fares might not be influenced by 
competing lines and competing canals, gave this decided answer: 
** I have had so many cases of that kind brought before me, that I 
have come to the conclusion, that wherever combination is practicable, 
competition is impracticable. Therefore I say, let the Government 
be as stringent as they like with existing Companies, but never excite 
competition ; because by exciting competition, you increase the capital 
invested for giving the same convenience which would be otherwise 
obtained with less capital." 

Your Committee find in the Second Report of the Select Committee 
appointed this Session to consider the principle of amalgamation, as 
applied to the Railway and Canal Bills under the consideration of 
Parliament, and in the Report of a Select Committee of the House of 
Lords, also appointed this Session, to take into consideration the best 
means of enforcing one uniform system of management on Railroads 
in operation or to be constructed, abundant confirmation of their views 



, ACTS ENACTMENTS. xll 

' m to the hopelessness of looking to competition for the means of 
aeaiiiig the public interests. The more powerful Companies have, it 

, ^peazB, not only succeeded to a great extent in obtaining the control 
tf RaHway lines, from which competition might be apprehended, but 
alio succeeded, by various means, in obtaining a control over the 
cmals, which, for a time, maintained a competition with them in the 

• oni^^ of heavy goods, and have thus deprived the public of all the 

; protection at one time anticipated from this source. It would appear 
from evidence received by your Committee that Railways may also be 
expected to encroach materially on the coasting trade of the country. 

, Mr. Peto states, that a great deal of the produce of Suffolk and Nor- j 
folk, which hitherto has been carried by coasting vessels, is now con- 
ttjed to town by Railways ; and that much more will, no doubt, be 
earned hereafter. Norfolk and Suffolk are great counties for malt, 
orach of which, formerly carried by coasters, now reaches town by 
Railway, cheaper and more rapidly than by water ; and Mr. Peto 
states also, that as rates will be still further reduced with increase of 

■ traffic, they must take away more and more of the coasting trade, and 

' fl^** the only reason why more produce is not now carried, is the inabi- 
lity to procure at once the requisite number of engines. 

Your Conmiittee therefore conceive that experience warrants them 
in viewing Railways in the light of monopolies. As expectations of 
relief from competition cannot possibly be realised, they ought not to 
be longer entertained. But the very circiunstance of Railways being 
n«mopolies only renders it the more necessary to subject them to 
proper regulation. The past cannot, of course, be remedied, but the 
future is more in our power, and an endeavour should be made to dis- 
cover the best means of securing to the community all the advantages 
which, under a proper system, may be derived from Railways. 

A monopoly, from its very nature, can only be exercised with safety 
to the community under effective control. One of the abuses of Rail- 
way management from which the public have most suflered in this 
' country is the fixing the fares and charges at too high rates. By 
extravagant charges, in some cases imposed with the highly objectiou- 
able view of limiting the benefit of Railways to particular classes, in 



Xlii REPORT ON RAILWAY 

Others with the view of driving certain descriptions of animals and 
produce from the lines, the Railway Companies were long open to 
severe animadversion. A feature in the English practice, which very 
early attracted the notice of foreigners, and is severely censured in 
continental publications on Railways, was the absence for a long time 
of third and fourth classes on nearly all our lines. And even after 
third class carriages were supplied, they were for the most part so 
constructed as to affect health, and did not proceed with the usual 
trains, but were dragged at a pace which seemed chosen to disgust 
those who took places in them. In short, it appeared as if it had been 
deteimined to exclude the great body of the nation, unable of course 
to pay first and second class fares, from the benefit communicated to 
the more wealthy orders. When the Belgian Minister proposed his 
last tariff, he introduced a modification of the third class fares with the 
express intention of encouraging third class passengers and inducing 
them to travel, by which he expected to swell the treasury receipts. 
The offensive conduct of English Directors betrayed, no doubt, an 
ignorance of their true interests, but that forms no valid excuse for 
them. 

Many intelligent persons who saw how much better the convenience 
of the public and the encouragement of industry was secured abroad 
than in this country, where at one time fares, according to Mr. Laing, 
ranged 80 per cent, higher than on the Continent, were in serious 
apprehensions for our trade and commerce, from the disadvantages to 
which they were thus exposed. Your Committee perceive with satis- 
faction that this evil has of late considerably abated. Several of the 
Railway Companies of their own accord, under the influence of 
public opinion, and more correct views of their interests, have lowered 
their scales of fares and charges. It is admitted by most of the 
witnesses connected with Railways examined by your Committee, that 
in keeping the scales extravagantly high, and in excluding the mass 
of the people from the benefit of Railway conveyance, the Companies 
took a most erroneous view of their own interest ; and with hardly an 
exception it has been found that every reduction of fares has been 
attended with an increase of revenue. Mr. Creed states that the 



i ACTS ENACTMENTS. xlul 

di&rence between the prices charged originally on the Birmingham 

Railway and the present prices is exactly one-third. The reductions 

■OB the first class in the half year ending 30th June 184*, were 17| 

' per cent., and they caused an increase of passengers of 19^ per cent. ; 

OB the second class the reduction in the fares was 26 1 per cent., and 

the increase in the number of passengers 61^ per cent ; on the third 

class the reduction in the fares was 33 1 per cent, and the increase in 

! the number of passengers 259 per cent ; and the reductions have in 

most cases increased the revenue of the Company. But were there 

I to have been no immediate increase of the revenue, still a regard to 

the welfare and convenience of the community, which ought to be the 

olject of all legislation, would have demanded the reduction. 

Your Committee wish to observe, in passing, that they regret to 
perceive in the evidence of this witness an attempt to justify the 
Hmitation of carriages for third class passengers, to four out of 16 
trains, not on sound commercial principles, but by the statement that 
f there were third class passengers with each train it would be con- 
sidered objectionable to the other passengers ; and he refers in con- 
I firmation to what had taken place on the North Midland line. 
I Tour Committee cannot understand how third class passengers in 
' separate carriages can interfere with the convenience of first class 
passengers, where due provision is made for the preservation of order 
at stations. In Belgium, France, and Germany, carriages for all 
classes proceed with every train ; and it appears, from the evidence of 
Mr. McGregor, the Chairman of the South-Eastem Company, that on 
their lines the conduct of the third class passengers has been uniformly 
inoffensive, and that first class passengers have never objected to travel 
io the same trains with them. The fares of the South -Eastern Com- 
pany have experienced a greater reduction than tliose on the Birming- 
' ham line. The fares by the express train are 2 y^^- per mile, and, 
; day tickets, 1 -n^y/i. per mile ; by the ordinary trains, for the first 
; class, 2 05rf. and day ticket, 1 tVtt^^- P®^ ^^^^ '» ^^^ t^® second class, 
l-36rf , and day ticket, 102rf. ; for the third class, i^ths of a penny, 
and day ticket, i^ths of a penny. On the Scotch lines the fares from 
the first have been generally lower than on any of the English lines. 

- — 



Xliy REPORT ON RAILWAY 

On the Edinburgh and Glasgow Railway, Mr. Miller states, that 
several trains a day are run, on which fourth class passengers pay 
about ^d. a mile, and third class passengers, Id, ; and he thinks that 
still lower fares would be more profitable in many districts. The 
fares for third class passengers on the Glasgow and Greenock line are 
so low as Id. a mile. According to Mr. Peto, the charges on the 
Norfolk lines are very low. ** We have," he says, " paid great 
attention to the fares there. It was a subject of deliberation before 
we fixed them, and we decided that the lowest scale of fares, lower in 
fact than upon any other line, would be that which would bring us the 
largest amount of profit ; and that it would bring the greatest number 
of people, and therefore would be most beneficial to ourselves." The 
third class passengers pay much less on the Norwich and Brandon 
line than Id. per mile ; from Norwich to Yannouth, 22 miles, only 
Is. 6d, 

Notwithstanding the reductions on several of our lines, the fares 
are almost always higher, and in some cases considerably so, than on 
the Belgian lines. On the State lines the first class fares, which from 
1835 to 1838 were M3rf. per mile, were, on the 3rd February, 1839, 
raised to l'37d. per mile; on the 10th April, 1841, lowered to l*29d. 
per mile ; on the 17th August, 1841, still further lowered to l'22d. 
per mile, at which they remain by the existing tariE The second 
cla«8 fares were successively, at the above periods, 80J., 0'90d., O'SOd., 
0'90rf., and 93d. ; the third class fares. 0-40rf., 0-64rf., 0*48^., 55d, 
and 0'58i. It will be seen that by the existing tarifiT first class pas- 
sengers are carried for something more than Id. a mile ; second class 
passengers for considerably less than Id. ; and third class passengers 
for little more than a halfpenny a mile. The last tarifiT laid before the 
Chambers by the Belgian Minister made a reduction of 10 per cent, 
fur third class passengers, for all distances short of 25 kilometres 
(15} miles), in order, he said, to attract travellers for short distances, 
to favour the working population, and, at the same time increase the 
Treasury receipts. 

It is more difi&cult to institute any satisfactory' comparison be- 
tween the charges for goods in Belgium and £ngland, from the 



ACTS ENACTMENTS. xIt 

difl&reiice in the mode of rating. In Belgium a distinction is 
made with respect to coal and pig iron when destined for ex- 
portation, and when destined for home consumption. In the former 
ease the charge is l*127d per ton per mile ; in the latter it is charged 
like other heavy goods, l'61d. per ton. The charges on 12 English 
Railways for iron and coal have heen averaged at somewhat less than 
2|d a mile, ranging from Id, to 5d. On the Hull and Selby line the 
maximum for coals and coke carried 30 miles and upwards is Id. per 
ton per mile ; for 20 miles, and less tlian 30 miles, I ^d. per ton per 
mile; for less than 20 miles l|rf. In the Great North of England 
Porchase Bill the maximum for iron for 40 miles and upwards is 1 ^d, 
per ton per mile; for less than 40 miles 2d, per ton per mile; for 
coals, upwards of 40 miles, Id. per ton per mile ; less than 40, hut 
upwards of 30, 1 Id. per ton per mile ; for 20 miles, hut less than 30, 
l|dL per ton per mile ; for 10 miles, and less than 20, lid. per ton per 
mile ; for less than 1 miles 2d. These maximum charges are, ac- 
cording to the distance, higher or lower than the Belgian charges. In 
Belgium the charge for a horse on all the lines is 6*44<f. ; on the Hull 
and Selhy line the maximum is 5d. per mile ; in the Great North of 
England Purchase Bill 5d. per mile. In Belgium on all the lines the 
charge for five or six oxen, or one waggon of small cattle, 7'25d. ; for 
diree or four oxen, five to ten pigs or calves, or eleven to twenty 
sheep, it is 6'44rf. ; for one or two oxen, or one to five pigs or calves, 
or one to ten sheep, it is 4'83rf. per mile. On the two last-mentioned 
English lines the maximum for horses and other beasts of draught or 
burden, if conveyed more than 15 miles, 5d, per mile; for less than 
15 miles 5s. the whole distance ; for neat cattle, if more than 15 milesi 
Zd. per head per mile ; if one, at 2d. per mile ; if more than one, if 
conveyed 1 5 miles only or less, 2s. for the whole distance. 

These last instances are taken from one of the latest Bills, and 
are much lower than the average rates in this country ; but as has 
been stated, not only is there the utmost diversity in the charges 
on different lines, but also in the classification and mode of 
charging, so that it is almost impossible, in goods traffic, to institute 
m comparison either between the charges of different Companies, 



Xlvi REPORT ON RAILWAY 

or between the charges of any one Company and those in foreign 
countries. 

In Belgium the charges for the carriage of goods are, it i& under- 
stood, in many cases below the water-carriage rates ; and it is stated, 
in the Cotnpte Rendu by the Minister of Public Works of the service 
of the year 1844, that the goods traffic of 1844 was about 52,000 tons, 
while it was only 33,000 tons in 1843, and that it was to the goods 
and cattle traffic that the very remarkable increase of the revenue 
for that year, which exceeded the estimates by 630,000 francs, had 
been chiefly owing. The increase of the passenger traffic of 1844 
above that of 1843 was 9 per cent, while the increase on horses 
was 26 per cent, on cattle 47per cent , on sheep, &c., 16 per cent, and 
on heavy goods, 56 per cent It is principally, therefore, to the 
carriage of heavy goods, which was scarcely thought of a few years 
ago, that the very considerable increase in the revenue is due. 

The Belgian Government would seem anxious to obtain the goods 
traffic ; for it is stated in this Compte Rendu f that it is to the extension 
of it that the State must look for any fresh increase in the net profits 
of its Railways. It has been observed, however, that the Railways do 
not yet maintain a very successful competition with the canals ; for 
while in 1844 the goods carried by Railway amounted only to 52,fl00 
tons, those carried by canals amounted for that year to 400 000 tons. 
The canal traffic of 1845 still showed an increase, and the freights ex- 
ceeded those of 1844 by 18,945/. It has been inferred that the 
Belgian Government have not yet sufficiently lowered their charges 
for heavy goods. 

In France, by the law of 1845, the fares and charges are in pence 
and decimals : 

d. 

Passengers, per head per mile — First class .... 1*66 

Ditto do. do. Second 1*25 

Ditto do. do. Third 0*92 

Cattle, per head per mile — Bullocks, &c. . . . . 1*66 

Ditto do. do. Calves, &c 0*66 

Ditto do. do. Sheep, &c 0*34 

Fish, per ton per mile 8*37 



ACTS ENACTMENTS. 



xlvii 



Goods, per ton per mile — First class 3*03 

' Ditto do. do. Second 2*69 

Ditto do. do. Third 235 

Ditto do. do. And 1*67 

• Carriages, per mile —Single bodied 4' 18 

Ditto do. Double ditto 5*37 

The French charges are about 20 per cent, higher than the Belgian 
; f<Hr passengers, and considerably more so for cattle and goods. 

The &res on the lines of Austria and Prussia, and the States of the 

I German Confederation^ are, in some cases, even lower than those of 

Belgium. On the lines of Austria and Baden, which were executed 

i bjr the State, they are the lowest. On the Austrian lines of Budweis 

! and Linz the fares are only three silver groschen per German mile, 



! or 0'73</. per English mile, for second class passengers ; and two 

} lilTer g:ro8chen per Grerman mile, or 0'40d, per English mile, for third 

class passengers. In Prussia the fares differ very little from those of ' 

Bdginm. On the Berlin and Potsdam line, for instance, the fares for 

cUss passengers are I'id. per English mile; for second class pas- 

, l'06d. per English mile ; for third class passengers 0'6d. per 

{ mile. On the Berlin and Anhalt road the fares for first class pas- 

aeogars are 1*47^. per English mile; for second class passengers 

. 0'9Sd. per mile ; for third class passengers 0*6 1^^. per mile. 

TTie following comparison is instituted in the Rapport on the Projet 
de Lot on the Northern line, to the Chamber of Deputies, in France, 
in 1845, between the passenger fares in England, France, Germany 
. and Belgium, in centimes per kilometre, in 1844 : — 



First Class. Second Class. Third Class. 




19 


12 


lOJ 


7i 


9 


6J 


7k 


H 



7h 

4 

3A 



Xlviii REPORT ON RAILWAY 

These rates may still be near the truth with respect to France, Ger- 
many, and Belgium, but they are no longer applicable to England, 
where considerable reductions have taken place on most of the lines. 
But though the difference between English and foreign fares and 
charges is not so great as it formerly was, it is still sufficient to con- 
stitute a strong reason for control and interference; the fares on 
nearly all the lines are still too high, and evidence has been given that 
Railway Companies, when they have driven rivals out of the field, 
have not hesitated to raise their charges, especially for the conveyance 
of goods, on principles not perhaps strictly in accordance with their 
own true interests, but still less in accordance with those of the public. 
Your Committee conceive this is far too important a matter to be left 
to the arbitrary will of Companies. 

The greater cheapness of coal and coke in this country enables 
Companies to convey heavy goods by Railway at a much lower rate 
than continental Railways can possibly do ; and the ability to lower 
fares increases in the ratio of the amount of goods carried. A line 
with a traffic of 750,000 tons per annum, could carry goods with as 
much profit at Id, per ton per mile as the Paris and Orleans line with 
a traffic of 150,000 tons at 3d. per ton per mile. 

The maximum rates fixed by Parliament in the different Acts are in 
all cases above, and in some greatly above, what ought to be taken 
from the public ; and thus, were no other check interposed, the com- 
munity would be entirely at the mercy of the Companies. Besides, 
as has been already observed, there is at present the greatest diversity 
both in the scale and the mode of charging on diiOferent lines. For 
these high fares no justification can be found, either in the original 
outlay on the lines or the expense of maintaining and working them. 
Mr. Reed, intimately acquainted with the working of English and 
French lines, who is confirmed by Mr. Brassey, extensively employed 
as a contractor in the two countries, states that the cost of earthwork 
is much the same in England and in France ; that the rails and chairs, 
which on the Southampton line cost 2,790/. per mile, cost 4,635/. per 
mile on the Paris and Rouen line ; that the working of the former line 
costs about Is, a mile, while it is about Is, Ad, on the Paris and Rouen 



ACTS ENACTMENTS. xHx 

fine; that the locomotive power and the carriages cost about 14^ per 
eeot. on the former and 16| on the latter ; that the general expenses, 
inrlwlittg officers, poIicc, &c., are about 12 per cent, on the South 
Western, and about 16 per cent, on the Paris and Rouen ; so that in 
aO these respects, England, it would appear, has a considerable advan- 
tage over France. On some of the English lines the balance of 
advantage is still more in favour of England. 

The cost of construction of the Belgian State lines appears to have 

been very unequal. According to the Report of the Minister of 

Public Works, the three cheapest Stdte lines were those from Ghent 

to Conrtray, from Ghent to Bruges, and from Landen to St. Trond. ■ 

The line from Ghent to Courtray cost per mile 6,620/. ; from Ghent 

to Bruges, 7,675/. ; from Landen to St. Trond, 8,990/. The three 

I dearest State lines were those from Louvain to Tirlemont, from Liege 

to the Prussian frontiers, and from Ans to Liege. The line from 

Louvain to Tirlemont cost per mile 19,957/. ; from Liege to the 

Prussian frontiers, 40,797/. ; from Ans to Liege, 62,325/. The average 

cost of the State lines was 17,132/. per mile. The items of this 

■ average cost are per mile, land and compensation, 2,919/. ; earthwork, 

' bridges, tunnels, &c., 7,163/. ; rails, &c., 3,146/. ; stations and build- 

inga, 1,153/. ; working stock, 2,201/. ; miscellaneous, 550/. 

The following is the cost of some of the French lines executed and 
in course of construction : — 

Per Mile. 

The Paris and Orleans £24,390 

The Paris and Rouen 23,754 

The Strasbourg and Basle 18,485 

The Amiens and Boulogne 20,000 

The Rouen and Havre 28,300 

The Avignon and Marseilles 28,600 

The Orleans and Bordeaux 20,830 

The Centre 18,050 

The North, with Calais Branch 19,900 

' The Paris and Lyons • . 24,840 

The Lyons and Avignon, with Branch to Grenoble . 25,800 

The Austrian line from Olmutz to Prague, 152 English miles, cost 



1 REPORT ON RAILWAY 

11,657/i per mile ; that from Briimi to Bohmisch-Trubau, 55 English 
miles, cost 16,360/. per mile. 

The cost of construction of the Prussian lines appears to have "been 
generally lower than that of the Belgian lines. According to the 
elaborate work of Baron von Reden, the cost of the Berlin and Pots- 
dam line was 12,323/. ; of the Magdeburg and Leipsic was 10,179/. ; 
but the Rhenish line from Cologne to the Belgian frontiers was to 
cost 28,334/. per English mile. This last line, though lower than 
most of the English lines, is higher than that between Edinburgh and 
Glasgow by a trifle, and considerably higher than most of the Scotch 
lines. Mr. Legoyt, a respectable authority, estimates the average 
cost of the German lines at 170,000 frames per kilometre, or 10,940/. 
per English mile. The Prussian and other German lines pay less for 
land and law charges than the English lines. 

The following is the cost per mile of some of the principal lines in 

this country :— 

Average Cost per Mile. 

Arbroath and Forfar j^9,214 

Chester and Birkenhead 34,198 

Dublin and Drogheda 15,652 

Dublin and Kingstown 59,122 

Dundee and Arbroath 8,570 

Durham and Sunderland 14,281 

Edinburgh and Glasgow 35,024 

Eastern Counties and North-Eastem .... 46,355 

Glasgow, Kilmarnock, and Ayr 20,607 

Glasgow and Greenock 35,451 

Gravesend and Rochester 13,333 

Great Western 43,885 

Hartlepool 26,660 

London and Birmingham 38,406 

London and Blackwall 287,678 

London and Brighton 56,981 

London and Croydon 80,400 

London and South-Western 28,004 

Manchester, Bolton, and Bury 70,000 

Manchester and Birmingham 61,624 

Manchester and Leeds 64,582 j 



ACTS ENACTMENTS. xHx 

line ; that the locomotive power and the carriages cost about 14^ per 
cent, on the former and 16| on the latter ; that the general expenses, 
including officers, police, &c., are about 12 per cent, on the South 
Western, and about 16 per cent, on the Paris and Rouen ; so that in 
all these respects, England, it would appear, has a considerable advan- 
tage over France. On some of the English lines the balance of 
advantage is still more in feivour of England. 

The cost of construction of the Belgian State lines appears to have 
been very imequal. According to the Report of the Minister of 
Public Works, the three cheapest Stdte lines were those from Ghent 
to Courtray, from Ghent to Bruges, and from Landen to St. Trond. 
The line from Ghent to Courtray cost per mile 6,620/. ; from Ghent 
to Bruges, 7,675/. ; from Landen to St. Trond, 8,990/. The three 
dearest State lines were those from Louvain to Tirlemont, from Liege 
to the Prussian frontiers, and from Ans to Liege. The line from 
Louvain to Tirlemont cost per mile 19,957/. ; from Liege to the 
Prussian frontiers, 40,797/. ; from Ans to Liege, 62,325/. The average 
cost of the State lines was 17,132/. per mile. The items of this 
average cost are per mile, land and compensation, 2,919/. ; earthwork, 
bridges, tunnels, &c., 7,163/. ; rails, &c., 3,146/. ; stations and build- 
ings, 1,153/. ; working stock, 2,201/. ; miscellaneous, 550/. 

The following is the cost of some of the French lines executed and 
in course of construction : — 

Per Mile. 

The Paris and Orleans £24,390 

The Paris and Rouen 23,754 

The Strasbourg and Basle 18,485 

The Amiens and Boulogne 20,000 

The Rouen and Havre 28,300 

The Avignon and Marseilles 28,600 

The Orleans and Bordeaux 20,830 

The Centre 18,050 

The North, with Calais Branch 19,900 

The Paris and Lyons . * . 24,840 

The Lyons and Avignon, with Branch to Grenoble . 25,800 

The Austrian line from Olmiitz to Prague, 152 English miles, coat . 



lii REPORT ON RAILWAY 

Mr. Robert Stephenson states it as his belief, that reductions of 
fares are not carried to the extent that Railway Companies, as they go 
on and gain experience, will carry them. It is possible that ultimately 
the conviction may gain ground that further reductions to a great ex- 
tent are indispensable ; but your Committee cannot shut their eyes to 
the danger of placing the community at the mercy of Companies, who 
may or may not take views of their interests in accordance with the 
interests of the public. The Railway Companies have either driven, 
or must ultimately drive, all competition from other quarters out of 
the field. Even the canals, which it was thought with proper manage- 
ment might maintain a successful competition with Railways in the 
case of heavy goods, in many instances, as has already been observed, 
have been beaten by them, and the Report of the Committee on Rail- 
way and Canal Amalgamation Bills shows but too clearly that we 
must prepare ourselves for seeing the canal interest come still more 
extensively under the influence and control of Railway Companies. 
This has resulted not merely from the power which the passenger 
traffic gives the Railways of conveying goods at rates at which the 
canals cannot afford to carry them, but from their obtaining the com- 
mand of portions of the lines of canals, and raising the tolls of that 
portion to the utmost limit allowed by law, so that the Companies in 
possession of the remainder of the lines are thereby disabled from 
maintaining a successful competition. On no subject is there a more 
general agreement among all the intelligent witnesses recently examined 
by Committees of both Houses of the Legislature, than that Railways 
either now are, or from the nature of things must soon be, in posses- 
sion of a complete monopoly of all the internal traffic of the country. 
The system, which has been carried to so great an extent by some 
Companies, of creating nominal capitals, amounting to twice and even 
three times the actual outlay, had no doubt mainly for its object to 
enable them to exclude the interference of Parliament, and maintain 
extravagant fares. Under such circumstances, it becomes of para- 
mount importance that a vigilant superintendence should be exercised 
over the different Railway Companies, in order to defeat any attempts 
on the part of those Companies, from whatever motives, whether mis- 



ACTS ENACTMENTS. Uii 

taken views of their own interest, or the supposed necessity of their 
position, from exacting higher fares, either for goods or passengers, 
than the interests of the community will allow. Without interfering 
with the details of the management on Railways, further than the ne- 
cessity of the case may occasionally demand, they ought, as in every 
other country, to be compelled to furnish all the information necessary 
to the thorough understanding of whatever relates to the working of 
the lines, and in particular to furnish complete and intelligible 
accounts of receipts and expenditure from time to time. 

By the exercise of such a control alone can a hope be entertained 
that the interests of the public will be safe under the existing Railway 
system. The general rule may be exceedingly good, that the utmost 
scope should be given to private enterprise, but in the case of Rail- 
ways the most important interests of the country are at stake, and a 
monopoly, embracing all its communications, and consequently pos- 
sessing power, in the absence of control, of inflicting irreparable 
injury on its trade and industry, from the very nature of things, ought 
to be exercised under proper regulation and supervision. Most of the 
witnesses representing the Railway interests, examined by your Com- 
mittee, deprecate all attempts to regulate with exactness the scales of 
fives, and contend that the Legislature should content itself with 
fixing a maximum. It is proper, no doubt, that maximum fares 
should be fixed in all Railway Acts, but though they may be fixed 
with care, and may sometimes approximate to fair rates at a given 
time, they can never meet all future exigencies. Continual improve- 
ments are made, both in the modes of constructing and maintaining 
lines, and in the mechanical means by which they are worked, and the 
public ought not to be excluded from participation in these advantages. 
The maximum rates are however almost always extravagantly high. 
In the Acts passed so late as fhe Session of 1845, the maximum rates 
for passengers are almost always thrice as much as on the Belgian 
lines, and the charges for goods usually exceed those in Belgium in 
nearly the same proportion, though sometimes in a much greater. 
Thus, while in Belgium 20 sheep may be carried a mile for less than 
6|^., and in France one sheep for 0*34//., the maxinmm rate for 



liv REPORT ON RAILWAY 

sheep in not a few of the English Acts of 1845 is 2d. per head per 
mile, more than six times the Belgian and French rates. Such is the 
extent of the arbitrary power possessed by Companies. But because 
the Legislature was at first taken by surprise, and from inability to 
foresee the results to which Railways have led, omitted to take suitable 
precautions against the abuse of the powers entrusted to Companies, 
that can be no reason why we should not avail ourselves of subsequent 
experience, to turn to due account such opportunities for protecting 
the public as are afforded under the Acts passed during the last two 
years, and as will be afforded under future Acts. Your Committee 
conceive that though the occasion, which was carefully seized by the 
Belgian and some other Governments, of placing the management of 
Railways in accordance with the interests of the community, has been 
neglected, yet that we should never lose sight of the fact that Railways 
are a public concern, and that the most perfect system in the abstract 
is that which regulates the fares by such scales as will produce the 
utmost amount of convenience to individuals, and give the utmost 
possible development to the trade and interest of the country. We 
cannot, as in Belgium, obtain all the benefit which an increased traffic 
on Railway lines might give, because the first adventurers in the great 
lines, which were undertaken before the practicability and profitable- 
ness of Railways were established, are entitled to large profits, as the 
legitimate rewards of their enterprise and sagacity, but there is a point 
beyond which the sacrifice of the public interests ought not to be 
carried, and therefore every available occasion should be seized for 
reducing fares. Your Committee, entertaining such views of the 
legitimate demands of the public on Railway Companies, cannot admit 
that we should be content with the maximum fares imposed in the 
Acts, and leave the reduction of them exclusively to the discretion of 
Companies. 

Much of the evidence received by your Committee bears upon the 
defects of the existing system of legislation in the so-called Private 
Bills, which are often private only in name, and in which class Rail- 
way Bills are comprehended. The objections to the mode of proceed- 
ing in these Bills are of extensive application ; and your Committee 



ACTS ENACTMENTS. Iv 

lunre seen with satisfaction the Report of a Select Committee on the 
nbject of Private Bills, recommending a decided alteration with re- 
gard to them. Of one of the suggestions in that Report, your Com- 
mittee cordially approve, — ^the appointment of a Public Board or De- 
partment to which all applications for Private Bills affecting public 
interests should be referred. Such a Board, if properly constituted, 
might relieve Committees of the House from much waste of time, and 
Companies applying for lines, as well as the public at large, from 
much needless trouble and expense. The example of foreign countries 
has shown that many inquiries with regard to Railways can best be 
ooodncted on the spot. But besides the advantage from substituting 
a cheap and natural mode of conducting inquiries, for the present 
enmbroiis and most expensive mode before Committees, under which, 
too, thej are entirely dependent for information on interested parties, 
the public might hope that a properly-qualified Board, entrusted with 
Railway affairs, would obtain more knowledge of the wants of the 
country, and of the best means of supplying them, than Committees, 
under the present system, can possibly possess. Your Committee, are, 
I therefore, of opinion, that the functions of the Board may, with 
• safety, be extended to the supervision of existing Railways, and the 
I determining, in the first instance, subject, of course, to the control of 
die Legislature, where lines should be constructed, and what projects 
riiould be entertained. It so happens that existing Companies have 
an interest, in common with the public, in preventing wild and un- 
necessary projects for the construction of new lines from being put 
forward ; and your Committee therefore anticipate from them no 
opposition to the confiding such powers to the Board as may be 
necessary to enable it to interpose with effect in defeating foolish or 
fraudulent schemes in the outset. The receipts of those Companies 
■ are always diminished by the construction of rival Unes ; and they are 
often put to heavy expense in purchasing them, and in buying off 
threatened opposition. 

Mr. Robert Stephenson thinks the fact of the preliminary steps in 
Railway schemes being subject to no control, is the root of all the 
mischief now existing in the Railway world, and is of opinion that no 



Ivi REPORT ON RAILWAY 

project for the construction of a new Railway should be allowed to be 
brought forward till it has been taken into consideration by a Groyem- 
ment Board. Mr. William Reed, who acted for about five years in 
the capacity of Secretary to the South- Western Railway, and who is 
now a Director of two French Railways, the Paris and Rouen and the 
Rouen and Havre, is of opinion, from his experience in both countries, 
that the greatest benefit would result from the appointment of a 
Government Board, to which should be committed the examination of 
all projects for the construction of Railways, with power to veto them 
if disapproved. 

In France all schemes must first be submitted to and approved of 
by a Government Board ; but notwithstanding their having obtained 
the sanction of such a Board, they are still, as in England, referred to 
a Parliamentary Committee; but that Committee does not, as in 
England, hear counsel and receive evidence on all manner of details, 
but merely decides on the materials submitted to it ; and it is only 
when any difficulty occurs, or explanation is required, that a member 
of the Government Board is called before it, or some superior person 
in the confidence of the promoters of the project, who supplies the 
additional information required, in order to enable it to arrive at a 
correct decision. This part of Mr. Reed's evidence is not materially 
contradicted by another witness, Mr. D. Salomons, who states that 
the Commission of the Chambers may alter and modify a project, and 
that *' it does hear evidence in one way or other." What Mr. Reed 
wished more particularly to convey was merely that the inquiries, 
which are conducted at so much expense, and occupy so much time 
before Committees of the Houses of Parliament in this country, are 
unknown in France ; and that the Commission of the Government 
Board of that country, though it does not decide finally whether a par- 
ticular project shall be adopted or rejected, is invested with the power 
of determining, after due inquiry, whether or not it shall be submitted 
at all to the Chambers. In the one case the State wishes only to un- 
derstand the merits of a project before allowing it to be brought for- 
ward, and adopts the means believed to be most conducive to the 
attainment of that end ; in the other a project is at once suffered to be 



1 

ACTS ENACTMENTS. Ivii 

brought forward, without having been subjected to the ordeal of an 
examination before a department of the Executive entrusted with the 
care of the public interests, which, should no opposition be offered on 
the part of existing Companies, the owners of property, or the pro- 
moters of rival projects, are here but little regarded ; while, on the 
other hand, parties can only hope to succeed in their opposition by 
1 the employment of counsel of eminence, and by bringing forward wit- 
nesses, often from a distance, and maintained in London for weeks at 
■ a heavy expense. 

Some idea may be formed of the magnitude of the sums absolutely 

wasted in this country, before Bills can pass through Committees, 

from a Return just made by the Eastern Counties Railway Company to an 

Order of the House. The line, which is 51 miles in length, cost 

' 45,190/. in Parliamentary expenses. The other preliminary expenses, 

such as cost of engineering, &c., amounting to 48,650/., are separately 

stated. The Parliamentary expenses of the London and Birmingham 

have been stated at 650/. per mile ; of the Great Western at 1,000/. 

; per mile. No wonder that foreigners hold up their hands in astonish- 

j meat when they hear of this enormous waste. The sums paid for 

I land by the Eastern Counties amounted to 809,950/., or about 12,000/. 

' per mile, alone exceeding the whole cost per mile on most of the 

I German lines, and on several of the Belgian. The London and Bir- 

; mingham and the Great Western paid 6,300/. each per mile for lands. 

I In the case of the Rouen and Havre line, Mr. Reed states that 6,000/. 

was paid to three gentlemen who made considerable exertions to obtain 

' the Act, but that the expenses incurred in the inquiry before the 

J Board, and up to the time the Act was obtained, amounted in all only 

to 700/. 

The allowing, as an affair of course, the projectors of a Railway, on 
giving the prescribed notices, to drag existing Companies or owners of 
property on the proposed line before a Committee of the House of 
Commons, is an evil the magnitude of which can hardly be over- rated. 
' Many of the schemes lately brought forward were, on the face of them, 
quite unworthy of being entertained ; some were started for gambling 
purposes, and not a few with the object of compelling existing. Com- 



Xlviii REPORT ON RAILWAY 

These rates may still be near the truth with respect to France, Ger- 
many, and Belgium, but they are no longer applicable to England, 
where considerable reductions have taken place on most of the lines. 
But though the difference between English and foreign fares and 
charges is not so great as it formerly was, it is still sufficient to con- 
stitute a strong reason for control and interference; the fares on 
nearly all the lines are still too high, and evidence has been given that 
Railway Companies, when they have driven rivals out of the field, 
have not hesitated to raise their charges, especially for the conveyance 
of goods, on principles not perhaps strictly in accordance with their 
own true interests, but still less in accordance with those of the public. 
Your Committee conceive this is far too important a matter to be left 
to the arbitrary will of Companies. 

The greater cheapness of coal and coke in this country enables 
Companies to convey heavy goods by Railway at a much lower rate 
* than continental Railways can possibly do ; and the ability to lower 
fares increases in the ratio of the amount of goods carried. A line 
with a traffic of 750,000 tons per annum, could carry goods with as 
much profit at Id. per ton per mile as the Paris and Orleans line with 
a traffic of 150,000 tons at 3d. per ton per mile. 

The maximum rates fixed by Parliament in the different Acts are in 
all cases above, and in some greatly above, what ought to be taken 
from the public ; and thus, were no other check interposed, the com- 
munity would be entirely at the mercy of the Companies. Besides, 
as has been already observed, there is at present the greatest diversity 
both in the scale and the mode of charging on different lines. For 
these high fares no justification can be found, either in the original 
outlay on the lines or the expense of maintaining and working them. 
Mr. Reed, intimately acquainted with the working of English and 
French lines, who is confirmed by Mr. Brassey, extensively employed 
as a contractor in the two countries, states that the cost of earthwork 
is much the same in England and in France ; that the rails and chairs, 
which on the Southampton line cost 2,790/. per mile, cost 4,635/. per 
mile on the Paris and Rouen line ; that the working of the former line 
costs about Is. a mile, while it is about Is. 4d. on the Paris and Rouen 



ACTS ENACTMENTS. xHx 

line ; that the locomotive power and the carriages cost about 14j^ per 
cent, on the former and 16^ on the latter ; that the general expenses, 
including officers, police, &c., are about 12 per cent, on the South 
Western, and about 16 per cent, on the Paris and Rouen ; so that in 
all these respects, England, it would appear, has a considerable advan- 
tage over France. On some of the English lines the balance of 
advantage is still more in favour of England. 

The cost of construction of the Belgian State lines appears to have 
been very unequal. According to the Report of the Minister of 
Public Works, the three cheapest Stdte lines were those from Ghent 
to Courtray, from Ghent to Bruges, and from Landen to St. Trond. 
The line from Ghent to Courtray cost per mile 6,620/. ; from Ghent 
to Bruges, 7,675/. ; from Landen to St. Trond, 8,990/. The three 
dearest State lines were those from Louvain to Tirlemont, from Liege 
to the Prussian frontiers, and from Ans to Liege. The line from 
Louvain to Tirlemont cost per mile 19,957/. ; from Liege to the 
Prussian frontiers, 40,797/. ; from Ans to Liege, 62,325/. The average 
cost of the State lines was 17,132/. per mile. The items of this 
average cost are per mile, land and compensation, 2,919/. ; earthwork, 
bridges, tunnels, &c., 7,163/. ; rails, &c., 3,146/. ; stations and build- 
ings, 1,153/. ; working stock, 2,201/. ; miscellaneous, 550/. 

The following is the cost of some of the French lines executed and 
in course of construction : — 

Per Mile. 

The Paris and Orleans £24,390 

The Paris and Rouen 23,754 

The Strasbourg and Basle 18,485 

The Amiens and Boulogne 20,000 

The Rouen and Havre 28,300 

The Avignon and Marseilles 28,600 

The Orleans and Bordeaux 20,830 

The Centre 18,050 

The North, with Calais Branch 19,900 

The Paris and Lyons * . 24,840 

The Lyons and Avignon, with Branch to Grenoble . 25,800 

The Austrian line from Olmiitz to Prague, 152 English miles, cost 



1 REPORT ON RAILWAY 

11,657/' per mile ; that from Briimi to Bohmisch-Triibaii, 55 English 
miles, cost 16,360/. per mile. 

The cost of construction of the Prussian lines appears to have heen 
generally lower than that of the Belgian lines. According to the 
elaborate work of Baron von Reden, the cost of the Berlin and Pots- 
dam line was 12,323/. ; of the Magdeburg and Leipsic was 10,179/. ; 
but the Rhenish line from Cologne to the Belgian frontiers was to 
cost 28,334/. per English mile. This last line, though lower than 
most of the English lines, is higher than that between Edinburgh and 
Glasgow by a trifle, and considerably higher than most of the Scotch 
lines. Mr. Legoyt, a respectable authority, estimates the average 
cost of the German lines at 170,000 francs per kilometre, or 10,940/. 
per English mile. The Prussian and other German lines pay less for 
land and law charges than the English lines. 

The following is the cost per mile of some of the principal lines in 

this country : — 

Average Cost per Mile. 

Arbroath and Forfar £9,214 

Chester and Birkenhead 34,198 

Dublin and Drogheda 15,652 

Dublin and Kingstown 59,122 

Dundee and Arbroath 8,570 

Durham and Sunderland 14,281 

Edinburgh and Glasgow 35,024 

Eastern Counties and North-Eastem .... 46,355 

Glasgow, Kilmarnock, and Ayr 20,607 

Glasgow and Greenock 35,451 

Gravesend and Rochester 13,333 

Great Western 43,885 

Hartlepool 26,660 

London and Birmingham 38,406 

London and Blackwall 287,678 

London and Brighton 56,981 

London and Croydon 80,400 

London and South-Western . 28,004 

Manchester, Bolton, and Bury . . . . . . 70,000 

Manchester and Birmingham 61,624 

Manchester and Leeds 64,582 



ACTS ENACTMENTS. 11 

Ayerage Cost per Mile. 

Midland 30,949 

Newcastle, Darlington, and Brandling . . . 22,992 

Newcastle and Carlisle 17,837 

Newcastle and North Shields 44,233 

Norfolk 13,150 

North Union and Bolton and Preston .... 27,799 

Preston and Wyre 22,261 

Sheffield and Manchester 48,543 

South-Eastem 44,412 

TaffVale ' . 21,610 

Ulster 14,334 

York and North Midland, &c 25,924 

TTie extravagant expenditure in England in buying off powerful 
landowners, from whom opposition was anticipated, and in the pro- 
ceedings before obtaining Acts, no doubt swelled very much the outlay 
on many of the English lines. In the mere purchase of land the 
outlay was often as great in France, if not greater, than in England. 
Mr. Legoyt averages the purchases and compensations on the three 
lines of Orleans, Rouen, and Nismes at 40,000 francs per kilometre, 
or 2,572/. per mile. Mr. Reed states that, on the Paris and Rouen 
Une, the land damage and law charges cost 3,132/. per mile (the law 
charges being very trifling), while on the South- Western they cost 
3,923/. per mile. But if the outlay has been unnecessarily great on 
some of the English lines, and they run through districts of which the 
traffic does not, as is alleged, yield the usual returns dn capital, that 
can surely form no reason why an extravagant scale of fares should be 
adhered to. The proprietors of a bridge would not be allowed to 
i charge high tolls because moderate toUs would not yield such a return 
as they might wish to obtain for the capital expended by them. 

Mr. Peto says he has several times stated to Directors of lines in 
agricultural districts, that if the fares be low they will have a larger 
traffic, but not otherwise, because the people in such districts cannot 
afford to pay largely for their travelling ; that unless you bring it 
within their means, they will not come to you ; and that if low fares 
will not pay, high fares never can. 



Hi REPORT ON RAILWAY 

Mr. Robert Stephenson states it as his belief, that reductions of 
fares are not carried to the extent that Railway Companies, as they go 
on and gain experience, will carry them. It is possible that ultimately 
the conviction may gain ground that further reductions to a great ex- 
tent are indispensable ; but your Committee cannot shut their eyes to 
the danger of placing the community at the mercy of Companies, who 
may or may not take views of their interests in accordance with the 
interests of the public. The Railway Companies have either driven, 
or must ultimately drive, all competition from other quarters out of 
the field. Even the canals, which it was thought with proper manage- 
ment might maintain a successful competition with Railways in the 
case of heavy goods, in many instances, as has already been observed, 
have been beaten by them, and the Report of the Committee on Rail- 
way and Canal Amalgamation Bills shows but too clearly that we 
must prepare ourselves for seeing the canal interest come still more 
extensively under the influence and control of Railway Companies. 
This has resulted not merely from the power which the passenger 
traffic gives the Railways of conveying goods at rates at which the 
canals cannot afford to carry them, but from their obtaining the com- 
mand of portions of the lines of canals, and raising the tolls of that 
portion to the utmost limit allowed by law, so that the Companies in 
possession of the remainder of the lines are thereby disabled from 
maintaining a successful competition. On no subject is there a more 
general agreement among all the intelligent witnesses recently examined 
by Committees of both Houses of the Legislature, than that Railways 
either now are, or from the nature of things must soon be, in posses- 
sion of a complete monopoly of all the internal traffic of the country. 
The system, which has been carried to so great an extent by some 
Companies, of creating nominal capitals, amounting to twice and even 
three times the actual outlay, had no doubt mainly for its object to 
enable them to exclude the interference of Parliament, and maintain 
extravagant fares. Under such circumstances, it becomes of para- 
mount importance that a vigilant superintendence should be exercised 
over the different Railway Companies, in order to defeat any attempts 
on the part of those Companies, from whatever motives, whether mis- 



ACTS ENACTMENTS. lui 

taken views of their own interest, or the supposed necessity of their 
position, from exacting higher fares, either for goods or passengers, 
than the interests of the community will allow. Without interfering 
with the details of the management on Railways, further than the ne- 
cesaty of the case may occasionally demand, they ought, as in every 
other coontryy to be compelled to furnish all the information necessary 
to the thorough understanding of whatever relates to the working of 
the lines, and in particular to famish complete and intelligible 
accounts of receipts and expenditure from time to time. 

By the exercise of such a control alone can a hope be entertained 
that the interests of the public will be safe under the existing Railway 
system. The general rule may be exceedingly good, that the utmost 
scope should be given to private enterprise, but in the case of Rail- 
ways the most important interests of the country are at stake, and a 
monopoly, embracing all its communications, and consequently pos- 
sessing power, in the absence of control, of inflicting irreparable 
injury on its trade and industry, from the very nature of things, ought 
to be exercised under proper regulation and supervision. Most of the 
witnesses representing the Railway interests, examined by your Com- 
mittee, deprecate all attempts to regulate with exactness the scales of 
Cures, and contend that the Legislature should content itself with 
fixing a maximum. It is proper, no doubt, that maximum fares 
should be fixed in all Railway Acts, but though they may be fixed 
with care, and may sometimes approximate to fair rates at a given 
time, they can never meet all future exigencies. Continual improve- 
ments are made, both in the modes of constructing and maintaining 
lines, and in the mechanical means by which they are worked, and the 
public ought not to be excluded from participation in these advantages. 
The maximum rates are however almost always extravagantly high. 
In the Acts passed so late as ftie Session of 1845, the maximum rates 
for passengers are almost always thrice as much as on the Belgian 
lines, and the charges for goods usually exceed those in Belgium in 
nearly the same proportion, though sometimes in a much greater. 
Thus, while in Belgium 20 sheep may be carried a mile for less than 
6|</., and in France one sheep for 0'34fl^., the maximum rate for 



liv REPORT ON RAILWAY 

sheep in not a few of the English Acta of 1845 is 2d, per head per 
mile, more than six times the Belgian and French rates. Such is the 
extent of the arbitrary power possessed by Companies. But because 
the Legislature was at first taken by surprise, and from inability to 
foresee the results to which Railways have led, omitted to take suitable 
precautions against the abuse of the powers entrusted to Companies, 
that can be no reason why we should not avail ourselves of subsequent 
experience, to turn to due account such opportunities for protecting 
the public as are afforded under the Acts passed during the last two 
years, and as will be afforded under future Acts, Your Committee 
conceive that though the occasion, which was carefully seized by the 
Belgian and some other Governments, of placing the management of 
Railways in accordance with the interests of the community, has been 
neglected, yet that we should never lose sight of the fact that Railways 
are a public concern, and that the most perfect system in the abstract 
is that which regulates the fares by such scales as will produce the 
utmost amount of convenience to individuals, and give the utmost 
possible development to the trade and interest of the country. We 
cannot, as in Belgium, obtain all the benefit which an increased traffic 
on Railway lines might give, because the first adventurers in the great 
lines, which were undertaken before the practicability and profitable- 
ness of Railways were established, are entitled to large profits, as the 
legitimate rewards of their enteri)rise and sagacity, but there is a point 
beyond which the sacrifice of the public interests ought not to be 
carried, and therefore every available occasion should be seized for 
reducing fares. Your Committee, entertaining such views of the 
legitimate demands of the public on Railway Companies, cannot admit 
that we should be content with the maximum fares imposed in the 
Acts, and leave the reduction of them exclusively to the discretion of 
Companies. 

Much of the evidence received by your Committee bears upon the 
defects of the existing system of legislation in the so-called Private 
Bills, which are often private only in name, and in which class Rail- 
way Bills are comprehended. The objections to the mode of proceed- 
ing in these Bills are of extensive application ; and your Committee 



ACTS ENACTMENTS. Iv 

have seen with satisfaction the Report of a Select Committee on the 
gnbject of Private Bills, recommending a decided alteration with re- 
gard to them. Of one of the suggestions in that Report, your Com- 
mittee cordially approve, — ^the appointment of a Public Board or De- 
partment to which all applications for Private Bills affecting public 
interests should be referred. Such a Board, if properly constituted, 
might relieve Committees of the House from much waste of time, and 
Companies applying for lines, as well as the public at large, from 
much needless trouble and expense. The example of foreign countries 
has shown that many inquiries with regard to Railways can best be 
conducted on the spot. But besides the advantage from substituting 
a dieap and natural mode of conducting inquiries, for the present 
cumbrons and most expensive mode before Committees, under which, 
too, they are entirely dependent for information on interested parties, 
I the public might hope that a properly-qualified Board, entrusted with 

I 

Railway affairs, would obtain more knowledge of the wants of the 
country, and of the best means of supplying them, than Committees, 
imder the present system, can possibly possess. Your Committee, are, 
therefore, of opinion, that the functions of the Board may, with 
safety, be extended to the supervision of existing Railways, and the 
determining, in the first instance, subject, of course, to the control of 
die Legislature, where lines should be constructed, and what projects 
should be entertained. It so happens that existing Companies have 
an interest, in common with the public, in preventing wild and un- 
necessary projects for the construction of new lines from being put 
forward; and your Committee therefore anticipate from them no 
opposition to the confiding such powers to the Board as may be 
necessary to enable it to interpose with effect in defeating foolish or 
^udulent schemes in the outset. The receipts of those Companies 
are always diminished by the construction of rival lines ; and they are 
often put to heavy expense in purchasing them, and in buying off 
threatened opposition. 

Mr. Robert Stephenson thinks the fact of the preliminary steps in 
Railway schemes being subject to no control, is the root of all the 
mischief now existing in the Railway world, and is of opinion that no 



Ivi REPORT ON RAILWAY 

project for the construction of a new Railway should be allowed to be 
brought forward till it has been taken into consideration by a Govern- 
ment Board. Mr. William Reed, who acted for about five years in 
the capacity of Secretary to the South- Western Railway, and who is 
now a Director of two French Railways, the Paris and Rouen and the 
Rouen and Havre, is of opinion, from his experience in both countries, 
that the greatest benefit would result from the appointment of a 
Government Board, to which should be committed the examination of 
all projects for the construction of Railways, with power to veto them 
if disapproved. 

In France all schemes must first be submitted to and approved of 
by a Government Board ; but notwithstanding their having obtained 
the sanction of such a Board, they are still, as in England, referred to 
a Parliamentary Committee; but that Committee does not, as in 
England, hear counsel and receive evidence on all manner of details, 
but merely decides on the materials submitted to it ; and it is only 
when any difficulty occurs, or explanation is required, that a member 
of the Government Board is called before it, or some superior person 
in the confidence of the promoters of the project, who supplies the 
additional information required, in order to enable it to arrive at a 
correct decision. This part of Mr. Reed's evidence is not materially 
contradicted by another witness, Mr. D. Salomons, who states that 
the Commission of the Chambers may alter and modify a project, and 
that " it does hear evidence in one way or other." What Mr. Reed 
wished more particularly to convey was merely that the inquiries, 
which are conducted at so much expense, and occupy so much time 
before Committees of the Houses of Parliament in this country, are 
unknown in France; and that the Commission of the Government 
Board of that country, though it does not decide finally whether a par- 
ticular project shall be adopted or rejected, is invested with the power 
of determining, after due inquiry, whether or not it shall be submitted 
at all to the Chambers. In the one case the State wishes only to un- 
derstand the merits of a project before allowing it to be brought for- 
ward, and adopts the means believed to be most conducive to the 
attainment of that end ; in the other a project is at once suffered to be 



ACTS ENACTMENTS. Ivii 

brought forward, without having been subjected to the ordeal of an 
examination before a department of the Executive entrusted with the 
care of the public interests, which, should no opposition be offered on 
the part of existing Companies, the owners of property, or the pro- 
moters of rival projects, are here but little regarded ; while, on the 
other hand, parties can only hope to succeed in their opposition by 
the employment of counsel of eminence, and by bringing forward wit- 
nesses, often from a distance, and maintained in London for weeks at 
a heavy expense. 

Some idea may be formed of the magnitude of the sums absolutely 
wasted in this country, before Bills can pass through Committees, 
from a Return just made by the Eastern Counties Railway Company to an 
Order of the House. The line, which is 51 miles in length, cost 
45,190/. in Parliamentary expenses. The other preliminary expenses, 
such as cost of engineering, &c., amounting to 48,650/., are separately 
stated. The Parliamentary expenses of the London and Birmingham 
I have been stated at 650/. per mile ; of the Great Western at 1,000/. 
per mile. No wonder that foreigners hold up their hands in astonish- 
ment when they hear of this enormous waste. The sums paid for 
land by the Eastern Counties amounted to 809,950/., or about 12,000/. 
per mile, alone exceeding the whole cost per mile on most of the 
Gierman lines, and on several of the Belgian. The London and Bir- 
mingham and the Great Western paid 6,300/. each per mile for lands. 
In the case of the Rouen and Havre line, Mr. Reed states that 6,000/. 
was paid to three gentlemen who made considerable exertions to obtain 
the Act, but that the expenses incurred in the inquiry before the 
Board, and up to the time the Act was obtained, amounted in all only 
to 700/. 

The allowing, as an affair of course, the projectors of a Railway, on 
giving the prescribed notices, to drag existing Companies or owners of 
jiroperty on the proposed line before a Committee of the House of 
Commons, is an evil the magnitude of which can hardly be over-rated. 
Many of the schemes lately brought forward were, on the face of them, 
quite unworthy of being entertained ; some were started for gambling 
purposes, and not a few with the object of compelling existing. Com- 



Iviii REPORT ON RAILWAY 

panies to come to terms in order to avoid a troublesome and expensive 
contest. Mr. Peto mentions one instance within his own knowledge, 
where, though the line was utterly impracticable, and the Bill never 
went beyond the Standing Orders Committee of the House of Com- 
mons, the solicitor's account, which did not include the expenses of 
engineers and various other outlays, amounted to no less a sum than 
82,000/. 

Your Committee are happy to perceive that the causes of the failure 
of the Committee of the Board of Trade to answer the ends for which 
it was appointed, are satisfactorily explained by many of the witnesses 
whom they have examined. Mr. Robert Stephenson attributes the 
failure not to any incompetency on the part of that Committee, but to 
the faulty system pursued by them in receiving evidence in private. 
Without entering on the question whether, if that Committee had 
been properly supported oy the Government, a different result might 
have been expected, it is sufficien to state that no conclusion against 
the placing Railways under the supervision of a department of the 
Executive can be fairly drawn from that failure. The Committee of 
the Board of Trade took more enlarged views of the object for which 
they were appointed than the Legislature and the public in general 
were then prepared for ; but after the experience of the last two years, 
the conviction has become general that something more is required 
thui merely to decide between the conflicting claims of contending 
parties, and that Railways are of too much importance to the commu- 
nity to allow of their being any longer viewed as subordinate to the 
interests of individuals. Objectionable as the mode of proceeding 
before Committees confessedly is, and erroneous as their decisions 
may sometimes have been, this evil, great as it is, sinks into insignifi- 
cance in comparison with that to which the country has been exposed 
from the want of a Board of high character connected with the Exe- 
cutive Government to watch over the public interests in Railway 
affairs. Such a Board, pursuing an enlightened system in sanctioning 
or rejecting proposed lines, keeping constantly in view the necessities 
of the country and the protection of the public from excessive exac- 
tions for the conveyance of goods and passengers, and taking due 



ACTS ENACTMENTS. lix 

adnmtage of erery suitable opportunity that may present itself for 
obtaimng a reduction of fares and charges, and uniformity both with 
reference to prices and classification, would soon obtain the confidence 
of the public and command the respect of the Legislature. Though 
Pariiament would still have the power of deciding in the last resort, it 
would no longer be forced to encumber itself with preliminary inqui- 
ries which might be so much more advantageously conducted before 
a tribunal proceeding according to a more judicious system, thoroughly 
acquainted with Railway affairs, and therefore peculiarly qualified for 
the task confided to it. The hopelessness of shaking the confidence 
of Parliament in the Board, which would result from unsuccessful 
attempts, could not fail to induce a disposition to acquiesce in its 
dedakms, and thus the spirit of gambling which is so much fostered 
by decisions var3ning with each other in principle, would experience a 
Mikras check. 

lliat part of the functions of the proposed Government Board which 
rdates to the supervision of existing Railways, in order to secure the 
publie against a capricious exercise of their powers, and unreasonable 
Cues and charges, might not.be so palatable to Companies as the 
power to interfere in the origination of new schemes. Your Com- 
mittee, are, however, thoroughly persuaded that a due regard to the 
poblic interests essentially requires that Companies, in the exercise of 
their powers, should be placed under a vigilant supervision. A 
Board of high character and influence, possessing an extensive know- 
ledge of the wants of the different parts of the kingdom, might be 
enabled, through the information derived from one quarter, to induce 
the Directors of the Railways in another to introduce improvements 
into their scales long before they might resolve on doing so of their 
own accord. Mr. Smith, of Deanston, for instance, states that the 
greatest benefit may be expected from the conveyance of fat cattle on 
Railways, as they can only be driven for a very short distance. Now 
on many of the Railways the Directors have from the first maintained, 
and ftill maintain, a scale of charges for cattle which utterly excludes 
them from Railways. Captain Laws, a Director on two or three 
Railways, and who has the management of the traffic on the Manchester 

E2 



IX REPORT ON RAILWAY 

and Leeds Railway, recently stated before another Committee that 
Railway Companies, by fixing their fares for cattle and sheep too high, 
depriyed the public of the benefit of the conveyance by Railways ; that 
though the present rates are only about a third of those with which 
they started, and though the reduction has greatly increased the traffic, 
the majority of the cattle and sheep are still driven, to their great 
detriment. An intelligent supervision would have led to the correction 
of this evil long before this, and prevented the ignorance or obstinacy 
of Directors from inflicting so serious an injury on the public. 

A pretext has been set up by Companies, that the great outlay by 
them on their lines ought to secure them from all interference with a 
view to a reduction of fares, so long as the profits of the undertakings 
do not allow such dividends as would constitute a fair return on their 
capital. Though fares so high as to interfere with the interests of the 
country ought in no case to be allowed, and the principle of deter- 
mining fares by the returns which capital ought to obtain is not to be 
recognized, yet .it may not be irrelevant to observe, that even if the 
amount of capital sunk in a line were to be taken as a criterion, it 
would be necessary to distinguish between the original outlay on a 
line, and the amount to which the capital of a Company has been 
swelled by the mode adopted in purchasing and amalgamating with 
other lines, and in providing for extension and branch lines. It is 
quite clear that the original outlay on lines, including all the extra- 
vagant purchases of land, and the wasteful expenses incurred in 
surveys, and in the proceedings before the Parliamentary Committees, 
falls far short of the amount of stock which has been created. Your 
Committee are unable to state with exactness the amount of money 
divided, or to be divided in this country, among proprietors, as pre- 
miums on new shares, but they conceive it cannot fall much short of 
50 millions. The payment of large sums to obtain the consent of 
competing lines to amalgamations, which at one time excited so much 
sensation, was not so objectionable in itself as in the use that was 
made of such amalgamations, and of the power to raise money for the 
extension of old, and the construction of branch lines. By issuing 
shares representing capital to an amount far beyond that of the money 



ACTS ENACTMENTS. Ixi 

required, in order to enable proprietors to dlyide among themselves 
large premiums, sums W^re pocketed by proprietors, which, if applied 
to the purposes of the lines, would have rendered a corresponding 
issue of shares unnecessary, and in so far diminished the amount of 
stock created. Of these practices a striking illustration has already 
been given by your Committee, from the Report from the Select 
Committee on Group (58) of Railway Bills, relating to the Hull and 
Selby Railway Purchase Bill, and the Great North of England Rail- 
way Purchase Bill. Were an account taken of the sums already 
divided and to be hereafter divided among proprietors in this objection- 
able way, and of the expenditure incurred in buying off parties sup- 
posed to possess powerful interest, and in proceedings before Com- 
mittees, which at a low estimate alone must have exceeded 25 millions, 
diey would have been found sufficient for the construction of trunk 
fines for the whole country. 

The whole of the State lines of Belgium, of which 145 miles were 
doable, and 202 miles single, cost only 5,945,148/. 

The whole of the capital required for the magnificent system of 

Railways executed and in the course of execution, and projected in 

France, down to the autumn of 1845, by which the commercial wants 

and the military defence of that great kingdom were provided for, does 

! not exceed the sums divided and to be divided by a few English Com- 

i panies among the proprietors in the shape of premiums. 

i The capital for the lines conceded and executed in France, down to 

the 3l8t July, 1845, amounted to 8,576,000/. ; and among these lines 

are those from Andrezieux to Roanne, from Bordeaux to La Teste, 

from Montpellier to Cette, from Muhlhausen to Thann, from Paris to 

Orleans, from Paris to Rouen, from Paris to St. Germain, from Paris 

to Versailles, from St. Etienne to Lyons, from Strasbourg to Basle, 

the line of the Gard and the mines of La Grande Combe. The capital 

for the lines in the course of execution at the above period amounted 

I to 14,100,000/. The capital for the lines and branches to be conceded 

in 1845-6, voted in the Session of 1845, amounted to 32,360,000/. 

I The capital required for the lines remaining in the state of report at 

I the elose of the Session of 1845, excluding a few branches not finally 



Ixii REPORT ON RAILWAY 

decided on, amounted to 9,520,000/. All these sums taken together 
amount only to 64,566,000/. This was the estimated amount of the 
capital necessary to complete the French Railways at the period 
alluded to, though indeed additions have been subsequently made. 
Such is the manner in which sums have been withdrawn from the 
purposes of the public deemed sufficient for the construction of Rail- 
ways, on a magnificent scale, for the greatest Continental kingdom, 
where local difficulties are often formidable, and where the outlay for 
earthwork, masonry, and ironwork is as high as in England, and 
which if applied to their legitimate purposes, would have left no part 
of Great Britain without the benefit of Railways. 

If we assume the average cost of the construction of Railways in 
Prussia to be 12,000/. per mile, which, judging from those already 
executed, is certainly rather above than below the mark, the whole 
expenditure on 3,200 miles of Railway by which the surface of a 
kingdom containing a population nearly equal to that of England, 
will be covered as with a network, will not exceed 36,000,000/., — a 
fraction only of the money withdrawn here from its legitimate pur- 
poses. 

Part of the evidence taken by your Committee has reference to con- 
sequences with which the establishment of Railways has been attended, 
to a branch of the public revenue intimately connected with the con- 
venience and welfare of the great body of the people. Before the 
establishment of Railways, the Post-office, according to Mr. Stow, 
paid for the carriage of the mails, including the coaches, something 
under 2d. a mile; but the charges demanded by the Railways are 
much higher ; and in the case of one Railway, the North Union, they 
amount to no less than 2«. 9^1 </. per mile. The aggregate charge for 
carrying the mails in Great Britain was, in 1836-7, before Railways 
were adopted, 53,293/. 18«. 4d. or lf^</. per mile per day, for 18,090 
miles ; but partly in consequence of the increase of letters and parcels 
through the introduction of the penny post, and partly in consequence 
of the high sums charged by some Railways, the aggregate charge is 
now much higher. 

In 1846, as appears by a return from the Post-office, the number 



ACTS ENACTMENTS. Ixiii 

of miles travelled daily by mail-coaches had been reduced to 11,473, 
while the amount paid per annum was 45,729/. 10«. 6<f., or 2J JJ. per 
mile per day. But besides this sum, there is paid yearly to Railways 
no less than 102,185/. 6s. lOd. ; the two amounting together to 
147»914/. 17«. 4d. Mr. Robert Stephenson, who has been exten- 
sively employed in arbitrating between the Post-office and Railway 
Companies, states that the principal difference between Captain Har- 
ness, on the part of the Post-office, and himself, was this, that Captain 
Harness contended that if a line run six trains a day, and a seventh 
were wished by the Post-office, it should only pay the bare cost of that 
seventh train ; but that he said, *' No ; we ought to negotiate with the 
Post-office as with other parties ; there is no law that exempts them 
from the ordinary mode of transacting business \** therefore he had 
invariably maintained that the total establishment of the Railway ought 
to be taken, and a portion of the charges placed to the account of that 
one train ; observing, significantly that if the Legislature had made a 
law that they should be treated differently, well and good ; but that he 
took the law as it stands. Mr. Reed states that in France they are 
obliged by every train to reserve a compartment of a carriage, conve- 
nient for a person to ride in, for the Post-office guard, with his bag of 
letters, without any remuneration ; and a similar system seems to pre- 
vail on all Continental Railways. When a separate train is required, 
it is paid for by the State. In this country the mail proceeds along 
some lines at an hour of the night when there are no passengers ; and 
there are therefore reasons why a difference should be made between 
such lines and the Great North of England, where the train for the 
mail runs at a reasonable time, and carries numerous passengers. 
Your Committee conceive that in all cases where the mail is carried by 
passenger trains, no charge whatever should be made against the 
1 Post-office ; and that when the mail is conveyed at times when there 
are no passenger trains, the charge should in no case exceed the addi- 
tional expense to which railways may be put by running such trains. 

In France and other Continental countries. Railways are also 
obliged to convey soldiers, sailors, and police, and their baggage, 
either gratis, or at rates disproportionately low. It might, perhaps, 



Ixiv REPORT ON RAILWAY 

be advisable in this country, in the case of all bodies of men in the 
service of the public, to fix scales of fares merely sufficient to cover 
the additional expenses to which their conveyance might subject Rail- 
way Companies. 

Your Committee will now briefly recapitulate the points which they 
conceive ought to be aimed at in our future Railway system. 

1. No future lines, either for main trunks or branches, should be 
ceded, except for terms of years. 

2. Full and accurate accounts of the proceedings of Railway Com- 
panies, embracing their whole receipts and expenditure, should be 
laid from time to time before Parliament. 

3. As all idea of the construction of new lines where they are not 
called for by the wants of districts, in order to give the public the 
benefit of competition, must be abandoned, in return for their mono- 
poly. Companies ought to submit to an efficient system of control, 
with a view to the security of the public against extravagant fares and 
charges, and the adoption of uniformity on the different lines in the 
scales and the mode of charging. 

4. An end should at once be put to the system of issuing more new 
shares than are required to cover necessary outlays, in order to divide 
premiums among proprietors and thereby swell the amount of nominal 
stock beyond the actual outlay. 

5. In order to provide efficiently for the superintendence of Rail- 
ways, and iu order that the intentions of Parliament may not be de- 
feated by the Directors of Companies, and in order also that a judicious 
Railway system may be ensured, and a cheaper and more effective 
mode of conducting preliminary inquiries than that which now takes 
place before Parliamentary Committees, may be adopted, a Board or 
Department of the Executive should be appointed, with power to em- 
ploy Inspectors, Surveyors, and other officers, to aid them in conduct- 
ing their inquiries. Such a Board, to which Railway affairs might be 
entrusted, would, from the knowledge it could not fail to acquire, 
be enabled to judge what lines are necessary for the supply of 
the wants of the country, how far a given project may be conducive 
to that end^ and to supply Parliament with such information as may 



ACTS ENACTMENTS. IXV 

e of use in enabling it to legislate in the way most beneficial to the 
abUc. 

6. Railway Companies should be obliged to carry the Post-office 
lails by passenger trains free of all charges ; and at times when there 
re no passenger trains, for the additional expense thereby occasioned, 
lie alterations which may be advisable in the case of soldiers, sailors, 
nd other bodies of men in the public service, have not been considered 
V your Committee. 

2bih August, 1846. 



CAP. CV. 
AN ACT FOR CONSTITUTING 

COMMISSIONERS OF RAILWAYS. 



28th AUGUST, 1846. 



WHEREAS by an Act passed in the Fourth Year of 
3 & 4 Vict. c. 97. the Reign of Her Majesty, intituled " An Act for 
Regulating Railways ;" and by another Act passed in 
the Sixth Year of the Reign of Her Majesty, intituled 
5 & 6 Vict. c. 55. " An Act for the better Regulation of Railways, and 
for the Conveyance of Troops ;" and by another Act 
passed in the Eighth Year of the Reign of Her 

7 & 8 Vict. c. 85. Majesty, intituled " An Act to attach certain Condi- 

tions to the construction of future Railways autho- 
rised, or to be authorised, by any Act of the present 
or succeeding Sessions of Parliament, and for other 
Purposes relating to Railways^" and by two other 

8 & 9 Vict. cc. 20 Acts passed in the last Session of Parliament, for 
and 3.3. consolidating in One Act certain Provisions usually 

inserted in Acts authorising the making of Railways, respectively, 
and by sundry Local Acts of Parliament, certain Powers with respect 
to Railways, are vested in the Lords of the Committee of Her Ma- 
jesty's most Honourable Privy Council for Trade and Foreign Planta- 
tions ; but it is expedient that a separate Department be constituted 
for these Purposes, and for other Purposes relating to Railways: 
Be it enacted by the Queen's most Excellent Majesty, by and with 
the Advice and Consent of the Lords Spiritual and Temporal, and 
Conmions, in this present Parliament assembled, and by the authority 
Her Majesty em- ^^ *^® same. That it shall be lawful for Her Majesty, 
powered to ap- by Warrant under the Royal Sign Manual, to appoint 
point Commissi- any number, not more than Five Persons, to be Com- 
OnTof wbimT missioners of Railways, and from time to time at Her 
be President, and pleasure to remove all or any of the said Conunission- 
from time to time ers, and to appoint others in their stead, and to appoint 
remove tuem. Qne of the said Commissioners to be Aeir President ; 
and any two of the said Commissioners shall be competent to act in 
the execudon of the powers vested in them by this Act; and upon 
any vacancy in the number of the said Conunissioners, it shall be 
lawful for the surviving or continuing Commissioners, not being less 
than two, to act, and their acts shall be as valid as if no such vacancy 
bad occurred; and every such appointment, or new appointment. 



ACT FOR CONSTITUTING COMMISSIONERS OF RAILWAYS. Ixvil 

and also the day on which the said Commissioners shall hegin to act 
in execution of this Act, shall be published in the London Gazette, 

II. And be it enacted, That from and after the day Power of Board 
which shall be so specified in the London Gazette as the f/jrJj**^^ Com- 
day on which the said Commissioners shall begin to missioners. 

act in execution of this Act, all the powers, rights, and 
authority now vested in or exercised by the Lords of the Committee 
of Her Majesty's Privy Council for Trade and Foreign Plantations 
by virtue of the recited Acts, or by any other Act of Parliament, or 
otherwise howsoever, with respect to any Railway, or intended Rail- 
way, shall be transferred to and vested in and exercised by the Commis- 
sioners of Railways, as fully as if they had been named in the said 
several Acts of Parliament instead of the Lords of the said Com- 
mittee ; and all provisions of the said Acts shall be deemed to apply 
to die said Commissioners instead of the Lords of the said Com- 
mittee ; and all proceedings now pending before the Lords of the said 
Committee, or carried on under their authority, shall be continued 
and carried on by and before the said Commissioners, who shall have 
and exercise the same powers, rights, and authority in respect of all 
such proceedings as if they had been originally commenced before 
the said Commissioners. 

III. And be it enacted. That an Office shall be pro- An Office to be 
▼ided in London or Westminster, under the Directions {jrDireiti^n^of 
of the Commissioners of Her Majesty's Treasury, for the Treasury. 
the use of the Commissioners appointed under this 

Act, at or to which all Notices and other Documents shall be given 
or sent which are now by law required to be given or sent at or to the 
Office of the Lords of the said Committee. 

rV. And be it enacted. That the Commissioners of Documents seal- 
Railways shaU cause a seal to be made for the pur- J^^Jj ^ be^Evi- 
poses of their Commission, and all Orders and other dence. 
Documents proceeding from the said Commissioners, 
and purporting to be sealed or stamped with the seal of the said 
Commissioners, and signed by two or more of the said Commis- 
sioners, shall be received as Evidence of the same respectively, in all 
Courts and before all Justices and others, without any further proof 
thereof! 

V. And be it enacted, That the said Commissioners Commissioners to 
may appoint, and at their pleasure remove, a Secre taiT° Officers^ &c". 
tary, and so many other Officers and Servants as to subject to the ap^ 
them, subject to the approval of the Commissioners proval of Trea- 
of Her Majesty's Treasury, shall appear necessary for """T^* 
carrying on the business of the said Commission. 

VI. And be it enacted, That the President and Two Payment of Sa- 
other Commissioners, and the Secretary, Officers, and Jjlgg'on^ oSl 
Servants of the said Commissioners, shall be paid by cers & Servants, 
sach Salaries as shall be from time to time appointed 



Ixviii ACT FOR CONSTITUTING 

by the Commissioners of Her Majesty's Treasury, not exceeding the 
sum of Two Thousand Pounds in the case of the President, and the 
sum of One Thousand Five Hundred Pounds in the case of either of the 
Two other paid Commissioners, and in the case of the Secretary and other 
officers and Servants of the said Commission, such fit Salaries as shall 
be from time to time appointed, with due reference to their several 
stations, and the duties they will have to perform. 

Presidentnotdis- VII. And be it enacted, That the Office of the said 
PMliamen? *** *° President shall not be deemed such an Office as shall 
render him incapable of being elected or of sitting or 
voting as a Member of the Commons House of Parliament, or as shall 
avoid his election if returned, or render him liable to any Penalty for 
sitting or voting in Parliament. 

Unpaid Commls- VIII. And be it declared and enacted. That the 

quSified°to siUn ^^^® °^ ^^^ °*^®' **^ ^^® **^^ Commissioners who 
Parliament. shall not be entitled to receive a Salary by reason of 

his appointment to such Office, shall not be deemed 
such an office as shall render him incapable of being elected, or of 
sitting or voting as a Member of the Commons House of Parliament, 
or as shall avoid his election if returned, or render him liable to any 
Penalt}' for so sitting or voting ; and if any such unpaid Commissioner 
shall be a Member of the House of Commons at the time of his 
appointment, his acceptance of such appointment shall not avoid his 
election or vacate his seat in Parliament ; and for the purpose of 
distinguishing which Commissioners are qualified to sit in Parlia- 
ment under this Act, the Warrant appointing any such Commissioner 
shall specify that he will not be entitled, by virtue of such appoint- 
ment, to receive any Salary or Remuneration whatsoever. 

Commissioners to JX. And whereas in some cases Railway Com- 
now vesteJ^nThe P*^^®^ have exceeded the powers given to them under 
Board of Trade. ^^^ Acts constituting them, or have otherwise acted 
contrary to the provisions of the said Acts, or of the 
general Acts for regulating Railways ; be it enacted. That it shall be 
the duty of the said Commissioners to prevent any such unlawful 
proceedings, by the exercise of any powers now vested in the Lords 
of the said Committee. 

Commissioners to X. And be it enacted. That it shall be the duty of 
Report to Her ^^le said Commissioners to Examine and Report to 
Hoiwes of'parUa- Her Majesty and \noth Houses of Parliament upon any 
ment upon any subject relating to any Railway, or proposed Railway, 
case specially re- ^hich shall be specially referred to them for their 
ferred to them, q^^^qj^ ^yy Her Majesty, or by either House of Parlia- 
ment ; and in the case of any application to Parliament for any Act 
for making or maintaining any Railway, it shall be their duty, if so 
directed by Her Majesty, or by the authority of either House of Par- 
liament, to Inquire and Report, on local inspection or otherwise— 



COMMISSIONERS OF RAILWAYS. ixix 

Firstly — Whether there are any lines or schemes competing with 
the proposed Railway ; 

Secondly — Whether by such Bill it is proposed to take powers for 
uniting with such Railway, or proposed Railway, any other 
Railway or Canal, or to purchase or lease any Railway, Canal, 
Dock, Road, or other public work, undertaking, or easement ; 

Thirdly — Whether by such Bill it is proposed to constitute any 
Branch Railway, or any other work in connection with the 
proposed Railway; 

Fourthly — Whether any Plans, Maps, and Sections of any such 
proposed Railway, which pursuant to any Order of either House 
of Parliament shall have been deposited in their office are cor- 
rect, and if not, in what particulars and how far they are 
incorrect, and whether or not, in the opinion of the Commission- 
ers, such errors as they shall find are material to the object for 
which such plans and sections are required. 

XI. And be it enacted, That for the purposes Commissioners 
aforesaid, the said Commissioners shall be empowered 80^^^^^^^*°*°' 
by themselves, or by such Inspectors as they shall proposed Bail- 
appoint for that purpose, to inspect and survey any ways. 
proposed line of railway, and for the purposes ^^ 4 », r vi t 

any such survey, they and their Inspectors shall have ^ '*^' 

all the powers which under an Act passed in the Fifth Year of the 
Reign of Her Majesty, intituled " An Act to authorise and facilitate 
the completion of a survey of Great Britain, Berwick-upon-Tweed, 
and the Isle of Man," any officers or persons appointed by or acting 
under the orders of the Master- General and Board of Ordnance, have 
for the purpose of making and carrying on any survey authorised by 
the last- recited Act ; and all the provisions of the last- recited Act in 
anywise relating to any such survey shall be deemed to apply, so far 
as they are applicable, to any survey which may be directed by the 
saud Commissioners under this Act, provided that all allowances and 
payments made under this Act of the same kind as those which by 
the last-recited Act are to be paid out of the aids granted by Parlia- 
ment to Her Majesty on account of the Board of Ordnance, and also 
all other expenses incurred by the Commissioners in making such 
survey and inspection, shall be paid by the Provisional Committee or 
Directors, or other persons who shall be the promoters of the said 
intended Railway ; and in case of non-pa3rment of the same in any 
case, the amount of such allowances, payments, and expenses, shall 
be deemed a specialty-debt due to Her Majesty from such Committee- 
men, Directors, and other persons, and each of them severally, and 
shall be sued for and recovered accordingly. 

XII. And be it enacted. That 'this Act may be This Act maybe 
amended or repealed by any Act to be passed in this ^"•'^^^•d, &c. 
Session of Parliament. 



CAP. LVIL 
AN ACT FOR REGULATING 

THE GAUGE OF RAILWAYS. 



18th AUGUST, 1846. 



WHEREAS it is expedient to define the gauge on 
RSlwayssSe which Railways shaU be constructed: Be it enacted 
made. hy the Queen's Most Excellent Majesty, by and with 

the advice and consent of the Lords Spiritual and 
Temporal, and Commons, in this present Parliament assembled, and 
by the authority of the same. That after the passing of this Act it 
shall not be lawful (except as hereinafter excepted) to construct any 
Railway for the Conveyance of Passengers on any Gauge other than 
Four Feet Eight Inches and Half an Inch in Great Britain, and Five 
Feet Three Inches in Ireland : Provided always, that nothing herein- 
before contained shall be deemed to forbid the Maintenance and Re- 
pair of any Railway constructed before the passing of this Act on 
any Gauge other than those herein- before specified, or to forbid the 
laying of new Rails on the same Gauge on which such Railway is 
constructed within the Limits of Deviation authorized by the several 
Acts under the authority of which such Railways are severally con- 
structed. 

Exception of cer- H* And be it enacted. That nothing herein-before 
tain Railways. contained shall apply to any Railway constructed or 

to be constructed under the provisions of any present 
or future Act containing any special enactment defining the Gauge 
or Gauges of such Railway, or any part thereof, or to any Railway 
which is in its whole length southward of the Great Western Rail- 
way, or to any Railway in any of the Counties of Cornwall, Devon, 
Dorset, or Somerset, for which any Act has been or shall be passed 
in this Session of Parliament, or to any Railway in any of the last- 
mentioned Counties now in course of construction, or to the two Rail- 
ways severally to be constructed under the authority of two Acts 

passed in this Session of Parliament, severally in- 
9& 10 Vict. c. 166. tituled, "An Act for making a Railway from the 

Great Western Railway at West Drayton to Ux- 



ACT FOR REGULATING THE GAUGE OF RAILWAYS. Ixxi 

bridge in Middlesex," and "An Act for making a 9&10Vict.c.236. 
Railway from the Great Western Railway at Maiden- 
head in Berkshire to the Town of High Wycomhe, in 
the County of Buckingham," or to so much of an 
Act passed in this Session, intituled "An Act to 9<ilOVict.c.278. 
authorize certain Extensions of the line of the 
Oxford, Worcester, and Wolyerhampton Railway, and to amend 
the Act relating thereto, as authorizes the construction of a 
Branch Railway from the Oxford, Worcester, and Wolverhampton 
Railway to the Town of Witney, in the County of Oxford ; or to an 
Act passed or which may be passed in this Session of Parliament, ' to 
authorize the construction of a Railway from Melin-y-Manach to 
Rhydydefydd in the County of Glamorgan.' '* 

III. And be it enacted, That the several Railways Certain Railways 
authorized to be constructed by an Act passed in the Ga^ge"*^*®™*^ 
last Session of Parliament, intituled ''An Act for 8 & 9 Vict. c. 190. 
making a Railway, to be called ' The South Wales 

Railway,' " and by an Act also passed in the last 
Session of Parliament, intituled " An Act for making 8 & 9 Vic. c. 191. 
a Railway from Monmouth to Hereford, with Branches 
therefrom to Westbury, and to join the Forest of Dean 
Railway, and by two Acts passed in this Session of 
Parliament, severally intitided " An Act for com- 9 & 10 Vict, 
pleting the line of the South Wales Railway, and to 
authorise the construction of an Extension and cer- 
tain alterations of the said Railway, and certain 
Branch Railways in connection therewith," and " An 9 & 10 Vict. 
Act for making a Railway Conmiunication between 
the City of Bristol and the proposed South Wales Railway in the 
County of Monmouth, with a Branch Railway therefrom, shall be 
constructed on the Gauge of Seven Feet 

IV. And be it enacted, That it shall not be lawful Gauge not to be 
after the passing of this Act to alter the Gauge of any ®^^"d. 
Railway used for the conveyance of passengers. 

V. And be it enacted, That nothing herein-before Provision as to 
contained shall be deemed to affect the provisions of JJ® i?*'**'^ ^ 0°*^ 
two Acts passed in the last Session of Parliament, re- ford, Worcester, 

I spcctively intituled *' An Act for making a Railway & Wolverhamp- 
i from the City of Oxford to the Town of Rugby," and JP? ^ S'^^y"', aa 
I •• An Act for making a Railway from Oxford to Wor- « & 9 vict* c. iSi 
I cester and Wolverhampton," with respect to the Gauge 
1 on which they are to be formed, or the additional rails which, accord- 
* ing to the several provisions of the last two recited Acts are to be or 
I may be laid down and maintained on the Railways thereby autho- 
1 rized, or with respect to the powers thereby conferred on the Com- 
, mitsioners of Her Majesty's Privy Council for Trade and Foreign 



Ixxii ACT FOR REGULATING THE GAUGE OF RAILWAYS. 

Plantations concerning the construction and use of the Railways 
thereby authorized. 

Penalty on Com- VI. And be it enacted, That if any Railway used 
^f^'tiiie'^ Rail ^°^ *^® conveyance of passengers shall be constructed 
ways contrary to or altered contrary to the provisions of this Act, the 
this Act. Company authorized to construct the Railway, or, 

> in the case of any demise or lease of such Railway, 

the Company for the time being having the control of the works of 
such Railway, shall forfeit ten pounds for every mile of such Railway 
which shall be so unlawfully constructed or altered, during every day 
that the same shall continue so unlawfully constructed or altered ; and 
in estimating the amount of any such penalty any distance less than 
one mile shall be estimated as a mile. 

Railways con- VII. And be it enacted, That over and above the 
to"Sih(^Act*may Penalty hereinbefore provided, if any Railway used for 
be abated. ^^^ conveyance of passengers shall be constructed or 

altered contrary to the provisions of this Act, it shall 
be lawful for the Commissioners of Her Majesty's "Woods, Forests, 
Land Revenues, Works, and Buildings, or for the Lords of the Com- 
mittee of Her Majesty's Privy Council for Trade and Foreign Plan- 
tations, to abate and remove the same or any part thereof so con- 
structed or altered contrary to the provisions of this Act, and to re« 
store the site thereof to its former condition. 

Recovery of Pe- VIII. And be it enacted, That all penalties under 
nalties. ^.jjjj ^^j. ^^^y ^^ recovered from the Company liable 

to pay and make good the same, as, under the provi- 
sions of an Act passed in the last Session of Parlia- 
8 & 9 Vict. c. 20. ment, intituled ** An Act for consolidating in One 
Act certain provisions usually inserted in Acts autho- 
rizing the making of Railways, a penalty for any infringement of the 
last-recited Act is recoverable against a Company authorized to con- 
struct a Railway. 

This Act may be IX. And be it enacted. That this Act may be 
amended, &c. amended or repealed by any Act to be passed in this 
Session of Parliament 



ABSTRACT 

OF THE 

ACT TO FACILITATE THE DISSOLUTION 

I 

I OF 

! CERTAIN RAILWAY COMPANIES. 



3rd JULY, 1846. 



ssmoNs. 

I. Persons who shall have entered into a contract for the for- 
mation of a Company for making a Railway, may 
dissolve the same pursuant to this Act. 

II. Committee, &c., may call meetings of Shareholders to con- 
sider Dissolution. 

III. Shareholders may require Committee to call meeting, and 
in default may call it themselves. 

IV. Meeting to be held, duly called, although certain votes may 
be disallowed. 

V. Notice of Meeting to be by Advertisement. 

VI. Notices to specify the Day, Hour, &c., of Meeting. 

VII. Chairman to be elected by a Majority of Committee, if 
present. Chairman to have a casting vote. 

VIII. Chairman bound to put questions proposed, and no other 
business to be transacted. 

IX. Three Scrutineers to be elected. 

X. Case of the Chairman not being entitled to vote. 

XI. In the event of a Quorum not being present at such 
Meetings, the same to be adjourned, and Votes of persons 
present at original and adjourned Meetings to be re- 
ceived as if given at one and the same Meeting. 

XII. As to the Right of parties entitled to vote at Meetings 
of the Shareholders. 

XIII. Scale of Voting. 

XIV. Proxies shall be signed before a Master in Chancery in 

England, or Sheriff, &c., in Scotland. 

XV. Number of Persons, &c., necessary to constitute a Meeting. 
Majority must consist of at least three-fifths of the votes 
of persons present. 



Cliereby lutborized. 






:tcd, That 



, of pa», 



rr lo or slteri;d cunlrary to the piovtEaons oftiua J 
Company auihorizad to constnict the Bul^ 
in the caie ot any demise or ieiue of such ]~ 
the Company for the time being having the conliol of Il>e1| 
such Railway, shall forfeit ten pounds for every mile of sti 
wiiicb shall be ao unlawAiUy conatmcted or altered, during ei 
that the same shall coQliuue bo unlawfuDy constructed r" -^— 
in estimating the amotuit of any cuch petigllj aaj disti 
lae mile shall be etliuiKted as t mile. 

RallvBT' ™n. Vir. And be il enacted, Thai over > 
u"uiu^*ct'inlir PEi'ltyl'ereinbefDre pro?ided, if anyRallwayJ 
Ik nbatad. "iB conveyauee of passengers shall be ci 

aliered contrary lo the provisions of this Act, I 
bfl lawful (br the Coinmitsionera of Her Majesty's Woods, f 
Land Reveuueii, Works, and Buildings, or for the Lords of tk 
nitlee of Her M^esty's Privy Council for Trade and fan _ 
aiiona, to abate and remove the same or any part thereof J 
trucled or altered contrary to the provisions nf this Act, a 
lore the site thereof to its former condition. 

lecorery at Pe- VIll. And be it enacted, That aU penaltia 

'^''"- this AM may be recovered from the Compar 

to pay and maiB good the same, as, under d 

sioasofsnAct pasted in the last Seirioo of 

Ift 9 Vict, c, ao. ment, intituled "An Act for consoUdaliDgl 

Aet certain pTovisjons usually inserted in Aov 

iiing the making of Railways, a penalty for any intringemi 

asl-rccitod Act is recoverable against a Company authoruHt 

slruot a Railway. 



IX. And be it enacted. That this 
tmended of repealed by auy Act lo b( 
Session of ParliuncnL 



Act i 



I>A.RLIAMEP 



■i RAILWAYS. 

It applied [a Railwi 
' ' ibe Htli of AugUi 

d the PontoiiiBlEr-l 
■ "ivey the mails, by 
■'-' Company,— w hi el 

'^rmge should ba 
' and nlbu that there 
^l^tl a aepacilG cur 
■~'r empowereii 10 dir 
"=(. in lieu of the Con 

■*'OuId he subject to 80 

"^.Vajiceof the mail. Bf 

■««■ sliQuij be allowed 1 

*V^*S but If anj o:.oaa 

f**' «tttieclio tlie coiid 

^ of default in comply: 

-'■»"stet-General, the 

*^ct tten proridsa, 

**■»»! Way Compnnies 

' *^ shall be Rgroed 



*"»*- sticutltyfro 

'^ ^3r the mail'' 

^ *-^"r fiootrd 

*" **b-iw. 









Ixxiv ABSTRACT OF DISSOLUTION ACT. 

XVI. Minutes of Proceedings to be advertised. London Gazette 
to be evidence. Penalty on signing false Minutes, &c. 

XVII. Places of Meetings shall be held as specified in Notice. 

XVIII. No Votes allowed, except for Scrip, &c., actually issued or 
given before 31st March, 1846. Mode of ascertaining 

the Issues. 

XIX. Registrars of Joint Stock Companies to require return of 
Issues, but Omission of Registrar to send Notice not to 
exempt Committee from Penalties. 

XX. Committees of projected Railways in Scotland to lodge a 
Return with the Sheriflf Clerk of Edinburgh within 
Twelve Days from passing of this Act. Penalty for not 
lodging Return. 

XXI. The SheriiF Clerk to give Notice by Advertisement for 
Returns of issued Scrip, &c., to be made. 

XXII. In default of Return, Meeting may be called, which must 
represent One- third of Capital of the Company. 

XXIII. Meeting to decide if Dissolution taken to be an Act of 

Bankruptcy ; Scotland exempted. 

XXIV. If Meeting decide that Afiairs shall not be so wound up, 

&c., then they shall be wound up like ordinary Part- 
nerships. 

XXV. Dissolution not to affect Rights of Creditors. 

XXVI. If proposal of Dissolution rejected, no new Meeting to be 
called for Six Months to consider the question. 

XXVII. Any Three of the Committee, or any Creditor or Creditors, 
may Petition for a Fiat in Bankruptcy. 

XXVIII. On issuing of Fiats, Companies to be subject to the Pro- 
visions of the Acts for winding up the Afiairs of Joint 
Stock Companies. 

XXIX. Sequestration of Estates of dissolved Scotch Railway Com- 
paiHes may be awarded. 

XXX. As to new Railways by incorporated Companies. 

XXXI. Member against whom Judgment shall have been recovered 
to be repaid by Contribution from other Members, to- 
gether with costs. 

XXXII. After Dissolution of Company no Action, &c., to be brought 
by any Attorney, &c., until One Month after Bill of Fees 
shall have been delivered. Courts may refer Bills for 
Taxation to Taxing Ofiicers. 

XXXIII. Interpretation of Act. 

XXXIV. Act may be amended, &c. 



ABSTRACT 

OF THE 

SEVERAL ACTS OF PARLIAMENT 

WHICH HAVB BEEN 

PASSED IN RELATION TO RAILWAYS. 



The first general Act of Parliament which applied to Railways, was 
that which received the Royal Assent on the 14th of August, 1838, 
and which was entitled *' An Act to Provide for the Conveyance oj the 
Mails by Railway s,^' This Act empowered the Postmaster- General 
to call upon Railway Companies to convey the mails, hy notice 
in writing under his hand delivered to the Company, — which notice 
was not to be less than 28 days. It also empowered the Postmaster- 
general to demand, if he saw fit, that a carriage should be applied 
exclusively to the conveyance of the mails ; and also that there should 
be, if the Postmaster should see fit, provided a separate carriage for 
sorting letters. The Postmaster was further empowered to direct that 
the moiU should he carried in mail coaches in lieu of the Company's 
carriages. The Act then provides that for the greater security of the 
mails, the several Railway Companies should be subject to such rea^ 
sonable regulations respecting the conveyance of the mails aforesaid, 
with the proviso that no post-office officer should be allowed to inter- 
fere with, or give orders to the Engineer ; but if any cause of com- 
plaint should arise, the same was to be stated to the conductor or 
person in charge of the train, and in case of default in complying with 
the regulations laid down by the Postmaster- General, the Railway 
Company to be wholly responsible. The Act then provides, that, for 
the conveyance of the mails, the several Railway Companies shall be 
entitled to such reasonable remuneration as shall be agreed upon by 
the Companies and the Postmaster- General ; and in case of any difier- 
ence, the matter to be decided by arbitration. The Act also provides, 
that before determining the service, the Postmaster shall give six 
months' notice to the Company. But he may, in some cases, termi- 
nate it without notice. A clause provides, that any Company refusing 
to carry the mails, shall be liable to a penalty of £20. The Act also 
empowers the Postmaster- General to demand security from Railway 
Companies which may be appointed to convey the mails. It is then 
provided that the Railway Companies may, after contracts have existed 
or a period of three years, refer the matter to arbitrators to decide as 

_ 



IxXvi ABSTRACT OF ACTS OF PARLIAMENT. . 

to whether any alteration shall be made, or is necessary. These are 
the chief enactments of the Bill of 1838. 

The next General Railway Act was that which received the Royal 
Assent on the lOth of August, 1840. This Act was entitled ** An Act 
jor Regulating Railways.** It first of all provides, that no Railway 
shall be opened to the public until after a month's notice has been 
given to the Board of Trade. The penalty for a violation of this pro- 
vision the Act fixes at iS20 for every day the line remains open with- 
out this notice having been given. The Bill then enacts that all Rail- 
way Companies shall deliver returns of the aggregate traffic in pas- 
sengers, according to the several classes ; and of the aggregate traffic 
in cattle and goods respectively, as well as of all accidents that shall 
have occurred on the line, and a table of tolls and charges, to the 
Board of Trade. Should these returns not be made within 30 days 
after they shall have been required, the Company incurs a penalty of 
^20 for every day neglected. False returns are made a misdemeanor. 
The Act then empowers the Board of Trade to nominate an Inspector 
of Railways ; such Inspector to be unconnected in any way with any 
Company. The penalty for obstructing this notice is discretionary 
with a Magistrate up to £10, or three months' imprisonment. All 
bye-laws of Railway Companies to be laid before the Board of Trade 
for approval, or otherwise they will be void ; and no future bye-laws 
to be valid, until two months after being laid before the Board of 
Trade, who may disallow any bye- laws. The Board of Trade is em- 
powered to direct prosecutions against Companies, upon notice being 
given, which must be within one year after the offence. The Act then 
gives all constables and officers the power of taking into custody any 
engine-driver, guard, or porter, or other servant in the employ of a 
Railway Company, who may be found drunk, or who shall commit any 
offence against any of the bye-laws or rules of the Company ; such 
person, so in custody, to be taken before a Magistrate, and if convicted, 
may be sentenced to any term of imprisonment not exceeding two 
months, or a fine not exceeding iglO. The Act empowers the Magis- 
trate to send the case to the Quarter Sessions. Any person obstruct- 
ing an engine or carriage, to be held guilty of a misdemeanor, and to 
be liable to imprisonment, with or without hard labour, for two years. 
Any person obstructing the officers of a railway, to be liable to impri- 
sonment not exceeding two months, or a fine of £5 ; and the proceed- 
ings cannot be removed to a superior court. This Act repeals all 
provisions In Railway Acts which requires two Justices to decide dis- 
putes respecting the proper places for openings in the ledges or 



ABSTRACT OF ACTS OF PARLIAMENT. Ixxvii 

flanehes in Railways, and gives the power to the Board of Trade. The 
Act concludes by authorising the Secretaries of all Railways to signi 
on behalf of the Company, notices to the Board of Trade. 

The next Act is that which is entitled " An Act jor the better Regu- 
lation of RailwaySf and for the Conveyance of TroopSf'* which received 
the Royal Assent on the 30th July, 1842. This Act repeals the provi- 
sion of the last one which requires notice to be given of the opening 
of a Railway, but enacts that no Railway shall be opened until after 
one month's notice, and ten days' notice that it is ready for inspection 
by the officer appointed by the Board of Trade. A violation of this 
rule, rendering the parties liable to the same penalty, is in the last 
Act. The Board of Trade are then authorised to postpone the opening 
of a Railway, if they should think proper. The Act then repeats the 
provisions of the last Act, with respect to returns of passengers, goods, 
and accidents, and provides that gates shall be erected where Railways 
eross public roads on a level. The Act then makes it imperative on 
Railways to erect and maintain fences along the line ; and provides 
that all disputes between connecting Railways shall be decided by the 
Board of Trade. It then provides that the powers of making Branch 
communications with Railways, and of entering upon them with loco- 
motive engines, shall be regulated by the Board of Trade ; and it also 
provides that no Railway shall be considered a passenger line, where 
two-thirds or more of the gross annual revenue of such line shall be 
derived from the carriage of coals, iron, stone, or other metals or 
minerals. Power is then given to Railway Companies to raise turn- 
pike roads to go over the line where the line at present crosses on a 
level, if they should think fit. The Act also gives Railway Companies 
the power of entering adjoining lands, to repair accidents or slips, and 
extends the powers of taking land, for the purposes of Railway accom- 
modation, if that should be essential for safety. It then provides that 
carriages of greater weight than four tons may be used on Railways. 
The Act then extends the provisions of the last Act with respect to 
Railway offences, and concludes by providing that Railway Companies 
shall convey the military and police forces at prices to be agreed upon 
between the Company and the Secretary at War. 

The next and last Act is the most important one, and is entitled 
" An Act to attach certain Conditions to the Construction of Future 
Railways authorised or to be authorised by any Act of the present 
or succeeding Sessions of Parliament^ and for Other Purposes in re- 
lation to Railways." This Act received the Royal Assent on the 9th of 
August, 1844, and is sometimes called Mr. Gladstone's Act. It pro^ 



Ixxviii ABSTRACT OF ACTS OF PARLIAMENT. 

vides, in the first place, that if, after twenty-one years from the passing 
of the Act for the construction of any future Railway, the profits shal^ 
exceed 10 per cent, the Treasury may revise the scale of tolls, and 
fix a new scale, upon notice of three months to that effect heing given. 
This is accompanied hy a provision that the revised scale shall not 
take effect unless accompanied by a guarantee that any future defi- 
ciency shall be made good, to the extent of 10 per cent. The scale 
of tolls not to be again revised for twenty-one years. The Act then 
gives the Lords of the Treasury power of purchase of any Railway 
after the expiration of twenty- one years upon three months' notice being 
given, — the payment for the same to be equal to twenty-five years' 
purchase, to be calculated on an average of the three preceding years ^ 
provided that does not exceed 10 per cent., any difference between 
the parties to be settled by arbitration. These provisions do not in- 
clude the existing Railways. A clause in the Act reserves to Parlia- 
ment the consideration of the policy or expediency of exercising any 
of the above-named options. The Act then empowers the Lords of the 
Treasury to appoint a person to inspect the accounts and books of any 
Company. The next provision is that for one cheap train each way 
daily — that is, that passengers shall be conveyed for a penny a mile : 
the average rate of speed of such train to be twelve miles an hour for 
the whole distance, including stoppages ; such train to take up and 
set down passengers at every station ; the carriages to be provided 
with seats, and to be covered, and half a hundred weight of luggage 
to be allowed to each passenger. The penalty for non-compliance with 
these provisions is jS20 per day during the time of such neglect. On 
these passengers no taxes to be levied. The cheap trains are also to 
be provided in all cases when Companies run trains on Sundays. The 
Act then provides additional facilities for the transmission of the mails, 
and repeats the enactments relative to the military. The Act provides 
that the Lords of the Treasury may require electrical telegraphs to be 
laid down by the side of Railways ; and where electrical telegraphs are 
laid down by private parties, that they shall be open to the public* 
It then provides for the appointment of Inspectors of Railways by the 
Board of Trade ; and further powers respecting prosecution of Rail- 
way Companies are given to the Board of Trade. It also prohibits 
the issue of loan notes ; but provides that those loan notes which have 
already been issued may be renewed, but to be paid when due ; and 
provides also for the registering of loan notes. A remedy is then 
provided for the recovery of tithe rent charged on Railway land ; and 
the Act concludes by confirming some portions of former Acts. 



I ABSTRACT OF 

j JOINT-STOCK COMPANIES REGISTRATION ACT. 

, A Bill entitled " An Act for the Registration^ Incorporation, and Regu- 
I lotion of Joint' Stock Companies,,** was passed during the late Session 
of Parliament, and it is intended to apply to all Joint- Stock Com- 
panies consisting of more than twenty-five members (except those 
constituted by Act of Parliament or by Charter), which shall have 
been and shall be formed subsequent to the 1st of November, 1844. 
It provides that before any public advertisement or prospectus of an 
intended new Company shall be issued, the promoters of that intended 
'> Company, or a portion of them, shall make what is termed a pro- 
i Tisional registration at the Registry Office. A form is provided for 
1 this purpose, and in it must be stated the name, nature, and object of 
i the proposed Company, together with a description of the names, 
places of abode of the promoters, and of the officers, and containing a 
copy of the prospectus of the new Company. Neglecting to comply 
with these provisions subjects the parties to a penalty of £20 each. 
After these preliminaries have been gone through and the proposed 
Company shall have been formed, complete registration is to be effected 
before the parties concerned can act otherwise than provisionally, and 
another form of particulars has to be gone through with respect to the 
constitution of the Company— the object, nature, and details of the 
new Company to be clearly specified. The Act then provides that all 
the Shareholders shall enter into a covenant to pay up all instalments, 
and the deed of the Company is to be registered. Power is given to the 
Shareholders to have a statement of the accounts produced to them 
every year. The Act also provides that the balance-sheet and 
Auditors' Reports are to be registered. The Company are to keep a 
registry of the Shareholders with the number of Shares held by each, 
and the amount paid on each, which register the Shareholders are to 
be entitled to inspect. Each Shareholder may demand a certificate 
of the amount of Shares held by him, which certificate is to be good 
evidence in a court of law. When complete registration has taken 
place. Shares in the new Company may he transferred, but not till then. 
A question has been raised as to whether this (the 26th clause) 
applies to Railway Companies or not, and legal advice has been taken 
on the subject. 

The clause or section in question is as follows : — 

" And be it enacted, that no Shareholder of any Joint-Stock Company 

completely registered under this Act shall be entitled to receive any 

dividends or profits, or be entitled to the remedies or powers hereby 

given to Shareholders, until he shall have executed the deed of settle- 



IXXX JOINT-STOCK COMPANIES REGISTRATION ACT. 

ment of the said Company, or some deed referring theretOf and also 
have paid up all instalments or calls due from him, and shall have 
been registered in the registry office aforesaid ; and further, that it 
shall be lawful for every Shareholder who shall have signed such 
deed, and paid up such instalments or calls, and shall have been 
registered, and he is hereby entitled to be present at all general 
meetings of the Company ; and also, to take part in the discussions 
thereat ; and also, to vote in the determination of any question thereat, 
and that either in person or proxy, unless the deed of settlement shall 
preclude Shareholders from voting by proxy ; and also, to vote in the 
choice of Directors, and of every Auditor to be elected by the Share- 
holders ; subject nevertheless to the provisions of this Act, and of the 
deed of settlement of the Company or other special authority, so far as 
such provisions shall either regulate or restrict the exercise of such 
powers, but not so as to deprive such Shareholders thereof; and further, 
with regard to subscribers and every person entitled, or claiming to be 
entitled, to any share in any Joint-Stock Company, the formation of 
which shall be commenced after the 1st day of November, 1844, that 
until such Joint- Stock Company shall have obtained a certificate of 
complete registration, and until such subscriber or person shall have 
been duly registered as a Shareholder in the said registry office, it 
shall not be lawful for such person to dispose, by sale or mortgage, of 
such share, or of any interest therein, and that every contract fbr sale 
or disposal of such share or interest shall be void, and that every 
person entering into such contract shall forfeit a sum not exceeding 
^10 ; and that for better protecting purchasers it shall be the duty of 
the Directors of the Company by whom certificates of shares are 
issued to state on every such certificate the date of the first complete 
registration of the Company, as before provided ; and that if any such 
Director or officer knowingly make a false statement in that respect, 
then he shall be liable to the pains and penalties of a misdemeanor." 
It is generally held that this stringent clause does not apply to 
Railway Companies, as in the second section of the Act it is provided 
that " this Act shall not extend to any Company for executing any 
aqueduct, waterwork, navigation, railway , &c., which cannot be carried 
into execution without obtaining the authority of Parliament." The 
only portion of the Act, therefore, which applies to Railway Com- 
panies, is that with respect to the provisional registration of a Com- 
pany, and of complete registration, the sections containing these 
provisions being made to apply to any Company formed for executing 
any works requiring the sanction of Parliament. 



INSTRUCTIONS TO SHAREHOLDERS. 



Railways can borrow one-third of their capital at interest, 
when one-half the capital is paid up, on mortgage bonds, 
secured by the works, tolls, and traffic, but in no other way ; 
and when paid off, it is by priority of date. The late Act has, 
however, legalized all pending contracts by loan notes, and 
admits of their renewal. 

All proxy powers, to vote at general or special meetings, 
most be on a two-and-sixpenny stamp. 

When Shares are allotted by a Railway Company, the de- 
posit is paid, and the Parliamentary deed signed, by the party 
to whom the Shares are allotted. Scrip is issued in exchange 
for the deposit-receipt, and becomes marketable till called in 
after the Act is obtained, when the holder becomes the regis- 
1 tered Proprietor, and Certificates are delivered to him. If the 
I holder of the Scrip fails to register it at the time required, the 
I signer of the deed is registered in the books of the Company, 
made liable as a partner, and can only be released from the 
obligation by a sale of the Shares so registered. If an Act be 
not obtained, the unexpended part of the deposit is paid back, 
and the partnership ceases. 

Ten per cent, deposit, is now required by the Standing Orders 
of the House of Commons, to be paid in money or Exchequer 
Bills, on all projected Railways, and not less than three-fourths 
of the subscribers must pay up their deposits. 



RATES OF COMMISSION 

CHARGED BY 

LONDON BROKERS 

FOR BUYING AND SELLING SHARES. 



Shares under 5L value, Is. per Share. 
Ditto of 5/. and under 20/. value, 2s. 6d. per Share. 
Ditto of 20/. and under 50/. value, 5«. per Share. 
Ditto of 50/. and upwards, 10s. per cent, on the cost of the 
Shares. 

When Shares are sold the money should be paid the vendor 
on the day the Broker receives the transfer deed. 

When Shares are bought that reqiure a stamped transfer, 
the money should be lodged with the Broker at the middle or 
end of the month, in time for settling day. 

The Broker cannot always say when the Shares will be 
ready, as he may have to send the transfer into the country to 
be signed, and delay occurs over which he has no control. 

The Stock Exchange allows fourteen days for a seller to 
deliver his Shares. 

There are two settling days in each month, one in the middle, 
the other at the end. 

"When Shares are sold, and the money re-invested in some 
other stock at once, it is not usual to charge a commission on 
both transactions. 



N.B. The cost of working in the following accounts includes interest 
of borrowed money, toll, Government duty, and every other charge. 



THE LAW 

RBLATINO TO 

RAILWAY SHAREHOLDERS, SPECULATORS, 

AND BROKERS. 



! Ist. — No legal sale or mortgage can be made of scrip before 
^ complete registration of the Company, which cannot take 
j place until the allotment is made, as the " Joint Stock Com- 
panies Registration Act" requires that the registered deed 
j shall contain the number of shares which each subscriber 
; holds, and the distinctive numbers thereof. Every contract of 
sale prior to complete registration is declared void, and a 
penalty of 10/. imposed on every person entering into such 
contract. 

2nd. — After complete registration, or the obtaining of an 
Act, shares may be legally dealt in, and a contract for the 
delivery of shares at a future day may be made, although 
the seller does not actually possess the shares at the time of 
the contract. If either party refuses to perform his part of the 
contract in due time, the other can recover at law the difference 
between the contract price and the market price at the time 
when the Shares ought to have been delivered or accepted. 

3rd. — In all Railway Companies formed since the 1st of 
November, 1844, the liability of an orujinal shareholder to the 
debts and engagements of the Company, continues after he has 
sold his share, until the transfer of it to the purchaser has 
been registered. 

4th. — A Broker is personally liable for the fulfilment of his 
contracts, unless his principal be named or known to the other 
party at the time the contract is made. The mere fact of his 
being a Broker does not exempt him from personal liability, if 
the contract be made in his own name, and without disclosing 
his principal ; nor can he relieve himself from liability, when 
once incurred, by disclosing his principal afterwards. 



84 SonDon ant) Kott^'rWit^Utn i^ailioaj). 



Chairman — George Carr 61yn, Esq. 

Deputy-Chairman— G. H. Lawrence, Esq. 

Secretaries—li.. Creed and H. Booth, Esqrs. 

Engineers — R. Stephenson and Joseph Locke, Esqrs. 

Superintendent — Captain Huish. 

Superintendent of Locomotives — E. Bury and R. Trevethick, Esqrs. 

An Amalgamation of the London and Birmingham, Grand Junction, 
Manchester and Birmingham, and Liverpool and Manchester 
Railways, with several Branches and Extensions. Royal Assent given 
to Act of Consolidation, 16th July, 1846. 



Length, Branches included, 404 miles 71 chains. 114 Pas- 
senger and Goods Stations. Terminates at Euston Square, Lon- 
don ; Lime Street, Liverpool ; Hunt's Bank, Manchester ; and 
in a junction with the Preston and Lancaster Railway at Pres-t 
ton. Principal Depots at Camden Town, Wolverton and Crewe. 
Passes through the counties of Middlesex, Herts, Bucks, Bed- 
ford, Northampton, Warwick, Stafford, Chester, and Lancaster. 
Has Branches to Leamington and Warwick, to Chester, Ayles- 
bury, St. Helen's, Bolton, Runcorn, Macclesfield, Kenyon, 
Leigh, Peterborough, Bedford, and Dunstable ; lease the North 
Union Railway in conjunction with the Manchester and Leeds 
Railway. Gauge of way 4 feet 8i inches ; steepest gradients 1 in 
89 ; rise in feet per mile 59. Royal Assent given to the Liver- 
pool and Manchester Bill, 5tli May, 1825 ; to the London and 
Birmingham, 6th May, 1833 ; to the Grand Junction, May 1833 ; 
to the North Union, 22nd April, 1836; and the Manchester 
and Birmingham, 30th June, 1837. Liverpool and Manchester 
opened throughout, 15th September, 1830. Half-yearly Meet- 
ings, February and August, at Euston Square. Time of per- 
forming the journey, including stoppages, from London to 
Liverpool, 210 miles. Express Train, 4 hours 10 minutes ; ordi- 
nary Trains, 74 bours. Fares for the whole distance. First 
Class 37s., Second 27s., Third Class l7s. 7d. 

Statistics of Construction. 

LONDON AND BIRMINGHAM RAILWAY. 

Eight tunnels of the total length of 3 miles 68 chains, 
6 viaducts of the total length of 2,736 feet ; 95 embankments, 
total length 51 miles 32 chains; 100 cuttings, total length 56 
miles 54 chains; passes under 142 and over 168 bridges. At 
5} miles from terminus a junction with the West London ; at 
36 i miles a Branch to Aylesbury; at Bletchley, 46i miles. 



LONDON AND NORTH-WESTERN- ca««n«erf. 85 

a branch to Bedford; at 62 J miles a Branch to North- 
ampton and Peterborough; at Rugby, 82| miles, a junction 
with the Midlands; at 94 miles a branch to Warwick and 
Leamington; at Hampton, 103, a junction with the Midlands ; 
and at Birmingham, injunction with the Grand Junction, Bristol 
and Birmingham, and the Midland. Cost of formation of per- 
manent way 5,653/. per mile ; maintenance of way and works 
45,308^ per annum ; 90 engines, 355 carriages, 954 trucks and 
waggons. Value of locomotive and carrying stock 298,499/. 
704 miles of hne on blocks, and 42 miles on transverse sleepers. 

GRAND JUNCTION RAILWAY. 

Two tunnels, total length 772 feet ; 3 viaducts, total length 
2,857 feet; 45 embankments and 68 cuttings above 100 yards 
in length; passes under 114 and over 78 bridges. At 
Crewe, 54i miles from Birmingham, a junction with the Man- 
chester and Birmingham, and a Branch to Chester. Cost of 
formation of permanent way 4,286/. per mile ; cost of mainten- 
ance 250/. per mile per annum; 73 engines, 190 carriages, and 
850 trucks and waggons. Value of locomotive and csirrying 
stock 164,745/. ; 62i miles of line on blocks, 20 miles on 
transverse sleepers, and half a mile of viaducts on continuous 
bearing. 

NORTH UNION RAILWAY. 

One tunnel 252 feet in length ; 2 viaducts, total length 1,470 
feet; 17 miles of embankment, and 17 miles of cutting ; passes 
under 18 and over 26 bridges. Has a junction with the Lan- 
caster and Preston, Blackburn and Preston, Bolton Junction, 
and Liverpool and Manchester Railways, and 1 1 Branches to 
collieries. Bolton Branch 3 tunnels, 15 embankments, 12 
cuttings, 3 viaducts, and 33 bridges. Has a junction with the 
Manchester, Bolton and Bury Railway, and a Branch to Lord 
Balcarras* coUieries ; 16 engines and 59 carriages belonging to 
the Company; 13 engines and 1,07 1 goods and coal waggons 
belonging to coUiers. Value of locomotive and carrying stock 
81,836/. Cost of formation of permanent way 250,000/.; 
cost of maintenance 4,501/. per annum. 11 miles of line on 
continuous bearing, 19 miles on blocks, and 9i miles on trans- 
verse sleepers. 

MANCHESTER AND BIRMINGHAM RAILWAY. 

One tunnel 297 yards in length; 8 viaducts, total length 
11,972 feet; 28 embankments, total length 16 n^es; 22 cut- 
tings, total length 1 1 miles 38 chains ; passes under 39 and over 
45 bridges. Has a junction with the Sheffield and Manchester 



86 LONDON AND NORTH-WESTERN— con/ino^rf. 

Railway, at Ardwick, and with the Grand Junction at Crewe, 
with a Branch to Macclesfield, at Cheadle; 21 engines, 96 
carriages, 631 trucks and waggons. Value of locomotive and 
canying stock 83,514/. Cost of formation of permanent way 
per mU.e 4,662/. ; cost of maintenance 73/. per mile per an- 
num, exclusive of materials. 2i miles of line on continuous 
bearing, and 28 i miles on transverse sleepers. 

LIVERPOOL AND MANCHESTER RAILWAY. 

Three tunnels, total length 4,751 yards ; one viaduct; 16 em- 
bankments, total length 8 miles 815 yards; 13 cuttings, total 
length 13 miles 375 yards; passes under 41 and over 34 
bridges. Has a junction with the St. Helen's and Runcorn, 
at llj; the Grand Junction at 14|; the North Union at 16i; 
the Bolton and Leigh at 18|; the Manchester and Bolton at 
31 ; and with the Manchester and Leeds, 31 i miles from Liver- 
pool ; and a Branch called Willis's, at 6i ; Bourne's at 9i ; and 
Hay dock Colliery, at 14i miles from Liverpool. Cost of for- 
mation not known; cost of maintenance of wray 8,226/. per 
annum ; 43 engines, 1 50 carriages, and 525 trucks and wag- 
gons. Value of locomotive and carrying stock 110,330/. 164 
miles of line on blocks, and l6i miles on transverse sleepers. 

Capital Account. 

LONDON AND BIRMINGHAM PROPORTION, 8,653,750/., VIZ. :— 

5,903,7502. Consolidated Stock, late 100/. and 3il. Shares . . 4^5,903,750 
55,000 Shares, 25/. each ; 2/. paid. Quarter Shares .. .. 1,375,000 
68,700 Shares, 20/. each ; 2/. paid. Fifth Shares 1,375,000 

ORAND JUNCTION PROPORTION, 5,788,560/., VIZ. : — 

2,971,700/. Consolidated Stock, late 100/., 50/., and 25/. Shares 2,971,700 

17,624 Shares, 25/. each; 5/. paid. New Quarter Shares . . 440,600 

22,634 Shares, 12/. 10s. each ; 12/. lOs. paid. Eighth Shares 282,915 

52,333|Share8,40/. each; 6/. paid 2,093,345 

MANCHESTER AND BIRMINGHAM PROPORTION, 2,800,000/., VIZ. '.— 

30,000 Shares, 40/. each ; 40/. paid 1,200,000 

90,000 (A) Shares, 10/. each ; 5/. paid 900,000 

(To be consolidated 31 st July, 1847.) 
70,000 (B) Shares, 10/ each ; 1/. paid 700,000 

(To be consolidated Slst July, 1849.) 

Total in Stock and Shares under the Consolidation Act . . jf 17,242,310 

187,500 Shares, 25/. each ; 21. paid. New Extension Shares 4,687,500 
(To be consolidated 31&t July, 18o2. To receive 4 per cent, in- 
terest till then.) 

Total amount authorised to be raised by stock and shares . . . . jf 21,929,810 

Amount authorised to be raised by loans by the Con8olida-\ > m^m qqq q ^ 

Hon ^LCv •• •• •• •• •• * • • • •• •• •• •• J 

Ditto .. ditto, by Extension Acts of 1846 1,562,500 

Total sum authorised to be raised bp loan or mortgage . . . . 4^,309,500 



LONDON AND NORTH-WESTERN—con<iiitterf. 87 

RECEIPTS. 
Amount received on stock and shares to 30th June, 1846 . . 10,712,910 16 7 
Ditto on loans and debentures to ditto 5,598,154 1 9 

Total sum received 4^16.311,064 18 4 

EXPENDITURE. 

AmoTut expended on the main lines to 30th June, 1846 . . . . ^^13,090,000 9 6 
Ditto on subsidiary lines to ditto 3,237,526 6 11 

Total sum expended j^l6,327,526 16 5 

Cost of V^orlLing and Banilii§rs. 

Total earnings for six months, ending- June, 1846 .. £1,002,270 3 2 
Cost of working for the same period, including' rent 

and interest on loans £467,340 18 10 

Last half-yearly dividend per share 5/. (per cent, per annum 10/.) less the In- 
come Tax ; on the Manchester and Birmingham, per share 1/. 12s. (per 
cent, per annam 8/.) also less the Income Tax ; leaving a reserve fund of 
102.645/. 13s. 7d. 

The London and North- Western Railway obtained power in 1845, 
to make Branches to Ashton and to Altrincham ; and to purchase a 
moiety of the West London Railway, the Great Western taking 
the other half; has possessed itself of the Trent Valley Railway, 49 J 
miles, from Rugby to Stafibid, all which are in course of construction 
by the London and North- Western Company; and has also subscribed 
1,000,000/. to the stock of the Chester and Holyhead Railway ; holds 
sharea in the Lancaster and Carlisle Railway, and Caledonian Railway, 
and guarantees 4 per cent, to the Manchester and Buxton Railway. 

In the Session of 1846, in addition to the Consolidation Act, it ob- 
tained powers to greatly enlarge the stations at London, Birmingham, 
Liverpool, Manchester, Rugby, and Coventry ; to purchase the Ayles- 
bury Railway ; and to make the lines and Branches set forth in the 
tabular list of the lines of this Company ; to effect which they have the 
power of raising 4,687,500/. by new shares, and 1,562,500/. by loans. 

LINES OF RAILWAY BELONGING TO THE LONDON AND NORTH- 

WESTERN RAILWAY COMPANY. 

No. of LINES OPEN. „.. ^ _ 

SuitioDB. Miles. Fur. Ch. MiUt. Fur. Ch. 

23 London and Birmingham 112 4 

1 Aylesbury (Branch) 7 2 

Blctchley to Bedford 15 6 

15 Northampton and Peterboroujfh 44 

3 Coventry to Leamington and Warwick . . 9 

22 Grand Junction 82 6 

21 Liverpool and Manchester 31 4 

II Manchester and Birmingham 31 

4 Chester and Crewe 21 

•North Union 23 

Bolton, Kenyon, and Leigh 9 6 

Macclesfield Branch 9 2 

WestIx>ndon 7 I 1 

Total length completed 403 7 I 

• The North Union Railway is leased in perpetuity by the London and North- 
western Railway jointly with the Manchester and Leeds Railway, at 



88 LONDON AND NORTH-WESTERN— con/tnw«rf. 

Milea. Fur. Ch. 
Total length completed 403 7 1 

LINES IN PROGRESS. 

Miles. Fur. Ch. 

Trent Valley 49 4 

Dunstable Branch 7 

South Junction and Altrincham 9 3 2 

South Junction to Ashton 464 

^Scottish Central and Branches 65 

Huddersfield and Manchester .. 28 

Leeds, Dewsbury, and Manchester 25 4 



Total length in course of construction 189 1 6 

ACTS LAST SESSION. 

Rugby to Stamford 34 7 2 

Huyton, Prescot, St. Helen's, and Ashton . . 5 5 

Warrington and Farkside 4 4 5 

Warrington and Kenyon 4 7 3 

Edgehill and Huyton 4 2 

Huyton and Warrington 12 

West London Extension to the Thames . . 17 

Weedon and Northampton 5 7 H 

Coventry and Nuneaton 10 5 

Leamington Extension 6 4 

Birmingham Extension 7 7 

xn..«i,;«„Ko«,<.>,i,.o /Oxford to Bletchley . . 29 2 

+»"«^^8**"°«^"^n Buckingham to Brickley 21 

Stour Valley Line 18 

Rugby and Leamington 14 4 

South Staffordshire 12 6 1 

4.Q>...»n.K{i-» f Newton and Crewe 70 

jsnropsnire i cjjggter and Wolverhampton . . 4> 7 

union (^Shrewsbury and Stafford.. .. 40 4 



Total length of lines sanctionedin\M6 336 4 9 



Total length in possession of the London and North- Western 929 4 9 



LINES IN WHICH THE LONDON AND NORTH-WESTERN 
RAILWAY IS INTERESTED BY HOLDING SHARES. 

Chester and Holyhead Railway 84 6 

Lancaster and Carlisle Railway 69 6 

Caledonian Railway 137 4 

East and West India Dock and Birmingham \ o a n 

Junction / » « 

Total 300 

Grand total length of Railways connected with the London and\ , ooo a o 
North-Western / ^'^"^ * * 

* Leased in perpetuity conjointly, with the Lancaster and Carlisle and the 
Caledonian Railway. 

4 The Buckinghamshire Railway is leased in perpetuity at 4 per cent, and 
half surplus profits. 

t AmalgamatcKi ; are to receive only half the dividend of the London and 
North-Western, but are to participate in the new shares. 



€Sreat Mmtxn l^ailioag. 



89 



Chairman — C. Russell, Esq. 
Secretary — C. A. Saunders, Esq. 
Engineer — I. K. Brunei, Esq. 



Locomotive Engineer — D. Gooch, Esq. 
Superintendent — Seymour Clarke, Esq. 
Accountant — J. Pyke, Esq. 



Length 245 miles ; 52 Passenger and Goods Stations. 
Terminates at Paddington, London, and at Exeter in junction 
with the South Devon Railway. Passes througjh the counties 
of Middlesex, Bucks, Berks, Oxford, Gloucester, Wilts, 
Somerset, and Devon. Gauge of way 7 feet ; ruling gradient 
1 in 100; rise in feet per mile 52. Royal Assent given to 
Bill, 31st August, 1834. Partially opened, 3l8t May, 1838; 
opened throughout, 30th June, 1841. Has Branches from 
Didcot to Oxford, and from Swindon to Cheltenham and 
Gloucester ; works the Bristol and Exeter Railway under a 
short lease. Half-yearly Meetings — February, in London ; 
August in Bristol. Cost of original line per mile, 56,372/. 
Time of performing the journey, including stoppages, from 
London to Bristol, 118 miles; Express Train, 2 hours 38 
minutes ; Ordinary Trains, 4 hours. Fares from London to 
Bristol, First Class 27s., Second Class 18s. 6d., Third Class 
98. lid. The Electric Telegraph is laid down from London to 
Slough. 

Statlstlos of Constmctlon. 

GREAT WESTERN RAILWAY. 

Nine tunnels, total length 22,911 feet; 13 viaducts, total 
length 7,659 feet ; 81 embankments of above 100 yards in length, 
and 77 cuttings; passes under 125 and over 170 bridges; has 
123 engines, 325 carriages, 1,429 trucks and waggons. Value of 
locomotive and carrying stock 413,000/. Cost of formation of | 
permanent way 6,518/. per mile; cost of maintenance of way i 
and works 5.777 per cent, per annum. This Railway has now 
connected the Land's End with London, and occupied the 
whole of the West of England, and extends northward to Rugby, 
Birmingham, and Wolverhampton ; it also occupies South 
Wales. The entire length of rails is on continuous wooden 
bearing. 

Capital Acoount. 



25,000 Shares, W)l. each ; 85i. paid. 

28.000 do. 50/. each ; .50/. paid. 

93,000 do. 25/. each ; 5/. paid. 

30.9.50 do. 20/. each ; 20/. paid. 

4.432 do. 20/. each; 12/. paid. 

2,118 do. 20/. each; 4/. paid. 

5 do. 20/. each ; /. paid. 

S7,700 do. 17/. each; 2/. paid. 



} 



Whole Shares. 

Half do. ., 

Quarter do. . , 

Fifth do, . 

New do. 



£2,500,000 
1,400,000 
2,325,000 















750.100 
1,184.900 



Amount of ^hare Capiialitsued 4^8.160,000 

Leaving 1,250,000/. of New Shares to be created. 



G 



90 GREAT WESTERN— cow/i«Merf. 

Paid up capital receiving dividend, June 1846 .. .,£4,670,656 

Total sum authorised by the Great Western Consoli- \ Q,«,rt nnn a a 

dation Act of 1846, to be raised by shares . . . . / »» ' i".""" " " 

Ditto . . ditto by loan or mortgage 3,236,666 13 4 

Total ^£'12,946,666 13 4 

RECEIPT. 

Amount received on debentures to 30th June, 1846 . . 2,830,931 9 

Ditto on loan notes, loans, &c. to ditto 1,565,550 

Total sum received on debentures, loan notes, &c. . . 4,396,481 9 

Ditto received by calls on shares 4,609,695 15 2 

Total sum received from all sources . . ..£9,006,177 4 2 

EXPENDITURE. 

Amount expended on the original line 6,937,719 13 7 

Ditto .. ditto on subsidiary lines 1,947,885 11 6 

Total sum expended to 30/A Jurie, 1846 . . 8,885,605 5 1 

Balance in hand for work in progress 120,571 19 1 

jE9,006,177 4 2 



Cost of IXTorkingr and Earnlngrs. 

Total earnings for the six months, ending June. 1846 ^6*496,428 12 1 
Cost of working, including Interest on Loans, and"\ 
Rent, &c., to Bristol and Exeter Railway, for the [■ 313,664 19 7 

same period J 

Last half-yearly dividend, per share, 4Z. 
(Per cent., per annum, 8/., less the Income Tax.) 

The Midland Railway Company have a lease of a portion of the 
Cheltenham and Great Western line belonging to this Company, for 
twenty years, at the annual rental of jg 18,500 to he increased jSl,000 
per annum at the end of five years. 

The Great Western Railway hold, in conjunction with the London 
and North-Western, one-half share of the West London Railway ; 
it also leases the Bristol and Exeter Railway till May, 1849, at 
£71,957 per annum, being 4 per cent, on the outlay, with a farthing 
per mile for every passenger and ton of goods carried over that line ; 
has purchased the Berks and Hants, 39 miles, from Reading to Hunger- 
ford and Basingstoke ; the Oxford and Rugby, 50J miles ; and the 
Monmouth and Hereford Railway, 36 J miles ; all which are in course 
of construction by the Great Western Railway Company ; are to lease 
in perpetuity the Oxford, Worcester, and Wolverhampton Railway, 
103^ miles; the Wilts, Somerset, and Weymouth Railway, 126J ; 
in both of which the Great Western Railway holds shares ; terms of 
the leases not yet definitively settled. It also holds shares in the 
South Wales Railway, 194 miles; now leased to them at 5 per cent 
for 10 years from date of openmg line throughout. 

In the Session of 1846, obtained a Consolidated Act to sanction 
the above amalgamations, and Acts to construct Branches to Uxbridge 
and Wycombe. 



GREAT WESTERN— continued. 91 

LIST OF RAILWAYS WORKED BY, OR BELONGING TO, THE 
GREAT WESTERN RAILWAY COMPANY. 

No. of LINES OPEN. 

Stations. Mile*. Far. Cb, Milei. Fur. Cb. 

28 Great Western 118 

b Cheltenham aod Great Western Union.. ..37 

3 Didcot and Oxford 10 

SWestLoiidon 7 11 

12 Bristol and Exeter (short lease) 76 1 

1 Bristol to Tiverton (ditto) 4 6 

55 Total length completed 253 1 



LINES IN PROGRESS. 

Oxford and Rugby 50 4 6 

I Berks and Hants 39 

I Monmouth and Hereford 36 

i South Wales, 194 4 

♦Oxford, Worcester and Wolverhampton \ t/^, ^ .j 

(perpetual lease) j^ lui 4 ^ 

Ditto Extensions (ditto) 13 3 2 

•Wilts, Somerset and Weymouth (perpetual) joo 4 

Ditto Extensions (ditto) . . 22 3 

Total length in course of construction. . 586 4 3 



ACTS LAST SESSION. 

GreatWestemand Uxbridge 2 5 

Great Western and W> combe 9 6 4 



Length of line sanctioned in 1846. ... 12 2 



Total length belonging to the Great Western Railway . . . , 851 6 8 



LINES IN WHICH THE GREAT WESTERN RAILWAY 
; IS INTERESTED BY HOLDING SHARES. 

South Devon and Extensions 51 6 

I Cornwall 80 4 5 

Gloucester and ForfSt of Dean 17 6 2 

Birmingham and Oxford Junction 34 2 

Bi/mingham, Wolverhampton and Dudley ..14 3 5 

Total 198 4 4 

i Grand total length of Railway connected with the Great Western "> j q,^ . „ 
I Railway Company /' 

I * Leased in perpetuity at 4 per cent., and half surplus profits. 

a 2 



92 i^iDlanD iSlailioas. 

An Amalgamation of the Midland Counties, North Midland, Binningham and 
Derby, and Bristol and Birmingham Railways, with Extensions since autho- 
rised. 



Chairfnan—G. Hudson, Esq., M.P. 

Secretary — J. F. Bell, Esq. 

Resident Engineer— W. H. Barlow.Esq. 



Goods Manager~-3. West, Esq. 
Locomotive Engineer — M. Kir; ley, Esq. 
Superintendent — C. Mills, Esq. 



Aggregate length 322 miles. 110 Passenger and Goods Stations. 
Terminates at Temple Mead, Bristol, in junction with the Great 
Western Railway ; with the London and North- Western Railway at 
Hampton-in-Arden, 9\ miles from Birmingham ; at Rugby on the 
same line, 82 miles from London ; at Leeds, Nottingham, and at 
Lincoln. Principal Depot and Station, at Derhy. Passes through 
the counties of Warwick, Stafford, Derby, Leicester, Nottingham, 
York, Lincoln, Worcester, Gloucester, and Somerset. Gauge of way 
4 feet 8| inches, — except from Gloucester to Bristol, 22 miles, of 
which the gauge is 7 feet. Ruling gradient, 1 in 37 ; rise in feet per 
mile, 142. Half-yearly Meetings, February and August at Derby. 
Royal Assent given to Midland Counties Railway Act, 21st June, 
1836; to the North Midland Act, 4th July, 1836; to the Birmingham 
and Derby Act, 19th May, 1836 ; to the Birmingham and Gloucester, 
22nd April, 1836; and to the Bristol and Gloucester Act, 1st July, 
1839. 

Partially opened, 4th July, 1839 ; and throughout, 1st July, 
1840. Royal Assent given to Act of Consolidation, 10th May, 1844. 
Usual time of performing the journey, including stoppages, from 
Rugby to Leeds — Express Train, 4J hours — Ordinary Trains, 6\ 
hours. The Electric Telegraph is in operation throughout the Mid 
land lines. This Company leases the Shefl&eld and Rotherham Rail- 
way at 9,000/. per annum, being 6 per cent, on its capital It has 
also a lease of a portion of the Cheltenham and Great Western line 
(belonging to the Great Western Railway) for 20 years, at the annual 
rental of 18,500/., to be increased 1,000/. at the end of five years 

• 

Statlstios of Constmctioii. 

MIDLAND RAILWAY. 
Eight tunnels, total length 3,527 yards ; 9 viaducts, total length 
1,700 yards; 58 embankments and 59 cuttings of above 100 yards in 
length ; passes under 222 and over 314 bridges. At 40^ miles from 
Rugby has a Branch to Nottingham and Lincoln, and another at 41 J 
miles; at 10 miles from Birmingham the Hampton Branch ; at 10 miles 
from Derby northwards, the Crick Branch; at 19^ miles, the North 
Wingfield Branch ; at 37 miles, the Stavely Branch; at 39^ miles, the 
Sheffield and Rotherham Branch ; at 62 miles, a junction with the 
Leeds and Manchester ; and at 64 and 65 miles, two junctions with 
the York and North Midland. Cost of formation of permanent way, 
including stations, 4,499,435/. ; cost of maintenance of way and works, 
40,255/. per annum; 105 engines, 266 carriages, and 1,506 trucks 
and waggons. Value of locomotive and carrying stock, 502,858/. 
67 1 miles of line on blocks, and 117^ miles on transverse sleepers. 



MiDL AND --continued. 93 

BRISTOL AND GLOUCESTER RAILWAY. 
Two tunnels, total length 1,914 yards ; 1 viaduct 500 feet in length ; 
21 embankments and 25 cuttings of above 100 yards in length ; passes 
under 2h and over 38 bridges; has a Branch to Keynsham 5| miles 
from Bristol. Cost of formation of permanent way 4,102/. per mile; 
cost of maintenance, 130/. per mile per annum; 12 engines. 20 car- 
riages, and 82 trucks and waggons. Value of locomotive and carrying 
stock 60,000/. The entire length of 30 miles on continuous bearing. 

BIRMINGHAM AND GLOUCESTER RAILWAY. 

Two tunnels, total length, 612 yards ; 1 viaduct 247 feet in length; 
59 embankments, and 57 cuttings of above 100 yards in length; passes 
under 57 and over 73 bridges. At 39 miles from Birmingham has a 
Branch to Tewkesbury. Cost of formation of permanent way, 192,832/. ; 
cost of maintenance, 102/. per mile, per annum ; 37 engines, 36 car- 
riages, 508 trucks and waggons. Value of locomotive and carrying 
stock, 93,296/. (The engines being small, two are used to each train.) 
37 miles of line on continuous bearing ; 15 miles on transverse sleepers. 

Capital iA4$oouiit« 

6 per cent. Preference Midland Railway Shares, dividend payable 10th August 
and'iOth February, given to the holders of Shares in the Bristol and Birmingham 
&ailway, without participation in profits. 

9,374 Shares, 100/. Os. each 46'937,400 0^ 

7.539 do. 50/. Os. each 376,950 

7.539 do. 37/. 5s. each 280,826 15 ' Bedeemable after 1849 at 

8,189 do. 25/. Os. each 204,725 r £150 for jf 100 share. 

£1,799,901 15 Oj 

Midland ConsoUdated Stock ^^4,180 ,366 

Birmingham and Derby Consolidated Stock 978,500 

53,293 Shares, 40/. each j 24/. paid. New Shares. 

Allow 4 per cent, interest on Calls. 
12,500 Shares, 2(>/. each ; 21. paid. Fifth Shares. 
53,500 Shares, 50/. each ; 21. paid. Extension Shares, 1846. 

5 per cent, guaranteed till 1st January, 1852. 

RECEIPT AND EXPENDITURE. 

Amount received on account of stock and shares to 30th1 e <.on ono i t 

June.1846 / ^639.303 I 7 

Ditto on debentures and loan notes, ditto 1,918,409 6 6 

Total turn received 7,557,712 8 1 

Total turn expended £7,235,588 11 1 

Cost of ixrorklnff and Earnings. 

Total earnings for the six months ending 30th June,\ £309 668 9 

1 846 . . . . . . . . . . . . . . ..) * 

Cost of working. Government duty, and Debenture\ 248 887 8 

Interest for the same period ) * 

Dividend as follows :— 
3/. lOs. for the half-year on each 100/. Consolidated Stock. 
3/. lUs. ditto on each 100^ Preferential Stock. 

21. 16s. 3d. ditto on each 100/. of the Birmingham and Derby Conso- 

lidated Stock. 

(Less the Income Tax.) 

The Birmingham and Derby Stock is always to receive 1/. 7s. 6d. per 100/. 
stock leas dividend than the Midland Stock. 



84 EonDon anD 'Nox^^Wit^Uxn iStailioas* 



Chairman — George Carr Glyn, Esq. 

Beputy-Chairman^G, H. Lawrence, Esq. 

Secretaries— R. Creed and H. Booth, Esqrs. 

Engineers — R. Stephenson and Joseph Locke, Esqrs. 

Superintendent — Captain Huish. 

Superintendent of Locomotives — E. Bury and B. Trevethick, Esqrs. 

An Amalgamation of the London and Birmingham, Grand Junction, 
Manchester and Birmingham, and Liverpool and Manchester 
Railways, with several Branches and Extensions. Royal Assent given 
to Act of Consolidation, 16th July, 1846. 



Length, Branches included, 404 miles 71 chains. 114 Pas- 
senger and Goods Stations. Terminates at Euston Square, Lon- 
don ; Lime Street, Liverpool ; Hunt's Bank, Manchester ; and 
in a junction with the Preston and Lancaster Railway at Pres-» 
ton. Principal Depots at Camden Town, Wolverton and Crewe. 
Passes through the counties of Middlesex, Herts, Bucks, Bed- 
ford, Northampton, Warwick, Stafford, Chester, and Lancaster. 
Has Branches to Leamington and Warwick, to Chester, Ayles- 
bury, St. Helen's, Bolton, Runcorn, Macclesfield, Kenyon, 
Leigh, Peterborough, Bedford, and Dunstable ; lease the North 
Union Railway in conjunction with the Manchester and Leeds 
Railway. Gauge of way 4 feet 8i inches ; steepest gradients 1 in 
89 ', rise in feet per mile 59. Royal Assent given to the Liver- 
pool and Manchester Bill, 6th May, 1825 ; to the London and 
Birmingham, 6th May, 1833 ; to the Grand Junction, May 1833 ; 
to the North Union, 22nd April, 1836; and the Manchester 
and Birmingham, 30th June, 1837. Liverpool and Manchester 
opened throughout, 15th September, 1830. Half-yearly Meet- 
ings, February and August, at Euston Square. Time of per- 
forming the journey, including stoppages, from London to 
Liverpool, 210 miles. Express Train, 4 hours 10 minutes ; ordi- 
nary Trains, 7 J hours. Fares for the whole distance. First 
Class 37s., Second 27s., Third Class I7s. 7d. 

Statistics of Construction. 

LONDON AND BIRMINGHAM RAILWAY. 

Eight tunnels of the total length of 3 miles 68 chains, 
6 viaducts of the total length of 2,736 feet ; 95 embankments, 
total length 61 miles 32 chains; 100 cuttings, total length 66 
miles 64 chains; passes under 142 and over 168 bridges. At 
6f miles from terminus a junction with the West London ; at 
36i miles a Branch to Aylesbury; at Bletchley, 46 J miles. 



LONDON AND NORTH-WESTERN- cow^intt^rf. 85 

a branch to Bedford; at 62^ miles a Branch to North- 
ampton and Peterborough ; at Rugby, 82i miles, a junction 
witn the Midlands; at 94 miles a Branch to Warwick and 
Leamington; at Hampton, 103, a junction with the Midlands ; 
and at Birmingham, injunction with the Grand Junction, Bristol 
and Birmingham, and the Midland. Cost of formation of per- 
manent way 5,653/. per mile ; maintenance of way and works 
45,308/. per annum ; 90 engines, 355 carriages, 954 trucks and 
waggons. Value of locomotive and carrying stock 298,499/. 
70i miles of line on blocks, and 42 miles on transverse sleepers. 

GRAND JUNCTION RAILWAY. 

Two tunnels, total length 772 feet ; 3 viaducts, total length 
2,857 feet; 45 embankments and 68 cuttings above 100 yards 
in length; passes under 114 and over 78 bridges. At 
Oewe, 544 iniles from Birmingham, a junction with the Man- 
chester and Birmingham, and a Branch to Chester. Cost of 
formation of permanent way 4,286/. per mile ; cost of mainten- 
ance 250/. per mile per annum; 73 engines, 190 carriages, and 
850 trucks and waggons. Value of locomotive and carrying 
rtock 164,745/. ; 62^ miles of line on blocks, 20 miles on 
transverse sleepers, and half a mile of viaducts on continuous 
bearing. 

NORTH UNION RAILWAY. 

One tunnel 252 feet in length ; 2 viaducts, total length 1,470 
feet; 17 miles of embankment, and 17 miles of cutting; passes 
under 18 and over 26 bridges. Has a junction with the Lan- 
caster and Preston, Blackburn and Preston, Bolton Junction, 
and Liverpool and Manchester Railways, and 1 1 Branches to 
collieries. Bolton Branch 3 tunnels, 15 embankments, 12 
cuttings, 3 viaducts, and 33 bridges. Has a junction with the 
Manchester, Bolton and Bury Railway, and a Branch to Lord 
Balcarras' coUieries ; 16 engines and 59 carriages belonging to 
the Company; 13 engines and 1,071 goods and coal waggons 
belonging to coUiers. Value of locomotive and carrying stock 
81,836/. Cost of formation of permanent way 250,000/.; 
cost of maintenance 4,501/. per annum. 11 miles of line on 
continuous bearing, 19 miles on blocks, and 9i miles on trans- 
verse sleepers. 

MANCHESTER AND BIRMINGHAM RAILWAY. 

One tunnel 297 yards in length ; 8 viaducts, total length 
11,972 feet; 28 embankments, total length 16 miles; 22 cut- 
tings, total length 1 1 miles 38 chains ; passes under 39 and over 
45 bridges. Has a junction with the Sheffield and Manchester 



96 MANCHESTER AND LEEDS—cotUinued. 

Capital Account. 

13,000 Shares, 100/. each ; 82/. paid. Whole Shares. 

13,000 do. .'>0/. each ; 38/. paid. Half Shares. 

19,>'i00 do. 25/. each; 2/. paid. Quarter Shares. 

103,55/) do. 20/. each ; 5/. paid. 

24,3:^6 - do. 5/. 5a. each; 6/. 58. paid. Sixteenths. 

48,146 do. S2/. each ; 4/. 4s. paid. Third do. Extension Stock. 
Total sum authorised to be raised by shares . . . . 46*3,542,100 
Ditto .. ditto, by mortgage, with powerto capitalise 1,118,800 

4,660,900 

RECEIPT. 

Total sum raised to June 30, 1846, by calls on shares 2,046,077 7 3 
Ditto .. ditto, on loan and mortgage 1,683,759 

Total received to June 30, 1846 ^€"3,729,836 7 3 

EXPENDITURE. 
Total sum expended to 30th June, i846 3,770,551 2 6 

Cost of IXTorkingr and fiarnlngrs. 

Total earnings for six months, ending June 10, 1846 . . 153,866 16 9 
Cost of working for the same period 58,417 19 9 

Last half-yearly dividends. 

2/. 17s. 5d. on 100/. Shares. 82/. paid up. 
1/. 6s. 7d. on 50/. Shares. 38/. do. 

2s. Od. on 25/. Shares. 21. do. 

48. 6d. on 20/. Shares. 1/. do. 

4s. 4^d. on 6/. 5s. Shares. All paid up. 

(Per cent., per annum, 7/., and 10/. ou the Quarter Shares.) 

Have resolved to raise the following additional Capital by Shares : — 

Manchester and Leeds Extension Shares ^6*1,550,220 

Manchester, Bolton, and Bury, Original and Fifth Shares 1,085,180 

Liverpool and Bury Shares 1,000,000 

Huddersfield and Sheffield Junction Shares 532,000 

Wakefield, Pontefract, and Goole Shares 282,500 

West Riding Union Shares 1,433,114 

Total amount of New Share Capital ^5,883,014 

which will eventually make the Share Capital 10,543,914/. 

Also take shares in the Liverpool, Manchester, and Newcastle-upon- 
Tyne Railway, and have an interest in the North Union Railway, 
46 miles 30 chains, as joint lessees with the London and North- 
western Railway. 

LINES OF RAILWAY WORKED BY OR BELONGING TO THE 
MANCHESTER AND LEEDS RAILWAY. 

LINES OPEN. 

Miles. Fur. Ch. Miles. Fur Cb. 

Manchester and Leeds, with Branches .... 79 6 

Manchester and Bolton 10 

Bolton and Preston — perpetual lease .... 20 

Hull and Selhy — perpetual Irase conjointly \ ei n n 

with the York and North Midland. . . . / ^ " " 



Total length completed 172 6 



MANCHESTER AND LEEDS— conrtnwerf. 97 

Milea. Far. Ch. 
TokU length completed 172 6 

UNES IN PROGRESS. 

Milei. Fur. Ch. 

Liverpool and Bury 34 

Huddersfield and Sheffield Junction and\ ^r ^ ^ 
Branches / ^^ 4 

Wakefield, Pontefract, and Goole, with\ gi n a 
Branches / ^1 

Total length in course of corutruction .. 80 4 

ACTS LAST SESSION. 

Manchester and Leeds — Branches . . . . 14 6 

Liverpool and Bury — Branches .4 

Wakefield, Pontefract, and Goole— Branches 15 4 ' 

West Riding Union iRailway 4b 4 

Wakefield to Bamsley 10 

Total length sanctioned in \S4!6 .... * 89 6 

Total length in possession of the Manchester and Leeds Railway 343 

The Company also possesses the Manchester; Bolton, and Bury 
lanal, 14| miles. 



ltenl)al anl) SBivitttmtxt iSlailfoa^* 



Chairman — J. Gandy, Esq. 
Secretary-^T. Hudson, Esq. 
Engineer — J. Harris, Esq. 

Length lOi miles. Commences in junction with the Lan- 
caster and Carlisle Railway at Oxenholme, 2 miles from 
(Cendal, and terminates at Windermere and the Lakes, in the 
:ounty of Westmoreland. Gauge of way 4 feet SJ inches ; 
steepest gradient 1 in 75 ; smallest radius of curve 40 chains. 
Royal Assent given to Bill, 30th June, 1845. Estimated net 
profit per annum 8,999/., equal to a dividend of 7 per cent. 
Hall-yearly Meetings, January and July, at Kendal. Opened 
to Kendal, September, 1846. 

Capital Account. 

5,000 Shares of 25/. each ; 19». lOa. paid. Whole Shares. 

Total sum authorised to be raised by shares .. .. £125,000 

Ditto .. ditto, by loan or mortgage • 40,000 

ToUl sura received to June 30, 1846 56,98111 9 

Ditto expended to ditto 66,891 12 8 

To be opened throughout in the Spring of 1847. 



98 2ottUoii mt Sout J -Western Mailfeas* 



Chairman— W. J. Chaplin, Esq. I General Manager of Traffic — C. Stovin, Esq. 
Secretary — P. L. Campbell, Esq. I Engineer -in-Chief— J . Locke, Esq. 
Treasurer — Alfred Morgan, Esq. | Resident Engineer — A. Martin, Esq. 

Length 106 miles. 24 Passenger and Goods Stations. Ter- 
minates at Nine Elms, Vauxhall, London, Gosport and at 
Southampton. London Terminus to be extended to Hunger- 
ford and London Bridges. Passes through the counties 
of Surrey and Hants. Has Branches to Gosport, 15 miles 61 
chains ; to Guildford 6 miles, and to Richmond 6 miles. 
Gauge of way 4 ie^t 8^ inches ; ruling gradients 1 in 250 ; 
rise in feet per mile 21. Royal Assent given to original 
Bill, 25th July, 1834. Partially opened, 14th May, 1838; 
opened throughout, 11th May, 1840. Half-yearly Meetings, 
February and August, in London. Cost of original lines per 
mile, 27,874/. Average time of performing the journey, 
including stoppages, 3 hours 20 minutes. Fares for the 
whole distance, First Class 14s., Second Class 10s., Third 
Class 6s. 6d. 

Statistics of Construction. 

Seven tunnels, total length 1,998 yards; 4 viaducts, total 
length 287 yards ; 41 embankments and 40 cuttings, above 100 
yards in length ; passes under 144 and over 70 bridges. Cost of 
formation of permanent way 410,138/.; cost of maintenance 
296/. per mile per annum ; 48 engines, 157 carriages, and 419 
trucks and waggons ; value of locomotive and carrying stock 
131,050/. The entire length is on transverse sleepers. 



• 



Capital Account. 

46,200 Shares, averg. 41^2. each ; 50/. paid. Whole Shares. 

6,000 Shares, 40/. each; 40/. paid. Eighths. 
46,.'i00 Shares of fiO/. each j 22/. lOs. paid. New Shares. 

6,000 Shares, of 40/. each; 18/. paid. New Shares. 

Total sum authorised to be raised by shares . . . . j6'4,R53,000 
Ditto ... ditto, by loan or mortgage 1,666,666 

EXPENDITURE. 

Total expended to Juve, 1846 2,634,583 12 104 

Ditto received to ditto for new lines 999,172 5 

Ditto expended to ditto .. ditto 831,959 10 8 

Cost of IXTorkingr and Eamingrs. 

Total earnings for six months, ending June 1846 . . 171,893 6 1 
Cost of working for the same period .. 95,2o9 18 1 

Last half-yearly dividend, per share, 37i. 6d. ; 
Per cent., per annum, 71. lOs, 



r 



LONDON AND SOUTH-WESTERN-con^/iueef. 99 

In 1844 this Company obtained an Act to make a Branch to Salis- 
bury, 21 miles 57 chains in length, commencing at Bishopstoke 
Station, at the estimated cost of 240,000/. And in 1845, an Act to 
extend their terminus to Hmigerford Bridge, and for the purchase of 
the Guildford Junction Railway. In the Session of 1846, the Com- 
pany obtained a general Amendment Act, and Acts to construct 
Branches, to Hampton Court, 1 mile 5 furlongs ; from Weybridge 
to Chertsey and £gham, 6 miles 20 chains ; from near Guild- 
ford to Farnham and Alton, 19 miles 1 furlong, 1 chain; from 
Basingstoke to Salisbury, being a portion of a direct line to Exeter 
and the West, 32 miles 15 chains ; with a branch 1 mile 29 chains ; 
23 tunnels 1,100 yards in length ; from the New Station, York Koad, 
Lambeth, to London Bridge, between St. Saviour's Church and the 
river, 1 mile, 1 furlong, 8 chains; with power to construct a terminus 
and large warehouses, with frontage to the river Thames. 

Have purchased the Richmond Railway at 16/. 13s. 4d. London 
South- Western share to be given for each Richmond share, 15/. paid, 
with option of taking 10/. premium in money on each share, whether 
10/. or 15/. be paid. Are also to purchase the powers of the Guild- 
ford Extension and Portsmouth and Fareham Railway Company. 

The amount or the mode of raising the capital for these lines 
have not been determined on, but the estimated cost of the Extensions 
sanctioned in 1846, is 1,640,000/. 

Are to lease the Southampton and Dorchester Railway, at 
20,000/. per annum and half surplus profits. The London and South- 
western Railway hold 320,000/. in shares of the Southampton and 
Dorchester Railway. 

LINES OF RAILWAY BELONGING TO THE LONDON AND 
SOUTH-WESTERN RAILWAY COMPANY. 

SuHonv LINES OPEN. Miles. Fur. Ch. Mile«. Fur. Ch. 

15 London to Southampton 78 

3 Bishopstoke tu Gosport 16 

1 Guildford Branch fi 

5 Richmond Branch .. 6 

24 Total length completed 106 

LINES IN PROGRESS. 

Bishopstoke and Salisbury 21 5 7 

Southampton and Dorchester 62 

Extension to the York Rond 2 

Total length in course of construction . . 86 5 7 

ACTS LAST SESSION. 

Hampton Court Branch 1 ft 

Weybridge to Chertsey and Egham .... « 2 

Guildford to Farnham and Alton 19 1 1 

Basingst- ke to Salishury .. , 3i 4 4 

Lof'don Bridge Extension 1 1 8 

Fareham and Portsmouth 9 

Guildford to Godalming 4 

Length of line sanctioned in 1846 . . . . 74 6 3 

Total length of Bail way belonging to the London and\ n-, . ^ 

South- Western Railway Company / 



-1 



100 



Sbouiffa&a^Uxxi iSlailfoag. 



Chairman — J. M'Gregor, E«q. 
Secretary~'G. S. Herbert, Esq. 
hngineer — R. Stephenson, Esq. 



Resident Engineer — P.W. Barlow, Esq. 
Accountant— -T . A. Chubb, Esq. 
Superintendent— G. £. Ilbery, Esq. 



Length 131 i miles. 33 Passenger and Goods Stations. Ter- 
minates at Dover, and in junction with the London, Brighton, 
and South Coast Railway at Reigate, 21 J miles from London, 
with Branches to Maidstone, Canterbury, Whitstable, Margate, 
Ramsgate, Tunbridge Wells, and Greenwich. Own the Sta- 
tion at London Bridge and the Bricklayers' Arms Branch; 
and the Ports and Harbours of Folkstone and Whitstable ; 
own and work the Gravesend and Rochester Railway, being 
a portion of their North Kent line. Passes through the 
counties of Surrey and Kent. Receive toll from the London, 
Brighton, and South Coast Railway, from its junction ^with 
the Greenwich Branch, and pay toll to the same Company 
from Croydon to the same point. Gauge of way 4 feet 8 4 
inches ; ruling gradients 1 in 264 ; rise in feet per mile, 20. 
Royal Assent given to Bill, 21st June, 1836. Opened to 
Tonbridge, June, 1842; opened throughout, 6th February, 
1844. Half-yearly Meetings, March and September, in Lon- 
don. The Electric Telegraph is in operation to all the Sta- 
tions on the line, and may be used by the public on paying 
the Company's charge. Cost per mile, of original line, 
27,874/. Average time of performing the journey from London 
to Dover, including stoppages, express 2 hours 30 minutes, 
ordinary trains 4 hours 15 minutes. Fares — Express, 20s., 
First Class, 16s. 6d., Second Class, 12s., Third Class, 7s. 4d. 

Capital Account. 



28,000 Shares, 60/. each ; 60/. paid. 



2rt,000 
28,0"0 
42,01 '0 
31,600 
289,000 



do. 
do. 
do. 
do. 
do. 



25^each; 26/. paid. 
32/. each ; 20/. paid. 
33^/. each; 12/. paid, 
30/. each; 16/. paid. 



Whole Shares. 
Half do. 
New. do. 
New do. 
Cons. do. 



16/. each ; 21. iOs. paid. 



New Half do. 
Total sum authorised to be raised by Shares .. .. ^^7,941,217 
Ditto .. ditto, by loans or mortgage 2,647,027 

RECEIPT. 
Total sum actually received to Slst July, IS46 . . . 













6,284,885 7 7 



EXPENDITURE. 
Total sum expended to 31 st July, 1846 . . . . 



6,260,815 16 



Cost of IXTorklngr and fiarnlnffs. 

Eaminsrs for the six months ending July 31, 1846 
Cost of working for the same period 



193,068 13 10 
106,607 15 



Last half-yearly dividend, per share 178. 
(Per cent, per annum, 32. 48., deducting Income Tax.) 



SOUTH-EASTERN— con^mtterf. 101 

Obtained Acts in the Session of 1845, for branches to Deal, and 
from Ashford to Hastings, and have purchased the Whitstable Rail- 
way. Obtained Acts in the Session of 1846, to widen the Greenwich 
Railwny, and for an extension of the same, 22 miles 5 furlongs, by 
Woolwich to a junction with the Gravesend and Rochester Railway, 
which they purchased for 300,000/. ; also to construct a Branch from 
Tunbridge Wells to Hastings, 29 1 miles, and from Rye to Rye Har- 
bour, 1 mile 69 chains, and a Branch to the town of Rye 5| miles; 
to enlarge the Ashford Station, and to construct locomotive works 
thertat; to effect which they have power to raise 2,978,900/. by new 
shares and 992,966/. by loans. Have an agreement with the Reading, 
Guildford, and Reigate Railway, to lease that line at 4| per cent, and 
half surplus profits, with the option of purchasing as much as lies 
between Reigate and Dorking. 

LINES OP RAILWAY WORKED BY OR BELONGING TO THE 
SOUTH-EASTERN RAILWAY COMPANY. 

No. of LINES OPEN. 

StatioBS. Miles. Far. Ch. Milei. Fur. Ck. 

14 Reigate to Dover 67 

6 Ashford to Ramsgate 30 4 

*3 London to Greenwich 3 6 

4 Branch to Maidstone 10 

1 Branch to Tunbridge Wells 5 

1 Canterbury and Whitstable 6 4 

3 Gravesend and Rochester 7 

1 Bricklafers* Arms Branch 14 

33 Totallength completed 131 2 

LINES IN PROGRESS. 

Ashford and Hastings 29 7 

Branch to Deal 8 7 5 

Branch to Margate 4 4 



Total length in course of construction . . 42 

ACTS LAST SESSION. 

Greenwich to Gravesend 22 1 

Tonbridge to Hastings 29 6 

Branch to Rye 5 6 

Branch to Rye Harbour 1 6 9 

Reading, Guildford and Reigate 46 4 



Total length sanctioned in 1846 . . . . 

T<^1 length belonging to the South-Eastern Raihoaff 

* Leased In perpetuity at 38.000/. a year. 

t Leased in perpetuity at 44 per cent., and half surplus profits. 




102 £onDon> i^ngfjton, anD Skout^ ^oa^t Mailtoas* 

PARTIALLY ATMOSPHERIC. 



Chairman— C. P. Grenfell, Esq. 
Secretary — T. J. Bucklon, Esq. 
Manager — Peter Clarke, Esq. 
Resident Engineer — 'R. J. Hood, Esq. 

Length open, 112 J miles. 43 Passenger and Goods Stations. 
Terminates in junction with the Greenwich Branclj of the 
South-Eastern Railway, 1 1 miles from London, and at Church- 
street, Brighton, with a coast line from Portsmouth, to St. 
Leonards and Hastings, and several Branches. Passes 
through the counties of Surrey, Sussex, and Hants. Pays 
toll to the South-Eastern Railway 1 j miles, and receives toll 
from the same Company from Croydon to the same point. 
Gauge of way 4 feet 8i inches ; ruling gradient 1 in 100 ; rise 
in feet per mile, 54. Royal Assent given to Bill, 15th July, 
1837. Opened throughout 21st September, 1841. Half- 
yearly Meetings, February and August, in London. Cost per 
mile of original lines, 56,981/. Average time of performing the 
journey to Brighton, including stoppages, 2 hours. Fares for 
the whole distance, First Class 10s., Second Class 7s. 6d., 
Third Class 53. 

Statistics of Construction. 

BRIGHTON RAILWAY. 

Four tunnels, total length 2 miles 26 chains; 4 viaducts, 
total length 669 yards ; 28 embankments and 34 cuttings above 
100 yards in length; passes under 25 and over 40 bridges; 
At 9 miles from London joins the Croydon line ; at 21 miles a 
junction with the South-Eastern, and at 50 miles a Branch to 
Shoreham ; cost of formation of permanent way, 257,517^. ; 
cost of maintenance 9,296/. per annum; 40 engines, 136 car- 
riages and 346 trucks and waggons. Value of locomotive and 
carrying stock 115,290/. 4 miles of hne on blocks, and 35 
miles on continuous bearing. 

Capital Account. 

45,992 Shares of 50/. each; 45/. paid. 

12,590 ditto, 50/. each ; 35/. each. Consolidated Eighths. 

Total sum authorised to be raised by shares . . . . 3,0S3,675 

Ditto .. ditto, by loan or mortgage 1,019,999 

Tolalreceipts to June, 1846 3,175,820 18 9 

Totalsumexpendedto June, 1846 3,399,229 17 1 



LONDON, BRIGHTON, & SOUTH COAST -- continued, 103 

Cost of IXTorlLlngr and Barningrs. 

LONDON AND BRIGHTON. 

Total earnings for the six months endihgJune 30, 1846 £120,748 15 9 
Cost of working for the same period 62,638 7 6 

Last half-yearly dividend per share, 248. 6d. 
Per cent, per annum, 4/. I8s. 

LONDON AND CROYDON. 

Total earnings for five months, to June 30, 1846 . . ^6*41,450 18 4^ 
Cost of working for the same period 22,127 5 11^ 

Last dividend per share, 7s. 6d. 
Per cent, per annum, 5/. 10s. 

These accounts iuclude 8,868/. 4s. 3d. toll paid by the Brighton, and 

received by the Croydon. 

This Company have a tliird line of rails from London to 
1 Croydon, worked on the Atmospheric principle. It is only 
in operation from Forest Hill to Croydon, but is being laid 
between London and Forest Hill. It is to be extended, 
under an Act of 1844, to Epsom; obtained power in the Ses- 
sion of 1845, to make Branches to Horsham, 8 miles 3 fur- 
longs ; to effect a junction with the Hastings and South- 
£astem Railway, 9 miles, 1 furlong, 2 chains ; and in the 
j Session of 1846, to make Branches to Wandsworth, 6 miles 
I 5 furlongs ; East Grins tead, 6 miles 6 furlongs ; Steyning^ 
4i miles, Littlehampton, 1 mile, 1 furlong, 8 chains. New- 
haven ; 8 miles 4 furlongs ; Hailsham, 2miles 7 furlongs ; and 
Eastbome, 4 miles 3 furlongs, and a junction with the 
I Thames atDeptford, 7 furlongs 8 chains; with power to raise 
1 531,000/. by new shares, and 177,000/. by loans. Are to 
purchase the Locomotive Depot at New Cross from the South- 
Eastem Company, and also propose to amalgamate with the 
, Direct Portsmouth Atmospheric Railway, sanctioned in the 
i Session of 1846. The goods and cattle traffic on the Brighton 
Railway has hitherto been small, the former scarcely exceeding 
80,000 tons per annum, inclusive of coals, but a large increase 
may be expected under the amalgamation, as the fish, and 
produce of the southern coast, will all be sent to the metro- 
polis by Railway. 

LINES OF RAILWAY BELONGING TO THE LONDON, BRIGHTON, 
AND SOUTH COAST RAILWAY COMPANY. 

^"""^ LINES OPEN. ,.., ^ ^^ „, p „. 

ixatioa*. Mile*. Fur. Ch. Milei. Fur. Ch. 

14 London and Brighton 4.3 

7 Iy«>nr)on an'< Croydon (Atmospheric) .. .. 10 4 

7 Brighton, Lewes Hnd Hastings 32 4 

15 Brighton and Chichester 29 U 

43 Total length completed .... 115 



104 LONDON, BRIGHTON, & SOUTH CO AST -continued. 

Milei. Fur. Ch. 
Total length completed 121 

LINES fN PROGRESS. Milei. Fur. Ch. 

Croydon to Epsom 8 

Branch to Horsham 8 3 

Ditto to Keymer 9 1 2 

Total length in course of construction . . 25 4 2 

ACTS LAST SESSION. 

Wandsworth to Croydon 6 5 

Branch to East Gi instead 6 6 

Ditto to Steynintr 4 4 

Ditto to Littlehampton 1 I 8 

Ditto to Newhaven 8 4 

Ditto to Hailsham 2 7 

Ditto to Eastbourne 4 S 

Direct London and Portsmouth 60 2 5 

Thames Junction at Deptford 7 8 

Length of line sanctioned in 1846 . , ., 96 1 1 

Total length of Railway belonging to the London^^ ntn ^ « 
Brighton and South Coast Railway Company .... J 



Sold to the London and South-Western Railway. 



Chairman — W. Chadwick, Esq. 
Secretary — J. F. Weale, Esq. 
Engineer — J. Locke, Esq. 

Length 6 miles. 6 Passenger and Goods Stations. Com- 
mences in junction with the South- Western Railway, and 
passing through Wandsworth, Putney, Barnes, and Mort- 
lake, terminates at Richmond, in the county of Surrey. 
Gauge of way 4 feet 84 inches ; steepest gradient 1 in 601 ; 
smallest radius of curve half a mile. Royal Assent given to 
BlQ, 21st July, 1845. Opened throughout 27th July, 1846. 
Estimated net profit per annum, 44,685 /., equal to a dividend 
of 15 per cent. Half-yearly Meetings, February and August 
in London. 

Capital Aooount. 

13,000 Shares of 20/. each; 15/. paid. Whole Shares. 

Total sum authori^ed to be raised by shares .. .. £260,000 

Ditto . . ditto, by loan or mortgage 86,000 

Total sum received to June, 1846 182,413 3 2 

Ditto expended to ditto 168,42319 1 

This line is sold to the South-Westem Railway Company, 
at a 16/. 15s. South-Western share for each Richmond, with 
the option of taking 10/. premium in money each share. 



1£aj$tem ^ountiejs l&aiIioa|». 105 

Amalgamated with the Northern and Eastern Baihvay. 



Chairman — George Hudson, Esq., M.P. 
Deputy-Chairman — David Waddington, Esq. 
Secretary — C. P. Roney, Esq. 
Goodi Manager — R. Moseley, Esq. 
Coaching Superintendent— G. Richardson, Esq. 

Length 186 miles. 43 Passenger and Goods Stations. Ter- 
minates at the Bishopsgate Station, London; at Colchester, 
in junction with the Eastern Union Railway ; and at Brandon 
in junction with the Norfolk Railway. Passes through the 
counties of Middlesex, Essex, Hertford and Cambridge. Prin- 
cipal Depot at Stratford. Has Branches to Peterborough, 
North Woolwich, Hertford and Ware. Gauge of way 4 feet 8^ 
inches; ruling gradients 1 in 100; rise in feet per mile 52. 
Royal Assent given to Bill, 4th July, 1836. Partially opened, 
20th June, 1839 ; opened throughout, 29th March, 1843. Half- 
yearly Meetings, February and August, in London. Cost per 
mile, 46,355/. Average time of performing the journey, includ- 
ing stoppages, from London to Colchester, 51 miles, 2 hours 
20 minutes. Fares, First Class lis.. Second Class 7s. 6d., 
Third Class 4s. 3d. From London to Cambridge, 57 miles, 
2 hours 15 minutes. Fares, First Class 10s. 6d., Second Class 
7s. 6d., Third Class 4s. lOd. 

The goods traffic on this line is larger in proportion to 
passenger traffic than on any of the Metropolitan Railways, 
and is not yet fully developed. An enormous traffic in coals 
will eventually be transferred to this Railway, as the Com- 
pany have three powerful engines at the Blackwall Branch 
I capable of loading 150 trucks of 5 tons each per day, the whole 
] of which can readUy be disposed of in the counties of Essex, 
Herts, and the eastern suburbs of the metropolis. 13 Engines ; 
350 carriages ; 1,800 trucks and waggons. Value of locomo- 
tive and carrying stock about half a million. 

Capital JLccount. 

56,000 Shares, 25^. each ; 25/. paid. Whole Shares. 
88,000 Shares, 2bl. each ; 81. 10s. paid. New Shares. 
(Issued at 16^ discount.) 

144,000 Shares, 6|/. each ; 6|^ paid. Perpetual 5 per cent., No. 1. 
144,000 Shares, 6^Z. each; 4§Z. paid. Ditto ditto No. 2. 

185,000 Shares, 201. each; 21. paid. (York Extension.) 

Total sum authorised to be raised by shares . . . . £8,520,000 

Ditto .. ditto.by loanor mortjfaffc 2.840,000 

ToUl sum received to 4th July, 1846 3.088,767 1 3 

Ditto expended 1o ditto 3.07».^46 7 2 



106 EASTERN COUNTIES RAILWAY— continued. 
Cost of IXTorkingr and Samlngrs. 

Total earnings for the six months ending 4th July,\ ^oni ong 4 g 

1 846 .. j ' 

Cost of working for the same period, including in-\ m qiq ia q 

terest to Northern and Eastern Railway / a*a.^io a'> » 

Last half-yearly dividend, per Share, 9a, 
Per cent. per annum, 62. 

Has a railway in course of construction from Cambridge to 
Huntingdon, 174 miles. The portion of the Syston and Peter- 
borough line of the Midland Railway between Stamford and 
Peterborough is to be worked by this Company till the whole 
of that line is completed. Acts have been obtained in the 
Session of 1846, to enlarge the London and Stratford Stations, 
to make Branches from Ilford to Epping, 10 miles 3 furlongs, 
to connect the Thames Junction Railway with the East India 
Dock Pepper Warehouses, with power to raise 260,000^. by 
shares, and 86,6661. by loans; also to purchase the St. Ives 
and Wisbeach Railway, 27 miles, sanctioned in the same Ses- 
sion ; have amalgamated with the East Anglian, and the New- 
market, and Chesterford, Railway, and have purchased the 
Maldon, Witham, and Braintree Railway. 

LINES OF RAILWAY WORKED BY, OR BELONGING TO, THE 
EASTERN COUNTIES RAILWAY COMPANY. 

No. of LINES OPEN. 

Stationb. Miles. Fur. Ch. Miles. For. Ch. 

14 London to Colchester 51 

21 Straiford to Cambridge 54 

5 Cambridge to Brandon 32 

7 Ely to Peterborough 30 

4 Petei borough to Stamford 12 

4 Broxbourne to Hertford 7 

Totallength completed 1S6 

LINES IN PROGRESS. 

Thames Junction 2 4 

North Woolwich 2 6 6 

Cambridge and Huntingdon 17 8 5 

EastAngUan 82 

Total length in course of construction 104 6 1 



ACTS LAST SESSION. 

Ilford to Epping 10 3 

Cambridge, St. Ives and Wisbeach 27 2 9 

Maldon, Witham, and Braintiee 12 6 

Newmarket and Chesterford 23 1 2 

Length of line sanctioned in 1846 , . 72 7 7 



Total length belonging to the Eastern Counties Railway 363 b 8 



EASTERN COUNTIES RkllW AY—continued, 



107 



This Company is in treaty for the Ambergate, Nottingham, and 
Boston Railway, which if concluded will enable them to occupy all Lin- 
colnshire and the adjacent districts. It is now little more than six 
months since the first steps were taken to erect the Electric Telegraph 
on the Cambridge and Colchester lines ; during that period upwards 
of 180 miles of wires have been placed, and 60 instruments fixed 
at the various stations, by which means communications can be made 
between station and station from London to Norwich and Yarmouth, 
and from London to Ipswich, in five minutes. The instruments are 
for the most part worked by the Station Masters on the line, except 
where the great pressure of business makes it necessary to place a 
clerk expressly for the purpose. The distance between Ely and 
Peterborough is supplied with telegraph wires, which opens a commu- 
nication with Biimingham and Rugby, and will eventually open it with 
Liverpool. Blackwall has already a telegraphic communication 
with Stratford, and by that means to London. It is the intention of 
the Company to place the Telegraph upon all their important 
Branches. The Telegraph is now used for a great variety of commer- 
cial, industrial, civil, legal, and private purposes, where rapidity of 
communication or action is necessary, and on a recent occasion a 
celebrated London physician was in communication with a Norwich 
physician, and through the agency of the electric wires, actually 
prescribing for a patient whose life was in danger. 

The Telegraph can be used by the public at the moderate scale of 
charges annexed. 



COLCHESTER LINE. 



I 



DOWN. 

From London to 



8. d. 



I llford 2 

Romford 2 

Brentwood 2 

Ingatestone 2 6 

Chelmsford 2 G 

' Witham 3 

Kelvedon 3 6 

Cjlcbester 3 6 

I 

i UP. 

i From Col'.hester to 

'. 8. d. 

I Kelvedon 2 6 

! W.lha-n 3 

, Chelmsford 2 « 

Ingatestone 2 6 

! Brentwood 2 6 

Romford 3 

llford 3 6 

LoiMlon 3 6 



CAMBRIDGE LINE. 



DOWN. 

From London to 

8. d. 

Stratford 2 

Tottenham 2 

Ponder's End 2 

Waltham 2 

Broxbourne 2 

Ware 2 fi 

Hertford 2 6 

Harlow 3 « 

(Stanstead 3 6 

Bishnp Stortfoid ..3 6 

Wenden 3 6 

Chesterford 3 6 

Cambridg-' 3 6 

Waterbeuch 5 

Ely 5 

Brandon 5 

Theiford 7 « 

Hariing 7 6 

Atileborough 7 6 

Wymondham 7 6 

Norwich 7 6 

Yarmouth 9 6 



UP. 

From YarmoutJi to 

8. d. 

Norwich 2 

Wymondham 4 6 

Attleborough 4 6 

Harl'ng 4 6 

Thetford 4 6 

Brandon 4 6 

Ely 6 6 

Waterbeach 6 6 

Cambridire 6 6 

Ch^^sterford 7 6 

WetH'en 7 6 

Biship Stortford ..7 6 

Stai.st-ad 7 6 

Harlow 7 6 

Ware 9 6 

Hertford 9 6 

Broxbourne 7 6 

Wat ham 9 Ct 

Ponder's End 9 6 

Tottenham 9 6 

Stra f jrd 9 6 

LondoD 9 6 



M 2 



108 Korfollt l^ailfoas. 

An Amalgamation of the Yarmouth and Norwich, and Norwich and Brandon 

Railways. 

Chairman — Adam Duff, Esq. 

Secretary— B, chard Till, Esq. 

Engineers — Robert Stephenson and George P. Biddle, Egqrs. 

Superintendents — W. Clay and W. P. Marshall, Esqrs. 

Length 57i miles. 16 Passenger and Goods Stations. 
Commences in a junction with the Eastern Counties Railway at 
Brandon, and terminates at Great Yarmouth. Passes through 
the county of Norfolk. Gauge of way 4 feet 8^ inches ; gradient 
nearly level. Electric Telegraph in operation throughout. 
Royal Assent given to Bill, 18th June, 1842. Opened through- 
out 1st May, 1845. Half-yearly meetings, February and 
August, in London. Cost per mile, 12,700/. Time of per- 
forming the journey, including stoppages, from London to 
Norwich, 140 miles, 4^ hours. Fares throughout, First Class 
26s., Second Class 18s. 6d., Third Class 12s. 2d. 

Statlstlos of Construotion. 

NORWICH AND BRANDON RAILWAY. 

No tunnel or viaduct; 44 embankments, total length 18 
miles 60 chains; 35 cuttings, total length 16 miles 9 chains; 
passes under 1 1 and over 46 bridges. At 1 Oi miles from Nor- 
wich a Branch to Dereham; 10 engines, 22 carriaj^es, and 114 
trucks and waggons. Total value of locomotive and carrying 
stock 33,964/. Cost of formation of permanent way, 460,000/. 
The entire length of 38 miles on transverse sleepers. 

Capital iLccount. 

646,2502. Consolidated Stock, late 20/. and 21. Shares. 
22,000 Shares, 10/. each, 71. paid. 
15,000 Shares, 20/. each. 6/. paid. 
Five per cent, preference shares, without participation in profits or 

new shares. 

Total sum authorised to be raised by stock and shares £1,166,250 

Ditto .. ditto, by loan or mortgage 355,416 

Total sum received TO June aO, 1846 1,132,889 7 1 

Ditto expended to ditto 985,079 15 3 

Cost of IXTorklngr and Samlngrs. 

Totalearningsforthesixmonths, ending June 30, 1846 £37,936 14 8 

Cost of working for the same period 19,174 13 10 

Last half-yearly dividend, per 20/. share, 128. 
Per cent, per annum, 6/. 

Branches to East Dereham and to Lowestoff Harbour wiU 
be opened towards the end of 1846. 

The Company obtained Acts, in the Session of 1846, to ex- 
tend the East Dereham Branch to Fakenham, Wells, and 
Blakeney, 29 miles 2 furlongs, with power to raise 300,000/. 
by new shares, and 100,000/. by loans ; and to lease in per- 
petuity the Lowestoff Railway and Harbour at 4 per cent., 
and half surplus profits. 



iSri$(toI anD &xtUx jftailioas. 109 



Chairman — J. Gibbs, Esq. 
Deputy-Chairman — Jobn Browne, Esq, 
Secretary — J. B. Badham, Esq. 
Engineer — Mr. Gregory. 

Length 76 miles 10 chains. 13 Passenger and Goods 
Stations. Terminates in junction with the Great Western 
Railway at Bristol, and at the depot Exeter, in junction with 
the South Devon Railway. Passes through the counties of 
Somerset and Devon. Gauge of way 7 feet ; ruling gradients 
1 in 127 ; rise in feet per mile 41. Royal Assent given to 
Bill, 19th May, 1836. Partially opened 14th June, 1841 ; 
opened throughout, 1st May, 1844. Half-yearly Meetings, 
February and August, in Bristol. Cost per mile, 23,676/. 
Worked by the Great Western Railway. 

Statistics of Construction. 

Two timnels^ total length, 1,422 feet; 41 embankments and 
40 cuttings, above 100 yards in length ; passes under 75 and 
over 52 bridges. At 18i miles from Bristol, has a branch to 
Weston-super-Mare. Cost of formation of permanent way 
4,100/. per mile; cost of maintenance per annum, 11,279*. 
The entire length of the line on continuous bearing. 

Capital iLccounta 

15,000 Shares of 100/. each ; 7U. paid. Whole Shares. 

15,000 ditto, 33/. 10s. each; 5/. paid. Third Shares. 

Total sum authorised to be raised by shares j&1,500,000 

Ditto .. ditto, by loan or mortgage 500,000 



Cost Of IXTorUngr and Sarningrs. 

The amount for toll and rent paid by the Great West- "^ 

em Railway Company for the half-year ending June, > ^6*46,763 5 7 

1846, was ) 

The total revenue for the same period from all sources 48,943 2 4 

Expenditure ditto 25,746 4 6 

Disposable balance 23,196 17 11 

Last half-yearly dividend per share, W. 10s., free of Income Tax. 

Per cent, per annum, Al. 

This line is leased to the Great Western Railway Com- 
pany for a terra of Five Years, from May, 1844. 

In 1844 and 1845, Acts were obtained by this Company for 
the construction of Branches. 

In the Session of 1846, this Company obtained power to 
make a Branch to Crewkerne,i8 miles 42 chains ; and to take 
and hold shares in the South Devon, Exeter and Crediton, 
and ComwaU, Railways. 



110 Kortj^em ftnD &mtxn l^ailfoas* 

Amalgamated with the Eastern Counties Railway. 



Chairman — "R. Faterson, Esq. 

Deputy- Chairman — B. W. Kennard, Esq. 

Secretary— VJ . Bourne, Esq. 

Solicitors — Messrs. Crowder and Maynard. 

Length 79 miles 10 chains, from Stratford to Cambridge 
and Ely, with several Branches. Leased in perpetuity to the 
Eastern Counties on the following terms, at 5 per cent., and 
a rateable participation with the Eastern Counties above that 
sum. Royal Assent given to Bill, 4th July, 1836. Partially 
opened, 15th September, 1840; opened throughout, July, 
1845. Half-yearly Meetings, February and August, in Lon- 
don. Cost per mile, 31,256/. 

Capital JLooount. 

14,400 Shares of 50/. each ; 50/. paid. Whole Shares. 
12,208 ditto, 12/. 10s. each: 12/. 10s. paid. Quarter Shares. 



Total sum authorised to be raised by shares 
Ditto .. ditto, by loan or mortgage .. . 
Total paid-up share capital receiving dividends 
Total sum due on debentures and loan notes . 
Ditto exjiended to June, 1845 



£923,466 

707,822 

684,107 

278,000 

956,327 



Last half-yearly dividend per share, £\ 10s. 5d. 
Per cent, per annum, £6 Is. 8d. (less the Income Tax.) 

This Company was amalgamated with the Eastern Counties 
Railway on the 1st January, 1844, receiving in perpetuity 
5 per cent, on their paid-up capital. 

The sura of 22,483/. was appropriated, out of the total 
earnings (45,750/.) for six months ending June, 1845, to the 
payment of dividends. 

An Act was obtained in the Session of 1845, for an exten- 
sion to Huntingdon from Cambridge, 174 niiles in length. 
A Branch to Peterborough has also been lately opened. 

(See Eastern Counties Ridlway, page 105.) 



¥otlt anD Notify i»[iDIanD i^ailfoa^. 1 1 1 



Chairman — G. Hadson, Esq., M.P. 

Secretary— W. Gray, jun., Esq. 

Engineers — ^T. Cabry and J. C. Birkensbaw, Esqrs. 

Length, in working order, 164 miles. 26 Passenger 
and Goods Stations. Terminates in junction with the York 
and Newcastle Railway at York, and in junction with the 
Midland Railway at Normanton, 7 miles from Leeds, and 
has lines from Leeds to Hull, from York to Scarborough and 
Whitby, and several Branches. Passes through the county 
of York. Gauge of way 4 feet 8i inches ; ruling gradients 1 
in 484 ; rise in feet per mile, 10. Royal Assent given to Bill, 
21st June, 1836. Partially opened, 29th May, 1839; opened 
throughout, 30th June, 1840. The Branch to Scarborough, 
opened throughout, July 7th, 1845. Half-yearly Meetings, Ja- 
nuary and July, atYork. Cost per mile, of original line, 23,960/. 
Average time of performing the journey, from London to 
York, including stoppages, 10 hours 30 minutes. Fares from 
London to York, First Class 56s. 6d., Second Class 38s. 6d. 
The Electric Telegraph is erected on the lines of this Company. 



Statistics of Construction. 

YORK AND NORTH MIDLAND RAILWAY. 

One tunnel 197 feet in length; 3 viaducts, total length 857 
feet; 13 embankments, total length 11.^ miles; 13 cuttings, 
total length 6^ miles; passes under 12 and over 13 bridges. 
Has a north and south junction with the Leeds and Selby Rail- 
way, 13 miles from terminus; and a north and south junction 
with the Midlands line, 23 miles from terminus ; 20 engines, 
50 carriages, 193 trucks and waggons. Value of locomotive 
and carrying stock 54,000/. Cost of formation of permanent 
way 5,918/. per mile; cost of maintenance 110/. per mile per 
annum. 1^ miles of line on blocks, and 26 i miles on transverse 
sleepers. 



— I 



112 YORK AND NORTH MlDLAl!^B -continued. 

HULL AND SELBY RAILWAY. 

No tunnels or viaducts, 22 miles of embankments, and 

6 miles of cuttings ; passes under 5 and over 1 1 bridges. Cost 

of formation of permanent way 605,325/. ; cost of maintenance 

2,47 S/. per annum ; 17 engines, 45 carriages, 247 trucks and 

waggons. Value of locomotive and carrying stock 49,330/. 

17 miles of line on continuous bearing, 13 J miles on transverse 

sleepers. 

Capital iLccount. 

6,700 Shares, 50/. each ; 50/. paid ; Original Shares . . . . £335,000 

6,700 ... 25/. each ; 25i. paid ; Half Shares 167,500 

17,400 ... 25/. each ; 25/. paid ; Scarborough Shares .. 260,000 

6,700 ... 50/. each ; 40/. paid ; Selby Shares 335,000 

6.700 ... 25/. each ; 20/. paid ; Ditto Half Shares .. .. 167.500 

25,300 .... 25/. each ; 20/. paid ; Extension 632,500 

50.000 . . . 25/. each ; 5/. paid ; East and West Biding . . 1,250.000 

62.950 .... 2.,,.e«h, ^'■P'^i: {'''ilu^t'^U).r}jf^ 
Total Amount of Share Capital £4,721,250 

Total sum authorised to be raised by shares . . . . *^4,721,250 

Ditto . . ditto, by loan or mortgage (one-third of) ggg ^g q q 

existing share capital / ' 

Amount raised by calls on shares to 30th June, 1846. . 1,397,022 10 

Ditto . . ditto, on debentures or loan notes to ditio 376,040 

Total actually received to ditto 1,772,062 10 

Ditto expended to June, 1846 1,957,979 8 

Cost of IXTorklnff and Samlngrs. 

Balance from last half-year 18,281 3 4 

Total earnings for the six months ending June 30th, \ i^~ mf,a i a 
1846, (including Leeds and Selby & Hull & Selby)/ *«'.o«>» * " 

Cost of working for the same period (ditto) including) mg gg < -.q | 

rent of Hull and Selby j * 

Last half-yearly dividend, per share, 21. 10s. 
Per cent, per annum, 10/. 

This Company has purchased the Leeds and Selhy, and Whitby 
and Pickering Railways, and ohtained Acts in the Session of 1845, 
for Branches to Bridlington and Harrogate. Acts were also ohtained 
in the Session of 1846, to make a Railway from York to Stamford 
Bridge, Pocklington, Market Beverley, and thence to Hull ; to extend 
the Whithy and Pickering Railway to Castletown ; to make a direct 
Railway from York to Leeds ; and for the lease and purchase of the 
Hull and Selhy Railway ; and to widen and enlarge the York and 
North Midland line, hesides 2,000,000/. in new shares, for the 
purchase of the Hull and Selhy Railway, hut none hy loans. By the 
Acts obtained this Session, the Company will he authorised to con- 
struct and purchase upwards of 150 additional milesof Railway, which 
will make the aggregate of Railway in the hands of the York and 
North Midland Railway Company upwards of 307 miles. 



YORK AND NORTH MIDLAND— con^iwM^d. 113 

LIST OP RAILWAYS BELONGING TO THE YORK AND NORTH 

MIDLAND RAILWAY. 

LINES OPEN. 

Miles. For. Ch. Miles. Fur. Ch. 

York and North Midland (inclading Junction 

Branches) 27 4 

Scarborough (including Branch to Pickering) 48 3 

Leeds and Selby 20 

PcHTtion of Bridlington Branch (open to Filey; 7 

102 7 

HuU and Selby 31 

Hall and Bridlington 30 

61 

Total length completed 163 7 



LINES IN PROGRESS. 

Whitby and Pickering 23 3 

Filey to Bridlington 12 4 

Harrogate Branch 18 2 

East Riding Branches, —York to Beverley — 

Selby to Market Weighton, &c 45 5 

Do. No. 2 — Hornsea, East Dock, &c.. Branches 16 1 

Whitby and Pickering Extension to Castleton 10 6 

Leeds Extension 16 6 

Total length in course of construction ., 143 3 

Grand total lenqth of Railway belonging to the York and\ 0^7 9 a 

North Midland Railway / ^* ^ " 



114 ¥ot& mt> KeiotajStU MaiUoas* 

An amalgamation of the Newcastle and Darlin^on Junction; the Great North 
of England; Durham and Sunderland, and other Railways incorporated 
therewith. 

Chairman — G. Hudson, Esq., M.P, I Engineer — ^T. E. Harrison. Esq. 
Secretary — J. Close, Esq. | Superintendent — J. Allport, Esq. 

Length 138| miles. 33 Passenger and Goods Stations. 
Commences in junction with the York and North Midland 
Railway at York, and terminates in junction with the 
NeAvcastle and Carlisle, and the Newcastle and Berwick, Rail- 
ways at Newcastle, with numerous lines and Branches in the 
coal district of Durham. Passes through the counties of 
York, Durham, and Northumberland. Gauge of way 4 feet 
8 J inches ; ruling gradients, 1 in 33 ; rise in feet per mile 16 ; 
has several inclines worked by auxiliary power. Royal 
Assent given to BUI, 18th June, 1842; opened throughout 
18th June, 1844. Half-yearly meetings, January and July, 
at York. Cost per mile, 20,000/. Average time of performing 
the journey, including stoppages, 1 hour 45 minutes. | 

Statistics of Construction. 

NEWCASTLE AND DARLINGTON RAILWAY. 

One tunnel 165 yards in length; 1 viaduct 1,350 yards in 
length; 31 miles of embankments, and 32 miles of cutting; 
passes under 80 and over 45 bridges. Has a junction with 
the Pontop and South Shields, with the Newcastle and Carlisle, 
with the Clarence, the Stockton and Darlington, and the Great 
North of England Railways ; and 5 Branches to collieries ; 32 
engines, 95 carriages, 409 goods waggons, and 2,000 coal 
waggons. Value of locomotive and carrying stock 127,550/. ; 
Cost of formation of permanent way per mUe 3,341/.; cost of 
maintenance 120/. per mile per annum. The whole length of 
main line is laid on transverse sleepers. 

GREAT NORTH OP ENGLAND RAILWAY. 

No tunnel ; passes under 36 and over 60 bridges ; 24 em- 
bankments, total length 24 miles 12 chains ; 25 cuttings, total 
length 18 miles 54 chains. Commences in junction with the 
York and North Midland, and the York and Scarborough 
Branch. Has a Branch to Croft 43 miles, and a Branch to 
the Stockton and Darlington Railway 44| miles from termi- 
nus; 39 engines, 104 carriages, and 178 goods waggons; 
Value of locomotive and carrying stock 125,364/. Cost of 
formation of permanent way 274,855/. ; cost of maintenance of 
way 7,105/. per annum. 39 i miles of line laid on blocks, and 
54 miles on transverse sleepers. 



YORK AND NEWCASTLE— cwi^wtterf. 115 



DURHAM AND SUNDERLAND RAILWAY. 

One tunnel 300 feet in length; 1 viaduct 210 feet in length; 
22 embankments and 21 cuttings, above 100 yards in length ; 
passes under 20 and over 22 bridges. Has 3 Branches and junc- 
tions, worked with stationary engine power ; 36 carriages and 
1,942 waggons. Cost of formation of permanent way, single 
line, 148,132/. ; cost of maintenance 1,862/. per annum. The 
entire length of 20 miles on transverse sleepers. 

Capital Account. 

30,000 Shares, 25Z. each ; 24Z. paid. Whole Shares. 

22,000 ditto, 25Z. each ; 25Z. paid. (New Brandling.) 

64,000 ditto, 25/. each ; 5/. paid. Extension Shares. 

169,000 ditto, 25/. each ; 2/. paid. Great North of England purchased 
Shares. 

(6 per cent, guaranteed till 1850, on the last description of Shares.) 

Total sum authorised to be raised by shares .. .. £6,625,000 
Ditto . . ditto, by loan or mortgage 400,000 

Amount raised on shares, &c. to June 30, 1346 . . .. 1,258,194 4 4 
Ditto on debentures to ditto 171,500 

Total sum received to ditto 1,429,694 4 4 

Ditto expended to ditto 1,314,700 7 7 

Cost of ^)7orkiiigr and Sarnlngrs. 

Balance of last half-year £8,770 19 4 

Total earnings for the last six months, ending 30th\ -. -«« lo ^ 

June, 1846 / ^5,50^ 18 1 

Cost of working for the same period 36,513 18 4 

Last half-yearly dividend per share, 22s. 6d. 
Per cent, per annum, 9/. 

This Company has purchased the Durham Junction, and 
Brandling Junction Railways, which was sanctioned in the 
Session of 1846, as also a Branch to Monk Wearmouth, and 
Brewery Quay. 

In the Session of 1846, it obtained Acts for the purchase of 
the Durham and Sunderland Railway, and Wearmouth Docks, 
the Pontop and South Shields, and Great North of England 
Railways, and to make the Branches set forth in the tabular 
list of the lines of the Company, with power to raise 1,379,300/. 
by new shares, and 459,166/. by loans, in addition to 
4,000,000/. by shares, for the purchase of the Great North of 
England Railway. 



116 



YORK AND NEWCAStLE— «m*i«ii«d. 



LIST OF RAILWAYS BELONGING TO THE YORK AND 
NEWCASTLE RAILWAY. 



No. or 
Station!. 



LINES OPEN. 



Miles Fur. Cb. Miles Fur. Ch. 



14 Newcastle and Darling^ton, and Branches . . 29 

12 Great North of England 45 

Durham and Sunderland 19 

Brandling Junction 

Fontop and South Shields 

5 Colliery Branches from the Newcastle and 

Darlington Railway 

3 Colliery Branches from the Durham and 

Sunderland Railway 

Branch to Croft 

Branch to the Stockton and Darlington 

Railway 

Durham Junction. . 



4 





1 


9 


2 






V 50 



Branch to Richmond 

Branch to the Durham Junction Railway . . 
Branches to Wearmouth and Brewery Quay 



Total length completed 



9 


8 


3 


5 





1 





7 


6 



159 6 



ACTS LAST SESSION. 

Thirsk and Malton 23 

Branch to Helmsly 5 

Branch to Sessay 2 

Branch to New Malton 

Branch to Bedale 7 

Branch to St. Nicholas and Shincliff . . . . I 

Branch to Boroughbridge 5 

The Durham and Sunderland Railway . . . . 6 

The Bishop's Auckland and Weardale Railway 12 

Length of line sanctioned in 1846 



2 
6 
6 
5 

7 
6 
7 
4 



3 
6 


9 
9 
5 
5 
5 



66 5 9 



Total length belonging to the York and Newcastle Railway 



225 



UNES IN WHICH THE YORK AND NEWCASTLE HAIL- 
WAY IS INTERESTED BY HOLDING SHARES. 

Newcastle and Berwick 95 3 

Ditto Branches sanctioned in 1846 7 4 

Newcastle and North Shields 8 7 9 

Total 



Ill 6 9 



Grand total length of Railway connected toith the York and Newcastle 313 1 8 



Keiocajstk anD iSerloidt )&aUfoa|». 1 1 7 



CAairman — George Hudson, Esq., M.P. 
Deputp'Chttirman—'Rohert Davies, Esq. 
Secretary — John Cose, Esq. 
Engineer — Robert Stephenson, Esq. 

Length 94^ miles. Commences at Newcastle in junction 
with the York and Newcastle Railway, and terminates at 
Berwick in junction with the North British Railway, with 
branches to Alnwick, Kelso, and Blyth, and Warkworth Har- 
bour. Passes through the counties of Durham and Northum- 
berland. Gauge of way 4 feet SJ inches ; steepest gradient 

1 in 150 ; smallest radius of curve 10 chains, near the 
station. Royal Assent given to Bill, 31st July, 1845. Esti- 
mated net profit per annimi 86,959/., equal to a dividend 
of 6 per cent. Half-yearly Meetings, July and January, at 
York. 

Capital Account. 

56,000 Shares, 251. each; 20/. paid. Whole Shares. 
Allow 5 per cent, interest on Calls. 

Total sum authorised to be raised by shares . . . . j^l ,400,000 

Ditto . . ditto, by loan or mortgage 466,666 

Totel8umreceivedto30thof June, 1846 703,285 14 4 

Ditto expended to ditto 527,980 1 5 

To be amalgamated with the York and Newcastle Railway. 
The high level bridge, between Newcastle and Gateshead, 
is to be made at the joint expense of this Company and the 
York and Newcastle Railway. In the Session of 1846 this 
Company obtained power to make Branches to Bedlington, 

2 miles 5 furlongs, and to Warkworth, 4 miles 7 furlongs, and 
has purchased the Newcastle and North Shields Railway. 



118 Kott]^ iStiti^]^ l^ailioas. 



Chairman — John Learmonth, Esq. 
Secretary — Charles F. Davidson, Esq. 
JEngineer— John Miller, Esq. 
Superintendent — Robert Thornton, Esq. 

Length 107 miles. 14 Passenger and Goods Stations. Com- 
mences at Berwick-on-Tweed in junction with the Newcastle 
and Berwick Railway, and terminates injunction with the Edin- 
burgh and Glasgow Railway at the North Bridge, Edinburgh, 
and at HaAvick, with Branches to Haddington and Dalkeith. 
Passes through the counties of Haddington, Edinburgh, Ber- 
wick, Selkirk, and Roxburgh, and the county of the town 
of Berwick-upon-Tweed. Gauge of way 4 feet 8 J inches; 
steepest gradient 1 in 75 ; smallest radius of curve 20 chains. 
Royal Assent given to Bill, 19th July, 1844. Half-yearly 
Meetings, February and August, at Edinburgh. Opened June, 
1846. 

Capital Account. 

32,000 Shares, 25/. each ; 25/. paid. Whole Shares. 
22,000 Shares, 12/. lOs. each; 11/. paid. Half Shhres. 
. 20,000 Shares of 20/. each; 20/. paid. Dalkeith Shares. 
32.000 Shares of 6/. 10s. each ; 3/. paid. Extension Shares. 

Total sum authorised to be raised by shares .. .. £2,113,000 

Ditto .. ditto, by loan or mortgage 704,333 

Total sum actually raised by loans to 3l8t July 1846 . . 279, 110 

Ditto received from all sources to ditto 1,5*28,002 19 11 

Ditto expended to ditto 1,459,957 9 1 

By an Act passed in the Session of 1845, this Company 
purchased the Edinburgh and Dalkeith Railway, and obtained 
power to construct a Branch to Fisherow. 

In the Session of 1846, this Company obtained power to 
make the following Branches : West Langley to Selkirk, 5 miles 
1 fiirlong ; Roxburgh to Jedburgh, 7 miles 3 fiirlongs ; Newton 
to Kelso, 12 miles 3 fiirlongs ; Bankton to Tranent, 6 furlongs 
6 chains ; Bankton to the Harbour of Cockenzie, 5 furlongs 
5 chains ; Drem to North Berwick, 4 miles, 5 furlongs, and 
5 chains ; West Reston to Dunse, 9 miles 1 furlong ; with 
power to raise 513,000/. by new shares, and 171,000/.' by 
loans. They also obtained power to alter the gauge of the 
Leith Branch of the Edinburgh and Dalkeith Railway to 
4 feet 8i inches. 



KelotajStk and Kott]^ <S]^i^fo^ i&ailfoas. 119 



Chairmarir-'M. Bell, Esq., M.P. 
Secretary— W. Swan, Esq. 
Engineer— B.. Nicholson, Esq. 
Superintendent — B. Hedley, Esq. 

Length 6 miles 79 chains. 6 Passenger and Goods Stations. 
Terminates at Pilgrim-street, Newcastle, and at North Shields. 
Passes through the county of Northumberland. Gauge of way 
4 feet Si inches ; ruling gradients 1 in 180 ; rise in feet per 
mile, 29. Royal Assent given to Bill, 21st June, 1836. Opened 
throughout, 18th June, 1839. Yearly Meeting in Januar}', at 
Newcastle. Cost per mile, 44,233/. Average time of perform- 
ing the journey, including stoppages, 30 minutes. Fares, First 
Class 9d., Second Class 6d., Third Class 4d. 

Statistics of Construction. 

One tunnel 100 yards in length ; 2 viaducts, total length 
1,910 feet; 5 embankments and 4 cuttings, above 100 yards in 
length ; passes under 8 and over 29 bridges. Has a junction 
H mile from Shields, with the Sighill Railway; 5 engines 
and 56 carriages; no goods traffic. Value of locomotive and 
carrying stock 14,155/.. Cost of formation of permanent way 
272,330/. ; cost of maintenance 735/. per annum. The entire 
line of 7 miles on continuous bearing. 

Capital iLccount. 

3,000 Shares, 50/. each ; 50/. paid. Whole Shares. 

Total sum authorised to be raised by Shares ^6*150,000 

j Ditto .. ditto, by loan or mortgage 153,876 

! Total sum expended to December, 1845 15,136 5 10 

Cost of IXTorkingr and Samingrs. 

ToUl earnings for the year ending December, 1845 j^23,669 8 1 

I Cost of working for the same period 10,182 10 3 

Last yearly dividend, per share, SOs. 
(Per cent., per annum, 3Z.) 

Amalgamated with the Newcastle and Berwick Railway, which 
came into operation 1st July, 1846, and in the Session, 1845, 
i obtained an Act for an Extension to Tynemouth, 2 miles in 
i length. 



120 £onOon anil I^IacitloaU i^atlloas. 

Chairman — J. N. Daniell, Esq. I Superintendent-^ A. Wightman, Esq. 
Secretary — J. F. Kennell, Esq. | Engineer — J. Locke, Esq. 

Length 3 miles ^8 chains. 9 Passenger Stations. Termi- 
nates at Fenchurch-street, London, and Brunswick Whari^ 
Blackwall. Passes through the county of Middlesex. Gauge 
of way 5 feet; ruling gradients 1 in 106; rise in feet per 
mile 59. Royal Assent given to BUI, 28th July, 1836. Opened 
to the Minories, 6th July, 1840; opened throughout, 2nd 
August, 1841. Half-yearly Meetings, February and August, 
in London. Cost per mile, 288,177/. Average time of per- 
forming the journey, 9 minutes. Fares for the whole dis- 
tance. First Class 6d., Second Class 4d. 

The Electric Telegraph is laid down along this line for the 
use of the Company only. 

Statistics of Constmotion. 

No tunnel ; 1 viaduct 4,464 yards in length, 1 embankment ; 
passes under 4 and over 27 bridges. Cost of formation of per- 
manent way 31,487^. ; cost of maintenance 600/. per annum; 55 
carriages. Value 24,000/. The entire length of 4 miles on 
transverse sleepers. 

Capital Bcconnt. 

48,000 Shares of 16/. 13s. 4d. each ; all paid. Consolidated Shares. 
24,000 Shares of 61. 13s. 4d. each; 1/. 10s. paid. New Shares. 

Total sum authorised to be raised by shares . . . . £800,000 

Ditto .. ditto, by loan or mortgage 266,000 

106,000/. of which sum is being capitalized by the New Shares. 

Total sum received to June, 1846 1,069,557 

Total sum expended to ditto 1,079,076 18 6 

Bxtension Capital Acconnt. 

Total sum received to SOth June, 1846 £30,320 

Ditto expended to ditto 11,121 12 2 

Cost of 'VTorkingr and Bamingv. 

Total earnings for the six months ending June 30, 1846 ^6*28,972 7 10 
Cost of working for the same period 23,891 17 8 

Last yearly dividend per shaYe, i%. 6d. 

Percent, per annum, 1/. 5s. (free of Income Tax.) 

This Railway is worked by Stationary Engines and Ropes. 

In the Session of 1845, an Act was obtained for effecting a 
junction with the Eastern Counties Railway from Stepney to 
Stratford, 2 miles in length, at a cost of 200,000/. The works 
of this Branch are about being commenced. 

In the Session of 1846, powers were obtained for the 
widening of the line from Stepney to Fenchurch-street, and 
enlargement of the Fenchurch-street Station, and to run 
locomotives on the line to the Fenchurch-street Station, 
with power to raise 60,000/. by new shares and 200,000/. by 
loans. 



^berOare iflailioas . i ^ i 



Chairman — Sir J. J. Guest, Bart., M.P. I Secretary — Valentine L. Lewes, Esq. 
Deputy-Chairman — C. Bailey, Esq. | Engineer — David Jones, Esq. 

Length 94 miles. Commences in junction with the Tafl 
Vale Railway at Navigation, and terminates at Aberdare, in the 
county of Glamorgan. Gauge of way 4 feet 8 4 inches; 
steepest gradient 1 in 66 ; smallest radius of curve 8 chains. 
Royal Assent given to Bill, 31st July, 1845. Opened 
throughout 6th August, 1846. Cost per mile for singJe line 
of rail, 5,000/. Estimated net profit per annum, 3,002/., 
equal to a dividend of 6 per cent. Half-yearly Meetings, 
February and August, at Aberdare. Opened August, 1846. 

Capital Account. 

1,000 Shares of 50/. each; 20/. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . £50,000 

Ditto .. ditto, by loan or mortgage 16,600 

Total sum received to June .30, 1846 34,452 

Ditto expended to ditto 34,433 



Jboutj^ampton anil Sorcj^eister i^ailioag. 

Leased to the London and South- Western Railway. 

Chairman — Lord de Mauley. 
»S>cr*/ary— Captain F. A. Griffiths, R.A. 
Engineer-in-C hi'f— CAptain W. S. Moorsom. 
Resident Engineer — S. Clegg, jun., Esq. 
Solicitor — C. Castleman, Esq. 

Length 62 miles. Commences at Southampton in junction 
with the London and South-Westem Railway, passing through 
Redbridge, Ringwood, Wimboume, and Wareham, terminating 
at Dorchester, with a Branch to Poole. Passes through the 
counties of Hants and Dorset. Gauge of way 4 feet 8 J inches ; 
steepest gradient 1 in 100 ; smallest radius of curve 15 chains 
Has one tunnel 528 yards in length. Royal Assent given tc 
Bill, 21st July, 1845. Estimated net profit per annun 
.32,024/., equal to a dividend of 6 per cent. Half-yearly Meet 
ings, February and August, at Southampton. 

To be opened in May, 1847. 

Capital Account. 

10,000 Shares 50/. each ; 12/. 10s. paid. Uliole Shares. 

ToUl sum authorised to be raised by shares je'.'>00,000 

Ditto .. ditro, by loan or mortgage 166.666 

Total sum received to October, 1846 475.000 

Ditto expended to ditto 4M.860 11 11 

Leased in perpetuity to the London and South-Wesi 
Railway at 20,000/. per nnnnm, and ha^f surplus profits. 






122 SSltIt0, e^omn^et, anil Saicsmontj^ iflailfoas. 

Leased to the Great Western Railway. 



CAairnum— Walter Long, Esq., M.P. 
Secretary — Captain O'Brien. 
Engineer— i. K. Brunei, Esq. 

Length 141 miles. Commences in junction withtlie Great 
Western Railway at Corsham, passing through Frome, Bra- 
ton, Yeovil, and Dorchester, terminating at Weymouth, with 
Branches to Devizes, Bath, Bradford, Radstock, Sherborne, 
and Bridport. Passes through the counties of Wilts, Somer- 
set, and Dorset. Gauge of way 7 feet; three tunnels 1,133 
yards in length ; steepest gradient 1 in 44 ; smallest radius of 
curve 15 chains. Royal Assent given to Bill, 30th June, 
1845. Estimated net profit per annum 94,682/., equal to a 
dividend of 6 per cent. Half-yearly Meetings, February and 
August, at Chippenham. 

Capital Acoonnt. 

30,000 Shares, 50/. each ; 10/. paid. Whole Shares. 
AUote 4 per cent. ; interest on Calls. 

Total sum authorised to be raised by shares .. .. £1,500,000 

Ditto . . ditto, by loan or mortgage 500,000 

To^al sum raised to 30th June, 1846 161,880 

Ditto expended to ditto 132,829 o 

Leased in perpetuity by the Great Western Railway, at 
4 per cent., and an additional half per cent, for every 1 per 
cent, more than 8 per cent, divided by the Great Western, with 
participation in issues of shares. 

A Deviation Act obtained in the Session of 1846, which 
includes powers for a Branch to Bath, 7 miles 5 furlongs, 
and various extensions 4 miles, with power to raise 240,000/. 
by new shares, and 80,000/. by loans. The works are in such 
a state of advance as the absence of this Act would permit. 



Noctjft m&Un i&ailfDSS. 123 



CAatrman— William Chadwick, Esq. 
Secretary— John Marriner, Esq. 

Length. 28^ miles. Commences at Bangor in junction with 
the Holyhead and Chester Railway, and terminates at Port 
Dynllaen. Passes through the coimty of Carnarvon, skirting 
the coast. Gauge of way 4 feet 8 J inches ; one tunnel 704 
yards in length ; steepest gradient 1 in 203 ; smallest radius 
of curve 23 chains. Royal Assent given to Bill, 21st July, 
1845. Estimated net profit 20,725/. per annum, equal to a 
dividend of 6 per cent. Half-yearly Meetings, February and 
August, in London. 

Capital Account. 

12,000 Shares of 25/. each ; 3/. IDs. paid. Whole Shares. 
(Allow 4 per cent, interest on Calls.) 

Total sum authorised to be raised by shares . . . . £300,000 

Ditto .. ditto, by loan or mortgage 100,000 

Total sum raised to June 30. 1846 43,778 11 8 

Ditto expended to ditto 10,738 8 

Balance invested and cash in hand 33,040 11 

Call unpaid and shares on hand make the difference. 

This Company obtained a deviation Act in the Session of 
1846 The works are only just commenced. 



Chairman— J. W. Fletcher. Esq. 

Secretary and Superintendent— Renry Jacob, Esq. 

Engineer — J. Dixon, Esq. 

Length 8} miles. Commences at Cockermouth, and termi- 
nates at the Port and Harbour of Workington, in the coimty 
of Cumberland. Gauge of way 4 feet SJ inches; steepest 
gradient 1 in 167 ; smallest radius of curve 10 chains. Royal 
Assent given to Bill, 21st July, 1845. Estimated net profit 
7,024/. per annum, equal to a dividend of 8 per cent. Half- 
yearly Meetings, January and July, at Cockermouth. 

Capital Account. 

4,000 Shares of 201. each ; Ibl. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . jC80,000 

Ditto .. ditto, by loan or mortgage 26,666 

Total sum raised to 30th June, 1846 38,389 13 5 

Ditto expended to ditto 41,027 9 5 

An Extension was obtained, in the Session of 1846, to 
Keswick and the Lakes. 

The deposit and calls are only on 3,761 shades, 239 being 
reserved. 

The line is to be opened in January or February, 1847. 



I 2 



124 SovLtf) m&U$ iflailioas* 

Leased ia perpetuity to the Great Western Railway. 



Chairman — C. Russeli, Esq. | Engineer— I. K. Brunei, Esq. 

Secretary— H. Armstrong, Esq. | Solicitors— W. O. and W. Hunt. 

Length 194i mUes. Commences in a junction with the 
Gloucester and Forest of Dean Railway at Hoglo in the 
county of Monmouth, and proceeding through Newport, 
Cardiff, Neath, Swansea, and Carmarthen, terminates at the 
harbours of Pembroke and Fishguard, with a Branch from 
Newport to Monmouth. Passes through the counties of Mon- 
mouth, Glamorgan, Carmarthen, and Pembroke. Gauge of 
way 7 feet ; seven tunnels ; steepest gradient 1 in 52 ; 
smallest radius of curve 15 chains. Royal Assent given to 
Bill, 4th August, 1845. Estimated net profit per annum 
257,090/., equal to a dividend of 9 per cent. Half-yearly 
Meetings, February and August in London. 

Capital Acconnt. 

66,000 Shares, 50/. eacli; 5/. paid. Whole Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. . . 4^3,000,000 

Ditto .. ditto, by loan or mortgage 1,000,000 

Total sum actually raised by shares, to 30th June, 't 245 49^ 12 6 

Ditto expended to ditto 81,012 10 11 

Have agreed to purchase the Dean Forest Railway for 
1 10,000/. ; but failing in obtaining an Act in 1846, are to apply 
again in 1847. 

This Company obtained an Act in the Session of 1846, to 
extend their line from Chepstow to a junction with the Forest 
of Dean Railway, 12 miles ; Branches, to Swansea 1 mile 51 
chains, to Haverfordwest, 5 miles 15 chains; and sundry 
deviations. The Act also gives power to raise further capital^ 
200,000/. by shares, and 66,6661, by loans. 

The heaviest portions of the works were commenced in the 
summer of 1846. 

The Great Western Railway, holds 560,000/. of the shares 
of this Company ; to whom it is leased at 5 per cent, for the 
first 5 years after completion, at 5 per cent., and half surplus 
profits for the next 10 years, and then the two stocks are to 
be amalgamated on such terms as a comparison of the receipt 
for the previous 2 years may render equal, with power to 
substitute a perpetual lease at 5 per cent, and half surplus 
profits for the amalgamation. 



®jrfocD, SBUrtct%tex, anil ZBIoIberj^ampton i^ailioaj;* 125 

Leased to the Great Western Railway. 



Chairman — Francis Rufford, Esq. 
Deputy Chairman — Frederick Pratt Barlow, Esq. 
Secretary — Noel Thomas Smith, Esq. 
Engineer— I. K. Brunei, Esq. 

Length 103^ miles. Commences injunction with the Great 
Western Railway at Oxford, and passing through Evesham, 
Pershore, Worcester, Stourport, Dudley, and Bilston, termi- 
nates at Wolverhampton, with four Branches, to Worcester, 
Stoke, Stourbridge, and Kingswinford. Passes through the 
counties of Oxford, Gloucester, Warwick, Worcester, and 
Stafford. Gauge of way 7 feet ; and also an additional 4 feet 
8i gauge between Worcester and Wolverhampton; three 
tunnels ; steepest gradient 1 in 88 ; smallest radius of curve 30 
chains. Royal Assent given to Bill, 4th August 1845. 
Estimated net profit per annum 131,481/., equal to a divi- 
dend of 9 per cent. Half-yearly Meetings, February and 
August. 

Capital Acconnt. 

30,000 Shares of 50/. each ; 12/. 10s. paid. Whole Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares . . . . 4^1,720,000 

Ditto .. ditto, by loan or mortgage 573,000 

Totalsumactualiyraisedby shares to June 30, 1846.. 330,229 7 5 

Ditto expended to ditto 213,511 10 3 

Leased in perpetuity by the Great Western Railway at 
4 per cent, per annum on the total actual cost, and half 
surplus profits. 

In the Session of 1846, this Company obtained power to 
make Branches to Stratford-upon-Avon, 8 miles 60 chains, to 
Witney, 4 miles 52 chains, and for the purchase of the Stour- 
bridge Extension Canal. They raise under the power of the 
Act, 220,000/. in shares, and 73,000/. by loans. Some of the 
heaviest works were commenced in the summer of 1846. 



126 ®it^Ux anb ^ol}^i(at> iaailtoas* 



Chairman^W. R. CoUett, Esq., M.P. 

Seeretary—O, King, Esq. 

Engineer*— Robert Stephenson, Esq., and A. M. Itoss, Esq. 

Length 84| miles. Commences at Chester, injunction with 
the Chester and Crewe Railway ; crosses the Menai Straits by 
an iron tubular viaduct of two arches of 350 feet span, 105 
feet above high-water level, to be called the Britannia Bridge, 
and the river Conway, by a smaller bridge of the same con- 
struction, to be called the Conway Bridge, and terminates at 
Holyhead. Passes through the counties of Chester, Flint, 
Carnarvon, and the Isle of Anglesea, and terminates at 
Holyhead. The London and North-Westem Railway sub- 
scribe 1,000,000/. towards the capital. Gauge of way 4 feet 
8J inches. Has 3 tunnels 2,130 yards in length. Royal 
Assent given to Bill, 4th July, 1844. Half-yearly Meetings, 
February and August, in London. 

Capital Acoonnt. 

42,000 Shares, 50Z. each ; 27/. 10s. paid. Whole Shares. 
Allow 4 per cent, interest on Galls. 

Total sum authorised to be raised by shares . . . . j^3, 1 00,000 

Ditto . . ditto, by loan or mortgage 700,000 

Total sum received to 30th June, 1846 944,007 14 1 

Ditto expended to ditto 837,224 8 10 

This Company hold shares to the amount of 300,000/. in 
the Shropshire Union Railway and Canal Company. 

Have let 2 miles of their line near Chester to the Chester 
and Birkenhead and the Shrewsbury and Chester Railways. 

Have a contract with the Government for the conveyance 
of the Irish mails at 30,000/* per annum for 5 years from the 
completion of the Railway, and for the 7 following years upon 
certain contingencies. 



€DaklK>n{att HaiUoas* 127 



Chairman — J. J. Hope Johnstone, Esq., M.P. 
Secretary and Managers. Butler Williams, Esq. 
Trea$urer — D. Ranldne, Esq. 
Engineers— J. Locke, Esq., and J. £. Errington, Esq. 

Length 152 miles 4 furlongs. Commences in junction with 
the Lancaster and Carlisle Railway at Carlisle; proceeds 
through the mineral and manufacturing districts of Dumfries- 
shire and Lanarkshire to Lanark, where it forks to Edin- 
burgh and to Glasgow, with a Branch from the Glasgow line 
to a junction with the Scottish Central Railway at Castlecary, 
on the Edinburgh and Glasgow Railway. Has also Branches 
to Shawfrank and to Motherwell, and several short Branches 
to form junctions with the Edinburgh and Glasgow and the 
Mineral Railways. Passes through the counties of Cumber- 
land, Dumfries, Peebles, Lanark and Edinburgh. Gauge of 
way 4 feet SJ inches; steepest gradient 1 in 75; smallest ra- 
dius of curve 35 chains. Royal Assent given to Bill, 31 st July, 
1845. Half-yearly Meetings, February and August. 

United Capital Aceount. 

51,000 Shares, 50/. each ; 25/. paid. 
61,840 Shares, 25/. each; 2/. 10s. paid. 

Allow interest at 4^ per cent, on Calls. 

Total sum anthorised to be raised by shares .. .. ^£'4,096,000 

Ditto .. ditto, by loan ormortgage 1,365,300 

Total sum received to 30th June, 1846 718,665 4 1 

Ditto expended to ditto 693,118 1 6 

This Company obtained, in the Session of 1846, Acts to 
erect, in conjunction with the Lancaster and Carlisle Railway, 
a joint station at Carlisle, and for perfecting the jimction there- 
with ; for amalgamating the Clydesdale Jimction and PoUoc 
and Govan Railways with the Caledonian ; to construct a ter- 
minus at Glasgow with sundry Branches ; to purchase the 
Gamkirk Railway, and to make sundry deviations, and short 
Branches in various parts of the lines ; with power to raise 
450,000/. by new shares, and 150,000/. by loans. To lease 
in perpetuity the Glasgow, Paisley and Greenock Railway, 
and, jointly with the London and North-Westem and the 
Lancaster and Carlisle Railway Companies, to lease in per- 
petuity the Scottish Central Railway. 



128 ilanca^^ter ant) &axMt i^aiKoag* 



Chairman— E. W. Hassell, Esq. 

Secretary — S. E. Bolden, Esq. 

Engineers— J . Locke, Esq., ami J. £. Errington, Esq. 

Length 69 j miles. 15 Passenger and Goods Stations. Com- 
mences at Lancaster, in junction with the Lancaster and Preston 
Railway ; passes near Kendal and through Penrith, and termi- 
nates at Carlisle, in junction with the Newcastle and Carlisle 
Railway, and the Caledonian Railway. Passes through the 
counties of Lancaster, Westmoreland, and Cumberland. Gauge ■ 
of way 4 feet 8i inches. Royal Assent given to Bill, 6th June, 
1844. Half-yearly Meetings, February and August. Opened 
to Kendal, September, 1846, and throughout, December, 1846. 

Capital Account. 

16,000 Shares, 502. each ; 502. paid. Whole Shares. 
18,000 Shares, 16/. Via. 4d. each ; bl paid. Third Shares. 

Total sum authorised to be raised by shares or mort-\ ^% g,, aaa a f. 

ff^o^ • •• •• •• •• •• ) 

Total sum received to June, 1846 981,103 16 8 

Ditto expended to ditto 975,625 13 2 

The London and North- Western Railway Company take 
shares to the amount of 400,000/. 

In the Session of 1 846, an Act was obtained for an extension 
to Carlisle, and to contribute to erect a central station there for 
the joint use of this Company, the Caledonian, and Maryport 
and Carlisle Railways, and if desired, of the Newcastle and 
Carlisle Railway ; to authorise the raising 100,000/. additional 
capital by new shares, and 33,333/. by loans ; to change the 
months of meeting, and for some other unimportant objects. 



mUUi^^tn ant) Jfunusi^ ilailioas* 129 



chairman — The Bight Honourable the Eail of Lonsdale. 
Secretary — John Meyer, Esq. 

Length 32 miles. Commences at Furness in Lancashire, 
and terminates at Whitehaven, in the county of Cumberland. 
Gauge of way 4 feet 8^ inches ; steepest gradient 1 in 440 ; 
smallest radius of curve 40 chains. Royal Assent given to 
Bill, 21st July, 1845. Estimated net profit 22,589/. per 
annum, equal to a dividend of 6 per cent. Half-yearly Meet- 
ings, February and August, in London. 

Capital Account. 

17,500 Shares of 20/. each ; 6/. paid. Whole Shares. 
(Allow 4 per cent, interest on Calls.) 

Total sum authorised to be raised by shares . . . . ^6*850,000 
Ditto .. ditto, by loan or mortgage 116,000 

Total sum actually received to June 30, 1846 .. .. 6H,94d 7 3 

Ditto expended to ditto 10,290 5 2 

This Company obtained an Act in the Session of 1$46, for a 
deviation, and to form a junction with the Whitehaven and 
Maryport Railway at Whitehaven. The works are just 
commenced. 



jfutntaa i^ailioa^. 



Chairman — B. Currey, Esq. 
Secretary — A Currev, Esq. 
Engineer — J. R. M'Clean, Esq. 

Length 14 miles. Commences on piers at Rampside and 

Barrow, and terinmates in the parish of Kirkby Jreleth, with 

a Branch to Dalton. Passes through the county of Lancaster 

Gnuge of way 4 feet 8^ inches. Royal Assent given to Bill. 

23rd May, 1844. Half-yearly Meetings, February and August, 

in London. The line was opened for minerals and goods in 

the month of June, and for passengers in the month of August, 

1846. 

Capital Account. 

1.500 Shares, :)0/. each; 50/. paid. 

Total sum authonse J to be raised by shares .. .. j^175,000 
Ditto .. ditto, by loan or mortgage 68,600 

T'tal sum actually raised to 7th August, 1846 .. .. 110.204 

Ditto expend-d to ditto 103.418 7 11 

The Company obtained an Act in the Session of 1846, for 
Extensions to fJlverstone 4 miles 7 furlongs, and Broughton, 
3 miles, 4 furlongs, 4 chains ; and Branches to the Whitriggs 
Iron Mines, 1 mile, 1 chain; and to the Butts Iron Mines, 
3 furlon'zs and 4 chains. To raise 100,000/. by new ^shares, 
and 3.3,600/. by loans. 



130 ?Ea0tem Union i^ailtoag* 



Chairman'~J. C. Cobbold, Esq. I Engineer^J. Locke, Esq. 
Secretary— J . F. Saunders, Esq. | Resident Engineer — P. Bruff, Esq. 

Length 17 miles. 4 Passenger and Goods Stations. Com- 
mences at Colchester, in junction with the Eastern Counties 
Railway ; terminates in jimction with the Ipswich and Bury 
St. Edmund's Railway at Ipswich. Passes through the coun- 
ties of Essex and Suffolk. Gauge of way 4 feet 8 J inches; 
steepest gradient 1 in 132. Royal Assent given to Bill, 19th 
July, 1844. Half-yearly Meetings, February and August, at 
Ipswich. Opened 15th June, 1846. 

Capital Acoonnt. 

4,000 Shares, 50/. each j 35/. paid. Whole Shares. 

4,000 Shares, 25/. each ; 2/. lOs. paid. Half Shares. 

Total sum authorised to be raised by shares . . . . j£'300,000 

Ditto .. ditto, by loan or mortgage 100,000 O 

Total sum actually raised to June, 1846 247,770 17 2 

Ditto expended to ditto 227,262 17 10 

In the Session of 1846, power was obtained to make a 
Branch to Ardleigh, 2 miles, 44 qhains. To be amalga- 
mated with the Ipswich, Bury, and Norwich Railway, and 
purchase the Eastern Union and Hadleigh Junction Railway. 



Chairman— ReuTY Charles Lacy, Esq. 

Secretary— WiM&m White Williims. Esq. j 

Engineer — John Sutherland Valentine, Esq. 

Length 264 miles. Commences at Dereham, in junction with 
the Norwich and Brandon Railway, and terminates at King's 
Lynn, in the county of Norfolk. Gauge of way 4 feet 8J 
inches; steepest gradient 1 in 100; smallest radius of curve 
80 chains. Royal Assent given to Bill, 21st July, 1845. Esti- 
mated net profit per annum 21,378/., equal to a dividend of 
8 per cent. Half-yearly Meetings, February and August, at 
London. 

Capital Account. 

10,900 Shares, 25/. each ; 15/. paid. Whole Shares. 
Allow 3^ per cent, interest on Calls. 

Total f>um authorised to be raised by shares . . . . x£'270,000 

Ditto . . ditto, by loan or mortgage 90,000 

Total sum actually raised by shares to 81st July, 1846 127,936 3 9 

Ditto expended to ditto 78,393 3 8 

To be amalgamated with the Lynn and Ely and the Ely 
and Huntingdon Railways, and the whole leased to the 
Eastern Counties Company. 



To become the " Manchester, Sheffield, and Lincohishire Railway." 

ISee page 178.] 



Chairtnan^J. Chapman, Esq. 

Secretary and Manager — J. Meadows, Esq. 

Engineert — ^A. S. Jee, Esq., and J. Bass, Esq. 

Length 40 miles 66 chains. 21 Passenger and Goods Sta- 
tions. Terminates at Store-street, Manchester, and at Effing- 
ham-street, Sheffield, with a junction with the Midland Rail- 
way. Passes through the West Riding of Yorkshire and Lan- 
cashire. Gauge of way 4 feet 84 inches ; ruling gradient 1 in 
100 ; rise in feet per nule, 44. Royal Assent given to Bill, 5th 
May, 1837. Partially opened, 24th November, 1841; opened 
throughout, 22nd December, 1845. Half-yearly Meetings, 
February and August, at Sheffield. 

Statistics of Constmotion. 

Seven tunnels, total length 6,245 yards; 7 viaducts, total 
length 1,198 yards ; total length of embankments 26,213 yards ; 
total length of cuttings 33,924 yards ; passes under 53 and over 
51 bridges. At 5 miles from Manchester is the Ashton and 
Staleybridge Branch, 2 miles in length; and at 11 miles is the 
Glossop Branch, 1 mile in length. Cost of formation of per- 
manent way 5,000/. per mile; cost of maintenance 200/. per 
mile per annum; 26 engines, 115 carriages, and 489 trucks and 
waggons. Value of locomotive and carrying stock 100,547/. 
19 miles of line on blocks, and 21 4 miles on transverse sleepers. 

Capital Acconnt. 

7,000 Shares, lOOi. each ; 100/. paid. Whole Shares. 
18,000 Shares, 25Z. each ; 8/. paid. Quarter Shares, No. 1. 

(Guaranteed 7^ per cent.) 
10,640 Shares, 2bl. each ; 25/. paid. New Shares, No. 2. 

41,200 Shares, 12/. lOs. each ; 21. 10s. paid. No. 3 Shares. 

Total sum authorised to be raised by shares ^6*1,871,000 

Ditto .. ditto, by loan or mortgage ..^ /jfi4,999 

Total sam received to June, 1846 \,h%2fib^ 1 9 

Ditto expended to ditto ;i,533,33l 6 7 

Cost of 'VTorkingr and Saxnlngrs. 

Total earnings for six months ending 27th June, 1846 £44,9^0 5 6 

Cost of working for the same period 16,457 9 11 

La«t half-yearly dividend, per share, 21. 10s. 

In the Session of 1845, an Act was obtained to effect a junc- 
tion with the Manchester and Birmingham Railway, and a 
Branch to Altrincham. 

In the Session of 1846, Acts were obtained to make Branches 
to Whalley Bridge, 12 miles, 2 furlongs, 6 chains ; to Hayfield, 



132 SHEFFIELD AND MANCHESTER-con/inuerf. 

2 miles, 6 furlongs, 9 chains ; to Dukinfield, 7 furlongs ; to 
Glossop, 1 mile 6 chains ; and to enlarge the station at Shef- 
field ; with power to raise 455,000^. in shares, and 151,666/. by 
loans; also to purchase the Peak Forest and Macclesfield 
Canals ; and to amalgamate this Company with the Sheflfteld 
and Lincolnshire Railway, the Great Grimsby and Shefiield 
Junction Railway, and the Grimsby Docks, under the name of 
the Manchester, Sheffield and Lincolnshire Junction Railway, 
on equal terms ; but each stock is to receive ^ per cent interest 
till its line is opened, and then participate in the general 
dividend; the amalgamation is to come into force and take 
eflfect from the 1st of January, 1847. 



iEls anD ^^unttngllon i^ailioas* 



Chairman — Henry Charles Lacy, Esq. 
Secretary^WiWiSLxn White Williams, Esq. 
Engineer — John Sutherland Valentine, Esq. 

Length 22 1 miles. Commences at Ely in junction with the 
Lynn and Ely Railway, passes through St. Ives, terminating at 
Himtingdon. Passes through the counties of Cambridge and 
Huntingdon. Gauge of way 4 feet SJ inches ; steepest gra- 
dient 1 in 200 ; smallest radius of curve three-quarters of a 
mile. Royal Assent given to Bill, 30th June, 1845. Estimated 
net profit 1 1 ,292 /. per annum, equal to a dividend of 5 per cent 
Half-yearly Meetings, February and August, at London. 

Capital Account. 

7,776 Shares, 25/. each; 71. 10s. paid. Whole Shares. 
Allow 34 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. j6*1 94,400 

Ditto . . ditto, by loan or mortgage 64,800 

Total sum actually raised by shares to 31st July, 1846 66,379 12 6 

Ditto expended to ditto 63,425 6 9 

Obtained an Act in the Session of 1846, to raise 120,000/. 
additional capital by new shares. 

To be amalgamated with the Lynn and Ely and the Lynn 
and Dereham Railways, and the whole leased to the Eastern 
Counties Company. 



Ejoinn anil lEl^ iflailioa^* 133 

CAairman— Sir W. B. Folkes, Bart. I Engineer — John S. Valentine, Esq. 
Secretary— W. White WiiUams, Esq. | 

Length 37| miles. Commences in junction with the Eastern 
[bounties Railway at Ely, and terminates at Lynn, with Branches 
;o Wisbeach, and the harbour of Lynn. Passes through the 
counties of Cambridge and Norfolk. Gauge of way 4 feet 
i^ inches; steepest gradient 1 in 264; smallest radius of 
;urve 60 chains. Royal Assent given to Bill, 30th Jime, 1845. 
Elstimated net profit per annum 25,836/., equal to a dividend 
)f 8 per cent. Half-yearly Meetings, February and August, 
it London. 

Capital Acconnt. 

12,000 Shares, 25/. each ; 15/. paid. Whole Shares. 
Allow 3^ per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. ^6*300,000 

Ditto .. ditto, l>y loan or mortgage 100,000 

Total sum actually raised by shares to July 31, 1846 170,^00 16 11 

Ditto .. ditto, by debentures to .. ditto .. 76,H0O 

Received 246,800 16 11 

Total sum expended to July 31, 1846 164,863 13 11 

To be amalgamated with the Lynn and Dereham and the 
Ely and Huntingdon Railways, and the whole leased to the 
Eastern Counties Company. 

LATE IPSWICH AND BURY ST. EDMUND'S RAILWAY. 

Chairman — J. C. Cobbold, Esq. I Engineer— J. Locke, Esq. 
Secretary— J . F. Saunders, Esq. | Resident Engineer — P. BruflF, Esq. 

Length 26 J miles. Commences at Ipswich in junction with 
the Eastern Union Railway, and terminates at Bury St. Ed- 
mund's. Passes through the county of Suffolk. Gauge of 
way 4 feet 8^ inches ; one tunnel ; steepest gi'adient 1 in 120 ; 
smallest radius of curve 40 chains. Royal Assent given to 
Bill, 21st July, 1845. Estimated net profit 21,447/. per 
innum, equal to a dividend of 5 per cent. Half-yearly 
Meetings, January and July, at Ipswich. 

The capital required for this portion of the line is 400,000/. 

Capital Acconnt. 

36,000 Shares of ^25 each ; 9/. paid. Old Shares. 

24,0u0 Shares of £'25 each ; 21. lOs. paid. New Shares. 

Total sum authorised to be raised by shares .. .. ^6*1,4^0,000 

Ditto ditto, by loans or mortgages 483,:^33 

Total sum received to May 31, 1846 241,046 17 8 

Ditto expended to ditto 137,884 

In the Session of 1846, this Company obtained an Act to 
make a Railway from their line at Stowmarket to Norwich, 
n miles 7 chains ; and a Branch 1 mile 9 chains, with power 
CO raise 550,000/. by new shares, and 18.3,333/. by loans. 

To be amalgamated with the Eastern Union Railway. 



134 0isimit^tev, l^olton, ant) I^isys i^aiUoas* 

Amalgamated with the Manchester and Leeds Railway. 



Length 10 miles. 7 Passenger and Goods Stations. Ter- 
minates at New Bailey-street, Manchester, and at Bolton. 
Passes through the county of Lancaster. Gauge of way 4 feet 
8i inches ; ruling gradients 1 in 160 ; rise in feet per mile, 33. 
Royal Assent given to Bill, 23rd August, 1831. Opened 
throughout, 29th May, 1838. Yearly Meetings in June, at 
Manchester. Cost per mile 67,000/. Average time of per- 
forming the journey, including stoppages, 40 minutes. 

StatlstiOB of Constmotion. 

One tunnel 295 yards in length; 1 viaduct, 430 yards in 
length; 9 emhankments and 11 cuttings, ahove 100 yards in 
length; passes under 21 and over 12 bridges; conunences 
in junction with the Liverpool and Manchester Railway, and 
has a Branch to Kersley, 5| miles from terminus ; 52 carriages 
and 175 trucks and waggons. Value of locomotive and carrying 
stock 33,499/. Cost of formation of permanent way 61,757/.; 
cost of maintenance per annum 2,447/. The entire length of 
10 miles on continuous bearing. 

Capital Account. 

6,200 Shares, 125^/. each ; 932. paid. Whole Shares 

6,200 Shares, 20/. each; 1 2. paid. New Shares. 

Total sum authorised to be raided by shares ^^898,100 

Ditto . . dltto,'by loan or mortgage 237,730 

Total sum expended to June, 1846 842,725 

Cost of 'VTorklngr and Barningrs- 

Total earnings for the year, ending December, 1845. . . . 6(?,689 19 II 
Cost of working for the same period 20,840 9 8 

Last half-yearly dividend, per share, 21. 14s. 
(Per cent, per annum, bl. 168.) 

Take shares in the Manchester, Bury, and Rossendale Rail- 
way. In the Session of 1846, Acts were obtained to authorise 
the raising of 120,000/. additional capital by new shares, and 
40,000/. by loans, to complete their works ; and to amalgamate 
this Company with the Manchester and Leeds Railway, which 
takes place on the 1st January, 1847, when the shares of this 
Company become Manchester and Leeds shares at par. 



?$ulK)ns(f[dO ^ Mtauitfitet Iftaitioas ^ €anaL 135 

Leased to the London and North- Western Railway. 



Chairman — W. Aldam, jun., Esq., M.P. 

Secretary— 'Vf . Gilmer, Esq. 
Engineer— A. S. Jee, Esq., C.E. 
8<^ieiior»—lAessn. Brook and Freeman ; Messrs. Worthington, Earle and Berry. 

Length 23 miles. Commences injunction with the Sheffield 
and Manchester Railway at Staleybridge; terminates injunc- 
tion with the Manchester and Leeds Railway at Kirkheaton, 
through Huddersfield, with a Branch to Delph. Passes through 
the counties of York, Cheshire, and Lancaster. Gauge of way 
4 feet 8^ inches ; three tunnels 3 nules 1,460 yards in length ; 
steepest gradient 1 in 105 ; smallest radius of curve 30 chains. 
Royal Assent given to Bill, 21st July, 1845. Estimated net 
profit per annum 69,670/., equal to a dividend of 8 per cent. 
Half-yearly Meetings, February and August, at Huddersfield. 

Capital Acoonnt. 

23,120 Shares, 30/. each ; 18/. paid. Whole Shares. 

5,55<$ Shares, 30/. each ; 30/. paid. Canal Shares. 

18,900 Shares, 10/. each ; 8/. paid. Third Shares. 

Interest allowed on Calls 5 per cent, per annum. 

Total som authorised to be raised by shares j^1,049,280 

Ditto .. ditto, by loan or mortgage 349,760 O O 

Total sum received to 30th June, 1846 418,961 7 11 

Ditto expended to ditto 306,359 

Cost of IJITorklnff and Zarninffs of tbe CanaL 

Total earnings for the six months ending 30th June, 1846 j^4,293 10 8 
Cost of worldng for the same period 3,646 18 

In the Session of 1846 Acts were obtained to make Branches 
to Cooper Bridge 1 mile 22 chains, and to Oldham 4 miles 
16 chains ; to authorise a deviation at Huddersfield, and to 
raise 189,000/. by new shares, and 62,333/. by loans. 

Have entered into an agreement with the Leeds, Dewsbury, 
and Manchester Railway for the mutual use of each other's 
lines, upon paying a proportionate part of the receipts derived 
therefrom, according to the length travelled, first allowing 35 
per cent, to the Carrying Company for the cost of working. 



136 Kctoca^tle=upon»^l|nc ant) (S^arltele Iflailtoas* 



Chairman — M . Plummer, Esq. 
Secretary — J. Adatnson, Esq. 
Engineer — P. Tate, Esq. 
Accountant— J . Chailoner Esq. 

Length 61 miles 67 chains. 10 Passenger and Goods Stations. 
Terminates at the Quay, Newcastle, and at Gateshead, in junc- 
tion with the York and Newcastle Railway, and in junction 
with the Maryport and Carlisle Railway at Carlisle. Passes 
through the counties of Durham, Northumberland and Cum- 
berland. Gauge of way 4 feet 8^ inches ; ruling gradients 1 in 
106 ; rise in feet per mile, 50. Royal Assent given to Bill, 22nd 
May, 1829. Partially opened, 9th March, 1835; opened 
throughout, 18th June, 1839. Yearly Meetings, March, at 
Newcastle. Cost per mile, 17,838/. Average time of perform- 
ing the journey, including stoppages, 3 hours 20 minutes. 
Fares from Newcastle to Carlisle, First Class lis., Second 
Class 8s. 6d. 

Statistics of Construction. 

Two tunnels, total length 366 yards ; 2 viaducts, total length 
493 feet ; 92 embankments, and 79 cuttings of above 100 yards 
in length ; passes under 21 and over 70 bridges. Has a junc- 
tion with the Maryport and Carlisle, and with the Newcastle and 
Darlington Railway, and 2 Branches to Blaydon and Redheugh ; 
26 engines, 47 carriages, 381 waggons and trucks, exclusive of 
coal waggons, which are hired by the Company. Value of 
locomotive and carrying stock 47,501/. Cost of formation of 
permanent way 3,128/. per mile ; cost of mdntenance 12,338/. 
per annum. 48i miles of line on blocks, and 19;^ miles on 
transverse sleepers. 

Capital Account. 

3.000 Shares, \00l. each ; 100/. paid. Whole Shares. 

3,600 Shares, 25/. each ; 25/. paid. Quarter Shares. 

Total sum authorised to he raised by shares 4^878,240 

D'tto .. ditto, by loan or mortgage lt*8 563 

Total sum expened to December, 1845 1,201,185 16 6 

Cost of 'WorlLing and Earnings. 

Total e irnings for the twelve months ending Dec, 1845 £85,343 9 8 
Cost of working for the same period 34,018 7 11 

Last yearly dividend, per share 5/. 
(Per cent, per annum, 5/.) 

In the Session of 1846, an Act was obtsdned to sanction an 
extension to Neville-street, Newcastle, 3 furlongs 4 chains, and 
a Branch from the line at Holtwhistle to Alston, 17 miles, with 
power to raise 240,000/. by shares, and SO,OQOL by loans. 



ittarspott anD (H^axli^U iflailtoan* 137 



Chairman — F. L. B. Dykes, Esq. 
Secretary —D. HoUiday, Esq. 

Length 28 miles 3 chains. 6 Passenger and Goods Stations. 
Terminates at South Quay, Maryport, and in junction with the 
Newcastle and Carlisle Railway at Carlisle. Passes through 
the county of Cumberland. Gauge of way 4 feet 8^ inches ; 
ruling gradients 1 in 209; rise in feet per mile, 25. Royal 
Assent given to Bill, 12th July, 1837. Partially opened 22nd 
July, 1840; opened throughout, January, 1845. Half-yearly 
Meetings, February and August, at Maryport. Cost per mile, 
11,500/. Average time of performing the journey, including 
stoppages, 2 hours. Fares throughout. First Class 5s. 6d., 
Second Class 4s. 



Statistics of Constrnotion. 

No tunnel ; 12 miles of embankments and 10 miles of cut- 
tings ; passes under 36 and over 40 bridges. Has a junction 
with the Newcastle and CarUsle Railway and Whitehaven Junc- 
tion ; 8 engines, 21 carriages, and 230 goods and coal waggons. 
Value of locomotive and carrying stock 21,669/. Cost of 
formation of permanent way, single line, 206,016/.; cost of 
maintenance 639/. per annum. 224 miles of line on blocks, 
and 6 miles on transverse sleepers. 

Capital Account. 

5,940 Shares, .50/. each ; 50/. paid. Whole Shares. 

Total sum authorised to be raised by shares j£^97,946 

Ditto .. ditto, by loan or mortgage 99,000 

Total sum expended to June, 1846 372,752 

Cost of llTorking: and Zarningrs- 

Total earnings for the year ending the December, 1845 18,594 15 

Cost of working for the same period 10,274 

Last half-yearly dividend, per share, 25s. j 
(Per cent, per annum, 5/.) 

K 



138 mUu^bsLbtn 3)unction Iflailtoas. 

LATE WHITEHAVEN AND MARYPORT RAILWAY. 



Chaimuntr-Du Earl of Lonsdale. 
Engineer* — G. Stephenson and 
J. Dixon, Esqrs. 



Treastirer~~MT. RiebardsoB. 
Secretary — Mr. Knipe. 



Length 12 miles. Commences near the North Pier, White- 
haven, with a junction with the Whitehaven and Fumess Junc- 
tion Railway, and terminates in junction with the Maiyport and 
Carlisle Railway, at Maryport. Passes through the county of 
Cumberland. Gauge of way 4 feet 8i inches. Royal Assent 
given to Bill, 30th June, 1844. Half-yearly Meetings, February 
and August, at Whitehaven. Partially opened, January, 1846. 
To be opened throughout, January, 1847. 

Capital Acconnt. 

5,000 Shares, 202. each ; 20/. paid. Whole Shares. 

Total sum anthorised to be raised by shares jd'lOO 000 

Ditto .. ditto, by loan or mortgage 83,000 

Ditto received to June, 1846 <j9,385 8 9 

Ditto expended to ditto 91,273 11 3 



ibtocikton and ISarlinston Iflailtoas* 

5«cre/a«y— Samuel Barnard, Esq. I 5o/ici<or«— Messrs. Mewbnm, Hatchlnsont 
Engineer— John Dixon, Esq. | and Mewburn. 

Length 25 miles 30 chains. 6 Passenger and Goods Sta- 
tions. Terminates at Stockton, and in the Coal Fields, near 
Witton Park CoUiery. Passes through the county of Durham. 
Gauge of way 4 feet 8 J inches; ruling gradients 1 in 104; 
rise in feet per mile, 50. Royal Assent given to Bill, 23rd 
May, 1828. Opened throughout, September, 1835. Yearly 
Meetings in July, at Darlington. Cost per mile, 9,000/. 
Average time of performing the distance of 11 miles from 
Stockton to Darlington, including stoppages, 30 minutes. 

Capital Aooonnt. 

2,000 Shares, 100/. each ; 100/. paid. Whole Shares. 

1,000 Shares, 50/. each ; 50/. paid. Half Shares. 

1,000 Shares, 12/. 10s. each ; 71. lUs. paid. Eighths. 

Total sum authorised to be raised by shares j^275,000 

Ditto .. ditto, by loan or mortgage 17(»,<<00 

Total sum expended to July, 1844 450,000 

This line is almost exclusively devoted to the conveyance of 
coal from the coal fields of Durham to Stockton, for which 
object it has numerous Branches. 



<S^istjft 9thmi i&aiUoas/ 139 

(ATMOSPHERIC.) 



Chairman^T. GDI, Esq., M.P. 
Secretary — W. Carr, Esq. 
Engineer — I. K. Brunei, Esq. 
Treaeitrer — D. Derry, Esq. 
Superintendent — H. Clarke, Esq. 

Length 51 1 miles. Commences at £&eter, injunction with 
the Bristol and Exeter Railway, and terminates at Plymouth, 
in junction with the Cornwall Railway. £400,000 towards 
the capital of this Company contributed by the Great 
Western, Bristol and Exeter, and Bristol and Gloucester 
Railway Companies. Passes through the county of Devon. 
Gauge of way 7 feet. Royal Assent given to Bill, 4th July. 
1844. Half-yearly Meetings, February and August, at Ply- 
mouth. Opened 29th May, 1846, to Teignmouth, and as yet 
worked by locomotives. 

Capital Aoconnt. 

22,000 Shares, 50/. each; 35/. paid. Whole Shares. 
Allovr 5 per cent. Interest on Calls. 

Total sum authorised to be raised by shares jf 1,100,100 

Ditto . . ditto, by loan or mortgage ;id6.500 

Total amount received on shares, &c., to dOth June,\ qqkqaq g n 

Ditto .. onioins *.* 282,300 

Total sum received from all aourcei j6'97t5,U9 9 

Ditto expended, including deposits on shares in otherV gj„ ^. .. ,q 
Compauies ) *>»*>»"«* io lu 

Cost of IJITorklnff and Samlnffs. 

Total •aniings from May 29th to June 30th, 1846 2,514 I 4 

Cost of worlcing for the same periud 1,248 3 9 

In the Session of 1846, this Company obtained powers to 
make Branches to Torquay, 4 miles ; Devonport 1 mile ; 
Sutton Pool, 1 mile 57 chains ; Mill Bay, 7-5 chains ; and a de- 
viation at Newton ; with power to raise 500,000/. by shares, 
and \66j666L by loans. 

This Company takes shares in the Cornwall Railway, and 

in the Ashburton, Newton, and South Devon Railway. 

__ 



142 



Zantac 



Chairmt ^ 
Deputy 

Managi \ 

Enginee I 

Length 20 miles 1& j 
Terminates at Lane *^ 
and North-western ^ 
county of Lancaster^ 
gradients 1 in 500 } ^ j 
given to Bin, 6th M:;! \ 
1840. Half-y early ;5 ; 
caster. Cost per nt 
the journey, indnd*^ 
caster to Preston,-^ 
Third Class, 28. ^ 




R nnn Ahum. R<M» 



aeeli^, iSeferturg, anU iWam^ejitet l^ailtoag^ 141 

Leased to the London and North-Western Eailway. 



. Chairman — John Gott, Esq. 
Secretarif—Wi]ham Eagle Bott, Esq. 
Engineer^ThomaB Grainger, Esq. 

Length of main line 10 miles and 3 fiirlongs. Commences 
at Wellington Road, Leeds, and terminates in junction with 
the Manchester and Leeds Railway at Thomhill, passing 
through Dewsbury, in the county of York, with Branches to 
join the Leeds and Bradford at Leeds ; to Holden Clough and 
Birstal. Gauge of way 4 feet SJ inches ; one tunnel 3,303 
yards in length; steepest gradient 1 in 140; smallest radius 
of curve 30 chains. Royal Assent given to Bill, 30th June, 
1845. Estimated net profit 51,426/., equal to a dividend of 
10 J per cent, on share capital, or 7j per cent, upon the 
authorised capital, including mortgages. Half-yearly Meet- 
ings, February and August, at Leeds. 

Capital Aooonnt. 

10,000 Shares, 50/. each ; 221. 10s. paid. Whole Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares ^£"500,000 

Ditto .. ditto, by loan or mortgage 166,000 

Total sum received to 30th June, 1846 172,758 5 5 

Ditto expended to ditto .. .. 60,319 1 9 

In the Session of 1846, obtained the Act to make Branches 
to Holden Clough, 2 miles 5 chains ; amended Branch to 
Birstal, 2 miles, 7 furlongs, 5 chains ; to make deviations at 
Leeds and Dewsbury ; and to raise 100,000/. by new shares, 
and 33,300/. by loans. 

Total length of line and Branches authorised, 15 miles 
6 furlongs. 

Have entered into an agreement with the Huddersfield and 
Manchester Railway and Canal Company, for the mutual use 
of eath other's line, upon paying a proportionate part of the 
receipts derived therefrom, according to the length travelled, 
first allowing 35 per cent, to the carrying Company for the 
cost of working. 



142 %mca^ttt anD ^xe^ton IflaiUoas* 



Chairman — Geo. Barrow, Eiq, 
DeptUi/'Chainnan — Robert Gamett, Esq. 
Manager— B. P. Gregson, Esq. 
Engineer— J, Locke, Esq. 

Length 20 miles 1 8 chains. 6 Passenger and Goods Stations. 
Tenninates at Lancaster ; and in junction with the London 
and North-Western Railway at Preston. Passes through the 
county of Lancaster. Gauge of way 4 feet 84 inches ; ruling 
gradients 1 in 500 ; rise in feet per mile, 10. Royal Assent 
given to Bill, 5th May, 1837. Opened throughout, 30th June, 
1840. Half-yearly Meetings, June and December, in Lan- 
caster. Cost per mile, 20,192/. Average time of performing 
the journey, including stoppages, 1 hour. Fares from Lan- 
caster to Preston, First Class 5s. 6d., Second Class 3s. 6d., 
Third Class, 2s. 

Capital Aooount. 

5,000 Shares, 501. each } 471. lOs. paid. Whole Shares. 
5,000 Shares, 37/. lOs. i>ach ; 19/. paid. Three-quarter ditto. 

(Issued at 13/. 10s. discount.) 
5,000 Shares 12/. 10s. each ; 6/. lOs. paid. Quarter Shares. 

(Issued at 4/. 14s. discount.) 

Total sum authorised to be raised by shares .. .. £^75,000 

Ditto .. ditto, by loan or mortgage 113,000 

Total sum expended to Aug. 1845 490;030 

Last half-yearly dividend, per share, 16s. ; 
(4 per cent, per annum.) 

This Railway is leased and worked by the Lancaster Canal 
Company. 



®i€^Ut anO l^trltenj^eaD iflailioas* 143 



Treasurer— J. B. Wilcox, Esq. 

Engineers— J . M. Bendrl and O. Ellis, Esqrs. 

Locomotive St^erimtendent — H. Watson, Esq. 

Length 15 miles. 10 Passenger and Goods Stations. Termi- 
nates at Monk's Ferry, opposite Liverpool, with a proposed line 
to Wallasey Pool Docks, and at Brook-street, Chester; injunc- 
tion with the Chester and Crewe Railway, and also the Chester 
and Holyhead Railway. Passes through the county of Chester. 
Gauge of way 4 feet Si inches ; ruling gradients 1 in 330; rise 
in feet per mile, 13. Royal Assent given to Bill, 12th July, 
1837. Opened throughout, 22nd September, 1840. Half- 
yearly Meetings, January and July, at Liverpool. Cost per 
mile, 34,198/. Average time of performing the journey, in- 
cluding stoppages, 40 minutes. Fares for the whole distance, 
First Class 2s. 6d., Second Class 2s., Third Class Is. 3d. 

Capital Acconnt. 

6,000 Shares, 50/. each; 601. paid. Whole Shares. 
6,000 Shares, 25/. each ; 20/. paid. Half Shares. 

(Issued at 5/. per cent, discount.) 
7,500 Shares, hOl. each; 17/. paid. New Shares. 

(Issued at 33 per cent, discount) 
15,000 New Shares, 20/. each, at par ; 8/. IDs. paid. 

ToUi sum authorised to be raised by shares .^1,050,000 

Ditto . . ditto, by loan or mortgage 100.000 

Total sum expended to June, 1845 511,046 

Cost of "Working and Samingrs- 

Totaleamingsforoneyear, ending Jan., 1845 .. .. j£*33,220 7 11 

Cost of worlcing for the same period 16,277 

Last half-yearly dividend, per share, 13s. 
(Per cent., per annum, 21. 12s.) 

In the Session of 1845, an Act was obtained to extend the line 
to Wallasey Pool, one mile in length, at the cost of 300,000/. 
Have agreed to amalgamate with the Birkenhead, Lancashire, 

and Cheshire Junction Railway. 

, _ .. . 



144 'S.tth$ anD lEik^k iflatlioas* 



CAairman—H.C. Marshall, Esq. 
Secretary — S Saiiles, Esq. 
Engineer— T. Grainger, Esq. 

Total length, with extensions, 67J miles. Commences at 
Leeds, passes through Otley, Knaresborough, Harrogate, 
Ripley, and Ripon, terminating at Thirsk, in the West Riding 
of Yorkshire, in jimction with the Great North of England 
Railway, and the Extensions noticed below. Gauge of way 
4 feet 8 J inches ; one tunnel 3,520 yards in length ; steepest 
gradient 1 in 100; smallest radius of curve 40 chains. 
Royal Assent given to Bill, 21st July, 1845. Estimated net 
profit per annum 89,452/., equal to a dividend of 10 percent. 
Half-yearly Meetings, February and August, at Leeds. 

Capital Account. 

17,800 Shares, 50/. each ; 17/. lOs. paid. Whole Shares. 
9,000 Shares, 50/. each ; 5/. paid. New Shares. 
Aliote 5 per cent, on all p^d up Calls. 

Total sum authorised to be raised by original shares . . j£*890,000 

Ditto . . ditto, by loan or mortgage 296,000 

Total sum received to 3Uth October, 1846 347,341 1 2 

Ditto expended to ditto 239,774 7 6 

In the Session of 1846, the Company obtained Acts to make 
an extension at Knaresborough, 4 furlongs ; the St. Helen's 
Branch, to form a junction between this Railway at Horsforth, 
Woodside, and the Leeds and Bradford Railway, near Calverly 
Bridge, 2 miles 8 chains ; the North-Eastern Extension 
from Northallerton to Stockton, with power to use the York 
and Newcastle Railway between Thirsk and Northallerton, 
20 miles, 3 furlongs, 1 chain ; and 3 short Branches in the 
vicinity of Stockton, 1 mile, 2 furlongs, 9 chains. To effect 
which they have power to raise 481,000/. by shares, and 
159,933/. by loans. They also obtained power to allow interest 
to the shareholders during the progress of the works. 

The Company is about^to apply to Parliament for certain 
extensions of their Ime, by which they will obtain a direct 
and independent communication with Newcastle, 24^ miles 
shorter from Leeds to Newcastle than by the York and N ew- 
castle line ; the average cost of the entire line being under 
20,000/. a mile. Cost of the Great North of England 80,000/. 
a mile. 



mm UalUs iflailioas. 145 



Secretary— Thomas Mac Nay, Esq. 

Engineer — John Dixon, Esq. 

Soliciton—Messn. Mewburn, Hutchinson, and Mewburn. 

Length llf miles. Commences in junction with the Auck- 
land Railway, and terminates in the township of Stan- 
hope, in the county of Durham. Gauge of way 4 feet 84 
inches ; steepest gradient 1 in 144 ; smallest radius of curve 
15 chains. Royal Assent given to Bill, 31st July, 1845. Esti- 
mated net profit per annum, 6 per cent. Half-yearly 
Meetings, February and August, at Darlington. 

Capital Account. 

1,640 Shares, 50/. each; 171. 15s. paid. Whole Shares. 
546 Shares, 502. each ; 10/. paid. New Shares. 

Total sum authorised to be raised by shares . . . . ^6*109,300 

Ditto . . ditto, by loan or mortgage None. 

The total sum received and expended to 30th June 1846, is about 50,000/. 

This Company, under the power of the General Railway Act 
of 1845, have issued new shares to the extent of 27,300/. in- 
stead of raising the same by loans. 



i^etoport ant) ^ont^ipool Iflailtoas* 



Length 13 miles. Commences at Newport, with Branches to 
Newport Docks, Blaenavon Railway, and Cwm Frwyddore, 
and terminates at Pontypool. Passes through the county of 
Monmouth. Gauge of way 4 feet SJ inches; one tunnel 1,110 
yards in length ; steepest gradient 1 in ] 25 ; smallest radius of 
curve 30 chains. Royal Assent given to Bill, 3l8t July, 1845. 
Estimated net profit per annum 7,37 1/», equal to a dividend of 
7 per cent. Half-yearly Meetings, March and September. 

Capital Account. 

1,119 Shares, lOOZ. each. Whole Shares. 

Total sum authorised to he raised by shares i^l 19,000 

Ditto .. ditto, by loan or mortgage 78,163 



146 UttX^^ anD l^raMorD Iflailfoas. 

Leased to the Midland Railway. 



Chairman— G. Hudson, Esq., M:P. 
Engineers— R. Stephenson and T. S. Oboch, Esqni. 
Resident Engineer— F. M. Totmy, Eaq, 
Secretary — W. E. Greenland, Esq. 

Leno^th 14| miles. Commences at Leeds in junction ^tfa 
the Midland Railway, and terminates at Bradford. 
Passes through the county of York. Gauge of way 4 feet 8^ 
inches. Royal Assent given to Bill, 4th July, 1844. Half-yearly 
Meetings, February and August, at Leeds. Opened July Ist, 
1846. 

Capital Account. 
18,000 Shares, 50/. each ; 30^ paid. Including Extensions. 

Total sum authorised to be raUed by shares 4^900,000 

Di'to .. ditto, by loan or mortgiige :^(mi,4iOO 9 

Total sum received to July, 1846 5»9,433 8 8 

Ditto expended to d'tto 563,076 18 4 

This Company obtained an Act in the Session of 1845, for 
an extension line to Colne and Haworth, which is to be con- 
structed for 500,000/., and for which new shares have been 
issued, now of equal value with original shares. Length 31 
miles. In course of construction, and to be opened in the 
Autumn of 1847. 

Leased to the Midland Railway for 999 years, at 10 per 
cent, on the paid-up capital, not to exceed 900,000/. under the 
power of an Act of the Session of 1846. 



Secretartf'^ThoTnas Mac Nay, Esq. 

Engineer — John Harris, Esq. 

Solicitors — Messrs. Mevirburn, Hutchinson, and Mewhum. 

Length 7S miles. Commences at Middlesbro', and termi- 
nates at Redcar, in the county of York. Gauge of way 4 feet 
Bi inches; steepest gradient 1 in 321; smallest raaius of 
curve 30 chains. Royal Assent given to Bill, 21st July, 1846. 
Estimated net profit per annum 8 per cent. Half-yearly 
Meetings, February and August, at Darlington. Opened, 
4th June, 1846. 

Capital Accoiuit« 

720 Shares, 50/. each; ftOl. paid. Whole Shares. 
2-iO Shares, 50/ each ; 50/. paid. New Shares. 

Total sum authorised to be raised by shares 46*48,000 

Dit'o .. ditto, by lean or mortga^ 12,000 

Total sum received to June 30th, 1846 41,391 14 



Areat ffitimst^s atiD ibjftcSelD ^iunction i&ailtoas* 147 

[See Page 178.] 



CAaif*ma»— The Earl of Yarborough. 
Secretary — J. H. Humfrey, Esq. 
Engineer — J. Fowler, Esq. 

Length 76J miles. Commences in junction with the Shef- 
field and Lincolnshire Junction Railway, at Gainsborough, 
and terminates at the Port of Great Grimsby, with Branches 
to Lincoln and New Holland. Passes through the county of 
Lincoln. Gauge of way 4 feet 8i inches; one tunnel, 6 fur- 
longs in length ; steepest gradient 1 in 135; smallest radius of 
curve 1 mile. Royal Assent given to Bill, 30th June, 1845. 
Estimated net profit per annum 43,848/., equal to a dividend 
of 7 per cent. Half-yearly Meetings, February and August, at 

Sheffield. 

Capital Account. 

12.000 Shares, ^0^ each , 15/. paid. Whole Shares. 
32,7.'i0 Shares, 202. each ; U. paid. New Shares. 
16,000 Shares, 12/. 10s. each ; 21. paid. Quarter Shares. 
Allow 5 per cent, in tt rest on Calls. 

Total sum authorised to be raised by shares £1,455,0'^0 

Ditto . . ditto, by loan or mortgage 4r<3,600 

Total sum received to dOth June, 1846 187, 107 5 

Ditto expended to ditto 14«,6»9 4 

In the Session of 1846, Acts were obtained to make Branches 
from Gainsborough to form a junction with the Great Northern 
Railway, at Newark-upon-Trent, 20 miles, 5 furlongs; from 
Market Rasen to Lincoln 16 miles, 1 furlong, 8 chains ; from 
New Holland to Barton-upon-Humber 3 miles, 7 fiu^longs; 
and to Caistor 2 miles, 6 furlongs, 1 chain ; also to purchase 
and improve the Ferry across the Humber, from New Holland 
to Kingston-upon-Hull ; with power to raise 855,000/. by new 
shares, and 283,600/. by loans, included in the statement 
above. 

This Company is amalgamated, under an Act of 1846, on 

equal terms with the Sheffield and Manchester and Sheffield 

and Lincolnshire Junction Railways and the Grimsby Docks, 

under the name of the Manchester, Sheffield, and Lincolnshire 

Junction Railway, to come into operation on Ist January, 1847, 

but each stock is to receive 5 per cent, interest till its line is 
opened, when it will participate in the general dividend. 



148 ®aff IcThU »ailtoag* 



Chairman— Sir J. J. Guest, Bart., M.P. 
Secretury^E. Kenway, Esq. 
General Superintendent — G. Fisher, Esq. 
Accountant and Transfer Clerk — Mr. D. Roberts, jiin. 

Length 24^ miles. 10 Passenger and Goods Stations. Com'- 
mences at Merthyr Tydvil in Glamorganshire, and terminates 
at the New Docks, Cardiff. Has two short Branches for the 
conveyance of coal and minerals. Royal Assent given to Bill, 
10th May, 183/. Partially opened, 8th October, 1840; opened 
throughout, 12th April, 1841. Half-yearly Meetings, February 
and August, at Bristol. Cost per mile, 25,000/. Fares through- 
out. First Class 4s., Second Class 3s., Third Class 2s. 

Statistics of Construction. 

Two tunnels, total length 1,131 feet ; one viaduct, 456 feet in 
length ; passes^nder 16 and over 30 bridges. At 13 mi]es from 
terminus Branch to Rhondda; and at 15^ miles the Llancaiach 
Branch. Cost of maintenance of way 3,000/. per annum ; 19 
engines, 23 carriages, 318 trucks and waggons. Value of loco- 
motive and carrying stock 48,132/. The entire length of 30 
miles on transverse sleepers. 

Capital Account. 

3,000 Shares, 1002. each ; 1002. paid. Whole Shares. 

6,000 Shares, 251. each ; 12/. lOt. paid. Quarter Shares. 

Consolidated Preferential Stock, 120,000/. 

Total sum authorised to be raised by shares and stock ^6*585,000 

Ditto . . ditto, by loan or mortgage 195,000 9 

Total sum received to June, 1846 691,982 11 S 

Ditto expended to ditto 690,228 10 5 

Cost of llTorkinff and Zarningrs. 

Total earnings for six months, ending June, 1845 . . 29,666 11 6 

Cost of working for the same period 11,823 11 5 

Last half-yearly dividend, per share, 31. 38. ; 
(Per cent, per annum, 61. 6s., less the Income Tax.) 

In the Session of 1846, an Act was obtained to authorise the 
construction of several short Branches of an aggregate length 
of 17 miles, 1 furlong, 5 chains, and the raising of 216,000/. ad- 
ditional capital by new shares, and 72,000/. by loans. 



Xotoef^tof iftailioai^ anD fi^ariour ^^ompang* 149 

Leased by the Norfolk Railway. 



Chairman—Bir Thos. Goocb, Bart. | Engineer— G. P. Bidder, Esq. 

decretory— Richard Till, Esq. 

Length II4 miles. Commences in jimction with the Nor- 
folk Railway at Reedham, and terminates at Lowe- 
stoff, in the county of Norfolk. Gauge of way 4 feet 8 J inches ; 
steepest gradient 1 in 183; smallest radius of curve 40 
chains. Royal Assent given to Bill, 30th June, 1845. Esti- 
mated net profit per annum 3,678/., equal to a dividend of 
3 per cent. Half-yearly Meetings, February and August, at 
Lowestoff. Great improvements are making at Lowestoff 
Harbour by this Company. 

Capital ^oount. 

6,000 Shares, 20/. each ; 12/. paid. Wliole Shares. 

Total sum authorised to be raised by shares j^l20,000 

Ditto . . ditto, by loan or mortgage 40,000 

ToUl sum received to 30th June, 1846 59,635 

Ditto expended to ditto 51,857 

Leased in perpetuity to the Norfolk Railway at 4 per cent. 
and half surplus profits. 



Suns^tade anD lionlion anD iSirmdigj^am Hailioagt 



Chairman — 6. Stephenson, Esq. 
Secretary — T. Long, Esq. 
Engineer — R. Stephenson, Esq. 

Length 7 miles. Commences at Leighton Buzzard, in 
junction with the London and Birmingham Railway, and ter- 
minates at Dunstable, in Bedfordshire. Gauge of way 4 feet 
8. J inches ; steepest gradient 1 in 73 ; smallest radius of curve 
20 chains at the junction. Royal Assent given to Bill, 30th 
June, 1845. Estimated net profit per annum 2,^51/., equal 
to a dividend of 5 per cent. Half-yearly Meetings, March and 
September, in London. 

Capital Acconnt. 

2,000 Shares of 25/. each ; 5/. 5s. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . j6'50,000 

Ditto . . ditto, by loan or mortgage 16,600 

ToUl sam actually received to 30th June, 1846 .. .. 10,128 1 2 

Ditto expended to ditto 2,475 4 8 

Sold to and to be made by the London and North-Westem 
Railway. The works are not yet commenced. 



150 Cn){ititavg$ anO <!&laj$goiD IftaiUoas* 



CAairman— Peter Blackburn, Esq. 
Secretary— }1» G. Wright, Esq. 
Engineers— -3 o\in Miller and James Deans, Bsqrs. 
Superintendent — A. J. Adie, Esq. 

Length 46 miles. 14 Passenger and Goods Stations. Tei^ 
minates at North Bridge, Edinburgh, and at Queen-street, 
Glasgow. Forms a Junction with the North British Railway 
at Edinburgh, and the Caledonian Railway at Glasgow. Passes 
through the counties of Edinburgh, Linlithgow, and Lanark. 
Gauge of way 4 feet 8^ incjies; ruling gradients 1 in 880; 
rise in feet per mile, 12. Royal Assent given to Bill, 4th 
July, 1838. Opened throughout, 18th February, 1842. 
Half-yearly Meetings — March, in Edinburgh ; September, in 
Glasgow. Cost per mile of original line, 35,024/. Average 
time of performing the journey, including stoppages, 2 hours. 
Fares throughout. First Class 8s., Second Class 6s., Third 
Class 4s., Fourth Class 2s. 6d. 

Capital Aoooont. 

18,000 Shares 50^ each ; hQl. paid. Whole Shares. 
18,000 Shares, 12/. lOs. each; 12/. lOs.paid. Quarter Shares. 
22,500 Shares, 12/. 10s. each; 12/. 10s. paid. New Quarter Shares. 
28,125 Shares, 25/. each; JO/, paid. New Half Shares. 

Total sum authorised to be raised by shares . . . . jff2,700,000 

Ditto .. ditto by loan or mortgage 900,000 

Total sum received from shares, &c., toSlst July, 1846 1,649.059* 13 1 
Ditto ditto, on loans .. ditto .. .. 464.022 10 

Total amount actually received 2,113,081 12 11 



la 



Cost of IXTorkingr and Bamlngrs. 

Total earnings for six months, ending 31st July, 1846 jd^2,7l4 9 1 1 
Cost of working for the same period 42,618 4 9 

Last haif yearly dividend, per share, SOs. 
(Percent, per annum, 6/.) 



EDINBURGH AND GLASGOW— continued, 151 

In the Session of 1845, an Act was obtained for the con- 
struction of a Branch to Lennoxtown, 5 miles 2 furlongs ; and 
three short Branches, 1 mile. 

The Monkland and Kirkintolloch, Ballochney, Slamannan, 
and Wishaw and Coltness Railways, have amalgamated with 
this line by agreement, having failed to obtain the Act to 
sanction it in the Session of 1846, but are to apply again. 

In the Session of 1846, this Company obtained an Act 
for certain deviations and to make a Branch from Gogan 
to Queensferry, 6 miles 5 furlongs, with power to raise 
150,000/. by shares, and 50,000/. by loans. Acts have been 
also obtained for the following Railways to be leased or 
amalgamated with this Company, and in which this Company 
hold a lai^e portion of the shares. Stirlingshire Midland 
Junction Railway, to be purchased by a guaranteed dividend 
of 5 per cent., for the first 5 years, and 5} after that period, 
without any contingent profits. The Edinburgh and Bathgate 
Railway to be leased for 999 years at 4 per cent, and half 
surplus profits. Airdrie and Bathgate Railway, sold for 
200,000/. guaranteed 6 per cent., without any participation in 
profits, Edinburgh and Glasgow stock to be paid up by the 
Airdrie and Bathgate proprietors. Glasgow, Airdrie, and 
Monkland Jimction Railway, to be leased at 4 per cent, and 
half surplus profits, by agreement, with the Monkland Mineral 
Railway, to which the line was to have been leased. The 
Stirling and Dunfermline Railway to be leased at 4 per cent 
and half surplus profits ; and several Branches from the Monk- 
land Mineral Railway, to be worked by their respective Di- 
rectors, in conjunction with and imder the approval of the 
Edinburgh and Glasgow Board. 

Acts to amalgamate the Forth and Clyde and other Canals 
with this Company, were rejected by the House of Lords by 
the opposition of a Committee of Shareholders. 



152 MaltefielD, )pontefract» anl) (!5ooU ^Mixnq. 

Amalgamated with the Manchester and Leeds Railway. 



Chairman — H. Houlds worth, Esq. 
Treasurer — Peter Eckersley, Esq. 
Secretary — J. S. Heron, Esq. 
Engineer — John Hawlcshaw, Esq. 

Length 27 J miles. Commences at Wakefield. Passes througli 
Pontefract and Snaith to the port of Goole, in the county of 
York, with a Branch to the river Ouse. Gauge of way 4 feet 
8^ inches; steepest gradient 1 in 150; smallest radius of 
curve 18 chains. Royal Assent given to Bill, 31st July, 1845. 
Estimated net profit, per annum 27,611/., equal to a dividend 
of 6 per cent. Half-yearly Meetings, March and September. 

Capital Aooount. 

7,300 Shares, 507. each } 327. 10s. paid. Whole Shares. 
10,000 Shares, 25/. each ; bl. paid. Half Shares. 
Allow interest on Calls at 4 per cent. 

Total sum authorised to be raised by shares j^865,000 

Ditto .. ditto, by loan or mortgage 121,666 

In the Session of 1846 an Act was obtained to make 
Branches to Askern, 10 miles, 2 furlongs, 7 chains ; Methley 
4 miles, 5 farlongs, 6 chains ; Oakenshaw, 4 furlongs, 5 chains, 
with power to raise 250,000/. by new shares, and 83,000/., by 
loans, and also to authorise an amalgamation with the Man- 
chester and Leeds Railway. 

Amalgamated \»ith the Manchester and Leeds Railway, by 
the Shares of this Company being exchanged for Manchester 
and Leeds Shares of the same amount. 



<S(otti0]^ ^iDlanH 3)uiution i^ailtoas* 153 

Chairman^-Lord Whamcliffe. 

Secretary — Robrrt Dow Ker, Esq. 

Engineer — Messrs. Locke, Errington, and J. H.Tasker^Esqrs. 

Accountant — Alexander Ciiningharo, Esq. 

Length 33 i miles. £)ommences in junction ^ath the Scot- 
tish Central Railway at Perth, and terminates in junction with 
the Arbroath, Forfar, and Aberdeen Railways, with Branches to 
the Scottish Central and Arbroath and Forfar Railways. Passes 
through the counties of Perth and Forfar. Gauge of way 4 feet 
8i inches ; steepest gradient 1 in 125; smallest radius of curve 
i mile. Royal Assent given to Bill, 31st July, 1845. Esti- 
mated net profit 20,272/. per anniun, equal to a dividend of 
7 per cent. Half-yearly Meetings, February and August, at 

Perth. 

Capital Account. 

12.000 Shares, 25/. each ; 8/. paid. Whole Shares. 
Atlo«v 4 per eeot. interest on Calls. 

Total sum authorised to be raised by shares i^600,000 

Ditto .. ditt», by loan or mortgage 200,000 

Total sum received to 30th June, 1»46 97,H9l 6 

Ditto expended to di I to 67,581 5 2 

In the Session of 1846, an Act was obtained to make Branches 
to Dunkeld, Blairgowrie, and Kirriemuir, with power to raise 
300,000/. by new shares, and 100,000/. by loans. 

TTiis Railway is to be completed and opened simultaneously 
with the Scottish Central Railway in 1848. 



i$elfa$it anH i^allsmena l^ailtoag. 

Chairman — The Hon. G. Handcock. 
Secretary — J. Wilson, Esq. 
Engineer — C Lanyon, Esq. 

Length 38 miles. Commences at Belfast, passes throup^h 
Temple Patrick and Antrim, terminating at Ballymena, with 
Branches to Carrickfergus and Randalstown. Passes through 
the county of Antrim. Gauge of way 5 feet 3 inches ; 
steepest gradient 1 in 100 ; smallest radius of curve 60 chains. 
Roval Assent given to Bill, 21st July, 1845. Estimated net 
profit per annum, 46,995/., equal to a dividend of 12 per cent. 
Half-yearly Meetings, May and November, at Belfast. 

Capital Acoonnt. 

7,700 Shur^s, 60/. each ; 20/. paid. Whole Shares. 

ToUl sum authorised to be raised by shares ^^3*) 000 

Ditto .. ditto, by loan or mortgage lif^.SaS 

ToUl sum recrived to October ai St, 1846 118.i>!i7 10 

Ditto expended to ditto lVo,M9 6 11 



L 



154 CSIa^soto, ^ateUs» m\> ffireenodt l&aiUoas. 



Deputy Chairman — ^Archibald Falconer, Esq. 
Managing Director — James Tasker, Esq. 
Accountant— John Anderson, Esq. 
Engineer — J. E. Errington, Esq* 
Superintendents of the Line — Alex. Ross, of the Locomotive Department; 
Robert Sinclair, of the Goods Department ; and John Ker. 

Length 224 miles. 6 Passenger and Goods Stations. Ter- 
minates at Glasgow, and at Greenock. Passes through the 
counties of Lanark and Renfrew. The portion of the line 
between Glasgow and Paisley is the joint property of this Com- 
pany and the Glasgow, Paisley, Kilmarnock and Ayr Railway 
Company. Gauge of way 4 feet 8^ inches ; ruling gradients 
1 in 330; rise in feet per mile, 16. Royal Assent given to Bill, 
15th July, 1837- Partially opened, 14th July, 1840; opened 
throughout, 31st March, 1841. Half-yearly Meetings, March 
and September, at Greenock. Cost per mile, 36,000/. Average 
time of performing the journey, including stoppages, 55 minutes. 
Fares throughout. First Class 2s. 6d., Third Class, with Seats^ 
Is. 6d., Third Class, without Seats, Is. 

Statistics of Construction. 

Two tunnels, total length 614 yards; 5 viaducts, total 
length 554 yards; 9| miles of embankments, and 4f miles 
of cuttings; passes under 48 and over 12 bridges; 15 engines, 
76 carriages, and 158 goods waggons. Value of locomotive 
and carrying stock 51,079/. Cost of formation of permanent 
way 5,296/. per mile ; cost of maintenance 2,400/. per annum. 
6 miles of line on blocks, 91 miles on transverse sleepers. 

Capital Account. 

16,000 Shares, 25/. each } 25/. paid. Whole Shares. 
8,000 Shares, \2l. 10s. each ; 122. lOs. paid. Half Shares. 
20,000 Shares, 72. 10s. each ; 12. lOs. paid. Preference ditto. 

Total sum authorised to be raised by shares j£'650,000 

Ditto .. ditto, by loan or mortgage 216,660 

Totel sum received to July, 1846 778,96116 4 

Ditto expended to ditto 829,427 9 

Cost of IXTorkingr and Sarningrs* 

Total earnings for six months ending Slat July, 1846. . 25,^61 2 11 

Cost of working for the same period, including interest 21,269 6 7 

Last half-yearly dividend, per 2A2. share, Ss. ; 

(Per cent, per annum, 12. 4s.) 

62. per cent, on preference shares. 



GLASGOW, PAISLEY, Sic^continued, 155 

In the Session of 1846, Acts were obtained to sanction 
Branches to a pier at Crawfordsdyke Harbour, at Greenock, 16 
chains, and to form a junction with the Polloc and Govan Rail- 
way, 3 furlongs, with power to raise 40,000/. by new shares, 
and 13,333/. by loans. 

Have agreed to amalgamate with the Caledonian Railway, 
to sanction which, an Act is to be applied for in the Session of 
1847. The amalgamation is to take place from the date of the 
opening of the Caledonian Railway, and is on the terms of 4 
per cent, guaranteed. 



Chairman — Andrew Low, Esq. 
Secretaries — Messrs. Shiel and Small. 
Engineer — John Miller. Esq. 
Superintendent — Mr. Alexander Miller. 

Length 16 miles 50 chains. 6 Passenger and Goods Sta- 
tions. Commences in a junction with the Dundee and Perth 
Railway at Dundee, and terminates in a junction with the Ar- 
broath and Forfar Railway, at Arbroath. Passes through the 
county of Forfar. Gauge of way 4 feet 84 inches, nearly 
level throughout. Royal Assent given to Bill, 13th August, 
1834. Partially opened, 6th Octolser, 1838 ; opened through- 
out, 8th April, 1840. Yearly Meeting in June, at Dundee. 
Cost per mile, 8,570/. Average time of performing the journey, 
including stoppages, 1 hour. Fares throughout. First Class 
2s. 6d., becond Class 2s., Third Class Is. 6d. 

Capital Account. 

4,000 Shares, 2.'i{. each ; 25/. paid. Whole Shares. 
2,000 Shares, 25/. each ; 12/. lOs. paid. New Shares. 

Total sum authorised to be raised by shares jCISO.OOO 

Ditto .. ditto, by loan or mortgage 60,000 

Tutal sum expended to June 30, 1846 154,850 

Cost of ixrorklngr and Bamlngrs. 

Total earnings for the twelve months ending April, 1846 16,7X0 16 4 
Cost of workmg for the same period 9,45 J 11 5 

Last half- yearly dividend, per share, 25/.; 
(Per cent., per annum 61A 

Obtained an Act in the Session of 1846, to alter the gauge of 
4 feet 8i inches, to make a junction line with the Arbroath and 
Forfar Railway, 7 furlongs, and a branch to the Tay at Broughty 
Castle, 5 furlongs 3 chains, with power to raise 50,000/. 

L2 



156 ^iext^tm l^ailtoag. 

Chairman — J. Hadden, Esq. I Engineers— W^Cuhitt 8c A. Q\hh,E»qn» 

Secretary — G. Keith, Esq. I Solicitors— Ideasn. Adam & Anderson. 

Length 58 miles. Commences at Aberdeen and terminates 
in junction with the Arbroath and Forfar Railway, with 
Branches to Montrose and Brechin. Passes through the' 
counties of Aberdeen, Kincardine, and Forfar. Gauge of way 
4 feet 8i inches ; steepest gradient 1 in 100 ; smallest radius 
of curve 27 chains. Royal Assent given to Bill, 31st July, 
1845. Estimated net profit 54,833/. per annum, equal to a 
dividend of 6 per cent. Yearly Meetings, October, in Aber- 
deen. 

Capital Account. 

16,600 Shares, 50/. each ; 20/. paid. Whole Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .i^8.%,000 

Ditto . . ditto, by loan or mortgage 276,660 

Total sum received to June 30th, 1846 217,207 

Ditto expended to ditto 196,147 

This Company is to lease the Arbroath and Forfar Rail* 
way, for which an Act was obtained in the Session of 1846, 
and is also to be amalgamated with the Great North of 
Scotland Railway. 

Chairman — ^The Rt. Hon. Ld. Kinnaird. I Secretaries — Messrs. Shiell & SmalL 
Deputy-Chairman—Sir P. M. Tbreipland. | Engineer — John Miller, Esq. 

Length 20 J miles. Commences in junction with the Dun- 
dee and Arbroath Railway, and terminates at Perth. Passes 
through the counties of Forfar and Perth. Gauge of way 
4 feet 8 J inches; steepest gradient 1 in 100; smallest radius 
of curve 20 chains. Royal Assent given to Bill, 31st July, 
1845. Estimated net profit per annum 22,725/., equal to a 
dividend of 10 per cent. Half-yearly Meetings, February 
and August, in Dundee. 

Capital Account. 

8,000 Shares, 25/.'each ; 20/. paid. Whole Shares. 

4,000 Shares, 25/. each : 5/. paid. New Shares. 

Allo\;v4 per cent, interest on Calls. 

Total sum authorised to be raised by shares i£300,000 

Ditto ditto, by loan or mortgage 100,000 

Total sum received to 80th June, 1846 135,292 2 10 

Ditto expended to ditto 130,895 1 9 

In the Session of 1846, an Act was obtained to sanction 
certain deviations, and to lease the Dundee and Newtyle 
Railway to this Company at 1,400/. per annum. 



iEl^inburg]^ m\> Nortf^etn l&ailtoas* 157 

Chairman— John Balfour, Esq. I Engineer— Thos. Grainger, Esq. 

Secretary — Henry Lees, Esq. | 

Length 41 S miles. Commences in a junction with the Edin- 
burgh lines in Edinburgh, crosses the Frith of Forth by a 
steam Ferry, and proceeding through Fife to Perth, «\ath 
Branches to Cupar and Kirkaldy. Passes through the counties 
of Fife and Perth. Gauge of way 4 feet 8li inches ; three tun- 
nels 590 yards in length ; Kirkaldy Harbour Braxich half a 
mile in length ; has one inclined plane of 1 in 14, to be worked 
by a stationary engine ; steepest gradient on the said lines 1 in 
100 ; smallest radius of curve 38 chains. Royal Assent given 
to Bill, 31st July, 1845. Estimated net profit per annum 
48,011/., equal to a dividend of 7 per cent. Half-yearly Meet- 
ings, March and September, at Edinburgh. 

Capital Account. 

26,000 Shares, 252. each; 2/. 10s. paid. Whole Shares. 
26,000 Shares, 15/. each; U. paid. Nevir Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares. ... . . £1,040.000 

Ditto . . ditto, by loan or mortgage 346,000 

ToUl sum received to the 31st July, 1846 .. 206,457 9 5 

Ditto expended to ditto 191,719 15 

In the Session of 1846, Acts were obtained to make Branches 
to Dunfermline, through the Dunfermline coal district, 14 miles, 
7 furlongs, 4 chains ; to Newport on theTay, opposite Dundee, 
1 5 miles 3 furlongs ; and for a Deviation at Strathearn ; and 
to purchase the Ferry over the Tay; with power to raise 415,000/. 
additional capital by new shares, and 138,000/. by loans. Are 
to incorporate lines with the Edinburgh. Leith, and Granton 
Railway. 

Q^oxk anl) i3anl)on l^ailtoag* 



Chairman— R. T. Belcher, Esq. J. P. 
Vice-Chairwan — Robert Carr, Esq. 
Consulting Engineer — R. Stephen- 
sou, Esq. 



Engineer and Secretary — Charles 

Nixon, Esq. 
Assistant Secretary and Accountant — 

H. W. Wood, Esq. 



Length 20 miles. Commences at Cork, terminating at Ban- 
don, in the county of Cork. Gauge of way 5 feet 6 inches ; 
steepest gradient 1 in 100; smallest radius of curve 20 
chains. Royal Assent given to Bill, 21st July, 1845. Half- 
yearly Meetings, second Wednesday in February and August, 
at Cork, 'i'lic works are well advanced. 

Capital Account. 

4.800 Shares, 50/. each ; 15/. paid. Whole Shares. 

Total dumaulhorised to be raised by shares .. .. £240,000 

Ditto .. ditto, by loan or mortgage 80,000 

Total amount received to June 30, 1846 34,741 3 1 

Ditto expended to ditto 80,202 19 6 



158 ffila^goto, Ij^ulAtu* Itilmatnocik^ anO ^st l&aiUoas. 



Chairman — James M'Call, Esq. 
Secretary — John Fair full Smith, Esq. 
Engineer— WilUwai Johnstone, Esq. 
Superintendent — George Knight, Esq. 

Length 40 miles. 13 Passenger and Goods Stations. Ter- 
minates at Glasgow, Ayr, and Kilmarnock. The portion of the 
line between Glasgow and Paisley is the joint property of this 
Company and the Glasgow, Paisley and Greenock Railway. 
Passes through the counties of Lanark, Renfrew and Ayr. 
Gauge of way 4 feet 8 J inches ; ruling gradient 1 in 440 ; rise 
in feet per mile, 12. Royal Assent given to Bill, 15th July, 
1837. Partially opened, 5th August, 1839; opened through- 
out, 12th August, 1840. Half-yearly Meetings, February and 
August, in Glasgow. Cost per mile of the original line, 
20,607^. Average time of performing the journey, including 
stoppages, 2 hours. Fares throughout. First Class 6s., Second 
Class 4s., Third Class 3s. 



Statistics of Constmotion. 

No tunnel; 4 viaducts, total length 1,520 feet; 9 embank- 
ments, total length 18 miles; 8 cuttings, total length 18f miles; 
passes under 66 and over 43 bridges. At 7 miles from Ayr, 
Branch to Troon Harbour; at 14 miles Branch to Ardrossan; 
at ] 74 miles junction with line from Kilmarnock ; at 33 miles 
junction with Glasgow, Paisley, and Greenock Railway, and 
enters upon the joint line. Cost of formation of permanent 
way 7,221/. per mile ; cost of maintenance 3,550/. per annum • 
26 engines, 96 carriages, 851 trucks and waggons. Value of 
locomotive and carrying stock 106,398 J/. 5 miles of line on 
continuous bearing, 23:^ miles on blocks, and 15i miles on 
transverse sleepers. 



GLASGOW, PAISLEY, Scc^continued, 159 

Capital Aeooont. 

12,500 Shares, 50/. each ; 50/. paid. Whole Shares. 
12,500 Shares. 12/. lOs. each ; 12/. 10s. paid. Quarter Shares. 
12,500 Shares, 12/. lOs. each; 5/. paid. New Quarter Shares. 
12,500 Shares, 40/. each } 20/. paid. 
28,125 Shares, 25/. each ; 21. lOs. paid. 

Total sum authorised to be raised by shares jff 1,844,625 

Ditto . . ditto, by loan or mortgage 527,000 

TotalsuvreceivedtoSlst July, 1846 1,2(37,351 8 4 

Ditto expended to ditto 1,301,381 11 9 

Cost of "Vrorklngr and Eamiiigrs« 

Total earnings for the six months endiag July 3l8t, 1846 £51,191 12 7 
Cost of working for the same period 22,924 19 4 

Last half-yearly dividend, per share, 35s. ; 
(Per cent, per annum, 71., less the Income Tax.) 

In the Session of 1845, an Act was obtained to make a Branch 
Railway to Cumnock, 18i miles in length. Estimated cost, 
204,000/. The works on this line are well advanced. 

In the Session of 1846, Acts were obtained to make the fol- 
lowing Branches from Busby on the main line to Irvine and 
Irvine Harbour, and to Perceton Coal Works, 6 miles 7 fur- 
longs; to Lingwood Mills, 1 mile 4^ chains; to Swinless, 
2 miles, 1 furlong, 6 chains ; to Troon, 7 furlongs 8 chains ; 
from Blair to Strathaven, 18 miles 1 furlong; and from Kil- 
marnock to Troon, 9 miles 5 furlongs ; and Branches to Forte 
Acre and Muir House Collieries, 2 miles, 4 furlongs, 6 chains ; 
with power to raise 445,000/. by new shares, and 147,666/. 
138. 4d. by loans. Have purchased the Glasgow and Belfast 
Union Railway from Maybole to the Port of Givan, 21 miles, 
• on the terms of the return of the entire deposits ; the works to 
I be carried on by and out of the capital of the Glasgow, Paisley* 
Kilmarnock and Ayr Railway Company. Amalgamated with 
I the Glasgow, Dumfries, and Carlisle Railway, on the terms men- 
tioned under the head of that Railway. 



too Scottfejb Central mailtoag. 

Leased to the London and North-Weitern and other Companies. 



Chairman— Marqixis of Breadalbane. 
Secretary — Robert Dow Ker, Esq. 
Engineers— J. Locke and J. Errington, Esqrs. 
KesiderU Engineer— 3. H. Tasker, Esq. 
Accountant — John Arthur Japiieson, E««q. 
Solicitors — A. Mackenzie and A. Reid, Esqrs. 

Length 47i miles. Commences in junction with the Edin- 
burgh and Glasgow and Caledonian Railways near Castlecary, 
and passing through the towns of Stirling and Dunblane, 
terminates at Perth, in junction with the Scottish Midland 
Junction, the Edinburgh and Northern, and the Dundee and 
Perth Railways. Passes through the counties of Stirling and 
Perth. Gauge of way 4 feet 8^ inches ; two tunnels, 1,694 
yards in length ; steepest gradient 1 in 75 ; smallest radius of 
curve 40 chains. Royal Assent given to Bill, 31st July, 1845. 
Estimated net profit per annum 56,936/., equal to a ividend 
of 7 per cent. Half-yearly Meetings, March and September, 
at Perth. To be opened as far as Stirling in the siunmer of 1847. 

Capital Acconnt. 

40,800 Shares, 2hl. each -, \2l. IDs. paid. Whole Shares. 
Allow 44 per cet t. interest on Calls. 

Total sum authorised to be raised by shares ^£'1,255,000 

Ditto .. ditto, by loan or mortgage 418,160 

Total sum received to 3lst' July, 1846 431,257 11 5^ 

Ditto expended to ditto 276,363 1 7k 

In the Session of 1846, this Company obtained powers to 
make branches to Denny, 3 miles 48 chains ; to the Forth at 
Alloa Ferry, 4 miles 48 chains ; and to Crieff, 9 miles, 3 fur- 
longs, 9 chains. Also to erect a general terminus and station 
near the County and City Infirmary, for the joint use of the 
Scottish Central, the Scottish Midland Junction, and the Edin- 
burgh and Northern Railways, to be constructed by, and to 
remain under the management of, the Scottish Central Rail- 
way. The Dundee and Perth Railway had the option of 
joining, but declined. This Company also obtained power to 
raise 405,000/. additional capital by new shares, and 134,830/. 
by loans. 

This Company agreed to amalgamate with the Edinburgh 
and Glasgow Railway, but the Bill sanctioning it being 
rejected in the House of Lords, the arrangement is at an end. 
Now leased in perpetuity to the London and North-Western, 
Lancaster and Carlisle, and Caledonia Companies, 7 per 
cent, guaranteed on 1,020,000/., with half surplus profits. 



UUUt Iplailtoas. 161 



Chairman— J. Goddard, Esq. 
Secretary— J. C. Smith, Esq. 
Engineer— J. Godwin, Esq. 

Length 36 miles. 7 Passenger and Goods Stations. Com- 
mences at Belfast, and terminates at Armagh. Passes through 
the counties of Antrim, Down, and Armagh. Gauge of way 
5 feet 3 inches. Royal Assent given to Bill, 1836. Partially 
opened, August, 1839 ; opened to Portadown, 25 miles, 1842. 
Yearly Meetings, in September, at Belfast. Cost per mile, 
13,946/. Fares from Belfast to Portadown, First Class 2s. 6d., 
Second Class 2s., Third Class Is. 4d. 



Statistics of Construction. 

No tunnel; 14 embankments and 10 cuttings, above 100 
yards in length; passes under 18 and over 17 bridges; 9 
engines, 39 carriages, and 90 trucks and waggons. Value of 
locomotive and carrying stock 28,600/. Cost of formation 
of permanent way, single line 62,186/.; cost of maintenance 
612/. per annum. The entire length on continuous bearing. 

Capital Account. 

12,000 Shares, 50/. each ; 38/. paid. Whole Shares. 

Total sum authorised 10 be raised by shares ^£'600,000 

Ditto .. ditto, by loan or morrvage 200.000 U 

Total sum expended to August, 1845 371,981 

Cost of IXTorkiniT ana Bamingrs. 

Total earnings for six months, ending August, 1846 .. i^l6,803 10 9 
Cost uf working for the same period " 6,218 13 

Last half-yearly dividend, 19s. per share ; 
(Per cent, ptr annum, 5/.) 



162 IBublin &: i$elfaj$t 3)unction &: Kaban iStandft iftaiUoas* 



CAairman — ^The Earl of Charlemont, 
Secretary — R. Orr, Esq. 
Engineer — Sir J. Macneill. 

Length TSJ miles. Commences at Drogheda, in junction with 
the Dublin and Drogheda Railway, and proceeding through 
Newry and Dundalk, terminates in jimction with th^ Ulster 
Railway at Portadown, with a branch from Drogheda to 
Navan. Passes through the counties of Louth, Armagh, Down, 
and Meath. Gauge of way 5 feet 3 inches ; steepest gradient 
1 in 100; smallest radius of curve 11 chains. Royal Assent 
given to Bill, 21st July, 1845. Half-yearly Meetings, February 
and August, at Dublin. 

Capital Account. 

19,000 Shares of .1^50 each; 12/. lOs. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . 4^950,000 

Ditto .. ditto, by loan or mortgage 316,666 

Total sum actually received to June 30, 1846 .. .. 167,»C5 19 3^ 

Ditto expended to ditto 26,749 6 3 

The works commenced on 48 miles. Have agreed to 
transfer the Navan Branch to the Dublin and Drogheda 
Railway. 



Chairman— The Earl of Roden. 
Solicitor— R. D. Kane, Esq. 
Engineer—Sir J. Macneill. 
Secretary — H. Nicholson, Esq. 

Length 40j miles. Commences at Dundalk, in junction 
with the Dublin and Belfast Railway, and terminates at 
Clones, in junction with the Newry and Enniskillen Railway. 
Passes through the counties of Louth and Monaghan. Gauge 
of way 5 feet 3 inches; steepest gradient 1 in 100; smallest 
radius of curve 40 chains. Royal Assent given to Bill, 
21st July, 1845. Estimated net profit per annum 45,603/., 
equal to a dividend of 7 per cent. Half-yearly Meetings, 
March and September, at Dublin. 

Capital Account. 

15,000 Shares, 50/. each ; 10/. pafd. Whole Shares. 
Interest at 4 per cent, allowed on Calls. 

Total sum authorised to be raised by shares 4^750,000 

Ditto . . ditto, by loan or mortgage 250,000 

Total sum received to 30th June, 1«46 75,962 14 6 

Ditto expended to ditto 33.304 4 7 

To be opened to Castle Blayney in the autumn of 1847. 



Srbroat]^ anl) iFotfat IftaiUoag. 163 



Chairman — W. F. Lindsay Carnegie, Esq. 
Secretary — ^John Macdonnld, Esq. 
Engineer — ^Alexander Gibb, Esq. 
Superintendent — ^Alexander Allan.Esq. 

Length 15 miles 15 chains. 8 Passenger and Goods Sta- 
tions. Terminates near Arbroath Harbour, and at Forfar. 
Passes through Forfarshire. Gauge of way 4 feet 84 inches ; 
ruling gradients 1 in 200 ; rise in feet per mile, 30. Royal 
Assent given to Bill, 1 9th May, ]836. Partially opened, 3rd 
September, 1838; opened throughout, 3rd January, 1839. 
Yearly Meetings, June, in Arbroath. Cost per mile, 9,213/. 
! Average time of performing the journey, including stoppages, 
1 hour 6 minutes. Fares for the whole distance. First Class 
28. 3d., Second Class Is. 9d., Third Class Is. 3d. 



Statistlofl of Construction. 

No tunnel or viaduct; 16 embankments and 15 cuttings, 
above 100 yards in length; passes under 11 and over 30 
bridges; 5 engines, 12 carriages, and 110 waggons. Cost of 
formation of permanent way 81,336/. ; cost of maintenance 436/. 
per annimi; value of locomotive and carrying stock 16,642/. 
13^ miles of line on blocks, and 2 miles on transverse sleepers. 



Capital Account. 

2,800 Shares, 2bl. each ; 252. paid. Whole Shares. 

3,200 Shares, 12/. 10s. each; 121. 10s. paid. Half Shares. 

Total f um authorised to be raised by shares ^£'160,000 

Ditto . . ditto, by loaa or mortgage 40,000 

Totalsumreceivedto April, 1846 144,535 

Ditto expended to ditto 142,900 



Cost of "Vrorklngr and Barnlngrs* 

Total earnings for the year, ending April 15th, 1846 . . £10,074 15 5 

Cost of worlcing for the same period, including in- *) ^ 259 4 9 

U^^rest on borrowed money, &c / * 

Dividend on whole shares, 158., or 3 per cent, per annum. 
Dividend un half shares, 128. 6d., or 5 per cent, per annum. 

Obtained an Act in the Session of 1846, to sanction a lease 
of this Railway to the Aberdeen Railway, and to raise 40,000/. 
additional capital. 



164 Ketors unt} lEnnijS&illen iflailioas* 

Chairman — Viscount Newry and Morne, M.P. 
Secretaries— 3 AuieB Bryden, aud Hugh Boyd» Esqra. 
Engineer — John Godwin, Esq. 

Length 72 miles. Commences in junction with the Dublin 
and Belfast Junction Railway at Newry, and forming a junc- 
tion with the Ulster Railway at Armagh, proceeds through 
Monaghan and Clones to Enniskillen. Passes through the 
counties of Armagh, Monaghan and Fermanagh. Gauge of 
way 5 feet 3 inches ; one tunnel ; steepest gradient 1 in 81 ; 
smallest radius of curve 44 chains. Royal Assent given to 
Bill, 21st July, 1845. Estimated net profit per annum 68,320/., 
equal to a dividend of 9 per cent. Half-yearly Meetings, 
February and August, at Newry. 

Capital Account. 

18,000 Shares, 50/. each ; 71. paid. Whole Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares j^900,000 

Ditto . . ditto, by loan or mortgage 300,000 

Total sum received to 30th June, 1U46 59,205 

Ditto expended to ditto 33,519 

The Company propose to push on the works between Newry 
and Armagh, and to apply to Parliament in the next Session 
for leave to open any portion of the line immediately on its 
being finished ; for the reduction in effect of the shares to 20/., 
by issuing 2 deferred shares of 15/. each, on which no calls 
are to be made without the sanction of a general meeting,' 
and which are to be transferred only with the 20/. shares ; to 
authorise the payment of interest already anticipated, to 
lease or sell to any other Company, and to allow the meet- 
ings to be held at other places than Newry. 

SEaterforD ml} Utilfeenng l^ailioas* 

Chairman— Tierse 8. Butler, Esq. M.P. I Chief Engineer— Copt. W. Moorsom. 
Secretary — M. J. Currie, Esq. | Resident Engineer— C Tarrant, Esq. 

Length 374 niiles. To commence at Waterford in junction 
with the trunk Railways, and terminate at Kilkenny, with a 
Branch to Kells. Passes through the counties of Waterford 
and Kilkenny. Gauge of way 5 feet 3 inches; steepest 
gradient 1 in 96 ; smallest radius of curve 40 chains. Royal 
Assent given to Bill, 21st July, 1845. Estimated net profit 
22,793/. per annum, equal to a dividend of 9 per cent. Half- 
yearly Meetings, May and November, in London. 

Capital Account. 

12,500 Shares, 202 eacli ; 11/. paid. Whole Shares. 

Total sum authorised to be raised by shares . . ^6*250,000 

Ditto . . ditto, by loan or mortgage 83,000 

Total sum received to September 30, 1846 137,.')00 

Ditto expenddd to ditto 77,000 



ilontiontierts ant) lEnnisi&illi^n i&ailioas* 165 

* 

Chairman^-J. G. Frith, Ksq. 

Secretary— Frederick H. Hemming, Esq. 

Engineers -Hohert Stephenson, and Alexander M. Ross, Esqrs. 

Length 564 miles. Commences at Londonderry, in junction 
with the Londonderry and Coleraine Railway, and termi- 
nates at Enniskillen, in junction with the Newry and Ennis- 
killen Railway. Passes through the counties of Fermanagh, 
Tyrone, Donegal, and Londonderry. Gauge of way 5 feet 3 
inches ; steepest gradient 1 in 200 ; smallest radius of curve 
40 chains. Royal Assent given to Bill, 21st July, 1845. Esti- 
mated net profit 47,485/. per annum, equal to a dividend 
of 9 per cent. Half-yearly Meetings, February and August, 
at London. 

Capital Aoconnt. 

10,000 Shares, 50/. each; 15/. paid. Whole Shares. 

Allow 5 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. ^6*500 ,000 

Ditto .. ditto, by loan or mortgage 166,666 

Total sum actually received to October 31st .. .. 93,674 18 2 

Ditto expended to ditto 88,895 S 3 

A portion of the line from Londonderry to Strabane is 
nearly completed, and wiU be shortly opened. Obtained Act 
in the Session of 1846, to authorise certain deviations. 

MatetCott) ant) Eimertcft Mailioa^* 

Chairman — ^T. Meafther. Esq. I Engineer — R. B. Osborne, Esq. 

Secretary —W . S. Saunders, Esq. | Assistant Engineer — A. Stewart, Esq. 

Length 78 miles. Commences at Waterford, proceeding 
through the towns of Carrick, Clonmel, Cahir and Tipperary, 
to Limerick. Passes through the counties of Waterford, Kil- 
kenny, Tipperary, and Limerick. Gauge of way 5 feet 3 inches ; 
one tunnel 304 yards in length ; steepest gradient 1 in 175 ; 
smallest radius of curve 14 chains, near the station. Royal 
Assent given to Bill, 21st July, 1845. Estimated net profit 
per annum 49,877/., equal to a dividend of 7 per cent. Half- 
yearly Meetings, February and August, at Waterford. 

Capital Account. 

15.000 Shares. 50/. each ; 22/. 10s. paid. Whole Shares. 

Total sum authorised to be raised by shares j6'750,000 

Ditto .. ditto, by loan or mortgage 260,000 

Total sum received to 80th June, 1K46 179,471 2 1 

Ditto expended to diito 139,664 14 10 

The line between Limerick and Tipperary will be shortly 
opened. A deviation to be sought for in next Session to 
avoid timnels. 



166 Hontiontietts anti (Sl^oUtatne l^ailioaj;* 

Chairman — John Griffith Frith, Esq. I Engineer — Robert Qtephenaon, Esq. 
Secretary — Frederick H. Hemming, Esq. | Acting Engineer — Chas. Lanyon, Esq. 

Length 39 miles. Commenees at Londonderry, in junction 
with the Londonderry and Enniskillen Railway, passing 
through Lough Foyle on an embankment, thereby enclosing 
and reclaiming about 20,000 acres of land for the benefit of the 
Company, and terminates at Coleraine, with a Branch to New- 
town-Limavady. Passes through the county of Londonderry. 
Gauge of way 5 feet 3 inches ; two tunnels, 940 yards in length; 
steepest gradient 1 in 100 ; smallest radius of curve 20 chains. 
Royal Assent given to Bill, 4th August, 1845. Estimated net 
profit 16,093^. per annum, equal to a dividend of 4 per cent., 
exclusive of the profit to be derived from the reclaimed land, 
the proceeds arising from the sale of which it is calculated 
will more than repay the whole cost of making the railway. 
Half-yearly Meetings, February and August, in London. 

Capital Aooount. 

10,000 Shares, 50/. each ; 15/. paid. Whole Shares. 
Allow 5 per cent, interest on Calls. 

Total sum authorised to be raised by shares ji^dOO,000 

Ditto .. ditto, by loan or mortgage 166,666 

Total sum received to 31st October, 1846 124,884 110 

Ditto expended to ditto .. .. 115,999 14 

iDuiblin ant) iDtosJ^etia iftatlioas* 

Chairman — G.- A. Hamilton, Esq., M.P. I Engineer— S\r J. MacneiU. 
Secretary — J. P. Culverwell, Esq. | Gen. Superintendent— A.^. Ball,£8q. 

Length 35^ miles. 18 Passenger and Goods Stations. Com- 
mences at Custom-house Quay, Dublin, and termmates at 
Drogheda, with a Branch to Howth. Passes through the 
counties of Dublin and Meath. Gauge of way 5 feet 3 
inches. Royal Assent given to Bill, 1 836. Opened throughout, 
26th May, 1 844. Half-yearly Meetings, February and August, 
in Dublm. Cost per mile, 16,533^. Time of performing the 
journey, including stoppages, quick trains, 1 hour 10 minutes ; 
ordinary trains, 2 hours. Ordinary Fares throughout. First 
Class, 3s. 6d., Second Class, 3s., Third Class, Is. 6d. Mail 
fares. First Class, 5s., Second Class, 4s. ; Quick fares, First 
Class, 4s. ; Second Class, 3s. 6d. 

Capital Account. 

6,000 Shares, 7bl. each ; 70/. paid. Whole Shares. 

Total sum authorised to be raised by shares ^^450,000 

Ditto . . ditto, by loan or mortgage 1 .'>0,000 

Total sum received to 30th June, 1846 699,975 9 6 

Ditto expended to ditto 689,247 19 7 

Cost of "Workingr and Bamingrs. 
Total earnings for the six months ending June, 1846 . . 19,165 8 

Cost of worldng for the same period 13,241 16 8 

Last half-yearly dividend, per share, I/. 48. ; 
(Per cent, per annum, 4/.) 
The Navan Branch of the Dublin and Belfast Junction Railway 
is transferred to this Company. 



ffireat <§bout]ftem ant) Mtfittxn iftaUioas (lulant)*) 167 



Chairman— George Can*, Esq. 
Secretary — W. Taylor, Esq. 
Engineer— Sir John Macneill. 

Length, including Branches, 220 miles 6 furlongs. Com- 
mences at Dublin, and passing through Kildare and Cashel, 
terminates at the Quay, Cork, with a Branch to Athy and 
Carlo w, 24 miles, and another to Limerick, 21 miles 2 fur- 
longs. Passes through the counties of Dublin, Kildare, 
Queen's County, Carlow, Tipperary, Limerick and Cork. 
Gauge of way 5 feet 3 inches. Steepest gradient 1 in 60; 
smallest radius of curve, 4 furlongs. Royal Assent given to 
Bill, 6th August, 1844. Half-yearly Meetings, February and 
August, in Dublin. Partially opened 10th August, 1846, 
from Dublin to Carlow, 66i miles. 

Capital Aooount. 

26,000 Shares of 502. each ; 271. lOs. paid. Whole Shares. 

24,000 ditto 50/. each ; 11. lOs. paid. New Shares. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares . . . . £2,300,000 

Ditto . . ditto, by loan or mortgage 575,000 

Total sum raised to June 30, 1846 991,000 

Ditto expended to ditto 846,718 9 8 

The Act for the line from Dublin to Cashel, with a Branch 
to Athy and Carlow, was obtained in the Session of 1844, and 
for the extension of the line to Cork, with a Branch to 
Limerick, in 1845. 

In the Session of 1846, an Act was obtained to extend the 
Cork line to the Quay at Cork, and to construct a large 
Station there. 

The works as far as Cashel, are in a very forward state, and 
on the remainder of the line the works are being pushed on 
as fast as the Company attains possession of the land. 

This Company has an interest in the Irish South-Eastem 
Railway, and also in several Companies incorporated in 1846, 
for short lines which branch out from the Great Southern 
and Western Railway at various points along its course. 



168 i^iUland CKreat mt^Um Mailioas of Stelontl* 

DUBLIN TO MULLINGAR, LONGFORD, AND ATHLONE. 



Chairman — Lord Dunsandle. 
Secretary — Henry Beausire, Esq. 
Engineer — Geoi^e WillougUby Hemans, Esq. 
Solicitors — Messrs. Lambe and Malley. 

Length 100 miles. Commences at Dublin, and terminates 
at Longford, with a Branch from Mullingar to Athlone on the 
Shannon, connecting the valley of the Shannon with the Irish 
capital. Passes through the counties of Dubhn, Kildare» 
Meath, Westmeath, and Longford. Gauge of way 5 feet 
3 inches; steepest gradient 1 in 148; smallest radius of curve 
27 chains. The Railway is constructed chiefly along the banks 
of the Royal Canal, which has been purchasea by and is worked 
by this Company. Royal Assent given to Bill, 2lst July, 1845. 
Estimated, net profit per annum of original lines, 63,000/., 
equal to a dividend of 7 per cent. Half-yearly Meetings, March 
and September, at Dublin. 

Capital Account. 

20,r»R0 Shares, 50/. each ; 121. 10s. paid. Whole Shares. 

16,000 Shares, 25/. each j 21. 10s. paid. New Shares. 

Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. £1,433,000 

Ditto . . ditto, by loan or mortgage 477,000 

Total sum received to 30th June, 1846 184,043 15 11 

Ditto expended to ditto 204,930 1 6 

Including 125,825/. 123. paid towards the purchase of the Royal Canal. 

Cost of "Workingr and Bamlngrs of tbe Royal CanaL 

Total earnings for six months ending 30th June, 1846 ^6*11,436 Oil 
Cost of working for the same period 5,319 15 3 

This Company has purchased the Royal Canal from Dublin 
to Longford and Termonbarry, on the Shannon, at 298,059^., 
payable by quarterly instalments of 30,000/. 

In the Session of 1846, Acts were obtained for an extension 
from Mullingar to Athlone, 27i miles, for a Branch to the river 
Liffey in Dublin, and for a deviation on the Longford Branch 
for a length of 14 miles, with power to raise 433,000/. by new 
shares, and 144,000/. by loans. 

To be opened from Dublin to Enfield, 264 miles, in March, 
1847, and to Mullingar, 54 miles, at the end of the summer of 
the same year. 



Icm %mtHfiikt itailioas. 169 

An amalgamation of the Blackburn and Preston, the Manchester, Bury, and 
Rossendale, the Blackburn, Burnley, Accrington and Colne Extension, and 
the IdTerpool, Ormakirk, and Preston Railways. 



Chairman — J. Grundy, Esq. 
Secretary — J. Smithells, Esq. 
Engineer — J. S. Per ring, Esq. 

Length 88 miles. Oue portion commences in junction with 
the Liverpool and Bury Railway at Liverpool. Passes 
through Ormskirk, Blackburn, Accrington, and Burnley, to 
Colne, where it joins the Leeds and Bradford Extension 
line of the Midland Railway. The other portion commences 
in junction with the Manchester and Bolton Railway, 4 miles 
north of Manchester. Passes through RadclifPe and Bury to 
Accrington, with a Branch to Rautenstall, Bacup, and Crau- 
shaw Booth. Passes through the county of Lancaster. 
Gauge of way 4 feet 84 inches. Royal Assent given to 
Bill, 6th June, 1844. Half-yearly Meetings, January and 
July, at Bury. 

Capital Aooonnt. 

7,200 Shares of 25Z. each ; 20/. paid. 

28,235 ditto 25Z. each ; 14/. paid. 

17,608 ditto 25/. each; 5/. paid. New Shares. No. 1. 

30,557 ditto 25/. each ; 2/. lOs. paid. New Shares. No. 3. 
Total sum authorised to be raised by shares . . . . £2,090,000 

Ditto . . ditto, by loan or mortgage 656,000 

Total amount raised by Calls up to 30th June, 1846. . 417,357 
Ditto expended to ditto 380,061 4 

In the Session of 1846, this Company obtained Acts to 

construct three Branches in the vicinity of Preston, 2 miles, 

3 furlongs, 3 chains. Branches to Bacup 4 miles, 5 furlongs, 

1 chain, and to Craushaw Booth 1 mile, 3 furlongs, 4 chains, 

I and to lay down an additional line of rails on part of the 

' East Lancashire Railway, with power to raise 600,000/. by 

new shares, and 200,000/. by loans, all which is included in 

the preceding statement. Have amalgamated with the Liver- 

' pool, Ormskirk, and Preston Railway. 

M 



170 Kortjb iSaimon ilailioas. 



Leased in perpetuity to the London and North- Western and the Manchester 

and Leeds Railways. 



Chairman— T. W. Rathbone, Esq. 
Secretary — J. Chapman, Esq. 
Engineer — W. Coulthard, Esq. 

Length 38| miles. Terminates in junction with the Lancaster 
and Preston Railway at Preston, and in junction with the 
Liverpool and Manchester Railway at Parkside Station^ with a 
line branching out at Euxton to Bolton, all in the county of 
Lancaster. -Gauge of way 4 feet 8i inches; some gradients 
1 in 100 ; ruling gradient 1 in 340 ; rise in feet per mile 52. 
Royal Assent given to Bill, 22nd Aprils 1831. Opened 
throughout, 3 1 st October, 1838. Cost per mile, 27,326/. Half- 
yearly Meetings, February and August, at Liverpool or Preston. 

Capital Aooonnt. 

stock (A.) 477,326/. 14s. 
Stock (B.) 261,874/. 16s 

Total sum authorised to be raised in stock ^^60,000 

Ditto .. ditto, by loan or mortgage 376,000 

ToUl sum expended to June, 1846 1,101,493 4 7 

Leased to the London and North- Western and the Man- 
chester and Leeds Railways conjointly, at a rent of 10 per cent, 
on the North Union Stock A., and 7 per cent, on the Stock B., 
from the 1st January, 1846, which arrangement is confirmed 
by Act of Parliament. 



SuiUn ant) Hins^^toion iftailioag* 171 

PARTIALLY ATMOSPHERIC. 



Chairman — George Pim, Esq. 
Secretary— Thomas F. Bergin, Etq. 
Engineer— B. D. Gibbins, Esq. 
Treasurer — James Pim, jun., Esq. 

Len^h 6 miles 4 chains. 4 Passenger and Goods Stations. 
Terminates at Kingstown Bay and at Dublin. With an eirten- 
sion to Dalkey, which is worked on the Atmospheric system. 
Passes through the county of Dublin. Gauge of way 5 feet 3 
inches; ruling gradient 1 in 440; rise in feet per mile 12. 
Royal Assent given to Bill, 6th September, 1831. Opened 
throughout, December, 1834. Half-yearly Meetings, March 
and September, at Dublin. Cost per mile, 15,652^. Average 
time of performing the journey, including stoppages, 15 minutes. 
Fares, First Class Is., Second Class 8d., Third Class 6d. 

Capital Aceount. 

2,000 Shares, 100/. each ; lOOt. paid. Whole Shares. 

Total sum authorised to be raised by shares .. .. ^200,000 

Ditto .. ditto, by loan or mortgage 152,000 

Total sum expended to February, 1845 359,000 

Cost of 'Workingr and Barningrs. 

ToUl earnings for the year ending 31st Aufust, 1846 ^31,259 16 11 

Cost of world Lg for the same period 21,216 S 11 

Last half-yearly dividend per share, 41. 
Per cent, per annum, 8/. 

This Company is to be amalgamated with the Waterford, 
Wexford, Wicklow, and Dublin Railway ; terms not defini- 
tively settled. 

An Act was obtained in the Session of 1846, sanctioning the 
above, as also an Extension from Dalkey to the Bridge of Bray, 
and to establish Half-yearly Meetings in the place of Yearly. 

— 



172 ffireat i^ort]^ of lEnglant) SlatUoas. 

Leased in perpetuity to the York and Newcastle Railway. 



Chairman — E. Oxley, Esq. 
Secretary— John Morse Sparkes, Esq. 
Engineer — J. Stephenson, Esq. 

Length 45 miles 19 chains. 1 2 Passenger and Goods Stations. 
Terminates at Darlington and at York, and has several Branches. 
Passes through the counties of York and Durham. Gauge of 
way 4 feet 8 J inches ; ruling gradients 1 in 330 ; rise in feet 
per mile 16. Royal Assent given to Bill, 4th July, 1836. 
Partially opened 4th January, 1841 ; opened throughout, 1842. 
Cost per mile, 26,855/. Half-yearly Meetings, Fehruary and 
August, at Darhngton. 

Capital Aooonnt. 

6,690 Shares, 100/. each ; lOO;. paid. Whole Shares. 

7,500 Shares, 40/. each ; 5/. paid. New Shares. 
10,000 Shares, 30/.>ach; 15/. paid. New Shares. 
10,000 Shares, 15/. each ; I/. 10s. paid. 

Total snm authorised to be raised by shares . . . . j^1,4')0,000 
Ditto .. ditto, by loan or mortgage 480,000 

Amount actually raised on debentu*«s ' 480,000 

Diito borrowed in Hniicipation of calls 143,257 19 1 

Total sum ra'sed by loans, &c... ., 623.257 19 1 

Amount raised on shares 807,664 3 8 

Total sum received to 30th June 1,430,922 2 9 

Amount of expenditure and liabilities 1,496,802 18 4 

Last half-yearly dividend per share, 51. 
Per cent, per annum 10/., less Income Tax. 

Leased in perpetuity by the York and Newcastle Railway at 

10 per cent, on the paid up calls, and the interest on loans ; but 

is to be bought by them in 1850, at 250/. per 100/.; all the 

shares to be fully paid up. An Act was obtained to sanction 

this arrangement in the Session of 1846. 



?^uU ant) SktVbu iftaiUoas. 173 

Leased in perpetuity to the York and North Midland and Manchester and 

Leeds Bailways conjointly. 



Chairman — Richard Tottie, Esq. 
Secretary — George Locking, Esq. 
.Bng^incer— Thomas Cabry, Esq. 

Length 61 miles 51 chains. Terminates at Hull and Selby, 
with a Branch line from Hull to Bridlington. Passes through 
the East and West Ridings of Yorkshire. Gauge of way 4 
feet 84 inches; ruling gradient 1 in 240; rise in feet per 
mile 22. Royal Assent given to Bill, 21st June, 1836. Opened 
throughout, 1st July, 1840. Cost per mile, 22,290Z. Half- 
yearly Meetings, February and August, in Hull. 

Capital Acoonnt. 

8,000 Shares, 50/. each ; 50/. paid. Whole Shares. 
8,000 Shares, 25/. each; 25/. paid. Half Shares. 
8,000 Shares, 12/. 10s. each; 12/. 10s. paid. Quarter Shares. 
6 per cent, guaranteed till 1853 on the Quarter Shares. 

Total sum authorised to be raised by shares .. .. .^^33,000 
Ditto .. ditto, by loan or mortgage 172,333 

Amount received on shares 620.739 

Ditto .. ditto, on loans 167,792 

Total sum received 788,531 

Last half-yearly dividend per share, 2/. 10s. 
Per cent, per annum 10/., less Income Tax. 

Leased in perpetuity to the York and North Midland Railway 
at a rent equivalent to 10/. per cent, per annum on the whole 
and half-shares, and 6 per cent, on the quarter shares, till 1853, 
and then 10 per cent, on the whole ; when it is to be bought by 
them at 900,000/. for the 8,000 shares of 50/. ; 225,000/. for 
the 8,000 shares of 12/. 10s., and 56/. 5s. for each of the 8,000 
shares of 25/. An Act was obtained in the Session of 1846, 
to sanction this arrangement. The Manchester and Leeds 
Railway hold one-half of the lease, and have the right of pur- 
chasing one moiety on the same terms as the York and North 
Midland Railway. 



174 SbijtmsAux}^ ant) d^'bt^ttt i&ailtoas* 

An amalgamation of the North Wales Mineral, and Shrewsbury, Oswestry, 

and Chester Junction Railways. 



Chairman — William Ormsby Gore, Esq. 
Secretary — Robert Roy, Esq. 
Engineer — Henry Robertson. Esq. 
Solicitor — Henry Kelsall, Esq. 

Length 61 1 miles. Commences at Shrewsbury in janctioB 
with the Shrewsbury and Hereford and Shrewsbury and 
Birmingham Railway, and passing through Oswestry, Chirk^ 
Ruabon, and Wrexham, terminates in junction with the Ches- 
ter and Holyhead Railway at Chester, with Branches to Minera 
and Brymbo. Passes through the counties of Chester, Flint, 
Denbigh and Salop. Gauge of way 4 feet 8i inches , steepest 
gradient 1 in 100; smallest radius of curve 1 mile. Royal 
Assent given to Act of Consolidation, 27th July, 1846. Half- 
yearly Meetings, April and October, at Chester. Partially 
opened, November, 1846. 

Capital Acoonnt. 

20,500 Shares, 20/. each ; 8/. paid. S. O. & C. 

6,000 Shares, 26/. 13s. 4d. each ; 13/. paid. Whole Shares, N.W.M. 

15,000 Shares, 13/. 6s. 8d. each ; 8/. paid. Half Shares, N.W.M. 

27,600 Shares, 10/. each; 1/. paid. 

Total sum authorised to be raised by shares j^l ,046,000 

Ditto .. ditto, by loan or mortgage 338,000 

RECEIPTS. 

Amount received by the North Wales Mineral Railway 268,281 
Ditto, by the Shrewsbury, Oswestry, and Chester June- ') ji « ggn q a 
tion Railway / ' 

Total sum received to June 30th, 1846 382,263 

EXPENDITURE. 

Amount expended by the North Wales Mineral Rail- 1 ^^ q28 13 5 

way / ' 

Ditto, by the Shrewsbury, Oswestry, and Chester June-) n goo i 7 

tion Railway / ' 

Total sum expended to 336,020 15 

In the Session of 1846, in addition to the Amalgamation 
Act, Acts were obtained to make Branches to Crickheath, 6 
miles 4 furlongs, to Wem, 6 miles 7 furlongs, to Ffrwd, 1 mile 
15 chains, to Bryn Mally 4 furlongs 5 chains, and for an Ex- 
tension in the town of Shrewsbury, with power to raise 276,000/. 
by shares, and 92,000/. by loans. 

Lease for a short period in conjunction with the Chester and 
Birkenhead Railway, about 2 miles of the Chester and Holy- 
head Railway at 2,000/. per annum. 



Z\)amtfi ^ahtn 9odt anti Slailioag* 175 



Chairman — James EsdaJle, Esq 

Secretory— James John Greer, Esq. 

Solicitors — Messrs. Venning, Naylor, and Robins. 

Length 15 miles. Commences in junction with the Col- 
chester line of the Eastern Counties Railway at Romford, and 
terminates at the Steam and Collier Docks to he constructed 
by this Company at Shell Haven, at the mouth of the Thames, 
and to be called under the powers of this Act, the Thames 
Haven. Passes through the county of Essex. Royal Assent 
given to Act of Incorporation, 4th July 1836, and to an Act 
for the renewal of power, 3rd July, 1846. Meetings, February 
and August, in London. 

Capital Aooonnt. 

9,000 Shares, 50/. each. 

Total sum authorised to be raised by shares 46'450,fK)0 

Ditto .. ditto, by loan or mortgage 150,0UO 

The works of the Railway are not yet commenced, but 4,000/. 
have been expended in excavating for the Tidal Dock. 



19ut]bam anti ^untierlanti i^ailioas. 



Length 13 miles 20 chains. 9 Passenger and Goods Stations. 
Terminates at Durham and at Sunderland. Passes through 
the county of Durham. Gauge of way 4 feet 8i inches ; ruling 
gradient 1 in 60 ; rise in feet per mile, 88. Royal Assent 
given to Bill, 13th August, 1834. Partially opened, 30th 
August, 1836; opened throughout, 28th June, 1839. Yearly 
Meetings, October. Cost per mile, 14.28 W. Average time of 
performing the journey, including stoppages, 30 minutes. 
Fares throughout, First Class, Is. 6d., Second Class, Is. 3d. 

Capital Account. 

2,040 Shares, bOl. each ; bOl. paid. Whole Shares. 

1,2-18 Shares, .'0/. eath ; 30/. pa?d. New Shares. 
(Issued at 11) per cert, discount.) 

90 Shares, 50/. each ; 20/. paid. New Shares. 
(Issued at 20 per cent, discount.) 

Total sum authorised to be raised by sharfs ^^272,000 

Ditto .. ditto, by loan or mortgage 190,600 

Total sum expended to August, 1844 301,248 

Sold to the Newcastle and Darlington Railway, at the rate of 
3U. lOs. per share, which is expected to he paid early in 
January, 1847- 



178 M^ntie^ttx^ Sb'btBtlX^, anti 2incoln0l)i¥e iUUfDas. 

[See pages 133, 147, and 183.] 



An amalgamation of the Sheffield, Ashton-under-Lyne and Manchester, Shef- 
field and Lincolnshire Junction, and Great Grimsby and Sheffield Junction 
Railways, and the Grimsby Docks. 

Length 212 miles, 6 furlongs, 6 chains. Commences at 
Store-street, Manchester, and passing (with a Branch to Ashton- 
under-Lyne and Staleybridge) through Sheffield, Worksop, 
and Gainsborough, terminates at the Docks, Great Grimsby, 
with Branches to the Ferry across the Humber at New Hol- 
land, to Lincoln, Newark, and many other towns. Passes 
through the counties of Lancaster, Chester, Derby, York and 
Lincoln. Gauge of way 4 feet 8i inches. Half-yearly Meet- 
ings, February and August, in Sheffield. Opened from 
Manchester to Sheffield, 22nd December, 1845. Royal Assent 
given to Act of ConsoUdation, 27th July, 1846. 

Capital Acoonnt. 

SHEFFIELD AND MANCHESTER. 

7,000 Shares, 100/. each ; lOOZ. paid. Whole Shares. 
18,000 Shares, 251. eaeh ; 8Z. paid. Quarter Shares, No. 1. 

Guaranteed 7^ per cent. 
10,640 Shares, 25/. each; 25/. paid. Quarter Shares, No. 2. 

41,200 Shares, 12/. 10s. each; 2/. 10s. paid. 



GREAT GRIMSBY AND SHEFFIELD JUNCTION. 

12,000 Shares, 50/. each ; 15/. paid. Whole Shares. 

32,750 Shares, 20/. each ; 3/. paid. New Shares. 

16,000 Shares, 12/. 10s. each ; 1/. 178. 6d. paid. Quarter Sharei. 



SHEFFIELD AND LINCOLNSHIRE JUNCTION. 
38,000 Shares, 25/. each; 2/. 10s. paid. 



GRIMSBY DOCK. 

12,800 Shares, 25/. each; 71. 10s. paid. 
4,000 Shares, 25/. each; 25/. paid. 

Sheffield and Manchester Stock jCfl,871,000 

Great Grimsby and Sheffield Junction Stock . . . . 1,565,000 

Sheffield and lincolnshire Junction Stock 950.000 

Grimsby Dock Stock 420,000 

Total amount authorised to be raised by shares. . . . £4,796,000 

Ditto . . ditto, by loan or mortgage 1,504,932 

This Company commences as a corporation on 1st Jan. 1847. 



ffila^goio, i^anj^eali, anb Kdteton Mxttt ]&ailioas. 179 

Leased to the Caledonian Railway. 



Chairman— 8\r John Maxwell, Bart. I JSn^'neer— Neil Robson, Esq. 
decretory— John Tennent, Esq. | Solicitors — Messrs. J. and A. Tennent. 

Lenfjrth 9 miles. Commences at Glasgow, and terminates at 
Crofthead in junction with the Glasgow, Kilnjarnock and 
Ardrossan Railway, near the village of Neilston, in the county 
of Renfrew. Gauge of way 4 feet Si inches ; steepest gradient 
1 in 75 ; smallest radius of curve 14 chains. Royal Assent 
given to Bill, 4th August, 1845. Estimated net profit per 
annum 9>340/. equal to a dividend of 6 per cent. Half-yearly 
Meetings, March and September, at Glasgow. 

Capital Account. 

6,000 Shares, 2.5/. each ; 15/. patd. Whole Shares. 

6,000 Shares, 25/. each ; 21. lOs. paid. New Shares. 

Total sum authorised to be raised by Shares j£'300,000 

Ditto .. ditto, by loan ormortgage 100,000 

Total sum received to 3lst August, 1846 68,193 16 6 

Ditto expended to ditto 51,149 10 U 

The Glasgow Southern Terminal Railway is amalgamated with 
this Company. Both are leased in perpetuity to the Caledonian 
Railway at 21,000^. per annum, being 8 per cent, on the original 
shares and 6 per cent, on the new shares. 

USeMott) ant) Xontion ant) i^irmingj^ant Slailtoas* 

Leased in perpetuity to the London and North-Western Railway. 



Chairman— T. Y. Green, Esq. [ Engineer — R. Stephenson, Esq. 

Secretary — T. Pearse, jun., Esq. | Superintendent — H. £. Scott, Esq. 

Length, 15i miles. Commences in junction with the London 
and Birmingham line of the London and North -Western Rail- 
way at Bletchley, and terminates at Bedford. Passes through 
the counties of Bucks and Beds. Gauge of way 4 feet 8^ inches ; 
steepest gradient 1 in 129^^; smallest radius of curve 20 chains, 
near the junction. Royal Assent given to Bill, 3Cth June, 1845. 
Half-yearly Meetings, March and September, at Bedford. 
Opened throughout, 17th November, 1846. 

Capital Account. 

2,500 Shares, 50Z. each ; 501. paid. Whole Shares.' 

Total sum authorised to be raised by shares j6^12.'>,000 

Ditto .. ditto, by loan or mortgage 41,650 

Leased to the London and North- Western Railway, at 4 per 
cent, and half surplus profits, which Company hold half the 
capital. 



180 Sontion ant) (Sxetnfokf^ Madras. 



Chairman^W. Shadbolt, Esq. 
Deputy-Chairman — Josiah Wilson, Esq. 
Secreiartf — H. Adron, Esq. 



Length 3 miles 60 chains. Gauge of way 4 feet 8i inches ; 
on a level. Royal Assent given to Bill, 17th May, 1833. 
Opened to Deptford, 8th February, 1836 ; opened through- 
out, 24th December, 1838. Half-yearly Meetings, February 
and August, in London. Cost per mile, 266,322Z. 

Capital Account. 

43,077 Shares, averaging 12|2. each ; 12|;. paid. Whole Shares. 
11,136 ditto, averaging IS^l. each ; 18^^ paid. Preference Shares : 5 per 
cent, guaranteed. 

Total sum authorised to be raised by shares . . . . £992,271 

Ditto .. ditto, by loan or mortgage 233,300 

Total sum expended to June, 1845 986,682 

Half-yearly interest on bond and preference shares.. 11,400 

Total Receipts for six months ending 30th June, 1846,1 ,0 gg- -.^ « 
including rent from the South-Eastern Company. . / *o»«»o 

Total expenditure, including interest on bond and\ ■»-. gm, ■»■» g 
preference shares j" ' 

Fund applicable to dividend on original shares . . . . 6,685 3 

Last half-yearly dividend 3s. 3d. per share. 
Per cent. per annum, 21. lis. (clear of Income Tax). 



This Railway was taken on lease by the South-Eastern 
Company, for a term of 999 years, by an Act passed July 21, 
1845, at 36,000/. per annum, increasing 1,000/. per annum 
till it reaches 40,000Z. 



?^a¥tIepool IBoth and i^ailioas* 181 



chairman — Rowland Burdon, Esq. 
Secretary — William Davison, Esq. 
Engineer— Stephen Robinson, Esq. 

Length 18 miles, commences at the Dock, Hartlepool, and 
terminates in junction with the Stockton and Hartlepool Rail- 
way, with numerous Branches to the collieries. Passes through 
the county of Durham. Gauge of way, 4 feet 8i inches. 
Yearly Meeting, August, at Hartlepool. 

Capital Acoonnt. 

Total sum authorised to be raised by shares j^31 3,320 

Ditto .. ditto, by loan or mortgage 150,000 

Total sum expended in constructing the Railway. . .. 288,000 

Cost of "WorUngr and Bamlngrs. 

Total earnings for the half-year ending June, 1845. . .. ji^26,609 
Dividend 10/. per cent, per annum. 



Elanells Wock ant) i&aUioaji* 



Length 26 miles 4 furlongs. Commences at Llanelly, and 
terminates at Llandilo, with four Branches — to Carnarvon, Spilly, 
Mynyddmawr, and Brynamman. Passes through the county 
of Glamorgan. Gauge of way 4 feet 8 inches. Has one tunnel 
80 yards in length. Yearly Meeting, May. 
Cost of formation of permanent way 115,228/. 

Capital Account. 

2,000 Shares, 100/. each ; 90/. paid. 

Total sum authorised to be raised by shares jf200,000 

Ditto ditto, by loan or mortgage 66,000 

Total sum expended to April aOth, 1846 225.i>34 

Cost Of IxrorlLlngr and Samlngrs. 

ToUl earnings for the year ending 30th April, 1845 . . j^10,792 6 0^ 
Cost of working for the same period 7,935 15 7^ 

Dividend per share, 1/. 
Per cent, per annum, 21. Ss. 

There is power in the South Wales Act to change the Gauge 
of this Railway, if found desirable. 



(For which Acts were obtained in 1846 J 



Kortj^ern ®ountie0 SSnion HaiUoa^. 



THIRSK TO CLIFTON LINE. 

Length 69 miles. Commences at Thirsk in a junction with 
the York and Newcastle and the Leeds and Thirsk Railways, 
and passing through Bedale, Leybum, Askrigg, Kirby 
Stephen, and Appleby, terminates in a junction with the Lan- 
caster and Carlisle Railway at Clifton. Passes throi:^h the 
counties of York, Westmoreland and Cumberland. Gauge of 
way 4 feet 84 inches ; steepest gradient 1 in 100; sm^est 
ra(Uus of curve 30 chains. 



BISHOP'S AUCKLAND TO TEBAY LINE. 

Length 50 miles 26 chains. Commences at Bishop's Auck- 
land in a junction with the Bishop's Auckland and Weardale 
Railway, and forming a junction with the Thirsk and Clifton 
lines at Kirby Stephen, terminates in a junction with the 
Lancaster and Carlisle Railway at Tebay. Passes through 
the counties of Durham, Westmoreland, York and Lancaster. 
Gauge of way 4 feet 8i inches ; steepest gradient 1 in 75 ; 
smallest radius of curve lOi chains; has five tunnels 7,098 
yards in length ; and a Branch from Exelby, Leeming, and 
Newton, to Wath, 7 miles. 

The Thirsk and Clifton Railway was the line of the York- 
shire and Glasgow Union Railway Company, and the Bishop's 
Auckland and Tebay Railway part of the line of the York 
and Carlisle Railway Company, both which Companies are 
amalgamated into one, under the above name ; to construct 
the above Railway under the power of one and the same Act, 
which received the Royal Assent, 27th July, 1846. 

Capital Account. 

00,000 Shares of £oQ each ; 2/. lOs. paid. 

Total suDC authorised to be raised by shares . . . . ^^3,000,000 
Ditto .. ditto, by loan or mortgage 1,000,000 



<S]^e€elD m\^ TLxmolmUtt function i&ailioas* 183 

[See page 178.] 



Length 52 miles 2 chains. Commences in junction with the 
Sheffield, Ashton-under-Lyne, and Manchester Railway at 
Sheffield, and passing through Beighton, Worksop, and East 
Retford, terminates in juhction with the Great Grimshy and 
Sheffield Junction Railway at Gainsborough, with Branches to 
Woodhouse Mill, and Beighton, and from Retford to a junction 
with the loop of the Great Northern Railway at Saxelby, 
6 miles north of Lincoln, with power to work to Lincoln, where 
it joins the Lincoln and Market Rasen Branch of the Sheffield 
and Great Grimsby Junction Railway. Passes through the 
counties of York and Lincoln. Gauge of way 4 feet 8i inches ; 
steepest gradient 1 in 120; smallest radius of curve 20 chains. 
Has two tunnels 880 yards in length. Royal Assent given to 
Bill, 3rd August, 1846. 

Capital Aooonnt. 

38,000 Shares 25/. each ; U. IDs. paid. 

Allow 5 per cent, interest on Calls. 
Total amount authorised to be raised by shares . . . . ^^950,000 
Ditto . . ditto, by loan or mortgage 316,333 

This Company is amalgamated under an Act of 1846, on 
equal terms with the Sheffield and Manchester and Great 
Grimsby and Sheffield Junction Railways, and the Grimsby 
Docks, under the name of the Manchester, Sheffield, and Lin- 
colnshire Railway ; to come into operation on 1st January, 
1847, but each stock is to receive 5 per cent, interest till its 
line is opened, when it will participate in the general dividend. 



S&tcfogburg anD ?l?ercforD$]bfre i^ailfeag. 

Length 50 miles, 5 furlongs, 4 chains. Commences at 
Shrewsbury, and passing through Shelton, Ludlow, and Leo- 
minster, terminates at Hereford. Passes through the counties 
of Salop and Hereford. Gauge of way 4 feet 8^ inches; 
steepest gradient 1 in 102 ; smallest radius of curve 10 
chains ; has two timnels, 1,210 yards in length, Royal 
Assent given to Bill, 3rd August, 1846. 

Capital Aooount. 

40.000 Shareg. 20/. each ; U. paid. 
Allow 4 per cent, interest on Calls 

Toul sum authorised to be raised by shares j^800,000 

DUto . ditto, by loan or mortgage 266,000 



184 Sj^effielD, i^otjberj^am, i^atn^les^ iBnMielK 



Length 21 miles, 1 fiirlong, 1 chain. Commences in a junc- 
tion with the Sheffield Railways, and passing through the 
Barnsley, Silkstone, and Mortomley Coal Fields, terminates 
in a junction with the Goole Railway. Passes through the 
county of York. Gauge of way 4 feet 8i inches ; steepest 
gradient 1 in lOO; smallest radius of curve 10 chains; has 
three tunnels 4,597 yards in length ; has a Branch to Silkstone 
1 mile, 7 furlongs, SJ chains, and to Dodwich 3 miles 7% chains. 
Royal Assent given to Bill, 7th August, 1846. 

Capital Aoconnt. 

32,000 Shares of 252. each ; 21. 12s. 6d. paid. 

Total sum authorised to be raised by shares 46*800,000 

Ditto .. ditto, by loan or mortgage 266,000 

The portion of this Railway north of Barnsley is leased to 
the Manchester and Leeds Railway. 



Mm l&iDing Winion i&ailioas. 



1? 

Length 45 miles, 3 furlongs, 106 yards. To connect the 
towns of Leeds, Bradford, Halifax, Huddersfield, Brighouse, 
Dewsbury, Cleckheaton, Heckmondwicke, Stanningley, Pud- 
sey, Lowmoor, and other places in the West Riding, with the 
Manchester and Leeds Railway. PasSes through the county 
of York. Gauge of way 4 feet 8 J inches ; steepest gradient 
1 in 50; smallest radius of curve 10 chains; has seven 
tunnels, 6,707 yards in length. Royal Assent given to BiQ, 
18th August, 1846. 

Capital Account. 

100,000 Shares, 20/. each ; 21. 2s. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares ^^2,000,000 

Ditto . . ditto, by loan or mortgage 606,666 

Amalgamated with the Manchester and Leeds Railway, by 
the shares of this Company becoming Manchester and Leeds 
shares of the same amount. 



(Stcat Kottftern i^ailtoag, 185 



Length from London to York, 185 miles, 7 furlongs, 8 chains, 
i but including Loop and Branches, 290 miles, 2 furlongs, 2 chains. 
Commences at a new terminus to be erected near King's Cross, 
Pentonville, London, and passing through or near Hornsey, 
Bamet, Hatfield, Hitchin, Biggleswade, St. Neots, Huntingdon, 
] Peterborough, Grantham, Newark, East Retford, Bawtry, Don- 
! caster, Selby, and Cawood, terminates at York, with a junction 
line to the York and Newcastle Railway, north of York. Has 
■ a loop line, 86 miles 1 furlong, from the main line north of 
Peterborough, through Spalding, Boston, Lincoln and Gainsbo- 
rough, to rejoin the main line at Bawtry, and has Branches to 
Stamford and to Bedford. Passes through the counties of 
Middlesex, Herts, Cambridge, BedroSft^B^untingdon, Northamp- 
ton, Lincoln, Rutland, Nottingham and York. Gauge of way 

I 

i 4 feet 8i inches ; steepest gradient on the main hne 1 in 200, 

on the loop 1 in 100; smallest radius of curve, 10 chains; has 

; 1 4 tunnels, 8,269 yards in length, all on the first 109 miles of 

! the main line from London. Half-yearly Meetings February 

and August in London. Royal Assent gilMb to Bill, 26th July^ 

1846. 

Capital Account. 

224,000 Shares, 25/. each ; 21. lOs: paid. 
Allow iMerest on Calls at 4 per cent. 

Total sum authorised to b ^ raised by shares j6'5,600,000 

Ditto .. ditto bj loan or mortgage 1,800,000 

Total sum received to 30th June, 1846 790,574 II 2 

Ditto expended to ditto 341,089 13 3 

lliis Company passed through Parliament under the name of 
the London and York, but is now amalgamated with the 
Direct Northern Railway Company on equal terms by reducing 
the shares in each Company from 50/. to 25/. The Bill passed 
through the House of Commons in the Session of 1845, and 
in 1846, being passed in the Commons merely //ro /orwifl, was 
allowed to proceed in the House of Lords. 



186 Sibcrpool, 0xm^hM, anD ^te^ton Mailioag* 

Amalgamated with the East Lancashire Railway. 



Length 22 miles 52 chains, and Branches 13 miles, 6 fiuv 
longs, 20 chains. Commences in junction with the Liveipool 
and Bury Railway, in the township of Walton-on-the-Hill, 
and terminates in junction with the North Union Railway^ m 
the township of Penwortham, with Branches — to the Black- 
burn and Preston Railway, 2 miles, 3 furlongs, 4 chains — ^to 
Southport, 7 miles, 3 furlongs, 9 chains — to the Blague Gate 
collieries, 3 miles, 1 furlong, 6 chains — and to Water-street and 
Regent's Road, Liverpool, 7 fiirlongs 1 chain. Passes through 
the county of Lancaster. Gauge of way 4 feet SJ inches ; 
steepest gradient 1 in 100 ; smallest radius of curve 2 fur- 
longs.. Royal Assent given to Bill, 18th August, 1846. 

Capital Account. 

30|000 shares 261. each ; 21. 10s. paid. 

Total sum authorised to be raised by shares . . . . jffZ'^OtOOO A 
Ditto .. ditto, by loan or mortgage 250,000 

Amalgamated with the East Lancashire Railway, by an 
exchange of 6 shares of this Company for 7 East Lancashire, 
without fractions. 



^mftcrgatc, Nottingjam, anD ISojJton, anD lEajstem 

function Mailioas* 



Length 59 miles, 41 chains and 7-lOths; Branches 28 miles, 
114 chains and 4-lOths. Commences in junction with the 
Manchester, Buxton, Matlock, and Midland Railway, at 
Ambergate. Passes through the counties of Derby, Notting- 
ham, and Lincoln. Gauge of way i feet 8^ inches ; steepest 
gradient 1 in 88 ; smallest radius of curve 5 chains. Has 
4 tunnels, 3,324 yards in length. Has the following 
Branches : Canal and Sleaford Branches, Boston Extension, 
and Boston Harbour Branches. Royal Assent given to Bill, 
16th July, 1846. 

Capital Account. 

76,000 Shares, 25/. each } 21. 12s. (>d. paid. 

Allow 4^ per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. jtf 1,900,000 
Ditto ditto, by loans or mortgage r>3d,000 



idu(fcinsl^am0i)ire i^ailioag* 1B7 



OXFORD AND BLETCHLEY JUNCTION. 

Lengrth 29 J miles. Commences in a junction with the 
London and North-Westem Railway, at Bletchley, and ter- 
minates at Oxford. Passes through the counties of Bucking- 
ham and Oxford. Gauge of way 4 feet 8.^ inches; steepest 
gradient 1 in 150; smallest radius of curve 1 furlong 5 chains. 
Capital authorised to be raised by this Act, 595,000/. in shares, 
and 198,333/. 6s. 8d. by loans. Royal Assent given to Bill, 
26th June, 1846. 

BUCKINGHAM AND BRACKLEY JUNCTION. 

Length 12 miles. Commences in junction with the Oxford 
and Bletchley Junction line, near Winslow, and terminates 
at Brackley. Passes through the county of Buckingham. 
Gauge of way 4 feet 8^ inches; steepest gradient 1 in 100; 
smallest radius of curve 12 chains. Capital authorised to be 
raised by this Act, 200,000/. by shares, and 66,000/. by loans. 
Royal Assent given to Bill, 27th July, 1846. 

General Capital Account. 

45,428 Shares, 17/. lOs. each; 4/. 4s. pai4. Whole Shares. 

Total sum authorised to be raised by shares . . . . j^795,000 
Ditto . . ditto, by loan or mortgage :^65,0U0 

To be leased to the London and North-Westem Railway, 
at 4 per cent, and half surplus profits. 



iSo^ton, <StamforD, anD iSirmingj^am i^ailtoag, 

STAMFORD TO WISBEACH. 

Length 21 miles, 7 furlongs, 6 chains. Branch to Wisbeach 
Station 1 furlong 3 chains. Commences in junction with the 
Syston and Peterborough Branch of the Midland Railway at 
Stamford, and terminates in junction with the Wisbeach 
Branch of the Lynn anTJTEly Railway near Wisbeach. Passes 
through the counties of Northampton, Lincoln, and Cam- 
bridge. Gauge of way 4 feet 8^ inches; gradient, level; 
smallest radius of curve 150 vards. Royal Assent given to 
Bill, 26th June, 1840. 

Capital Account. 

12,600 Shares, 20/. each; 21. 2s. paid. 

Allow 4 per cent, interest on Calls. 

Tot'il amount authorised to be raised by shares .. JC252,000 
Ditto .. ditto, by loan or mortgage 84,000 

_ 



188 i^irmingl^am, S^olbcrj^ampton ant) 

BuDlen i^ailioan. 



Length 1 1 miles 3 chains, and Branch 3 miles, 3 forlongs, 
2 chains. Commences at Birmingham, in junction with the 
Birmingham and Oxford Junction Railway, and terminates in 
junction with the Oxford, Worcester and Wolverhampton 
Railway, at Wolverhampton and Dudley. Passes through the 
counties of Warwick and Stafford. Gauge of way 4 feet 
8 J inches, under the provision of the Gauge Regulation Act; 
steepest gradient 1 in 50 ; smallest radius of curve 1 forlong 
2 chains ; has 1 tunnel 945 yards in length. Royal Assent 
given to Bill, 3rd August, 1846. 

Capital Account. 

85,000 Shares, 20/. each ; 21. 2s. paid. 
Allow 4 per cent, interest on Calls. 

Totfll sum authorised to be raised by shares j£700,000 

Ditto .. ditto, by loan of mortgage 233,330 

Amalgamated with the Birmingham and Oxford Junction 
Railway, and to be sold or leased to, or amalgamated with, the 
Great Western Railway. 



i$trmtn$]^am, 7Ucf)Ml>t anD J^^ancj^e^ter i^ailioag. 



Length 14 miles, 2 furlongs, 9 chains. Commences at 
Ashton, near Birmingham, in junction with the Grand Junc- 
tion line of the London and North-Western Railway, termi- 
nates at Lichfield, on the Trent Valley line of the same 
Railway, passing through the county of Stafford. Gauge of 
way 4 feet 8^ inches; steepest gradient 1 in 100; smallest 
radius of curve 4 furlongs 6 chains.. Royal Assent given 
to Bill, 27th July, 1846. 

Capital Account. 

13,000 Shares, 20/. each : 21. 2s.- paid. 

Total sum authorised to be raised by shares .. .. 46*260,000 
Ditto . . ditto, by loan or mortgage 80,000 

Sold to the London and North-Westem Railway at 21. pre- 
mium per share. 



iSirmingl^am* {12%olber]ftampton» anD 189 

Sbtoux Falles i&ailioan. 

Length 15 miles, 2 fttrlongs, 6 chains, and Branch 3 miles, 
2 furlongs, 4 chains. Commences in Birmingham, and termi- 
nates in junction with the Grand Junction line of the London 
and North- Western Railway, in the parish of Bushbury, with 
a Branch to Dudley. Passes through the counties of War- 
wick and Stafford. Gauge of way 4 feet 8 J inches ; steepest 
gradient 1 in 75 ; smallest radius of curve 20 chains ; has 
two tunnels 1,201 yards in length. Royal Assent given to 
Bill, 3rd August, 1846. 

Capital Account, 

55,500 Shares, 201. each ; 2i. 2s. paid. 

Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares . . . . jf*], 1 10,000 
Ditto .. ditto, byloaa or mortgage :^70,000 

The Bill contains power to sell this Railway to the London 
and North- Western and Shrewsbury and Birmingham Rail- 
ways, and the Birmingham Canal Company, each of whom 
hold one-fourth part of the capital, the remaining quarter 
being held by the public. 

iSirmingjbam anD ®arforD function i^ailioag. 

Length 33 miles 62 J chains, and Branch 10 J miles. Com- 
mences in junction with the Grand Junction line of the 
London and North-Westem Railway at Birmingham, and 
terminates in junction with the Oxford and Rugby line of 
the Great Western Railway at Fenny Compton, with an Ex- 
tension into the town of Birmingham, and a Branch to Strat- 
ford. Passes through the coimties of Warwick and Oxford. 
Gauge of way 4 feet 8^ inches, under the provisions of the 
Gauge Regulation Act ; steepest gradient 1 in 86 ; smallest 
radius of curve 3 furlongs 6 chains ; has one ttmnel 
1 ,1 88 yards in length. Royal Assent given to Bill, 3rd August, 
1846. 

Capital Accoant. 

50,000 Shares, 20/. each ; 21. paid. 
Allu\%' 4 percent, interest on Calls. 

Total sum authoriseri to be rafsed by shares j6'I,000,000 

Ditto . . ditto, by loan or mortgage 338,330 

Amalgamated with the Birmingham, Wolverhampton, and 
Dudley Railway, and to be sold or leased to, or amalgamated 
with, the Great Western Railway Company. 



Amalgamated with the London and North- Western Railway. 



NEWTON AND CREWE LINE. 

Length 59 miles, 7 furlongs, 6 chains, and Branches 9 miles 
2 furlongs. Gauge of way 4 feet 8i inches; steepest grar 
dient 1 in 167 ; smallest radius of curve 1 furlong, 5 chains; 
has one tunnel 88 yards in length. Commences at Crewe in 
junction with the London and North-Westem Railway, and 
terminates at Newton in Montgomeryshire. Passes through 
the counties of Chester, Shropshire, and Montgomery. Royal 
Assent given to Bill, 3rd August, 1 846. Capital authorised oy 
this Act, 1,500,000/. in shares ; and one-third by loan. 

CHESTER AND WOLVERHAMPTON LINE. 

Length 45 miles 7 chains. Commences in junction with 
the Chester and Crewe Branch of the London and North- 
Westem Railway, in the parish of Calverley, and terminates 
at the town of Wolverhampton. Passes through the counties 
of Chester, Shropshire, and Stafford. Gauge of way 4 feet 8} 
inches ; steepest gradient 1 in 100; smallest radius of curve 
2 furlongs ; has one tunnel 800 yards in length. Royal Assent 
given to Bill, 3rd August, 1846. Capital authorised by this 
Act, 1,000,000/. in shares ; and one-third by loan. 

SHREWSBURY AND STAFFORD LINE. 

' Length 29 miles, 1 furlong, 54 chains, and Branch 11 miles, 
2 furlongs, 5 chains. Commences at Shrewsbury, and termi- 
nates in junction with the Grand Junction and Trent Valley 
lines of the London and North-Westem Railway at Stafford, 
with a Branch to Stone. Passes through the counties of 
Shrewsbury and Stafford. Gauge of way 4 feet 8i inches ; 
steepest gradient 1 in 100 ; smallest radius of curve 1 ftir- 
long 5 chains; has 1 tunnel, 55 yards in length. Royal 
Assent given to Bill, 3rd August, 1 846. Capital authorised by 
this Bill, 800,000/. in shares ; and 266,6661. by loan. 

General Capital Account. 

lliS.OOO Shares, 20/. each j 21. 2s. paid. 

Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares j^3,800,000 

Ditto .. ditto, by loan or mortgage 1,100,000 

This Company has power to purchase the Shrewsbury 
Canal. 

The London and North-Westem Railway guarantee half 
their own dividend with a participation in new shares created 
by that Company. 



SbovLti StaffotD^j^tre Jiunction i^ailtoap. 191 



Length 8 miles, 7 furlongs, 5 chains, and Branches 3 miles, 
6 furlongs, 6^ chains. Commences in junction wth the Oxford, 
Worcester, and Wolverhampton Railway at Dudley, and ter- 
minates in a junction with the Trent Valley, Midlands, and 
Grand Junction Railway at Walsall, on the Grand Junction 
line of the London andNorth-Westem Railway, with Branches 
to Darlaston 1 mile 4 furlongs ; to Birmingham 7 furlongs 3 
chains ; to Wyrley 5 fiirlongs 6 chains ; and to Daw-end 5 
furlongs 74 chains. Passes through the county of Stafford. 
Gauge of way 4 feet 8^ inches ; steepest gradient 1 in 52 ; 
smallest radius of curve 1 furlong 5 chains. Royal Assent 
given to Bill, 3rd August, 184G. 

Capital Account. 

I 21,000 Shares, 2:^1. each j 21. 10s. paid. 

I Total sum authorised to be raised by Shares ^526,000 

! Ditto .. ditto, by loan or mortgage 175,000 

: To be leased or sold to the London and North-Westem 
i Railway. 

I Amalgamated with the Trent Valley, Midland, and Grand 
I Junction Railway, under the name of the South Staffordshire 
I Railwav. 



^hMnxn, Cl^litjetoe, anD 'Noxth^^^ttxn function 

i^ailioag. 



Length 30 miles 45 j chains. Commences at Blackburn 
and passes through Clitheroe to a junction with the North- 
Westem Railway at Long Preston, with a Branch to the 
Leeds and Bradford Extension Railway. Passes through 
the counties of Lancaster and York. Gauge of way 4 feet 
8^ inches ; steepest gradient 1 in 82 ; smallest radius of curve 
12 chains; has one tunnel 341 yards in length. Royal 
Assent given to Bill, 27th July, 1846. 

Capital Accooiit. 

24,0<H) Shares of ^.'i/. each; 2/. 1 'is. paid. 
Allow 5 per cent, interest on Calls. 

Total sum authorised to be raised by shares . . . . j6'600,00(> 
Ditiu .. <lilt J, by loan or mortgage 200,000 



192 iWancIjcgter, i^uxton, iWatlocIt, anD 

i^iDlanD i^ailioaj). 



Length 42 miles 2 fui4ongs. Commences in a junction with 
the Manchester and Birmingham line of the London and North- 
western Raihvay at Buxton, passing through the valleys of 
the Wye and the Derwent, and through the towns of Ash- 
ford, Bakewell, Chatsworth, Matlock, and Cromford, and ter- 
minates in a junction with the Midland Railway at Amber- 
gate. Passes through the county of Derby. Has Branches 
to Norbury collieries and to Chapel-en-le-Frith. Gauge of 
way 4 feet 8^ inches; steepest gradient 1 in 100; smallest 
radius of curve 16 chains; has 15 tunnels 11,574 yards in 
length. Royal Assent given to Bill, 16th July, 1846. 

Capital Account. 

82,500 Shares of 20/. each ; 22. 2s. paid. 
Allow 4 per cent, interest on Calls. 

Total sum anthorised to be raised by shares . . . . ^6*1,650,000 
Ditto . . diito, by loan or mortgage 550,000 

The London and North-Western and the Midland Railway 
Company take shares in this line. 



. N.'-N vX^^'V/W^N 



i^ailioa^. 

Length 56 miles, 6 furlongs, 9. chains. Commences at 
Elslock, on the Leeds and Bradford Extension line of the 
Midland Railway, and terminates in a junction with the 
Richmond Branch of the York and Newcastle Railway. 
Passes through the county of York. Gauge of way 4 feet 
84 inches ; steepest gradient 1 in 90 ; smallest radius of 
curve 2i furlongs. Has three tunnels, 5,066 yards in 
length. Royal Assent given to Bill, 16th July, 1846. 

Capital Account. 

70,000 Shires of 20/. eachj '21. 28. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. £1,400,000 
Ditto .. ditto, by loan or mortgage 460,000 

The Lancashire and North Yorkshire Railway, and the 
Liverpool, Manchester and Newcastle-upon-Tyne Railway 
Companies, amalgamated and obtained an Act for the above 
Railway. 



KortJ StaffotO^ftlre i^ailfoas. 193 



POTTERIES LINE. 

Length 54 miles, 4 furlongs, 1 chain. Commences in 
junction with the Macclesfield Branch of the Birmingham and 
Manchester line of the London and North-Western Railway, 
and passing through Congleton, the Potteries, and Stone, 
terminates at Colwich on the Trent Valley line of the 
same Railway; has branches to Crewe, Newcastle-under-Lyne, 
and Norton Bridge. Passes through the counties of Chester 
and Stafford. Gauge of way 4 feet 8 J inches ; steepest gra- 
dient 1 in 100, but has a self-acting plane on the Newcastle 
Branch of 1 in 22 ; smallest radius of curve 6 furlongs. 
Has three tunnels, 2,403^ yards in length. Capital authorised 
by this Act : Shares 1,500,000/., Loan 500,000/. 



CHURNET VALLEY LINE. 

' Length 65 miles, 3 furlongs, 3 chains. Extends from 

! Macclesfield and Wellington to Burton-upon-Trent, with 

I Branches to the station at Burton and to Uttoxeter. Passes 

I through the counties of Chester, Stafford, and Derby. Gauge 

, of way 4 feet 8^ inches ; steepest gradient 1 in 100 ; smallest 

radius of curve 32 chains. Has five tunnels, 2,428 yards in 

length. Capital authorised by this Act: Shares 1,200,000/., 

Loan 400,000/. 



HARECASTLE TO SANDBACH LINE. 

Length 8 miles 7 chains. Steepest gradient 1 in 100 ; 
smallest radius of curve 4 fiirlongs. Gauge of way 4 feet 
8^ inches. Capital authorised by this Act: Shares 200,000/., 
Loan 65,000/. 

General Capital Account. 

168.500 Shares, 20/. each; 21. 2a. paid. 

Total sum authorised to be raised by shares .. £2,900,000 

DiUo .. ditto, bv loan or mortgage .. .. *J65.000 

Total sum received to' 1st September, 1846 .. .. 355,120 5 5 

Ditto, expended to ditto 140,846 12 6 

Royal Assent given to the Bills, June 26th, 1846. This 
Company has power to purchase the Trent and Mersey 
Navijration. Half-yearly Meetings, February and August, 
at Stoke-upon-Trent. 



194 Newport, ^betgabenns anl) l^erefotl) Mailioas* 



Length 32 miles 7 chains, and Branches 13 miles, 1 furlong, 
1 chain. Commences at Pontypool, in junction with the 
Newport and Pontypool Railway, and passing by Abergavenny 
terminates at Hereford, with Branches to Pontypool, Portfield, 
Usk, Usk Bridge, Ragland, and to some gasworks. Passes 
through the counties of Monmouth and Hereford. Gauge of 
way 4 feet 8i inches ; steepest gradient 1 in 77 ; sma^est 
radius of curve 1 furlong ; has 2 tunnels on the main line 
735 yards in length, and one on the Usk branch 223 yards in 
length. Royal Assent given to Bill, 3rd August, 1846. 

Capital Aocount. 

14,660 Shares, 50/. each ; 21. 10s. paid. 

Total sum authorised to be raised by shares j^r33,000 

Ditto .. ditto, by loan or mortgage 244,444 



^omball l^ailbag. 



Length 63 miles, 4 furlongs, 5 chains; and Branches 17 
miles. Commences in a junction with the South Devon 
Railway at Plymouth, and terminates at Falmouth, with 
Branches to Padstow, to the Liskeard and Caradon Railway, 
and to the Quays at Truro and Penryn. Passes through the 
counties of Devon and Cornwall. Gauge of way 7 feet, but 
the Railway Board have power to require the Company to 
lay an additional gauge of 4 feet SJ inches between Truro 
and Falmouth; steepest gradient 1 in 60, but has two in- 
clines on the Branches, to be worked by auxiliary power, of 
1 in 30 and 1 in 35 ; smallest radius of curve 11 chains ; has 
7 tunnels 3,188 yards in length. Royal Assent given to Bill, 
3rd August, 1846. 

Capital Account. 

24,000 Shares, 502. each ; 5/. paid. 

24,000 Shares, 25/. each ; 21. 10s. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. j^l,f>00,000 
Ditto .. ditto, by loan or mortgage 533,333 

The Great Western, Bristol and Exeter, and South Devon 
Railways, take shares in this Company ; which has power to 
lease or purchase several Railways and Canals in Cornwall. 



idtisitol anD Sbou^ MkU^ i^ailioag an\> iFetrs* 195 



Length 14 miles, 3 furlongs, 23 chains. Commences in 
junction with the Great Western Railway at Bristol, and pro- 
ceeding to New Passage, where it crosses the Frith of the 
Severn by a steam ferry; termiQates in junction with the 
South Wales Railway, with Branches to Chepstow and to 
Aust, or Old Passage. Passes through the counties of Glou- 
cester and Monmouth. Gauge of way 7 feet ; steepest gra- 
dient 1 in 90 ; smallest radius of curve 3 furlongs 3 chains ; 
has two tunnels, 2,530 yards in length. Royal Assent given 
to Bill, 26th July, 1846. 

Capital Account. 

16,000 Shares of 251. eacli; 41. paid. 
Allow 4 per cent, interest oii Calls. 

Total sum authorised to be raised by shares .. .. j^2d0,000 

Ditto . . ditto, by loan or mortgage 83,333 

To be sold to, or amalgamated with, the Great Western or 
the South Wales Railways. 



Wt$t d^ombaU i^ailtoas* 



Length 25 miles, 7 furlongs, IJ chains, and a Branch 5 
miles, 2 furlongs, 8 chains. Commences at Carvedras in the 
parish of Kenwyn, and terminates at Penzance, with a branch 
from Redruth to a junction with the Cornwall Railway at 
Ponsanooth. Passes through the county of Cornwall. Gauge 
of way 7 feet ; steepest gradient 1 in 50 ; smallest radius 
of curve 11 chains; has one tunnel, 231 yards in length. 
Royal Assent given to Bill, 3rd August, 1846. 

Capital Account. 

25,000 Shares, 20/. each ; W. ba. paid. 

Total sum authorised to be raised by shares .. .. j^500,000 
Ditto .. ditto, by loan or mortgage 165,000 O 

This Company is to purchase the Hayle Railway, and is 
to be amalgamated with the Cornwall Railway. 



196 iEa^t m\> Mm ^otlt^jbite i&aflioas* 



Length 15 miles 14 chains. Commences in a junction 
with the Great North of England line of the York and New- 
castle Railway 1^ miles from York, and terminates at Knares- 
borough, in a junction with the Leeds and Thirsk Railway. 
Passes through the county of York. Gauge of way 4 feet 
8^ inches; steepest gradient 1 in 120; smallest radius of 
curve 5 furlongs. Royal Assent given to Bill, 16th July, 
1846. 

Capital Account. 

8,000 Shares, 251. each ; 21. lOs. paid. 

Total sum^uthorised to be raised by shares j62'i0,000 

Ditto .. ditto, by loan or mortgage 66,600 Q 

Nortj^-Silesitern Mailbag. 

Length 42 miles, 6 furlongs, 2 chains ; Lancaster Branch, 
18 miles 16 chains. Commences at Skip ton in junction with 
the Leeds and Bradford Extension, and passing through Settle 
and the valleys of the Ayr, the Wenning, and the Lune, 
terminates in junction with the Lancaster and Carlisle 
RailwayatMilnthrope. Passes through the counties of York, 
Lancaster, and Westmoreland. Gauge of way, 4 feet 8^ 
inches ; steepest gradient, 1 in 100 ; smallest radius of curve, 
12 chains. Royal Assent given to Bill, 26th July, 1846. 

Capital Account. 

55,000 Shares of 20/. each ; \l. 2s. paid. 
Allow 4 per cent, interest on Calls. 

Total amount authorised to be raised by shares. . ..46*1,100,000 
Ditto . . ditto, by loan or mortgage 366,000 

Have incorporated the Morecambe Harbour Railway with 

this Company. 



^$;]b6ttrton, Netoton, anD <Sout]^ i!9cbon l&ailioas* 

Length 10 miles 3 furlongs. Commences in junction with 
the South Devon Railway at Ford, near Newton, and termi- 
nates at Ashburton. Parses through the county of Devon. 
Gauge of way 7 feet; steepest gradient 1 in 51 ; smallest 
radius of curve 1 furlong. Royal Assent given to Bill, 27th 
July, 1846. 

Capital Account. 

52,000 Shares, 25/. each;' 1/. 5s. paid. 
Total amount authorised to be raised by shares. . . . £130,000 
Ditto . . ditto, by loan or mortgage 43,333 



(Rlovice^Ut and :ffoxt^t of Mmn l^atUoas* 197 



Length 15 miles 4 furlongs, with two Branches, 2 miles, 2 fur- 
longs, 2 chains. Commences at Gloucester in a junction with the 
Great Western Union line of the Great Western Railway, and 
terminates in a junction with the Forest of Dean Railway. 
Passes through the counties of Gloucester and Monmouth. 
Gauge of way 7 feet; steepest gradient 1 in 90; smallest 
radios of curve, 2 furlongs, 2 chains. Royal Assent given to 
Bill, 27th July, 1846. 

Capital Aooount. 

12,800 Shares of 25/. each ; \l. 5s. paid. Whole Shares. 

Total SU71 authorised to be raised by shares . . . . £320,000 
Ditto . . ditto, by loan or mortgage 105,000 

Leased to the Great Western Railway at 4 per cent, and half 
surplus profits. 



i^ort^uts ^ter and liatlioas* 



Length 8 miles 18 chains, with a Branch of 73 chains. 
Commences in junction with the Bristol and Exeter Rail- 
way and terminates in a pier at Portbury near Bristol. Passes 
through the county of Somerset. Gauge of way 7 feet ; has 
an inclined plane of 1 in 10 for 33 chains, to be worked by 
an assistant stationary engine ; other steepest gradient 1 in 
41; smallest radius of curve 2 furlongs; has two tunnels 

2,138 yards in length. Royal Assent given to Bill, 3rd August, 
1846. 

Capital Account. 

4,000 Shares of 50/. each ; 5/. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . jf 300.000 
Ditto . . ditto, by loan or mortgage 6(t,666 

To be leased to the Bristol and Exeter Railway or the 
Great Western Railway. 



198 iditibnjbeaD, Sanca^j^tre^ ant) &ii%iixt 

function l^atIioas» 



Length 38 miles, 5 furlongs, 4i chains. Commences in a 
jimction with the Chester and Birkenhead Railway at 
Hooton, and terminates at Stockport in a junction with 
the Manchester and Birmingham line of the London and 
North-Westem Railway. Passes through the county of 
Chester. Gauge of way 4 feet 8.^ inches; steepest gradient 
1 in 110; smallest radius of curve 15 chains. Has one 
tunnel 2,400 yards long. Royal Assent given to Bill, 26th 
July, 1846. 

Capital Acooimt. 

54,000 Shares of 33/. 6s. 8d. each ; 21. 158. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares j^l,500,000 

Ditto . . ditto, by loan 500,000 

Amalgamated with the Chester and Birkenhead Railway. 

^obenttg, Kuncaton, ^irmingjbam anti Seice$&tet l^ailfoas* 

Sold to the London and North-Westem Railway. 



Length 15 miles 1 furlong. Commences at Nuneaton, in a 
junction with the Trent Valley and Coventry and Nuneaton 
lines of the London and North-Westem Railway, and termi- 
nates in a junction with the Midland Railway, in the parish 
of Wigston Magna. Passes through the counties of Warwick 
and Leicester. Gauge of way 4 feet 8 J inches ; steepest gra- 
dient 1 in 148; smallest radius of curve 3 furlongs. Royal 
Assent given to Bill, 27th July, 1846. 

Capital Account. 

10,800 Shares, 25/. each ; 1/. 5s. paid. 

Total sum authorised to be raised by shares . . . . j^70,000 
Ditto .. ditto, by loan or mortgage .. .. .. .. 90,000 



m^hxitaU laailioap. 199 

LATE LANCASHIRE AND YORKSHIRE NORTH-EASTERN RAILWAY. 



Length 22 miles 15 chains. Commences in a junction with 
the Leeds and Bradford Extension line of the Midland 
Railway at Skip ton, and terminates at Arthington in a 
junction with the Leeds and Thirsk Railway. Passes through 
the county of York. Gauge of way 4 feet 8i inches ; steepest 
gradient 1 in 50 ; smallest radius of curve 40 chains ; has 
one tunnel 300 yards in length. Royal Assent given to Bill, 
16th July, 1846. 

Capital Account. 

16,800 Shares of 25/. each; 21. lOs. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares . . . . j^420,000 
Ditto .. ditto, by loan or mortgage 140,000 



JpUetfoooti, ^te$&ton, anti iMt$t l^ititng; function l^ailfoag* 

Length 15 miles, 7 furlongs, 6 chains. Extends from 
Preston to Clitheroe ; passes through the county of Lancas- 
ter. Gauge of way 4 feet Si inches; steepest gradient 1 
in 83 ; smallest radius of curve 24 chains. Royal Assent 
given to BUI, 27th July, 1846. 

Capital Account. 

22,500 Shares of 12/. each ; 1/. 2s. paid. 

Total sum authorised to be raised by shares .. .. j£'270,000 
Ditto .. ditto, by loan or mortgage 90,000 



lExetet ant) lExmout]^ l^ailioan* 

Length 10 miles, 3 furlongs, aad 7 chains. With Branch 
I to Parker's Quay, Topsham, 1 furlong 3 chains. Passes 

through the county of Devon. Gauge of way 7 feet ; steep- 
I est gradient 1 in 122; smallest radius of curve 2 fiirlongs. 

Has one tunnel 440 yards in length. Royal Assent given to 
, BUI, 3rd July, 1846. 

Capital Aocount. 

t 16,000 Shares, 10/. each; 1/. Is. paid. 

I Total cum authorised to be raised by shares .. .. £160,000 
I Ditto .. ditto, by loan or mortgage .. .. 53,000 



200 i^lalton anD 19n£B[clti function l^ailtoas* 

Length 1 8 miles, 7 furlongs, 2.i chains. Commences in junc- 
tion with the York and Scarborough line of the York and North 
Midland Railway at New Malton, and terminates at Great 
Driffield on the Hull and Bridlington line of the same Railway, 
with a Branch to Frodingham Bridge, 5 miles 4J chains. 
Passes through the county of York. Steepest gra&ent 1 in 
60 ; smallest radius of curve 2 ftirlongs. Has one tunnel 
1,694 yards long. Royal Assent given to Bill, 26th June, 
1846. 

Capital Account. 

12.000 Shares of 20/. each; 2/. 28. paid. 
Total sum authorised to be raised by shares .. .. j^40.000 
Ditto ditto, by loan or mortgage .. .. .. bO,000 



ISriDgcioatct anil 'Taunton CTanal, l^ailtoag, and 9^ar6otir* 

Length 9 miles, 4 furlongs, 56 yards ; Branch to Dock 
76 chains ; two Branches to Combwich Pill, 1 8 chains each. 
Extends from a junction with the Bristol and Exeter Railway 
at Bridgewater to Holford ; passes through the county of 
Somerset. Gauge of way 7 feet ; steepest gradient 1 in 100 ; 
smallest rachus of curve 30 chains. To be made by the i 
Bridgewater and Taunton Canal Company. Royal Assent i 
given to BiD, 3rd July, 1846. Estimated cost, 340,000/. I 

Capital Account. i 

Total sum au'horised to be raised bv shares .. .. None. i 

Ditto .. ditto, by loan or mortgage j6'57,000 ' 



, S„ ^J'^.'-fc^-V^N^" 



'STtent ITanest i^iOlanD^, anH C&tanH ^(unction l^ai(foa$. 



Length 16 miles, 6 furlongs, 3 chains. Commences in junc- 
tion with the Grand Junction line of the London and North- 
Western Railway at Walsall, and terminates in a junction 
with the Midland Railway at Wicknor Forge, in the parish of ■ 
Tattenhill, with a Branch to Lichfield on the Trent Valley 
line. Passes through the county of Stafford. Gauge of way 
4 feet 8. J inches ; steepest gradient 1 in 142 ; smallest radius I 
of curve half a mile. Royal Assent given to Bill, 3rd August, I 
1846. 

Capital Account. 

3.').i.K>0 Shares, 12/. each ; 21. 2s. paid. 

Total sum authorised to be raised by shares j£'42<),000 

Ditto . . ditto, by loan or mortgage 14U,()0i) 

Amalgamated with tlie South Staffordshire Jimction Rail- 
way, under the name of the South Staffordshire Railway. 



i&ttat mt^tttn anH m]otombt l^ailioas. 201 

Sold to the Great Western Railway. 



Length 9 miles, 5 furlongs, 4 chains. To connect the town 
of High Wycombe with the Great Western Railway. Passes 
through the county of Buckingham. Gauge of way 7 feet ; 
steepest gradient 1 in 73^ ; smallest radius of curve 24 chains. 
Royal Assent given to Bill, 27th July, 1846. 

Capital Aocount. 

10,000 Shares of 15/. each ; 1/. 5s. paid. 

Total sum authorised to be raised by shares . . . . £150,000 
Ditto . . ditto, by loan or mortgage 50,000 



Steat Wit^Uxn anil S9lxbt:itig;e l^ailioag* 

Sold to and to be constructed by the Great W estem Bailfiray. 



Length 2 miles 5 furlongs. To connect the town of Ux- 
bridge with the Great Western Railway. Passes through the 
county of Middlesex. Gauge of way 7 feet; steepest gra- 
dient 1 in 126; smallest radius of curve 1 furlong. Royal 
Assent given to Bill, 16th July, 1846. 

Capital B^oount. 

3,334 Shares of 15/. each ; 1/. paid. 

Total sum authorised to be raised by shares . . . . jSb0fil9 

Ditto .. ditto, by loan or mortgage 16,670 



?Ea0t Sincoln^j^ite lEtaUtoan* 

Length 48 miles 9 chains. Commences in junction with 
the Great Grimsby and Sheffield Junction Railway at Great 
Grimsby, and terminates at Boston. Passes through the 
county of Lincoln. Gauge of way 4 feet 84 inches ; steepest 
gradient 1 in 304; smallest radius of curve 3 furlongs. 
Royal Assent given to Bill, 26th July, 1846. 

Capital Acoonnt. 

24,000 Shares of 25/. each; 1/.58. paid. 
Allow 5 per cent, interest on Calls. 

ToUl sum authorised to be raised by shares i6600,000 

Ditto .. ditto, by loan or mortgage 200,000 

O 






Length 19 miles 2 furlongs. Commences in junction with 
the Eastern Counties Railway at Colchester, and luns throngli 
the Valley of the Stour to the towns of Sudbury and Halstei^ 
Passes through the counties of Essex and Suffolk. Gauge 
of way 4 feet 8^ inches ; steepest gradient 1 in 90 ; smallest 
radius of curve 1 furlong 5 chains. Royal Assent given to 
Bill, 26th June, 1846. 

Capital Aooount. 

10,000 Shares, 25/. each ; 21. 10s. paid. 

Total sum authorised to be raised by shares . . . . £250,000 
Ditto . ditto, by loan or mortgage 83,000 

Have purchased 19-20ths of the Stour Navigation. 



1Eai$t anH Wit^t 3Entiia il9oc&0 and idinninglftam 3(uQ(tiott 

l&ailioas* 



Length 8 miles 5 chains. Commences in a junction with 
the London and North-Western Railway at their goods depot 
at Camden Town, and terminates at the BlackwaU hasin of 
the West India Docks, forming a junction in its course wiHi 
the Eastern Counties and BlackwaU Railways. The rails are 
to be continued to the different warehouses at the East and 
West India Docks. Passes through the county of Middlesex. 
Gauge of way 4 feet 8i inches ; steepest gradient, 1 in 70, and 
an incline at the Poplar Station ; smallest radius of curve 
16 chains. 

Capital Aooount. 

13,000 Shares, 50/. each; 5/. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. j^600,000 

Ditto .. ditto, by loan or mortgage 200,000 

Ditto received to 31st August, 1846 59,715 

Ditto expended to ditto 8,430 

The London and North-Westem Railway takes shares in 
this Company, as also the East and West India Dock Com- 
pany. The London and North-Westem Railway appoint 16 
Directors, the East and West India Directors Company 3, 
and the other Shareholders 5. 



Leased in perpetuity to the Eagtern Counties Railway. 



Length 16 miles, 6 furlongs, 2 chains. Commences in a 
junction with the Cambridge line of the Eastern Counties 
Railway at Chesterfprd, and terminates at Newmarket, with 
a Branch to Cambyiidge, 6 miles, 3 furlongs. Passes through 
the county of Cambridge. Gauge of way 4 feet 84 inches ; 
steepest gradient 1 in 100 ; smallest radius of curve 5 fur- 
longs. Royal Assent given to Bill, 16th July, 1846. 

Capital Account. 

14,000 Shares of 2bl. each 3 2/ 17s. 6d. paid. Whole Shares. 

Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares .. .. ^^350,000 
Ditto .. ditto, by loan or mortgage 116,666 13 4 

Leased in perpetuity at 17,500Z. per annum, being 5 per 
cent on the capital, and the dividend to increase equally with 
the Eastern Counties when above 7 per cent. 



l^eaDingy ffiuilMorti, and l^eigate IElailii?a|||* 



Length, 46 miles, 3 furlongs, 12} chains. Commences at 
Reading in a junction with the Great Western Railway, and 
passing through Frimley, Guildford, and Dorking, terminates 
in junction with the South-Eastern Railway, and London, 
Brighton, and South Coast Railway, at Reigate, with a short 
Branch to form a junction with the London and South- Western 
Railway at Farnborongh. Passes through the counties of 
Surrey.^and Berks. Gauge of way 4 feet 8^ inches; steepest 
gradient 1 in 100; smallest radius of curve 2 furlongs; has 
two tunnels 1,245 yards in length. Royal Assent given to 
BiU, 16th July, 1846. 

Capital Account. 

40,000 Shares 20/. each ; 21. 28. paid. 

Total sum authorised to be raised by shares . . . . 4^800,000 
Ditto .. ditto, by loan or mortgage 266.6(16 

To be leased in perpetuity to the South-Eastern Railway at 
4i per cent, and half surplus profits; the South-Eastem 
Railway having the option of purchasing the portion between 
Reigate and Dorking. 



204 iWalDon, mO^Hm, and idtaintree SUUfoas. 

Sold to the Eastern Counties Bidlway. 



Length 12 miles 6 chains. Commences at Maldon Har- 
bour, and forming a junction with the Eastern Counties at 
Witham, terminates at Braintree Passes through the county 
of Essex. Gauge of way 4 feet 8 J inches; steepest gradient 
1 in 186 ; smallest radius of curve 10 chains. Royal Assent 
given to Bill, 18th June, 1846. 

Capital Account. 

10,000 Shares of 20/. each; £2 2s. paid. 

Total sum authorised to be raised by shares . . . . 4^200,000 
Ditto .. ditto, by loan or mortgage 66,000 

Sold to the Eastern Counties Railway at 10s. premium on 
7,000 shares. 



lEa^tctn Winion and ^ntMf^ function lElailiDas. 



Length 6 miles, 3 furlongs, 8J chains. Gauge of way 4 
feet Si inches ; steepest gradient 1 in 132 ; smallest radius 
of curve 20 chains. Passes through the county of Essex. 
Royal Assent given to Bill, 18th June, 1846. 

Capital Accoiint. 

7,d00 Shares of 10/. each ; W. paid. 

Total sum authorised to be raised by shares .. .. j^75,000 
Ditto .. ditto, by loan or mortgage 25,000 O 

To be amalgamated with the Eastern Union Railway. 



at^utO ^anal l^adfoas. 



Length 8 miles, 6 furlongs, 6J chains. To convert the por^ 
tion of the Chard Canal between Creech St. Michael and 
Ilminster into a Railway. Gauge of way 7 feet; steepest 
gradient 1 in 100; smallest radius of curve 30 chains ; has 
one tunnel 1,210 yards in length. Royal Assent given to 
Bill, 16th July, 1846. Estimated cost, 130,000/. . To be exe- 
cuted by the Chard Canal Company. Additional capital to 
be raised, 40,320/. by new shares of the Canal Company. 



l^os^ton and l^iUj^in IElaUfoas» 205 

LATE CAMBRIDGE AND OXFORD RAILWAY. 



Length 13 miles. Commences in junction with the Great 
Northern Railway at Hitchin, and terminates at Royston. 
Passes thronf^h the counties of Herts and Cambridge. Gauge 
of way 4 feet Si inches ; steepest gradient 1 in 100 ; smallest 
radius of curve 2 furlongs 4 chains. Royal Assent given to 
Bill, 16th July, 1846. 

Capital Aooount. 

32,000 Shares, 6/. 5b. each, nominally 25/. each ; U. 7 a. 6d. paid. 

Allow 6 per cent, interest on Calls. 

Total sam authorised to he raised by shares j^200,000 

Ditto .. ditto, by loan or mortgage 66,666 

To be leased to the Great Northern Railway. 



0(axttt)t^tn anH Stncoln Winion iKaUioas> anH 
m^fft^UtHtlt^ anH ®ain$&boroug]ft (SDanaL 

Amalgamated with the Sheffield and Lincolnshire Junction Railway. 



Length 13 miles, 3 furlongs. Commences at Stavely, and 
terminates at Worksop, in junction with the Sheffield and Lin* 
colnshire Junction Railway. Passes through the county of Not. 
tingbam. Steepest gradient 1 in 100 ; smallest radius of curve 
40 chains ; has one tunnel, 594 yards in length. Royal Assent 
given to Bill. 7th August, 1846. Half-yearly Meetings, Fe- 
bruary and August, at Chesterfield. 



Capital Aooount. 

43.220 Shares, 8/. 2s. each ; 21. 2s. paid. 
AUow 4 per cent, interest on Calls. 

Total sum authorised to be raised by shares j^350,000 

Ditto .. ditto, by loan or mortgage 116,000 

This Company have purchased the Chesterfield and Gains- 
borough Canal for 150,000/.,. 



206 StamfotD anD SpalHins lEtailtos* 

Sold to the Great Northern Railway. 



Length 6 miles, 6 furlongs, 1 chain. Commences in junction 
with the main line of the Great Northern Railway at Stamford, 
and terminates in junction with the loop of the same Railway 
at Spalding. Passes through the counties of Northampton and 
Lincoln. Gauge of way 4 feet Si inches; steepest gradient 1 
in 203 ; smallest radius of curve 40 chains. Royal Assent given 
to Bill, 7th August, 1846. 

Capital Aoconnt. 

4,000 Shares, 251. each j 1^ 10s. paid. 
Total sum authorised to be raised by shares . . . . . • jff 100,000 
Ditlo .. ditto, by loan or mortgage 83,000 



Wii^ituti, Sbt ItM, ant) CDamibYiDge ^tinction Iftaittoas* 

Sold to the Eastern Counties Railway. 



Length 29 miles, 1 furlong, 7 chains. Commences at St. Ives, 
with a Branch to join the Cambridge and Huntingdon line of 
the Eastern Counties Railway at Fen Drayton, and terminates 
at the town of Wisbeach. Passes through the counties of 
Huntingdon and Cambridge. Gauge of way 4 feet 8^ inches ; 
smallest radius of curve 1 furlong. Royal Assent given to Bill, 
7th August, 1846. 

Capital Account. 

18,974 Shares, 25/. each ; 21. 10s. paid. 

Total sum authorised to be raised by shares jtf 474,850 6 

Ditto .. ditto, by loan or mortgage 120,000 6 



ffittidrfotH 1£xteni$ton anH IjfioxUimouti anH ipatej^am 207 

lElaUioas* 

Sold to the London and South -Western Railway. 



Length 13 miles. Consists of an extension of the Guildford 
Blanch of the London and South-Western Railway to Godal- 
ming, 4 miles, to form a junction with the Direct London and 
Portsmouth Railway, and of a Branch from the Fareham station 
of the Gosport Branch of the same Railway to the town of 
Portsmouth, 9 miles. Passes through the counties of Surrey 
and Hants. Gauge of way 4 feet Si inches; steepest gradient 
1 in 140 ; smallest radius of curve 24 chains ; has two tunnels, 
1,245 yards in length. Royal Assent given to Bill, 27th July, 
1846. 

Capital Acoount. 

20,000 Shares, 25/. each ; 21. IDs. paid. 

Total sum authorised to be raised by shares j^500,000 

Ditto .. ditto, by loan or mortgage 166,000 O 



Mxtct SonDon anil i^ottmout]^ i&aUioas» 

ATMOSPHERIC. 
Amalgamated with the London, Brighton, and South Coast Railway. 



Length 60 miles, 2 furlongs, 5 chains. Commences in junc- 
tion with the Epsom Branch of the London, Brighton, and 
South Coast Railway at Epsom, 18^ miles from London, and 
passing through Dorking, Godalming and Petersfield, termi- 
nates at Portsmouth in junction with the Chichester and Ports- 
mouth Extension. Passes through the counties of Surrey and 
Hants. Steepest gradient 1 in 80 ; smallest radius of curve 
40 chains ; has 5 tunnels, 4,243 yards in length. Royal Assent 
given to Bill, 26th July, 1846. 

Capital Account. 

30,000 Shares, 50/. each ; 3/. Ids. paid. 

Total sum authorised to be raised by shares jtf 1,500,000 

Ditto . . ditto, by loan or mortgage 500,000 

The part between Godalming and Portsmouth is to be 
jointly held by this Company and the London and South- 
western Company. 



208 lEnftelti anti XDmonton l^ailfoas* 



Length 2 miles, 7 furlongs, 6 cbains. Commences in junc- 
tion with the Cambridge line of the Eastern Counties Railway 
at Edmonton, and terminates at Enfield. Passes through the 
county of Middlesex. Gauge of way 4 feet 8i inches ; steep- 
est gradient 1 in 87 ; smallest radius of curve 20 chains. Royal 
Assent given to Bill, 7th August, 1846. 

Capital Aooount. 

1,800 Sbares, 20/. each ; 21, paid. 

Total sum authorised to be raised by shares j^36,000 

Ditto .. ditto, by loan or mortgage 12,000 



jnotecamhe ^hiAoux ant) Hailfoas* 

Amalgamated with the North- Western Bidlway. 



Length 8 miles, 5 furlongs, 3 chains. Commences in junc- 
tion with the Lancaster and Carlisle Railway, in the parish of 
Bolton, and terminates at a harbour to be constructed in More- 
cambe Bay, with a Branch to Lancaster. Passes through the 
county of Lancaster. Gauge of way 4 feet Si inches ; steep- 
est gradient 1 in 132; smallest radius of curve 20 chains. 
Royal Assent given to Bill, 16th July, 1846. 

Capital Acoount. 

11,000 Shares, 20/. each; 2/. paid. 

Total sum authorised to be raised by shares j^220,000 

Ditto .. ditto, by loan or mortgage 73,833 13 4 

The powers of this Company include the making of More- 
cambe Harbour. 



iWalloio ant) dFnrmos lElaUfoas. 209 



Length 16 miles 64 chains. Commences in a junction with 
the Great Southern and Western Railway of Ireland, near the 
town of Mallow, and terminates at Fermoy. Passes through 
the county of Cork. Gauge of way 5 feet 3 inches ; steepest 
gradient 1 in 140 ; smallest radius of curve 20 chains. Royal 
Assent given to Bill, 16th July, 1846. 

Capital Account. 

8,000 Shares, hOl. each ; 51. paid 

Total smn anthorised to be raised by shares jff 150,000 

Ditto .. ditto, by loan or mortgage 50,000 



Sublin, iSunt^tum, and lEnnteiketts l^ailtoas* 



Length 3 miles, 1 furlong, 88 yards, and Branch 2 miles, 2 
furlongs, 100 yards. Commences at Dublin, and passing 
Ranelagh, Rathmines, Miltown and Dundrum, terminates in a 
junction with the Waterford, Wexford, Wicklow and Dublin 
Railway ; with a Branch to Rathfamham. Gauge of way 5 
feet 6 inches ; steepest gradient 1 in 58 ; smallest radius of 
curve 4 furlongs. Royal Assent given to Bill, 16th July, 
1846. 

Capital Aoconnt. 

8,000 Shares of 25/. each j 21. 15s. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . ^^200,000 
Ditto .. ditto, by loan or mortgage 66,000 



lUlik^nnp anD Great ^outj^em ant) !Mt$Uxn l^ailfoag. 



Lenf^th 26 miles 4 chains. Commences in junction with the 
Great Soutbern and Western Railway at Cuddaf^b, and termi- 
nates at the town of Kilkenny. Passes through the county 
Kilkenny and Queen's county. Gauge of way 5 feet 3 inches ; 
steepest f^radient 1 in 205 ; smallest radius of curve 4 furlongs. 
Royal Assent given to Bill, 7tb August, 1846. 

Capital Ajceonatm 

4,500 Shares, 50/. each ; I/. 10s. paid. 

Total sum authorised to be raised by shares jtf 225,000 

Ditto .. ditto, by loan or mortgage 75,000 



210 ^tlfa^t anU CDounts Soion Hftilloas. 

Length 24 miles, 5 furlongs, 2 chains, and Branches 20 miles, 
6 furlongs. Commences at Belfast in a junction with the 
Ulster Railway, And terminates at Downpatrick, with Branches 
to Holywood, Donaghadee and Bangoi:. Passes through the 
counties of Antrim and Down. Gauge of way 5 feet 6 inches ; 
steepest gradient 1 in 150 ; smallest radius of curve 2 fur- 
longs. Royal Assent given to Bill, 26th June, 1846. 

Capital Account. 

] 0,000 Shares of bOi. each j 21. 15s. paid. Whole Shares. 

Total sum authorised to be raised by shares . . . . £500.000 
Ditto . . ditto, by loan or mortgage 166,666 



Simeticit, &mi$, anD tKillaloe function lEtaillDas. 

Length 23 miles 43 chains, and Branches 13 miles, 3 Air* 
longs, 9 chains. Commences in junction with the Waterford 
and Limerick Railway, at Limerick, and terminates at Ennis, 
with Branches to Killaloe, 12 miles 26 chains, to form a junc- 
tion with the Great Southern and Western Railway, near 
Limerick, 2 furlongs 3 chains, and to the town of Clare, 7 ftip- 
longs. Passes through the county of Clare. Gauge of way 
5 feet 3 inches ; steepest gradient 1 in 85 ; smallest radius 
of curve 20 chains. Royal Assent given to Bill, letk 
July, 1846. 

Capital jBx^coiint. 

6,000 Shares, 50/. each; 5/. paid. 

Total sum authorised to be raised by shares ^^300,000 

Ditto .. ditto, by loan or mortgage 100,000 



iHountmcUicIt function l^ailioap. 



Length 3 miles, 5 furlongs, 8^^ chains. Commences at 
Came, on the Great Southern and Western Railway, and ter- 
minates at the town of Mountmellick. Passes through 
Queen's county. Gauge of way 5 feet 3 inches ; steepest 
gradient 1 in 147 ; smallest radius of curve 28i chains. Royal 
Assent given to Bill, 16th July, 1846. 

Capital Account. 

450 Shares, 50/. each ; 5/. paid. 

Total sum authorised to be raised by shares £22,500 0. 

Ditto .. ditto, by loan or mortgage 7,500 



M$i Sout]^«£a0tem l^aiUoas* 211 



CARLOW TO KILKENNY LINE. 

Length 25 miles 2 furlongs, and Branch 1 mile, 2 furlongs, 
60 yards. Commences in junction with the Great Southern 
and Western Railway at Carlow, and terminates in a junction 
with the Kilkenny and Clonmel line of this Company at Kil- 
kenny, with a Branch to Milford. Passes through the coun- 
ties of Carlow and Kilkenny. Gauge of way 5 feet 3 inches ; 
steepest gradient 1 in 171 ; smallest radius of curve 6 chains. 
Capital authorised to be raised by this Act, 600,000/. in shares, 
and 200,000/. by loans. Royal Assent given to Bill, 16th July. 
1846. 

KILKENNY TO CLONMEL LINE. 

Length 31 miles 5 furlongs. Commences in junction with 
the Carlow and Kilkenny line of this Company at Kilkenny, 
and terminates in junction with the Waterford and Limerick 
Railway at Clonmel. Passes through the counties of Kil- 
kenny and Tipperary. Gauge" of way 5 feet 3 inches j 
steepest gradient 1 in 153 ; smallest radius of curve 4 fur- 
longs. Capital authorised to be raised by this Act, 300,000/. 
in shares, and 100,000/. by loans. Royal Assent given to 
BiU, 3rd July, 1846. 

WEXFOED TO ENNISCORTHY LINE. 

Length 29 miles. Commences in junction with the Great 
Southern and Western Railway of Ireland at Carlow, and ter- 
minates in junction with the Waterford, Wexford, Wicklow, 
and Dublin Railway at Scarawalsh Bridge, in the county of 
Wexford. Passes through the counties of Carlow and Wex- 
ford. Gauge of way 5 feet 3 inches ; steepest gradient 1 in 
111 ; smallest radius of curve J mile. Royal Assent given 
to Bill, 16th July, 1846. Capital authorised to be raised by 
this Act, 450,000/. in shares, and 150,000/. by loans. 

Capital Aooount. 

67,500 Shares, 20/. each ; 3/. paid. 

Total sum authorised to be raised by shares jf 1,?50,000 

Ditto .. ditto, by loan or mortgage 450,000 

This Company is formed by an amalgamation of the Great 
Leinstcr and Munster Railway with the Wexford, Carlow, 
and Dublin Railway, which came into operation 1st October, 
1846. The two first lines formed the Great Leinster and 
Munster; and the third, the Wexford, Carlow, and Dublin. 



212 %illatnfs Sanction )&atlf09S« 



Length 39 miles 6 fiirlongs. Commences in junction with 
the Great Southern and Western Railway, and terminates in 
the town of Killamey. Passes through the counties of Cork 
and Kerry. Gauge of way 5 feet 3 inches ; steepest gradient 
1 in 105 ; smallest radius of curve 20 chains. Royal Assent 
given to Bill, 16th July, 1846. 

Capital Accomitt 

15,000 Shares, 25/. each; i;. 58. paid. 

Total sum authoriBed by shares jff375,000 

Ditto .. ditto, by loan or mortgage 125,000 



^fmpUmotf anD Kenag]^ )&aiIfoas« 



Length 20 miles 20 chains. Commences at Templemore, 
and terminates at Nenagh. Passes through the county of 
Tipperary. Gauge of way 5 feet 3 inches ; steepest gradient 
1 in 100 ; smallest radius of curve 25 chains. Royal Assent 
given to BUI, 16th July, 1846. 

Capital Account. 

2,800 Shares, 50^. each ; 5/. paid. 

Total sum authorised to be raised by shares jff 140,000 

Ditto . . ditto, by loan or mortgage 46,666 



Keiorg, SKattfnpoint, anD i^oisttfbor )&ailfoas« 



Length 8 miles and 46 chains. Commences at Newry 
in junction with the Newry and Enniskillen Railway, and 
passing Warrenpoint, terminates at Rostrevor, on Carlingford 
Bay. Passes through the county of Down. Gauge of way 
5 feet 3 inches ; steepest gradient 1 in 155 ; smallest radius 
of curve 2 farlongs. Royal Assent given to Bill, 27th July, 
1846. 

Capital Account. 

5,000 Shares, 20/. each, 5/. paid. 

Total sum authorised to be raised by shares ^^100,000 

Ditto .. ditto, by loan or mortgage 38,333 



i^oxk anD MaUtiovO i^ailfoas* 213 



Length 78 miles 8 chains, and Branches 19 miles 16 chains. 
Commences at Cork, and terminates in junction with the 
Waterford and Limerick Railway at Waterford, with Branches 
to Fermoy 18 miles, and to Tramore 1 mile 16 chains. Passes 
through the counties of Waterford and Cork. Gauge of way 
5 feet 3 inches ; has one tunnel, 1,474 yards in length ; smallest 
radius of curve 2 chains ; steepest gradient 1 in 70. Royal 
Assent given to Bill, August 26th, 1846. 

Capital Account. 

60,000 Shares, 25/. each ; U. lOs. paid. 

Total sum authorised to be raised by shares . . •• . . j^1,500,000 
Ditto .. ditto, by loan or mortgage 600,000 



0ioxu^^fiixt )&aiIioas« 



Length 11 miles 40 chains. Extends from Slotfield and 
Lossiemouth to Elgin and Craigellachie. Passes through the 
county of Elgin. Gauge of way 4 feet 8i inches ; steepest 
gradient 1 in 102 ; smallest radius of curve 35 chains. Royal 
Assent given to Bill, 16th July, 1846. 

Capital Account. 

13,000 Shares 601. each ; 5/. paid. 

Total sum authorised to be raised by shares jff65,000 

Ditto .. ditto, by loan or mortgage 21,M)0 



<Stratt)tas anD ISreaDalibane )&ailioas« 



Length 9 miles 3 chains. Commences in junction with the 
Scottish Midland Junction Railway, and runs up the valley of 
the Tay. Passes through the county of Perth. Gauge of way 
4 feet Si inches; steepest gradient 1 in 100; smallest radius 
of curve 2 furlongs. Royal Assent given to Bill, 3rd August, 
1346. 

Capital Aocomit. 

2,400 Shares, 50/. each ; 5/. paid. 

Total sum authorised to be raised by shares 1^120,000 

Ditto . . ditto, by loan or mortgage 40,000 



214 Gla^gofO) HumfrieiS) anD i^axUaU l&aUfDas* 

Lengtli 64 miles 72 chains, and Branches 25 miles 77 chains. 
Commences in a junction with the Glasgow, Paisley, Kilmar- 
nock, and Ayr Railway at Horselench, and terminates in a 
junction with the Caledonian Railway near the crossing of the 
river Sark ; has Branches from Sanquhar to a junction with 
the Caledonian Railway at Crawick, to the Harbour of Water- 
foot of Annan ; and from Springfield to the church of Canobie. 
Passes through the counties of Dumfries and Ayr. Gauge of 
way 4 feet 8i inches; steepest gradient 1 in 80; smallest 
radius of curve 1 furlong 5 chains; has one tunnel 1,500 yards 
ia length. Royal Assent given to Bill, 13th August, 1846. 

Capital Account. 

52,000 Shares of 25/. each ; *2l, lOs. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be raised bv shares ^1,300,000 

Ditto .. ditto, by loan or mortgage 433,300 

The Caledonian Railway have the right of leasing the por- 
tion between Carlisle and Dumfries, if they can obtain in the 
next Session power to accept the lease. 

To be amalgamated with the Glasgow, Paisley, Kilmarnock 
and Ayr Railway, on the following terms. The Glasgow, 
Dumfries, and Carlisle shareholders are to become Glasgow, 
Paisley, Kilmarnock, and Ayr shareholders at par, but the 
dividends are to be regulated as follows : — As long as the 
Glasgow and Ayr Company pay 7 per cent, (their present 
dividend), the Glasgow, Dumfries, and Carlisle shall receive 5 
per cent., and diminish or increase i per cent, for every 
diminution or increase of J per cent, in the Glasgow and Ayr 
dividend ; but are to increase equally when the Glasgow and 
Ayr dividend is more than 10 per cent., and to diminish 
equally when the same dividend sinks below 5 per cent. 



aiCorD ITalleg »alltoas. 

Length 15 miles, 7 furlongs, 151 yards. Commencing in 
junction with the Great North of Scotland Railway ; 
forms a Branch of that Railway up the Alford Valley ; passes 
through the county of Aberdeen. Steepest gradient 1 in 100; 
smallest radius of curve, 4 furlongs. Royal Assent given to 
BiU, 3rd July, 1846. 

Capital Account. 

2,000 Shares 50/. each; 5/. paid. 

Total sum authorised to be raised by shares .. .. ^^100,000 • 
Ditto ditto, by loan or mortgage 83,333 6 8 



Sligo anl) <S]&annon iiailioag* 215 



Length 13 miles 1 fdrlong. Commences on the quay at 
Lough Gill, and passing through the iron and coal districts at 
Arigna, terminates on the quay of Allen on the river Shannon. 
Passes through the county of Leitrim. Gauge of way 5 feet 
3 inches ; steepest gradient 1 in 95 ; smallest radius of curve 
1 furlong 2 chains. Royal Assent given to Bill, 3rd August, 
1846. 

Capital Account. 

4,000 Shares, 251. each; 21. lOs. paid. 

Total sum authorised to be raised by shares . . . . j^IOO^OOO 
Ditto . . ditto, by loan or mortgage 26,600 



^otlt, i3lacikrocik> ant) )Pa${i$age l&ailioas. 

Length 6i miles 9 chains. Commences injunction with 
the Cork and Bandon Railway, and passing through Black- 
rock, terminates at the Deep Water at Passage West. Passes 
through the county of Cork. Gauge of way 5 feet 3 inches; 
steepest gradient 1 in 213 ; smallest radius of curve 10 
chains. Royal Assent given to Bill, 16th July, 1846. 

Capital iLcoount. 

6,500 Shares, 20/. each ; 1/. 2s. paid. 

Total sum authorised to be. raised by shares ^^130,000 

Ditto .. ditto, by loan or mortg^e 43,330 



CTIonmel anD ^j^ude^s i^ailioag* 

Length 15 miles 2 furlongs, with Branch 10 J miles. Com- 
mences in junction with the Waterford and Limerick Rail- 
way at Clonrael, and terminates in junction with the Great 
Southern and Western Railway at Cashel, with a Branch to 
the Slievardagh. Passes through the county of Tipperary. 
Gauge of way 5 feet 3 inches ; steepest gradient 1 in 103 ; 
smallest radius of curve 24 chains. Royal Assent given to 
Bill, 16th July, 1846. 

Capital Accomita 

8,000 Shares, 50/. each; 21. 10s. paid. 

Total amount authorised to be raised by sharefl .. .. jtf400,000 
Ditto .. ditto, by loan or mortgage 133,000 



216 maUtiotb, Mexioxr), mitUofs>, anD MuiUn Uailloas. 



Length 135 miles 4 furlongs. Commences at Waterford, 
and terminates at Dublin, with a Branch from Scarawalsh 
Bridge to Wexford, and another Branch to Wicklow. Passes 
through the counties of Dublin, Wicklow, Wexford, and 
Waterford. Gauge of way 5 feet 3 inches ; steepest gradient 
1 in 60 ; smallest radius of curve 15 chains ; has six tunnels 
2,376 yards in length. Royal Assent given to Bill, 16th July, 
1846. 

Capital Account. 

100,000 Shares, 20/. each ; II, 10s. paid. 

Total sum authorised to be raised by shares jff2,000,000 

Ditto .. ditto, by loan or mortgage 666,000 

Have purchased the Dublin and Kingstown Railway. 
Proposed to be leased to the Great Western (English) Rail- 
way Company. 



Builin^ i3eKa0t> ant) <!DoIetaitie function )&ailfoas« 



Length 70 miles 1 chain, and Branches 17 miles, 6 furlongs, 
6 chains. Commences at Armagh in junction with the Ulster 
and Belfast Junction Railway, and passing through Dungan- 
non, Moy, Charlemont, Blackwater, Moneymore, Kilrea, 
Garvagh and Coleraine, terminates at Portrush, with Branches 
to Randalstown 13 miles 8 chains ; and to Ballymoney 4 miles, 
5 furlongs, 8 chains. Passes through the county of Antrim. 
Gauge of way 5 feet 3 inches ; steepest gradient 1 in 251 ; 
smallest radius of curve 2 furlongs. Royal Assent given to 
Bill, 3rd August, 1846. 

Capital Accomit. 

12,848 Shares, 50/. each ; 3/. lOs. paid. 

Total sum authorised to be raised by shares .. .. ^^642,400 
Ditto .. ditto, by loan or mortgage 214,133 



^j^reb^burg anD 9l$lrmtngt)am l^ailbag. 217 



Length 27 miles 1 furlong. Commences in junction with 
the Shrewsbury and Chester Railway at Shrewsbury, and 
terminates in junction with the Birmingham, Wolverhampton 
and Stour Valley Railway, at Wolverhampton, with a Branch 
to Coalbrook Dale, Passes through the counties of Stafford 
and Salop. Gauge of way 4 feet SJ inches. Steepest 
gradient 1 in 100 ; smallest radius of curve 10 chains. Has 
three tunnels 1 ,606 yards in length. Royal Assent given to 
Bill, 3rd August, 1846. 

Capital Account. 

52,000 Shares 15/., nominally 25/. each. 3/. paid. Class A. 

52,000 Shares 10/. each. 21. paid. Class B. 

Allow 4 per cent, interest on Calls. 

Total sum authorised to be railed by shares .. .. ^^1,300,000 
Ditto ditto, by loan or mortgage 433,000 

Amalgamated with the Shrewsbury, Wolverhampton and 
Stour Valley Railway to whom the shares. Class B., are 
allotted. 



Sbf)ttiix)$huxiif 2S9^olber]^ampton» ant) <Sout|^ .StafforD^l^ire 

3)unttion i^ailioag* 



I Length 30 miles 3^ chains. Commences at Shrewsbury 
1 and terniinates at Wolverhampton, with a Branch near 
I Shrewsbury. Passes through the counties of Stafford and 
Salop. Gauge of way 4 feet 8^ inches; steepest gradient 1 
in 100; smallest radius of curve 20 chains. Has one 
' tunnel 550 yards in length. Royal Assent given to Bill, 3rd 
■ August, 1846. 

Capital iLccoont. 

26,400 Shares 2.')/. each ; 21. lOs. pa2d. 

Total sum authorised to be raised by shares .. .. £660,000 

Ditto ditto, by loan or mortgage 220,000 

Amalgamated with the Shrewsbury and Birmingham Rail- 
way, which is selected to be made with some very small 
portion of tbis. 

1' 



2i8 CD^Ia^goto) ^irDrtC) atiD i^onltlant)^ ^(unction I^Utoas. 

Leased to the Edinburgh and Glasgofv Railway. 

Length 10 miles, 5 furlongs, 5 chains, and Branches, 3 mileSf 
7 furlongs, 9 chains. Commences in junction with l^e Edin- 
burgh and Glasgow Railway at Glasgow, and terminates at 
Airdrie, with Branches to the Clydesdale Junction Railway 
20 miles, 5 furlongs, 5 chains ; to Mile End 7 furlongs ; and 
to the Garnkirk Extension Railway 2 furlongs. Passes 
through the county of Lanark. Gauge of way 4 feet 8 J 
inches ; steepest gradient 1 in 70 ; smallest radius of curve 
2 furlongs. Royal Assent given to Bill, 27th July, 1846. 

Capital iLocount. 

16,000 Shares, 25/. each ; 3/. paid. 

Total sum authorised to be raised by shares ^^400,000 

Ditto . . ditto, by ioan or mortgage 133,300 

CB^la^goto anD iSelfaist ^nion iiailfoas. 

Length 22 miles, 4 furlongs, 3 chains. Commences in 
junction with the Glasgow, Paisley, Kilmarnock and Ayr 
Railway, at Ayr, and terminates at the Port of Girvan, with 
a Branch to Maybole. Passes through the county of Ayr. 
Gauge of way 4 feet 8 J inches ; steepest gradient 1 in 88 ; 
smaUest radius of curve a quarter of a mile. Royal Assent 
given to Bill, 26th August, 1846. 

Capital Account. 

13,200 Shares, 25/. each ; 21. lOs. paid. 

Total sum authorised to be raised by shares jff330,000 

Ditto .. ditto, by loan or mortgage 110,000 

Sold to the Glasgow, Paisley, Kilmarnock and Ayr Railway, 
on the terms of a full return of the deposits. 

ffifneral tTetminu^ atiD Gla^sgoio l^aidbout i^aiUoas* 

Len^h 2 miles, 1 furlong, 9 chains. Consists of Branches 
jfrom the PoUoc and Go van, Glasgow, Paisley, Kilmarnock 
and Ayr, and Glasgow, Barrhead, and Neilston Railways, to 
a general terminus to be constructed on the banks of the 
Clyde, in the harbour of Glasgow. Steepest gradient 1 in 
70 ; smallest radius of curve 12 chains. 

Capital Accovnt. 

8.000 Shares 252. each ; 21. lOs. paid. 

Total sum authorised to be raised by shares . . . . jff200»000 
Ditto . . ditto, by loan or mortgage 6(5,666 



ISefjSiDe l^atltoas. 219 

Length 29 miles, I furlong, 50 yards. Commences in a 
junction with the Aberdeen RaUway, and terminates at Ban- 
chory, on the river Dee. Passes through the county of 
Kincardine. Gauge of way 4 feet SJ inches ; steepest 
gradient 1 in 103 ; smallest radius of curve 1 furlong. Royal 
Assent given to Bill, 16th July, 1846. 

Capital Account. 

4,400 Shares, 50/. each ; 61. paid. 
Total lum authorised to be raised by shares . . . . i^20,Ono 
Ditto .. ditto, by loan or mortgage 73,333 6 8 



.Stirlingd^ire iMiDlant) ^iunttion )&atIioas. 

Length 5 miles, 4 furlongs, 2 chains, with two Branches to 
the Carron and Falkirk Ironworks, 2 miles, 2 furlongs, 11 
chains. To form a junction with the Scottish Central Rail- 
way and the Edinburgh and Glasgow Railway. Gauge of 
way 4 feet 8^ inches ; steepest gradient 1 in 63 ; smallest 
radius of curve 9 chains. Royal Assent given to Bill, 16th 
July, 1846. 

Capital iLocomit. 

4,400 Shares, 25/. each ; 21. lOs. paid. 

Total sum authorised to be raised by shares jffi 10,000 

Ditto .. ditto, by loan or mortgage 60,000 



<SbtirUng anD ISunCermlinf l^ailfoan. 

Length 20 miles 60 chains ; Alloa Branch, 3 miles 65 chains. 
Commences at Stirling, and terminates at Dunfermline with 
Branches to Alloa Harbour and Tillicoultry ; passes through 
the counties of Stirling, Clackmannan, Perth, and Ftfe. 
Gauge of way 4 feet 8^ inches ; steepest gradient, 1 in 76 ; 
smallest radius of curve, I furlong 5 chains. Royal Assent 
given to Bill, 16th July, 1846. 

Capital Aocooiit. 

15,600 Shares of 25/. each; 21. lOs. paid. 

Total sum autholl^ed to be raised by shares jtf390,000 

Ditto .. ditto, by loan or mortgage 130,CG0 

This line is to be leased by the Edinburgh and Glasgow 
Railway. 

_ 



220 <Scottto]^ a&xatib function l^ailfoag. 

Length 39 miles 54 chains ; with a Branch 6 miles 24 

chains. This Railway is part of a plan for connecting the 

Western Highlands and Islands of Scotland with Glasgow. 

Gauge of way 4 feet 8i inches ; steepest gradient 1 in 75, 

except a plane at the head of Loch Lomond of 1 in 40 for 3 

miles 6 furlongs, to be worked by atmospheric power; 

smallest radius of curve 10 chains. Royal Assent given 

to Bill, 3rd July, 1846. 

Capital Account. 

14,000 Shares, 251. each; 21. 10s. paid. 
Total sam authorised to be raised by Shares .. . . jf 350,^00 
Ditto . . ditto, by loan or mortgage 1 15,000 

?El)inburs]^ anD iSatj^gate )iailfoas« 

Leased to the Edinburgh and Glasgow Ridlway. 

Length, including Branches, 23 miles, 3 furlongs, 19 chains. 
Gauge of way 4 feet SJ inches; steepest gradient 1 in 73; 
smallest radius of curve 2 furlongs. Commences in junc- 
tion with the Edinburgh and Glasgow Railway near Edin- 
burgh, and terminates in junction with the Airdrie and Bath- 
gate Junction Railway at Bathgate, with Branches to Mid- 
Calder, Benny Quarries, Whitburn, and from Batbgate to 
Whitburn. Royal Assent given to Bill, 3rd August, 1846. 

Capital iLcconnt. 

10,000 Shares of 251. each ; 21' 10s. paid. 
Total sum authorised to be raised by shares .. .. j^25O,000 
Ditto .. ditto, by loan or mortgage 83.000 O 

The Edinburgh and Glasgow Railway Company hold shares 
in this Company. 

<!Dakl)oniaa anl) ISumbarton^jbite 3)unttton i^aiUoas* 

Length — main line, 20 miles, 6 furlongs, 6 chains; Branches 
12 miles, 4 furlongs, 4 chains. Commences in junction 
with the mineral lines of the Caledonian Railway north of 
Glasgow, and terminates on Loch Lomond, with several 
Branches in Dumbartonshire; passes through the counties 
of Lanark and Dumbarton. Gauge of way 4 feet 8^ 
inches ; steepest gradient 1 in 74 ; smallest radius of curve 
5 chaius; has four tunnels 1,720 yards in length. Royid 
Assent given to Bill, 26th July, 1846. 

Capital iLcconnt. 

24,000 Shares 25/. each : 21. lOs. paid. 
Total sum authorised to be raised by shares . . . . j£'600,000 
Ditto . . ditto, by loan or mortgage 200,000 



iStxtBt Kot$ of ^ScotlonD iUdlfoas; 221 



Length 107 miles, 6 furlongs, 46 yards, and Branches 30 
miles, 3 furlongs, 180 yards. Commences at Aberdeen, in 
junction with the Aberdeen lUdlway, and passing through 
Kintore and Inverary up the valley of the Don, through 
Huntley, Keith, Elgin^ Forres and Nairn, terminates at Inver- 
ness. Passes through the counties of Aberdeen, Banff, Elgin, 
Nairn and Inverness. Gauge of way 4 feet 8i inches ; steepest 
gradient 1 in 100; smallest radius of curve 1 furlong; has 
Branches to Banff, Portsoy, Garmouth and Berghead. Royal 
Assent given to Bill, l6th July, 1846. 

Capital Aeoonnt. 

90,000 Shares, 50/. each ; 3/. lOi. paid. 

Tbtal ram authorised to be raised by shares 4^1,500,000 

Ditto .. ditto, by loan or mortgage ; .. M0,000 

To be amalgamated with the Aberdeen Railway. 



(Kla^tgofo, Jbtratj^atoi, anH Zfisnuij^agofo HaOfpas. 



Length 15 miles, 2 furlongs, 3 chains. Commences injunc- 
tion with the Glasgow, Barrhead, and Neilston Direct Railway, 
near Pollockshaws, and terminates at Strathaven, but Extensions 
are contemplated. Gauge of way 4 feet 8^ inches; steepest 
gradient 1 in 75 ; smallest radius of curve 4 furlongs. Has 
two inclines, to be worked by assistant engines, of 1 in 40 and 
1 in 62 ; Royal Assent given to Bill, 3rd July, 1846. 

Capital Aeeomit. 

14,000 Shares, 3ftl. each ; Zl. paid. 

Total ram authorised to be raised by shana jfSSO^OOO 

Ditto .. ditto, by loan or mortgafe .. ,. *, „ 116,08$ • 9 



222 H&xttLt 0ot^ of .Scotland lEajStem lEitntjSioit UaUfoaii. 



Length 36 miles, 6 furlongs, 120 yards, and Branches^ 10 
miles 6 furlongs. Commences in junction with the Great 
North of Scotland Railway at Dyce Station, and passing 
through Ellon, Old Deer, Mintlow, and Longside, terminates 
at Peterhead, with Branches to Deeside, Inverary, and Mac- 
duff. Passes through the counties of Aberdeen and Banff. 
Gauge of way 4 feet 8i mches; steepest gradient 1 in 61 ; 
smallest radius of curve 4 furlongs. Royal Assent given to 
Bill, 3rd July, 1846. 

Capital AeeouDtm 

20,000 Shares, 20/. each; 21, paid. 

Total sum authorised to be raised by shares jtf400,000 

Ditto .. ditto, by loan or mortgage 138,383 6 8 






ffitogofOt ltiImamoc6> anD ^rtnroisiian iftaiUoas* 



Length of main line, 14 miles 2 furlongs. Ardrossan Branch, 
10 miles, 7 furlongs, 5 chains. Irvine Branch, 3 miles, 4 fur- 
longs, 6 chains. Perceton Branch, 1 mile, 3 chains. Extends 
from Crosshead to Kilmarnock with the ahove Branches, and 
forms junctions with the Glasgow, Paisley, Kilmarnock and 
Ayr Railway, and with the Ardrossan Railway. Steepest gra- 
dient 1 in 71 i; smallest radius of curve 1 furlong; has 5 
tunnels 1,295 yards in length. 

Capital Accomit. 

30,000 Shares, 25/. each ; 21. 10s. paid. 

Total sum authorised to be raised by shares i^50,000 

Ditto .. ditto, by loan or mortgage 250,000 

This Company has purchased the Ardrossan Harbour and 
Rsdlway for 208,0002., payable in three equal yearly instahnenta. 



S«(t of §VU SUUfoas. 223 



LeDfi^h 17 miles 70 chains. Commences in a junction with 
the Edinburgh and Northern Railway near Markinch, and 
terminates at Anstruther Easter, with a Branch to Kirkland 
Works. Passes through the county of Fife. Gauge of way 
4 feet 8} inches ; steepest gradient 1 in 80 ; smallest radius of 
curre 6 chains. Royal Assent given to Bill, I6th July» 1846. 

Capital Aooonnt. 

10,140 Sbarat, 2S/. each ; 2/. lOi. |Mid. 

Total nun snthorited to be raised by ibares jtf2M,600 

Ditto .. ditto, by loan or mortgage 84,600 

To be leased or sold to the Edinburgh and Northern Railway. 



Bunhbme, Boune, anil ttaUanHet ilaiUkMqg|« 



Length 10^ miles. Commences in a junction with the 
Scottish Central Railway at Dunblane^ and terminates at Cal* 
lander. Passes through the county of Inverness. Gauge of 
way 4 feet BJ inches; steepest gradient 1 in 100; smallest 
radius of curve 40 chains. Royal Assent given to BiU» l6th 
July, 1846. 

CNipttal Aa^nuatu 

! .1,200 Shares, m. eurh ; 2/. 12a. 6d. paid. 

Total lum authoriaed to be raised by shares j^ifO^OOO 

Ditto .. ditto, by loan or mortgage 9S,M6 • 

I 

I To he leased to the Scottish Central Rulway. 



224 YTaU of Kwt|> J^ailtoag, 



Length 22 miles 59 chains, and Branches 5 miles 40 chains. 
Commences in junction with the South Wales Railway at 
Neath, and passing up the valley by Pont Walby, terminates 
at Merthyr Tydvil, with Branches to Pwllferon, to Maes- 
marchog, and the Dinus tramroad, to Penderyn, and to 
Heol-y-felin and the Aberdare Railway. Passes through 
the county of Glamorgan. Gauge of way 7 feet ; steepest 
gradient 1 in 68, but has 9 inclined planes to be worked by 
assistant power; smallest radius of curve 15 chains ; has two 
tunnels, 2,755 yards in length. Royal Assent given to Bill, 
3rd August, 1846. 

Capital Acconnt. 

27,500 Shares, 20/. each ; 1/. 10s. paid. 
Allow 4 per cent, interest on Calls. 

Total sum authorised to be ndsed by shares jff550,000 

Ditto .. ditto, by loan or mortgage 188,3S3 



0ionmo\x^^Utt ItaiUoasis. 



Length 6 miles, '4 furlongs, 9 chains. These Railways consist 
of several Branches, mineral lines from the Monmouthshire 
Canal to Blaenhaven, Pontnewynyd, Pontrhydyrun, and Han- 
som's brickworks. Passes through the county of Monmouth. 
Steepest gradient 1 in 36, except an incline of 434 yards of 
1 in 9 ; smallest radius of curve 7 chains. Royal Assent given 
to Bill, 13th August, 1846. 

Capital Account. 

4,300 Shares, 20/. each ; 21. paid. 

Total sum authorised to be raised by shares j^86,000 

Ditto .. ditto, by loan or mortgage 28,666 

Exclusive of the shares of the Monmouthshire Canal Com- 
pany, which are to become shares of this Company at par. 
The Company have power to raise what additional capital may 
be necessary to compensate those Canal shareholders who may 
decline the arrangement. 



ffila^godi Jboutjbetn terminal i^atlfoas* 225 

Length 1 mile, 1 furlong, 5 chains To form a junction 
between the Glasgow, Barrhead, and Neilston Direct Railway, 
and the Caledonian Railway, in the southern vicinity of Glasgow. 
Passes through the county of Lanark. Gauge of way 4 feet 
8^ inches; steepest gradient 1 in 136; smallest radius of curve 
6 furlongs. Royal Assent given to Bill, l6th July, 1846. 

Capital Account. 

1,600 Shares. 251. eacb ; 21. 10s. paid. 

Total sum authorised to be raised by shares j^40,000 

Ditto .. ditto, by loan ormortgage 13.333 

^aio VsiU l^ailtoas. 



Length 34 miles. Commences in junction with the Exeter 
and Crediton Railway at Crediton, and running down the* 
valley of the Taw terminates at Barnstaple, with a Branch 
from Barnstaple to Fremington. Passes through the county 
of Devon. Gauge of way 7 feet ; steepest gradient 1 in 137 ; 
smallest radius of curve 30 chains. Has three tunnels 1,732 
yards in length. Royal Assent given to original BiU, 20th 
July, 1838, and to Bill for the main portion of the line, 7th 
August, 1846. 

Capital Accomit. 

30,000 Shares 20/ each ; 21. paid. 
Total sum authorised to be raised by shares .. .. £600,000 

Ditto ditto, by loan or mortgage 200,01)0 

The original line from Barnstaple to Fremington, ahout 
3 miles, sanctioned in 1838, is now in course of construction. 



^Sr^lbtre ISriDge of iMm anil i9ort»®Ia0g[oiD 



Length, including Branches, 5 miles 6 chains. To form a 
junction between Glasgow, Paisley, Kilmarnock, and Ayr Rail- 
way, and the Bridge of Weir, with a Branch to Kilbarchan. 
Gauge of way 4 feet 8 J inches; steepest gradient 1 in 75; 
fimaliest radius of curve 15 chams. Royal Assent given to 
Bill, July 27th, 1846. 

Capital iLccoont. 

.5,000 Shares, 2.'>/. each; 21. 10s. paid. 
Total mm authorised te be raised by shares ^125,000 

To be leased by the Glasgow, Paisley, Kilmarnock and Ayr 

Railway. 



226 Hilmamodt ant) ®roon i^ailioan* 



Length 12 miles^ 1 furlong, 6 chains. Cooamences in juDC« 
tion with the Glasgow, Paisley, Kilmarnock and Ayr Railway 
at Kilmarnock, and terminates at Troon, with Branches to 
Fort^ Acres, and to the Muir House Colliery. Passes through 
the county of Ayr. Gauge of way 4 feet 8i inches; steepest 
gradient 1 in 406; smallest radius of curve 15 chains. Royal 
Assent given to Bill, 16th July, 1846. 

Capital Aooount. 

3,000 Shares, 251. each ; 21, 10s. paid. 

Total sum authorised to be raised by shares • d^75,000 

Ditto .. ditto, by loan or mortgage 25,000 

To he amalgamated with the Glasgow, Paisley, Kihnarnock 
and Ayr Railway. 



^irlnne anD iSatj^gate 3)ttnttion iiailioas* 

Leased to the Edinburgh and Glasgow Railway. 



Length 19 miles, 6 furlongs, 8 chains. Extends from Airdiie, 

• 

*n the county of Lanark, to Bathgate, in the county of Lin- 
lithgow, with Branches to Whitburn and Blackburn, in the 
county of Linlithgow. Gauge of way 4 feet 8 J inches; 
steepest gradient 1 in 100 ; smallest radius of curve 40 chains. 
Royal Assent given to Bill, 13th August, 1846. 

Capital Aocoimt. 

12,000 Shares of 25/. each ; 21. lOs. paid. 
Total sum authorised to be raised by shares .. .. jf300,000 
Ditto . . ditto, by loan or mortgage 100,000 

The Edinburgh and Glasgow Railway Company has shares 
in this Railway. 



"Smh^, Sb&nnt^n^ioot, anl) Skou^ Wi&U% Katltoaji^ . 



Length 7 miles 4 furlongs. Commences in a junction with 
he South Wales Railway near Reynalton, in the county of 
Pembroke, and terminates at Tenby, with a Branch to the 
Harbour of Saundersfoot. Passes through a coUiery district 
in the county of Pembroke. Gauge of way 7 feet; steepest 
gradient 1 in 80 ; smallest radius of curve 8 chains. Royal 
Assent given to Bill, 27th July, 1846. 

Capital Aooonnt. 

7,000 Shares, 20/. each ; 21. paid. 

Total sum authorised to be raised by shares .. .. j^140,000 
Ditto .. ditto, by loan or mortgage 46,000 



Sl^nbi ValUjoi anl) <Sout]b SSlato function Stailfoag. 



Length 15 miles. Commences in a junction with the South 
Wales Railway, passing through the valleys of Ogmore and 
Garw, and through St. Bride's Minor, terminates at the head 
of Llynvi Valley. Passes through the counties of Glamorgan 
and Pembroke. Gauge of way 7 feet ; steepest gradient 1 
in 53 ; smallest radius of curve 30 chains. Royal Assent 
given to Bill, 6th August, 1846. 

Capital Accomit. 

10,000 Shares, 20/. each; 21. paid. 

Total sum aathorised to be raised by shares .. .. j^00,000 
Ditto .. ditto, by luaa or mortgage 66,000 



&ameton'0 ^oaKroolt, <Steam, &oaI, anl) Sttom^a 



Length 5 miles. Commences at the Coalbrook Colliei 
near LouKhor, and terminates at Swansea. Passes through i 
county of Glamorgan. Gauge of way 7 feet ; steepest gradif 
1 in 88 ; smallest radius of curve 13 chains. Royal Au' 
given to Bill. 

Capital Aooonnt. 

1,200 Shares, 20/. each ; 3/. paid. 

Total sum anthoriscd to be raised by sharet i^24,000 

Ditto .. ditto, by loan or roortgagt 88,000 

Exdnsire of the capital of this Company employed lo coal-mining opera 






228 



RAILWAY DIVIDENDS. 



NAME OF RAILWAY. 



:r/ 



-v ^ /'i!^ London and North- Western 

Great Western 

London and South-Westem 

South-Eastem 

London and Brighton and South Coast 

Eastern Counties 

Northern and Eastern 

London and Greenwich 

London and Blackwall 

Midland 

North Union 

Birmingham and Bristol 

Bristol and Exeter 

Great North of England 

York and North Midland 

Hull and Selby 

Manchester and Leeds 

Chester and Birkenhead 

Newcastle and Carlisle 

Preston and Wyre 

Norfolk 

TaffVale 

Arbroath and Forfar 

Glasgow, Paisley, and Ayr 

Dundee and Arbroath 

Edinburgh and Glasgow 

Glasgow, Paisley, and Greenock 

Dublin and Kingstown 

Ulster 

]3ublin and Drogheda 

Leeds and Bradford 



Fer Cent. 

per annum 

on Capital 

Paid up. 



£ 

10 
8 
7 
3 
4 
6 
6 
2 
1 
7 

10 
6 
4 
10 
10 
10 
8 
2 
5 
2 
6 
5 
3 
7 
6 
6 
2 
9 
5 
3 
10 



s, d. 





10 
4 

18 



1 8 

11 



5 























12 

10 

10 


















10 
14 












TABLE, 

ShrwiDj Iho OrMS Eipeoditure of Ibo urinripa] RailsflyB of Crsat 
lb? SOIIi Judo. l«4G. aod tlie AdquuJ ana W.icklf Inlercat 


„„... 


NAME OF RAILWAY. 


E^p^«l^ 


Iniereitat 

on San ' 
ej:paulfd. 


on Sua 


London and North- Western 


e 

16,327,526 
B,885,e05 
3,*ti6,542 
S,260,&U 
2,653.673 
3,079,2*8 
1,079,076 
7,235,588 
],BS7,979 
1,314,700 
3,770,551 
1,137,385 
829,429 
589,302 
985,079 
091,982 
1,301.38! 
806,134 
1,6802,16 
358,353 
631,258 
349,736 
380,001 
227,252 
1,459,957 
432.01* 
142,900 
153,598 
270.392 
975,625 


£ 
816,376 
4*4,280 
173,327 
263,040 
132.683 
153,962 
53,953 
361,779 
87,889 
65,7SS 
188.527 
56,869 
41,471 
29,468 
49,25* 
3*,5fl9 
05,069 
40,307 
84,311 
17,918 
21,563 
17,487 
19.003 
1US8 
72,iH"8 
21,601 
7,145 
7,680 
13,530 
48,781 


£ 

15,699 
8,544 
3.333 
5,058 
2,652 
2,961 
1.037 
6,957 
1.888 
1,264 
3,625 
1.094 
708 
567 
9*7 

1.262 
775 

1,622 
345 
607 
337 
365 
219 

1,404 
4J6 
138 
148 
260 
938 


London and South- Western 

SouIh-EsBtem 

London Brighton, and South- Coast. . 
Eutem Counltea 














Cheater nnd Birkenhead 


T^Vale 

GUsgow, Paisley, .nd Att 

Glasgow, Paisk'j, and Gwenoclt 
















Arbroath and Forfar 

DundM fliul Arbnwlli 

Durham and Siindi-rland 

L»nca«l«andCnrI!.le 






"S3.S= 1^1 IS 









"SSSSSS^fiS I23"S' 



l|S3=8 



Ml"! lg"|S3l|l 



a-iss^B 



;2 = SS l2S'S-n22 






SSSSSSSS^SS isssssstssssssss 



IJ* 






sssssis 






gssssss 



w 



illlil^itliallfMlill 

llllllliiillllllllllll 



^ ^ 


ri%l=2SSSISISRg|~Sr^SS-' 


i-?i 


s i*,?=^22SBsisrssi 1 ^ssiaiS" 


1 " 31 


3'3*^=2SS£S if is^ii ^fa isss" 


i^Js 


gS~iei2tS||5ISlgsi 1 "K2'=gf^ 


1-Si 


Sfs",€l 125^5 is|ss?s^sS"i 1 is- 


1 ;• 


SiJ^^I l^S^f isis§"g|- S'si IS^^ 


i-j- 


3S*= 1 ■-"saf 1 s 1 ss'^f ^ si" 1 2 1 S" 


1 -S3 


3S-P 1 l3^« 12 IS^SI " S=-S IS^- SS 


£S 1 S-^^-HSsf 1 5 1 SS^I 3 S3"SSW^ 1 " S5 


eElS'^^SSSlKISSSt 2 S2*SSg=^ 1 ss 


fsfj?"'-i?a^l«IS™^S-"""2°^'' '*§ 


SS*P=^"GSgl"2gg3| S g^^SSS"!; =^SS 


SS^S'^^^S^SISSSSPS" 5l'2SS"S -58 


?:3:2S 1 1 IE2g issssig s sn-'S (5* I * S2 


SaSgS3SSS|SS|SSS| S SSSSSS ) B o -s 


liii 

ill 


■ 5 

.11 

s 

il 


111 ',^.i 

Ifsllil' 


H 

M 


IsM 

iii; 









LiTorpooU 


nd Maneliester 


London and •fonli-W«ttn. 


Ifli,a=n.n 


Soulh. Western 


London an 


Croydon 














York MdNorU. Midland 

TTfWciuUEmdDiirliiiBlqii 








Glugoir, P 
K.diiibargh 
r.l«Bow, 1 


sislpy.MdAjT 


Biilcy and (Ireenoek . 






p™bm.„ 


Wne 






66.268 
19338 



]«1.709 
7a,9M 
IM.ISI 



1U,(|53 

w,ns 
309 ,«s 

i.'^.aee 

44,940 



LIST OF 

RAILWAY BILLS IN PARLIAMENT, 

AND PROCEEDINGS THEREON, 

IN THE ' 

SESSION 1846, 
Shewing those which received the Royal Assent and the date thereof. 



Name of Railway. 



Bill read 
first 
time. 



Aberdeen, Banif, and Elgin 

A'rdrie and Bathgate Junction 

Aiford Valley 

Ambergate, Nottingham, and Buston .. 

Arbroath and Forfar 

Ashburton, Newion, and South Devon.. 

Axholme, Gainsborough, Goole, and 
York and North Midland Junction .. 

Aylesbury and Thame Junction 

Ayrshire and Caledonian Junction 

Ayrshire and Galloway 

Ayrshire, Bridge of Weir, and Port Glas- 
gow Junction 

Balluchney (Shott's Branch) 

Ballymena and Ballymoney 

Bandon and Bantry 

BanflTshire 

Bedford and Cambridge Extension 

Belfast and County Down 

Belfast and Holywood 

Berks and Hants (Hungerford Exten 
sion, &c.) 

Berks and Hants (Hungerford Extension 
and Radstock Colliery line) 

Bideford and Tavis ock 

Birkenhead and Holyhead Junction .... 

Birkenhead and Llangollen 

Birkenhead, Lancashire, and Cheshire 
Junction 

Birmingham and Oxford Junction 

Birmingham and Oxford Junction (Bir- 
mingham Kxiension) 

Birmingham, Lichfield, and Mdnchester 

Birmiiigiiam, Wolverhampton, and Du(i 
ley 

Birmingham. Wolverhampton, and Stour 
Valley (Birmingham, Wolverhampton, 
and Dudley linei) 

Birmingham, Wolverhampton, and Stour 
Valley (Stour Valley Line) 

BIack*)um, Chorley, and Liverpool .... 

Blackburn and Proton 

Blackburn, Clitheroe, and North-West* 
en Junction . 



Mar. 28 
Feb. 26 
Feb. 2.*) 
Mar. 3 
Mar. 26 
Feb. 10 

Withdrn. 

Feb. 13 
Withdrn. 

Feb. 18 

Feb. 16 
Feb. 18 
Petition 
Withdrn. 
Mar. 18 
Petition 
April 30 
Petition 

Petition 

Petition 
Petition 
Petition 
April 29 

Mar. 27 
April 29 

April 29 
April 1 

Mar. 20 



Mar. 16 

Mar. 16 

Feb. 9 

Feb. 10 

Mar. 25 



Bill read 

second 

time. 



Mar. 30 
Mar. 6 
Mar. 4 
Mar. II 
April 3 
Feb. 16 



Feb. 20 

Feb. 26 

Feb. 32 

Feb. 25 

presented 

Mar. 23 
presented 

May II 
presented 

presented 

presented 

presented 

presented 

May 5 

April 3 
May 7 

May 7 
April 8 

Mar. 27 



Mar. 23 



Mar. 23 
Feb. 16 
Feb. 16 



Bill read 
thitd 
time. 



June 26 
June A 
June 5 
May 29 
June 15 



June 10 
June 10 
Jan. 23 

Withdrn. 
Feb. 5 
June 22 
Feb.3 

Jan 28 

Mar. 18 
Feb. 6 
Feb. 6 
Withdrn, 

May 29 
July 10 

July 10 
June 15 

July 10 



Royal 
Assent. 



July 10 

Withdrn, 

June 26 

April 2 ' June 15 



Aug. 13 
July 3 
July 16 
June 'i6 
July 27 



July 27 
June 26 



June 26 



June 26 
Aug. 3 

Aug. 3 
July 27 

Aug. 3 
Aug. 3 

July 27 
July 27 



234 



RAILWAY BILLS IN PARLIAMENT. 



Name of Railway. 



Blackburn, Danven, and Bolton 

Blackburn, Preston, and East Lanca- 
shire 

Boston, Newark, and Sheffield 

Boston, Newark, and Sheffield (Notting 

ham and Grantham Junction) 

Boston, Stamford, and Birmingham 

(Stamford to Wisbech Line) 

Bradford, Wakefield, and Midland. 

Brecon and Merthyr Tydvil Junction , 

Bridgewater and Minehead 

Bridgewater and Taunton 

Brighton and Chichester (Bognor and 

Littlehampton Branches) 

Brighton and Chichester (Steyning 

Branch) 

Brighton, Lewes, and Hastings Devia 

tiuns, and Eastbourne, Hailsham, Sea 

ford, and Newhaven Branches . .... 
Bristol and Birmingham (Aohchurch, 

Tewkesbury, and Malvern Line) 

Bristol and Birmingham, and Midland.. 
Bristol and Birmingham (Bath Line) . . 
Bristol and Exeter (Crewkerne Branch) 
Bristol and Gloucester and Birmingham 

and Gloucester 

Bristol and Birmingham (Gloucester and 

Stonehouse Junction) , 

Bristol and South Wales Junction 

British and Irish Union 

Buckinghamshire (Oxford and Bletch 

ley Junction) 

Buckinghamshire (Trin? to Banbury) . . 

Caledonian (Dumfries Branches) 

Caledonian and Dumbartonshire June 

tion 

Caledonian (Carlisle Deviation) 

Caledonian (Clydesdale Junction Rail- 

way Deviations) , 

Caledonian (Duudyvan Branch) 

Caledonian Extension 

Caledonian (Glafigow, Garnkirk, and 

Coatbridge Branches) 

Caledonian (Glasgow, Garnkirk, and 

Coatbridge Railway Purchase) 

Caledonian (Glasgow Termini and 

Branches) 

Caledonian (Langholm Branch) 

Caledonian (Leith Junction) 

Caledonian (Mid Lothian Branches) .. . 

Caledonian Northern Direct 

Caledonian (PoUoc and Govan and 

Clydesdale Junction Railways Amal- 
gamation) 

Cambridge and Lincoln Extension 

Cambridge and Oxford 

Cameron's Coalbrook Steam Coal and 

Swansea and Loughor 

Carlow Extension 

(^arnwath and West Linton I 



Bill read 
first 
time. 



Mar. 25 

Feb. 17 
Petition 

Withdrn. 

Mar. 26 
Petition 
Withdrn. 
Feb. 18 
Mar. 27 

Feb. 13 

Feb. 13 

Feb. 12 

April 30 
Mar. 19 
May 7 
Feb. 20 

Mar. 17 

Mar. 20 
Feb. 12 
Petition 

April 2 
Mar. 20 
Apiil 3 

Feb. 18 
Mar. 16 

Mar. 16 
April 3 
May 11 

April 3 

Mar. 16 

Mar. 16 
Mar. 16 
April 3 
April 3 
Mar. 16 



Mar. 16 
Petition 
Feb. 19 

Mar. 27 
Withdrn. 
Feb. 18 



017/ read 

second 

time. 



April 2 

Feb. 24 
presented 



April 1 
presented 

Feb. 26 
April 1 

Feb. 18 

Feb. 18 

Feb. 19 

May 6 
Mar. 27 
May 15 
Feb. 27 

Mar. 27 

Mar. 27 

Feb. 20 

presented 

April 8 
Mar. 27 
April 8 

Feb. 25 
Mar. 23 

Mar. 23 
April 8 
May 18 

April 8 

Mar. 23 

Mar. 23 
Mar. 23 
April 8 
April 8 
Mar. 23 

Mar. 23 

presented 

Feb. 24 

April 7 

Feb. 26 



BUI read 
third 
time. 



June 29 

July 7 
Feb. 8 



May 26 
Feb. 6 



June 10 
April 27 
Mar. 30 

Mar. 30 



July 10 
Withdrn, 
June 10 

Withdrn, 

July 6 
June 5 
Feb. 2 

May 22 
June 10 



June 8 
July 6 

July 13 



Jane 19 
July 7 
June 15 



June 16 
Withdrn 



July 13 
Feb. 6 
June 8 

July 17 

Withdrn. 



Rojfal 
Assent. 



Aug. S 
Aug. 3 

Jnne 26 

July 8 
June 18 
June 18 

June 18 

Aug. 8 
July 16 

June 26 



June 26 
July 27 

June 26 
July 27 

Aug. 26 



July 87 
Aug. 3 
Aug. 3 



Aug. 18 
July 16 
Aug. 28 



KlILWAV B.LL9 IN FAHLr*MEST. 235 


ffaiaf of Railmaj. 


iliH rraii BiU rnit 


'third' 

liBtt. 


Hojal 








July 16 

Jnly IB 
Aug, 3 

Jane 2B 

Aof . » 
Jnly IS 

Aug. 3 

July 27 

July 16 

Jaai 2B 

July 16 
Aug. » 

Ju'ij !« 

July 3 
J«lJ 27 

Aay. X 

July 16 

Aug. 13 




PHiIlon preMiiWPeb:4 








Fib. » Uar! S 

K: g S- ! 

WltHlllB, 


July B 
Jnly S 

Br 

Aog. M 
July 9 

JuDe 3e 
Febf 6 

JulJ 8 
July 13 

July r 






CcK'ki-nnauDi ft WarldnglDU ElUcurian. 

co^^l^Wc™:;.."::::::::-.-;;;; 








SsSBsts";;;:; 


S:S„".Si?J£r". 










WiLhdrn 

WilUdTD 

Ftb. W 
Prt. 23 

Withilrit 

«ir. °a 


Mit. 2 
p»Kn».J 


'■^f^zl-'d'srl 


u.■^l,y>,;dCH»;^'iuK[to^■,.v.■:;;;;.■.■: 

0«bT, (i»l,„b.™L18b, inn GrHitOrtn* 


^iSSLfoif"''''"- ■^'^<^"- 


inred Blniif.igh.ni «,d Ui^.tec 

IJIivrt t^i'lOD aud lUucJiciler 

Ukrci NoHlicm 

I>unii»i<fr. Wukcneld, uul Lndi 

Uuli"n°?nl HriOi'tJunViioi^'uid Nann 






i." '■":.■':::■■:;:■ rrf":r: 
1 i;£;.v;::,;s;;rS2.;-iiiii; 


*1.y 12 
Apr. 17 


SI: 

Ai.r. « 
FcTf 3? 
Apr. « 

Uar. 17 

u.r 4 













Ru 

El' 


td^m 
«rii Unloi 


('(EnHingKxtMiituni.. 

HtUlrcoLn'-n.wiifcr. 
» {Unrvti uid Uuculi 

J.laileiLhiunindlfu 


E» 
Eu 


H{Wll!>HllCuStl>ld1ag^ 

i.dll.dlBlKhJu£,.tii,Dr: 

'AldJ^tXto CnkhuU; 
efDcirliiloa&Bnnulua 


Eu 


EDtJilanaTf 


DC VuOty.. 




bur. hud 

SM". 

iur^b an! 
fdr N>rig 

d Connect 
burgh ind 

burgk, U 
hi.'ih'.nd 






£dl 


Glu"^.n 


Uumbir 


Kdl 


Glugnv ■ 
Glitguir B 


d ScnttUh 
Foribiind 


Edl 


Glasi;i)W. Ho 
B'JIOCIID'J 


„k\<mA and 


Vdln 
Bdi 


H«mUlnnDlnrt 

h. uid GnDCou Amcpd 


Rdi 


>lili 





ElLiiUnrgh und Vortbfni (Brai 
rrom the Dundee^ ArbroBtliBB.. 

Ed1>.bu>«fa MdNDithuu^UonrenD 



IdJnborib ani 
LialJelllUE 



Edinbnnh and FcOlu 

XdlnburvtiaDd Fntb~ 

Ediii burgh, Lelih aniOniiian (Eilfd 

■ion and Hnncbra} 

SlTIDdBuTT 

ElT ind HundngdDD |B(dftinl duo 



Pitilloi> jp 
April 8 ; 



wSid?" ■""'' 



RAILWAY BILLS IN PARLIAMENT. 



237 



Name of Railway. 



Enniskillen and SUko 

Epsom anl Dorking 

Kxeter and Exm u h , 

Exeter, Topsham, and Exmonth .... 

Kxeier Great Western 

Exeter. Y. ovil, and Dorchester 

Fleetwood, Presion, and West Riding 

Jumtion 

Forth and Clyde Junct'on 

Furnens and Windei mere 

Furness 

Ga way and Kilkenny 

General Terminu-t and Glasgow Harbour 
Glasi((iw, Airdrie, & IVfonklands Junction 

Glasgow and B'-lfas? Union 

Glasgow and Dundee Jiinction 

Glasgow, Barrhead, and Ni ilston Direct 

(Branches to Tiiurnliebauk, House 

hi 1, and Hurl^-t) 

Glasifow, Barrneat, and Neilston Direct 

( Branches to Paisley) . . 

Glasgow, Dumfries, and Carlitile . .... . 

Glasgow, Garnkirk, and Coatbridge Ex 

tension 

Glasgow Harbour Grand Junction 

Glasgow Harbour Miuf ral 

Glasgow, Kilmarnock, and Ardrossan . 
Glasgow, Paisley, and Greenock (Bridge 

or Weir Kranch) 

Glasgow, Paisley, and Greenoi-k (Har 

b «ur Branch) 

Glasgow, Paisley, and Greenock (PoUoc 

and Govan Branch) 

Glu8i{ow, Paisley, Kilmarnock, and Ayr 

Amendment and Branches (No. I.) . 
Glask^ow. Paisley, Kilmarnock, and Ayr 

Ame' dm-nt and Branches (No. 2.) . 
Glasgow, Paisley, Kilmarnock, and Ayr 

Anit-ndment and Branches (No. 3.) .. 

Glasgow Southern Terminal 

Glasgow, Strathaven, and Lesmahagow 

Djiect 

Gloucester and Dean Forest 

Goole and Doiica^ter 

Grand Junction (Huyton and Aston and 

other Branches) 

Grand Ju^.ction Huyton and Warring. 

ton Bra' ch; 

Grand JtiULtion (Showbill and Porto- 

bello Br »n. h) 

GranJ Trunk or Stafford and Peterbo- 

ro'i::h Union 

Grand I'ni m 

Gravi''»eii(l and Kochester Ra'lway and 

Cmai Sail- and I'archase) 

Great I "uunty 1) wn 

Great Griuiiiby and Sneffield Junction 
Ni. 1 



Great Gnmbsy and Sheffield Junction 
(No. 2. 



Bill read 
first 
time. 


Bill read 

sfcnnd 

time, 

piesenleci 
F.'b. 16 
Feb. 23 
Feb. ^3 
May 11 
Mur. 13 


Bill read 
third 
time. 


Peitioii 
e". 10 
Feb. 16 
Feb. 16 
May 4 
Mar. 5 


Keb. 6 
April 27 

July 6 


Feb. 20 
April 8 
Mar. 17 
May 5 
June ?9 
Ffb. 13 
Mar. -iO 
Mar. 9 
Petition 


Feb. 27 
April 27 
Mar. 25 
May 13 
July 7 
Feb. 20 
Mar. 30 
Mar. 16 
presented 


June 15 
Withd-n. 
Withdrn. 
July 9 
Aug. 6 
June 5 
June 12 
July 10 
Feb. 6 


Mar. 2 


Mar. 


9 


May 29 


Mar. 16 
Feb. 17 


Mar. 
Feb. 


23 
23 


May 29 
June 26 


Mar. 17 
Mar. 11 
Feb. 17 
Feb. 23 


Mar. 
Mar. 
Feb. 
Mar. 


23 

16 

25 

2 


July 10 
AprU 27 


Mar. 16 


Mar. 


23 




Feb. 23 


Mar. 


2 


June 5 


Feb. 23 


Mar. 


2 


June 15 


Feb. 16 


Feb. 


23 


April 27 


Feb. 16 


Feb. 


23 


April 27 


Feb. 16 
Mar. 20 


Feb. 
Mar. 


23 
26 


April 27 
June 15 


Mar. 16 
Feb. 19 
May 5 


Mar. 
Feb. 
May 


23 
26 
11 


June 8 
June 15 


Feb. 12 


Feb. 


17 


June 15 


Feb. 11 


Feb. 


16 


June 15 


May 19 


May 


25 


July 13 


Mar. 4 
Mar. 9 


Mar. 
Mar, 


13 
17 


Withdrn. 
Withdrn. 


Mar. 2 
Petition 


&Iar. 9 
presented 


July 6 
Feb. 3 


Feb. 19 


Feb. 


27 


May 25 


Mar. 


Mar. 


9 


May 25 



Royal 
Assent, 



July 8 



July 27 



July 27 
Aug. 7 
July 3 
July 27 
Aug. 26 



July 8 

Aug. 13 

Aug. 8 

July 16 

July 8 

July 16 

June 18 

June 18 

June 18 

July 16 

July 3 

July 27 

July 27 

July 16 



Aug. 8 

June 26 
June 26 



238 



RAILWAY BILLS IN PARLIAMENT. 



Name of Railway, 



Great Grimsby and Sheffield Junction 
(No.3.) 

Great Grimsby and Sheffield Junction 
Railway and Grimsby Docks Consoli- 
dation 

Great Grimsby and Sheffield Junction 
(Humber Ferries) 

Great Grimsby, Louth, Homcastle» Lin- 
coln, and Midland Junction 

Great Lfinster and Munster (Carlow to 
Kilkenny) 

Great Leinster and Munster (Kilkenny 
toClonmel) (No. 2) 

Great Munster 

Great North and South Wales 

Great EHStern and Western 

Great North of England 

Grrat North of England (Bed.ile Branch) 

Great North of England and Borough- 
bridgt* Brani h 

Great North of Scotland 

Great North of Scotland Eastern Exten 
sion 

Great Soutliern and Western Extension 
(Carlow to Kilkenny) 

Great Southern and Western (Ireland) 
(Cork Extension) 

Great Western 

Great Western and Wycombe 

Grr-at Western and Uxbridge 

GuiMrord, Chichest^-r, and Portsmouth 

Guildford, Chichester, Portsmouth and 
Farehum 

Haleswoi th and Nonvich 

Hamilton and Strath'iven 

Harwich and Eastern Counties Junction 

Hertford and Hatfield 

Horbnry B> idge and Calder 

Huddcrstield and Manchester Railway 
and Canal (Bradford Branch) 

Huddersfield and Manchester Railway 
and Canal (Huddersfield Diversion and 
Cooper Bridge Branch) 

Hudd-rsfield and Manchester Railway 
and Canal (Oldham Branch) 

Huddersdeld and Sheffield and Man- 
chester and Leeds Railway Companie:* 
Amalgamation 

Huridersfield and Sheffield Junition 
(Darfield Branch) 

Hull and Bai nsley Junction 

Hull and Lini oln Direct 

Hull an I Selby 

Huntingdon a-'d Wisbe^ h 

Inverness and Elgin Junction 

Il'Swich and Bu>7 St. Edmund's (Nor- 
wich Extension) 

Ipswich and Bury St. Edmund's (Exten- 
sion to Ely, with a Branch therefrom) 

Ipswich, Norwich, and Yarmouth 



BiU read 
first 
time. 


Feb. 


19 


Feb. 


23 


Feb. 


23 


Mar. 


17 


May 


22 


May 22 
W.thdrn. 
Feb. 25 
Petition 
Feb. 17 
Feb. 17 


Feb. 
Feb. 


17 
23 


Feb. 


25 


Withdrn. 


June 

Mar. 

Feb. 

Feb. 

Mar. 


8 

2 

19 

19 

17. 


Withdn 
Mar. 30 
Petition 
Feb. 19 
Feb. 24 
Mar. 20 


Feb. 


20 


Feb. 


23 


Feb. 


23 


Feb. 


27 


Mar. 25 
Petition 
Mar. 27 
Feb. IK 
I'etiiion 
Mar. 30 


Feb. 


10 


April 
April 


29 



Bill read 

second 

time. 



Feb. 27 

Mar. 8 
Mar. 3 
Mar. 25 
May 29 
May 29 

Withdrn. 

presented 
F.b. 24 
Feb. 24 

Feb. 24 
Mar. 2 

Mar. 4 



June 15 
Mar. 9 
Mar. 2 
Mar. 2 
Mar. 23 



April 6 
prenented 
Feb. 27 
Mar. 4 
Mar. 30 

Feb. 27 



Mdr. 2 
Mar. 2 

Mar. 9 

April 2 
presented 
April 6 
Feb. 2.') 
pre.<<ented 
April G 

Feb. 27 

April 27 
May G 



BiU read 
third 
time. 



May 25 

June 18 
June 5 

June 29 
June 29 



Feb 6 
July fl 
May 25 



Ropal 
Assent, 



June 28 

June 28 

July 18 
July 8 



July 27 
June 28 



May 25 June 28 
June 28 



May 28 
June 5 



July 9 
April 2 
May 25 
May 25 
Jime 12 



Feb. 12 
May 12 
July 3 
Withdrn. 



June 17 
July 9 

July 9 

Put off for 
Feb. 6 

July 6 
Feb. 6 

June 23 



July 8 



July 18 

May 14 

July 27 

July 18 

July 27 



July 27 
Aug. 18 

July 27 
6 months 

July 27 
July 27 



i IN FABLIAHEIiT. 



Bill na^Bitt fad\Bia riwl , 





Al.na<ii 
roeyJun 

UllUKh 




















nd Ayr Dire 
















iu.dKll.ylh 










kBtaJn 



April 2- 

pmealHl F 
M>r. IS 



»iUf upon TyiK JuBClipn 



Lsiimlnipd Ih-Eilgn JduUmi. 
I l«di and Bradford (AlUnUon Of LcTtlB 

j In Blnglfy) 



Lcedi sad Bmlfurd (JinwUe 

lc«d*innThinkist.'J!cl>B'a 
L««d»_Mdj;hlr,k. -•-— — 

L^i" 



Wimdm. 

«b. IB 
r.r. 17 






Binnch El 



ilKlroagh 



SIH. !5 J 
April 8 J 



L««ili» DF«ilHiry, and JUabc' 

, L«><a. Ilcinbnry, and Mucbaier 

I [«d>, WUtSrld. and Midland JnBC-| 

Lnii, YnririVnd Midland ja'peiion! :" I N 

I UiccilcrnnrI Rfdfiird ....'ii 

. l^c»tcr»BlnnlfiEbiinIirtihiiBnuicta) N 

I I^irnCrmd TBIdODitllJUDCUaQ. F 

,L«m<>h*;aw. UalKrf, uid CHtliildgB 

I piiiii"f,rS°«odKiiiiioe::;i ::;;:! ji 



1 1 April 3 Wllbdm. 
I'Ffb. ir July 



) Julf II 



or S mDntbi 
Jnly 27 
July in 
July 18 
July W 



l.ltT-ii.-il (>i>l PtciIub gait MinchnKF 

W,s,„„Uiw,n Uar. 4 

U>Fr|>n'l. Maiwb«i«r. ind Nnn'iilie 



Uar. e July 10 J 
Uar. 13 



240 



RAILWAY BILLS IN PARLIAMENT. 



Name of Railway. 



Bill read Bill read Bill read 



I 



Liverpool, Ormskirk, and Prest"n 

Llynvi Valley and Soutli Walen Juncttoaj 
London and Birmingham Jlailway and 

Birminghara Canal Arrangements 

London and Birmingham (Aylesbury 

llailvvay Purchase) 

London and Birniinghani (Birmingham 

Extension) 

London and Birmingham Extension, 

Niiithampton, Daventry, Leamington 

and Warwick 

London and Birmingham (Camden and 

f^nston Stations Enlargement) 

London and Birmingham (Coventry to 

Nuneaton) 

London and Birmingham Grand June 

tion, Manchester and Birmingham 

Railway Companies Amalgamation) . 
London and Birmingham (Leamington 

Extension and Coventry and Rugby 

Stations Enlargement) 

London and Birmingham (Newport Pag 

nell Branch) 

Ijondon and Birmingham (St. Alban's 

and Luton Branch) 

London and Birmingham (Weedon and 

Northampton Branch) 

London and Blackwall (Widening) . . . 
London and Brighton and London and 

Croydon 

London and Brighton (Dorkinv Branch) 
London and Brighton (East Grinstead 

Branch) 

London and Brighton (Wandsworth 

Branch) 

London and Croydon (Thames Junction 

Branch) 

London and Oxford 

London and South Essex 

London and Southwestern (Basingstoke 

and Salisbury Plxtension) 

London and South Western Railway 

Acts Amendment 

liOndon and South Western (Chertsey 

and Egham Branch) 

London and South Western (Epsom 

Branch) 

London and South Western (Farnham 

and Alton Branch) 

London and South Western (Hampton 

Court Branch) 

London and South Western (London 

Bridge Extension) 

London and South Western (Romsey 

and Redbridge Junction) 

London and South Western (Salisbury 

Junction) 

London and York I 

I^ondon and Windsor ! 

JjOndon, Ilounslow, and Western 



first 
time. 


second 
time. 


third 
time. 


Feb. 10 
Feb. 24 


Feb. 16 
Mar. 4 


July 13 
July 10 


Feb. 27 


Mar. 9 


July 6 


Mar. 17 


Mar. 35 


June 26 


M9r. 16 


Mar. 27 


Jtkly 10 



Petition 
Feb. 19 
April 29 

Mar. 17 

Mar. 17 

Feb. 16 

Feb. 17 

April 6 
Feb. 19 

Feb. 27 
Feb. 13 

Feb. 11 



presented Feb. 6 



Feb. 27 
May 11 

Mar. 25 

Mar. 25 

Feb. 23 

Feb. 23 

April 27 
Feb. 27 

Mar. 6 
Feb. 20 

Feb, 19 



Feb. 13 I Feb. 18 

Feb. 16 ! Feb. 23 

Feb. 26 I Mar. 6 

Feb. 19 Feb. 27 



May U 

Mar. 2 

Feb. 9 

Feb. 10 

Feb. 11 

Feb. 9 

Feb. 9 



I 



May 18 
Mar. 13 
Feb. 16 
Feb. 16 
Feb. 19 
Feb. 16 
Feb. 16 



Feb. 18 Feb. 25 



Petition 
Feb. 19 
Mar. 2.^) 
Feb. 16 



June 10 
June 26 

June 26 

July 6 
Withdm. 



June 26 
June 19 

July 3 



April 27 
May 28 
June 15 

July 6 
June 8 
May 28 

June 11 
May 28 
July 30 



presented Jan. 23 



Feb. 27 
April 6 
Feb. 25 



Mar. 13 



ifcsenf. 



Aug. 18 
Aug. 7 

Jnly 37 

July 16 

Aug. 7 



July 16 

Aug. S 

July 16 

July 27 



Aair. 3 
July 27 

Jnly 27 



June 18 
July 27 
July 27 

Aug. 18 
Jnly 3 
Jnly 10 

Jnly 16 
Jnly 10 
Ang. 26 

June 26 



RAILWAY BILLS IN PARLIAMENT. 



241 



Name of Railway. 



London, Bristol, and South Wales Direct 

London. Newbury, and Bath Direct 

London, Salisbury, and Yeovil Junction 

(Salisbury to Yeovil) . . 1 

London, Salisbury, and Yeovil Junction 

(Basingstoke to Yeovil) *.. 

London, Warwick, Leamington, and 

Kidderminster 

Londonderry and Enniskillen Extension 
Lynn and Ely, Ely and Huntingdon, and 
Lynn and Dereham Railway Compa- 
nies Amalgamation 

Lynn and Ely (Extension to March) 

f 
Lynn and Ely (Extension to Spalding). . 

Macclesfield and Lichfield 

Blaldon, Witham, and Braintree 

Mallow and Fermoy 

Malton and Driffe d Junction 

Manchester and Birmingham 

Manchester and Birmingham Continua- 
tion and Welsh Junction 

Manchester and Bury Atmospheric .... 

Manchester and Hyde 

Manchester and Leeds 

Manchester and Leeds and Leeds and 
Bra^tford Railways Amalgamation.. . 

Manchesier and Lincoln Union Railway 
& Chesterfield & Gainsborough Canal 

Manchester and Poole (Luggersball, 
Salisbury and Poole) 

Manchester and Southampton 

Manchester, Bolton, and Bury Canal 

Manchester, Bolton, and Bury Canal 
Navigation and Railway, and Man- 
chester and Leeds Railway Amalga- 
mation 

Manchester. Buxton, Matlock, and 
Midland Junction 

Manchester, Huddersfield, and Great 
Grimsby Dirert 

Manchester, Midland, & Great Grimsby 
Junction 

Manchester, Sheffield, and Midland 
Junction 

Midland and Eastern Counties (Cam- 
hrnls^e to Weedon) 

Midland, Bar sley, Sheffield, Dewsbury, 
Leed-, and IJrad'ord) 

3fi<1Iana (MinuinKham Extension) 

Alidland (Kirminghrfm and Gloucester 
Branches) 

Mid:and '-urtonuponTrent to Nuneaton 
Branch and Ashby Canal Purchase) .. 

Midland Clay Cross to Newark) 

Midland Darfield to Elsecar and other 
Branches 

Midland (Krewash Valley Branches) 

Midland (KreMrash Valley Exteniion) .. 



Bill read Bill read 



first 
time. 



sscond 
time. 



Mar. 6 
Feb. 20 

May 7 

Mar. 11 

Petition 



Mar. 13 
Mar. 2 

May 13 

Mar. 19 

presented 



June 12 June 26 



Petition 
July 3 

July 3 

Petition 
Feb. 20 
June 8 
Feb. 18 
Feb. 11 

Mar. 3 

Withdrn. 

Mar. 9 

Mar. 5 

Mar. 13 

July 14 

Mar. 9 
Mar. 13 
April 29 



April 1 

Feb. 18 

Feb. 27 

Petition 

Feb. 12 

Feb. 24 

Mar. 20 
Alar. 17 

May 13 

Mar. 16 
April 7 

Mar. 17 
Mar. 19 
Mar. 19 



presented 
July 13 



July 13 



i 



presented 
Feb. 27 
June 15 
Feb. 24 
Feb. 16 

Mar. 13 

Mar. 17 
Mar. 13 

Mar. 20 

July 22 

Mar. 17 
Mar. 20 
May 4 



April 8 

Feb. 20 

Mar. 11 

presented 

Feb. 19 

Mar. 4 

Mar. 27 
Mar. 25 

May 18 

Mar. 23 
April 27 

Mar. 25 
Mar. 27 
Mar 27 



Bill read 
third 
time. 



Withdrn. 



July 6 

Feb. 4 
July 27 



Royal 
Assent. 



Aug. 8 



Feb. 5 
Withdrn. 
Consideration of 
Report put off for 
three months. 
Feb. A 

April 28 June 18 
July 9 I July 16 
May 19 June 26 
June 5 June 26 



Withdrn. 

July 10 

Withdrn. 

Aug. 6 

Withdrn. 
July 16 
July 6 

July 10 
June 10 

Feb. 5 
June 10 
June 26 

July 8 

July 6 

June 19 
May 29 



May 29 

May 29 



Aug. 3 

Aug. 7 

July 27 

Aug. 18 
July 16 



July 27 

Aug. 3 

July 16 
July 16 

July 10 
June 26 



ffumeof Railwtg. 

Mtdlond Ureal WriUrD Rdlwiy of 
Irrliind (LIRirirBraDcb IDd l^oliBfurd 

Midland Oitu WMUrn Hiilmiiof l»- 
Jind ILoBibTd. to Sllgn) 

UUlind Gmt Wdtcra JUllxBi ot Ire- 
leioinUnllliiBH to Omlwiy). . ' 

Midland CLdmtn ud STumlnEtoa 
iJtR«tlon uid BraoEheji) - . 

nlnilonl Vegling 

Mldliad (Nfumrk sod Gsliuboniiigli} , . 
Midland B^Inst {NolUngliud ind 

lIMluDd RiilwiT (Purclliu of Oakhnin 

Jlldland(sirintonIollii'c(iln) 

llldluid Syitnn M PeCf rtMirsuth 

MlirbwnBndSauUi'Waitrn 

UoJd Junpclon 

WanklunTindSlrklntllliKh 

HmkluiJ .Dd KirklntlJIocli {Cbipd 

.■ll°™ihihlr« (^o.U "'.'.'.'.'.' ".'.'.'.'. 

llotocunUf 

M™°i^mi'Hi<:kJii'ii.:'tlnn!! !!!!!:!!!!!!" 

NutPUtlB ind Btmrtpk 

NiHQutieJinlDatlJnBtoa Junitina and 
TyiieDocli .,.,., 

Nim>culle&nirlliivlaDJiini/liOD(Vm-- 
himwidSnndsrliiidand WfmmiDutli 
DackFuRbQK^udBrsdchHj 

way (Fi)iiiop and Snulh Shielda RaU- 
wny PurcliMCl 

Nen.B»lc gni UnrUni^an JadcMDn 
(Think »nd Mai ton Braiichei) 

NeWFB»lEll(U«rllD>luDJundioii {Ua'- 
hun it Sunderland JUllway fc Wmt- 
montfa Dock purchaBFJ 

Nf^ciuU' uuon "iVot. BdlubUTgh and 
Nenmarkdt anu Chntrrford 

titwry, Armagh, uul LondondinyJuDp- 

Hmrr. Warrramoliit, ind HailrtTor . . 

JiDrriiJktrbetAinlaad EetdhainJ 

Norfflv 'ExtcnloD iDcnhun. WtUa, 
ind Btikmrr BnHchj 

maaHbun, and AtiLfborDUEh RTucii) 
NorfilU R^lwsf E»e>i>>Dn> (Varmoull. 



Mar 7 
Uai. Id 



June 10 



July 18 

July a? 



J^'e 


'" 


July H 
July 16 


Juna 


>» 


July 17 


July 


e 


Ang, 8 


May 


i& 


June IS 


July 


G 


Joly 27 


July 




Aug. M 



July 17 
July IS 



RAILWAY BILLS IN PARLIAMENT. 



243 



Name of Railwa^f, 



Norfolk (Norwich Branch) 

Northampton and Banbury 

Nor'hampton and Bedfoid 

Northampton, Banbury, and Chelten- 
ham 

North and South Junction 

North British : 

North British (Hawick Branches) 

North British (Carlisle Extension) 

North British (Gretna Branch) 

North Devon 1 

North Gravesend 

North Kent 

North Kent (City Extension) 

Norrh of Norfolk 

North Staffordshire (Churnet Valley 
Line) 

North Staffordshire (Harecastleto Sand- 
bach) 

North St iffordshire (Potteries Line) 

North Union 

North Un:on (Horwich Branch) 

North Wales 

North Wales IVIineral (Deviation and 
Branches) 

North Western 

Northern and Southam Connecting . . . 

Northumberland and Lancashire Junc- 
tion 

Nottingham, Mansfield, and Midlands 
Junction 

Oldham District 

Oldham, Manchester, Liverpool, and 
Birkenhead Junction 

Omngh, Dungannon, Armagh, aad Bel- 
fast .'unction 

Oxford, Coventry, and Burton on Trent 
Junrtion 

Oxford, Southampton, Gosport and 
Portsmouth 

Oxford, Witney, Cheltenham and Glou- 
cester 

Oxford, Worcester, and Wolverhampton 

Paisley. Barrhead ad Hurlett 

Perth anfl Crieff Direct 

Pc' th and Inverness 

I'olloc arul (iovan and Clydesdale Junc- 
I ion Railways Amalgamation 

Portburv' 

Presttin and Wyre Extenson and Dar- 
wen Juiiftion 

Pnston and Wyre Harbour and Dock 
Company ( LongiidKe Junct'on) 

Preston at>d Wyre Hallway Harbour and 
Dock Company 'New Dock & Railway) 

Reading, (iuildford, and Ueigate 

liichnjond (Kew Branch) 

Rochdale Canal and Manchester and 

Leeds Railway 



Bill read 
first 
time. 



Mar. 27 
Petition 
April 28 

Petition 
Feb. 1.3 
Feb. 16 
Feb. 16 
F^b. 16 
Feb. 13 
Petition 
April 28 
Feb. 10 
Feb. 10 
Mar. 20 

Feb. 10 

Feb. 10 

Mar. 4 

Feb. 12 

Mar. 9 

Mar. 23 

Feb. 23 
Feb. 16 

April 30 

Mar. 20 

Mar. 10 
Feb. 19 

April 6 

Withdrn. 

April 28 

Petition 

Petition 
April 6 
Petition 
Feb. 16 
Mar. 24 

Mar. 16 
April 27 

Withdrn. 

Mar. 24 

Mar. 24 
Mar. 20 
Feb. 26 

Withdrn, 



Bill reqd 

second 

time. 



April 3 
presented 
Withdrn. 

presented 
Feb. 20 
Feb. 23 
Feb. 23 
Feb. 23 
Feb. 23 

presented 
May 4 
Feb. 16 
Feb. 16 
Mar. 27 

Feb. 16 

Feb. 16 
Mar. 13 
Feb. 17 
Mar. 17 
April 1 



Bill read 
third 
time. 



Royal 
Assent. 



Mar. 2 
Feb. 23 
Second 
for six 



{ 



Mar. 30 

Mar. 18 
Feb. 26 

April 27 



May 4 
presented 

presented 
April 27 

presented 
Feb. 23 
Mar. 30 

Mar. 23 
May 4 



April 3 

April 3 
Mar. 27 
Mar. 4 



Withdrn. 
Feb. 6 



Feb 6 
Withdrn 
May 22 
May 20 

Withdrn 
Feb. 6 



Withdrn, 

May 21 

May 21 
May 21 
June 26 

June 26 

June 26 
May 25 
Reading 
months. 

Withdrn. 

Withdrn, 



July 10 

Withdrn. 

Feb. 6 

Feb. 6 
Jnly 3 
Feb. 12 



Withdrn. 
June 19 



Withdrn 
June 10 
July 7 



June 26 
June 26 



June 26 

June 26 
June 26 
July 27 

Aug. 3 

July 27 
June 26^ 
put off 



July 27 



Aug. 3 



July 16 



244 



RAILWAY BILLS IN PARLIAMENT. 



Name of Railway, 



Rugby and Huntingdon 

Rugby and Stamford 

Rug*>y, Lf amingtiin and Warwick 

Runcorn and Preston Hrock 

St. Alban's, Hatfield, and Hertford 
Junction 

^'t. Alban's, Luton, and Dunstable 

St. Helen's 

Scottish Central & Caledonian Junctioi 

Scottish Ccntial (Alloa Branch) 

Scottish ( entral (Crieff Bi anch) 

Scottish Central (D nny Branch) 

Scotti>h Central (Perth Ttrminl and 
Stations) 

Scottish G'and Junction 

Scottish M diand Extension 

Scottish Mid and Junct*un 

Scottisli MidlLnd Junction (South Inch 
of Perth BrHUch) 

Scottish Southern 

Sheffield and Lincolnshire Extension .. 

Sheffield and Lincolnshire Junction 

Sheffield, A'hton under Lyne and Man- 
Chester Railway Company, &c. Amal- 
gamation 

Sheffield, Ashton under Lyi>e, and Man- 
chester (Bari slty Branch) 

Sheffield, Ashton, und r Lyne, and Man- 
ch'Ster (WorsborouRh Branch) 

Sheffi>'ld, Ashton under Lyne, and Man- 
dies' er (Dunkintie d Worsborough, 
and (ilossop Branches and Sheffield 
Station) 

Sheffield, Ashton under Lyne, and Man 
Chester (Whuley Bridge and Haytield 
Branches) 

Sheffield, Ashton under Lyne, Manches- 
ter (Ashton Cunal Purchase) 

Sheffield, Ashton under Lyne Railway 
Peak Forest, and Macclesfield Canal 
Purchases 

Sheffield, Buxton, Leek, Putteriet, and 
Crewe 

Sheffield, Rothcrham, Bamsley, Wake 
fiel'S Huddersfield, and Goole 

Shrewsbury and Birmingham 

Shrewsbury »»nd Hereford 

Shrewsbury and Herefordshire 

Shrewsbury, Oswestry, and Chester 
Junction (Orickheath and Wem Lines) 

Shrewsnury, Oswestry, and Chester 
June ion (Extension and Deviations) 

Shrewsbury, Oswe-try, and Che»ter 
Junction and North Wales Mineral 
Railway Compdnies Amalgamation . . 

Shrewsbury, Wolverhampton, and South 
Staffordshire Junction 

Shrewsbury, Wolverhampton, and South 
Staffordshire Junction (Coalbrook Dale 
Branch) 



Bill read 
firtt 
time. 



Feb. 27 
Feb. 19 
Feb. 24 
Mar. 9 

April ao 

Mar. 19 
Feb. 16 
At.ril 6 
Mar. 16 
Mar. IH 
Mar. 16 

Mar. 16 

Feb. 26 

Mar. 20 

Feb. 23 

Feb. 23 
April 1 
June 23 
Feb. 12 



Mar. 16 
Feb. 20 
Mar. 17 

Feb. 20 

April 6 
Petition 

Feb. 23 

Mar. 30 

Feb. 6 
Mar. 19 
Petition 
Mar. 2U 

Feb. 23 

Feb. 23 

Mar. 6 
Mar. 18 

Mar. 18 



Bill read 
second 
time. 



Mar. 9 
Feb. 27 
Mar. 6 
Mar. 17 

May 6 
Mar. 27 
Feb. 2:{ 
Withdm. 
Mar. :;3 
Mar. 23 
Mar. 23 

Mar. 28 
Mar. 3 
Mar. 26 
Mar. 2 

Mar. 2 
AprU 8 
July S 
Feb. 18 



Mar. 24 
Feb. 27 
Mar. 25 

Feb. 27 

April 27 
presented 

Mar. 2 

April 6 

Feb. IS 

Mar. 27 

presented 

Mar. 3U 

Mar. 2 

Mar. 2 

Mar. 13 
Mar. 26 

Mar. 26 



Bill read 
third 
lime. 



May 16 

July 10 
Withdm. 

Withdm, 
July 8 
June 17 

June 10 
June l!i 
June 15 

June 10 
May 4 

April 27 

Withdm. 
Withdm. 
July 27 
Mar. 13 



July 9 



June 17 

June 17 
Feb. 6 

July 9 

Withdm. 

June 29 
July 10 
Feb. 4 
July 6 

July 3 

July 3 

July 8 
July 18 

Withdm. 



JIOjINii 

Aeemt. 



June 18 
Any. 18 



July 16 

July 16 

July 16 

July 16 

July 16 

July 8 

Jan« 36 



Aug. 8 
Aug. 8 



July 27 



July 16 

July 27 

July 27 

Aug. 7 

Aug. 8 

Aug. 8 

^aly 27 

July 97 

July 27 

Aug. 8 



RAILWAY BILLS IN PARLIAMENT. 



245 



Name of Railway. 



Bill read 

first 

time. 



Bill read 

second 

time. 



Shropshire Union Canal (Chester and 

Wolverhampton Line) 

Shropshire Union Canal (Newtown to 

Crewf with Branches) 

Shropshire Union Ralways and Canal 

(*»hrew8'ury and Statfbid) 

Slamannan and Borrowstouness 

Slamannan (Bathgate and Jawcrai? 

Hranchfs) 

Sligo and Shannon 

Somersetshire Mid and 

Southampton and Dorchester 

South Devon (Tavistoclc and other 

Branches) (No. 1.) 

South Devon Amendment and Branches 

(No. 2.) 

South Eastern TAshford Stations En- 
largement) 

South Eastern (Branch from Reigate to 

Dorking) 

South Eastern (Canterbury to Dover) . 

South Eastern (Chislet to Margate) 

South Eastern (Godstone Station to East 

Grinstead) 

South Eastern (Greenwich to Chart n^ar 
Ashford, with Branches to Tunbridge 

and Riverbeari) 

South Eastern (Greenwich to Chilham 
near Canterbury with Branches to 
Sheerness and Faversham Creek) .. , 
South Easiern (Maidstone to Strood 

near Rochester) 

South Eastern (Rye to Rye Harbour) , 
South Eastern (Tunbridge Wells to 

Hastings and Rye) 

South Eastern (Waterloo Road to Green 

wich) 

South Midland (Huntingdon Branch) .. 
South Midland (Northampton and Bed- 
ford Lines 

Sotith Slatfordshire Junction with 

Branches 'No. 1.) 

South t^taflTordshire Junction (Biltton 
and Priesttield Branchy (No. 2.) .... 
Souih btatford8hire(Shuwhilland Porto 

bello Branch ) (No. 3.) 

South St.itl'ordshire (Willenball and 

i Uloxivich Branch) (No. 4) 

I South Cnioii 

I South Wales 

' ."oiith Yi^ksh'reCoal 

I .S'aines and Henley 

Staines and Richmond Junction 

I Siatfo'd 

I Stamford and Spalding 

SiirlmKand Dunfermline 

Stirlingshire Midiai d Junction 

Strathtiiy and Breadalbane 

Surrey Grand Junction 

Sti ' rey I mn Rail way 



Feb. 19 

Feb. 19 

Mar. 3 
Feb. 16 

Feb. 16 
July 3 
Mar. 11 
Withdm. 

Withdm. 

April 8 

Feb. 27 

Feb. 16 
Feb. 16 
Feb. l«j 

Feb. 16 
Feb. 13 

Feb. 13 

Feb. 16 
Feb. 16 

Feb. 17 

Feb. 13 
Feb. 16 

Feb. 16 

April 2 

April 2 

April 2 

April 2 
Petition 
Mar. 10 
May b 
Petition 
Feb. 9 
Feb. 23 
June 19 
Feb. 13 
Mar. 16 
Mar. 16 
April 1 
Mar. 20 



Feb. 27 

Feb. 27 

Mar. 11 

Feb. 23 

Feb. 23 

July 10 

Mar. 18 



April 27 

Mar. 6 

Feb. 23 
Feb. 23 
Feb. 23 

Feb. 23 
Feb. Id 

Feb. 18 

Feb. 23 
Feb. 23 

Feb. 23 

Feb. 18 
Feb. 23 

Feb. 23 

April 8 

April 8 

April 8 

April 8 
presented 
Mar. *J3 
May II 
presented 
Feb. IH 
Mar. 6 
June 29 
Feb. 20 
Mar. 23 
Mar. 28 
April 8 
Mar. ?6 



Bill read 
third 
time. 


Royal 
Assent. 


July 9 


Aug. 3 


June 17 


Aug. 8 


July 9 
May 26 


Aug. 3 
June 26 


June 8 
July 31 


July 16 
Aug. 3 


July 9 


Aug. 28 


April 27 


June 18 


June 26 




July 6 


Aug. 3 


April 27 


June 18 


Mar. 30 


June 18 



Withdrn. 

July 13 

Withdm. 

Withdm. 

Withdrn. 
Feb. 6 
June 15 

Feb. 6 

May 5 
Aug. 3 
May 29 
June 5 
July 9 

July 7 



Aug. 3 



July 27 



June 26 
Aug. 7 
July 16 
July 16 
Aug. 8 

Aug. 8 



246 



RAILWAY BILLS IN PARLIAMENT. 



Name of Railway, 



Bill read 

first 

time. 



Swansea Vale Feb. 18 

TaffVale Mar. 9 

Taiv Vale Extension Feb. 16 

Tean and Dove Valley and Eastern and' 

Western Junction Withdm. 

Templemore and Nenagh Junction .... June 6 
Tenl)y, Saundersfoot, and South Wales Feb. 19 

Thames Haven April 27 

Thetford, Bury St. Edmund's and New> 

ma-ket ! April 29 

Trent Valley (Alrewas Branch) Mar. 2 

Trent Valley I\Iidlands and Grand Junc- 
tion April 28 

Trin^r, Reading, and Basingstoke (Tring 

to Saunderton) j Mar. 9 

Ulverstone, Furness, and Lancaster and 

Carlisle Feb. 18 

Vale of Neath April i 

Wakefield, Pontefract, and Goole (Meth- 

ley, Askern, and Oakenshaiv) Feb. 6 

Wakefield, Pontefract, and Goole Feb. 26 

Warwick and Worcester Petition 

Warwiikshire and London (Hampton 

and Banbury Line)..- May 11 

Warwickshire and London (Worcester 

and Weedon Line) May 6 

Warwickshire (London, Hampton, and 

Ashchurch Line) May 4 

Waterford and Trainore Petition 

Waterford, Wexford, Wicklow,& Dublin June 8 
Waveney Valley and Great Yarmouth . . Feb. 19 

Wear Dock Mar. 5 

Welsh Midland Petition 

West Cornwall April 3 

West Lancashire May 12 

West London Mar. 20 

West of Scotland Junction Feb. 17 

West Riding Union May 13 

Wexford, Carlow, and Dublin Junction April HO 
Wexford, Waterford, and Valencia .... Withdm. 
Whitehaven and Furness Junction .... Petition 
Weitebdven and Furness Junction, 
Whitehaven Exttrnsion and Kirksanton 

Deviation Feb. 25 

Wilsontown, Morningside, and Coltness 

(Bathgate Branch) Feb. 20 

Wilson' own, Morningside, and Coltness 

(Caledonian Juncticm) Feb. 20 

Wilsontown, Morningside, and Coltness 

(Improvement and Branches) Feb, 16 

Wilsontown, Morningside, and Coltr ess 

(Knowton Branch) Feb. 16 

Wilts, Somerset, and Southampton 

Junction Petition 

Wilts, Somernet, and Weymouth April 7 

Windsor, Slough, and Staines Atmo- 
spheric Feb. 13 

Wishech, St. Ives, and Cambridge Junc- 
tion July 7 

Wishaw and Coltness (Greenh ill Branch) Feb. 16 



Bat read 

second 

time. 


Bill read 
third 
time. 


Feb. 25 
Mar. 17 
May 4 


July 7 
July Id 
July 9 


June 19 
Feb. 27 
May 4 


July 10 
July 6 
June 8 


May 6 
Mar. IS 


Withdm. 


May 4 


July 10 


Mar. 16 


Withdrn. 


Feb. 25 

April 8 


July 9 


Feb. 13 

Mar. 6 

presented 


June 11 
Jane 28 
Feb. 6 


May 18 




May 13 




May 13 

presented 
June 15 
Feb. 27 
Mar. 13 
presented 
April 27 
May 18 
Mar. 27 
Feb. 23 
May 18 
May 12 


Feb. 5 
July 10 

Feb. 4 
July 6 

June 19 

July 10 
June 29 


presented 


Feb. 6 


Mar. 17 


July 13 


Feb. 27 


June 8 


Feb. 27 


June 8 


Feb. 23 


June 8 


Feb. 23 




presented 
April 27 


Feb. 5 
July 9 


Feb. 20 




July 13 
Mar. 20 


Aug. .S 
June 16 



Ropai 
Assent. 



Aug. 98 
AMf . 7 



July 16 
Jaly 37 
July 8 



Aug. 8 



Aug. 8 

June 18 
July 16 



July 16 

Aug. 8 

Aug. 18 

Aug. 18 
July 16 

Aug. 3 

July 16 

July 16 

July 16 

Aug. 8 



Aug. 7 
July 16 



RAILWAY BILLS IN PARLIAMENT. 



247 



Name of Railway. 



BUI readlBUl read\Bill 
firtt tecond 



time. 



Worcester, Hereford, Ross, and Glou-i 

cester | 

Worcester and Porthdynllaen 

York and Carlisle , 



time. 



York and Cnrlisle and 
Glasgow Union . . . . 



Yorkshire and 



{ 



York and Lancaster 

York and North Midland (East Biding 
BrancheB) (No. 1.) 

York and North Midland (East Kidiog 
Branches) 

York and North Midland (Leeds Exten- 
sion) 

York and North Midland (Whitby and 
Pickerini; Extension) 

York and North Midland (Widening and 
Enlargement) 

Yorkshire and Glasgow Union 



Petition presented 
Mai. 20 Mar. 27 
Feb. 16 I Feb. 25 
In pursuance of 
Instruction to 
Committee the 2 
Bills are consoli- 
dated. 
Petition 



read 
third 
time. 



Royal 
Assent. 



Feb. 13 

Feb. 17 

Feb. 13 

Feb. 10 

June 19 
Feb. 25 



presented 

Feb. 18 

Feb. 24 

Feb. 18 

Feb. 16 

June 24 
Mar. 5 



Feb. 6. 



1 



June 15 



Feb. a 
May 18 
May 18 
May 29 
May 18 
July 17 



July 27 

June 18 
June 18 
June 26 
June 18 
July 27 



RAILWAY SUBSCRIPTION CONTRACTS 
Deposited in 1846. 

A List of n.11 the Railway Bills applied for during the 
SesHion of Parliament, 1846, for which & Subscription Con- 
tract, or Undertaking in lieu of a Suhscrijitinii Contract, 
has been deposited in the Private Bill Office, stating the 
Amount uf tlic Estimate for the work, of the Capital 
Stock to be raised, and the sum authorised to be borrowed 
over and above sucli Capital Stock 



NAME OF BILL. 



AmbergBU, NaltiDgh&m. <ind Bo'tan 

Bod North MidUpd Jiiolion.'. ) 

AvIfllbliryandTI ' '' 
Ansbire. BtiAge 



[0 of Weir.Mii Port-GU.gc 



3 















nd BJIjmo 









Bediiitd End CaTDhridna Eiteuiui. 

IBelfast and CouDty Dawn 

llKlfut bikI Holy nood Atmiuplmic 

BerkBiin HsnlB — HungoiforiiEileneion.Ke. 

BidefDrdtm Taviitook 

TtirkcnliriLd, Lucuhire.BQd Gha-hlre Juiic-) 

nLrkeahcad and llolyheuL JuqeCLim 

Itirkenhcnd uid UnngoUen 

Birininxtanm, I Jcbfleld. ■ 



tirminghnin, 



Dudley.. 
... ilnghBm, Wolyerhaidplon, 4) 

Blrrniiig'tiun, WDlicrbgniptim. nnd Stour) 



Biim 



BiBCkblllT 



odOifcrdJun 



PWark. Hid Shi>ffie1d 



ad SWurl 






saofme 

lOO.OOl) 
iW.BI» 



650,009 

1400.000 

450.000 

S60,'ooo 

700.000 
1.300,000 



500,000 
140.000 
Si-OjOM 





249 


KAME OF BILL. 


^.. 


■a; 

£ 
882,000 

soo,ocu 

ISO.I'OU 

1K,000 
*J.000 
180,000 

100,000 

250,0*'")° 
1,550,000 

0011,000 
»o,ooo 

1,700,000 
810.000 

50,000 

310,000 

]8o!0<JU 

iio'.ooo 

800,000 
800,000 

Ji. 

ijoiooo 

looinoo 
60.000 
7ufl,000 

18O.000 
S30,ooo 


£ 

84,000 
8CT,a33 

66.000 
140,000 

60,600 
15,000 

ei>,ooo 

90,000 

83.333 
SI 8,668 

aoo,ooo 

800,000 
588.000 
lOMoO 

HMO 
5,300 

n«,ooo 
50,000 

"is 

3e!ooo 
:ooj)oo 

880,000 
13.333 

oo.ft'") 

66,000 

3I3.0O0 

160,000 

z3u!ooo 

S6,i-00 
B33.000 

■S:S 

83,000 
9SJJ3 




2W,no» 

6S3,W» 
198.<W 

m.m 
iss,aoa 

45,000 

is»,ow 

1»0,0M 
SSlP.IMHI 

iJ»o.ooo 

SM.00O 
850,000 

110,000 
u^ooo 

1«.00(I 

510.000 
smIooo 

I8(|,«W 

iiolooo 

M0.OOO 
800.000 

180.000 
iwlooo 

l,000,.KW 
400.000 

iwi-wio 

2i)«.O00 




B«™midH.r0.yiljdvilJv.n=tion....^.. 


NewlavBi. Bnmohet Tr."." 


bBlj.uldMjvmiliQe ; 


BfUlDl snd Eiewr— CrBwkeriwBrMiiih. . . . . . 




Bi^T,Z^i^T^\:.i^i^-v:::.' 




brldK= Biul«A™Beli" t 








^'^t^J^pJl'^^""' ^""'™ 




Cikdiniiu — Mid-Lothim Bruicboi ........ 

g(i1ii,fcirk,iadUed>Juiictiiiii i 










<:h,.H..nl.,n.^h.l o^-d 


'■•■■'" '''■ "":,'r.";."?!.: :■.:■.■. ;::::: 




, ., . »..-kLn^'BBiil«uiini 

.. u ..:.'..r ,. .1...,,. I .llu>. Widbury ud Hil.j 







250 BBiU«v Bitb iipplM for. *... . 


i8ier«««««o. 




NAME OF BILL. 


x 


•ss 


~-£~ 

w.a60 

50D.UUO 

WfiW) 
MO.OW 
SUMS 

MO,OOD 

MO/MH) 

100,000 

HWMO 

1 

tMK 

1110/100 
m,6fla 

SOOWO 
a66.6« 
106.000 
tXJKO 
604,000 

s 

tS3,333 

lODJKW 
160.000 
100,600 
13,000 
6.B66 




£ 

1.111,000 

160,000 

ias.uoo 

BO,UUU 
1,S00.000 

i.siw.o.'0 

2,100J)00 

tm.m 

551.789 
650.000 
mO^KH) 

950.000 
M0.O00 
600,000 
fi,D0O,OD0 

i,4ao,uaa 

'SS 

750,000 

aw.uoo 
m,ooo 
i.ooo.ooo 

BoloJo 

25.<iD0 

fiuoluoo 

300.000 
600,000 
800.000 
853.500 
!iOO,000 
1.S1J,D00 

!so.noo 
eooiuoo 

850.000 

100,000 

i,!O0J)0O 
1UO,000 
40,000 
20,000 


m.ooo 

1,500.000 
I.6OO.OO0 

«HI,l)O0 

eoo,«» 

Sffl 

950,000 
600,000 

laMNO 
756,000 
2011,600 
300,000 
1,OIK).000 

83!331l 
86flu0^ 

500,601 

335;000 
800,000 

300.000 
200,000 
1,S13W0 

saojw 
8ob',ooo 

S50,0O0 

1300,000 

16.000 
!ffl,000 






Corkknd FuiBgc 

Carkuid Wv.erfcrd 




UorawiU iind Detdi. Cf ntnl-H.yk. LcUnl,! 
Ht.AuateU.uidBodpilaBrimcbei ■■■■■■> 

DaitmoaVh',' BriiiaDiVm J Ese'lcV '".'.'".'.'.. 


DBrliyaudCttweJunoUan 

Di^lVi?stei>-jp;«.«:.":;:::;? 

Dii-eciLondODsnflPortainoulh 




Dgvar MdDenl 

Dublin, Belfail, >nd Colendne Junction .... 












KiKLoncMbiteDemtionaiia Btinchci. . . . 
Uui Lothlm Cenira'l nuii Tine Viil'ley 






Eiitem Csuntlu— Cambiidgc uid Llucolal 




Im Win Count! ot-Thanwt J u ncdon Railwayl 





ArilBoj BilU BppilH/w, *e. (h 18«r™(ftHirfJ. 


25! 


N.MEO,.An.W«V. 


IX- 


'SO! 

T5JIW 
165.000 
70,000 
850.000 

150.000 

110.000 
189,7!0 
211,500 
112,050 

26.550 
l,O00JIOO 

030.000 

199.9W 

as 000 
ioo:ooa 

iOOJMO 

ijoajmo 
100.000 

[>IO.DIN) 

180.000 
aoo.ooo 
flcojofl 
ia>.ooo 

39>,0V0 

sooiooo 

IIS.OOO 

16,D00 

LtOOMD 

130.0M 


sa,ooo 

106,000 
50,000 

14..JI00 
60,066 

38.700 
88.350 
70.500 
374S0 
83.3M 
8,B50 
to raiie 
116.866 

is 

Ig/WO 
03.300 

ioo.ooo 
wo,ooo 
Miooo 

£0«,000 
88,668 

133.300 
38.333 

11.60S 
133 JOC 

80,000 




70.WK) 

S50.0W 
iio,ixw 

210.l)«l 

70,050 
112,900 

i.oooiooo 

1M;9M 
36,000 

loo.ouo 

185,000 
1.S00.000 

fioojioo 

150,000 

100.000 
sag .1100 
aaswo 
37al«« 

11S.0OO 




BdinburihiiDaBBtbgnte 








Edinburgh lind Nortlieni— BrinchM Iram \ 
Uie Dundee ini ArbtuiUi Bailoir, uid j 


Edintorgh ml MorthEm — Dunteradincl 
Edinburgh 'in d Nn'rtiiV^— Klnraiij Wood-\ 


i*.ii» B.i,n.ii,ii. ; 


EdiiilrargliMdMoilhera-Blimlbani D.via-| 




















"sr^'-r:.".'."!":.".";:!.'.-?!:) 










(ii'Df nlTiTiiiiaiii unil Gluniw Hubonr 

Ul«-ri>w. Ilirrhud and Nuililgn Dirat— \ 
ll™rl,c.M„ Pai-loy ) 

,il,.,„„. t,,rTl,-i..1 -i-d N<.U.bin I)lr«l-1 


'I' .- II ■! ri:r.odJuiictiouTeminm 

Aiu'r,dn.cnlindBnii<ibe>.MD. I j 


l.«0 

M 

lot 


000 

000 

000 

Nn 
.soo 



252 Soiling BiOi artist fm. ^- ' 


1S46 fcoMiaitdJ. 




NAUB OF BILL. 


bST. 


Cofilal 


.,s=.. 


Gluro". P>i"ler. Kllmnniiiclt and Ajr 

AmpodmentiiidEtanchM. N".a 

Gla»SQW, I'aiiley, Kilraaraotk aud Aji 

GUisli>r, l-mLle;?. lulmara'ofh' and Ajr 

AuEnafliantaadBninabEi. No.4 

GtalWir, l'al«%.^KLnjan,ock Uld Ayr 

GLugi.!^. Piitle,, Si°ra.rno,.k aud Ayr 

Amendment unit Uninchea, Nd. 6 

Gla^w, flijloj add GrMnock-Uridse dJ 


80.000 

«00,OOli 
130,1)00 

floo/wo 

S5,ooo 
is.floo 

180.001 
35li.0(j0 

9fi9',76S 

aao.doii 

4W,0U0 

1,300.000 

180.000 
3*5,085 
l,5on,000 
1.00U.MILI 
700,000 

60.000 

S65,00» 

300,000 

40,000 
l,iSD,liO0 

SBO.000 

300.000 
568,n0il 
1,084 ,B5S 
se,3OT 
7(I,M8 

i,wo.ooii 

400,000 


8fl.0M 
i30,0OO 

600.000 

430,000 
600,000 
60.000 
M.MO 
15,000 

180,000 

350,000 
000,000 
850^00 
320,000 
400,000 


B6,»«B 
70,100 
BOOWO 
143.000 

!00,080 
80,000 
B,33S 
S.OOQ 
60,000 
110,B«B 
3..0,<H.0 

sra,iixo 

lOSJWt 
133,0W 

cnucd. 




£Sv*.7tesK^"-.":"r:.°™' 






S"uncdnn. ■■ Huitin .nd A.hlon,", 
•=HiivWn.Pmcot.M.dlii.Hil«.^i."-|_\v.r-) 

uid"EdieBmiDdBuytDii" Branchgi ..•' 
Gnod Junction— Huyton «nd Warrmftonl 


l,'ion,noo 

1.000,0.0 

700.000 

ai;s,ooo 

40,000 

i r^o.o 

iS 

(n<i pow 

1.400,000 
eo,5oo 

70.800 

ijsoiF.i.iio 

400.000 


lM.Ofl<l 

Gon.ooo 

333 W> 
833,000 

os.eoo 

BS,000 
100.000 

is,ooo 

600.000 

o,£ii6iwoa 

r u rat.. 

180.000 
485,000 
M.500 
iH,8(0 

500.000 


OHiiidTra[A.oratafii,Mand PMe.boronKhj 








Gnat Giiii.sby andSbeffleld JuDoUon Eiten-1 


Grucbrhiisl^andah^'aidJlUMlAaEiten-l 

.ion.Nn.3:. ; 


Gleat Eaitera uid 'TCsBteiD 




Great Muntlcr 


Great Norlh and South Wale« ., ... , ... 







lUS fni.*..**;. 


253 


KAUE 01 BILL. 




cspmi 






100,000 

1,350,000 
33.^,000 

117:000 

teiooo 

MpOOO 

1^,000 

350.000 

••3;S 

is 

4«,100 

sso.m 
i.oeo.Doo 

IMt/M 
1,070,000 

a7.\ooo 
I80.1W) 

t»o!i<o>i 

4lH),OO0 

KK^i-OO 

1,170,Uk« 

N).OlO 

wlooo 

OTsloou 

100,000 
«o,i'Ou 
soiooo 

M.O00 


800.000 

100,000 
iho'.ouo 

1.850,000 

&10.000 

im:™o 

la^ooo 
550,000 

30,000 
15S.O0O 

'5<ii<!o.<a 
eTo.oou 

68o',000 

550,000 

i;OB6:660 
l.l<iOJM» 

isviuuo 
75:000 
40U.OO.I 

too.ooo 

6«,00« 
K>l,0»0 

'8uo:«oo 

as 

STs:ooo 

lOD.OOO 
856.000 

sio:uiH, 

3u:OU0 
SS.ODg 


06.SS0 

33.330 

BO,(JO0 
418.000 
1H,000 

ii8:ouo 

M.UOO 
7",00« 

uiioo 
1.^000 

1S3,533 

10,000 
fia.o«a 

116.000 
3N.833 

is 

285:0.K» 
148.068 
163,331 
300.000 
30i^u00 

ii».ooo 

80.000 
31 600 

iin,DOo 

as 

M.i'UO 

■ss 

W.000 
3JJ00 

»m 

133,000 
tl3.UI 

10,IHI0 


Onut ^ulUroft W»l*m BiWnriotl^^rt J 


Oral WMlern mil ITiibridgB 


Giiildf,.r5.Cbich«Mr,K.n.n.Duih Bod Fu*-! 




HuwichindEMWrn Countio liiii>™]f li Pier 




Budder'flcld Ind U».,=h«lar Bfjiw.y' widj 


Hnddemficld i«d Mxnrbata B»U"iy "dl 


Hoddf?s8fld md M.nthMMr BJiiiirij ■ndl 






Hiiniliiirdoii.nii Wisbech. 




Ip.witb ud BoTT St. tdmund-i-EitcDiioiil 


Iptwicband Bury St. Eulllloid-»-Nonrtch| 
























LiiinrHtMl »nd South fierBB— No, 1 

LiunrotiiDUidEDglbDcTaD— Ma.l 


Lem., D.wibur). ■uidMandiMMf— DerU-l 




Lmli, Wkkrli tld. »Bd MJdlind Junolion .... 
^'rdi'iui'd Umdbrd— GulielatBrHsh!!!!!' 





254 Eailwa» aUU applMfor. »c.. 1 


IB46 (conUKtil. 




NAME OF BILL. 


^SZ. 


CapHal 


..»„ 


Leedi and Think— Nortli Eastom £iUd-| 


£ 
SM.OOO 

BB.000 
685,«00 
1,900.000 

mm 

MO.OOO 
Ml,00« 
880.000 
191.000 

770.000 
750,000 
.133.000 
1.300:000 
1,(»0.000 
180,000 

674;«oo 

710.000 

800,000 
l,fflM),000 

000,000 

1,203,46) 

(100,000 

3«l,000 
1M,000 
270,000 

ee.ooo 

liO.OOO 

400,000 

125.000 
240.0011 

us.ooo 

§0,000 
l-M.OOO 

as.000 

■ 841,000 
850,000 


6>5,000 
55,000 

soo.ooo 

1,600,000 
MO.OOO 
400.000 
50.000 

sa 

3,000.000 
770.000 
760.000 
4as,ooo 
i.a»,ooo 
ifl».ooo 
400,000 

(174,000 

710,000 
soolooo 
1,(100,000 

900,000 
1,SOO.OOO 

500,000 

00,000 
145.000 

80,000 
140,000 

000,000 
BCO.OOO 


175,000 


Leeds antf 'Ibir8k-«t. Helen'e Bmnohbe-l 


i8,«ro 












190,000 




1S,«» 


Lincoln, WalnflfBt Haven ani" Boitoa 


150,000 




<we,ODo 




26«,«e 


LivEn»ol. Ormikitk. and Preslon 








U^^l a^d '^ltl,"r^i MandiVsUr^dj 


wajM 


Llynvi Valley and Bouti W^ei Junntion .... 
London, Bristol, and Sou:h Walei Direst.. , . 


00,000 

m4;8« 


London, Ntubiirj, and Bath Direii 

London, SoJiahury. and Veoril Junclion— "1 

London. Salisbury, and Yeovil Junction— 1 

London, WMTriok.Lfiiiiligi™'.«liJffidiil\ 

ampton, DBiBnlry.leunington, and War. l 


6BS.SM 
300,000 
433,000 
1M,000 
350,000 


London and Birmlnrtun — Camden andl 


150.000 
170,000 


teneifln and Coventry and aufby atitloni 


B5.000 




110,000 
400,000 




1!5,000 

is4.ooa 


Landon and firlriiton — Dorkln* Branitb.. 
London and Bnghlan— East GrinBl«d\ 


London and BrishUin-Wandiitorth Braneh 
London and Croydon— Thames Junction! 


46,™ 

13;000 




K:S 







r^ applifdfoT, ^., in IBM (tonUniui). 



NAME OF BILL. 



b Westein-— Buln; 



ID Bridgoi 



I^ndiiii ud Squth 

RtdbtiigiJiidcHo 

LtradoD >nd SouU' 


W™tern-fion,..y DBdJ 


WMUm— Sallllinrjl 




»d WiQd.0 

nd To A. . 
rry ind Ed 
indBccia 
Ely— Eile 

ld>DdLl.1 

iVLih™. an 
er, BolUn 
ndlUIlM 




JUradou 





LowMlofl 
l.yniiMid 
I^muid 


Qlian tD Spnlding 














MuKhM 


md BmrOnmlNivl-l 


^il,-.^ ?"".''.':'?; 


Mitlock ud Mldlind 


Uudhn 


j!r,HuddK 




J^nctii 


Kt, MIdlB 


d, and Oreit Orimibj 



■!-;?:") 



iiii, siiii-i 



180,000 

'iw|ooo 

IM.OOO 



l»>,aoo 
110,000 



1 .200,000 : 

700,000 



wg.000 
an.ooo 



ly Bilti applisdfin, ic, la IS 



MldUmd— Bu 


A5hbrCona?Purch«BB 1 


£ 

7m,m 
»eo.ow 

110,M» 
IWi.OOCI 

Moooo 
2sa.«H 

4fll,0M 

95,000 

780.000 
60.000 

a7o,oo< 
loo.ooo 

8B,§00 
76.IWO 

zai.ooo 
^^.500 

220.000 

S40.000 

W.000 
160,000 

300,000 

300.000 
35O.DO0 
T33.D00 

m.m 

hOJlTO 

300,000 

480,000 

£S 

4US,DO0 

■■as 
as 

mo.ooo 

80,000 

no.ooo 


Mi.Il«iii-U« 


ifoid to ElILair. and other) 


MidlMd-NBimrlt and GainsboMugh 


Mldland-NDttiiigliua aud HanBBold 

UiiUin.l— Syslon to PcWrbomiigli Devlki 






UidlDtid flod Esatern CounUn— Oambridgel 














Monkland id 


KlrkinliUiKb-CUepcl HaUl 




HMBfbi'd 














' GlasgoiyJu 
NewcaiUe-uix 


n-1^Ti«, Kdinburih and Diitct 1 
n-Trna'aad'CHTl'iBia Briiich ! . 


' Tyne Dock 
SewcBitlc an 
hap. luid 6 


il DarUnytoB Junction andl 


PurohaieandBiinoht. ...J 






Sewporl, Abo 




Notfiilk EiloDiiop — Dereham. WeUb, mdl 


NorfblliE{t™.ion-lito™uirk.^t. Wj™ond-l 

ham. and AldeboBinali Qraneh / 

Xorfolk GitBonuEi-tiicLfDrd and Secdbunl 


SotfBlk Ellen 


iim— Tannoutli Eileniion . . 


s:;£:;s- 




ind Bedfor?. 



















709,000 
680,000 
I HMO 



Ul.OOO 
S7(>,000 
B5,O0B 
1SS,SU 

100,000 

it,ei. 
eo,ooo 



;e,ooo 
100,000 

320,000 



150,000 
ioo.uuo 
100.000 



100,000 
llB.fiOS 

50.000 
84,731 

100,00 
1<S,800 
100,000 
40,000 

lOO^'OO 
383.000 
140.000 
133,000 
5G.aS6 
880,000 



JlMya, Bia, arvlitdf-r. »c„ n IMS foHiSamdJ. 


267 


NAH£ OF BILL. 


S>UmoU 


'S 


toil 




^^ 

i»,7(» 
».(HXI 

7i,iioo 
*ai.oo(( 

1B0,SM 

swwo 

7«.«M 
*gO.WMJ 
330,DW 
8S0.000 

vmm 

'wOfiBO 
•00.000 

W,000 
710.000 
UO.OOO 

1 

ssa 

WOMII 

aKjM 
mm 
m/m 


i.TOv.iMa 

1X).00« 
g8.7M 
7(1/MK) 
TtfiW 

■«;K 

M0,000 
SOO,MH> 
7««,U« 
(80.000 
850,000 
26D.000 
000^ 

MO.O00 
SOf^OOO 

lUfiW 

1 

m 

SKfiM 


MUiM 
lOU.ODO 

JWWO 

4MJ0O 

IM.I-OO 

IGBJMO 
180,000 

iie.«t6 

BO,S«« 

mm 

1 

00.668 
100.000 
J1.000 

tu,o«s 

ss 

i 

IMO* 

332 

lUM 
lOiWWO 
IMM 

n.00* 
UO.00O 




North Bent ,..,..,.. 


NonhBulKiidifalre— PotMiTliM 


Horth Wiil« HlDenl — Dcrlatioa and) 




SorthWnt;™ 


NDltinxhim, Huuaeld. and Midlamtij 

oidb^"iS<tHaiii£i't;>h:::::: 






iTrS^Vf-J^Sdai!™'::::. ■;:■■; 


l'r«toB>d Wp* En>n>ia>> «a Dvwm) 


Pieaion nod Wyro RiUwiy, Hirluiu. »nij 








St. All.>nV, llHia^ld. >nd Herlford jDutln 




8«tli»htii.l«l-Julo«Biiimi 

KIimSSMrxSt.::::-..:::::; 


eooui.i< Midiai»l E««*lai> 

ScDlu.hUltlluHlJaaaUuaBnnoIwi 

a»lll>li MidlHul JuHAlau-SiXiA Inoh oli 

^^h"""" / 

HhtSeJd, Afhm ■«(!«■ L^'«, m4 Mutl 



Saitwag BUti appUtdfor, ic in 1S4S (contitatij. 



h(tlSi;1d. Aihtou-undn-Lyne, Bnr] Miui-'l 
cli»sttr, DiikioBeld.WQrBborDugh.ttOlos- I 

hfArld, A»hWn-iiBder-LyB6, ini'y'" ' 
cbatiir.WbileyBcldge &Uayae1<l Dnti> 



.ihand Wcin Linet. 



idCbblerJunctiiml 



^=} 



Shrew-burj- bdJ Herr/onliWr. 

Bhroptlilre Union nid]*&yi It Cuul.Cheitni 

mil WDl'«rliani]»[iiD I 

Shiopibire Union Rollnaii •sd'Cuid, KiMV-l 

ton Ki CnwB. witb Bnnchn J 

ShropBhin: Union Billwa.yB&Caiiil,Sbre»ii.1 

liun to eiifford / 

Bl»iiiinnBii— Bnthmte andJawcreigDramliai 

BUunuininand Borrumtounna 

SUfaandahuinDn .... 

Somenctihliu Mldlnud 



mCh J)r 



TbvIsIocIi 

No.l 

eaulh Eutem^AiiifDrd Btati 



.<iUwBnDahFi.l 
Sonth EuteHI — Branch Awn Belgate to\ 



tb BBatern— cintiirbar; to Soier- ■ 



Eutem— ChislPllo. — , 

Bouth EuUm— (ram ths'Oreeniiiehlbilwm: 
to Cbut. ncir Aihford. wlih BnmctiM ti 
Tnnbriilf • and Itiierheul 

eautb£ait«m— fnnnlliBWiitBrlaiMiiad, nei 
nunrerConl Srldga, to tbe On-eu»lcl 

joulh Eiiatem— fiodiUnc Stntian lo Esi 



10 Chil. 



ah Bj 

to Strood. ncirl 

floTiihEMlmi— HyotoRya Hnrfiour..'!";!, 
South Kiu tBrn— lunbridge WsUaloBBstilieBl 

and Hie J 

South Wdlud—HHntiiigilonllnnch 



^Bheefneaa uid Fnvuni 
SiiuUi £gatem— Mildatr 
Jlnobotler 



SOO.OOO 



SM.tXK) 

M.ODO 

3,mO,HW 

i.ima.ooi) 

l.OM.OCO 
t,MO,l)00 



GSD.OOO 
,«M,<00 



SW,OIW 



KWloOO 
1,MO,UOO 

1(W,<H0 

Too.tno 



JtBitNOf BUU oftHtHttr, ^- *» 1U0 (<»Mimitii. 



N&ME or BILL. 

AspUi Uidlind— NotttaunptDQ *ad Bedf(>rd\ 
Linn J 

8outlieuDbtdthlHlDni!Uon.wilbBnDdica,\ 
No.l ...../ 

■ndPnttUldilBrench •/ 

---■■■ ■ lotion. No.!,— ahow-i 

ntJoii,lio' i'— Wllien. 1 
BaJIUd olDXWieB omifih ,,......../ 

aoath ^'iilea, Nd. i' 

South Yarkihlte Coil B*Uway ud CuioL . .. 

SuiDH UHl Umlr 

BtilmtiuidHnilJ.So.S 

8tmll« Bnd Kiehuioofl JonottoB 

SUHford tad 8p>]iltii{[ ...•■• 

fitcrllng uid Duafennubf 

BtirUagddreKldluidJunstioa 

StrtthUT and BmdHlbiuiB 

SamftiiudJuasCloB 

1w^7''^v;;;.^v.:";:: -"::::;::::: 

T»ir,V»li! EitHisioll 

Taui uid Dove V^e;, and EutnB indl 

TempIimoiT Bid Hennch JudcUdd 

Teabt. SiundenliHl. uid South Vdiw 

TlHl/onl. Biu; Bl, Ertmuad't ud Kewmulut 
Trent Talln. Midludi and Orud JuDction 

TnntVallBT— Alrew«Bnuidi„ 

TrlB(. Bndinf ud Bulngilako— Trlng to^ 
B(UDd*rtoa i 

^We*!...™."!'.." .".} 

TMlvuTMialli 

Wilwadd. PenlcfrMt ud Goole—Mcthlej.l 

Atkeri ud Oikculm Bnmchca J 

Wiluarid, PonU&Kt ud GDalE. uul Foiul 

~ff>m(diiadlt'onnUi.' *.'.^r.'.'.!. 

Wunriclulklr* and LondOQ^Himptoa aodl 

Aahchurflh Lfnv ...... / 

Vuwielnblif and LaadoD— HtaplDB udl 

BanlHinLlDE / 

Warwioli^iirt and Lopdon— Worcottu ud) 

Wsnun ValItT nlil Omit TansouOi 

VnrDscli 

w.iihMtdlarnl 

■wotuocntiiiri'.'""'.."!'"!;!!',*.!!;;;; 

Wat iJindDD— InnniTHBiiit (od Eitaiian . 

'W»i gf B<«llud JuDcUoB 

Wwl Hiding Cnlnn 



100,000 

SD.OOO 



Ilium 

B19.00I1 

,000.000 



lUMO 


IMMO 


41,000 


600.000 


aooMo 


100.000 


SS0.000 


BMMD 


181,335 


«iO,000 


aso,ooo 


S3J00 


40,000 


40,000 


IS/WO 


560.000 


SM,000 


SBOMO 


SWWI 


BM.00O 


M0.000 


800,1)00 


8M,000 


180.000 


,306,000 


1301.000 


uoMO 


«,«o 


"'SS! 

K 
•CSS 

•SS! 


OOtMO 

WJIOO 

IJSMOO 



Baawg BUU a^MJer. tc In IMe-ftomHmmiJ. 



NAME OF BAILWAT. 



W.ifDrd, Csriow and DuWtn JunctioD 
W«forJ, Wuierfom and VJentia .... 
"WhitelimnRnd ynrn»i Ju»cliun . . .. 
WUIlemivFli Knd FurDcii JuDctioD— '1 
Whitchii en EiUmlon £ KlrkiiDton 





'Wllti, SDmcnet uid Wejt 
Junction 


Kouih.::": 



Tork and Nortli Miilland — LeedtS 

ExteDtion ...,. I 

Tork ind Sorlfi Midland— Whitbjj 

'Yatk sod Nortli IlidLud— WidsilinE) 

»nd Enlargemfni / 

TorkiliiceiuidGLuEDMUsioa 



l,3W.tMI0 

ses.ooo 



^ 2J3.379.U0 2M,DS0.7U 



RAILWAYS 



FOB WHICH ACTS WERE OBTAINED, BUT WHICH HATE CEASED 
TO EXIST AS INDEPENDENT LINES. 



Avrdrie and BathgcUe Leased by the Edinburgh and Glas- 
gow Railway. 

Ashton, Staleybridge, and Liver- Bought by the Manchester and 
pool Junction. Leeds Railway, and purchase con- 

firmed by Act of Parliament. 

Ardrossan Railway Bought by the Glasgow, Kilmar- 
nock and Ardrossan Railway, 
under the powers of their Act 

Aylesbury Bought by the London and North- 

Westein Railway. 



Ballochney Amalgamated with the Edinbui^h 

and Glasgow Railway. 

Bedford, London^ and Birmingham Leased to the London and North- 
Western Railway. 

Berks and Hants Bought by the Great Western Rail- 
way. 

Birmingham and Derby Amalgamated with the Midland 

Counties and North Midland 
Railways, under the name of the 
Midland Railway. 

Birmingham and Gloucester .... Leased in perpetuity by the Mid- 
land Railway. 

Birmingham and Oxford Junction^ 

Birmingham, Wolverliamptont and > Amalgamated with each other. 
Dudley. ) 



262 



AMALGAMATED RAILWAYS. 



Birmingham, Lichfield and Man- Bought by the London and North 
Chester. Western Hallway. 

Bishop* s Auckland and Weardale Bought by the Wear Valley Rail- 
way. 

(Amalgainated with the Man- 
chester, Bury, and Rossendale 
Railway, under the name of the 
East Lancashire Railway; con- 
firmed by Act of Parliament. 

Bolton and Leigh, and Kenyan and Amalgamated with the Liverpool 
Leigh, and Manchester Railway, and 

forms part of the London and 
North- Western Railway. 

Bolton and Preston Amalgamated with the Manchester 

and Leeds Railway. 

Brandling Junction Bought by the Newcastle and Dar- 
lington Junction Railway, and 
forms part of the York and New* 
castle Railway. 

(Bought by the Brighton Railway, 
and form part of the London 
Brighton and South Coast Bail- 
way. 

Bristol and Exeter Worked under a short Lease by the 

Great Western Railway. 

Bristol and Gloucester Leased in perpetuity by the Mid- 
land Railway. 

Buckinghamshire Leased in perpetuity to the London 

and North- Western Railway. 



Canterbury and Wliitstable Bought by the South Eastern Rail- 
way. 

Oieltenham and Great Western Bought by the Great Western Rail- 
Union. way. 



AMALGAMATED RAILWAYS. 263 


Chester and Birkenhead 


Amalgamated with the Birkenhead, 
Lancashire and Cheshire Junc- 
tion Railway. 


Chester and Crewe 


Bought by the Grand Junction 
Bailway, and forms part of the 
London and North Western 
Bailway. 


Clarence and Hartlepool 


Bought by the York and New-i 
castle B[ailway. 


CUmmel and Thurles, 


Bought by the Great Southern and 
Western Railway. 


^^ W^^ 99WWW%0 ^ ^^WW^^ ^b #w*^W W^^^ 9 w ■vwVSVvVVi 


Clvdesdale Junction ..••••.... 


Amalgamated with the Caledonian 
Rulwayv 


^^ ^ yw ^^^^^^^ ^^^^^F^^^ ^^ ^^^w ^ ^r ^ ^^r ^^ w w V V 9 » • w • w 


Coventry f Nuneaton, Birmingham 
and Leicester. 


I Bought by the London and North 
Western Railway. 


Croydon and Epsom 


Bought by the Croydon Railway. . 


Direit London and Portsmouth 
Railway, 


Amalgamated with the London and 
Brighton and South Coast Rail- 




. way. 


Durham Junction 


Bought by the York and Newcastle 
Bailway. 


^K^r ^^p m ■ ^ ^^r wm^ ^^ ^^r » ■ .* ^ ^ ^^ "^W^ 99 Vw VV WW Bw 9 9 


Durham and Sunderland 


Bought by the Newcastle and Dar- 
lington Railway, forming part of 
the York and Newcastle RaiT- 




way. 


Dunstable .......•••.•■• 


Bought by the London and North 
Western Railway. 


^^^^ ^^* * ^'^v ^ ^^v ^^ ^ V VV 9 9 wV vV 'V V9 WW VVVw ^B ■ 


Eastern Union and Hadleigh Junc- 
tion, 


Bought by the Eastern Union 
Railway. 



264 AMALGAMATED RAILWAYS. 

Edinburgh and Dalkeith Bought by the North British BaSi- 

way. 

Edinburgh and Hawick Bought by the North Biitiah Hall- 
way. 

Edinburgh and Bathgate Leased by the Edinburgh and Glas- 
gow Railway. 

Edinburgh, Leith and Granton . . Amalgamated with the Edinbmgh 

and Northern B.ailway. 

Erewash Valley Bought by the Midland Railway. 

Ely and Huntingdon To be amalgamated with the Lynn 

and Ely and Ljrnn and Dereham 
Railways, under the name of the 
East Anglian Railways, and the 
whole leased in perpetuity by the 
Eastern Counties Railway. 

Exeter and Crediton Leased '(by the Bristol and Exeter 

Railway. 

Exeter and Exmouth To be leased by the London and 

and Souih Western Railway. 



Glasgow, Airdrie and Monklands Leased by the Edinbmgh and 
Junction, Glasgow Railway. 

Glasgow, Barrhead and Neilston, . Leased to the Caledonian Railway. 

Glasgow and Belfast Union .... Sold to the Glasgow, Paisley, Kil- 
marnock and Ayr Railway. 

Gl{isgow, Dumfries and Carlisle . . Amalgamated with the Glasgow, 

Paisley, Kilmarnock and Ayr 
Railway. 

Glasgow, Gamkirk and Coatbridge Bought by the Caledonian Railway. 

Glasgow, Paisley, and Greenock, . Leased to the Caledonian Railway, 

the lease to come into operation 
on the opening of the latter Rail- 
way. 



AMALGAMATED RAILWAYS. 



265 



Glasgow Southern Terminal Sold to the Glasgow, Barrhead 

and Neilston Railway ; the whole 
leased to the Caledonian. 

Gloucester and Dean Forest Bought hy the South Wales Bail- 
way. 

Grand Junction Amalgamated with the London fmd 

Birmingham, under the name of 
the London and North Western 
Railway. 

Great Grimsby and Shtffield • » . . Amalgamated with {he Sheffield 

and Manchester and Sheffield and 
Lincolnshire Junction Railways 
under the name of the Manchester, 
Sheffield, and Lincolnshire Rail* 
way. 

Great Leinster and Munster Amalgamated with the Wexford, 

Carlow and Duhlin Junction 
Railway, under the name of the 
Irish South Eastern Railway. 

Great North of England Clarence Bought hy the York and Newcastle 
and Hartlepool Railway. Railway. 

Great Western and Wycombe . . . . ) Bought by the Great Western 
Great Western and Uxbridge .... } Railway. 

Great North of England Leased in perpetuity by the York 

and NewcasUe Railway. 

Great North of Scotland To be amalgamated with the Aber- 
deen Railway. 

Greenwich Railway Leased in perpetuity by the South 

Eastern Railway. 

Gravesend and Rochester Bought by the South Eastern Rail- 
way. 

aZuMd £x7r«"<,V. and P^i^X ^"«'" ^^ *« South-Wertem Bui- 
mouth and Fareham. ) *^* 



8 



266 



AMALGAMATED RAILWAYS. 



Huddersfield and Manchester Rail- Leased by the London aod North- 
way and CanaL Western lUdlway. 

Huddersfield and Sheffield Junction Amalgamated with the Manchester 

and Leeds Railway. 

Hull and Selhy Leased to the York and North Mid- 
land and the Manchester and I 
Leeds Railways conjointly. 



Lancaster and Preston Leased by the Lancaster and Car- 
lisle Railway for 21 years. 

Leeds, Dewsbury and Manchester . . Leased by the London and North 

Western Railway. 

Leeds and Bradford Leased by the Midland Railway. 

Leeds and Selby Bought by the York and North 

Midland Railway. 

Leicester and Swannington Bought by the Midlands Railway. 

Liverpool, Ormskirk, and Preston Amalgamated with the East Lan- 
cashire Railway. 

Liverpool and Bury Amalgamated with the Manchester 

and Leeds Railway. 

Liverpool and Manchester Amalgamated with the Grand Junc- 
tion Railway, and forms part of 
the London and North- Western 
Railway. 

London and Birmingham Amalgamated with the Grand 

Junction, and the Manchester and 
Birmingham under the name of 
the London and North- Western 
Railway. 

, , J D • I r Amalgamated under the name of 

London and Brighton } ^^^ London, Brighton, and South 

Lndono and Croydon (^ Coast Railway. 

Lotvesloff Railway Leased by the Norfolk Railway. 



AMALGAMATED RAILWAYS. 



267 



Lynn and Ely . . . 
Lynn and Dereham 



To- be amalgamated with the Ely 
and Hmitmgdon Railway, und^ 
the name of the East Angliam 
Railway, and the whole to be 
leased in peipetaity by the East- 
em Counties Railway. 



^aldon, Wiiham and Braintree . . Bought by the Eastern Coimties 

Railway. 

Mancheiter and Birmingham .... Amalgamated with the London and 

Birmingham and the Q^uid Jdnc^ 
tion, under the name of the 
London and North- Western Rail- 
way. 

Manchester and Lincoln Union . . Amalgamated widi the Sheffield 

and Lincolnshire Junction, and 
forms part of the Manchester, 
Sheffield and Lincolnshire Rail- 
way. 

Manchester, Bolton, and Bury, . . • Amalgamated with the IjCanchester 

and Leeds Railway. 

Manchester, Bury, and Rossendale . Amalgamated with the Blackburn 

and Preston Railway, under the 
name of the East Lancaslure 
Railway. ^ 



Midland Counties , 



Amalgamated witl^the Birmingham 

andDerby an^tUe North Midland 
Railways, under -thename of the 
MidUAd Railway. 

Monkland and Kirkintilloch .... To be amalgamated with the Edin- 
burgh and Gla^w Railway. 

Monmouth and Hereford Bought by the Qreat Western. 

Morecambe Amalgamated with the North West- 
em Railway. 



• S 



268 AMALGAMATED RAILWAYS. 


Newcastle and North Shields 


. . . . Amalgamated with the Newcastle 
and Berwick Railway. 


Newcastle and Darlington . . 


.... Fonnsy with purchases, the York' 
and Newcasde Railway. 


Newmarket and Chesterford 


.... Leased hy the Eastern Counties 
Railway. 


Northern and Eastern ...... 


.... Amalgamated with the Eastern 
Counties Railway. 


NorthMidland 


. . . . Amalgamated with the Midland 
Counties and the Birmingham 
and Derby Railways, under the 
name of the Midland Railway. 


North Wales Mineral 


, , . , ATnAVamflted with tTi« Shrpw^ibnTV, 




Oswesty and Chester Junction 
Railway, under the name of the 
Shrewsbury and Chester Railway. 


Norwich and Brandon 


. . . . Amalgamated with the Yarmouth 
and Norwich Railway under the 
name of the Norfolk Railway. 


North Union 


.... Leased by the London and North- 
Western and the Manchester and 
Leeds Railway conjointly. 



Oxford and Rugby Bought by the Great Western. 



Oxford, Worcester and Wolver- Leased in perpetuity by the Great 
hampton. Western Railway. 



Polloc and Oovan Bought by the Caledonian Railway. 

Pontop and South Shields Bought by the York and Newcastle 

Railway. 



AMALGAMATED RAILWAYS. 269 

Reading f GuUd{ford and Reigate , , Leased in perpetuity by the South 

Eastern Railway. 

Richmond Bought by the London and South- 
Western Railway. 



Scottish Central Leased by the London and North 

Western, the Lancaster and Car- 
lisle, and the Caledonian Rail- 
ways. 



/^Amalgamated with the Great 

Sheffield, Ashtm-under.Lyne and g™»^y and Sheffield Junction 

Manchester J Railway a^d the Gnmsby Docks, 

_, _ ,. . * , ,. -. I under the name of the Manchester, 

Sheffield andLmcolnthtre Junction \ Sheffield and Lincohishire Rail- 

V way. 



Sheffield, Rotherham, Bamsleyt Amalgamated with the Manchester 
Wafield and Goole. and Leeds Railway. 

Shrewsbury, Oswestry and Chester Amalgamated with the North Wales 
Junction. Mmeral, under the name of the 

Shrewsbury and Chester Junc- 
tion Railway. 

Shrewsbury, Wolverhampton and Amalgamated with the Shrewsbury 
South Staffordshire Junction, and Birmingham Railway. 

Shropshire Union Railways and Leased by the London and Noxth 
Canal. Western Railway. 

Sheffield and Rotherham Bought by the Midland Railway. 

Slamannan TTo be amalgamated with the £din- 

Slamannan and Borrowstouness \ burgh and Glasgow Railway. 

Southampton and Dorchester .... Leased to the London and South- 
western. 

South Staffordshire Junction .... Amalgamated with the Trent 

Valley, Midlands and Grand 
Junction Railway, under the 
name of the SouUi Stafibrdahire 
Railway. 



270 



AMALGAMATED RAILWAYS. 



South Wales Leased in perpetuity by the GiMt 

Western Railway. 

Stanhope and Tifne Amalgamated with the Stockton 

and Darlington Railway. 

Stamford and Spalding ........ Bought by the Great Northern 

Railway. 

Stockton and Darlington Bought by the Wear Valley Rail- 
way. 



Trent Valley Bought by the London and North- 
western Railway. 

Trent Valley, Midlands and Grand Amalgamated with the South Staf- 
Junction, fordshire Junction Railway. 



Wakefield, Pontefract and Goole, . Amalgamated with the Manchester 

and Leeds Railway. 

Wear Valley ^ Amalgamated with the Bishop's 

Wear and Derwend > Auckland and Wear Yale Rail- 

Weardale Extension J way, and with each other. 

West London Leased by the London and North- 
western and the Great Western 
Railways conjointly. 

West Riding Union Amalgamated with the Manchester 

and Leeds Railway. 

Wexford, Carlow and Dublin .... Amalgamated with the Great Lein- 

ster and Uunster, under the name 
of the Irish South Eastern Rail- 
way. 

Whitby and Pickering Bought by the York and North 

Midland Railway. 



AMALGAMATED RAILWAYS. 



271 



fViltSj Somerset and Weymouth . . Leased to the Great Western Rail- 
way. 

mshaw and Coltness \\ To be leased by the Edinburgh and 

CoSr* ^'^"'''^'''^ ''"''/ Glasgow Railway. 

fVisbeachf St. Ives and Cambridge Bought by the Eastern Counties 
Junction. Railway. 



Yarmouth and Norwich Amalgamated with the Yarmouth 

and Norwich Railway, under the 
name of the Norfolk Railway. 



272 PRICES OF SHARES EACH HAI.F 


TABLE, sliewiiig the amouDt paid per Sb*rc 


and the Pbicb of 
preoediDg 




II 


1839. 


IMO. 




NAME UP BAH-WAY. 


1 .| rr.-™. 


1? 


/Visf. 






4^,.. 


/»ft 


rim. 


M, 




d P rft 


1 
2 

s 
1 

so 

50 
20 


Si 
s' 

1 

1 

!S 

i 
i 


s 

15 

m 
m 

11 

„S' 

90 


3i 

'Is 

ii 


to 

1 

1 

30 

i 

95 

30 
90 

«» 

? 

ii) 


t 

63 


! 

in 

i 

lio 

W 
































































































































NorthUnion 








































•ATe«g=. 



EAR FOR EIGHT YEARS. 27.1 


.uiwiv Shares on the IM of January and Ut of Jolj in each of ihe 


ight y«r>. 


18«. 


18)3. 


1M3. 


IM1. 


1M5. 


1840. 


■i 


ena. 


1^ ^""' 


ia| '""■ 


!:«! ^^' 


I~ft*r 


h 


P»«. 


■^ 


hn. 


/-is- 


29 .. £^ 


■«;.» 


/»(j- 


|S.„» 


/i/y 


1^ 


/=»./«;» 


95 


r„n 


luli 


A 


» 




"^ 


ss 




^ 


ss 




S5 






00 


IU» Si 49 








SG 




m m 


134 






188 










:» 












30 40 












3e 




70 . ! ii 








70 


W 






75 


B5 


70 













ft" 1 3U as 








SO 




30 








50 














'm 












'w 


■w 
















M ai 1 S3 




JG 


SO 








25 


31 


'3G 
















50 






























M 31 1 .. 




SS,33 


M 


3S 










!MJ 




74 






!« 












35 








IS 










100 Im'iW :i(10|l95 SOI 












!3H 






as 








as 1 s.'. fi7 1 «5 Bu , (w 


70 






)W 


.55 












M 






100 
















m 
















SO 


















«1 87 k ' 47i' SB i tu 


47J 




40 


m^m 


ItH 


17J 








Ltifi 


lil« 


!«« IM 1§3 IW 191 199 


100 


SS3 








100 


















48 


[m '*« 


7B 




S9 


95 


H 






•i^l' i" K 'wi \ lb 


■13) 










■m 




13 










G •19{' » 4 


•la, 




'g 






•isi 












■16J IS 


9 '1(4 5 1 < 


iiS' 













9 












.. uu ,11(9 »14 








m 


i43 


im' 






a 




» 


40 1 i% 




40 1 m 






53 


S« 










^ 






! Il^i? 


70 lOS 


lOg 


;o 


M 


u 


93 
50 


ISG 


112 




7(i 


fn 




r»™' 


Mid 


land 


Sta 














DO 


Ml M 44 100 i 40 ; a§ 


liH) 

100 


w 


s 


100 


10 


!« 


1(10 
100 


14? 


51 








■j :: 1 "jl 'a |ii ;: 


15 














80 




'*'. 






«:::.: lis 1 ..j .. 


100 




95 


100 


108 


Ilffi 


100 


.. 


»9 








45 






45 














WJ 170 177 loi) 100 113 


IDO 






100 








2sa 


SS3 


;.-. -mtm 


73 T7 TU 1 75 , 70 71 


" 


K 


" 


50 


.. 


IW 


75 
50 


sia 


tl3 




M ■ :: 1 ;.' i Si ■ :: .; 


82 




79 


Bl 


M 








113 


"* ^i ' ?? I'l"' M " 


'ii* M ' W 


^SiS 


» 


a 


43 


so 

48 


|l 


35 


40 




lUO 




100 .. 


.. 


IM 












l\i['ll'^}l 




.* 




'! 


10 


M 


16 


l<t 


i 


M 


w ! na 70 M BO , so 


JO 


M W 


50 1« 


IDC 




05 


« 


S 


iSb 


99 


•«»»(.. 



;. f J 






Sh' 



^ s a is 



sSK« :5aSj 



?l|-sl!( 



<-:pauouflMMw 



Haddtrtftid and MoHchiiier Bait- Leased by tbe Londim and North- 
ly and Canal. WeBUm Bailwaj. 

Haddenfald and Skrffitld JioKlim Amalgamated with the 
onrt Leeas B«ilwiy. 

Hull and Selby Leued to the York ud Notth Mid- 
land and the Muicheatei and 
Leeds Biilwaya conjointly. 



LaneaiUr and PrtilBtt Leand by the LaoCUter ud Cw- 

Me Railway ibi 21 yetn. 

Ltedi.DewiburaandManchciUr.. Lettted by the London and North 
Western lUilvay. 

Leedi and Bradford Leased by the Midland Railway. 

I^idi and Mby Bauf[ht b; the York and North 

Midland Railway. 

dteiltr and Saaaningtm Bought by tbe Midlands Rulway. 

•terpoal, Ormtkirk, and Pretlm Amalg:amated with the Eaat Lan- 
ca^ire Railway. 

LiverjMol and Bury Amalgamated with the Manche«te( 

and Leeds Railway. 

Liiierpaol and Maaeheiler Amalgamated with Ihe Grand Junc- 
tion Railway, and forma put of 
the London and North- Weatam 
Railway. 

Londaa aad Birmingham Amalgamated with the Orand 

Junction, and the Manchester and 
Birmingham under the name of 
the Londou and North-Weatem 

C Amalgamated under the name of 

on and Itrighlon } (|,g London, Brightlm, and Sooth 

"" ""^ Croydon ^ ^oasl Railway. 

slof Railumy Leased by the Norfolk Rulway. 



AMALGAMATED RAILWAYS. 



267 



To be amalgamated with the Ely 
and Huntingdon Railway, imder 

Lynn and Ely J the name of the East Anglian 

Lynn and Dereham \ Railway, and the whole to be 

leased in perpetuity by the East- 
ern Counties Railway. 

>Mald(m, Wiiham and Braintree . . Bought by the Eastern Counties 

Railway. 

MancJietter and Birmingham .... Amalgamated with the London and 

Birmingham and the Gr^d Junc- 
tion, under the name of the 
London and North-Western Rail- 
way. 

Manchester and Lincoln Union . . Amalgamated with the Sheffield 

and Lincolnshire Junction, and 
forms part of the Manchester, 
Sheffield and Lincolnshire Rail- 
way. 

Manchester t Bolton, and Bury. . . . Amalgamated with the Manchester 

and Leeds Railway. 

Manchester, Bury, and Rossendale . Amalgamated with the Blackburn 

and Preston Railway, under the 
name of the East Lancashire 
Railway. ^ 

> 

Midland Counties Amalgamated witl^the Birmingham 

and Derby and the North Midland 
Railways, under the name of the 
MidlAiid Railway. 

Monkland and Kirkintilloch .... To be amalgamated with the Edin- 
burgh and Glasgow Railway. 

Monmouth and Hereford Bought by the Great Western. 

Morecambe Amalgamated with the North West- 
ern Railway. 



8S 



268 



AMALGAMATED RAILWAYS. 



Newcastle and North Shields .... Amalgamated ¥rith the Newcastle 

and Berwick Railway. 

Newcastle and Darlington Forms, with purchases, the York 

and Newcastle Railway. 

Newmarket and Chesterford .... Leased hy the Eastern Counties 

Railway. 

Northern and Eastern Amalgamated with the Eastern 

Counties Railway. 

North Midland Amalgamated with the Midland 

Counties and the Birmingham 
and Derby Railways, under the 
name of the Midland Railway. 

North Wales Mineral Amalgamated with the Shrewsbury, 

Oswesty and Chester Junction 
Railway, imder the name of the 
Shrewsbury and Chester Railway. 

Norwich and Brandon Amalgamated with the Yarmouth 

and Norwich Railway under the 
name of the Norfolk Railway. 

North Union Leased hy the London and North- 
Western and the Manchester and 
Leeds Railway conjointly. 



Oxford and Rugby Bought by the Great Western. 



Oafordt Worcester and Wolver- Leased in perpetuity by the Great 
fiampton. Western Railway. 



Polloc aitd Oovan Bought by the Caledonian Railway. 

Pontop and South Shields Bought by the York and Newcastle 

Railway. 





AMALGAMATED RAILWAYS. 269 

Reading, Guildford ixnd Reigate , , Leased in perpetuity by the South 

Eastern Railway. 

Richmond Bought by the London and South- 
Western Railway. 



SeotHth Central Leased by the London and M<xrth 

Western, the Lancaster and Car- 
lisle, and the Caledonian Rail- 
ways. 

/'Amalgamated with the Oreat 

Sfu^ld, Jshton-under-Lyne and I S'T'^ and Shrffteld Jmction 

Manchester, J Railway and the Gnmsby Dodks, 

or^.j jr. .^. r .• I uuder the uame 01 tho Manchetter, 

5Mfe« andLincotmhtre Junctum I 3^^^^!^ ^^ LincoUiahire Rail- 

V. way. 

Sheffield, Rotherham, Bamsley, Amalgamated with the Manchester 
Wafield and Goole. and Leeds Railway. 

Shrewsbury, Oswestry and Chester Amalgamated with the North Wales 
Junction, Mineral, under the name of the 

Shrewsbury and Chester Junc- 
tion Railway. 

Shrewsbury, Wolverhampton and Amalgamated with the Shrewsbury 
South Staffordshire Junction, and Binningham Railway. 

Shropshire Union Railways and Leased by the London and North 
Canal. Western Railway. 

Sheffield and Rotherham Bought by the Midland Railway. 

Slamannan fTo be amalgamated with the Edin- 

Slamannan and Borrowstouness \ burgh and Glasgow Railway. 

Southampton and Dorchester .... Leased to the London and South- 
western. 

South Staffordshire Junction .... Amalgamated with the Trent 

Valle^jr, Midlands and Grand 
Junction Railway, under the 
name of the South Staflhrdahire 
Railway. 



270 



AMALGAMATED RAILWAYS. 



South Wales Leased in perpetuity by the Giett 

Western Railway. 

Stanhope and Tyne Amalgamated with the Stockton 

and Darlington Railway. 

Stamford and Spalding ..•».... Bought by the Great Northern 

Railway. 

Stockton and Darlington Bought hy the Wear Valley Rail- 
way. 



Trent Valley Bought hy the London and North- 
western Railway. 

Trent Valley, Midlands and Grand Amalgamated with the South Staf- 
Junction, fordshire Jimction Railway. 



Wakefield, Pontefract and Goole . . Amalgamated with the Manchester 

and Leeds Railway. 

Wear Valley ^ Amalgamated with the Bishop's 

Wear and Derwend > Auckland and Wear Vale Rul- 

Weardale Extension j way, and with each other. 

West London Leased hy the London and North- 
Western and the Great Western 
Railways conjointly. 

West Riding Union Amalgamated with the Manchester 

and Leeds Railway. 

Wexford, Carlow and Dublin .... Amalgamated with the Great Lein- 

ster and Munster, under the name 
of the Irish South Eastern Rail- 
way. 

Whitby and Pickering Bought by the York and North 

Midland Railway. 



AMALGAMATED RAILWAYS. 



271 



Wilts, Somerset and Weymouth . . Leased to the Oreat Western Rail- 
way. 

Wishaw and CoUness ' \ To be leased by the Edinburgh and 

Col^' ^"^"^""^ ""**/ Glasgow Iliiway. 

Wisbeach, St. Ives and Cambridge Bought by the Eastern Counties 
Junction. Railway. 



Yarmouth and Norwich Amalgamated with the Yarmouth 

and Norwich Rulway, under the 
name of the Norfolk Railway. 






1 (3 2 



I I 






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LIVERPOOL AND 



Coal of Locomotive Poi 



U,9)lt 3 1 2,419 ; 



MANCHESTER RAILWAY. 













ling 20th June, 1845. 




for 


Six Months, enc 










Enginemen's 


Materials 


Wages 


Proportion of 






WcuU. 


and Firemen*s 


for 


for 


General 


Total Cost. 










Wages. 


Repairs. 


Repairs. 


Charges. 






£. 


s. 


d. 


£. s. d. 


£. *. d. 


£. s. d. 


£. 8. d. 


£. s. d. 







6 


8 


42 18 8 


82 19 8 


11 3 9 


73 12 4 


2(«3 19 







5 


5 


31 14 8 


7 


4 7 11 


67 16 6 


160 2 3 







5 


7 


35 18 8 


1 13 6 


9 2 8 


65 16 4 


180 12 3 







ft 


9 


34 1 4 


20 14 7 


23 3 8 


61 12 


201 4 8 







5 


5 


33 12 


3 3 3 


6 8 


67 3 6 


156 10 4 







6 


4 


32 13 4 


1 16 3 


5 14 5 


60 3 9 


167 8 8 







5 





30 16 


2 16 3 


2 9 


55 15 11 


151 17 4 







5 





33 2 8 


16 11 


3 17 5 


67 10 7 


167 11 8 







8 


4 


49 18 8 


23 4 11 


22 4 6 


89 2 2 


278 16 6 







5 


7 


35 15 9h 


9 15 6 


32 3 10 


57 3 1 


199 9 







6 


9 


40 IG 8 


2 9 2 


7 6 


67 16 5 


195 9 7 







6 


6 


42 4 


17 10 11 


11 12 7 


64 16 10 


208 10 10 







5 


4 


36 12 8 


3 15 2 


27 15 5 


61 17 11 


177 6 10 







6 


5 


38 14 8 


4 9 10 


13 10 6 


64 17 11 


196 13 







4 11 


26 16 8 


16 6 


18 18 9 


46 10 9 


187 17 1 







3 


8 


•M 16 10 


19 1 


3 4 8 


38 7 


109 4 3 







4 


4 


25 5 


18 2 


14 3 


44 1 11 


117 16 6 







2 


4 


14 


4 6 


5 


24 6 6 


64 9 10 










5 


2 16 


• • 


• • 


2 17 4 


8 18 11 







5 


8 


33 2 8 


10 8 


6 9 11 


66 13 8 


162 1 







6 


3 


33 9 8 


2 17 4 


22 2 6 


61 16 11 


170 8 







5 


2 


26 14 2 


12 2 


9 9 2 


45 18 9 


\'i» 12 6 







9 


1 


51 6 8 


2 9 


8 17 9 


44 17 1 


176 18 6 







8 


6 


52 8 


10 4 


11 16 7 


46 6 9 


174 2 







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6 


54 12 


5 5 


12 1 


47 17 9 


192 7 6 







7 


U 


46 4 


8 2 2 


19 6 9 


42 4 6 


176 19 10 







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51 16 


5 2 9 


14 16 2 


44 19 3 


189 11 8 







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11 


54 12 


16 9 11 


13 6 3 


47 2 7 


206 8 10 







5 


7 


56 9 4 


4 9 2 


5 15 3 


47 14 6 


1h6 19 11 







5 


7 


56 18 8 


3 1 7 


7 1 3 


46 9 7 


18:; 16 4 







6 


10 


58 16 


2 10 10 


10 13 10 


66 10 6 


247 6 2 







7 


3 


63 5 9 


5 9 9 


10 12 2 


66 14 9 


242 2 4 







/ 


11 


€4 17 4 


11 4 


8 19 9 


71 12 4 


256 8 1 







6 


7 


45 4 3 


2 12 2 


6 7 11 


61 8 8 


192 5 11 







15 


8 


49 4 8 


99 19 8 


27 10 11 


48 4 S 


317 6 







9 


6 


34 2 5 


98 19 11 


28 8 8 


30 18 2 


262 9 6 







6 


4 


32 4 


8 15 10 


25 2 1 


89 18 


167 10 10 










G 


2 16 


11 4 


2 18 3 


4 11 


16 7 6 







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9 11 4 


3 6 8 


12 14 8 


11 14 


63 8 







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34 7 1 


3 18 10 


25 11 7 


86 18 11 


168 19 6 









7 


46 I 8 


13 6 5 


23 6 3 


47 6 11 


211 17 6 




12 


12 


4 


1,570 2 4^ 


468 4 1 


606 16 


2,087 18 2 


7,199 2 4 



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393 

COM PAR ATI VB STATEMENT 

■ctoal E.p™e tor LoeomoUve Fdwm, oo tha Uc™i WM«m .nd LoDdan .od 
Bl™a.(.h.m lUilw«,.iB the flTa«>n«c"tL.e Half 1: rat. eDdmg ontli» 30 Ji 


lU June. 18U. 


W^^ 




u.sis.m 


23,395.!m 




^•SM 


£Ml,4i7 
84.756 






£3!ia.mi 


£336,194 


m.m 


£33,95+ 


U) December, 1943. 


29,S84.HI 


3A,9ei4S3 




£m.m 


£.H7.4M 
94 .371 






£3?l,3ia 


fi4M,3s; 


i33,39* 


jfial,!!!! 


(JlJun..!8M. 


!H,0T7.fl8! 


i1.fi64,B7B 




i:2BS.M! 

ro,8« 


^"o:?S» 






£389 .!S1 


*4(l5,>fi9 


£34,931 


£MfiOS 


(4) DKemlKr. 1M4. 


um.ist 


3],]!2.3aj 




jGSJS.oai 


£344,933 








i4.1»,lflO 1 £4i0.4;D 


OJ,JUJ 1 fM.Hfi 


.■3; Ju„.. .345. 


M,i)67.JiJ a«,rsa,3M 




^^:S i "SS 






£t».lU 1 £+l7,m 






■ 



294 



Abstract of Locomotive Expenditure for Six Months ending the ZOih 

day of June 1 1845. 



TRAFFIC. 

Englnemen's and firemen's wages, in- 1 

eluding great coats and premiums . . J 
Wages for cleaning and ligliting fires i 

in engines j 

Waste oil, and other stores for ditto 

5,364| tons of coke, at :!4s. per ton 

Wages to engine turners, and labourers) 

turning eni^ineB and cleaning pits . . j 
12,308 lbs. of oil used by enginenien, at \ 

4s. 8d. per lb / 

6.200 lbs. of tallow, ditto, at 5d. per lb. . 
Waste flax and small stores for ditto. . . . 
firewood for lighting engines, and coke) 

for warming shops, &c / 

Proportion of salaries for management, i 

clerks, and storekeepers ) 

Ditto of lishting buildings 

Water 

Totals of traffic dS 



Passengers. 



1,880 
898 



s, 

5 

1 



d. 
H 




208 2 lOi 
4,398 17 10 

186 4 1| 



182 
80 



2 
3 



172 11 
214 10 



:] 



REPAIRS. 

Wages of workmen 

Cost of materials , 

Tools and machinery employed in re 
pairs, with oil, waste, &c., for clean 
ing ditto 

Proportion of management, clerks, and ^ 
storekeepers / 

Ditto of lighting shops 

Total for repairs 

Amount expended in reconstruction of 
old stock 

Total expenditure 



20 
343 



6 
1 



8,584 6 



2 
6 

8i 



8 

'i 



Ooods. 



dB s. 

475 11 



"3: 

5 



Toial, 



260 

82 
2,162 

61 








2 




6 



2 



60 
27 10 

59 12 
71 10 



1,981 
1,483 



3 
1 



2 
3 



342 6 10 



395 
43 13 




6 



} 



4,245 4 
1,494 16 



9 
6 



171 




10 















3,437 17 11 



2.85S 17 



1,158 

290 
6,661 

247 



1 

2JL0I 
4 



342 2 
107 13 



232 
284 



3 




352 11 
410 



6 




88 



98 14 
11 



960 5 






'6 



37 6 
614 II 



2.S83 14 
1,893 1 



If 

3 
« 



8 



8 
3 



4S0 6 10 

493 14 
64 18 6 

1,494 16 6 



18,722 10 9 



Length of line worked, 94 miles. Number of engine stations, 6. 

Number of people employed per 1,000 miles run by the engines 1*66. 



MILEAGE.— Passenger Trains. 

Number of miles run 

Ditto by extra engines coupled to and assisting ditto 
Proportion of miles run by tunnel and incline engines 
No. of hours piloted by pilot engines, and miles run 

Goods Trains. 

Number of miles run 

Ditto by extra engines coupled to and assisting ditto 
Proportion of miles run by tunnel and incline engines 
No. of hours piloted by pilot engines, and miles run 
Reconstructing engines and tenders 



318,205 costhigl ^ m, d. 
14,122 „ I 

„ fl2,829 10 10 
4,608 „ J 



Total miles 



66,440 
15,977 

l.%977 



if J 



4,S96 3 6 
1,194 16 6 



435,329 Total ^^18,723 10 9 



Total miles by passenger trains 318,206 

Ditto goods trains 66,440 

Ditto empty and assisting 60,684 



RAILWAY STATISTICS. 



RAILWAY TERMINI IN THE METROPOLIS. 



In the last Session of Parliament the following projects for 
establishing Railway Termini within or in the immediate vicinity 
of the Metropohs were brought before the House, and by com- 
mand of the Queen were referred to Commissioners to examine 
and Report thereon : — 

1. An Extension of the Eastern Counties Railway towards Finsbury- 

square. 

2. An Extension of the Eastern Counties Railway to Fore-street. 

3. The Tottenham and Farringdon-street Terminus. 

4. The London and Birmingham Terminus at Farringdon-street. 

5. The Direct London and Manchester Line, and the London and 

Manchester Extension to the City. 

6. The North London Junction Railway. 

7. The Regent's Canal Railway. 

8. The Direct Northern Railway Terminus in Holbom. 

9. The Extension of the London and Birmingham to the East and 

West India Docks. 

10. The Central Terminus in Farringdon-street. 

11. The Great Western, Brentford and Central Junction Terminus 

Railway. 

12. The Thames* Embankment Central Terminus. 

13. The London Railway. 

1 4 . The London Connecting Railway and Railway Transit Line. 

15. The National Junction Railway and City of London Terminus 

Company. 

16. The North Kent Railway. 

17. South- Eastern Extension to Waterloo Bridge. 

18. The South Western Extension from the York-road to London 

Bridge. 

19. The West-end and Southern Counties Railway. 



296 



RAILWAY STATISTICS. 



The Commissioners made the following 

REPORT. 

1. That on the North of the Thames, no Railway now before Par- 
liament or projected be permitted to come within the limits described 
in our instructions. 

2. That if at any time hereafter it should be deemed advisable to 
admit Railways within those limits, this should be done in conformity 
with some uniform plan, carefully laid down under the authority of 
your Majesty's Government, and sanctioned by the wisdom of Parlia- 
ment ; and that under no circumstances should the thoronghfeures of 
the metropolis, and the property and comfort of its inhabitants, be 
surrendered to separate schemes, brought forward at different times, 
and without reference to each other. 

3. That on the South of the Thames, either the North Kent Rail- 
way be permitted to have its terminus in Uuion-street, and to join tlie 
terminus of the South- Western Railway, at Waterloo Bridge ; or that 
the South-Eastem Railway be permitted to extend to Waterloo 
Bridge ; accordingly as one or other of these lines may, upon a com- 
parison of their general merits, receive the sanction of Parliament, 
and subject, in either case to the conditions which we have pointed out 
in this Report. 

4. That the Extension of the South -Western Railway to London 
Bridge be permitted, subject to the conditions pointed out in thii 
Report. 

5. That a communication between the Railways approaching Lon- 
don on the North and South sides of the river, and a connection 
between them and the Docks being desirable, this should be effected 
by a Railway encircling the metropolis, crossing the Thames at some 
point west of Yauxhall Bridge, and not coming within the limits of 
our enquiry on the North side of the river. 



WhUe.haU,jHne21, 1846. 



(l. 


s.) 


Canning. 




(l. 


s.) 


Dalhousie. 




(l. 


s.) 


John Johnson, 


Mayor. 


(l. 


s.) 


J. C. Herries. 




(t. 


s.) 


J. M. F. Smith. 





RAILWAY DEPOSITS. 



1846. 

Total amount paid to the Court of 
Chancery in England, under Standing 
Orders of the House of Commons on ac- 
count of Railway Companies applying for 
Acts in the Year 1846 £11,396,783 9 10 

Total amount paid to the Court of 
Chancery in Ireland, on account of Irish 
Railway Companies applying for Acts in 
the Year 1846 •- 928,663 10 

Total amount paid to the Court op 
Exchequer in Scotland, on account of 
Scotch Railway Companies applying for 
Acts in the Year 1846 2,323,371 10 



Gross Total . - - . £ 14,648,818 9 10 



1845. 

Total amount paid to the Court of 
Chancery in England, on account of 
Railway Compames applying for Acts in 
the Year 1845 3,444,306 5 

Total amount paid to ditto for Ireland 373,812 10 

Total amount paid to ditto for Scotland 180,763 15 



Gross Total £ 3,998,882 10 



u 



STATEMENT OF THE NUMBER OF MILBS OF 

RAILWAY COMPLETED AND IN PROGRESS 

SPECIFTINO THE 

DIFFERENT WIDTHS OF GAUGE. 



Sanctioned previous to 1844 — Milet 

Wide Gauge of Seven Feet 274 

Six Feet Two Inches (intended to be altered to 5 feet\ «. 

3 inches— Ulster) J 

Five Feet Three Inches (Dublin and Drogheda) . . . . 82 
Five Feet Six Inches (intended to be altered to 4 feet*^ 
8^ inches — Arbroath and Forfar and Dundee and > 32 

Arbroath) J 

Four Feet Eight-and-a-half Inches 1,901 



Total miles previous to 1844 . . . . 2,264 



Sanctioned in 1844 — 

Seven Feet Gauge 69 

Five Feet Three Inches (Ireland) 122| 

Four Feet Eight- and- a-half Inches 602| 

Total miles sanctioned in 1844 . . . . 787| 

Sanctioned in 1845 — 

Seven Feet Gauge 491| 

Five Feet Three Inches (Ireland) 644| 

Four Feet Eight-and-a-half Inches 1,611 

Total miles sanctioned in 1845 . . . . 2,746| 

Sanctioned in 1846 — 

Seven Feet Gauge 385] 

Five Feet Three Inches (Ireland) 673| 

Four Feet Eight-and-a-half Inches 8,466 

Total miles sanctioned in 1846 . . . . 4,524| 



Totals of Miles Sanctioned in the United Kingdom — 

Seven Feet, or Broad Gauge - 1,214| Milet 

Five Feet Three Inches, or Irish Gauge . . 1,497 J „ 
Four Feet Eight- and- a- half Inches . . 7,61 1 1 



tt 



Total 10,S22| „ 



RAILWAY STATISTICS (IRELAND). 299 

A RETURN of the Amount of MONEY aolhoriied to be rsiwd 
by Acts of Parliamml parsed in 1844, 18*5, and 18*6, tot the 
Construction of Rulwaya in Ircl&nd. 


....o.„,. 


.s;«tf 




Ctml^uulherDuidWMKrDaHlud) 

Selfut uhI BlIlTinBDI 


1^0,000 


4M,300 


sss.ow 

l.»0.1)00 
l.MO.OUO 
WO.iiOO 

udIooo 

KW.OUO 

7M*» 


I!B,333 

s 

850,000 
400*00 

Sffi 

sa 


Dublin .odU(lIutJuDctuii.»>dN»HiBr«icti .. .. 




Cork, with Bmoeh to Llnmrtcli 

UidlmdGnatWnUmlUil<niofIrBUnd 










Tflui e 


T.176/K10 


SJW.»T 


isoiuoo 

1.KW.0UO 

300,000 

IH3.4K 

soo.ooo 
wa.ooi) 

•MO,00Q 

100.000 
Slim 
soo.ooo 

da.DDa 
400,000 

1M,000 

100.00.. 

140.000 

aMOMut 


1».S« 

l,l!330 
MO,IX)0 

!00,000 

a3,no 
iiu^oo 
looloM 

ItJNO 

'Is 

s>!6oa 
4a.«M 

COfiJKK) 












0™«l,imwr«.dlliin.MrlCu-l«.K.KilkMnj; ..1 
Ureat Lrlnileruid Uuuitet (EilkeirnT to Clonmcl) . , / 
Gr«DtSoullieriiindWH»nilUDrkEi>tcii9iiiiiJ .. ,. 




MidlnKd c:rr>t Wnteni (Liffiy Bnocb md Longford 


Midltnd Great WMlera(Uulliiipkr to Gslmij) .. .. 








Wtterrurd. WeifDiil. Wlcklow.ipdDubl'lii 

Wf^orU.Cwlow.uid Dublin Juncliaa 


8,sn.soo 


«.S30,&U 


T.'lTMiS 


s 


TciUUoflbtTlir«Y«rt * 


i.m.v» 


1>.»1.BSB 


• Incl.T ibf I Vlti. c. IM. ih- Or«l J^bi.«r ud Muutir BallaiT Coni- 
l'b*ap'LufTi'rcduud"u WO.OtXU. i'n •bun'ofSOI. ■tih. ' '' 



300 



ESTIMATE BY MR. BRUNEL, 



FOR ONE MILE OF DOUBLE LINE OF RAILS 



UPON CONTINUOUS BKARINGS SIMILAR TO THB CHCLTBirHAlI 
WSSTKRN RAILWAY AND OXFORD BRANCB. 



Timber :— 

Longitudinals 5280 ft. 14^ x 7^ x 4, say 820 loads 
Transoms, No. 880 6' fi"x 7 x 6\ _„„ «« 
„ 220 6' O^'x 7 X 5/ ^^^_ 

850 loads at 85i. 

Joint plates . . 1650, 1 ton 2 cwt., at 8/ 

Strap bolta .. 22001 

Small do. . . 2200 

Washers (large) 2200 > 7 tons 15 cwt., at 14< , 

Do. (small) 2200 

Nails .. .. 8890 j 

Rails, 7,040 yards, at 70 lbs. per yard, 220 tons, at 8/. 

Fang bolts, 14,?00, 3 lbs. each, 19 tons, at 14/. . . 

Screws, 10 in each rail, 100 gross, at 22s 

Joint-plugs, 1,376, at lis per 100 

Hard wood, 31 loads, at 85s. 

Grease 

Laying 400/., load of materials, 600 tons, say 200/. 

Contingencies .. 



1^487 10 • 
8 16 • 

108 10 r 



1,760 

286 

110 

7 

181 15 

87 

600 

100 



• 





• 






£4fiOe 11 



301 
THE ELECTRIC TELEGRAPH. 



Thb Elbctric Telegraph upon a Railway, is, independently of 
every other consideration, of great importance in'the proper working 
of the line. The officers in London, for instance, are acquainted with 
any irregularity 70 or 80 miles off within a minute after it has hi^- 
pened. Such was its principal use when first erected on the Sou&- 
Eastem Railway ; subsequently the Company have given fiudlitjr to 
the proprietors of the Times, the Morning Herald, the Mominff 
Chronicle, and other principal newspapers, to use the Telegraph wh^ 
they see fit. They use it by cipher, and therefore the officers of the 
Company are unconscious of the intelligence they may send up and 
down the line. It also communicates regularly with regard to the 
arrival of steam packets from France, the landing of any important 
personage coming up the line, &c. &c., and is likely to bmme a 
great source of profit to the Company. It is the exclusive property 
of the Company, whose agreement with the patentees, Messrs. Cooke 
and Wheatstone, for its erection was made in September, 1845, and it 
was in complete working order for the whole line and branches in 
July, 1846, at a cost of 250/. per mile. The weight of a single wire 
10^4 cwt. per mile. 

The following is a complete list of the lines upon which the Tele- 
graph is at present in use, and the patentees are busy in supplying the 
same to many other lines : — 

Ifllet. 

South-Eastem Railway 124 

Great Western (London to Slough) 18 

South- Western 94 

Midland 251 

Eastern Counties (see page 107) 169 

York and North Midland 106 

Norfolk 58 

York and Newcastle 103 

London and Croydon (Atmospheric) 10 

London and North- Western (Wolverton to Peterbro') 54 

London and Blackwall 4 

Sheffield and Manchester (through a tunnel only) . . 3 

Preston and Wyre 20 

South Devon 15 

Eastern Union 17 

North British 2 

Total .. .. 1,048 



The latter eight Companltt apply th« Tetegraph to thtir own parpoMi oaiy. 



302 



THE ELECTRIC TELEGRAPH. 



^^^W^ 



To give an idea of the mode of working the Telegraph, the fbUowing 
is a description of it, as arranged on the Ran ntbmitted to B^rliamnt 
by the South-Eastem Company in July last :-^ 



The wires marked 1, 2, 3, and 4 on the plan, extend the whoto 
tance from London to Dover. Wires 5 and 6 are introduced in par- 
ticular portions of the line. The wires of the branch lines are nun* 
bered 7, 8, and 9. Those of the branches of the Canterbury bmu^ 
are called 1,2, and 3. Between Dover and the Croydon viaduct, t^, 
wires 1,3, and 5 are on the inner side of the poles, or nearer to 1(1, 
rails ; from that point (where the poles occupy a different side jof ffce 
line) to London, they are outside. *' 

Wires 1 and 2 are employed for the '* through'' commniiicatiiHi 
between London and Dover, including interm^iate stations. At 
London there are two terminations, one at London Bridge, the other 
at the Bricklayers' Arms ; the latter will never be in circuit unless 
London gives direction, in which case London will throw itself oat. 
This series consists of seven double-needle instalments ; each instm- 
ment is provided with an alarum, which, in all cases, is placed in the 
circuit of wire 1. The instruments at Reigate, Tunbridge, Ashfordp 
and Folkestone, are each provided with a ** Silent Apparatus, '-'^ by 
means of which they are always out of the circuit, unless engaged in 
sending or receiving a message ; but the bells remain in circuit. £sch 
station can ring all the bells : when a bell rings, the clerk on duty 
turns his instrument ^' in," and looks to see if he is wanted ; if llfc 
wanted, he turns off his bell, and turns back his index to " silent." jT 
" warning" instrument will indicate when the message is finished ; 
and he then tui-ns on his bell again. By means of the ** Silent Appe* 
ratus" the intermediate stations can talk either ** up" or " down" th^ 
line at pleasure, without allowing die signal to pass through the otlier 
half of the line. 

Loud alarums are provided on the main line, at Dover, FolkestonBp . 
Ashford, Tunbridge, and Bricklayers' Arms. These are placed on 
wire 1 ; and at night, or when the derk is absent from the office, tlie 
small darum is turned offhand the loud one turned on. These alanima 
are accessible to all stations that have instruments on wires 1 and 2. 

Wires 3 and 4 are employed for the series of single-needle inatm* 
ments ; wire 3 in all cases being used for the instrument, and wire i 
for the alarum, These instruments are employed for telegraphing 
the trains, and for other business connected therewith. They an 
placed at every station, and are divided into a series of divisions. Tlie 
first division is from London to Merstham, and contains two instru- 
ments. The second is backward, from the " up" end of Merstham 
tunnel to Reigate, containing four instruments. The third is from 
Reigate to Tunbridge, five instruments. The fourth, between Ton- 
bridge and Paddock Wood, is formed by a continuation of the Maid- 
stone branch of double-needle instruments. The fifth, from Faddodc 
Wood to Ashford, six instruments. The sixth, from Ashford tb 
Dover, four instruments. 



V 






i f 



i; 



( 



THE ELECTRIC TELEORAPB. 



303 



\ 



The tannel instmmeiits and alanuns are placed on wires 5 and 6, 
so that every train may be telegraphed thronj^ the tonndl widMrat 
disturbing the telegraphing of the Sonth-Eastem Railway Company't 
trains, on wires 3 and 4, between Londcm and Merstham. Wire 5 19 
employed between Tunbridge and Paddock Wood for the alanuns of 
Maidstone Branch. 

^Loud alarmns are placed on wire 4 at Tunbridge and at Ashford. 
Any " up'' station can ring the Tunbridge alarum ; to enable Mers- 
tham and the tunnel to do £is, wires 5 and 6 at Reigate are joined at 
night, by proper apparatus, to down wires 3 and 4. The other small 
stations can ring the Ashford alarum ; Hythe is brought in by joining 
up, at night, wires 3 and 4 at Ashford. 

A distinct communication is arranged between London Bridge and 
Bricklayers' Arms, by double-needle instruments, indnding New 
Cross in the circuit. New Cross will have the power of putting itself 
in circuit if wanted, or talking to either station, without indnding the 
other. 

A series of five double-needle instruments extend from Tunbridge 
to Maidstone, including intermediate stations, with the exception of 
Yalding. The bell is on a separate wire. They baTe command of Hie f_ 
loud alarum on wire 4 at Timbridge, by an apparatus whidi wiU at ; 
night connect the bell- wire 9 with wire 4. 

A pair of double-needle instruments are established between Ton- 
bridge and Tunbridge Wells. The bell is on a separate wire. The 
wire is connected at night with the loud alanun on wire 4 at Ton- \^. 
bridge. 

Ramsgate and Ashford communicate by a series of four double- 
needle instruments, with the bell on a sqwrate wire. Tlie wire is 
connected at night with the loud ■l*rwm on No. 4 at Ashford. Be- 
tween Margate and Ramsgate is a double-needle communication, with 
an alarum on a separate wire, and means for ringing a loud aUunim at 
Ramsgate. 
Between Deal and Minster are double-needle instruments, and an 

j alarum on a separate wire, with means for introducing a loud alarum 

I at Minster, should such be deemed necessary hereafter. 

I Between Whitstable and Canterbury are double-needle instruments, 

I with an alarum on a third wire, and a loud alarum at Canterbury. 

I A distinct double-needle communication is also provided between 
Dover and Folkestone. 
The switchmen between Tunbridge and the Wells Junctioik ha:fe 

I single-needle instuments ; and wires are provided between Ashford 

1 and the Canterbury Branch. 

On the whole line there will be twenty-nine doable-needle instm- 

I ments ; twenty-three single-needle ; and nine loud alarums. Every 
station will thus be provided with the means of communicating either 

: directly or indirectly with every other station ; and all '^^vir* will be 

' able to call for assistance, or to forward any important eommunica- 

i tions at any hour of the day or night. 



304 



THE ELECTRIC TELEGRAPH. 



By the above arrangement, messages for the Maidstone Branoh 
must first be delivered to Tunbridge, and then passed on ; those for 
the Canterbury Branch must first be delivered to Ashford* Bat an 
apparatus will be provided at Tunbridge, by which London or "Dower 
will be enabled to talk along the Maidstone Branch ; and one at Ash* 
ford, by which London or Dover may talk along the Canterbury 
Branch. 



TELEGRAPH LINES IN THE UNITED STATES, 



Albany to Buffalo 
New York to Boston . . 
New York to Albany . . 
New York to Washington 
Washington to Baltimore 
Baltimore to Philadelphia 
Philadelphia to New York 
New York to Newhaven 
Newhaven to Hartford 
Hartford to Springfield 
Springfield to Boston . . 
Albany to Rochester . . 



Miles. 
850 
220 
160 
280 

40 

97 

88 

84 

80 

20 

98 
262 



1,659 



LIST 

OP THE 

OFFICES AND OFFICERS 

OP 

ALL THE RAILWAYS 

THAT HAYE 

OBTAINED ACTS OF PARLIAMENT. 



A. 

Aberdare Railway. — Offices, Aberdare. Secretary, Y. L. Lewes, £iq. 

Engineer, D. Jones, Esq. 

Aberdeen Railway, — Offices, Union-street, Aberdeen. Secretary, 
G. Keith, Esq. Engineers, W. Cubitt and A. Oibba, £s^. 

Airdrie and Bathgate Junction Raihiwy, — Offices, Railway Build- 
ings, Glasgow. 

Alford Valley Railway. — Offices, Union-street, Aberdeen. En- 
gineers, W. Cubitt and A. Gibbs, Esqrs. Secretary, W. LmIic, Esq. 

Amhergate, Boston, and Notttngkom Railway. — Offices^ Wheekr 
Gate, Nottingham. Secretary, J. Gi>agh, Esq. Engineers, J. U. 
Rastrick and I. Underwood, Esqrs. 

Arbroath and Forfar Aot/uHitf.^ Offices, Arbroath. Secretary, 
J. Macdonald, Esq. Engineer, A. Gibbs, Esq. Soporintendent, A. 

Allan, Esq. 

Ardrossan Railway. — Offices, Ardrossan. Secretary, Engineer, and 
: Superintendent, J. Mofiat, Esq. 

Ashburtonf Newton, and South Devon Railway, — Offices, Elast-stieet, 
< Ashburton. Secretary, G. Caunter, Esq. Engineer, R. Dymond, 

' Esq. 

Ayrshire, Bridge of Weir, and Port-Glasgow Junction Rashoay,'-^ 
\ Offices, Glase;ow. 

i B. 

Baflorhney Railway. — Offices, Edinburgh and Glasgow Railway 
Buildings, Glasgow. Secretary, Engineer, and Manager, A. J. Adie, 
Esq. Superintendent, Mr. P. Wilson. 



306 



INDEX TO RAILWAYS THAT 



Bedford and London and Birmingham Railway, — Offices, Bedford, 
and Euston-square Station. Secretary, T. Pearse, junior, Esq. 
Engineer, R. Stephenson, Esq. 

Belfast and Ballymena Railway. — Office, Donegall-place-buildiiigs, 
Belfast Secretary, J. Wilson, Esq. Engineer, C. Lanyon, Esq. 

Belfast and County Down Railway, — Offices, Fountain- street, Bel- 
fast Secretary, T. Ward, Esq. Engineer, J. Godwin, Esq. 

Birkenhead J Lancashire t and Cheshire Junction Railway, — Offices, 
Argyle- street, Birkenhead. Engineer, J. M. B>endel, Esq. Secretaiy, 
Captain Charlewood. 

Birmingham and Oxford Junction Railway. -^Of^ceSf Bennett's HOI, 
Birmingham. Secretary, T. Holroyd, Esq. Engineer, I. K. Brunei, 
Esq. 

Birmingham^ Lichfield^ and Manchester Railway. ^-'OfAca^ Boar- 
street, Lichfield, and Waterloo- street, Birmingham. Engineer, J. R. 
M'Clear, Esq. Secretary, J. S. Merratt, Esq. 

Birmingham^ Wolverhampton, and Dudley Railway, — Offices, Bir- 
mingham. Secretary, J . W. Kirshaw, Esq. Engineer, J. R. M'Clean, 
Esq. Treasurer, W. Beaumont, Esq. 

Birmingham, Wolverhampton, and Stour Valley Railway, — Offices, 
Waterloo-street, Birmingham. Engineers, R. Stephenson and W. 
Baker, Esqrs. Secretary, H. Morgan, Esq. 

Bishop Auckland and Weardale Railway. — Offices, Darling^n. Se- 
cretary, T. Mac Nay, Esq. Engineer, J. Dixon, Esq. 

Blackburn, Darwen, and Bolton Railway. — Offices, King- street, 
Blackburn. Secretary and Manager, F. W. James, Esq. Engineers, 
C. Vignoles and T. Flanagan, Esqrs. 

Blackburn, Clitheroe, and North Western Junction Railway, — Offices, 
King- street, Blackburn. Secretary and Manager, F. W. James, Esq. 
Engineers, C. Vignoles and T. Flanagan, Esqrs. 

Boston, Stamford and Birmingham Railway. — Offices, 18, Abii^^on- 
street, Westminster. Solicitor, S. S. Baxter, Esq. 

Bridge water and Taunton Railway. — Offices, Bridgewater. 

Bristol and Exeter Railway. — Offices, Broad-street, Bristol. Engi- 
neer, J. Gregory, Esq. Secretary, J. Billings Badham, Esq. 

Bristol and South Wales Junction Railway. — Offices, Exchange 
Building, Bristol. Engineer, I. K. Brunei, Esq. Secretaiy, 
G. Shapland, Esq. 

Buckinghamshire Railway. — Offices, Great Geoi^fe- street, West- 
minster. Secretary, W. Harding, Esq. Engineer, R. Stephenson, 
Esq. 



HAVE OBTAINED ACTS. 30 « 

C. 

Caledonian Railway. — Offices, Princes- street, Edinburgh. Secretary, 
J. B. Williams, Esq. Engineers, J. Locke and J. E. Errington, Esqrs. 
Treasurer, D. Rankine, Esq. Superintendent, J. Collister, Esq. 

Caledonian and Dumbartonshire Junction Railway, — Offices, Edin- 
burgh. 

Cameron* 8 Coalhrook Steam Coal and Swansea and Loughor Railway.^- 
Officee, Swansea. 

Chester and Birkenhead Railway. — Offices, Birkenhead. Engineers, 
J. M. Rendel and G. Ellis, Esqrs. Treasurer, J. B. Wilcox, Esq. 

Chester and Holyhead Railway. — Offices, 61, Moorgate-street, Lon- 
don. Secretary, G. King, Esq. Engineers, R. Stephenson and 
A. M. Ross, Esqrs. 

Cockermouth and Workington Railway. — Offices, Cockermouth. Se- 
cretary and Superintendent, G. H. Barnes, Esq. Engineer, J. Dixon, 
Esq. 

Colchester^ Stour Valley^ Sudbury^ and Halstead Railway. — Offices, 
High -street, Colchester. Secretary, G. Bawtree, Esq. Engineer, 
P. Bruff, Esq. 

Cork and Bandon Railway. — Offices, South Mall, Cork. Secretary, 
J. M*Donnell, Esq. Engineers, R. Stephenson and C. Nixon, Esqrs. 
Secretary, C. Nixon, Esq. Assistant- Secretary, H. W. Wood, Esq. 

Cork and Waterford Railway. — Offices, 8, Delahay- street, West- 
minster. Secretary, G. H. Layard, Esq. 

Cork, Blackrockf and Passage Railway. — Offices, Warren*8-place, 
Cork. Secretary, J. Dunbar, Esq. Engineer, Sir J. Macneill. 

Cornwall Railway. — Offices, Truro, and 449, West Strand. Secre- 
tary, W. H. Bond, Esq. Engineer, L K. Brunei, Esq. 

D. 

Deeside Railway.— OfficeSj Union- street, Aberdeen. Engineers, 
W. Cubitt and A. Gibbs, Esqrs. Secretary, W. Leslie, Esq. 

Dendre Valley Railway.— Offices, Old Jewry Chambers, Old 
Jewry. Engineer, G. Rennie, Esq. Secretary, B. Baker, Esq. 

Direct London and Portsmouth Railway. — Offices, London Bridge 
Tenninus. Secretary, R. S. Young, Esq. Engineers, W. Cubitt and 

J. Cubitt, Esqrs. 

Dublin and Belfast Junction and Navan Branch Railway. — Offices, 
Talbot street, Dublin. Secretary, R. Orr, Esq. Engineei, Sir J. 

Macneill. 



308 



INDEX TO RAILWAYS THAT 



Dublin and Drogheda Railway. — Offices, Amiens-street, I>uUiiL 
Secretary, J. Culverwell, £sq. Engineer, Sir J. MacneilL Snperin* 
tendent, A. S. Ball, Esq. 

Dublin and Kingstown Railway. — Offices, Westland-row, l^blin. 
Engineer, B. D. Gibbons. Esq. Treasurer, J. Pirn, juiL Esq. Se- 
cretary, T. F. Bergin, Esq. 

Dublin^ Belfast J and Coleraine Junction Railway. — Offices, Old Jeviy 
Chambers, London. Secretary, W. Gait, Esq. Engineers, Wm. 
Armstrong, Esq., and F. Barnes, Esq. 

Dublin^ Dundruntf and Rathfarnham Railway. — Offices, Dame-streeti 
Dublin. Engineer, Sir J. Macnelll. 

Dunblane^ Dounct and Callander Railway. — Offices, Dunblane. 
Secretary, T. Bart}^ Esq. Engineers, J. Locke, J. £. Errington, and 

A. Mitchell, Esqrs. 

Dundalk and Enniskillen Railway. — Offices, Talbot- streeti Dublin. 
Secretary, H. Nicholson, Esq. Engineer, Sir J. MacneilL 

Dundee and Arbroath Railway. — Offices, Dundee. Secretaries, 
Messrs. Shiell and Small. Engineers, Messrs. Grainger and Miller. 

Dundee and Newtyle Railway. — Offices, Hospital Ward, Dundee. 
Secretary and Superintendent, R. Baird, Esq. Engineer, D. West, 
Esq. Treasurer. T. Nicholson, Esq. 

Dundee and Perth Railway. — Offices, Reform- street, Dundee. Se- 
cretaries, Messrs. Shiell and Small. Engineer, J. Miller, Esq. 

Dunstable Railway. — Offices, Euston Station, London. Secretary 
T. Long, Lbq. Eugineer, R. Stephenson, Esq. 

Durham and Sunderland Railway. — Office, Thomas-street, Sunder- 
land. Secretary, M. Coxon, Esq. Engineers, J. Blenkinsop, Esq. 

E. 

Ea^t and West India Docks and Birmingham Junction Railway*'^' 
Offices, Old Broad- street. Secretary, H. Chubb, Esq. Engineers, 
R. Stephenson and H. D. Martin, Esqrs. 

East and West Yorkshire Junction Railway. — Offices, Gracious-street, 
Knarcsbo rough. Secretary, R. Reynolds, Esq. Engineer, T. 
Grainger, Esq. 

Eastern Counties Railway. — Offices, Bishopsgate Station, London. 
Engineer, J. Samuel, Esq. Secretary, C. P. Roney, Esq. Superin- 
tendents, G. Richardson and R. Moseley, Esqrs. Accountant, K. 
Davis, Esq. 

Eastern Union Railway. — Offices, Brook- street, Ipswich, and Pal] 
Mall East. Managing Director, J. Footman, Esq. Secretary, J. P. 
launders, Esq. Engineers, J. Locke and P. Bruff, Esqrs. 



HAVE OBTAINED ACTS. 309 

Eastern Union and Hadleigh Junction Railway. 

East Lancashire Railway. — Offices, Market-street, Bury. Bi^ineer 
B. Dickinson, Esq. Secretary, J. Smithells, Esq. 

East Lincolnshire Railway, — Offices, Louth, and Charing Cross, 
London. Engineer, J. Fowler, Esq. Secretary, J. Denniston, Esq. 

East of Fife Railway. — Offices, North St David-street, Edinburgh. 
Secretary, J. L. Hill, Esq. 

Edinburgh and Bathgate Railway. — Offices, Melville-street, Edin- 
burgh. Engineer, T. Grainger, Esq. Secretary, W. Johnston, Esq. 

Edinburgh and Glasgow Railway. — Offices, Glasgow. Secretaiy, H. 
G. Wright, Esq. Engineers, J. Miller and J. Deas, Esqrs. Manager, 
B. P. Gregson, Esq. Superintendent, A. J.Adie, Esq. 

Edinburgh and Northern Railway. — Offices, St Andrew's-sqnare, 
Edinburgh. Secretary, H. Lees, Esq. Engineer, T. Grainger, Esq. 

Edinburgh, Leith and Granton Railway. — Offices, Abercrombie- 
place, Edinburgh. Secretary, A. 6. Field, Esq. Engineer, T. 
Grainger, Esq. 

Ely and Huntingdon Railway. — Offices, Norfolk-street, Lynn, 
Norfolk. Secretary, W. W. Williams, Esq. Engineer, J. S. Valrai- 
tine, Esq. 

Enfield and Edmonton Railway. — Offices, Silver-street, Enfield. 
Engineers, R. Stephenson and M. A. Borthwick, Esqrs. Secretary, 
W. C. Sawyer, Esq. 

Exeter and Crediton Railway. — Offices, Exeter. Secretary, T: Hart- 
noil, Esq. Engineers, R. Dymond and J. G. Pemberton, Esqrs. 

Exeter and Exmouth Railway. — Offices, Bedford Circus, Exeter. 
Secretary, J. Clench, Esq. Engineer, J. Locke, Esq. 

F. 

Fleetwood, Preston, and West Riding Junction Railway. — Offices, 
Fishergate, Preston. Secretary, H. Garbutt, Esq. Engineers, 
P. Park and S. P. Bidder, Esqrs. 

Fumess Railway. — Offices, Old Palace Yard, Westminster. Secre- 
tary, A. Currey, Esq. Engineer, J. Robinson M'CIean, Esq. 

G. 

General Terminus and Glasgow Harbour JZot/iMiy.— Offices, St Vin- 
cent-Ktrcet, Glasgow, Secretary and Manager, C. A. King, £^. 

Engineer, N. Robson, Esq. 

Glasgow, Airdrie and MomkUmds Junction Rsdtway.^-'Of&eeB, Raflway- 
buildings, Glasgow. 



310 INDEX TO RAILWAYS THAT 

Olasgow, Barrhead, and Neilston Direct iSot^ioay.— Offices, 40, 
George-square, Glasgow. Secretary, J. Tennent, Esq. £ngineer, N. 
Robson, Esq. 

Olasgow, Dumfries and Carlisle Railway. — Offices, St. Vincent- 
street, Glasgow. Engineer, J. Miller, Esq. Secretary, W. Logie, 
Esq. 

Glasgow, Kilmarnock, and Ardrossan Railway, — Offices, Glai^ow. 

Glasgow, Paisley and Greenock Railway, — Offices, Glasgow. Ma- 
naging Director, J. Tasker, Esq. Engineer, J. E. Errington, Esq. 
Superintendent, A. Ross, Esq. Accountant, J. Anderson, Esq. 

Glasgow, Paisley, Kilmarnock and Ayr Railway, — Offices, Bridge- 
street, Glasgow. Engineer, J. Miller, Esq. Secretary, J« Fairfull 
Smith, Esq. Superintendent, G. Knight, Esq. 

Glasgow, Strathaven, and Lesmahagow Direct Railway, — Offices, 
Glasgow. Engineer, N. Robson, Esq. 

Gloucester and Dean Forest Railway, — Offices, 449, West Strand. 

Great Grimsby and Sheffield Junction Railway, — Offices, Old Hay- 
market, Sheffield. Secretary, J. Humfrey, Esq. Engineer, J. Fow- 
ler, Esq. 

Great North of England Railway. — Offices, Northgate, Darlington* 
Secretary and Law Clerk, J. M. Sparkes, Esq. Engineer, J. Stephen- 
son, Esq. 

Great North of England, Clarence, and Hartlepool Junction Railway 
— Offices, Hartlepool. Engineer, S. Robinson, Esq. Secretary^ 
C. Davison, Esq. Superintendent, T. Cummings, Esq. 

Great North of Scotland Railway. Offices, Union-street, Aberdeen. 
Engineers, W. Cubitt and A. Gibbs, Esqrs. Secretary, W. Leslie, 
Esq. 

Great North of Scotland Eastern Extension Railway, — Offices, Union- 
street, Aberdeen. Engineers, W. Cubitt and A. Gibbs, Esqrs. Se- 
cretary, W. Leslie, Esq. 

Great Northern Railway, — Offices, 7, Lothbury, London. Secretary, 
J. R. Mowatt, Esq. Engineers, W. Cubitt, J. Cnbitt, and J. Miller, 
Esqrs. 

Great Southern and Western Railway {Ireland.) — Offices, College- 
green, Dublin. Secretary, W. Taylor, Esq. Engineer, Sir J. Mac- 
neill. 

Great Western Railway. — Offices, Paddington Station. Secretanr 
and Superintendent, C. A. Saunders, Esq. Engineer, I. K. Brunei 
Esq. 

Great Western and Wycombe Railway. — Offices, 449, West Strand. 
Secretary, W. H. Wilson, Esq. Engineer, J. Gibbs, Esq. 



HAVE OBTAINED ACTS. 311 

Great Western and Uxbridge Railway. — Offices, 449, West Strand. 
Secretary, W. H. Wilson, Esq. Engineer, I. K. Brunei, Esq. 

H. 

Hartlepool Dock and Railway. — Offices, Hartlepool. Engineer, 
T. Robinson, Esq. Secretary, W. Davison, Esq. Superintendent 
T. Cummings, Esq. 

Hayle Railway. — Of^ces, 34, Broad- street- buildings, London. Se- 
cretary, T. Donnell, Esq. 

Huddersfield and Manchester Railway and Canal Company. — Offices, 
Queen street, Huddersfield. Secretary, W. Gilmer, Esq. Engineer, 
A. S. Jee, Esq. 

Hull and Selby Railway. — Offices, Railway- street, HuU. Secretary^ 
G. Locking, Esq. Engineer, T. Cabry, Esq. 

I. 

Ipswich f Bury and Norwich Railway. — Offices, Brook- street, Ipswich, 
and Pall Mall, East, London. Secretary, J. F. Saunders, Esq. 
Engineers, J. Locke and P. Bruff, Esqrs. 

Irish South Eastern Railway. — Offices, Kildare-street, Dublin. Se- 
cretary, C. Wilson, Esq. Engineer, Sir J. MacneilL 

Italian and Austrian Railway. — Offices, 112, Bishop sgate- street 
Within. Engineer, I. K. Brunei, Esq. ; in Italy, B. H. Babbage, Esq. 

K. 

Kendal and Windermere Railway. — Offices, Market-place, KendaL 
Engineer, J. Harris, Esq. Secretary, T. Hudson, Esq. 

Kilkenny and Great Southern and Western Railway. — Offices, Dela- 
hay-street, Westminster. Secretary, M. J. Currie, Esq. Engineer, 
H. Hitchens, Esq. 

L. 

Lancaster and Carlisle Railway. — Offices, Castle Station, Lancaster. 
En^^inecrs, J. Locke and J. E. Errington, Esqrs. Secretary, S. E. 
Bolden, Esq. 

Lancaster and Preston Junction Railway. — Offices, Lancaster. Secre- 
tary, S. E. Bolden, Esq. Engineer, J. Locke, Esq. 

Leeds anff Bradford Railway. — Offices, Wellington-street, Leeds. 
Engineers, R. Stephenson, T. Gooch and J. M, Youog, Esqrs. 
Secretary, W. E. Greenland, Esq. 



312 



INDEX TO R\ILWAYS THAT 



Leeds and Thirsk Railway. — Offices, South Parade, Leeds. £ii- 
gineer, T. Grainger, Esq. Secretary, S. Smiles, Esq. 

Leeds, Dewsbury and Manchester Railway, — Offices, South ParadC| 
Leeds. Secretary, W. Eagle Bott, Esq. Engineer, T. Gramger, 
Esq., Edinburgh. 

Limerick, Ennis, and Killaloe Railway, — Offices, Limerick. 

Liverpool and Bury Railway. — Offices, Dale- street, LiveipooL 
Secretary, J. Speir Heron, Esq. Engineer, J. Thomson, Esq. 

Liverpool Manchester and Newcastle-upon-Tyne Junction Railway,-^ 
Offices, Princess- street, Manchester. Engineers, J. Hawkshaw and 
R. Stephenson, Esqrs. Secretaries, C. M. Wilson, and H. W. Ingram, 
Esqrs. 

Liverpool, Ormskirk, and Preston Railway, — Offices, East Lancaaihin 
Railway Offices, Bury, Lancashire. 

Llanelly Railway. — Offices, Old Jewry Chambers, London. Super- 
intendent and Engineer, J. Blount, Esq. Chief Clerk, Mr. R. Glas- 
gowdine. 

Llynvi Valley and South Wale* Junction Railway, "^Ot^cetf 440, 
West Strand. 

London and Bla^ikwall Railway. — Offices, Terminus, Fenchnrch- 
street Secretary, J. F. Kennell, Esq. Superintendent, A. Wight- 
man, Esq. 

London and Greenwich Railway. — Offices, 10, Coleman-street, Lon- 
don. Secretary, H. Adron, Esq. 

London and North Western Railway. — Offices, Euston Station. 
Secretaries, R. Creed and H Booth, Esqrs. Engineers, R. Stevenion 
and J. Locke, Esqrs. Superintendent, Captain Huish. 

London and South- Western Railway. — Offices, Nine Elms, VauxlialL 
Secretary, A. Morgan, Esq. Engineer, J. Locke, Esq. 

London, Brighton, and South Coast Railway. — Offices, TerminiUi 
London Bridge. Manager, P. Clarke, Esq. Engineer, R. J. Hood, Esf. 
Secretary, T. J. Buckton, Esq. Locomotive Engineer, J. Gray, Esq. 

Londonderry and Coleraine Railway. — Offices, 5 Church-passage^ 
Guildhall, London. Secretary, F. H. Hemming, Esq. Engineeri» 
R. Stephenson and C. Lanyon, Esqrs. 

Londonderry and Enniskillen Railway. — Offices, 5, Church-passage, 
Guildhall, London. Secretary, F. H. Hemming, Esq. Engineer!, 
R. Stephenson and A. M. Ross, Esqrs. 

Lowestoff Railway andHarhout. — Offices, Guildhall-buildings, Lon- 
don. Secretary, R. Till, Esq. 



HAVE OBTAINED ACTS. 



313 



Lynn and Dereham Railway. — Offices, Norfolk- street, Lynn, Nor- 
folk. Secretary, W. W. ^V^illiams, Esq. Engineer, T. S. Valentine, 
Esq. 

Lynn and Ely Railway. — Offices, Norfolk-street, Lynn, Norfolk. 
Secretary, W. W. Williams, Esq. Engineer, J. T. Valentine, Esq. 

• M. . 

Maldatif Witham^ and Braintree Railway. — Offices, Gresham-street. 

Mallow and Fermoy Railway. 

Malton and Driffield Junction Railway. 

Manchester and Leeds Railway. — Offices, Hunt's Bank Station, 
Manchester. Secretary, J. S. Heron, Esq. Engineer, J. Hawkshaw, 
Esq. Treasurer, P. Eckersley, Esq. 

Manchester and Lincoln Union Railway and Chesterfield and Gains- 
borough Canal. — Offices, Bridge- street, Westminster. Secretary, T. S. 
, Cutbill, E&q. Engineer, J. Fowler, Esq. 

Manchester J Bolton^ and Bury Canal Navigation and Railway. -^Of^ces, 
I New Bailey- street, Salford. Engineer, J. Hawkshaw, Esq. 

I Manchester^ Buxton^ Matlock^ and Midland Junction Railway. — 
I Offices, Matlock, and 19, Great George- street, Westminster. Secre- 
tary, F. Wragge, Esq. Engineer, G. Stephenson, Esq. 

Manchester f Sheffield and Lincolnshire Junction Railway, 

Maryport and Carlisle Railway. — Offices, Maryport. Secretary, 
D. Holliday, Esq. 

Middlesbro' and Redcar Railway. — Offices, Darlington. Secretary, 
T. M'Nay, Esq. Engineer, J. Harris, Esq. 

Midland Railway. — Offices, Derby. Secretary, J. Fox Bell, Esq. 
Engineer, W. H. Barlow, Esq. Locomotive Engineer, M. Kirtley, 
Esq. Superintendents, J. West, C. Mills, and W. T. Adcock, Esqrs. 

Midland Great Western Railway {^Ireland). — Offices, 23, College- 
green, Dublin. Secretary, H. Beausire, Esq. Engineer, G. W. 
Hemans, Esq. 

Monkland and K.rkintilluch Railway.- -Offices, Railway Buildings, 
Glasgow. Secretary, Manager, and Engineer, A. J. Adie, Esq. Su- 
perintendent, P. Wilson, Esq. 

Monmouthshire Railway. — Offices, Moorgate-street, London. Se- 
cretary, T. Pritchard, Esq. Engineer, E. S. Barber, J^sq. 

Morecamhe Railway.— Offices, Brook-street, Lancaster. Secretaries, 
J. Sharpe and R. Worthington, Esqrs. Engineers, J. B. Hartley 
and J. Watson, Esqrs. 

Morayshire Railway. — Offices, Aberdeen. 



314 INDEX TO RAILWAYS THAT 

N. 

Namur and Liege Railways, — Offices, Mooi^te-street, and Roe 
Royale, Brussels. Secretary, J. Gary, Esq. Engineer, G. Renaie, 
Esq. Managing Director in Belgium, W. Reynolds, Esq. £ixigiiieer 

in Belgium, C. F. Stocks, Esq. 

Newcastle and Berwick Railway, — Offices, York. Secretaiy, 
J. Close, Esq. Engineers, R. Stephenson and T. E. Harrison, JGsqzs. 

Newcastle-upon-Tyne and Carlisle Railway. — Offices, Forth, M'ew- 
castle. Engineer, P. Tate, Esq. Superintendent of Traffic, 
J. Chantler, Esq. Secretary, J. Adamson, Esq. 

Newcastle-upon-Tyne and North Shields Railway. — Offices, New- 
castle-upon-Tyne. Secretary, W. Swan, Esq. Engineer, R. Nichol- 
son, Esq. 

Newmarket and Chester/or d Railway. — Offices, 5, Church -passi^- 
Guildhall. Engineers, R. Stephenson, J. Braithwaite, and M. Ai 
Borthwick, Esqrs. Secretary, G. W. Brown, Esq. 

Newport, Abergavenny , and Hereford Railway. — Offices, Mooivate- 
strect, London. Secretary, T. Pritchard, Esq. Engineer, J. MiUerp 
Esq. 

Newport and Pontypool Railway. — Offices, Newport 

Neufry and Enniskillen Railway. — Offices, 68, Moorgate- street Se- 
cretary, J. Bryden, Esq. Engineer, J. Godwin, Esq. 

Ncwryj Warrenpoint, and Rostrevor Railway. — Offices, 68, Moorgate- 
street, London. Engineer, J. Godwin, Esq. Secretary, J. Bryden, 
Esq. 

Norfolk Railway. — Offices, Guildhall-huildings, London. EngpneerSy 
R. Stephenson and G. P. Bidder, Esqrs. Secretary, R. Till, Esq. 

North British Railway. — Offices, St Andrew- square, Edinburgh. 
Secretary, C. F. Davidson, Esq. Engineer, J. Miller, Esq. 

Northern and Eastern Railway. — Offices, Bishopsgate Station, 
Shoreditch. Secretary, W. Bourne, Esq. 

Northern Counties Union Railway. — Offices, 1, Poet's Comer, West- 
minster. Secretary, C. L. Webb, Esq. Engineer, H. H. Fulton, £sq 

North Staffordshire Railway. — Offices, 1, Old Palace-yard, West- 
minster. Engineers, R. Stephenson, G. P. Bidder, and J. L. Gooch, 

Esqrs^ Secretary, J. Samuda, Esq. 

North Union Railway. — Offices, Preston. Secretary, J. Chapman, Esq. 

North Wales Railway. — Offices, 3, Lothbury. Secretary, J. Mar- 
riner, Esq. 

North Western Railway. — Offices, Brook- street, Lancaster. Secre- 
tary and Manager, E. Sharpc, Esq. Engineers, C. Yignoles and J. 

I Watson, Esqrs. 



HAVE OBTAINED ACTS. 315 

O. 

Oxford, Worester, and Wolverhampton jRaifaMi|f.— Offices, Wofcester, 
and 44-9, West Strand, London. Secretary, N. T. Smith, Esq. En- 
gineer, I. K. Brunei, Esq. 

P. 

Paris and Rouen Railway. — Offices, Rue D* Amsterdam, Paris. Se- 
cretary, M. Adolphe Thibaudeau. Engineer, J. Locke, Esq. 

Pontop and South Shields Railway,'— OAcen, OaildhsB-lnuldlligs, 
London. Engineer, T. E. Harrison, Esq. Treasurer, R. TiU, Esq. . 

Portbury Railway, — Offices, BristoL 

Preston and Longridge Railway. — Offices, Preston. 

Preston and Wyre Railway Harbqur 4md Dock. — Offices, Fleetwoodi 
Secretary and Superintendent, H. Bazett Jones, Esq. Engineer, 
G. Parker Bidder, Esq. 

Royston and Hitchin /Zoi/t^ay.— Offices,Poiiltry, Xiondon. SMietaijr, 
A. Hope, Esq. 

R. 

Reading, Guildford, and Reigate Rmhm.'-OBice§, 2, Royal Ex- 
change-buildings, London. Secretary, T. Bayly, Esq. Enginean, 
R. Stephenson and F. Giles, Esqrs. 

Richmond Railway. — Offices, Gresham-rooms, Basinghall-atraet. 
Secretary, J. F. Weale, Esq. Engineer, J. Locke, Esq. 

Rouen and Havre Railway. — Offices, Rne Basse dn Rampart, Paiia» 
and Throgmorton-street, London. Secretary, C. Delacoor, Esq. 
Engineer, J. Locke, Esq. 

s. 

Sambre and Meuse Railway. — Offices, 61, Moorgate-strsat Saera- 

I tary, S. Cumberland, Esq. 

St. Helen's Canal and Railway,'^0f&e9M, St Helen's, Laneaahira. 
Knginecr, J. M. Rendel, Esq. Treasorer and Snperintendeat, A* 

Sinclair, Esq. Secretary, F. Sinclair, Esq. 

Sroitish Central Railway. — Offices, St John-street, Perth. Secietarir, 
; K. 1). Kcr, Esq. Engineers, J. Locke, J. E. Ellington, and J. H. 

j Tasker, Esqrs. 

i Srottith Grand Junetum Railway, — Offices^ Edinhnigli. 

, Scottish Midland JunctUm RaUwau. — Offices, Perth. Sacoratacy, 
! R. D. Ker, Esq. Engineers, J. Lod^ J. £. ErringtQB and J. fl. 
Tasker, Esqrs. 

> _ -— 



316 INDEX TO RAILWAYS THAT ] 

Sheffield^ Ashton-under-Lyne and Manchester Aot'/toay.— •Officcty 
Store-street, Manchester. Secretary, J. Meadows, Esq. £iigiiieer% 
A. S. Jee and J. Bass, Esqrs. 

Sheffield and Lincolnshire Junction Railway, — Offices, Old Hay- 
market, Sheffield. Secretary, CoL Humphrey. Engineer, J. Fowler, 
Esq. 

Sheffield^ Rotherham^ Bamsleyt Wak^ld, Hudderifield and Goole 
Railway. — Of^ces, Hunt's Bank Station, Manchester. Secretary, 
J. S. Heron. 

Shrewsbury and Birmingham Railway. — Offices, Shrewsbury. 

Shrewsbury and Chester. Railway. — Offices, Foregate-street, Chester. 
Secretary, R. Roy* Esq. Engineer, H. Robertson, Esq. 

Shrewsbury and Hereford Railway. — O&.ceSf Park-street, "West- 
minster. Engineer, H. Robertson, Esq. Secretary, W. Roberts, 
Esq. 

4 

Shrewsbury, Wolverhampton, and South Staffordshire Junction Rail-' 
way. — Offices, "Wolverhampton. • • ■ '^ 

Shropshire Union Railways and Canal. — Offices, 9. Great George^' 
street, Westminster. Secretary, W. Cowan, Esq. . . 

Slamannan Railway. — Offices, Edinburgh and Glasgow Railway 
Buildings, Glasgow. Secretary, Manager, and Engineer, A. J. Adie, 
Esq. 

Slamannan and Borrowstouness Railway. — Offices, Railway Build- 
ings, Glasgow. 

Sligo and Shannon Railway. — Offices, Winchester House, Old Broad- 
street, London. Secretary, A. Gole, Esq. Engineer, ' W. Macken- 
zie, Esq. 

Southampton and Dorchester Railway. — Offices, Ringwood, Hants. 
Engineers, Captain W. S. Moorsom, and S. Clegg, jun., Esq. Secre- 
tary, Captain F. A. Griffiths, R A. 

South Devon Railway.^ Offices, Teignmouth. Engineer, I. K. 
Brimel, Esq. Secretary, W. Carr, Esq. Treasurer, D. Derry, Bsq. 
Superintendent, H. Clarke, Esq. 

South Eastern Railway. — Offices, London Bridge Terminus. Se- 
cretary, G. S. Herbert, Esq. Engineers, R. Stephenson and P. W. 
Barlow, Esqrs. 

South Staffordshire Railway, and South Staffordshire Junction Rail- 
way. — Offices, Bradford- street, Walsall. Engineers, J. Locke, 
and J. R. M'Clean, Esqrs. Secretary, H. Barnett, Esq. 

South Wales Railway. — Offices, 449, West Strand. Secretary, N. 
Armstrong, Esq. Engineer, I. K. Brunei, Esq. 

Stamford and Spalding Railway. — Offices, 7, Lothbury. 



HAVE OBTAINED ACTS. 



317 



Stirling and Dunfermline AnluNiy. ^Offices, Stirling. Seoetaxy, 
J. Monteath, Esq. 

Stirlingshire Midland Junction Railway, 

Stockton and Darlington Railway. — Offices, Northgate, Dailiiigtaii. 
Secretary, S. Barnard, Esq. Engineer, J. Dixon, Esq. 

T. 

Taff Vale Railway.— Omces, Cardiff Seaetary, £. Kenway, Saq . 
Engineer, A. Colville, Esq. Superintendent, O. Fuher, Es^ 

Taw Vale Railway and Dock Company. — Offices, King William- 
street, London. Secretary, G. H. Harris, Esq. Ei^^ineers, J. Locke, 

and W. R. Neal, Esqrs. 

Tenby f Saundersfoot, and South Walet Ail/fMiy.— Offices, 449, West 

Strand. 

Thames Haven Railway. — Offices, Basingliall-street. Seeietary, 
James John Green, Esq. 

Trent Valley, Midlands, and Grand JuaeOon JloiiMMy.— Offiots, 

Bradford-street, WalsalL 

u. 

Ulster Railway.^Ot&cea, Belfast Engineer, J. Godwin, Sa^. 

Secretary, J. G. Smith, Esq. 

V. . 

Vale of Neath An7tMiy.~ Offices, 449, West Strand, London. 
Secretary, F. G. Saunders, Esq. Engineer, L K. Bninel, Es^ ' 

w. 

Wakefield, Pontefract, and Goole RaUmmy, — Offioea, Pontefraot. St- 

cretary, G. Fox. Esq. 

Wharfdale /2ai7iiNzy.~ Offices, Manchester. 

Waterford and Limerick Railway. — Offices, BCaU, Waterfbrd. Soort- 
tary, \V. S. Saunders, Esq. Engineer, C. Vignolea, Esq. 

Waterford and Kilkenny An/f0ay.~ Offices, Delahay-street, West-. 
minster. Secretary, M. J.'Currie, Esq.. Engineers, Capt. W. 8. 

Moursom and C. Tarrant, Esq. 

Waterford, Wexford, Wicklow, and DuhUn Aai/imif.— -Offices, 449, 
AVtst Strand, London, and Westland-row, Dublin. Secretary, R. M. 
Mugj^t-ridge, Esq. Engineers, L K. Brunei and W. B. Purdon, 

E>qrs. 

Wear Valley Railway. — Offieea, North-nte, Darlington. Secretaiy, 
T. MacNay, Esq. Engineer, J. Diion, Eaqra. 



318 



INDEX TO RAILWAYS THAT HAVE OBTAINED ACTS. 



JVest Cornwall Railway, — Offices, 34, Broad-street Bnildingi, 
London. Secretary, F. Le Mesurier, Esq. Engineer, L K. Brand, 
Esq. 

West London Railway, — Offices, Abchurch-lane. Kngineer, 
K. Stephenson, Esq. Secretary, J. Thompson, Esq. 

West Riding Union Railway. — Offices, Hunfs Bank, Manchester. 
Secretary, J. S. Heron. Esq. 

Whitehaven and Furness Railway, — Offices, 1, Guildhall Buildings, 
London. Secretary, J. Meyer, Esq. 

JVhitehaven Junction Railway. — Offices, Church- street, WhitehjSTen. 
Secretary, J. Knipe, Esq. Engineers, 0. Stephenson and T. Dixon, 

Esqrs. Treasurer, — Ilichardson, Esq. 

Wilsontownj Morningside, arid Coltness Railway, •— Cngiiwer, 
J. Kichardson Forman, Esq. Secretary, J. Mitchell, Esq. 

Wilt X J Somerset^ and Weymouth Railway, — Offices, Trowbridge, Wilts, 
and 449, West Strand. Secretary, Captain O'Brien. Engineer I. K. 
Brunei, Esq. 

Wisbech^ St. Ives, and Cambridge Junction i2a<2ti;ay.— Offices, Bridge- 
street, Westminster. Secretary, D. A. Blair, Esq. Engineer, M. A. 
Borthwick, Esq. 

Wisftaw and Coltness Railway, — Offices, St RoUox, Glasgow. Secre- 
tary and General Manager, C. A. King, Esq. Engineer, MunroMao- 
kenzie, Esq. 

Y. 

York and Newcastle Railway, — Offices, York. Secretary, J. Close, 
Esq. Engineer, T. E. Harrison, Esq. Superintendent, J. Allport, 
Esq. 

York and North Midland Railway, — Offices, York. Engineers, 
T. Cabry and J. C. Birkenshaw, Esqrs. Secretary, W. Gray, jnn», £sq. 



LIST 
OFFICES AND OFFICEUS 
" COMPANIES 

NOT OBTAINED ACTS OF PARLIAMENT. 



Almatphtric Railway Compoiiy. — Offices, 10, Loiidar-alrect, C\ 
Secreliry, J. Samutla, Esq. 

tholin, Galfbenmgh. Gaolt, Vork unJ North Midland Failinaij. 
OffirM, 9, New PaUoe-yird, ' 

B. 

•Igian EaittrnJmnctim Bailuiai/.—Officei, 36, EtKX-UKxU Slntud. 
Secretary, G. Bicknell, Esq. 

Bmdim and Bantry An/way. — Offices, 10, MancheBter Biuldingi, 
Westniinaler. Seenrtary, E. C. SWrtMU, Esq. 

RoHriraux, TaaloiHf, and Cttli AaiAcay.— Offices, 31, Lombard- 
atrpeL Secrelary, C. T. BEtc, Etq. 

Bautagtu airi/ Jmifni ttailwaj).— Officea, 2. Jtoral Exchange Build- 
iuga, London. Agents. Me»sr». Cirdm and Whitehead. 

flrfcoH and Utrthgr Tyilvil BmUv^.—OI&ec*, S, Parit-tlrecl, Weit- 

Briilol md Bngtiih CAoiuwl IHrtet Jinatlen AdMimy.— Omce*, SI, 
King Willi lun-itTfi-t, Cily. StKitury, C. P. Morgon, Eaq. 

BriiM, Pooli Harbour, amt Lgmiitglm Juncliim Rnilviati—Ot&ct* 

5S, King Williain-iiroM. City. SccroUfy. William Edwardn. Enq. 



ilaU, Daikiik, iu4 Wert Flaidrri JuicttvB Atjlimy.— OffiiuM, 
II. King Wjlliam-atrMt. Sw;n-Ur)', Williun JMie, K»i. 

IMcHUa and Diamaa^ HaritniT Adl/M^— OfficH. 117, Fcncliur 
(trwt Secrelary, C. FosWt, Ei*!- 



320 INDEX TO RAILWAYS THAT 

CaUao and Lima Railway. — Offices, 5, Barge-yard Chamben» Buek- 
lersbury. Secretary, G. Upton, Esq. 

Cambrian and Grand Junction Railway. — Offices, 12, Nicholai-laae, 
City. Secretary, Joseph Ferris, Esq. 

Cambridge and Lincoln Rail way. — Ot&ces, 30, Great Wincbester- 
street Secretary, C. P. Rooney, Esq. 

Cape of Good Hope Western Railway. — Offices, 26, Moorgate-Btnet, 
City. 

Central Kent Rail way. ^Offices, 4, Mansion House Place. 

Central Railway of Spain.— Of&ceSf 2f Winchester Buildings, City. 

Secretary, T. Harvey, Esq, 

Ceylon Railway. — Offices, 8, Broad-street, City. Secretaiy, 
D. J. Noed, Esq. 

Chelmsford and Bury Railway. — Offices, 61, Moorgate* street 
Secretary, D. Bartie, Esq. 

Cheltenham and Oxford Railway. — Offices, 449, West Stiand. 
Secretary, C. Paul, Esq. 

Clarence Railway. — Offices, 80, Old Broad- street, City, Secretary, 
C. Benson, Esq. * 

Clonmel^ Kilkenny ^ Carlow, and Wicklow Railway. — Offices, 448 and 
449, West Strand. 

Congleton and Crewe Railway.— OSices, 11, Bridge-street, West- 
minster. Secretary, J. Andrews, Esq. 

Corkf Bandon, and Irish Railway. — Offices, 11, Adam-street, 
Adelphi. Secretary, W. Billings, Esq. 

Cork and Fermoy Direct Railway. — Offices, 6, Essex-street, Strand. 
Secretary, W. Biidges, Esq. 

Cornwall and Devon Central Railway. — Offices, 4, Old Palace- yard. 
Secretary, L. Crombie, Esq. 

D. 

Derby and Crewe Junction Railway. — Offices, 9, New Palace-yard, 

Westminster. Secretary, J. Huish, Esq. 

Derbyshire^ Staffordshire^ and Worcestershire Junction Railway, — 
Offices, 1, Moorgate- street, City. Secretary, R. S. Mackenzie, £8q. 

Direct Bombay and Madras. — Offices, 58, Fenchurch-street 8eee»- 
tary, J. Ward, Esq. 

Direct Northern Railway. — Offices, 46, Parliament- street. Secre- 
tary, W. H. Clark, Esq. 

Direct West End and Croydon Railway. — Offices, 34, Gracechureh- 
street. Secretary, J. L. Cotton, Esq. 



1. 321 

Dorking, BrighUm, and Anidtl ittmaiphttic Railway.— Oi&cts, 
21, Easei-etreei. SlruicL Seereliry. R. Turner, E«q. 

!(.— Offices, 20, Poultry. Seere(«ry, T. I 
SaundeFB, Esq. 

Dtal and Doeer RaHirag. — Officn, 6. Mcv Palaaf-yard. Agenti 
Mesim. Ludtow sod Kingdon. 

Dablin and Enniakilltm AoiVuny.— Offices, 5, Cbiucb FuagB, 
Guildhall. SecrcliLry, T. U. Hemuiijiga, Esq. 

Dublin and Gaiinay Btolway. — Offices, 19. Moorgate-stieet. Seen- 
Isry, J. Bryden, Esq. 

Diiht of CtmHtalVi Harbtmr and LaunMtlm and fictoria Railtuay. — 
Offices, 10, Auilin Friors, Secretary, G. Dyaon, Eaq. 

Duteh-Hanootriim Aai'u'o^.— Office), 6, King Willuun-strcet, City. 
Secretary, W. Dickiuion, Esq. 

Dutch- Rlifniih AiitaoH.— Offieei, 4. New Bnad-elTeet. Scctetary, 
J. C. JansoD, Esq. 

E. 

Eail Coail /(ni/u'oy.— Offices, 2, Mootgnte-ntreil. Secretary,!) 
Ctrnpbtll, Esq, 

in AatJiMy.— Office*, 8, Biatd-ilreet Buildings. SecrcMry, 
D. J. Nood, Esq. 

East and Wat rj/* Kngland JaHCliim Railvag (Nortliainptai 
Cheltenhain).— Office*. sS, Chariitg Crau. SecraUly, R. Watkini, 
jun., Esq. 

I Jayulitm Aiilway.—Oacea, 1. Moorgsle, CUj. 
Secretary, K. S. Mackenzie, Esq. 

mrrr and Chetltr Canal Railway.— OBcvt. IDT, Jennyu-itiFel. 
rr Grtal Wnim Railway— Otfxcci., AW, West Slrsuid. Secre- 
tary, C. Tucker, Esq. 

ler, Yievil, and Dorchtittr RiHUi<iy-—*JtliKiii', A3, ParliamcDt- 
Secretary, J. Clluch, Esq. 



Galvay and Kilkemiy ffaUny.— Offices, 2, Delabay-stleet, WwU 
ninster. Secretary, Ciplain M. J. Currie. 

GlateiM and Dumtti Janctin iUatu-ay. — Oflieea. SO, Graal Oeorge- 
ilreel, WeatniimtcT. ScoreUry, A. R«id, Esq. 

Ghuctter, AbtrytlwSlk, and Ctnlrat Wttla RaHvay.— Ot&nn, 
1, New Broad-sUMt, City. SecreUry, T. D. Hawker, Esq. 



322 INDEX TO RAILWAYS THAT 

Goolef Doncaster, Sheffield^ Ashtmh-under-Lyne, tmd Mancheaiter mid 
Great Grimsby Junction Ruilway. — Offices, 17» Park-street, Westnun- 
ster. Secretary, H. Setree, Esq. 

Goolpy Doncastery Sheffield^ and Manchester Rculway. — Offices, 9, 
Park-street, "Westminster. Secretary, P. H. Newall, Esq. 

Grand Junction^ Great Western^ and South Western Junction Rail- 
way, — Offices, 2, Charlotte- row. City. Secretary, J. Southgate, Esq. 

Grand Trunks or Stafford and Peterborough Union. Railway. — Offices, 
3, Manchester JSuildings. Secretary, J. Harman, Esq. 

Grand Union Railway, — Offices, 78, ComhilL Secretary,' A. 
Beston, Esq. 

Gravesend and Rochester Railway, — Offices, 15, New Broad-street. 

Great County Down, Netvry, Armagh, and Londonderry JtmeHom 
Railway. — Offices, 15, Abingdon- street. Secretary, F. W. M« p lain , 

Esq. ^ 

Great Eastern and Western Railway. — Offices, 5, Gresham-straet 
Secretary, J. Hughes, Esq. 

Great Grimsby, Louth, Ilomcastle, and Midland Junction iZat/tmiy. — 
Offices, 6, Guildhall Chambers, Basinghall- street Secretary, T. 
Coxhead, Esq. 

Great Indian Peninsular Railway. — Offices, 3, New Broad-street. 

Great Luxembourg Railway. — Offices, 1, Royal Exchange Buildings. 
Secretary, G. W. Hills, Esq. 

Great Madrid and Lisbon Railway. — Offices, 23, Essex-street, 
Strand. Secretary. J. "Webb, Esq. 

Great Munster Railway. — Offices, 29, Parliament-street Secretary, 
D. Bynie, Esq. 

Great Western of Italy Railway. — Offices, 23, Moor gate- street 

H. 

Hallette's Atmospheric Railway. — Offices, 52, Old Broad- street, City. 
Secretary, E. J. Cole, Esq. 

Harwich Railway Company. — Offices, 11, Abchurch-lane, City. 

Harwich Railway and Pier Company. — Offices, 19, Birchin-lane. 
Secretary, G. Rush, Esq. 

Hereford and Merthyr Tydvil Junction Railway.^ OfRces, 1, New 
Broad-street, City. 



Leeds, H-iddtnfleW, Sheffield, ati Soalk Sti^wdihire Railway.— 
Offices, ], Moorgiu. Seoieuiy, R. S. Mackenzie. E<q. 

Leedi md York Rallu-ay,—Om<:e3, 9. Great College- Btre«t, West- 
iiiinster. Secretary, R. T. BtaBdijng, E«q. 

Letcetler md Brd/urd RaHuvj/.—OSsxi, 3, Park-street, Weit- 
Diituter. Solicitors, Mcaira. Baxter, Row, and Norton. 

Leicntir and Birminghatn IMIuM)/. — Offinet, 18, Abingdoa-street, 
WeBtminaler. Secretary, E. Daniel, Esq. 

LiKfalnliire and Eatlern Ctuntiei Jiautian. — Officca, 24, Mnorgate- 
street. Secretary, T. While, Esq. 

LoHdim CfMiral Termlnia AaJJimy.— Officea, 28, Mourgate.sl 
Secretary, J. F. Nealc, Esq. 

Lrniiltm, Ilaunilaw, aad H'tilcrn Bailwaj/, — Officei, 2, New Braad- 

LoHdon and Manchiiirr Ruilinui (Bailrick't).— Offieea, 48, Uoor- 
gaie-stieel. Secretary, S. M. Uawkea. E»q. 

Lnndon and Mmchttttr Direct Rallwaii (RaninglOD'a).— Officea, 
29, MoDigite-aLreet. Secretary. H. W. Uathewa, Esq. 

/.onJiw, NncbHTy, aud Bath Dirrtl Aailuuy.— Officei, 41, during 
CroH. Secreiary, G. D. Keeling, Esq. 

I.ottdm, SalUbury, and Yeaeil Jaitclion Railway.— OSleai, 03, 
Mooi^ate-streoL Sanetary, h. Crambie. Esq. 

Limdm amit Stmthtitd R^IUHiy. — Offieea, So, Gi«»hain-MiMt 

Lmidim and Wtniter /(oiAnn.— Offloea, SO, B««it*»tncL Utertury. 
E. W. H. I!e!l, E«|. 



324 INDEX TO RAILWAYS THAT 

Lifnn /Zoi/tmiy. —-Offices, 7, Milbank-street Seoretury, IC EL 
Daniell, Esq. 

Lyons and Avignon Railway (D'Uze's). Offices, 7, Tokenhooi^ 
yard. Secretary, £. Fidler, Esq. 

M. 

Maccle^ed and Lichfield Junction AnVioay.— Offieet, 11, New 
Palace-yard. Secretary, C. G. Raitenbury, Esq. 

Madras t Nellore, and Arcot Railway. — Offices, 18, Bmwingludl* 

street 

Madrid and Valencia. — Offices, 60, Moorgate-street Seerettry, 
K. Powell, Esq. 

Manchester and Birmingham Continuation and WeUh JwmeHom,-^ 
Offices, 39, Charing Cross. Secretary, W. Ellis, Esq. 

Manchester and Southampton Railway. — Offices, 19, Great George- 

street, Westminster. J. Wheeler, Esq. 

Midland, Barnsley, Dewshury, Leeds, and Bradford Itoi/wsif. -* 
Offices, 6, New Palace Yard. Solicitor, H. Brodribb, Esq.. 

N. 

Newry, Bainbridge, and Belfast Junction Railway. '-^OfR.eeu, 19, 

Moorgate-street Secretary, J. Bryden, Esq. 

Newry and Carlingford Railway. — Offices, 37, Moorgate-street. 
Secretary, E. B. Neill, Esq. 

North Kent Railway. — Offices, 112, Bishopsgate-street Within. 
Secretary, F. Parkingtoo, Esq. 

North London Junction Railway.—Of^ces, 8, Finsbury Place, Sooth. 
Secretary, H. B. Farnall, Esq. 

Northampton, Banbury, and Cheltenham Railway. — Offices, Sj'Prinee'a- 

street, Westminster. Secretary, W. Burgess, Esq. 

Nortliem and Southern Connecting Railway. •^' Of^ces, 71, KJng 
William-street Secretary, W. Jenkins, Esq. 

Norwich and West Norfolk fiailway. — Offices, 28, Poultry. Secretazy, 
H. Pope, Esq. 

o. 

Oldham, Manchester, Liverpool, and Birkenhead Junction RmUmnf.'^ 
Offices, 24, Bridge- street, Westminster. Secretary, J. Lofthouse, £sq. 

Orleans, Tours, and Bordeaux Railway. — Offices, 2, Capel CoorL 

Oxford, and Salisbury Direct Railway. Offices, Moorgate-atreet 
Chambers. Secretary, T. Hubbersty, Esq. 



1 



H*.S nOT OBTMNED ACTS. ^25 

Oiford, SeHlhamptm, Gotport, and Poiltmoalli flai/woy, — OIBceB, 
19, Birchin-lani!. Secretaij, J, Dunlop, Esq, 

Oiferd, Witarif, aelteaham, and Glouceiler RaUway. — Offices, 
Blade'i Hole), Westininstei Bridge. SecreUry, J. Meniiet. Esq. 

Oiftird and Woneiler Eiteitilen and Chetttr Junrlion Railway. — 
Offioei, I, CalemiD-atreet Buildings. Sscreuiy, U. T. Jenkius, E>q. 

p. 

Farii and Lyent Railicay.—O&aKi, 20, Kin^s Anns Yud. Secre- 
tiiy, G. Hyam, Esq. 

Parii and Lyont Raituyay. — Officea, 62, King Willuro- sCieet 
Secreuriea,C. DevauxandCo. 

Patii and Siraiburg Railway.— OtSee*. II, Old lewij. 

PeterhoTough and Nollingham Junction Railway.— Of&oei, 31, Bumg- 
hill-^treel. SscreliT]', J. T, Seymour, Esq. 

Portland Railway. — Secretary , 1. Font. Esq., Weslern Whsif, 
Abingdon- Btri?e1- 

R. 



by. WoTunok, and VaneiUt ftiihcoy.— Offieei, 31, BalinghaU- 
Secrelory, G. H. Wilier, Esq. 



SI. JllmttI, Ha^eld, and Hertferd Juntlion AaiJuMy.— Offices, IT, 
Enex-sirecl, Suuid. Secretmi]', L. Moore, Esq. 

St. Lammct and Atlantic «ai(ioay.-Offiics, 4, Barge-yira, Buck- 
lenburj. Secrciary, A. T. Gill, Esq, 

SonuTirtMrt Midland flailBoy.— Ofliee!, 9, Tokenhouse-ysrd. 

SDmerittMhirt, North Devon Junction, and Porlimouth Ilarbour and 
Dock Ctmpany.—OSicet, Sfi, Moorgue-itieet. 

SonHtamplaH and Ortal Weilem JtacHen SaUmtg.-OBee*, B, Oii 
Jeory. Sulicilor, W. Dctui, Esq. 

SBHlhern Cimnlltl Union, and firiirnl, Rath, and Daner Dirtrl Roif- 
Bxiy.— OfficH, 70, King WillUm-MrwL Srtrvtny. O, A. J*cub, 

Esq. 

Simlh Union and Birmingham Jmolioa Rallmf.— OBBtt, IT, 
Fludyer-itreet, WtiuniiuMr. Sccrelvj, W. WiUoo, Esq. 

Sl^otdthire and SkrapililTt Jnaclion RaUuHig. — OfflcM, 11, AUng- 
don itnet. SeenUry, S. Slumgiuy, Baq. 



326 



INDEX TO RAILWAYS THAT HAVE NOT OBTAINED ACTS. 



T. 



Tringf Readings and Basingstoke iZatTtmiy.^Offices, 26, New BnMid- 

street 

Trinidad Great Eastern and South Western BmUoay. — Offices^ S9, 
Nicholas-lane, City. Secretary, H. L. Bristow, Esq. 

w. 

^. Warwickshire aud London Railway. — Offices, 29, Great George- 
iStreet, Westminster. Secretary, W. Harding, Esq. 

Welsh Midland Railway. — Offices, 16, Park- street, Westminster, 
and 2, Moorgate- street. Secretary, T. Pritchard, Esq. 

Whitby, Pickering, Thirsk, and Great North rf England MaUwojf, — 
Offices, 14, Abingdon- street Secretary, Bridges, Esq. 

Wilts, Somerset, and Southampton /{otVt&aj^.—* Offices, 26, Giealiam- 
street Secretary, H. B. Sheridan, Esq. 

Worcester, Tenbury, and Ludlow Railway* — Offices, 5, New palace- 
yard. Secretary, W. Pul&ford, Esq. 

Y. 

Yorkshire and Glasgow Union Railway. — Offices, I, Poets' Comer, 

Westminster. 



NOTICES 

GIVEN BY ESTABLISHED COMPANIES 

APPLICATIONS TO PARLIAMENT 

IN THE SESSION OF 1817, 



FBOM THE " LONDON GAZETTE," NOV, IBM. 



1. AmBEROATE, NoTTINUHdH, AMD BOBTDK, AMD EAITESN 

Junction Kailwav. — For Allentiou of Line and BnncheaiuM or 
near the [own of Nottinghani. 

■2. BiRKCNDBAD, LA-iCABai8E, 4SB CKEHIimE JUNCTION, AMD 
CUESTEK AND BlRKENUEAD RAILWAY PURCHASE UII AUALOA- 

3. BlKKGHHtlAD, LancABBIRE, AND CbESIIIRE JUNCTION RAIL- 
WAY.— Kor Biuidrj D«viatiDiiii, fw ne" Branflbea to ite Loudon uid 
North- Wutern RBilwa; at Chester, to the Birkenhead Docks, and 
for a Sution in Biikenhead. 

t. BlRHIHQUAM AND OlFOBD JUNCTION, AND BlRUINl 
WuLVEKIIAHPTON, AND DUDLEV R.IILWAVS AuALl 

Wiih power of tranifer to, or aiu»lgaais(Jon wilh, the Great Western 
Railway CuiDpany. 

5. BiRHENOHAU AID Oxford Junction Railwa 

from Warwick to Stratford. 

For Deiialiona, ond Pureh»ae otthe StraUbrd-upoo-Afon CsoaI 
Navimtion. 

6. BlRUINOHAH, WoLVERIIAHrTON, AND DUDLET RAILWAT. 

For a Branch from Stourbridge to West Dniniwich. 

7. DlRUrNOHAH, WOLIEKHAUPTON, AND StOUR VlLLEr 

Railway.— For Branches from Oldbury to Stouibridse, 
Branches therefrom la HaJeioweii, to Dudley, W Dudley Wood 
the Sluurhridge Caaal, and other Brancbec and Juactian Lines. 
For (he Smethwicic DeriatiaD, with pawen of suhscriptioi 
the London and North- Western Railway Company, the Uinnin^ 
ham Canal Company, and the Shrewsbury and Birmingham Rail> 
way Company, and of amalgamadun with the LondDU and Norlh- 
Wcitem Railway Compimy. 

S. Blacxsubn, Darwrn, and Boltoh Railway. — For Devia- 
tioiu. Branch fnini Turton ta Bury. 



Ji 



328 



NOTICES GIVEN 



9. Boston, Stamford, and Birmingham Railway.— For 
Branches to Wisbech Harbour, and Wisbech Harbour ImpromueiLt 

From Wisbech to Sutton Bridge, with a Branch therefrom to 
Sutton Saint Mar^', and Improvement of Harbour at Suttoo Bridge. 

Branch from Peterborough to Thomey. 

10. Bristol and Exeter Railway. — For a Bnach finini 

Bleadon to Wells, Glastonbury, and Street 
The Taunton and Castle Gary Branch. 
An Extension from Crediton to Launceston. 

1 1. Bristol and South Wales Junction Railway. — For fihe 

Purchase and Improvement of the Aust Ferry. 

12. Buckinghamshire Railway, Buckingham and Brackley 
Junction Railway, and Oxford and Bletchley Junctior 
Railway Companies. — Amalgamation, and for Branches or Exten- 
sions to Banbury, Aylesbury, and into Oxford, with power of sale, &c., 
to the London and North- Western Railway Company. 

13. Chard Canal and Railway Company. — For an Extension 

of the Railway from Ilminster to Cbard, and Amalgamation with 
the Bridgewater and Taunton Canal and Stolford Railway- and 
Harbour Company. 

14. Chester and Holyhead Railway. — Extensions at Chester 
to form a New Jimction Line with the London and North- Western 
Railway, and at Holyhead to the Steam Pier and Harbour ; to enable 
them to subscribe towards the construction of the Harbour of Refuge 
at Holyhead, and to own, hire, or work Steamers to run between Holy- 
head and Dublin, or to assist other parties to do so. 

*15. Clarence and York and Newcastle Railway Amal- 
gamation. 

*16. Clarence Railway, and Leeds and Thirsk Railway 
Amalgamation. 

17. Colchester, Stour Valley, Sudbury, and Halstbad 
Railway.— Extension Railway from Lavenham to Bury St. Ed- 
mund's. 

To Melford, Lavenham, and Clare. 
•For the Stour Navigation Purchase. 

18. Cornwall Railway. — Deviation between Plymouth and 
Saltash, and power to purchase, lease from, or work conjointly with, 

the South Devon Railway, the Saltash Feirj', and power to sell or 
lease the Cornwall Railway to the Great Western, Bristol and Exeter, 
or South Devon Railway Companies, or either of them. 

♦19. Direct London and Portsmouth, and London, Brior- 
TON, and South Coast Amalgamation. 



BY ESTABLISHED COMPANIES. 



328 



*20. Direct London and Portsmouth, and London, Brigh- 
ton, AND South Coast Railways Amalgamation, and London 
\nd South-Western Railway Participation in that part of the 
' Direct Portsmouth Railway lying between Dorking and Portsmouth. 

I 21. Direct London and Portsmouth Railway.— Approach 

j to Dorking, Alterations in Levels of Line at Epsom and at Lekther- 
. head, Deviation of Line from Idsworth to Havant'and Bedhampton, 
: and Alteration of Levels of Croydon ami Epsom Railway at Epsom. 

♦22. Duffryn Llynvi and Porth Cawl Railway Compant 

and Llynvi Valley Railway Company Amalgamation. 

I 23. Eastern Counties Railway. — For Lines from Peterboro' to 

j Folkin^ham ; from Wisbech to Spalding ; from Spalding to Newark, 

I with Branches from Heckington to Lincoln, and from Ewerby to 

Kirkby Laythorpe. 

From Hertford to Hitchin ; with power to sell to the Great 
Northern Railway Company so much of the intended Line as 
will be situate between Broadwater and Hitchin. 

For the Cambridge, Royston, and Ware Line ; with a Branch to th« 
river, Cam and also a Branch to the Royston and Hitchin Raiiway. 

* For the Newmarket and Chesterford Railway Purchase. 

♦For the Repeal of Provisions authorising the Newmarket and 
Chesterford Railway Company to use the line of the Eastern 
Counties Railway. 

For an Extension from Cambridge to Bedford, with a Braaeh to 
Royston, and two Branches to Biggleswade. 

Lynn and Ely Railway, Ely and Huntingdon Railway, and 
Lynn and Dereham Railway Purchase or Lease. 

For a Line from Somer^ham to Ramsey. 

For a Branch from Stratford to the Vietoria Paik, and Jwie- 
tion by means of three diverging lines with the East and West India 
Do4;ks, and Birmingham Junction Railway. 

For the Amendment of Acts with regard to the Enlaigement of 
London and Stratford Stations. 

For a Metropolitan Extension from Tottenham to Onildfrad-street, 
and the construction of a Station there, near the Chwy's Inn Road. 

For the Purchase or Lease of the North Woolwich Railway, 
of the East and West InHia Docks and Burmingham Junction 
Railway, and of the Pepper Warehouses and Whsrft of the Eiatt 
and West India Dock Company upon the river Lea, and Construe-* 
tion of Docks in connection with the North Woolwich Railway. 

For a line from Braintree to Halstead. 

For Extensions from Ilford to Tilbury Fort and Sowhend, with a 
Branch from Vange to Wickford. 

From Ilford to Tilbury Fort and Southend, with a Branch 
from Vange to Battle Bridge. 

* For Mai don, Witham, and Braintree Railway Purchase. 

And for the Eastern (bounties Coal and Coaaung Dock, and Jimc- 
ti'>n Rsil^sv. 



330 



NOTICES tilVEN 



*24. Eastern Union and Ipswich and Bury St. Edmund's 
Railways Amalgamation. — For a Branch from Ipswich to 

Woodbridge. 

From Manningtree to Harwich. 

For the Lease of the Colchester, Stour Valley, Sudbury, aii|l Hal- 
stead Railway to the Ipswich and Bury Saint Edmund's Railway 
Company. 

25. Eastern Inion and Hadleigh Junction Railway.— 

Alteration of Levels and Extension Railway to Lavenham. 

The East Lancashire Railway. — Burnley Connectiiig Line. 
For the Southport Branch and Preston Extension. 
For Deviations, and Rawtenstall Coal Branch. 
For an Extension from Bury to Manchester. 
For the Clitheroe, Mitton, and Padiham Branches. 

26. East Lincolnshire Railway. — Deviation at Boston, and 
Junction with the Great Grimsby and Sheffield Railway at Grimsby. 
Branch from Louth to Lincoln, and Purchase of the Louth Navi- 
gation. 

27. Enfield and Edmonton Railway. — For an Extension 
from Enfield to a Junction with the Great Northern Railway in 
the parish of South Mimms, with power to sell the undertaking to 
the Eastern Counties or the Great Northern Railways. 

♦28. Exeter and Exmouth Railway. — For a Deviation and 
power of Lease or Sale to the London and South- Western Railway. 

29. Fleetwood, Preston, and West Riding Railway. — For 
a Branch to the Manchester and Leeds Railway at Burnley, and to 
the Colliery of J. Suttleworth, Esq. 

30. FuRNEss Railway. — To Improve and Regulate Barrow Pier, 
and power to contribute to the Improvement of Barrow Harbour by 
Commissioners. 

31. Great Western Railway. — For a Branch to join and 
to widen and enlarge the West London Railway and Branches 
to Hammersmith, and to join the London and South-Western Railway 
at the Wandsworth Road, Lambeth. 

For Branches from Acton to Egham, Staines, Brentford, and 
Twickenham. 

For Extensions from the Great Western Railway at Twyfbid to 
Henley, and from Newton St Leo to Radstock, and enlargement of 
the Great Western Railway at Bathampton, and of Acton to near 
Old Oak Common ; with powers to lease, purchase, or amalgamate 
with the Birmingham and Oxford, and the Birmingham, Wolver- 
hampton, and Dudley Railways, and to purchase the Great W estem 
and Uxbridge and the Wycombe Railways ; also for Amendment 
of Acts and Alteration of TolL 



BY ESTABLISHED COMPANIES. 33) 

JVilts, Somerset, and fFeymouth Railway. — For Eztenaons from 
Bleadon to Blandford, and from Compton, near Yeovil, to Wilton, 
with Branches to Glastonbury and Gillingham, and some JDevia« 
tions. 

For an Extension from the Wilts, Somerset, and Weymoath Rail- 
way, near Yeovil and near Bridport, to the South Devon and Bristol 
and Exeter Railways, at Exeter, with Branches to Sidmonth and to 
Chnrmouth, near Lyme, and to the Chard Canal Railway, at 
Ilminster, and to the Crewkeme Branch of the Bristol and Exeter 
Railway, near Crewkeme. 

For an Extension of the Berks and Hants Railway from Htm- 
gerford to Westbury, with a Branch to Devizes. 

For an Extension of the Berks and Hants Railway from Htm- 
gerford to Westbury and to Devizes. 

Gloucester and Dean Forest Railway Company. — For the can- 
struction of Docks. 

For a Deviation of the Monmouth and Hereford Line. 

For a Railwa]^ from the Great Western Railway at dieltenbam, 
to join the Oxford and Rugby Railway near Oxford. 

32. Great Northern Railway. — For Deviatioiis between London 
and Grantham. 

For Deviations between Peterborongfa, Boston, and Doneaster. 

For the purchase of the Ambergate, Nottingham, and Boston, 
and Eastern Junction Railway, East Lincolnwire Bjdlwav, and 
Boston, Stamford, and Birmingham Railway (Stamford and Wia- 
beach line). 

For a Branch to Homcastle and at Brayford Here, Linooln. 

For Branches to Sleaford. 

For an Extension to Leeds and Wakefield, and Deviation of 
Methley Branch of Wakefield, Pontefiract, and Ooole Railway. 

For a Branch to King's Lynn. 

For an Extension to the Isle cf Axholme. 

For Deviations between Grantham and York. 

For the Hertford, Hatfield, and St Alban's Bianch. 

For a Branch to Hertford. 

33. Huddersfield and Manchester Railway and Camal 
Com PAN Y.~ For Deviations in Oldham Branch; Extension to Man- 
chester through Medlock Valley, and Branch from Oldham to the 
Extension line. 

For a Branch from Oldham to Ashton and Guide Bridge, and 
a Branch to the Ashton Branch of the Manchester and Leeds RaQ- 
way. 

34. Ipswich and Bury St. Edmund'm Railway, No. 1.^— For 
Extensions from Diss to Yarmouth. 

From Bury St. Edmund's to Newmaiket and Ely. 

From Bury St Edmund's to Thetford. 

From Stowmarket to Sudbury. 

To East Dereham, and to Aylsham, in Norfolk. 

_ 



332 



NOTICES GIVEN 



To Aylsham and North Walsham Railway. 
Ipswich to Woodbridge. 

And the Purchase of the Eastern Union and Hadleigh Junction 

Railway. 

35. Lancaster and Preston Junction Railway.-^ For a 

General Amendment Act 

36. Leeds, Dewsbury, AND MANCHESTER Railway. — Extension 
to Wakefield, and a Junction at Methley, with the Wakefield, Ponte' 
fract, and Goole, and York and North Midland Railways, with right 
of Passage to the Great Northern Railway, over part of the line to 
their Station at Leeds. 

For the Osset Branch. 

37. Leeds and Thirsk Railway. — For the Leeds, Durham, and 
Newcastle Extension from the Clarence Railway to the Newcastle 
and Berwick Railway, at the southern end of the high level bridge, 
Gateshead, with a Bianch to the Bishop's Auckland Branch of the 
York and Newcastle R&ilway. 

For the Harrogate Branch Deviaticn and Wharfdale Railway, 
and East and West Yorkshire Railway Junction, or Lease. 
For Eagle's Cliffe and Shillington Extension. 

For a Braiich from Melmerhy to Northallerton, and Junction 
with York and Newcastle Railway. 

For the Knaresborough and Boroughbridge Branch. 

38. Liverpool, Manchester, and Newcastle-upon-Tynb. 
Junction Railway.— For a Railway from the East Lancashire 
Railway, near Burnley, to join the Burnley Branch of the Man-- 
Chester and Leeds Railway, with power to Sell or Lease to the East 
Lancashire Railway Company, or to the Manchester and Leeds Rail- 
way Company. 

For alteration of Main Line and Hawcs Branch, with power to 
Purchase, Rent, or Use the Northern Counties Union Railway. 

39. Liverpool, Manchester, and Newcastle-upon-Tyne 
Junction, and Northern Counties Union Railways Amalga- 
mation. 

40. Llynvi Vallei Railway Extension. 

41. London and Blackwall Railway. — For Improvement, 
and Branches to the St. Katherine's and London Docks. 

42. London and South Essex Railway. — From the London 
and Blackwall Extension Railway to the river Crouch, with Branchea 
to Tilbury and Southend. 

43. London and North-Western Railway.— For a Branch 
from Portobello on the Grand Junction line to Wolverhampton, and 
purchase of the Branch from Show Hill, and arrangement with th« 
Birmingham, Wolverhampton and Stour VaUey Railway. 



BT ESTABLISHED COMPANIES. 



M ' »l 



333 



For the Birmingham and Lichfield line, with Brtnehes to join tht 
Trent Valley and South Staffordshire Railways, being a mhstftn- 
tion for part of the Birmingham, Lichfield, and Manoliefter 9*^ 
way, sanctioned in 1846. 

* Lease and Purchase of the HuddersfieldandlCtnohesfer RsiU 
way and Canal, and the Leeds, Dewsbory, and Manchester Rail- 
way, and f r the Purchase or Lease of each separately. 

For a Branch from Watford to St. Alban's, Luton, and DoiistaUe 
Branch. 

For the Newport Pagnel,01ney, and Wellingborongb Bnoeb. 

For a Branch from near Atherstone to the Midland Railfray «t 
Whitacre. 

For the Purchase of Coventry, Nuneaton, Binningbim, an4 
Leicester Railway. 

For making a Railway from Gloucester to Herefbrd, witli eon* 
necting lines, and Purchase of the Herefordshire and Oloneetter* 
shire Canal. 

For Branches from the Coventiyand Nuneaton: line to th* Momit 
Pleasant and Victoria Collieries. 

For Branches firom Kenilworth to BerkesweB, and lleimiogCwi 
to Warwick, and widening the line from Leamington to Corratiy. 

*For the Northampton and Banbury Railway — firom the I«on- 
don and North- Western Railway, near the Bliswoxtb Statimih to 

Banbury. 

For the Ormskirk and Rainford Bianeb, St Helen's and JL^kk^ 
ford Deviation and Extension, Blackbrook Branch, Huyfon, 
Prescot, and St. Helen's Deviation, St. Helen's and Runcorn 0«p 
Railway Junction, Widnes Branch and Prescot Brook Collieiy 
Bianch. 

For Bescot and Wolverhampton Branch, and Birmingham, 
Wolverhampton, and Stour Valley Station Arrangement, and 
Purchase of Branch from Show-HilL 

For the Lime-street (Liverpool) Station Extension and Branch 
Tunel, Crewe Station Extension, Barton Branch. 

4<'. London and South-Western Railway. — For Lines finom 
Godalining to Chichester, and to Cosham, near Portsmouth, with 
Branches and Extensions at Portsmouth, to be called the Snrreyi 
Sussex, and Hants Railway. 

•Pur the Gosport Extension Railway and Pier in Stokes Bay. 

For Lines from Andover to join the Bishopstoke and Saliabnnr 
Branch of the London and South* Western Railway at MichaeU 
niarsh, and from the same Branch at Romsey, to Join the Sooth- 
am ptjn and Dorchester Railway at Redbridge. 

For the W^idening of the London and Sonth- Western Railway, 
between Wandsworth and Nine Elms, and Rnlargemeni of the 
York-road Station. 

For the Wimbledon and Epsom Branch. 



334 



NOTICES GIVEN 



For a Line from Riclimond to Windsor, with Loop Line from 
Barnes Common through Brentford and Hounslow, to join at 
Twickenham. 

For a Line from Staines to Ascot and Wokingham, with 
Branches to the London and Sopth-Westem Railway. 

For Lines f-om Exeter by Oakhampton to Truro and Plymoiith, 
and Branches to St Austell, to the West Cornwall Railway, 
St Colunih, Padstow, to the Taw Yale Railway, and Crediton, at 
Plymouth. 

For a Line from Blandford, to join the Wilts, Somenet, and 
Weymouth Railway at Bruton, in the county of Somerset. 

For the Blandford Branch. 

For the New Forest Deviation and Branches to Lymington and 
Eling. 

For the Weymouth Branch. 
*For power to Subscribe to the Sutton Harbour ImproTemcnt 
Company, 
*To Subscribe Capital to Lease or Purchase, to Amalgamate,, or to 
make Arrangement with the Southampton and Dorcheater, the 
Richmond, Exeter, and Exmouth, Direct London and Portsmouth, 
London, Brighton, and South Coast, the Taw Vale, the Bodmin, 
Wadebridge, the Cornwall and the West Cornwall Railwaya, the 
proposed London, Salisbury, and Yeovil, and Exeter, Yeovil, and 
Dorchester Railways, the Sutton Pool Improvement, and to make 
Arrangements with the Electric Telegraph Company. 

For the Wimbledon and Shoreham Extension to commence in 
junction with the London and South Western Railway at Wim- 
bledon, and passing thrr^ugh Mitcham, Epsom, Leatherhead, and 
West Grin stead, and terminate at Shoreham in Sussex. 

Salisbury and Yeovil Line : to commence in junction with the 
London and South- Western Railway at Salisbury, and terminate 
at Yeovil, with Branches to Shaftesbury and Wincanton, to join 
the Wilts, Somerset, and Weymouth Railway at Yeovil, and to 
join the proposed Exeter, Yeovil, and Dorchester Railway at 
Berwick. 

45. London, Brighton, and South Coast Railway. — To 
enable the portion of the Direct London and Portsmouth Railway 
between Dorking and Portsmouth to be made at the joint expenae, 
and to be the joint property of the London, Brighton, and South 
Coast, and the London and SoiHh- Western Railway Companies. 

To enable this Company and the London and South- Western 
Railway to Purchase, and hold conjointly, the portion of the Chi- 
chester and Portsmouth Railway between Cosham and Portsmouth, 
and also between Havant and Portsmouth. 

For the Kent Railway to commence 5 furlongs south of the New 
Cross Station, and passing through Bromley, Addington, Maidstone, 
Sittingboume, and Faversham, and terminate at Canterbury, with 
a Branch to the Tunbridge Station of the South-Eaatem Railway, 
and a second notice with slight variations. 



■ 



BY ESTABLISHED COMPANIES. 



335 



For the Hcrsham and Chichester Railway, with Bimnches 
therefrom to Midhurst and Peterworth. 

For London and Brighton, and South Coast Bailwav, Extensions 
from its junction yrith the Greenwich Railway to London Bridge. 
For the Enlargement and Division of the London Bridge Station. 

46. LowESTOFF Railway and Harbour. — A Iteration near Reed- 
ham. 

47. Lynn and Ely, Ely and Huntingdon, and Ltnm and 
Dereham Railways AMALGAifATiON. 

48. Lynn and Ely Railway. — For Extensions to Bury St 
Edmund's and to Spalding and Holheach. 

For the Purchase of the Lynn and Wormegay Navigation. 

For a Deviation, and the Lynn Docks Improvement 

49. Manchester and Leeds Railway. — ^Branches, Extensions, 
I Deviitions, and Alterations of Levels, and several short Branches. 

I For Alteration of Levels of Brighouse Branch 'of the West' 

i Riding Union Railways, and New Line into Leeds. 

For the Rochdale Canal Purchase. 

i 50. Manchester and Lincoln Union Railway.-^Fot De- 
viation. 

51. Manchester, Buxton, Matlock, and Midlands Jukc- 
TioN Railway. — For Deviations. 

52. Manchester, Sheffield, and Lincolnshire Junction 
Railway. — For the enlargement of the Sheffield Station, and a 

Branch to the Sheffield Canal. 

For the Sheffield Canal Purchase. 

Manchester, Sheffield, and Lincolnshire Junction Railway, and 
Manchester and Lincolnshire Union and Chesterfield and Gains- 
borough Canal Amalgamation. 

For Branches from Louth to Homcastle, and a Junction with 
the East Lincolnshire Railway from Great Grimsby. 

For *.lie Ash ton Canal Purchase. 

For a Brancli from Ashton-under-Lyne to Oldham. 

For a Branch from Bugsworth, to join the Peak Forest Canal 

Tramway. 

To enlarge the Store-street Station, Manchester. 

To form a Junction with the Midland Railway from Peniston, 
via Barnsley, at Royston, with several short junction lines and 
mineral branches. 

For a Branch to Chapeltown, and Thurgoland Coal Branch. 

53. Manchester South Junction and Altrincham Rail- 
w vY. — For a Branch in Salford, from the London and North- Western 
Hailwiy to join the Manchaster, holtrni and Bury RaUway. 



336 



NOTICES GIVEN 



For a Branch from the Manchester South Junction and Altrin- 
cham Railway, near the river Irwell, to the Manchester, Bolto^ 
and Bur}' Railway. 

54. Monmouthshire Railway Company, and Nbwpoet, 
Abergavenny, and Hereford Railway CoifPAMY Amaloama* 

TION. 

65. Midland Railway. — For the Mashorongh and NomiaiiCOB 

Stations Enlargement 

For Extension of the Nottingham and Lincoln Branch Railwiqr, 

at Lincoln. 

For an Extension from the Erewash Valley Railway tc tbe 
Nottingham and Mansfield Railway, with Branches to Mantfield 
and to the Alfreton Iron Works, and Alteration and ParchaM of 
the Mansfield and Finxton Railway. 

For Deviations on tlie Syston and Peterhorough Railway, and a 
New road to the Manton Station of the same line. 

For Extension from near Leicester, via Bedford, to Hitchia, 
and to Northampton and Huntingdon, and Enlarg^emoit cf the 
Leicester Station, lately known as the South Midland. 

For the Leicester and Swannington Railway Widening, Deria- 
tions, and Branches, Enlargement of Leicester Station, and Ex- 
tending Powers as to Ihstock Branch. 

For a Branch from Mangotsfield, on the Bristol and Gloucester^ 

to Bath, and alteration of existing Gauge. 

For a line from Ashchurch to Cheltenham, Warwick, and Lea* j 

mington. 

For the Gloucester and Stonehouse Junction, between the Birw 
mingham and Gloucester line and Bristol and Gloucester line, 
i:car the Stonehouse Junction, with power to alter the existing 
Gauge of the latter line. 

For an Extension from Worcester to Hereford, with Branches 
to Ledbury, Malvern, Ash Church, and Cheltenham, with power 
to Purchase or make Arrangement with the Herefordshire and 
Gloucestershire Canal Company. 

For the Sheffield, Bamsley, Doncaster, and Goole line, fiom 
Goole to Doncaster, Swinton, and Bamsley, and to join the Shef* 
field, Ashton-under-Lyne, and Manchester Railway, near Thurgo- 
land, and from the Midland Railway, near Cudworth, to Bamsley 
with Branches. 

56. Newcastle and Berwick Railway. — Cramlington and 
Percy Main, and Killingworth and other Branches. 

For the East Coast Line, Blyth, Seaton- Sluice, and other 
Branches. 

57. Newcastle and Berwick and York and Newcastle 
Railways Amalgamation. 



BY ESTABLISHED COliPANlBS. 



337 



£8. Newmarket and Chesterpord Railway. — For an Exten- 
sion from Newmarket to Thetford, and an Extension from Newmar- 
ket to Bury St Edmund's, with Branch to Ely. 
For power of Sale to the Eastern Counties. 

59. Newport, Abergavennt, and Hbrefo&d Railwat.—Fot 

Drviationsi and for vesting and abandoning of the Llanvllumgel, 
Grosniont, and Hereford Railways, and for the sale of the siies 
thereof. 

Extension to TaffVale Railway. 

60. Norfolk Railway.— For a Branch from Norwich to Ayla- 
ham, with a Branch to North Walsham. 

For a Branch from Thetford to join the Ipswich and Bnxy St 
Edmund's Railway, near Bury St Edmund's. 

For the Yarmouth Extension, with the power to lay down 
Tramways to the Quays of Great Yarmouth. 

For a line from Thetford to the Lowestoff Railway, near Reed- 
ham, with a Branch to Halesworth. 

For a Bronch from near Wymondham to the Norwich Extenson 
of the Ipswich and Bury St. Edmund's Railway and the propowd 
Thetford and Reedham Railway, near Diss. 

61. North Staffordshire Railway. ~ Amendment and Con- 
solida'ion of Acts, Aterations of Pottery Line on the Crewe Branch, 

j and of the Churnet Valley Line, and formation of Branehea to some 
j Iron Works, and to Hanley, and of a Loop line to and froan tine 
. Pottery Line tli rough Biurslenu 

For a Line from Marehington to Hadmore. 

62. North Western Railway.— For Biveraions at SkiptBO, 

Casterton, and Sedhergh. 

63. NoKTHKRN Counties Union Railway. — DeristionB. 

64. Oxford, Worcester, and Wolverhampton Railway. — 
I For a lUilway from (Cheltenham to Evesham, and to a point on the 
I Stratford-on-Avon Branch of the said Oxford, Worcester, and Wolvor- 
. hampton Railway. 

For Railways from Stourbridge to Dudley, and to Haksowoif 
with Railways diverging therefrom to the Oxford, Worcester, and 
Wolverhampton Railway Starion at Stouibridge, and to Menra. 
Kings' Clay Works ; also Deviation and Extennon at W<dver- 
hampton. 

ti5. Preston and Wyre Railway. — For an Extension from 
Sytham to Blackpool, and an additional line at Kirkscar Bay. 

66. Heading, Guildford, and Reigate Railway. — Dev?a< 
; tioiis and Repeal of Restriction in Reading, Guildford, and Reigale 
i Railway Act, 18f6, as to construction of a portion of the line. 

I 67. Hoyston and Hitchin Railway.— Extension from Rojtb* 
I ton to Cambridge, and power to Sell or Lease the same to the Great 
Nurtheni Railway Company^ 



338 



NOTICES GIVEN 



68. Saint Helen's Canal and Railway. — For an Amendment 
Bill, the Warrington and Blackbrook Branches, and the Zieue of Rain- 
ford Branch of London and North -Western Bidlway. 

69. Sheffield, Rotherham, Barnslet, Wakefield, Hud- 
dersfield, and Goole Railway. — For the partial Alteration <tf 
Levels, and Abandonment Extension Lines, and Leasing or Sale of 

Lines. 

70. Shrewsbury and Birmingham Railway. — For Branchet 
to Madeley, to Ironbridge, to Willeuhall, and Extension of the 

Ironbridge Branch to Shrewsbury. 

71. Shrewsbury and Chester Railway. — New Branchea to 
Llangollen Mold, Buckley Colliery, Leeswood, Argoed, and the City 
of Chester, and for Station-room and other conveniences in the City 
of Chester. 

♦72. Shrewsbury and Hereford Railway. — For the Purchase 

of the Leominster Canal Navigation. 

73. Shropshire Union Railways. — For a Line firom Shrews- 
bury to Worcester, with Branches ; and power to Purehaac or Leaae 

the Shropshire Canal Navigation. 

*For power to Lease to the London and North- Western RaUway 
Company. 

74. South Devon Railway. — For Extensions of the £outh 
Devon Railway to Tavistock and Launceston, and to Torquay and 
Brixham ; for powers to Sell and Lease to the Cornwall Railway 
Company, and to arrange with that Company for the joint Con- 
struction and Use of portions of the South Devon Railway and 
Works. 

75. SouTH-E ASTERN RAILWAY — (Stroud to MaidstoTie). — From 
the Gra\esend and Rochester line of the Southern Railway at Stroud 
to the Maidstone Branch of the same Railway at Maidstone. 

North Kent and Bricklayers* Arms Junction, — A very short 
Branch, neai the Grand Surrey Canal, to enable trains to run from 
the Bricklayers' Arms to the Greenwich Railway. 

North Kent — (Stroud to Chilham).— From the Gravesend 
and Rochester line of the South-Eastern Railway, at Stroud, to 
Chilham, on the Ashford and Ramsgate line of the same Railway, 
with Branches to Sheerness and Faversham Creek. 

Croydon and Bromley Branches. — One Branch to commence 
in junction with the North Kent line at Lewisham, and ter- 
minate in junction with the Direct Portsmouth Railway, at 
Croydon ; the other al&o to commence at Lewisham, and terminate 
at the town of Bromley, in Kent. 

Maidstone to Chart. — To commence in junction with the 
Maidstone Branch, at Maidstone, ami terminate at Chart, near 
Ashford, on the main line of the South-Eastern Railway. 



BY ESTABLISHED COlfPAMIES. 839 

Mid- Kent Line, — Commences in jnnctioii with the Ntnth 
Kent Line at Lewisham, and terminates in jnnctioD with the Ton- 
bridge Wells Branch of the South- Eastern Railway, at its jnnction 
with the main line, with Branches to Dartford, Seven OakB^ Maid- 
stone, and Paddock Wood. 

For Widening of the Greenwich Railway, and AnangCDMnt and 
Enlargement of the London Bridge Station. 

76. South Staffordshirb Railway. — Cannock, Wyrley, and 
Norton Branches, and power to Birmingham Canal Company to 

contribute. 

77. South Wales Railway. — For Deriations at Margam and 
some other places, and Branches to Briton Ferry, to eonneet the 
Monmouth and Hereford Railway, and the Gloucester and Foiett 
of Dean Railway, and to Bullo FilL 

*FoT the Parchase of the Forest of Dean Railway, andtheSemrn 
and Wye Railway and Canal. 

78. Stockton and Hartlepool and Claeemce Railwat 
Amalgamation. 

79. Swansea Vale Railway and Branches. — From Abererave 
Farm in Ystradgunlais, in the county of Brecon, to Swansea, with 
powers to alter the Branches ; with Swansea Vale Railway, and to 
Sell or Lease to or Amalgamate with the South Wales and Great 
Western Railway Companies, or either of them. 

80. Taw Vale Railway and DocK.~For Deriations and Bide- 

ford and South Molton Branches. 

*For power of Lease or Sale to the Bristol and Exeter, the Exeter 
and Crediton, or London and South- Western Railway, and power 
to Buy or Lease the Exeter and Crediton Railway, or part thereof 

*81. Thames Haven Dock and Railway. — ^Branch to Tilbury 
Fort, and the Construction of a Pier thereat 

82. Vale of Neath Railway. — For a Branch to j<nn the South 
Wales Railway at Neaih, and several Mineral Branches, with power 
to Purchase the Aberdare Railway, the Aherdare Canal, the Neath 
Canal Navigation, and several Tramroads adjoining. 

•83. Wear Valley, Bishops Auckland, and Weardale, 
Wkardale Extension, and Wear and Derwent Railway 
Amalgamation. 

84. West Cornwall Railway. — For Branches to St Ives and 
Norwayman's Wharf, and Construction and Enlazgement of Quays 

at llayle. 

85. Wharpdalb Railway Act Am BHDVUfT.— For the Skiplon 
and Cayley Hall Deviations. 



242 



NOTICES GIVEN BY ESTABLISHED COMPAKIE8. 



104. Glasgow, Paisley, Kilmarnock, and Ayr Railway. — 
For an Extension of the Glasgow, Dumfries, and Carlisle Railway 
from near Gretna Church to a Junction with the Newcastle and 
Carlisle Railway, with three Branches therefrom. 

105. Glasgow, Barrhead, and Nbilston Direct Railway. — 

Amendment, Deviations, and Branches. 

106. Glasgow, Paisley, and Greenock Railway.— Branches 

at Port Glasgow. 

Amendment and Branches. 

107. Glasgow, Kilmarnock, and Ardrossan Railway. — 

Amendment and Branches. 

108. MoNKL and Mineral Railway. — Montrose- street Terminus, 
and several Branches, with power for a General Amalgamation with 
any of the Companies near. 

109. North British Railway, No. 1. — For increase of Capital, 
and Junction with Leith Branch of the Edinhurgh and Dalkeitli 
Railway ; Extension of the Haddington and Kelso Branches ; Devia- 
tions of Hawick and Kelso Branches ; Alteration of the Leith Branch 
of the Edinburgh and Dalkeith Railway, and amendment of the Acts 
relating thereto ; and purchase of additional Property and formation 
of Branches adjacent to the Terminus in Edinhurgh. 

For an Extension of the Hawick Branch of the North Britidi 
Railway to join the Caledonian Railway near Carlisle, and from 
thence to Carlisle, with Branches to Canobie; and to join the 
Glasgow, Dumfries, and Carlisle Railway and the Caledonian Rail- 
way, in the parish of Gretna ; and to Longtown ; with power to the 
North British Railway Company to use the line of the Caledonian 
Railway, with their engines and carriages, and limitation of tolla 
in respect thereof. 

*110. Paisley, Barrhead, and Renfrew Railway. — Sale or 
Lease. 

111. Scottish Midland Junction Railway. — Branch to 

Brechin. 

Branch to Laurencekirk. 

112. Strathtay and Breadalbane Railway. — Extenaiona. 

113. WiLSONTOWN, MoRNINGSIDE, AND CoLTNESS RaILWAY. — 

Branches to Bentson Coal Works. 

Wishaw and Coltness Railway. Branches to Auchinheath. 



BY ESTABLISHED COMPANIES. 



341 



For power to Lease the portion of the Glasgow, Dumfries, and 
Carlisle Railway, between Annan and the Caledonian Railway. 

*For the Amalgamation of the Caledonian and the Glasgow, 
Paisley, and Greenock Railways. 

*For the Lease or Purchase of the Glasgow, Barrhead, and 
Neilston Direct, and the Glasgow Southern Terminal Railways. 

For Branches to Canohie, Langholm, Longtown, Miltim, Annan, 
and Dumfries, with Side Branches. 

For an Extension of Motherwell Branch to Anchinheath 
Mineral Fields, with Branches to the Wishaw and Coltness Rail- 
wajr, Canderside and Hamilton. 

•Caledonian, and Glasgow, Paisley, and Greenock Railwaya 
Amalgamation. 

94. Caledonian and Dumbartonshire Junction Railway. 

95. Dundee and Newtyle Railway. — Alteration, improve- 
ment, and widening. 

96. Dundee and Perth Railway. — Alterations, extensiona, 

and branches. 

97. East of Fife Railway.— Deviation. 

*98. Edinburgh and Bathgate Railway. — Extension branch 
from Whitburn, and Deviation. 

Leith and Graaton Junction, and Leith and TrinityEztendoiu. 

99. Edinburgh and Glasgow Railway. — For a Branch to 
Glasgow, Airdrie, and Monkland Junction Railway, and to Leue, 
! Purchase, or hold Stock in that Railway, in the Edinburgh and Bath- 
1 gate, and the Stirling and Dunfermline Ruhrays, and to attthoriie 
' the Sale or Lease to or Amalgamation with Uie Caledonian, the 
' North British, the Glasgow, Paisley, Kilmarnock, and Ayr, and the 
I Scottish Central Railways, or any one of them, of the whole of the 
undertaking of the Edinburgh and Glasgow Railway Company. 

1(0. Edinburgh, Leith anikGranton Railway. — For Branches 
from near the Haymarket Station to the Edinburgh and Glasgow 
; Union Canal Basin, and to the Caledonian Railway. 

101. Edinburgh and Northern Railway. ~ Branch from' 

Burntisland to Dunfermline Branch. 

Burntisland Pier, and Burntisland and Granton Ferry Purchaae* 
Improvement of the Ferry between Ferry Port on Craig and the 
north side of the river Tay. 
St. Andrew's Newburgh Harbour Branches. 

102. General Terminus and Glasgow Harbour Railway. 

— For power to construct sundry additional short Brandies in the 
neighbourhood of GUsgow, with power of Sale. 

1 03. Glasgow, Airdrie, and Monklands Junction Railway. 

— Cowlair Branch. — Montrose-strettTermiiios. 



344 



NOTICES GIVEN 



▲Moum OF 

O A VITAL. 



8. Cheltenham and Oxford Railway. — ^To com- 
mence at Oxford, in junction with the Great Western Rail- 
way, passing through Witney (and there communicating with 
a Branch from the Oxford, Worcester, and Wolverhampton 
Railway) Burford and Northleach, terminating at Chelten- 
i ham, in junction with the Great Western lines to Glou- 
cester, Monmouth, Hereford and South Wales. Capital. . 

50,000 Shares of 201. each. Deposit 21. per Share, 

To he leased by the Great Western Railway for a term of 999 
years, at a rental of 4 per cent on the outlay, and an equal moiety 
of a'l profits beyond interest allowed on Calls at 4 per cent. 

♦9. Chichester and Boonor Railway.— To com- 
mence in junction with the London, Brighton, and South 
i Coaot Railway at Chichester, and terminate in the town of 
I Bognor, with power to lease or sell the same to any Com- 
pany, Commissioners, or Trustees. 

10. Coventry, Banbury, and Oxford Junction 
Railway. — From Mier Bridge, on the Oxford and Rugby 
Railway, to Warwick, on the London and North- Western 
Railway. Capital 

5,000 Shares of 20/. each. 

11. Derbyshire, Staffordshire, and Worcester- 
shire Junction Railway. — From Walsall to Uttoxeter, 
with Branches. Capital 

30,000 Shares of 20/. each. 

*12. Direct Sheffield and Macclesfield Rail- 
way. Capital 

40,000 Shares of 20/. each. 

13. Dover and Deal Railway, and Cinque Ports, 
Thanet, and Coast Junction Railway. 

14. Drayton and Bognor Railway. 

15. East Coast Railway.— Wisbeach to Spalding. 

16. Exeter, Yeovil, and Dorchester Railway. — 
Lines from near the City Gaol, Exeter, to Yeovil, with 
Branches to the Bristol and Exeter Railway, Sidmouth, 
Chard, Ilminster, Bridport Harbour, Boaden Bridge, Char- 
mouth, and the Wilts, Somerset, and Weymouth Railway at 
Yeovil, with power to amalgamate with the London and 
South-Western Railway, or to enable that Company to 
suhscrihe towards or lease or purchase the undertaking. 
Capital 

26,000 Shares of 50/. each. 



£ 
1,000,000 



100,000 



600,000 



800,000 



1,300,000 



BY NEW COMPANIES. 



17. Falmouth and Helston Railway. — From the 
Cornwall Railway at Penryn, to Helston. 

18. Hartlepool and Stockton Junction Rail- 
way — being a junction with the Hartlepool Railway and 
Branches. 

19. Harwich and Eastern Counties Railway 
and Pier Company. — To commence at Aidleigh, in 
junction with the Eastern Union Railway, and to temunate 
at the Pier, Harwich, with power of sale to any other Com- 
pany. Capital 

20,000 Skaret of 20/. each. 

20. Herne Bay and Canterbury Junction Rail- 
way.— From Heme Bay to the Canterbury and Whitstable 
Railway. 

*21. Ipswich and Reedham Railway. — ^From Ips- 
wich, to join the Lowestoff Railway near Reedham. 



345 



22. Leeds Central Railway Station. — To 
power the Leeds, Dewsbury and Manchester, the Leeds 
and Thirsk, the Manchester and Leeds, and the Gfsat 
North of England Railway Company, all, some, or any of 
them ~ to construct a Central Station near die Mixed Clotli 
Hall, on the Banks of the Aiie, in the town of Leeds, 
for their joint use, and the use of other Compenies mming 
trains to Leeds. 

23. Leeds, Wakefield, and Midlavd Juiiotiov 
Railway. — To form four Branch Railways from the Mid- 
land Railway, near Leeds, to the ManeMster and Leeds, 
and the Wakefield, Pontefract and Goole Raflways, wiA 
power to sell or lease to die Midland Railway Company. 

*24. Lincoln and Grantham Railway Compaht.— 

From Lincoln to the Abeigate, Nottingham, and Boston 
and Eastern Junction Railway, and to enable diat Com- 
pany to subscribe towards, purchase, take on lease, or 

construct the same. 

25. Liverpool, Crosby, and Soutbvort Rail- 
way.— To commence in junction with the LiTerpool and 
Bury Railway, near Liverpool, and passing throagh Formby 
and ('rosby, terminate at Southport, with a Branch to fonn 
A second junction with the Liverpool and Bory Raflwsy. 

2Ct. LlSKRARD AND LaUHCISTON BrANCB RaILWAT* 



AMOWT or 

CAPITAL. 



400,000 



z 



346 NOTICES GIVEN 



27. Th^ London and Southend Railway. — Rail- 
way from the Eastern Counties Railway at Hutton, to 
Southend, in the county of Essex. Capit^ 

20,000 Shares qf20L each. 

28. London, Brentford, and Great Western 
Junction Railway. — From Prince's-street, Westminster, 
to a proposed Branch of the Great Western Railway at 
Brentford. 

29. London General Coasting Dock (near Gai.- 
Li0N*s Reach) and Connecting Railway with the 
Eastern Counties Railway. — To construct a Dock 
opposite Woolwich, and to connect the same by Railway 
with the Eastern Counties Railway. 

30. London, Oxford and Cheltenham Railwat.— 
To commence in junction with the North Western Railway 
at Aylesbury, passing through Thame, Oxford, Witney, 
Burford and Northleach, and terminate at Cheltenham. To 
be constructed on the narrow gauge, and to be leased in 
perpetuity by the North Western Company at 4| per cent, 
on the outlay, and an equal division of surplus profits. A 
large proportion of capital subscribed by the London and 
North Western Company. Capital 

75,000 Shares of 201. each. Deposit 21. per Share. 

•31. Manningtree and Mistley Railway. — Com- 
mences at Lawford, by a junction with the Eastern Union 
Railway, and terminates in the parish of Mistley. 

32. Manchester and Birmingham and North 
Staffordshire Junction Railway. — Commences at 
Cheadle, on the main line of the Manchester and Birming- 
ham Railway to the Macclesfield Branch of the same Rail- 
way, with a Branch to the Manchester, Buxton, Matlock, 
and Midland Junction Railway, with power of sale or lease 
to, or amalgamation with, the London and North- Western 
Railway, the North Staffordshire, the Manchester, Buxton, 
Matlock, and Midland Junction, or the Shejffield and Man- 
chester Railway. 

33. Manchester and Southport Railway. — From 
Southport, through Wigan, Jo a junction with Manchester 
and Bolton and Bury Railway, at Pendleton, near Man- 
chester, with Branches to several Collieries, to the Liver- 
pool, Ormskirk, and Preston, the Liverpool and Bury, the 
North Union, and the Wigan Branch of the London and 
North Western Railway, with power to lease, sell, or transfer 
the undertaking to the Manchester and Leeds Railway. 



▲KOI 
OAF! 



4€ 



1,50 



BY HEW COlfPANIBI. 



347 



▲KOVMT or 

OAiriTiUL. 



3%. Mancuestbr and Southampton Railway. — 
To commence on the Uuay, Southampton, and paaaing 
through Redbridge, Romsey, Andover, Malborough, 
Swindon, Cricklade, and Cirencester, terminate in junc- 
tion with the Midland Railway at Cheltenham, with 
Branches to the Southampton Dock, to Join the London 
and South- Western and Great Western Railways, with 
power of purchasing the Andover Canal, and with power 
uf lease or sale of the whole underiaiung to the Midland 
and Loudon and South- Western Railways, or one, or both. 
Capital 

75,000 Sharet rf 20/. each. 

35. Manchester, London, and BiaicniQHAM Rail- 
way.— From Lichfield to the North Staffordahire Railway 

at Kingley. 

36. Mold Railway. — From Mold, to j<nn the ClMttm 
and Holyhead Railway, with powers of sale or lease to the 
Chester and Holyhead Railway Company. Capital 

12,000 ShareM rf \&L each, 

•37. Newcastle-upon-Tynb, Edihbueob jdn (Di« 
rect) Glasgow Junction Railway. 



38. North All pton, Banbu&t axs 
Railway. — To commence at Blisworth, In jonctk» with 
the London and North Western Railway, pMeing tfaroogh 
TowcesCer, Brackley and Banbury, terminating in jnnctkwi 
with the Oxford and Bletchky Junction Railway. Tkt 
London and North We»term Compmt^ mUcrUe eM- 
third of the capital, and agttt to UoMe iha Uma in JMiyt* 
tuitj/j at 4 per cent, on the outlay , and kaffqftka marpimi 
projils. Scriphoidert of 1845 enHiiad to ona mw «A«rf 
for two in the old Compaxjf, Capital • 

22,500 fi^Aoret ^20/. M^A. DepotUp.2t, 

39. The Oldham Alliance RAiLWAY.^^Wit]i power 

to unite with the Mancnester and Leeda Railway. 

40. PaRKGATE and ChBITBB AHO BIBEBHBBA9 

Junction Railway.— From Parkgate, to Join the Chetter 
and Birkenhead Railway, in the pariah ot' Bebhington, In 

tlie cuuiity of Chester. 

41. Regent's Canal Compant. — Baddbgioii and 
Liinehou^te Railway along the back of the Caaal» with a 

few deviations and a Branch. 



1,MQ!»000 



laiMm 



iM^OOO 



IS 



348 



NOTICES GIVEN BT NEW COMPANIES. 



AMomrror 

OAKTAL. 



42. Sheffield, Rotherham, and Doncaster Junc- 
tion Railway.— From Masborough to Doncaster. 

43. South Yorkshire, Doncaster and Goole 
Railway. — Between Penistone, Bamsley, Elsecar, Roiher- 1 
ham nnd Doncaster. Purchase of Sheffield, Rotherham, 
Bamsley, Wakefield, Huddersfield, and Goole Railway, 
and of Dun Navigation, and Tean and Dove CanaL 

44. TuNBRiDOE Wells, East Grinstbad, and 
Brighton Railway. 

45. Windsor Railway. — To commence in George- 
street, New Windsor, and terminate in junction with the 
Great Western Railway, at Slough, with power of Sale or 
Lease thereunto. 

♦4^. Victoria Docks and Railway.— To construct 
Docks at Dagenham Beach, and a Railway to join the 
Eastern Counties Railway. 

*47. Worcester, Ten bury, and Ludlow Railway. 
—Capitol I 400,000 

8,000 Shares qf 50L each. 



LIST OF 

COMPANIES PROVISIONALLY REGISTERED 

DcBiNG 1845 : 

NUMBERING 1,118 SCHEMES. 



1 AlKrgBvenny and MotuDOQlh 

2 Adelaide 

5 Algos Hi; and Gnham's Tawn lUilway and Pier (Eaatcm 

Frontier, Cape of Goad Hope.) 
4 Alrewis»ndAshby-ile-U-Ztucb 

6 AltoD, Famham and Sonlli Weslern Junction 

6 Ainber^nte, No'tini-'haiii and Boston anil EBstrrn Jnoction 

7 Angluea and CuuBTfaaahice lad Clleiter aod Hoiyhead Jittlc- 

B Antigua 

9 Armagh, Coieraine and Portnish Enenoioa 

10 Armagh, Weitpoit, and Cutl bar Junction 

11 ArjT>ai;h, Keaily and Cailleblaney 
B-i A>hboumeandManalieldJiinc(ion 

IS Aahburlon, Newton, and South DevSB JuiWlioB 
It Athlon? and Sligo Junciian (being an EJCteiinao of tbe Dublin 
and Oalwiy), Fint Dititiun. AtHlane lo Hoicommon 

15 AuKtralian, Sydney, Pamnalta, I^ierpODl. KtuhuiOQiJ ucd Wind- 

16 Aiiurlanind Sardinian 

17 Avon and Severn Valley 

i^ Aylesbury and Thame JunMioB 

19 Aylesbury and Covsnlxy and Diract Landon and BinniDgham - 

20 AyrandBemiok 

21 Avrand Porlpatrick 

22 BallycaiUe, DecTOck, Ballymaoey, aad Belfatt and Coteraiae 

Junctiua 

23 Ball Q^lata Janction 
3t Bandon and Bantrjr 

25 Ban<lon and Bantrv (No. 3) 

26 Bnrbadoe! GcncnJ 

27 Bamoril <'as(le and DartineUa Jiuuliln 
2S Bamel and North Meiropoliiin Junetieit 
2'J Barnei aud North Meuopalitsn Junotioa 
3U B>m>aey and Midland Junction 

31 Kartua-on- number and Blig-g Joootion 

32 Baiingoloke and BriRbton 

83 Baiingslok* and Bridgeaiter 
34 Bath aad Pooli Direct 



350 

35 Bath and Bristol and Gloucester Junction 

36 Bath, Wells, Glastonbury and Taunton Direct, and Chpeat Wat- 

em Extension 

37 Bath, Salisbury and Southampton 

38 Bath, Wells and Exeter Junction 

39 Bedford, Hitchin, Hertford and Ware 

40 Bedford, St Neots and St Ives 

41 Bedford«ihire, Hertfordshire and Essex Junction 

42 Belfast and County Down 

43 Belfast and Enniskillen (by Dungannon) 

44 Belfast and Hollywood Atmospheric 

45 Berlin and Hanover 

46 Bideford und Tavistock 

47 Birkenhead and Holyhead Junction and Mold Eztenalon (with 

its Branches) 

48 Birkenhead and Preston 

49 Birkenhead, Birmingham and Brighton Direct Union 

50 Birkenheac, Chester, Mold, Rhuabon and Vale of Llangollen 

51 Birkenhead, Lancashire and Cheshire Junction 

52 Birmingham and Manchester Direct 

53 Birmingham and Oxford Junction 

54 Birmingham and Worcester Direct (with a Branch to Redditdi) 

55 Birmingham and Gloucester and Stour Valley Junction 

56 Birmingham and Lichfield Junction 

57 Birmingham and Redditch 

58 Birmingham and Boston Direct 

59 Birmingham, Nottingham, Gainsborough and Hull 

60 Birmingham, Newtown and Aberystwith 

61 Birmingham, Merthyr Tydvil and Aberystwith 

62 Birmingham, Peterborough and Norwich Direct 

63 Birmingham and Aberystwith 

64 Birmingham, Wolverhampton, and Dudley 

65 Birmingham, West Bromwich, Wednesbury, Darlaaton, BQatOD 

and Wolverhampton 

66 Birmingham, Redditch and Studley 

67 Birmingham, Southampton, Brighton and Dover Junction 

68 Birmingham^ Wolverhampton and Stour Valley 

69 Birmingham, Lichfield and Manchester 

70 Birmingham, Carlisle, Leeds and Newcastle-upon-Tyne Dixeet 

71 Birmingham, West Bromwich, Wednesbury and Walsall Junetion 

(Shrewsbury and Northwich) 

72 Birmingham, Warwick and London Direct 

73 Birmingham and Southampton Direct 

74 Birmingham, Lichfield and Uttoxeter 

75 Blackburn, Clitheroe, and North Western Junction 

76 Blackburn and Euxton Junction 

77 Blackburn, Chorley and Liverpool 

78 Bognor, London, and Brighton Junction Railway, Dock, Har- 

bour and Pier 



35) 

79 Bombay, Agra and Delhi 

80 Bombay, Sural and Barocbe 

81 Boston and Wainfleet Haven Junction 

82 Boston and Great Grimsby Coast 

83 Boston, Manchester, and Liverpool 

84 Boston, Newark^ and Sheffield, and Nottingham Uki Qi%|il|ji|||| 

Junction 

85 Boston, Stamford and Birmingham 

86 Boston, Newark and Sheffield 

87 Boston, Grantham, Leicester and Midland Coanties Joaotioii 

88 Boulogne-sur-Mer and St Omer 

89 Bradford and Thirsk Northern Junction 

90 Bradford, Manchester and Liverpool Direct 

91 Bradford, Wakefield and Midland 

92 Branch Railway ff om the Brighton Railwav to East Orinsttii 

93 Branch Railway from the South- Eastern Railway to BaaC QlHf^ 

stead 

94 Brecon and Merthyr Tydvil Junction 

95 Brentford, Uxbridffe and Watford 

96 Bridgewater and \finehead Junction 

97 Brid^orth, Madeley and Shiffiiall 

98 Bridport and Exeter, or South Coast Janction 

99 Brighton Junction 

00 Brighton, Lewes, Uckfield, Tonbiidge Wells and Dover 

01 Brighton, Tonbridge Wells and Dover* and East Ktnt Junction 

02 Brighton, Tonbridge Wells, Grmvesend and Eastern ConntiM 

03 Brighton and Cheltenham Direct 

04 Bristol and English Channels Direct Junction 

05 Bristol, Bath and Brighton Direct 

06 Bristol, Bath and Bri^water Grand Jnnetkm 

07 Bristol and Dover Direct Junction 

08 Bristol and South Wales Junction 

09 Bristol and Southampton Direct 

10 Bristol and Liverpool Junction 

1 1 Bristol and South Wales Junction Railway Extension Line to 

Monmouth 

12 Bristol and Bristol Channel 

13 Bristol, Wells and Poole Junction 

14 Bristol, Bath and Poole 

1 5 Bristol and Southampton Direct 

16 Bristol, Poole Harbour and Lymington Junction 

17 Bristol and English Channels Connection 

18 British East Indian, or Calcutta, Madras, Bombay and Agra 

Grand Junction 

19 Buckingham and London and Birmingham 

20 Buckinghamshire and Oxford and Bletchley Junction 

21 Burn ham Dock and Bristol and Exeter Branch 

22 Burton-upon-Trent and Liverpool Junction 

23 Burton, Salmon, and KnottingWy 



352 

124 Burton. Stafford, Shrewsbury and Newtown 

125 Buxton, Macclesfield, Congleton and Crewe 

127 Buxton, Macclesfield, Stockport and Wairingtoii 

128 Cadiz, Xeres, Seville and Cordoba 

129 Calcutta New Harbour, Dock and Railway 

130 Calcutta and Diamond Harbour Railway and Dock 

131 Calcutta and Great Eastern Bengal 

132 Caledonian Canal and Great North and West of Scotland Bn] 

133 Cambridge and Colchester Junction 

134 Cambridge and Oxford 

135 Cambridge, Bury St Edmund's, Wayeney Valley and Yaxmoi 

136 Cambridge and Lincoln Extension, and Lincoln, York and Im 
Junction 

137 Cambridge, Stowe Valley, and Harwich Railway and Pier 

138 Cambridge and Colchester 

139 Cambrian and Grand Junction 

140 Canterbury and Dover 

141 Canterbury and Heme Bay 

142 Cape of Good Hope Western 

143 Cape of Good Hope 

144 Carlisle and Berwick Direct Jimction (with a Branch to "hi 
peth) 

145 Carlisle and Berwick Junction (with a Branch to Hawick) 

146 Carlo w and Kilkenny Junction 

147 Carmarthen Junction Mineral 

148 Cashel and Fermoy 

149 Central Kent County 

150 Central Suffolk 

151 Central Staffordshire 

152 Central Sussex or Southampton, Portsmouth, Chatham 
Sheemess Direct 

153 Central Union Line to the North of England 

154 Central Metropolitan 

155 Central Wilts and Hampshire Junction 

156 Ceylon 

157 Chatham and Portsmouth, and Portsmouth, London, Dover i 

South- East Coast Direct Junction, with Branches to Chich 
ter, Petworth and East Grinstead 

158 Chelmsford, Hertford and Berkhampstead 

159 Chelmsford, Maldon, and Blackwater 

160 Cheltenham and Malvern Junction 

161 Cheltenham, Oxford and London 

162 CheltCQham and Oxford 

163 Cheltenham and Ipswich Direct Independent 

164 Cheltenham, Worcester, and Chester, and North and South-'W 

of England Junction 

165 Cheltenham, Oxford, and Brighton Junction, with a Bran 

through Petersfield to Colchester 
1 166 Cheltenham, Brighton, Folkestone and Dover 



353 

167 Cheltenham, Norwich and Ipswich JaoctMni 

168 Cheltenham, Oxford and London Junetiflik 

169 Cheltenham and Brighton Junction 

170 Chepstow, Forest of Dean and Gloucester JimetUni 

171 Chester, Macclesfield and Sheffield 

172 Chester and Manchester Direct 

173 Chester, Parkgate and Birkenhead 

174 Chester, Whitchurch and Shrewsbniy 

175 Chesterfield and Lincoln Direct 

176 Chesterfield, Retford and Gainsborough IUIlw»j and Caaal 

177 Chichester and Bognor 

178 Chippenham, Stroud and Gloucester 

179 City and West End Railway and Terrace 

180 City of Toronto and Lake Huron 

181 City of London Junction 

182 City of London, and Uxbridge and Slou^ Dinet 

183 City of London Central Terminus andTrank 

1 84 City and Camden Town Birmingham Junction 

1 85 City and Metropolitan Junction 

186 Clevedon and Poole Junction Railway Haxbonr and Pkr 

187 Clitheroe Junction 

188 Clonmel and Kilkenny, with Branches to KilaheelaB» KaUs nd 

Thurles 

189 Clonmel, Kilkenny, Carlow and Wickiow 

190 Clonmel and Fermoy • 

191 Cockei mouth and Workington 

192 Colchester and Bishop's Stortlbrd 

193 Colchester and Wivenhoe 

194 Colchester and Cambridge Direct 

195 Colchester, Stour Valley, Sudbury and Halataad 

196 Cooke's National 

197 Cork Western Junction 

198 Cork and Killamey 

199 Cork and Passage 

200 Cork and Bandon and Kinsale Junction 

201 Cork and Dublin Direct 

202 Cork, Whitchurch, and Lismore 

203 Cork, Ballincollig and Macroom 

204 Cork, Tralee and Dingle Direct 

205 Cork, Middleton and Youghal (with Bianehea to Covo aad ¥w 

moy) 

206 Cork and Waterford 

207 Cork, I'ennoy and Cove Junction 

208 Cork, Blackrock and Passage 

209 Cork, Passage and Kinsale 

210 Cork, Limerick and Galway 

2 1 1 Cork and Fermoy Direct 

212 Cork, Cork Harbour and Crookhaven Jimetioa» with Biaaehet lo 

Skibbereen and Bantry 



354 

213 Cork, Cork Harbour and Crookhaven 

214 Cornwall and Devon Central 

215 Cornwall North and South Coast Junction 

216 Coventry and Nuneaton via Bedworth and Chilven Cotosi 

217 Coventry and Leicester Junction 

218 Coventry and Worcester Direct 

219 Coventry, Nuneaton, Birmingham and Leicester 

220 Coventry, Nuneaton and Ashby- de-la- Zouch 

221 Coventry, Banbury and Oxford Direct Junction 

222 Cumberland Union 

223 Darlington and Hartlepool 

224 Dartmouth and Plymouth 

225 Dartmouth, Brixham, Torbay, Exeter and North Deron Janotion 

226 Dawpool and Manchester Docks and Railway 

227 Deal and Dover Junction 

228 Delhi, Meerut and Loodiana 

229 Derby, Gainsborough and Great Grimsby Junction 

230 Derby, Uttoxeter and Stafford 

231 Derby, Ashbourne and Buxton Direct 

232 Derby, Mansfield, East Retford and Gainsborough 

233 Derby and Crewe Junction 

234 Derbyshire, Staffordshire and Worcestershire Junction 

235 Didcot, Hungerford, Marlborough, Devizes and Trowbridgv 

Junction 
2^6 Direct Oxford and London 

237 Direct IMrmingham, Oxford, Reading and Brighton 

238 Direct Birmingham and Leicester via Coleshill, Nuneaton and 

Hinckley 
23^ Direct London and Manchester 

240 Direct Independent London and Manchester 

241 Direct London and Exeter 

242 Direct London, Nottingham and Sheffield 

243 Direct Western 

244 Direct East and West Junction 

245 Direct Northern, Eastern and Western Junction 

246 Direct London, Portsmouth and Chichester, and Direct Pcnti- 

mouth and Chatham 

247 Direct Boston, Louth, Great Grimsby and Goole Grand Tmnk 

248 Direct London and Gravesend 

249 Direct Nottingham and Birmingham 

250 Direct London and Liverpool 

251 Direct London and Dublin 

252 Direct Dublin, Cork and Bantry 

253 Direct London and Holyhead and Port Dynllaen, with Eztenaions 

254 Direct Exeter, Plymouth and Devouport 

255 Direct Manc'hester, Leeds and York 

256 Direct Northern and Midlands 

257 Direct Oxford and Exeter Railway and Cambridge and Osfind 

Extension 



355 

25S Direct Plymouth and Bideford 

259 Direct Loadon and Hilling* 

aiiO Direct City South Union Atmoipheiic 

261 DiKct Sheffield and Maecleaaeld 

26! Direct Snuthampton, Angtctey and Oospoit 

263 Direct Wf stern 

264 Direct West End «nd Croydon 
26j Direct Eeeei and Berkshire Jtinctian 

I 266 Direct Lincoln and Hull.'wid Hull and Tork 
, 267 Ditecl Ltterpool, Lynn and Great Yinnoulh 
Z6S Direct Gloucnier, NDiliagham >nt( Hull, by Coicniry, Wirwlek 
{ and LeBmiii)[lon. in conjunctioD with Ibe Kolliogbam and 

Gunsboraugh 
I 269 Direct North and Sonth Jnoctioii, aad Gloue«iter and !>». 

270 Direct Macclufield and Cliesler 
' 271 Direct Lincoln, East Retford and Sheffield Jancljon 
372 Direct Manchentec and Bury and Nonh and South of England 

273 Direct Birmingliam, Leiceatei and BoMoa 
, 374 Direct MacclciSeld, Bolton, Blaclibuin and Pmton 
376 Direct London and Hailingi, Haibovr, Fier and Dock 

276 Direct Brecon, Abergavenny and Monmouth IndepeDdCDt /miB- 

277 Direct London and South Weald of K.ent, Tnnbiidgc, HomDay 

and Foiluitone and Haitingi 

278 Direct Newcaitle-upon-Tyno and Oarban and Great North dS 

EnpUnd Ext™«on 

279 Direct Wedem, Eiclec and Hverlon Junction 

2S0 Dirrct London and Dungtneie, Riimney, Folkestone, Ry« aad 

Huslings Railway, Haiboun and Dooki 
2H1 Direct Dovcrand PorUmouth Junction 
282 Direct Newcaalla, Edinburgh and Glaigow 
!£3 Direct BimilDgham and Nottingham, and Bintungham and Ld- 



moutb Ji_. 

2R6 Direct Coventry and LeiCHtn 

287 Direct Eider. Tiverlon and Minehead, iriLh EitcnnDni bum 
i MJnehead to llfracombe 

I 2SS Direct Birmingtmn and Dudley 

I 250 Direct London, Filmouih and Feniaaeo, bring ^ p^^jWad £x- 
I tenaion at the Direct London and BxBter 

j 2na Direct London and Milfotd UaTen 
I 591 DirfelLeiceiterandN«itark 

VJ'2 Diiecl Lioooln. Oranlhani and Northampton Railway (vith Bi- 
tention to Gainiborounh) 

293 Direct Independent and Surrey and Suaaei Cniou 



356 

294 Direct Epsom and South London Junction AtmosplMric 

295 Direct London and Hastings and Surrey and Susiez 

296 Direct London, Shrewsbury and Port Dynllaen 

297 Direct Manchester and Sheffield 

298 Direct Sheffield and York, and Wakefield, Pontefinwt and OoBb 

Junction 

299 DoncaFter, Wakefield and Leeds 

300 Doncaster, Wakefield and Bradford 

301 Doncaster, Worksop and Mansfield Junction 

302 Dorking, Brighton and Arundel Atmospheric (by Honihsin and 

Shoreham) 

303 Dorset and Devon Union 

304 Dover and Bristol or South Eastern Continuation 

305 Dover, Hastings and Brighton Junction 

306 Dover, Deal, Sandwich and Ramsgate Direct Coast 

307 Dover and Deal and Cinque Ports Thanet Coait Junctioii 

308 Dublm and Belfast Junction and Navan Branch Eztennon 

309 Dublin, Dundrum and Enniskerry (with a Branch to BLathfiUEB- 

ham) 

310 Dublin and Armagh Inland 

311 Dublin and Enniskillen 

312 Dublin and Galway Southern 

313 Dublin and Galway Direct 

314 Dublin and Antrim Junction 

315 Dublin, Tullamore and Parsonstown Junction 

316 Dublin to Galway Direct Atmospheric 

317 Dublin, Dundrum, and Enniskerry Extension (from Dundnim 

to Bray) 

318 Dublin and Galway Grand Canal Atmospheric 

319 Dublin and Sandymount Atmospheric 

320 Dudley, Madeley, Broseley and Iron Bridge 

321 Dudley, Wolverhampton, Walsall and Tamworth 

322 Dudley and Birmingham Junction 

323 Dundalk and Sligo 

324 Dundalk, Carlingford and Newry Junction Railway and Dock 

325 Dungeness Breakwater, and Dungeness, Rye and Soutb- 

J unction 

326 Dunstable and London and Birmingham 

327 Durham and Lancashire Junction 

328 East Riding Junction 

329 East and West Cumberland Junction 

330 East Coast, through Lincolnshire and Norfolk 

331 East and West of England Junction 

332 East and West Yorkshire Junction 

333 East Indian 

334 East Lincolnshire 

335 East Yorkshire 

336 East Worcestershire Junction 

337 East Coast of Yorkshire 



357 

538 East Lancashire and Airedale Extoiaiim (from C<dii0 Iq Adding* 

ham) 
839 E&st and West India Docks, and Binningfaam Jnnetioii 

340 East and West Durham, Northumberland, and Scottiah JnnetioB 

341 East Lancashire and Airedale Extension (from Colne to Adding^ 

ham) 

342 Eastern and Northern Counties Junction, or Bedford md Hav» 

wich 

343 Eastern Counties Junction and Southend 

344 Eastern Counties, Blackwall, Greenwich and Croydon 

345 Eastern Counties, Barking and Thames Junction, witli Cool and 

Coasting Dock and Steam Boat Wharf 

346 Eastern Counties and Trent Valley Junction 

347 Eastern Counties Extension and Cambridge and Woraester Direot 

348 Eastern Counties Extenuon (from Ware to Poterboroogfa Diiool} 

with Extensions 

349 Eastern Union and Hadleigh Junction 

350 Edinburf^h, Southampton, Manchester and Cmriislo 

351 Ely and Bury St Edmund's 

352 Ely and Wisbeach Direct 

353 Enfield, Edmonton and Eastern Conuties Janotifln 

354 Epsom and Dorking 

355 Erewash Valley Extension, Rochdale, BUekbun oad Kmt Loa» 

cashire Junction 

356 Essex and Suffolk 

357 Essex Midland Junction 

358 Exeter Great Western 

359 Exeter and Exmouth 

360 Exeter and Great Western Junction 

361 Exeter, Topsham and Exmouth 

362 Exeter, Dorchester and Weymouth Coost 

363 Exeter, Tavistock and Bodmin 

364 Extension of the Great Southern and Western RailwoyfinimTMB* 

pleinore to Nenagh and the Shannon 

365 Extension of the Great Southern and Western to Nonag^ 

366 Extension of the Great Southern and Western, and UmoridCy 

Ennis and Killaloe Junction from Nenagh to Killaloo 

367 Extension of the Great Western Railway of Canada from tlio Dit- 

trict of London to Toronto 

368 Falmouth Harbour, Dock- Yard, Skam-Dock, and Diioet Lon- 

don Junction 

.369 Falmouth, Helston and Penzance 

370 Fleetwood, Preston and West Riding Junction 

371 Fleetwood-on-Wyre and Northern Junction 

372 Fleetwood-on-Wyre and Clitheroe 

373 Forest of Dean and Serem Side Railway and Dock 

374 Frome, Wells and Bridgewater Junction 

375 Frome, Wells, Taunton and Wtston-soper-Maie Gnat W< 

Junction 



358 



1 



376 Furness and Windermere 

377 Gainsborough, £p worth, and Leeda, Wakefield and Pontefiaet 

Junction 

378 Gainsborough and Newark 

379 Gainsborough, Newark and Nottingham 

380 Galway and Clifden Railway and Land 

381 Galway and Ennis Grand Junction 

382 Galway and Del fast Junction 

383 Galway and Kilkenny 

38* Galway, Gort and Ennis Junction 

385 Galway, Ennis and Killaloe 

386 Gen(>ral Post Office and Great Metropolitan Junction 

387 General Metn politan Terminus and Extension 

388 Glamorgan Central Mineral 

389 Glasgow, Dumfries, and Carlisle 

390 Glasgow and Newcastle Junction 

391 Gloucester and Chippenham Junction 

392 Gloucester and Dean Forest and South Wales Junction 

393 Gloucester, Aberystwith and Central Wales 

394 Gloucester, Forest of Dean, Ross and Hereford 

395 Graham's Town and Port Frances and Harbour ImproTement 

396 Grand London and Dublin Approximation 

397 Grand North Central 

398 Grand National Junction and Extensions Railway and Fazingdm 

Metropolitan Central Terminus 

399 Grand Surrey Canal Dock and Southern Counties Junction 

400 Grand Union Extension 

401 Grand Junction and Midland Union 

4U2 Grand Trunk or Stafford and Peterborough Union 

403 Grand Junction, Great Western and South Western Junction 

404 Grand Metropolitan Terminus 

405 Grand Metropolitan Union 

406 Grand Union 

407 Grantham, Sleaford, HomcasUe and Louth 

408 Great New South Wales 

409 Great British 

410 Great Northern and Southern Direct from Huddenfield to 

Derby 

411 Great Grimsby, Sheffield, the Potteries and Grand Junction 

412 Gieat West of England, or South Western and Exeter Eztenrion 

413 Great Western and Falmouth Junction 

414 Great Welch Central 

415 Great County Down, Belfast, Newry and Warrenpoint 

416 Great North and South Wales 

417 Great Western and Uxbridge 

418 Great Grimsby, Louth, Homcastie, Lincoln and Midland Junction 

419 Great European 

420 Great Manchester, Rugby, and Southampton, with a Direct Line 

from Derby to Rugby 



359 

421 Great Central 

422 Great Welsh Junction 

423 Great Western, Birmingham and City Extension 

424 G reat Western, Southern and Eastern Counties, or Ipswich and 

Southampton 

425 Great Irish 

42G Great North of Holland, Hanseaticand Hanoverian 

427 Great Western, Brentford and Central Termin as Junction 

428 Great Leeds and London Direct 

429 Great British 

430 Great British Extension 

431 Great Soutl.em and Western and Waterford and Limerick, from 

Clonmel to Thurles, with a Branch to the Shevaragh Collieriei 

432 Great Western and Wycombe 

433 Great Western Extension Atmospheric 

434 Great Hibernian Central Junction 

435 Great County of Donegal 

436 Great Madrid and Lisbon 

437 Great Eastern and Western 

438 Great Western of Bengal 

439 Great W^lsh 

440 Great Munster 

441 Great Waterford, Kilkenny, Longford and Sligo 
4f2 Great Gwendraeth Vale and Welsh Junction 
443 Great Manx 

414 Great Grimsby, Lincoln and London Junction 

445 Great North of England and Yorkshire and Glasgow Union 

Junction 

446 Great Southern and Western Extension from Mallow to Fermoy 

447 Great Irish North Junction 

448 Great West of England 

449 Great South of England Junction, and Dover and Salisbury 

Direct 

450 Great Independent London, Birmingham, Manchester and Liver- 

pool Direct 

451 Great Ni)rth -Eastern and South-Western Connecting 

452 Great Western and Exeter, Topsham and Exmoath Junction 

453 Great London and Edinburgh Direct 
4)4 Great Texas 

455 Great North of India 

45b Great Metropolitan North- West Junction 

457 Great Northern and Eastern 

458 Gre^t Welsh Central 
45ii (ireat Indian Peninsular 

460 Great North- Western Junction 

461 Greenwich and Blackwall Extension to Oravesend (the River 

Line) 

462 Guernsey Railway and Pier 

463 Halifax and Quebec Railway and Land 






360 

464 Halifax and Hull Direct, and Hull, Ooole, Grimaby and Yak 

and North Midland Grand Junction (at or near Methley) 

465 Hamilton, Toronto and Georgian Baj 

466 Hamburg and Lubec 

467 Hamburg and Berlin 

468 Hamburg and Hanover 

469 Harrow and Reigate Junction 

470 Harwich and Bristol Direct and Eastern Counties and Qcut 

Western Junction 

471 Harwich Docks and Birmingham and Central England 

472 Harwich and Carlisle, or North British and Caledonian Junetifln 

473 Harwich Railway and Pier 

474 Harwich, Oxford and Bristol Direct 

475 Hereford and Merthyr Tydvil Junction 

476 Hereford and Gloucester Canal and Worcester Railway 

477 Hereford and Tregaron Junction 

478 Hereford, Shrewsbury and Stafford Junction 

479 Hereford, Worcester and Birmingham Junction 

480 Herefordshire, Gloucestershire, South Wales and Woroester, ^^A 

Canal Union 

481 Heme Bay, Canterbury and Dover 

482 Heme Bay, Margate, Ramsgate and Deal and Dover Junction 

483 Hertford, Ware, Royston and Cambridge Direct 

484 Holbeach and Peterborough 

485 Holbom Terminus 

486 Holdemess 

487 Houghdon, Clough, and Cockersdale Valley Extension 

488 Huddersfield and Northern Union 

489 Huddersfield and East and West Coasts Direct 
4-90 Huddersfield and Liverpool Direct 

491 Huddersfield, Halifax and Bradford Union 

492 Huddersfield, Ashton-under-Lyne (Staleybridge) and Maoolee- 

field 

493 Hull and Gloucester 

494 Hull and Great North of England Junction 

495 Hull and Holyhead Direct 

496 Hull and York Direct 

497 Hull and Gainsborough 

498 Hull and Barnsley Junction 

499 Hull and Lincoln Direct 

500 Hull, Shelfield and Midland Direct (via Goole, Thome, Doncu- 

ter, Rotherham and Masborough) 

501 Hull, Malton, and Northern Union 

502 Hull, Northampton and Southampton Direct 

503 Hull, DoncaHter and London Direct 

504 Hull, Great Grimsby, Manchester and Liverpool Union 

505 Hull, Binningham and Swansea Junction 

506 Hull, Great Grimsby and Southampton Direct 

507 Hungerford Extension 



361 

£0S HuiUingdoii, St. Uea, Wiabeach and Sutton 

SD9 Huntingdon. Wisbeach and St. Uet Union 

510 Ipswich and Yarmouth CoMI 

fill Ipnnich, Norwich sud Yarmoutb 

512 Ipswich, Oafnrd and Bristol 

£13 Irish North Midland 

514 Irish Oreat Midland Connection 

515 Irish WsH CoaKt 

516 Irish Central 

517 Irish Great Weatein 

SIS Irish Great Western Extension 

519 Irish Midland Onod Junction 

520 Iriidi Wentem Coumici snd Britjih Union 

521 Irish Westeni Counties 

522 Irish Great Western Bisuoli to Tuam, Cisllebar and Westport 

523 Irisli, West Midland, Bplfaai and Easlem Ports Junction 
52* We of Ely, Wisbesch and Lincolnshire Junction Hntension. 

525 Isle of Jersey 

526 Isle of Wight 

527 Isle of Man 

528 Isle of Aiholmc, Gainsborough and Goole 

529 Isthmus of Dorien. AlUntic and Pseific Junction Hsilvaj Har- 

bours, Docks, Tsnal and Sleam Pacliet 

530 lulian and Anatrian 

531 Jamaica Interior 

532 Jamaica Junction 

533 Keighlejr. Halifax and HnddersSeld Junction 

534 Kent Almoipheric 

535 KidderminsMr and Shrewsbury 

534 Kilruab, Kilkee, Dublin and Belfasl Junction 

537 Kiliamey Junction 

I 538 Kingstown and Bray 

I 539 Kilkenny and Thorlea 

' 6U) Kilkenny, Cloomel and Youglisl, with a liranrh to Dungirrao 

541 Lancashire and Yorkshire North Eastern 

; HI Lancashire and Norib Yorkshire 

543 Lancashire and North Riding Junetian 

j4t Lantiashirc, Cheshire and Siaflbrdshire Junction 

SIS LBQcashire. Weardale and Hartlepool Union 

I 54<i Lancasuraad Newcastle-upon-Tyne Direct 

. 547 Lsms and Carrickfetgii* 

548 Larae, Belfast, and BallyiDena 

54fl l.ttdt and Bradford, and Lancaster and Carlisle Junction 

550 Leeds and York 

&■.] Liwds and Carlisle or Northern Trunk Hallway of England 

552 i.tnU and Bradford Direct 

553 LtrnU and Thittk Exwnaion, or Thirsk and Stockton JunctiDn 
Si* Lvedaand Newcastle Dirsct 

^55 Lp«I< and Kdinhurith Tlirfrt Aimoiphnie 



362 

556 Leeds and Sheffield Direct Junction 

557 Leeds and Lancaster Direct 
55S Leeds and Newcastle 

•5(59 Leeds, Midland and Lincolnshire Junction 

560 Leeds, York and Midland Junction 

561 Leeds, Huddersfield, Sheffield and South Stafibrdshire, or Leedi 

and Wolverhampton Direct 

562 Leeds, Wakefield and Midland Junction 

563 Leeds, Fleetwood and Liverpool 

564 Leeds, Wakefield, Pontefract and Grimsby Junction 

565 Leeds, Hexham and Newcastle 

566 Leek and Mansfield 

567 Leicester and Bedford 

568 Leicester and Birmingham 

569 Leicester and Tamworth Junction 

570 Leicester and Great Grimsby 

571 Leicester and Manchester 

572 Leicester and Norwich Direct 

573 Leicester and Grantham 

574 Leicester and Harwich Railway and Harbour ImproTement 

575 Leicester, Melton Mowbray and Boston Direct Union 

576 Leicester, Tamworth, Coventry, Birmingham and Trait Valley 

Junction 

577 Leicester, Ashby-de-la-Zouch, and Burton and Staiibrd JunctioB 

578 Leicester, Tean and Dove Valley and Stafford Junction 

579 Leicester, Huntingdon, Cambridge and Harwich 

580 Leicester, Tamworth, Walsall, Wolverhampton and Slxrewsbuij 

Junction 

581 Leicester, Melton Mowbray and Spalding Junction 

582 Lichfield and Birmingham 

583 Lichfield, Leicester, Peterborough and Norwich 

584 Limerick Western 

585 Limerick, Ennis and Galway Junction, with a Branch to Kilmsh 

and Kilkee 

586 Limerick, Ennis and Killaloe Junction 

587 Limerick and Belfast Direct Union 

588 Limerick and Belfast Direct Union 

589 Limerick and Charleville Junction 

590 Lincoln and Grantham Direct 

591 Lincoln and Market Raisen 

592 Lincoln and Northampton 

593 Lincoln and Retford Junction 

594 Lincoln, Hull, Mansfield and Holyhead Junction 

595 Lincoln, York and Leeds 

596 Lincoln, Homcastle, Spilsby and Wainfleet Haven 

597 Lincoln, Homcastle, Boston, Spalding and Peterborough 

598 Lincolnshire and Eastern Counties Junction 

599 Lisbon Royal 

600 Liverpool and Hull Direct Connecting 



363 

601 Liverpool and Derby 

602 Liverpool and Leeds Direct 

603 Liverpool and Bolton Direct (through Pretcot and Saint Helena, 

with Branches) 

604 Liverpool and Preston, Manchester and Southport 

605 Liverpool and Derby Direct, and Liverpool, Manchester, and 

Grand Junction and Midland Counties 

606 Liverpool and Bristol and North and South West of England 

Direct Junction 

607 Liverpool and Birkenhead Junction 

608 Liverpool, Manchester and Hull Direct 

609 Liverpool, Birkenhead, Parkgate and Holyhead Junction 

610 Liverpool, Crosby and Form by 

611 Liverpool, Preston and North Union Junction (with Exteniion to 

Blackburn, and Branches to Southport and Wigan) 

612 Liverpool, Manchester and Newcastle- iMpon-Tyne 

613 Liverpool, Manchester, Bristol and Soutn Wales 

614 Liverpool, Warrington, Manchester and Stockport Direct 

i)l5 Liverpool Dock Atmospheric and Direct LiTerpool, PMiton, 
Brook and Midland Counties Junction 

616 Liverpool, Gloucester, Dev! zes, Salisbury & Southampton Jnnetlon 

617 Liverpool and Sheffield Direct (via Stockport) 

618 Liverpool and Great Yarmouth Direct 

619 Liverpool, Manchester and Newcastle-upon-Tyne Jnnotion 

620 Llynvi Valley and South Wales Junction 

621 London and Birmingham, St. Alban's and Luton Junction 

622 London and South and East Essex 

623 London Central Railway Terminus 

624 London and West Herts 

625 London and Birmingham Extension, and Nordiampton, DafOEi* 

try, Leamington and Warwick 

626 London and Northampton Direct Atmospheric 

627 London Concentral Exchange and Junction 
I 628 London Circles 

! 629 London and York Extension and Northern Jnnotion 

630 London and Bury Saint Edmund's, and Direct Norwich and 
i Extensions 

6.j1 London and Windsor 

6.'!2 London and Cambridge Direct 
I 633 London Main Trunk Junction 

63 (• London and South Essex 
I 63;> London and Chichester (via Petworth and Midhnrst) 

6''H) London and Southend 

637 Loi.don and Holyhead Direct 

638 Loudon and Falmouth Direct 

639 London and Edinburgh Direct, and Darlington and Hawick 
Junction 

6 to London Docks, St Katherine's Docks, and Eastern Countieft 
Junction 

3» A 2 



364 

641 London and Nottingham 

642 London and York, Leeds and Doncaster Junction 

643 London and Leaiherhead and Dorking 

644 London 

645 London Union 

6 f6 London and York and Homcastle Junction 

647 London and Liverpool Direct 

648 London and Birmingham Extension, Northampton, Dayentiy, 

Lean.ington, Warwick, Worcester, and Warwick and Bir- 
mingham Canal (with Branches to Droitwich, Hampton-in- 
Arden, Rugby, and Fenny Conipton). 

649 London and Harrow-on-the-Hill Diiect 

650 London and Cheltenham Diriict 

651 London, Carlisle, and Glasgow Connecting 

652 London, Chichester and Selsea Direct Railway Harbonr and 

Dock 

653 London, Oxford, Cheltenham, Gloucester and Hereford 

654 London, Birmingham, Warwick and Daventry Junction 

655 London, Warwick, Leamington and Kidderminster 

656 London, Hounslow and Western ■ 

657 London, Salisbury and Yeovil Junction 

658 London, Bath and Bristol Direct 

659 London, Jersey, Guernsey and North- Western of Franca June* 

tion 

660 London, Staines, Ascot and Reading Junction 

661 London, Birmingham and Buckinghamshire 

662 London, Devizes and Bridgewater Direct Western 

663 London, Liverpool, Manchester and Leeds {via Eastern Conntiei 

Railway) 

664 London, Newbury and Bath Direct 

665 London, Bristol and South Wales Direct 

666 London, Bath, and Bridgewater and Direct Western 

667 London, Falmouth and Penzance 

668 Londonderry, Ballyshannon and Sligo 

669 Londonderry and Newton Limavaady 

670 Louth and Gainsborough Direct 

671 Lyme Regis and Tauntun 

672 Lynn and Bury St. Edmund's Direct 

673 Lynn and Fakenham, in the county of Norfolk, with a Branch to 

Holt, in the same county 

674 Lynn, Wisbeach and Peterborough 

675 Lynn, Sutton Bridge and Peterborough 

676 Macclesfield and Grand Junction 

677 Macclesfield and Lichfield Continuation 

678 Macclesfield and Lichfield, or Chumct and Bl3rthe Junction 

679 Macclesfield; Liverpool and Birkenhead 

680 Madras 

681 Madras Southern 

682 Madras, Sadras and Pondicherry 



683 Mwtru, Ncllorc nnd Arcot 

eSi Madru, Calcutta and Bombay JonctioD 

685 Malabu Slid CdrDmandel Caam Junction 

634 Maldon. Wilhim snd Braintree 

6S7 Ma!t3n»id DritliHd Junciioii 

tisH Manchester and Birmine^Bni Continualion and Welih Jtmctioa 

689 Manche.ier and CnrHile Junction 

C'JO ManchealirandSoiitba'i'ptfln 

S<'l Manchestei and Milford Haven 

692 Msnchester and Rugby Direct, via Micdpaflcld 

Ml Manehciler and Binnintcham sod Trent Valle; Jt 

611+ Maiicheiter and Brintol Direct 

695 Msncbesler and Southampton Extfnuon, or Droitnich, Wolrar- 

hamptan and Trent Midlands Junciioa 

696 Manchester and Bur; A<ii>o9plieHc 
6''? Manchetter and Binnineham and Souttisnipton Direct 
69S Manehenlrr and MiccI illeld 

61)9 ManvheMcr and I.incalu Direct (eia Chi!sterB;]d) 
7f)0 Manche-tei and Hyde (wo Dciron and Ooriou) 
701 Manc'icster and Oldham Direct Almo'phe'io 
7U2 Mindiealer and LiDcota Union Railway, and Chesterfield and 

Gainsborough Canal 
703 Manchesier, Durham and Newcaide Direct 
rOI Manchester, Oldham and Leed> Dln^ct 

705 ManEheater Dittrici Circle ind Lancashire and Cheahire Junclioii 

706 Mancheiler, Aihton and Sonti Uerhythin 

707 Mancbealer, Hebden Bridge, and Seighlcj and Leeds and Car- 

lisle Junction 
70B Mincheater. Chesterfield, Qaiaabomugh and Onat Grimsby Uoioii 
rO[l Mancheiter, Burnley. Settle and Carlisle Direct 

710 Mancheaier, Uuddenficid and Great Ori.naby Direct 

71 1 Manchester, Midland and Greai Gri.iisbj JuncUun 
71! Manchnter, Peiii.IDneaiidHuUJuMCtiQn 

713 Manchester, Buiioo, Matlock and Midland Junction 
7 H Mancheaier, Hudderifleld, Barnilay and Guole Junction 

715 Mancbetler, Wi^an and SouChport 

716 Uanchetter, Macclesfield and Tainvoith Direct with a Branch U 

Crewe 

717 Maneh lUr. Oldbam and Hnddenfield Junctiou 

718 Maiich'-'*ter. Heywood and Burnley 
71^' Manchester, Suulbdmamn and I'oale 

720 Mau.itiut 

721 Maui-itiui, dlrwi t'otn Pott Louii to Toit Mahcboatg 
7'i Mcfthyr ani Swan'ea 

T13 Mvrthyr Tiddi and Hctrrord 
7H Melropolitu Ralluays JiinclJun 
7iS MettDfiolitan Juaciion 

726 Metrupolltan Tiiinsl lUilnay l<rilh Branches to Tilbury Foil 
and Ilamptao Court) 



366 

727 Metropolitan South Suburban Atmospheric 

728 Middlesex and Surrey Junction 

729 Middleton and Surrey Union 

730 Midland and Eastern Counties 

731 Midland and Thirsk Junction 

732 Midland and South Eastern Counties Junction 

733 Midland and Great North of England Janction (via Wakefldd, 

Leeds, Wetherby and Thirsk) 

734 Midlani Counties Coal Fields 

735 Midland Counties Continuation (from Rugby to Cheltenham, 

with Branches to Leamington, Warwick and Northampton) 

736 Midlands Junction 

737 Midland Great Western Railway of Ireland Extension firom Long- 

ford to Sligo 

738 Midland Counties Junction 

739 Midland Grano Juncti(.n 

740 Midland Union, Burton-on-Trent, Ashby-de-la-Zouch and Lei- 

cester, with a diverging line to the Trent Valley at Atherstone 

741 Midland, Bamslcy, Sheffield, Dewsbury, Leeds and Bradford 

742 Midland Great Western of Ireland (Extension from MuUingar to 

Galway) 

743 Mirzapore and Delhi 

744 Mitcham and South Western 

745 Montgomeryshire and Shrewsbury Junction 

746 Montgomeryshire Mineral 

747 Monmouth and Welsh Midland Junction 
! 7+8 Monmouthshire 

j 749 Morecambe Bay Harbour and Railway 

I 750 Mountmellick Junction 

i 751 ^lysore or Central Madras 

I 752 Nagore, Negapatam, Tanjore and Trichinopoly 

: 753 Narborcugh and Watlington 

I 75 t Nenagh t<» the Shannon 

i 755 Newcastle, Durham and Lincolnshire Junction 

756 Newcastle and Berwick 

757 Newcastle and Carlisle and North Tyne Junction 

758 Newcastle and Hawick 

759 Newcastle and Leeds Direct 

760 Newcastle-upon-Tyne, Hawick, Edinburgh and Glasgow Junc- 
tion 

761 Newcastle-upon-Tyne and Shotley Bridge 

762 Newcastle-upon-Tyne and Hawick 

763 Newcastle-upon-Tyne, Edinburgh and Direct Glasgow Junction 
(with a Branch by the North Tyne to Hexham) 

764 Newcastle-upon-Tyne and Hartlepool Junction 

765 Newcastle-upon-Tyne, Edinburgh and Direct Glasgow Junction 

766 Newcastle, Shotley and Weardale Junction 

767 Newcastle, Durham, and Hartlepool Union 

768 Newmarket and Chesterford 



367 

769 Newporl, Westporl, Castlebnj and Kells 

770 Newport, Abergsveiiny and Heieford 

771 Newporl aod Merthji 

772 Newport and Merlhyi Tjdvil 

773 Newport. Buillh, Aberjstwith and Glouceiler Juactisn 

774 New Louiioii uid Binmngham 

775 New Row and Slide Ilailmjr and Ilarboui 

776 New Roes, Corlow add K-ilkennj Junction 

777 New Western (London. Bath and Exeter Direct Linrt 

778 Newbury and South-Western Junction 

779 Newry and CariingTord 

780 Newry Had Cislleblaney 

7S1 Newry, Warrenpoint and Rostrtrror 

782 Newry. Bsnbridge aud Belfasl Junction 

783 Newry, Amisgh atiil Londonderry Junction Railway from Ar- 

magh to Omafih 
78* Newry. Keady and Castleblaney Junetioii 

785 Norfolk Coast Line Continuation, from Reedham Ibroash Acle 

10 North Walfihsm, with ■ Brnieh to Uinham 

786 Norfolk, Midlands and Western JuDCtion 

787 North Devon 

7S& North London Junction 

789 Norlh Derbyihiie Union 

790 North and South Janetiou 

79! North Staffordshire, or Chunwi, Potiitiui, aiid Trent Junction 
7U2 North Cheshire 
7B3 North Comwull 
79* North Weiletn 
793 North Wale* 

796 North otNorfbfk 

797 North Kent 

798 North De.on 

799 North Gravesend 

800 North and Eul Riding Junction 

501 North Weatem Trunk 

502 North Middlesri and Grand Metn>pDlil>n Junction 

803 North Union, Trent Valley and Uidlond Couniii^H, and Macolea- 

field, Wutin^n and Lirtrpool Direct 

804 North Oracnond 

803 North Kent, City Eiteniion 

806 North and South London Junctian 

807 North and South Walca Union 
F.iicnuon (rom 
Harbour of Refngt fi 

HOfl Nniih Dnon. Titerton, Honiion and London Direct Junction 

810 Northampton aud Bedrord 

811 Northampton and Banhnry 

B13 Nonhamplon. Banbury and Chellcnhani 
813 Nonharn|>lon, Lincoln, and Hull Direct 



368 

814 Northampton, Bedford, Colchester and Harwich 

815 Northamptonshire, Leicestershire, Nottinghamsliire and Lm- 

colnshire Union 

816 Northern and Southern Connecting 

817 Northern and Eastern and York 

818 Northmnherland and Lancashire J unctioa 

819 North lunherland Dock and Percy Branch 

820 Norwich and West Norfolk 

821 Norwich, Bungay and Halesworth 

822 Norwich, Nottingham and Manchester 

823 Nottingham and Gainshorough 

824 Nottingham and Nuthall Mineral 

825 Nottingham and South Staffordshire 

826 Nottingham and Mansfield 

827 Nottingham and Boston 

828 Nottingham and Birmingham 

829 Nottingham and Birmingham Direct 

830 Nottingham and Leicester, hy way of System 

831 Nottingham and Wolverhampton Junction 

832 Nottingham, Vale of Belvoir and Grantham 

833 Nottingham, Mansfield and Midlands Junction 

834 Nottingham, Birmingham and Coventry Junction 

835 Nottingham, Midlands, and Tean and Dove Valley Union 

836 Nutbrook Valley 

837 Ogmore and Garw Vales and Port of Cardiff Union 

838 Oldham District 

839 Oldham, Manchester, Liverpool and Birkenhead Jnnction 
8^0 Omagh, Dungannon, Armagh and Belfast Junction 

841 Ontario and Huron Junction 

842 Oxford and Dover Junction 

843 Oxford and Worcester Extension and Chester Junction (with 

Branches to Shrewsbury and Northwich) 

844 Oxford and Southampton Junction 

845 Oxford and Gloucester 

846 Oxford and Salisbury Direct {via Abingdon, Wantage, Hnngflr- 

ford and Ludgershall) 

847 Oxford and Slough Junction 

848 Oxford, Southampton, Gosport and Portsmouth 

849 Oxford, Witney, Cheltenham and Gloucester Independent 

850 Oxford, Worcester and Wolverhampton Extension 

851 Oxford, Witney, Cheltenham and Gloucester Independent Ex- 

tension 

852 Oxford, Newbury, Andover, Manchester and Southampton June- 

tion 

853 Oxford, Coventry and Burton- on-Trent Junction 

854 Oxford, Thame, High Wycombe and Uxbridge 

855 Oxford, Southampton and Gosport Extension 

856 Oxford, Bampford, Burford, Cirencester, Malmesbury and Bath 

Direct 



369 

857 Oxford Direct 

858 Oxford, Windsor and Reigate 

859 Paddington and Saint Albans 

860 Patricroft, Stockport and Macclesfield JunetioB 

861 Peterborough and Nottingham Junction 

862 Peterborough and Buckinghamshire Junction 

863 Peterborough, Wisbeach, Lynn and Boston Junetion 

864 Peterborough, Huntingdon, St Neots and Bedford 

865 Pilbrow's Atmospheric 

866 Plymouth and North Cornwall 

867 Plymouth and Central Cornwall Junction 

868 Plymouth, Bideford, Stratton and Mellnach 

869 PoQtefract, Doncaster, Worksop and Mansfield Junctioii 

870 Pontypool and Port Llanfiraith 

871 Pontypool and Blaenavin 

872 Poole, Yeovil and Channels Junction 

873 Port of London Commercial Junction 

874 Portbury Pier and Railway 

875 Porrarlington and Tullamore 

876 Portsmouth, Winchester, Andover and Cheltenham Jimction 

877 Preston and Wyre Extension and Darwen Junction 

878 Preston and Leeds Direct, and Lancashire and Yoduliire June- 

tion 

879 Radnorshire, Aberystwith and North Midland Jiuctioii 

880 Ramsgate, Margate, Heme Bay, FaTcnham and London 

881 Reading and Reigate 

K82 Reading, Guildford and Reigate 

883 Reading and Reigate Junction 

884 Regent Junction 

885 Regent's Canal 

88^) Regent's Canal Eastern Extension 

887 Regent's Canal Western Extension 

888 Rhondda and Ely Valleys Junction 

889 Rhondda Vale, and Neath and Taff Vales JnnetioD 

89 J Ribble and Hum her Junction, or Preston, BUok1mm« Bnniliji 
Bradford, Leeds, York and Hull Direct Union 

891 Richmond, Staines and Newbury Junction 

892 River Medway Dock and Railway 
8!)3 Ruchdalc, Heywool and Manchester 

89 1 Royal Grand Junction, uniting the London and Soath-Eastem, 
the London and Brighton, the London and South- Western 
and the Great Western 

895 Ru^rby and Huntingdon Junction 

896 Riij^by and Combridge Direct 
8!)7 Kii^by and Cheltenham 

898 U'lKby, Swindon and Weymouth Diroot Junction 
8i)9 Hu}(by, Derby and Manchester 

900 Rugby, Derby and Mancherter (No. 2) 

901 Rugby, Leamington and Warwick 



370 

902 Rugby, Ashby-de-ia-Zouch and Burton-upon-Trent 

903 llugby, Market Harborough and Cambridge 

904 Rugby, Warwick and Worcester 

905 Rugby, Lichfield and Stafford Direct 

906 Rugby, Peterborough and Yarmouth 

907 Rutland, Northampton and Lincoln County 

908 Ryde and Ventnor Direct {via Brading, Sandown and ShatiHm) 

909 Saddleworth, Oldham and Worsley Junction 

910 Saint Albans, Luton and Dunstable 

911 Saint John and Quebec 

912 Salisbury and Swindon Extension of the Wilts, Somenet, and 

Southampton Junction 

913 Salisbury and Lymington Junction Railway and Port of Lym- 

ington Improvement 

914 Salisbury, Blandford and Dorchester Junction 

915 Scarborough, Whitby, Stockton-on-Tees and Newcastle and 

North Junction 

916 Seven Docks Pier and Harbour, and Severn, Cirenceater, and 

Northampton Junction 

917 Sheffield, Buxton, Leek, Potteries and Crewe 

918 Sheffield, Wortley, Silkstone and Wakefield 

919 Sheffield, Rotherham, Bamsley, Wakefield, Hudderafield and 

Goole 

920 Sheffield, Bakewell and West Midland 

921 Sheffield and Nottingham 

922 Sheffield and Lincolnshire Extension 

923 Sheffield, Shrewsbury and South Wales Junction 

924 Sheffield, Nottingham and London Direct 

925 Sheffield, West Riding and Midlands Junction 

926 Sheffield, Crewe and Shrewsbury 

927 Sheffield, Macclesfield and Chester 

928 Sheffield, Midland and Hull Direct 

929 Sheffield and Manchester, Buxton and Matlock Junction 

930 Shrewsbury and Hereford 

931 Shrewsbury and Lichfield 

932 Shrewsbury and Hereford 

933 Shrewsbury and Herefordshire 

934 Shrewsbury and Trent Valley Union 

935 Shrewsbury and Leicester Direct 

936 Shrewsbury and Crewe Junction 

937 Shrewsbury and Wem 

938 Shrewsbury and the Potteries 

939 Shrewsbury, Wolverhampton and South Stafibrdshire Junction 

940 Shrewsbury, Hereford and North Wales 

941 Shrewsbury, Sheffield and Goole 

942 Shrewsbury, Staffordshire Potteries and' Sheffield Direct 

943 Shrewsbury, Potteries and Sheffield 

944 Shrewsbury, Chester and Crewe Junction 

945 Shrewsbury, Drayton and Newcastle-under-Lyne 



371 

9*6 Shropibiie Minernl 

947 Shmpshire Union Railway and Cuiil 

H48 Sligo, Ballin* anil WeBipnii 

9i9 fligo, Donegal, Tpvne, Landondcrry and Belfast Junction 

950 Sligo and Shannon Junction 

951 Somw-Mihire 

952 Somenetihiie Midland 

953 Somerselshire aud North Devon Junction Railivav, and Po 

Harbour and Dock 

954 Souihani|>lon and Birmingham (by nay ot Salisbary and Chel- 

tenham) 

955 Southampton, Manchester and Oiford Junction 

958 Southampton and Great Western Junction 
9 )7 Southampton and Ti-tenfield 

9SS .South am |>ton, Peleralicld and London Direct 

959 Southampton, Poole and Falmouth Coaat 

^60 Soutli>mptoD, Portimoutfa, and propoeed Langaton Dock 
9fil South SiaflbrdshireJunclion 

962 South Lancashire. Birkenhnd and Pottery Junction 
eeZ Sonlh London Suburban 

964 South London 

965 Snnih Metropolitan 

966 South Midland, OF Leicealer, NotthaDiplon, Bedford and Hue 

tinjdon 
9e7 South Wentem and Midland Countjea Union 

968 South and Midlanils Junction, and Bicester, Swindon. Marl- 

boroushand Saliibniy 

969 South D«Ton and North Deron 

970 South Ltneaahire Union, or Soalhport, Ormikbk and Sdnt 

Helen's Junetioo 

971 South Yorkshire Coal 

g-2 South Midland and Sonthamptnn JuncliDn 
I 973 South-Wealem Junction and Eitentiuo 

974 South Union and Btfmingham Junetioo 

975 South Union or Mancheslsr Potteries and Londtw 

976 South Midland Continuation 

977 Soiiih Midland and North Union 
97g South Thames Jiinction 

979 Sonih Walea, Harerfoidoeal, and Milford Junction 

980 South Coast Junction 

9SI Soathero Countiea Union, aod Briitol, Bath and Doror Dirsat 

9K2 Southern Grand Junction Railway and Pier 

953 Southern Junction 

954 Souihwark and Soath-WciUm JuDcCian 

955 Spalding and Brandon Junction 

956 Spalding and Foidyke Railtiay and Wharf 
987 Sl Alban'm Hatflrld and Hirrttiird JuneUoo 
9SK St. Daiid'a and l^ndon Ditwit 

989 Siallbrd and Chfwtn, or Trmt Valliy Extanaion 



372 

990 Stafford and Sheffield Direct 

991 Staffordshire and Shropshire Junction 

992 Staffordshire Potteries 

993 Staffordshire Potteries, and Liverpool and Manobester Direct 

99 4< Staffordshire and North Midland Jiinction^(wit}i a Branch to 
Belper) 

995 Staines and Basingstoke, and Stainei and Reading 

996 Staines and Leatherhead 

997 Staines and Famborough 
9iiS Staines and Henley 

999 Stamford and Spalding 

1000 Stamford and Leicester, Market Harboruixgh and NoithainptaB 

Junction 

1001 Stamford, Market Harhorough and Rugby Janction 

1002 Stockport and Rugby Junction 

1003 Stockton-upon-Tees, Dock and Railway to Northallerton and 

Leeds 

1004 Stockton and Whitby 

1005 Stockton, Darlington, Whitby and Scarborough Junction 

1006 Stockton, Northallerton, Thirsk and Leeds Junction 

1007 Stockton and Leeds Junction 

1008 Suburban Metropolitan Grand Union Junction 

1009 Surrey Grand Junction 

1010 Sutton Wash, Stamford, Leicester and Birmingham Jmietion 

1011 Swansea Vale 

1012 Taw Vale Railway Extension and Dock 

1013 Tean and Dove Valley and Eastern and Western Jmietion 

1014 Tenby, Saundersfoot and South Wales Railway and Pier 
l«n5 Texas Colonization and Railway 

1016 Thames Embankment and Junction 

1017 Thames Valley Railway 

1018 Thames Tunnel and Metropolitan Suburban Junction 

1019 Thames Valley, Oxford and South Wales Union 

1020 Thames, Southend and Northern and Eastern Junction 

1021 The Mold Junction 

1022 Theiford, Bury St. Edmund's and Newmarket 

1023 Thurles and Nenagh Extension 

1024 Thurles and Carrick-on-Suir and Nenagh 
102o Totnes, Buckfastleigh and Ashburton 

1026 Trent Valley Continuation and Holyhead Junction 

1027 Trent Valley Extension 

1028 Trent Valley and Derby Union 

1029 Trent Valley, Midlands and Grand Junction 
10.^0 Trent Valley, Chester and Holyhead Continuation 

1031 Tring and Reigate 

1032 Tring, Cambridge and Newmarket 

1033 Tring, Reading and Basingstoke 

1034 Trinidad, Great Eastern and South- Western 
l(iS5 Truro and Saint Agnes 



373 

1036 Tunbridge and Rye Harbour Direct (with a Branch to Tenter- 

den) 

1037 Tunbridge Wells, Brighton and Hastings Junction 

1038 Ulster Irish Centralization 

1039 Ulvcrston and Milnthorpe Union 

1040 Ulverston, Fumess, and Lancaster and Carlisle 

1041 United Kingdom Consolidatt d 

1042 Utto^eter, Blythe Valley and Crewe 

1043 Vale of Neath 

1044 Victoria Dock and Grand Union Railway 
1 f5 Wakefield, Ossett, and Dewsbury Direct and Atmospheric 
I0f6 Wakefield, Pontefract, Bamsley and Goole Junction 
1047 Warrington and Stockport 
10^8 Warwick and Cheltenham Junction 

1049 Warwick and Birmingham Direct 

1050 Warwick and Worcester 

1051 Warwick and Birmingham Canal 

1052 Warwickshire and London 

1053 Warwickshire and London Extension, and Woreester Jnnetioii 

1054 Waterford and Kilkenny 

1055 Waterford and Kilkenny (Carlow Extension) 

1056 Waterford and Kilkenny (with Extension to New Ro« and Clm- ' 

mel) 

1057 Waterford, Wexford, Wicklow and Dublin 

1058 Waterford, Fermoy, Cork and Killamey 

1059 Waterford and Tramore 

1060 Watford and Romford 

1061 Waveney Valley and Great Yarmouth (with a Bnneh to Hale»^ 

worth ) 

1062 Wear Dock and Railway 

1063 Welsh Midland 

1064 Welsh South Midland, or Chepstow, Forest of Dean and OIoo- 

cester Junction Extension 

1065 Welsh Valleys, with Branches to Rhyl and St Asaph 

1066 Welsh Midland Eastern Continuation 
U)67 West Cornwall 

1 068 West Knd and Southern Counties 

1009 West Lancashire, or Liverpool, Southport and Preston Junction 

1070 West Midland, Manchester, and Southampton, and Birmmgham, 

Swindon, Devizes and Salisbury Junction 

1071 West Midland 

1072 West Riding Union 

1073 Western Midland and Eastern Union 

107^ Westmoreland and Cumberland Lakes District 

1075 Wexford, Carlow and Dublin Junction 

1076 Wexford, Waterford and Valentia 

1077 Whitby, Pickering, Thirsk and Great North of England Jimo- 

tion 
107H WiltM, Somemet and Southampton Junctioo 



374 

1079 Wilts, Gloucester and Southampton Junction 

1080 Wilts and Somerset, Great Western and Gloucester Junotion 

1081 Wilts and Gloucester Junction 

1082 Windsor and Great Western Junction 

1083 Windsor and Staines Direct and North and South London Jun^ 

tion 

1 084 Windsor, Staines, Brentford and West London 

1085 Windsor, Thames Valley and West London 

1086 Windsor, Ascot and Famborough Junction 

1087 Windsor, Slough and Staines Atmospheric 

1088 Wisbeach, Peterborough, Birmingham and Midland Counties 

Union 

1089 Wisbeach, Saint Ives and Cambridge 

1090 Wisbeach and Huntingdon 

1091 Wolverhampton, Birmingham and Nottingham 

1092 Wolverhampton, Chester and Birkenhead Junction 

1093 Wolverhampton, Walsall and Atherstone 

1094 Wolverhampton, Walsall, Leicester, Peterborough, Norwich and 

Great Yarmouth Junction 

1095 Wolverhampton, Bilston and Birmingham Direct 

1096 Wolverhampton, Birmingham and Nottingham Extension 

1097 Wolverhampton, Bridgnorth and Ludlow 

1098 Wolverton, Buckinghamshire and Basingstoke 

1099 Woodstock, Pons, Burnell and Rowan 

1100 Worcester and Port Dynllaen 

1101 Worcester and Leominster 

1102 Worcester and South Wales Junction 

1103 Worcester and Merthyr Tydvil Junction 

1104 Worcester, Tenbury and Ludlow 

1 105 Worcester, Warwick and Rugby 

1106 Worcester, Hereford and Gloucester 

1107 Worcester, Shrewsbury and Crewe Union 

1108 Wrexham, Nantwich and Crewe Junction 

1109 Yarmouth and Leeds Direct 

1110 York and Bradford 

1111 York and Edinburgh Direct 

1112 York and Lancaster 

1113 York and Carlisle, and Durham, Westmoreland and Lianeaahiie 

Junction 

1114 York and East Lancashire Junction 

1115 York and Hull Direct 

1116 Yorkshire and Glasgow Union 

1117 York, Hull and East and West Yorkshire Junction 

1118 Youghal, Cork and Port Valentia 



RAILWAY 

CLEARING HOUSE. 



The Railway Clearing House System came into operation at the 
commencement of 1842, and is now in use on all the Narrow Gange^ 
Railways of Great Btitain, lying north of the Thames, with the ex- 
ception of a few short unimportant lines. The following table shows 
the expenses for the half-year ending 31st December, 1844, and the 
proportions chargeable to the respective Compimies. 



EXPENSES. £ 8. d. 

Salaries 664 1 8 

Stationery 69 10 11 

Coals and gas 11 9 6 

Stores 3 18 11 

Taxes and petty disburse- 1 ]•« yj m 

ments / 

Kent 222 10 



Total 4^789 8 7 



PBOPoanoNs. 



£ s. d* 



Loudon and Birmingfaam •• 217 12 9 

Midland 196 19 6 

Manchester and Leeds .... 58 7 8 

Hull and Selby 9 6 8 

Leeds and Selby 6 5 2 

York and North Midland.. 47 17 

Great North of England.... 50 1 9 

Birmingham and Gloucester 9 16 

Mancheiter and Birmingham 88 14 

Newcastle and Dailington.. 88 14 6 

Newcastle and Cailisle .... 3 10 1 

Grand Junction. 98 14 5 

Chester and Birkenhead. . . . 8 4 8 

North Union 18 I 1 

Lancaster and Preston .... 5 11 7 

Preston and Wyie 8 4 

Liverpool and Mandiestcr.. 4 5 1 

Stockton and Darlington .. 8 11 8 

Stockton and Harflepool .. 5 8 

Manchester, Bolton 8c Buy 8 11 8 



Total £780 8 7 



B. CREED, 8§ereimrp, 



I '•" 



LENGTH OP RAILWAY. 



Miles. 

United Kingdom .... 10,323 

America 3,800 

Germany 1,570 

Holland 200 

Belgium 1,095 

France 2,200 



Italy 

Demnark . 

Cuba 

Bussia ... 
Britiah ColoiilM 
East India 



• • • • . 



MUca. 
115 
106 
800 
52 
1,000 
500 



6 



Totallength 21,761 milea. 

In 1824, the first locomotive constmcted travelled at the rate of 
miles per hour; in 1829, the Rocket travelled at the nte of 
15 miles per hour ; in 1834, the Fire Fly attained a speed of 20 miles 
per hour ; in 1839, the North Star moved with a velocity of 87 mUes 
per hour, and at the present moment looomotives have attuned a 
Hpeed of 70 miles per hour. During the same period the quantity of 
fuel required for generating steam haa been duiinished nve-siiths, 
that is, six tons of coal were formerljr oonsomed for one at the present 
inoment, and other expenses are dimmished in a corresponding ratio. 



jfbre(gn HaCItoapd* 



FRANCE. 

There are two systems of constituting Railway CompanieB in Fraaooy 
viz., by Direct Goyemment Grant, and Grant by Tender. In the 
latter case, the terms of lease are determined by competition among 
the parties offering Tenders : if these are equally respectable, the 
Government encourage amalgamation. 

The Companies constituted by Direct Grant are the foUowingf 
and comprise generally the most productive lines : — 

HUM. 

Loire and St. Etienne 11 

Gard Railways « . 55 

Paris and St. Germain, 12,000 shares at 20/ 11 

Cette and Montpellier, 6,000 shares at 20/ 17 

Mulhouse and Thaun, 2,600 shares at 20/ 12 

Strasbourg and Bale, 84,000 shares at 20/ . . . . 85 

Paris and Orleans, 80,000 shares at 20/ 80 

Paris and Rouen, 72,000 shares at 20/. 79 

Rouen and Havre, nominal capital 1,560,000/., 20/. shares 55 

A.vignon and Marseilles, capitsd 800,000/ 72 

Aix Branch to Marseilles. 
Dieppe and Fecamp 

Paris and Secaux, capital 12,000/. in 20/. shares 6 

Asnieres and Argenteuil. 

The Paris and Rouen Company have a lease of 99 years. The 

line (including pumps, stations, &c.) will then become the property of 

the Government, who are bound, if required, to purchase the engines, 

&c., at a valuation. At the end of every 15 years of the 99» tihe Go* 

vemment have power to purchase the line, by granting annuitKSj &c.| 

I in the manner elsewhere cited. With the exception of the Gk>Ten]lmeiit 

I loan, this railway was made entirely by private capital. The ifiulli. 

I works cost 1,123,241/., equal to 14,000/. per mile; the rails and 

I chairs 370,862/., equal to 4,635/. per nule; making a total of 

I 2,494,103/., equal to 18,635/, per mile. The cost of the working stock 

I was 200,000/., equal to 2,500/. per mile. The line pays a diyidendof 

i between 8 and 10 per cent., and the price of the shiures approach 150 

premium. The conveyance of the mails has been contracted for at 

8,000/. per annum. The Electric Telegraph, allowed by the CompsOT 

to be erected by the Government, is in operation, and in all noeoft 

Acts they have secured power to erect the same. 

The Rouen and Havre Company have a lease of 97 years. Tlie 
cost of land, &c. , was much higher than on the Paris and HLonen, but im 
other respects the same calculations will erenerally govern. 



FOREIGN RAILWAYS. 



377 



The Paris and Orleans Company hare a leaae of 90 years, and 
return dividends of from 8 to 10 per cent. 

The following Companies have received Grants by Tender, and the 
first seven, at least, are at work ; the remainder are mostly in progress. 

Versailles (right bank of the Seine) 14 miles, 22,000 shares at 20/. 

Versailles (left bank of the Seine) 10^ miles, 20,000 shares at 20/. 

St. Etienne and Lyons. 

Andrezieux and Rouanne. 

Montbrison and Montrond. 

Bordeaux and La Teste. 

The Northern Railway, let to Rothschild's for 45 years, 175 miles. 

Orleans and Bordeaux, 100,000 shares at 20/<, 80 miles, let to 

Mackenzie & Co. for 27 years. 
Orleans and Vierzon. 
Amiens and Boulogne, 75,000 shares at 20/., 95 miles, to be opened 

May, 1847. 
Montereau and Troyes, to be opened May, 1847. 
Central Line of France, to be opened in 1847. 
Fampoux and Hazebrouck. 

Lyons and Avignon, 120,000 shares, 20/., 142 miles. 
Tours and Nantes, 80,000 shares at 20/. each. 



Dieppe and Feeampe. 
Dijon and Mnlhofue. 
Auzerre Railway. 
Chartresand Remies. 
dermontand Roannes. 
Nevert and Sunbowrg, 
Sedan '^i w j Rheims. 
Charteanronx and limoges. 
Bayimneaiid Vtaau 



St. Quentin and the Frontiers. 
Creil and St. Quentin. 
Paris and Caen. 
Paris and Strasbourg, let to 

Rothschild's for 44 years. 
Paris and Lyons. 
Bordeaux and Tolonse. 
Bordeaux and Cette. 
Bordeaux and Bayonne. 

The St. Etienne to Lyons is a mineral line only ; the two foUowing 
were unable to obtain sufficient capital to effect tbdr oompleCum ; and 
the Versailles Companies have suffered by ndnoas comp^ttion for the 
grants, four Companies having competed (in 1837) for this Right Bank, 
and two for the Left. Such was the stringency of the oonditioiis the 
parties imposed upon themselves by their anxiety to have the tinea 
ceded to them, that in 1839 the Government §At bound to lend 
to the Company, to whom was ceded the Left Bank, 5,000,000 franos 
(200,000/.) ; and to the Left Bank, tiie privilqpe of increasing their 
fares ; the maximum original charge per bead having been Mooted to 
1 franc and 8 cents for die entire distance (1 1 miles). The Orleans 
and Bordeaux have a lease of 28 years only; the Government construct 
the works, and the lease commences from the opening of the line. 
Only a few of the other lines are yet in operation. 

The Great Northern Railway of France, nearly all of whidi, 175 
mile^, is open for traffic, is coDstmcted by the Government, who are 
to be re.imbursed by the Company by yearly instalments, ending in 

_ 



;378 



FOREIGN RAILWAYS. 



1850 or 1851, at an interest of 3 per cent, to the GoYemment for the 
advance ; and at the end of the lease (40 years), according to tiie 
terms of concession, it will revert to the Government ; as will also the 
Great Western of France, the grant of which line has been made to 
the two Versailles Companies — an important alteration having been 
made in the concession granted to them by the Act of July, 1846, 
reducing its term 40 years; so that the Government will obtain 
possession of all these lines at the same period. The concession of 
the Railway from Paris to the Belgian frontier is limited to 41 jean. 
The increase of traffic in 1845 over 1844 has been mnch greater over 
I the short distances than over the whole length of lines, yarying from \ 
j 4 per cent, between Paris and St. Germain, to 21 per cent, between | 
j Paris and Asnieres. 

If the Minister of Public Works concede a line, after preliminazy 
survey, the engineering is then proceeded with ; if the Goyernment 
i Engineer approves it, an inquest is held in each Commune, and the 
j principle of the project is submitted to the Chamber of Deputies. In aU 
disputes between Companies, the Government arbitrates, and enfoTces 
its decision on all Railways. There must be three classes of carriages 
at least. First — covered, stuffed, and glazed ; Second — covered, glased, 
and seats only stuffed ; Third — covered, and to close with side-curtains. 
The third-class carriages on the Paris and Rouen hold about 36. 
Government fives the maximum and minimum speed of passengers 
and goods trains, and the maximum rate of fares is fixed by law. 
E.'ich passenger may take, without charge, 66 lbs. weight of luggage. 
Naval and military men singly pay half fares ; in bodies, quarter lares; 
troops and military stores, half fares. Public vehicles conveying 
prisoners, are to go free by any ordinary trains ; but the police, 
&c., in attendance, pay half third-class fares. The service of the 
post-office is peiformed free of charge by ordinary trains ; the partition 
of carriage specially devoted to its use to be approved, as to size and 
shape, by Government ; special trains at any time may be demanded * 
but the carriages required for such, to be the property of the Govern- 
ment. On new lines a carriage is provided without charge for the 
post-office. 

At any time after the lapse of 15 years from date of opening, 
Government may purchase any railway on these conditions : — Deter- 
mine the net revenue from the railway for the seven years next 
preceding the date of the purchase, and take the average net revenue 
of the five most productive years out of the seven. This average to 
constitute the amount of the annuity to be paid to the Company for 
the remainder of the term of the grant ; but in no case must the 
annuity be less than the net revenue of the last year preceding the 
purchase. At the end of the tenn of the concession to any Company, 
the railway must be surrendered in good repair under certain condi- 
tions minutely specified, and the Government then succeeds to aU 
rights and privileges of the Company in respect of the line, mm! 
the works, &c., attached. 



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380 



FOREIGN RAILWAYS. 



If goods are not delivered within a certain time after taken in 
possession by Companies, they lose first, half, and then the whole of 
charge for carriage; 48 hours is the mazimnm time allowed. A 
Company cannot alter its times of starting, or its rates of cbarga, 
without the sanction of the Government, who take the initiative in 
all railway matters. 

Very little expense attends the proceedmgs in the Chamber of 
Deputies, and counsel are nerer employed there by any parties. 
Companies of recent date have taken powers to make electric 
telegraphs. 

'Hie sale of scrip is illegal in France, and severely pnnishable ; bat 
the law is evaded to a certain extent, and chiefly by the sale of engagie- 
ments to deliver shares at a future day. When the Government gives 
permission to borrow, it requires that a sinking fund should be set 
apart, and a portion of principal discharged annually until the whole 
is extinguished ; notwithstanding this, the best lines pay 10 per cent. 
dividends. The shares are much subdivided in all Frendi lines. The 
Government will permit shares to be issued at the current price, hot 
not at par when the shares are at a discount. 

The officers on a French railway are paid rather less than in Eng- 
land, but there are more of them. The remuneration of Directors is 
much higher, and so is the cost of rails and locomotives ; a great pro- 
portion of the engines employed have been imported thither, each 
paying 400/. import duty. The engines on the Paris and Rouen lines 
were constructed by an English Company established at the latter 
place, and are as well made as in England, but the material Is not 
quite so good. 

All the lines are on the narrow gauge (4 feet 8| inches), and 
uniformity is enforced. 





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382 FORBION RAILWAYS. 



BELGIUM. 



''Belgium is the only country which at once traced out a general 
system of Railways.** In 1833, Malines being taken as the central 
point, lines were projected to the east, west, north, and sonth, the 
guiding design was to make the lines the great means of transit from 
the Rhine to the se^; but Brussels still practically remains the prin- 
cipal starting point, and Malines of comparatively small importance. 
The commencement of this scheme of network was on the 5th Maj, 
1835, and it was completed in October, 1843. All the lines are 
on the narrow or 4 feet 8^ inches gauge — 

The Northern line is from Brussels to Malines, and from thenoe 
to Antwerp, with two Branches — altogether 49 kilometres. 

The Western is from Malines to Termonde, Termonde to Ghent, 
Ghent to Bruges, Bruges to Ostend, Ghent to Courtray, 
Courtray to Tormeny and the frontier — 200 kilometres. 

The Eastern line is from Malines to Louvain, Louvain to Terlemontei 
Terlenionte to Waremme, Waremme to Ans, Ans to Liege, 
Liege to Chenee, Chenee to the frontier, Landen to St. Trond 

— 145 kilometres. 

The Southern line is from Brussels to Tubise, Tubise to Soignles, 
Soignies to Mons, Mons to the frontier, Braine-le-Compte 
to Namur — 165 kilometres. 

These sections comprise a total of 559 kilometres, or 347 miles; 
145 of double line (the space between being six feet) at a cost of 
2,306,409/.; ami 202 of j^ingle line, at a cost of 3,578,679/.; making 
a total of 5,915,148/.; or an average of 17,132/. per mile. There 
were 3,470,078 jiassengers carried in 1845, equal to 10,002 per mile 
of rail, and the average distance by first-class passengers being 35| 
mi'es; second class, 25^ ; third class, 18 miles. The greater number 
travel in September, say 13,000 to 14,000 daily, whereas in December 
the number travelling is about half that number. 

The lines were constructed ])y the Government, and are entirely- 
worked by the State, and with the exception of a few short irregular 
railways, are the only ones in operation. 

The State lines are not constructed with a view to profit, but rather 
to extend railway communication equally to all parts of the kingdom, 
like ordinary high roads, and to open a direct road to the Rhine and 
Germany, for importations at Antwerp, and vice versa. The feres 
rather lower on the state lines than on the conceded lines. 



FOHBION RAILWAYS. 383 

Theworldnjeipensea for 1815 amountoi (o4Blof the grojs receipts, 

d Ihn net profits of tho year to 2^5,691/.— jielding interebt on 
eipenditurc of a,S45,148J. at tbe rate uf 4i per cent, per anaum. 

The grosa receipts for 1845 prraenl an augmentation over those of 
1844 of i6,l62l.. and the canal traffic in Belgium has uUo iaereased 
by 18,S4a/. The workino stock si the end of 1845 conbisted of 149 
locomotiTes (viz. 106 Belgian. 42 English, 1 American); 14S lenduai 
654 carriagea; 2,150 goods noggoDi; 394 traoks; and tliere were in 
coostruetioQ one passenger carriage of 64 places, on an American 
TDodel, with 8 vhcela ; llBpaaficngercarriBges; 4 post-office carriages ; 

5 goods waggoDB. The average number of carriages to each train 
waa 14; the mean consumption of coke by engines 41.1 lbs. per mile 
travelled, at the average cost of 209. 5d. per ton, the highest price 
being at Oatend 27s. 7d., the lowest at Ana, 15b. 7d. The total 
mileage tmvelled was 1,702,832 miles— of which 56 per c«nt. ma 
psssengers tnuns and 44 pet cent, for goodd trains. 

Eleven lines have been conoeded to private Componieg, the term 
being for 90 years ^m the time of opening, viz. : — 



ceded to De Riddrr 
:o Parry, Rlcbards, 
D Shennan and Co. 



Ftooi Antwerp to Ghent„cii 

and Co. 
Entre Sambre and Meuse, 

Louvain and Jemappe, 

>>'amur and Liege, to ! _ 

Mons and Manage, to Spotlisvoade and Co. 

Dendre VaUey, to Sir Richard Jenkins, 
Sir John M'Taggatt. and Co. 

West Flanders, to Parry, Richards, and Co. 

ToBrnByandJurbi*e,to>Isuiieniie, Barry, am 

Landen and llasselt, to ditto 

Charleroi to Erqueiincs. to Nevill and Co. 

Manage to ditto, to Oppeuheini and Co. 

TheToumay and JurbiwAnd Litnden and Hasselt I 
;;on4tmrted by the Com]>any, bnl Govemmeut will iror 
pay to the Company 50 |ht cent, of the groaa receipti, annually, for 
SO yean. 

There are about 120 new deminda for cooOMsioas, upon which die 
Chamber: will have to dnade. 

The couditiont attached to each grant Hfreitj that the ir 
nusi Iw of Belgiim manuTactnre, if it can bo ftimiahad at a prim not 

I exceeding 1 per cent, that of ftiretgn iron delivered at Antwurp, and that 
the locomolivr carriuges andwagguna shall be nude in Uelgiain, but 

j granteea are allowed to purchase abroad aurh l»i.-uW(>tivm an tlivj may 
rHjOire fur modeU. Should the (traiilm at any limi- rcduoe the tolls 



384 



FOREIGN RAILWAYS. 



anthorised by the tariff, they cannot raise them again in leu than thicc 
months. The tolls authorised by the grant are fixed as a mazmram ; 
but if rates on the Government lines are raised above this muumiim, 
other lines may raise theirs in the same relative propoition; tbej 
must also reduce them should the tariff on the Government linei be 
lowered, but not below the prices of the tariff contained in the grant. 
Soldiers on service, singly or in bodies, pay half the tariff for tbem^ 
selves and baggage. For troops, artillery, and stores, the gnnteei 
must immediately place at disposal the whole or any part of tbar 
carrying stock at half the tariff rates. Government dispatches are 
conveyed free of charge ; and a place reserved, daily, suitable fbr tbe 
courier. During the term of the grant no tolls of any kind are levied 
upon the lines. The railways must at the expiration of the grant be 
in a state of perfect repair; and if, during &e five years preceding 
that period, steps are not taken by the grantees satis£EU^rily to comply 
with that provision, Government may attach the receipts, and employ 
them in repairs. The Government become possessed of all thd rights 
of the grantees at the expiration of the term. The shares mnst not be 
quoted on the Exchanges of Antwerp or Brussels until the railway is 
completed. 

The Charges fixed by the Government for passengers and luggage 
on the State lines, and on the lines conceded, are those : — 

FASSENGERS^FiRST Class. 

Fence per mif. 

On the State Railways 1'22 

Railways conceded 1*29 

Entre Sambre and Meuse alone, on account of the\ ,.g. 
small passenger traffic J 

Second Class. 

On the State Railways 0*933 

Railways conceded 0*966 

Entre Sambre and Meuse 1*127 

Third Class. 

On the State Railways 0*58 

Railways conceded 0*644 

Entre Sambre and Meuse 0*805 



LUGGAGE. 

Pence per Hlle 
percwt. 

On the State Railways 0*483 

On Railways conceded 0*483 

Coals, Pio-iron, &c., V\27d, per ton per mile. 



Nahuk and Lisq£ Railway — length 62] miles frum Namar to 
Ijege and ^m Mou£ lo Manage ; roncuded IZth JuDCi 1845, for 90 
years icBpital 1,0011,000/. or 25 nuUions of francs. gO.OOO shaies at 
20/. (or &0U franca) eochi SI. paid. 

LouvAiN A-LA S AM BRE— length 54 milea, froni Louvain by Wavre 
o Geuibloui, where it branches to Namur on the south-east and 
Charleruy on the Bouth.west, with IZ milea of brimcbea; conceded fbr 
l» yeara. The Company have obtained a conceaaioo for a branch 
om LoBiun to IMest, 17 miles. Capital l.OUO.UOOi., 38,000 ehaiee 
[)J. each; 61, pidd. 

Saubue and Mbusg Railwat — length 60 milea i capitsl 
lO.OOOt. ; 31.000 Shnrea of 20/. each. Pour per cent. gnaraQtced 
by the Belgian Government fbr 46 yeara, with power to parchuae the 
(hole ttt the end of 30 yeara. 

Dkndbe Vallit Railway and Canal Cohfant. — EaCabliahed 
o carry a line along the Valley of the Dendre — from Ath to Termonde 
iy Lesiines, Grammont, Ninove and Aloat. with fature eitenaions in 
he Pays de Waes, uid to Ghent and Bnisaela. Length Zb miles. 
"onceaaion for 90 years, from June 21al, 1845. Alao a eonceesion 
or 90 yeara of a canal from JemaiajKa, near Mons, to Aloat, &2 
niUrs. 

LKAT LtTiEUBOUBO CoMFANT — 100 Dulei already conoeded, and 
negodntuig for an extent of ISl miles. Commences in Quarliar 
Leopold, Bruuela ; haa the use of the LoaTain-a.la>SBmbre line from 
Watre to Namur, ])afi»ing Gerabloiuc in itB route: this is a distance of 
19 milea. including the Branch from Brussels to the " Station duNord." 
I'rom Nunar the line will be continued in the direction of Ciney, 
Rochfort. Recogne, (near St. Hubert), and Neufchsteaii to Arlon (82 
milea) ; with a Branch from Rochfiiit (u Deulin (12 milea) ; and 
another Branch from Longlier near Neufdiatesu toBastogne, 18 miles. 
TliR Une then croaaes the Grand Ducal Frontier at SleinfurC, and 
iches the City uf Liuembunrg, 16 miles more. From Luiemboorg 
f eitension to MetJ will run due south and enter France atFiisange. 
ic terminus is intended to be adjacent to the etationa of the Paris 
{1 KtraaliouT^ and the Metz and .Sarrebrueli lines. The length of 
e tiue between Luxembourg and Met! will be 36 miles — the entile 
length describ«l being 203) milci, including the 22) belonging to the 
Louvain Company. The overage cost of the line for 150 miles of its 
length will not eiceed 11,01s'. per mile. Tbe Company bsie alao in 
^^imtemplotion an addition of 28 miles from Arlon lo Ludelange, and 
>ne of 29 milea from Luiembourg lo Treves. Aa a route from Enghind 
:o Switierland and Italy the Great Loxembourg proposes to save a con- 
siderable distunce. The ordinary route from London via Southampton 



386 



FOREIGN RAILWAYS. 



Havre, Paris, and Nancy, to Strasbourg, presuming railway for the 
entire distance, will be 650 miles — the route via Dover, Ostendi 
Brussels, Namur, Arlon, and Metz, will be 540 — a saying between 
London and Strasbourg of 110 miles. The Company possess about 
80,000 acres of mineral land. 150,000 Shares of 20/. each .- 4/. paid. 



Italian and Austrian Railway — length 15 miles, from Flo- 
rence to Pistoja, through Prato. The Company are negociating fiwr 
various other lines in Italy. 52,000 Shares of 50/. each; 4/. pa^. 

Dutch-Rhenish Railway — from Amsterdam to Rotterdam, 
through Utrecht, to Amheim (where it joins the Over Yssel line), and 
the Prussian frontier, near Emmeric. Length, 103 miles, of which 
22, from Amsterdam to Utrecht, were opened in December, 1843; 
and 36, from Utrecht to Arnheim, on 14th May last; leaving, from 
Rotterdam to Utrecht (31 miles), from Amheim to Emmeric (12 
miles), and 2 miles of Branch lines, to the Entrepot Dock at Amster- 
dam and the river at Rotterdam, still to be completed. Granted for 
about 53 years. No. tunnels ; steepest gradient 1 in 300 ; gange, 
6^ feet. Capital 2,000,000/., in 100,000 shares of 20/. each ; 6/. paid. 

West Flanders Railways — length 82 miles ; from Bmgea to 
Courtray, Ypres, and Poperinghe, by Thourout, Roulers, and Menin, 
with Branches to Thielt and Dixmude, and from Thielt to Aeltre or 
Deynze, at the option of the Government. Originally conceded to 
Parry, Richards, and Co., 19th A^ay, 1845, but the powers of con- 
cession are now vested in the Sodete Anonyme des Chemint de F^ 
de la Flandre Occidentale. A single line throughout, but land pur- 
chased sufficient for double. 



GERMAN RAILWAYS. 

fOne German mile is tqual to 5 Englah.) 



70ani&urg{)<33crQ{tioi:f. 

ij, 1912. Length of Kailwny, 2 Gennan miles \ 



Opened to Stettin, IGtb August, 18-13. Len^h of Railwiy 1 
Gennui milea. This Rulnay piuiea Chrough Beniau, Biesenthal, 
NeDstadl, Eberstralde, aad AngErecunde to SutCin ; capital 4G5,l)00f. ; 
cast per mile Z5,833J. 



Opcnnl 23rd October 1842. Leni^ of Railway 10} Gennsa miles, 
riiia Ruilwiij pa»se» throagK Copfnioh, Fnrstenwalde, ind Briesen to 
Frankfort ; copital ittlAHil. ; fost per mUc 37,!>00;. 



German miles ; cBpital G 11 ,20G/. ; 

^agl]e[iourg>CkOtt)en .^a 1 Ic- 11 cipe ic. 

opened (o Lcipsic, 18lh Aopiat. 1840. Length of Railway 15) 
GermsQ miles; Magduhiinrg to the frontiers of Saionj for '"' 
German mili'i^ ; eapiul 439. 4SG/. ; co^t per miU 30,^08. 

^aSDtbDnig*<!>sct)trsltbrn.|^a[6trfitatit. 



388 



FOREIGN RAILWAIS. 



Opened 15th March, 1844. 

( H ALBERSTADT. Sf AGDEBOURG.) 

Opened 16th July, 1843. Length of Railway 8| Oermaa mOei; 
capital for the extent of Wolfenbuttel to OschenlebeiL 7i milBii 
308,077/. ; cost per mile 42,493/. 

Opened 7th April, 1839. Length of Railway 15| Gterman miki; 
capital 873,151/. ; cost per mile 51,361/. This Railway passes tliroigk 
Wurzen, Oschatz, Riesa, Pristewitz and Niederaa to Dresden. 

Opened 1st September, 1841. Length of Railway 3| Genua 
miles ; capital 235,750/. ; cost per mile 67)328/. This Railway psMfli 
through Gerresheine, Erkath, Thaan, and Voswinkel to Elberfeld. 

Opened to Oppebi 28th May, 1846. Length of Railway 10| Ger- 
man miles; capital 213,785/. ; cost per mile 19,859/. This Railway 
passes through Ohlau Brieg and Loeuen to Oppeln. 

Opened throughout 28th October, 1843. Length of Railwayi 7| 
German miles ; capital 283,124/. ; cost per mile 32,052/. 

i^onne-^ologne* 

Opened 10th February, 1844. Length of Railway 4 Genmn 
miles ; capital 127,480/. ; cost per mile 27,978/. 

®oIo2ne»i9uren»3iar-Ia-®]^apeIb. 

(VERVIEB8.) 

Opened to Venders 21st October, 1843. Length of Railway 11| 
German miles; capital 1,347,564/.; cost per mUe 191,1271. lUi 
Railway passes through Mungesdorf, Horrem, Dureny Stollei^, Aii- 
la-ChapeUe, and Dolhain to Verviers. 



:ffranfcfott.0a3tcUin:as 



Xurrmttrg ^uttfi. 



Opened throughout Ist Jutii^, 1811. Length of Rnilivsy 16J Qer- 
man miles; capital of Mannhpim to Hi^idrlberg 101,3 76/.; ditto 
to CarUnihe 332,56U. ; mat per mLle 33,949/. 

i^unft^'Slugsbourg. 



ISulifPciS' Einj'ffimunDtn. 

Opened tbroaghout in tbe Spriog of IS-lti. Length of Railway 
I2fi German miles; capital 173,335/.; coat per mUe 6,940/. This 
{ Railica; poSMS thrui^h HoltniQ. Kenohbanm, Le&I, Olindoif, L 
ileubsa, and Lambach to Gmundeii. 

Vienna-Sto(((trau-)3cunii-(i>lmtit}>Xdpnit!. 

Openpd throuehoul in the autumn of 1813. Length of Railwa; 
From Vienna to Olmuti 4 1 Gi?rman miles ; capital of Viemia lo Bruim 
4aS.62Bf. ; cost per mite 19,O0Q/. ; ca|iital of Vieoiu to Stodieiau 
66.525/.; coal per mile 24,190/, 



ITUnQa'CEIoggnfl}. 



Jitcntbuie^'OaU. 

Opened to B*le 15th June. \f*U. Lenglh of Railna; 110 Engliih 
milni from Slraabonri; tn Bale 138 kilometrex; Irnm Tbaun to 
Mnlhoiue 20 kilomrtrea. This Rulway piaaea through Benfeld, 
RibcanTille, ColBtar, Molhanie, and St. Lnuia, to Bale. 



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II II 



ROMAN RAILWAYS. 

The Pope has appointed CommiHwionert to deriie a ganeral pin 
i for Railways over the Roman States. The following articleiy iipied 
by Cardinal Gizzi, and published by order of his HoUnen, «ra to 
! constitute the basis of proceeding : — 

I Art. 1. The lines considered by the Pontifical GrOTeininent to be 
' of the greatest importance, and those whereof the execntioii ii autho- 
rised, are four in number, namely — 

1. The line from Rome through the Valle dd Sacco to tiie <^""fl— 
' of Naples, near Ceprano. 

2. A line from Rome to thePorto d'Anzio. 
3 A line from Rome to Civita Vecchia* 

4. A line from Rome, running through the most popnlons parts 
of Unibria — ^namely, Foligno and the Valle del mume PoCena to 
Ancona, and thence to Bologna ; following the traces of the anaent 
Via Flaminia Emilia. 

Ai*t. II. The construction of these new roads will be oonfleded 
to private Companies, represented by Papal subjects, and tiie 
peting parties will be required to furnish — 

1 . A plan of the line or lines which they propose to undertake. 

2. Drawings and specifications. 
j 3. A statement of the time within which they will bind tfa ema e t ii 

to complete the works, and also of the shortest lease with which thej 
! would be satisfied. 
> 4. A statement of the security which it may be in their power to 

offer for the due completion of their respective undertakings. 

5. A statement of the principles upon which each railway ii to 
be conducted, considered principally as for as they will affect tks 

i Roman people, landholders, and capitalists. 

I Art. III. For the presentation of projects in compliance widi 

! the above conditions, a period of three months is to be allowed fieai 

the date of the present notice (Nov. 7, 1846), which period can be 

extended at the request of the Companies, on sufficient reason fc*"^ 

given. 

Art. IV. The construction of the lines described in artide L 
having been assured, the Government reserves to itself to take iBto 
consideration the construction of a line from Foligno towards ^nuia 
and Citta di Castello by the Valle del Tevere, and also other Im— of 
communication with the neighbouring States, whenever the 
or utility of such works for the Roman people shall be fnllw 
nised. 

Art. V. A gold medal of the value of 1,000 scudi (215/.) willba 
given, under the judgment of the Council of Art (the members of 
which are on that account excluded from the sompeHtion), to ths 
person who shall demonstrate the easiest and cheapest road ~ 
Umbria and Le Marche. 






THE COLONIES AND INDIA. 



Ceylon Railway. — Length about 90 miles. To eommence at 
Colombo, and terminate at K^ndy. This is the first line to be inade; 
but the Company propose to extend the Bailway in different directionfl, 
as experience may render desirable. Capital 1,(M>0,(M>0/. ; 20,000 
Shares of 50/. each ; 5s. paid. 

Barbadoes General Railway. — Length about 40 miles. To 
' afford Railway communication to the different districts of the islandly 
: and to connect the more extensive estates, by numerous Branchee* 
i with Bridgetown, the capital and chief shipping port of the iaboid. 
; Incorporated by Act of the Colonial Legislatiu«. The Colonial 
i Treasury takes 2,000 shares. 12,000 Shares of 25/. eaeh. II. 



j Demerara Railway. — ^To afford Railway oommunication to the 
' various parts of the colony of Demerara. Incorporated bj Act of the 
I Colonial Legislature. 10,000 Shares of 25/. each; 2/. IDs. paid. 

Trinidad Railway. — From the Port of Spain to Arima, and from 

, the Port of Spain to Point a Pierre, with contemplated ezteneions to 

most parts of the inland. Application ia now being made to the 

i Colonial Legislature for an Act of IncorporatioB and other privilegea. 

' 12,000 Shares of 25/. each; 2/. lOs. paid. 

I 

Jamaica Railway. — Completed from Kingston to Spcniditown, 
and an Extension to the Angels, and anotlier eootemplated. In- 
corporated by Act of the Colonial Legislature, and opened August 
1 K45. The DirecHon of this Company is at LaverpooL 4,000 Shares 

50/. each; 50/. paid. 

Great Western Railway op Cahaoa. — ^To connect Toronto^ 
and Canada Wesfc with Montreal and the St. Lswrenoe, incorporated 
by Act of the Colonial Legislature. The Direction of diis Compenj 
i& in Canada. 

New Brunswick Railway. — Length about 120 miles. To com- 
mence at St. John's, and paasmg by Fredericktoiniy termhute at the 
Grand Falls, where it is to join the proposed Hidilhx and Qnebee 
Railway. Incorporated by Act of die Colonial Legislature. The 
Direction of this Company is at New Brunswick. 

Toe Halifax and Quibbc Raix^wat.— A proposed t r 1 

from Halifax to Quebec, and i? - ' " *— '^^ * mw 

nf On! nance. According to 



394 FOREIGN RAILWAYS. 

I 

I Fredericktown newspaper, of November, 1846, itcommeacesatHali&Zf 

I passing Nova Scotia by Truro ; the Bends, and the Grand Falls, in 

'■ New Brunswick, to the river St. Lawrence at the river Dnloupe in 

Canada East, and thence skirting that river, terminates opposite 

Quebec ; the distance is about 600 miles ; a branch to Fredericktown, 

Windsor, and several other towns. 



The following Companies have been formed for the construction of 

Railways in India. They have heretofore been engaged in preUminaEj 

surveys and inquiries, and awaiting the decision of liie Supreme 

Government of India, and the East India Company, on the subject of 

Railways. It now appears that the East India Company are to 

' guarantee 4 per cent, in the first Instance, on a limited amount of 

, capital, and reserve to themselves the power of purchase after a term 

. of years. In the meantime advantage will accrue to the Government 

I in the conveyance of troops and stores. All the following Companies 

I have given notice in the London Gazette of their intention to apply to 

I Parliament in the ensuing Session for Acts of Incorporation : — 

East Indian Railway. — To construct a Railway in a nortii- 
westerly direction from Calcutta to the north-west provinces of Indis, 
, with one or more branches. Capital 4,000,000/. ; 200,000 Shares of 
20/. each ; 5s. paid. 

Calcutta and Diamond Harbour Railway.— To commence 
in the city of Calcutta, and terminate at the bend of Hooghley, known 
as Diamond Harbour; and to construct large Wet Docks and Ware- 
houses thereat, thus saving to the shipping of Calcutta the long and 
dangerous navigation between the points. Capital 1,0(M),OOOI. ; 
50,000 Shares of 20/. each ; 7s. paid. 

Great Indian Peninsula Railway. — ^To open the interior of 
the Peninsula, and to connect it with Bombay on the west coast, and 
with some good port on the east. Capital 6,000,000/. ; 120,000 
Shares of 50/. each ; 5s. paid. 

Great Western Railway of Bengal.— To construct a Rulway 
from Calcutta into the interior, in a westerly direction to Patna. 
Capital 4,000,000/. ; 80,000 Shares of 50/. each ; 58. paid. 

Direct Bombay and Madras Railway.— To connect the Fort 
of Bombay with Madras right across the Peninsula of Hindostaa. 
Capital 4,500,000/. ; 90,000 Shares of 50/. each ; 5s. paid. Tha 
Company was formed in May, 1846. 



BRAZIL. 

A Privilege haa just been, conceded to the Visco\Mt de 
Barbaeena, for the conatruction of a Railway in the pio- 
e of Jtio de Janeiro in Brazil. It 13 intended to 
concentrate at the Sarapuhy tlie traffic of three great 
roads helow the Serra, the Rodeio, PoUcia and Commercio, 
and embrace the conveyance to the capita! of the empire 
jf a large portion of the produce of the province, as well 
IS of passengers. 

The Eniperor, Don Pedro II, haa granted his Name 
and Patronage to the undertaking ; and it haa tlie support 
of the Brazilian Government. It is intended to form 
a Company in this country, to be open to native sub- 
scribers, and the Agent of the Viscount de Barbaeena is 
ID this country, invested with full powers to act. 



CUBA. 

Thi I91.AND of Cub* is aboat 700 aalea long and 90 bn»d. 
The number of milKi of Roilway at present open throughout Cuba 
may be tscimateJ at 800 ; but in Julf, IB45, when the aierage was 
1, the aggregate extent of the different linn did nut exceed 650 
miles. Id Ctie preiionB jeer, 1,405,234 pusengers had been con' 

I the different lines, fieldii^ receipts to the amoont of about 
2,000,000 dollBis, or about aOO.OOOJ. aterling. Within the 

; of dme the receipts tiom the gooda traffic amountcil to 2,37S,000 
dollars, or wmewherc about 593,1^0'. sterling — making in all an 
int of 1,093,751)/, Elerling. With respect to both passengei 
goodj traffic, tbe t^dpla show a considerable advance on those 
of the jesi preceding — although a precise compaiiBon cui scarcely 
irawn betvixt the two, no unijuestioDabe increase is erlnccd. 
il capital vestrd in Una in Cuba is calculated to amount tu i 
20,000.000/, eterUng. Three very extensive lines have their tor 
It the city of Hnana, and two at the town of St. Ja^, opporitc 



£sno)is!e of ^mnfcan SlallbasS- 



il , |a'£is 



and, SicD, uid PnttiintHi' 



17 HDDghlon brumh 

IB TuiiLiil bnncb 

19 Yrmmiitiind MniuchiimtU ->.. 

KJ Weil !itiickhiid(e 

(1 'tttitHTi, (llimllM io SI"". 1 -. 
\i ATarcciterb»ucbEDUIIbui7.,, 

» Hartlbrdin'dNtnlIiivEn'!!"! 



8 1,8110.01X1 " 

e 7M.t9i' -' 



ie, WBroilM,) ..'.'.'.'.'.'.'.'.'.'.'.'.'.'.\ .. 



ieo and Am bo; . . 
^ ^.»bBihlDwn.md Sot 
4 MDrnsjinilGiscx — 



II Huteton br 

X,|taiScbuvlldll 

Bluibiirg ind CDiiuiig..i . 



SmtiiHii Kailtoasa — continued. 



N4UE3 OF THE LINES. 



L UMuudiCtauok... 



idSeluiilUltUanB.. 





Fhl)(dclpb»*a(lTf«leii ,. 


















id 


U.llin.oieMdOWo,(litOcl.) .... 






I 


Kichmoixl uid PMinbHTI 






," 
























u 


Oumplun ud Si. iMtttta 



IM.MO 



STATE RAILWAYS. 

4 
rtDn';lTuiU....rDlninbiaIUIIwix U UU« Ucaae 141.SM 

li\tta Farngf dlua IMr 3M,liit 

Mifhivin ClnliiJ BailHJ DO Sll.irp 

1><LU 8uulb(nK*iIinv ^ BU.Stl 

TbHc Railinji pk* ■ dIvtJntd of ftboat 4 pvt hue. on lAt expendlton, ud ^ 
■ ;r)i >h^eii:c|.Uuiii>rihiEii«Cuil, u<ltK>iiil7n>UFTsjKUthUlHi«jliUiA ■ 



As the Author is desirous to make the 

Manual as correct a^ possible, he mil he obliged 

if Secretaries and Solicitors to all pryected 

Raikvays would forward a copy of their Pro^ 

spectus and Map, under cover, to him at the 
''Railway Times" Printing Office, 137 and 

138, Alder sgate-street, London. 

Any information in respect to errors or omU- 
sions that may be found in the preceding pages 
will also be thankfully received. 



Alierdsre lUUiray 121 

Aberdeen Railway 1-iS 

' eonBtiluting CommiasioneK of Railways Iivi. 

, fbr regulating the Gauge of Railways bii. 

Act, Abstract ar, Railwayi' Diaaolulion Imiii. 

" !t, Joint Stock Companies' Registration Ixlix. 

Is, Genersl Abitiact of Ruilnaya \xxt. 

Alford Valley Riilway SU 

' iialgainatiDn of Railwayi and Caaala "'' 

nnlgoinat«d RaHwayi, LisI of ! 

AtnbergBte, Nottingham, and Boalou Railway 1 

America, Sytiopsia of Hallways in ' 

■ isiica, Telcgrapb lines in J 

lual Interest on sums expended on principal Railways . . ' 
AmouDl per annum and per month required for lines sanc- 
tioned in 1S46 

rdiie and Bathgate Junction Riulvay : 

Arbroath and Forfar Railway 

\Bhburton, Newlon, and South Derou Railway 

Austria and Prussia, fares in ul 

Ayrshire, Btidgeof Weir, and Port Glasgow Railway Juno tion '. 



Borbadocs General Railway J 

Bedford and London and QirminghaiD Railway 

Ilclfatt and Baliyrnena Railway 

Belfast sjid County Down Railway : 

Belgium, Rsawaya in ; 

Belgium, goods and passenger TnfRe in, Uld Chtrgci llvi., L_ . 

Bengal, Great Western Railway ol Jllrt 

Berlin and Stetiiu Railway 3»7 

Berlin and Potsdam Railway 

Berlin aiid Frankforl ;. 

Buliti and Anhaull Railway 887 

B;ilspreMnIed,andpn)eeedingBinPartiameu(,inlB46 iii, 133, 148 
Birkenhead, Lancaahire, and Chraliire Jimetim Railway .. 

Birmingham and Glouccsler 

Birminghani. Wolverhampton, and Dudley Railway . . , . 



400 INDEX. 

PAOB. 

Birmingham, LiehfieM, and Manchester 188 

Birmingham, Wolverhampton, and Stour Valley Railway . . 189 

Birmingham and Oxford Junction Railway 189 

Bishop's Auckland and Tebay Railway 182 

Blackburn, Clitheroe, and North- Western Junction Railway 191 

Blackburn, l)ar\ven, and Bolton Railway 14€ 

Bonne and Cologne Railway 888 

Boston, Stamford, and Birmingham Railway 187 

Bought, List of Railways ». 261 

Brazil, Raihvavs in S95 

Breslau and Opeln, &c S88 

Bridgcwator and Taunton Canal Railway and Harbour . . 200 

Brighton Railway 102 

Bristol uiid Gloucester 93 

Bristol and Exeter Railway 169 

Bristol and South Wales Railway and Ferry 195 

Brokers' Commission for bu3ring and selling Shares . . . . IxxxiL 

The Law relating to Ixxxiii. 

Broad -.nd Narrow Gauges 298 

Brunei's, Mr., estimate for double Railway 800 

Bnmswick Oschersleben Railway 388 

Buckinghamshire Railway 187 

Buckingham and Brackley Junction Railway 187 

Budweis, Linz, and Gmunden Railway 889 



c. 

Calcutta and Diamond Uarbour Railway 894 

Caledonian Railway 127 

Caledonian and Dumbartonshire Junction Railway . . . . 220 
Cameron's Coalbrook, Steam, Coal, and Swansea and 

Canada, Great Western Railway of 393 

Loughor Railvray 227 

Canals, tabla of reduced Tonnages on Z. 

Canal Navigation, miles of, in Great Britain til 

Capital required for Bills passed in 1846 iii. 

Capital stock of Railways proposed in 1846 248 

Carrying expenses 288, 280 

Carlow and Kilkenny Railway 211 

Ceylon Railways 398 

Chard Canal Railway 2ii4 

Chester and Holyhead Railway 120 

Chester and Birkenhead Railway 148 

Chester and Wolverhampton Railway lOO 

Churnet Valley Railway 108 

Clonmel and Thurles Railway 216 

Cockermouth and Workington Railway 128 

Colchester, Stour Valley, Sudbury, and Halstead Railway . . 202 



Colon ill Rail wKjs 

" iiipanieB pcavisionally regiBierpd in 1S4S 

mpnriaon ot F»rei in England, Fiante, Gennauf, md 

Beliriiun xlviL 

CommithtonersDrltailwayB, the Act Tot caQtlitotlng .. .. 1. 
" k, Itlaclirock, and- Passage Riuiwif 

ItBiid WaWrfordltsiWay 

Cork mid Batidoo Railway IS? 

" nwalJIUawoy 194 

1 pet mile of Brilisb Railway* 1. 

t piT milcof Fortign Railways xlU. 

Cuba, Railwaysin 39S 

Coventry, Nuiiealau, Binaiugbain, and Leiceilei Railway.. 198 



D. 

Deeside Railway ,, ., 

nerara Kiilwav 

Dendre Valley Ro'ilway and Canal 

De;)Q<iiM, Sammaiy of, in 184Sand ISM 

"' eel Bombay and Madras Railway 

DlTLf I LandoD and Pornnnoatli Railway . , 207 

DiualulioD of Railway CampanieB, Act to facilitate the . . Iixiti 

"ividcndi of Canal Compatiiea 

ividcuds, Railway, per •.eat. per annuni on Capital paid up 

Double line of Kailway. etlimale foi one m\k of 

Dnblin, DnndniDi, and KaaiAmj Railway 

Dublin, Beitast, and Coleraine Junction Railway 

Dublin and Bdfut JnncltOD aud Naiau Biauch Railway.. 

Dublin and ICingstom Railway 

Dublin aud Dtogheda Railway 

Dunblane, Doune, Olid CaJlan^ Railway S2S 

Dundee and Arbroath Railway |Aj 

Dundee and Penh Hailuay 

Dnndulk and Enniskillen 

DunstabliiLnd Londoo and BiimiDgbam Bjulway .. 

Durham and Sunderland Railway , . . 

Duijtlil"tf and Elbetfield Railway 

" [ch-Kheniah Railway 



Earningi of Railway a for Tim* Half-year^ en 

Eaatem Couulie a Railway 

E^ailf m Union Rulway 



402 INDEX. 

PAOB. 

Eastern Union and Hadleigh Junction Railway 204 

East and West Yorkshire Railway 196 

East Lancashire and Yorkshire North-Eastem Railway . . 199 

East Lincolnshire Railway 201 

East India Railway . . 894 

East and West India Docks and Birmingham Junction 

Railway 202 

East of Fife Railway 228 

East Lancashire Railway 169 

Edinburgh and Bathgate Railway 220 

Edinburgh and Glasgow Railway 150 

Edinburgh and Northern Railway 157 

Electric Telegraph 107,801,804 

Ely and Huntingdon Railway 182 

Enfield and Edmonton Railway 208 

Exeter and Crediton Railway 140 

Exeter and Exmouth Railway 199 

Expense, estimated, of Railway works, proposed in 1846 . . 248 

Expenditure on principal Railways in Great Britain . . . . 229 

Expenditure, Locomotive, on London and South- Western. . 294 

Liverpool and Manchester 290 

■ Great Western and London and Birmingham . . 298 



F. 

Fares, Comparison of, in different countries Sec zlvlL 276 

First time, Railway Bills read, last Session 288 

Fleetwood, Preston, and West Riding Junction Railway . . 199 

Foreign Railways zi. xliii. 

France, Railways in 876 

France, passenger Fares and goods Charges in . . . . zlyi. 379 

Frankfort, Castel, Mayence and Wiesbade 889 

French lines. Capital of, executed and in progress . . Izi. 877 

, Cost of, &c xlix. 

French lines conceded in 1844 and 1845 881 

Fumess Railway 129 



G. 

Gauges of Railways, Act for regulating the 

Gauges of Railways, relative widths of 298 

General Terminus and Glasgow Harbour Railway . . . . 218 

German Railways 387, 390 

Glasgow, Paisley, Kilmarnock and Ayr Railway 188 

Glasgow, Paisley and Greenock Railway 184 

Glasgow, Airdrie, and Monklands Junction Railway . . . . 218 



.. 2lt 
.. 231 

lu^w^ Barrhesd, ajid NeiUton Direct lUilwiiy .. .. 179 

lugow and Bel last UnioQ Rait nay 318 

lasgow Kilmarnock, and Ardrossan Railway 232 

' 8gow Southern Terminal Hailnay 225 

uceiter and Forest of Dean Railway 167 

Goods, Carriage of iv. i. 289 

Goods Traffic and lUoeipti for the Years ended June 18** 

and 184.5 280, 282 

Gooda and FaMea^ers, Milea^ sod Receipts on Great Wes- 
tern and London and BirraiDgham 293 

Grand Junction Railway 8S 

Great Grimsby and SliefTield Junction lUilway .. .. 147, 178 

Great Indian FeninEUla Railway 39* 

Great Luxembourg Railway 385 

Great Konh of Scotland Railway 221 

Great North of Scotland Eastern Eitension Railway . . . . 222 

Great North of England Railway 11*, 172 

Great Northern Railway 183 

Great Southern and Weslem Rulwa^r (Ireland) 167 

Great TVeateni Railway 89. 292, 293 

Great Western and U.bridge Railway 201 

Great Western and Wycombe Railway 201 

Great Western Railway ot Bengal 39* 

Great Western Railway of Canada 3!I3 

Grimsby Dock Company 178 

Guildford Eitenaion and PorWmouth and Farsham RaUway 207 



H. 

Halifax and Quebec RaUway 39S 

Hamburgh and Bet^edorf Railway 337 

HarecastlesndSandbacb Railway 193 

Hartlepool Dock and Railway 181 

Huddenfield and Mancbeater Railway and Canal . . . . 13S 

HollindSelby Railway 112, 173 



Inilrucliona to Railway Sharehaldcn Ixiii. 

Ipiwich, Bury, and Norwich Railway 133 

Iriiii Railways, Summary of ainoont* aulharised (o be raised 

by Acts of laat Three Ye«r» 299 

Irish Railways. Prices of Sliarw of, and amount paid . . 276 

Iriah South-Eaileni RaUwajt 211 



4G4 INDEX. 

PAOB. 

Italian and Austrian Railway 8*6 

Jamaica Railway 8W 

Joint- Stock Companies' Registration Act, Abstract of . . Ixiix. 



K. 

Kendal and Windennere Railway 97 

Killuincy Junction Railway 21S 

Kilkenny and Great Southern and Western Railway . . . • 208 

Kilkenny and Clonmel Railway 2il 

Kilmarnock and Troon Railway 226 



L. 

Land required for lines sanctioned in 1846 iU. 

Lancaster and Carlisle Railway 128 

Lancaster and Preston Railway 142 

Law relating to Shareholders^ Brokers, &c. IxxziiL 

Leased Railways 261 

Leeds, Dewslmry, and Manchester Railway Ifrl 

Leeds and Thir.sk Railway • ., 144 

Leeds and Bradford Railway 146 

Leipsic and Oimiiiitzschau, &c. Railways 888 

Lengih, total, of lines {sanctioned in 1846 iii., 298 

JiCngth of Railway in difl'erent counties 375 

Limerick, Ennis, and Killaloe Junction Railway 210 

Liverpool and Manchester «• .. 86,290 

Liverpool, Ormskirk and Preston Railway 186 

Liverpool, Manchester, and Newcastle-upon-Tyoe Railway 192 

Llanelly Dock and Railway , 181 

London and Noith- Western Railway 84 

London and Birmingham Railway 84, 292, 298 

London and South-Western Railway 98,292,294 

London, Brighton, and South Coast Railway 102 

London and Brighton Railway 102,292 

Lpndon and Croydon Railway 108 

London and Black wall Railway 120 

London and Greenwich Railway 180 

Londonderry and Coleraine Railway 166 

Londonderry and Enniskillen Railway 165 

Louvain-a-la- Samhre 385 

LowestofT Railway and Harhour 140 

Lynn and Dereham Railway 180 

Lynn and Ely Railway 183 

Lynvi Valley and South Wales Junction Railway . . . . 227 



M. 

Mflilf. Charge! for carrying, on Bsilways 

Maldon, Wiiham, and llraintree Ruilway 


405 

. 'm 

204 
300 
200 
85 
13* 
182 

205 

178 

137 
29S 
£»a 
92 

im 
Its 

S92 

2« 
12* 

lis 

108 

aio 

38B 

m 

ta.29S 

114 
nr 

138 
119 
203 

isi 

IVS 
19* 
313 
Ifl* 
3S8 

m 
if. iro 


Malton and Driffitld Jonclion nnilway 


Manchtswr, BultOQ, and Buiy Hallway 

M-Jiche*ter, Buxfon, Mntlock, and Midland Railway. . . 
MancbestiT and Lmcolii U"iun RaUway, and ClieslerEe 










Miles of Kulwav unclIoDcd in the Uulled Kingdom 


MidlandGreatWestcniRaiUayonnUnd 




Money aulhoriied lo be bonoWLid by Rulways propOied Ut 






Morecambc Harbou) and Railway 

Mountmellisl! Junelion Railway 

Munich and Augsbourg 

N. 








Ne'^rcasrlc-npon-Tyne and Cnriiile Railway 








Newport, Ahergovsnny. and Hcrerord Rtilway 

Ntwry, Warrenpoinr, »nd Raiimor R«ilw»y 

^e»rJ .nd EnniiUllfli Railway 


Newtou and Crewe RuJjraT '., . 

Nonb Union R^«y 



406 INDEX. 

PAOI. 

North Stafibrdshire Railway 193 

North British Railway 118 

North Wales Railway 128 

North- Western Railway 196 

Northern and Eastern Railway 110 

Northern Counties Union Railway. • 18S 

Norfolk Railway 108 

Norwich and Brandon Railway 108 

Notices of applications to Parliament next Session . . 827, 848 

Nuremhurg and Forth 889 



0. 

Offices and Officers of all the Railways 305, 819 

Oxford, Worcester, and Wolverhampton Railway . . , . 126 
Oxford and Bletchley Junciion Railway 187 



P. 

Parliamentary proceedings on Railway Bills in 184f6 . . . . 288 
Paris and Rouen Railway, Working Expenses of . . . . 292 
Passengers' Trains, Carrying Expenses, and average speed of 288 
Passengers, Comparative mileage of, on London and Bir- 
mingham and Great Western 298 

Petitions for Bills last Session, Bills passed, &c. 288 

Post-office and Railways IxiL 

Preston and Wyre Railway 177 

Prices of Shares from Oct. 1845, to Nov. 1846, each month 230 

Prices of Shares each Half- Year for Eight Years to 1846 . . 272 

Prices of Shares of lines sanctioned in 1844 and 1845 .. .. 274 

Prices of Shares, &c., on the New Lines of 1846 . . • . 279 

Prussian Railways .. zlyii 

Portbury Pier and Railway 197 

Potteries Railway 198 



R. 

Railway Acts Enactments, Second Report on zzt. 

Railway Acts, General Abstract of IzxT. 

Railway Dividends 228 

Railway Deposits 297 

Railway Statistics (Ireland) 



407 



INDEX. 

VAOS. 



Railway Companies registered provisionally in 184f5, com- 
plete list of 849 

Railway Termini in the metropolis, Commissioners' Report <ai 295 
Railway and Canal Amalgamations Til- 
Railway Clearing House 976 

Rates and Fares (maximum) of lines sanctioned in 1846 • • 276 

Reading, Guildford, and Reigate Railway 208 

Registration Act, Joint Stock Companies' Ixxix. 

Richmond Railway 104 

Roman Railways • . . 892 

Royal A ssent to Bills in 1 846 iiL 288 

Royston and Hitchin Railway •• 205 



s. 

Sambre and Meuse Railway '8^ 

Scottish Railway Deposits, 1845 and 1846 ^^ 

Scottish Central Railway 1^ 

Scottish Midland Junction Railway 1^8 

Scottish Grand Jimction Railway . . • • 220 

Second time. Bills read, last Session • 288 

Select Conmiittee on Railway Acts Enactments • XXT. 

Select Conmiittee, points recommended by . . . . • • • . Izir. 

Shareholders, Instructions to Ixxxi. 

Shareholders, Speculators, and Brokers, the Law xelatiiig to, Ixniil. 
Shares, Conmiission charged for baying and felling . . . . Ixxxii. 

Sheffield and Lincolnshire Junction 178, 183 

Sheffield, Ashton, and Manchester Railway . . . • . • 181, 178 
Sheffield, Rotherham, Bamsley, Wakefield, Hnddenfield 

and Goole Railway .. .. 184 

Shrewsbury and Chester Railway 174 

Shrewsbury and Stafford Railway 190 

Shrewsbury and Birmingham Railway 217 

Shrewsbury, Wolverhampton, and South Staflbrddure Jnne- 

tion Railway , , , , 217 

Shrewsbury and Herefordshire Railways 188 

Shropshire Uoion Railway and Canal 190 

SI igu and Shannon Railway 215 

Sold, Railways, List of 261 

South- Eastern Railway 100 

Southampton and Dorchester Railway . . . . 121 

South Suffordshire Junction Railway 191 

South Wales Railway 12^ 

South Devon Railway 189 

Stamford and Spalding Railway 206 

Strathtay and Breadalbane Railway 218 



r 



408 INDEX. 

FAOB. 

Stirlingshire Midland Junction Railway 219 

Stirling and Dunfermline Railway 219 

Stockton and Darlington Railway .. .. .. 188 

Subscription Contracts, &c 248 



T. 

Table of Sums expended on principal Railways, and annixal 

and weekly Interest thereon, to June, 1846 229 

Table of Railway Earnings for last Three Half-years . . . , 232 
Tables of Bills read First, Second, and Third times, of Royal 

Assents, and of Bills withdrawn, in 1846 288 

Tables of Subscription Contracts (deposited in 1846, esti- * 

mated expense, capital, money to be borrowed, &c. . . 248 

Tables of Railways Sold, Leased, and Amalgamated . . , . 261 
Tables of Prices of Shares each Month from October 1846, to 

December 1846 250 

Tables of Prices of Shares each Half-year for Eight Years . . 272 
Tables of Prices of Shares and amounts paid for Three 

Years to July, 1846 274 

Tables of Piices of Shares, &c., of New Railways of 1846 279 
Tables of maximum Rates and Fares of lines sanctioned in 

the last Session 276 

Tables of Passengers (in Classes), Merchandise, and Receipts, 

for the Years ended June 1844 and 1845 .. .. 280, 282 
Tables of Railways for which Acts passed in 1845, with leng^, 

capital, shares, money to be borrowed, &c 284 

Tables of Carrying Expenses for Passengers and Goods 288, 289 

Tables, Cost of Locomotive Power 290, 298, 294 

Table, Comparative, of Working Expenses 292 

Taff Vale Railway 148 

Taw Vale Railway 225 

Telegraph, the Electiic 107,801,804 

Templemore and Nenagh Railway 212 

Tenby, Saundersfoot, and South Wales Railway 227 

Termini, Metropolitan Railways 295 

Thames Haven Dock and Railway 175 

The y/wfs and Railways iv, ▼!, xvL 

Third time. Bills read, last Session 283 

Thirsk to Clifton Railway .. 182 

Tonnages, Comparative, on Railways and Canals x. 

Totals of estimated Expense, capital Stock, and Money to be 

borrowed for Railways proposed last Sessii^n 260 

Trent Val'ey, Midlands, and Grand Junction Railv^ay . . 200 

Trinidax- Railway 893 



INDEX. 409 

U. 

PAOB. 

Ulster Railway 161 

United States, Telegraph lines in the . . . . 304 

Vale of Neath Railway 226 

Vienna and Leipnitz Railway 389 

Vienna and Gloggnitz Railway 389 



w. 

Wakefield, Pontefract, and Goole Bailway 152 

Waterford, Wexford, Wicklow, and DubHn Railway . . . . 216 

Waterford and Kilkenny Railway 164 

A^^iterford and Limerick Railway 165 

Wear Valley Railway .. 145 

Weekly Interest on Sum expended on principal Railways . . 229 

West Cornwall Railway 195 

West London Railway 176 

West Riding Union Railway 184 

West Flanders Railways . . 386 

Wexford and Enniscorthy Railway 211 

Wharfdale Railway 199 

Whitehaven and Furness Railway 1 29 

Whitehaven Junction Railway 138 

Wilts, Somerset, and Weymouth Railway .. 122 

Wisbech, St Ives, and Cambridge Junction Railway . . . . 206 

Withdrawn, Railway Bills, in 1846 233 

Working Expenses, Comparison of . . 292 



Y. 

York and Newcastle Railway 114 

York and North Midland Railway Ill 



J. T. Norris, Printer, 137 and 138, Aldersgate-street, London. 

_ 



OPINIONS OF THE PBE88. 



" Tliis little volume, replete with railway information of evex^ descriptioB, irill 
be found valuable and indispensable to all interested in railway locomotion. It 
will also be found, in every respect, a practical guide to the raUwayi of Great 
Britain, completed, in progress, and projected, forming a oommete railway 
synopsis. The capital, cost of workings, and earning^, with the lei^fth, forea, 
and every particular of which both travellers and speculators may be in need of, 
are here appended to every working line hi the kingdom ; togetner with an al^ 
stract of the several Acts of Parliament which have been paaaed in relation to 
railways ; and a list of those lines sanctioned, rejected, postponed, and not yet 
reported on by the Board of Trade." — Sunday Times. 

" A little treatise, compiled by a Mr. Tuck, and published by Mr. Wilion, m 
the subject of railways, will be round exceedingly useful and appropriate at the 
])rcsent moment. It is a summary of all the railways already in operation, with 
the amount of capital invested, the number of shares, the rate of diTldend, and 
every other information necessary to persons desirous of investing^ in them. 
There is further an account of all the newly-projected lines, with the estimated 
amount of capital required for their completion, with the decision of tha Baard 
of Trade thereon.*' — Standabl*. * 

" A little volume, entitled the ' Railway Shareholder's Mannal,* by Henxr 
Tuck, has been published. It is a careiul cnsipilation of matter, fironi offleiai 
papers, and contains an abstract of the several Acts of farliamf^nt which hare 
been ])assed in relation to railways, with instructions to shareholdera, showing 
when shares arc allotted by a Railway Company, how the deposit is to be {Hd^ 
how the Parliamentary deeds are to be signed, and other particulars necessary 
for the guidance of persons investing money in this species of security, it 
shows, too, at a glance, the rate of premium or discount at which shares have 
stood on the 1st of January and the 1st of July from the time of their issoe to 
the first day of the present year, giving also the number and amount of shares, 
and the amount paid up, totiil expenditure, cost of workings, and eaminas, 
progress of construction, and, indeed, every particular relating to the expenSi- 
turc and returns of railways. In the course of the work will be found a synopsis 
of the Belgian, German, and French Bailwavs, gnl^'^^? the extreme length (tf 
each particular line, the total cost, number o^ shares, cost per mile, and show- 
ing by whom constructed, whether the Government or a Company- There is 
also an enumeration of projected railways o.n which the Board of Trade have 
decided on rci)orting favourably to Parliament, and of those not officially ns 
commended, as well as of others reported against, and of lines not yet reported 
on at all, sho^nng the gross amount of capital required for the completion of the 
entire, and, in tlie event of the execution of the whole, each town Uiat would be 
touched in traversinsr their extreme length. It is altogether a valuable little 
publication, osi)ecially to the multitude of persons who have investments in 
railway speculations." — Morning Post. 

" The Railway Shareholder's Manual, or Practical Guide to the Railways of 
Great Britain. *By Henry Tuck. Effingham "Wilson, Boyal Exchange.^-We 
are much pleased with this publication ; to us it appears the most useful com- 
pendium a railway shareholder can possess. It comprises a large amount of 
useful information which was only to be got at by wading through Reports »n4 
Prospectuses jilmost without end. With this book we have only to turn to any 
given rsiilway lo ascertain its length, cost per mile, capital, eamingib, cost of 
working, dividend ])cr share, number of stations, termini, gauge of way, data of 
Acts ; in short, as much of its commercial history as will enable the uninitiated 
to form some estimate of its probable value. Such a mass of railway statisties 
was never before presented to the public in so concise a manner, or m so smsU 
a compass. The tables, showing the fluctuations of shares, are extremely 
valuable, and are calculate.d to teach the timid shareholder that no temporary 
depression of sh res can shake the prosperity of any railway that is baseoupon 
rejil traffic. We are now only in the infancy of railways ; it is therefore more 
particularly desirable lo have' such a practical condensation as this to refer to 
and wo cordially recommend it to our readers."'— Railway Timr8. * 



'■ A tilth fdiirsn of the "BiilitBy Shnreholilcii' Munnsl 

indiapfnubk ta tlu p*ttXet for whom it It inteDdud*"— OA" 
'■Tuck's Kiiilam; &bii»halder'i UidukI.— Thit iviop 
^mdc ta aU th« nilwnt til the vorLd bbd dq jti finT upp 
<«immtnitlioa,Kl 1 roUf Dseful Mmuil for ill who hnye 
uperulUkm. Tbe prEiEnt t« tbe asventli Edition, iDd It aS 
moil niideiiEBbla erldencfl Qf tbe hj^ mppiwnl wjtb wfaleh 
rcHlvcd, ThereiB ueajritalprclBfiBjfrtDia Edition, in wbic 

cornpleta nilvif book aituL"— Atus,' INk ,raniiiuVt IM>. 

" Thii is Jmt thr wuA tbU wu iruitHl iu the pneept eilcoBion bI tbe nilwi; 
■ntHD. Dm uiv imt with to know tbe pajtienliini of irjj Ubo, he hu only to 
dlvE into Hi. Tn^ Mwusl. Uk nice of nUeb wO] not burl bim nad be wlU 
ta fltationft. Gflit, eoAC per iDil?, niH. 
dlvidt 




— — . __ ..i^ji j«)*dMl of iiiMre»tir„ _. 

prvJKled, All uio^iit of ail the kcu of Paxliaoient nlptiof to r^ivmyi ii 
tina ! uid wc haie II (yoopois of BElEian, QEtmiin, and FrEncb rnilni;^.''— 
/ruA aailuag GattUe. 
" TbiH !■ ■ nildfi to ihm eEtent mi «Mt of Ibe vuiDiu raQwBj/i in opentidn 
' in couU-itpUtiDii. with th« price of tbe ibAiea at f anuui linu^ iptfndod to 
biiat parBDDi in delfmuninK how ta invest enpitol. [t !■ n iubTu] Lwak of itv 
Lod, vibgiuif tocvliier a tnM muiT fut£, uid it bu uiived at itt tfaird 
litioD in >ix iTBi>b." — WetUu Dttralch. 

"TbtnailnrSbuelialdtr'illuiael^EnugluniWilsoa.— ThelbarlhidlUon 
..' Tuck'i viluilila ' Pncliul Ouldi id tlie Hulwiiiia of Orcd Sritiln, wb- 
pleted, ia piwTA*, u0 pr^toud, fbnain; ui enlirt B^mr Syuopni,' hu 

tberrf mre ublot of prr^Hled rati wayv vblcb tl^e figiud uf Tvade ba*G decJdtd pa 
Ttponinf in faraur ol. and antnit, (o Furlianinit ; aim of pn>i«ctsd nilwiyi 
□ot vet reported on by Iba BAard tf Tndoj tbrnewbiah they bate reeoDi' 
ntihdril FkiUaneut ID poitpone; ^ctun* III Mfenooolo Ireland; liitot pra- 
jefled Coio\ga nilivayi; tynoiiiiiaf Hid pilndnll QmuaD aud Freueb laUwayi. 
Die. Havinf lbu> ibdvd the contoiti of Ibli liUk folDiM, we have great 
pleaaun in [ecuDmndtng it In Ibc palrsntM of JIBTMt pmtisn of tbe publii: 
«boarelDtereitiHl.MicrdtrMtlyaT[Bdl»ear.aWiia;ncapen)'. Tbe book 
i* in ereiy reipeot worthy of inpport; lb* nimpfliiUon ii moil valuable." — 

" TbeBjulway SbanboldeT'i Manid, Hy HeprrTiKlI. Tbe abore litlla 
?u!iiNlr. forminr • ' Pneliol Oiiide U Ih* Rallwiyi of Onal Briloin.' mntaiiia 
'd in ehuiieter, la cfupprohenuve, and io n- 
. .^^1^ ^^^ epa^a vriH admit of, to 



kl and piPi-inbJe toim, la wail printed, ii 



leiiLcr i>yn not umHt, and ii altogethsr'naalb ■ul ui 
»>- iibaicboUler, abanld be olthaulll,"— JtsMW ittrrUttr. 
*' It it natamacteTDfeiiriirltaMiii thai tUaaaotUl pubUcatiini ha> already 
firhnl a (iiih adltian. It la aAdlaa or*. •(•■■ warb to uupreuadine. but to 
nil 1,1 matter at mclVil refcrwiOfcotBtrialb arthasrtatBt Elnw. to a lacie par- 
i.>i. uf rtadrri. It eantaini ■ voIl-JicMtrd abilnal of all the Acta ulileli have 
b<ni pawd In rtliUnn to tallwait, lod the muat uMuptele aud lerfecl UalDfall 
III" r^iilwayi at nrFX'nl in opaisllaa. In the eonrta of ft»nuitwn. tad of thoit 
nin|^»rri, iwih BrIUth and fon^tD, >!<■< *• >>a<r* y«l mat nilb, and wlUi a 

wilb cuBiidiraUi- Until. II nanoat but be a uaelVll Hanua] Id all iDtcrctled in 



> 



JUST PUBLISHED, 

THE RAILWAY DIRECTORY FOR 184.7, containing the 
NAMES of the GHAIBMEN, DEPUTY-CHAIRMEN, DIRECTORS, 
aud OFFICERS of all the RAILWAYS In GREAT BRITAIN and IRELAND, 
fur which Acts of Parliament have been obtained. Compiled tram Aathentic 
Sources. By Hknry Tuck, Author of the " Railway Shareholden* Jfanoal** 
aud " Railway Map." Price Two ShUllnga.. 

LovDov: Published by Effing^ham Wilson, 11, Royal Exchange; and 
" Kdilwuy Times*' Office, 122, Fleet-street. 



JUST PUBLISHED, 

TUCK'S MAP OF THE RAILWAYS; showing iu a Iwld and 
uovel muuner the entire LINES WORKED BY EACH COMPANY and 
the LINKS PROJECTED FOR NEXT SESSION; the TBamwi, LairsTa, 
RouTK, &c. of all the Railways in England; with TABLES OP REFERENCE. 
showing the Lixes Lkased and Amalgamated, &c. &c. &c.{ the whole formlDg 
the most complete Map ever published. Price 68., mounted on caavan, in cloth. 
London : Published by Effingham Wilson, 11, Royal Exchange; Railway Times 
Officf, 122, Fleet Street; Wareing Webb, Liverpool; Thomsons, Manchester 
Cummiug and Ferguson, Dublin; aud sold by all Booksellers. 



JUST PUBLISHED, 

TUCK'S ROLLER CALENDAJR FOR 1847, (Registered 
Desio.v.) — This is a mode of affixing the CALXNDAa fbr the whole ycv 
ou Two Kevolvitig Cylinders, Mdthin an Elegant Case, so as to Ezhlbflt Eack 
Day's Information in a iiold and Novel Manner, presenting DAIJLY MEMO- 
RANDA indispensable to every Housekeeper and Man of BnsTness. It poMeoM 
the advuntugc of a Date Box and AlmaJtac, and is adapted for the Ubrsff, 
Board- Uoom, Cotm ting- House, Warehouse, or Parlour; and is the best appli< 
cation of the Calendar ever yet devised. In Mahogany Box, 6s. 6d. ; in Rose- 
wood, 68. Hd. ; in Ornamental Bronze, 10s. In addition to much uaeftil inlbrma- 
tion relating to business, ft^fhc Calendar contains the times of High Water at 
London, Liverpool, Dublin, Glasgow, Leith, Bristol, Hull, and Newcastle, for 
every day in the year. 

PubUshcd by George Bell, Fleet-street, and sold at the " Railway Times ** 
Office, Vi'2, Fleet-street; Wilson, Royal Exchange; Ackerman, Strand; and all 
Bookseller:: in town and country. 



GREATLY ENLARGED AND NEARLY READY, 
FOURTH EDITION, 

THE MANUAL OF BOOK KEEPING; or Practical Instruc- 
tions to the Manufacturer, Wholesale Dealer, and Retail Tradesman, tar 
Keeping aud Balancing their Books in an easy and simple manner. By Am 
ExpsaiKNrED Clehk. 

Published by George Bell, Fleet-street ; and sold by all BooksvUers. Bound 
in cloth, gilt, price .Is. 



CATALOGUE OF USEFUL BOOKS 

PUBLISHED BY EFFINGHAM WILSON, 

No. II, ROYAL EXCHANGE, LONDON. 



THE LIFE AND TIMES 
SIR THOMAS pRESHAM, Knight, 

POUNDEK OV THt: ROYAL EXCHANGE; 



In ivn bniidiHinK Ibftf ucUto v>i]uin«, emIielliahPil wIlU a lu 
p.ir.rait. siKl Iwentif-nlne «lier enBr«tlng., tttfantln SiniH* fi» 
ciMk. JitecnIU fvtlUktd at tl lOi. 

SiBTa»uO>E«UHllTedli>Ikereiew°fHei<rytheBlsliUi, 
Kdnrd tits Slilk, Nary, and Blluliiilk,~RrlEnt. not eiceaded In 
ioMnilhT aatptrioAot oarbMaryt snd neicrwaia inoB*! life 
mareacUielf ■•dmafUIlr «pim(iB twasiniBellielBnd afhiiblnb, 
and onricliiar It! netrapDlii. ConmwrcB In partlcDlarttiFauiadea 
^ffudllc ttrMe,or«bkbhenatij nDmaaiuan inartiVA Bii^ctatort 
BiidluubseBiuillnaptli>t)Udllie"CRal Patriarch orCnuimErce 
and CnmBiental Pinuace." 

WtUialibtrairfjiInitr palriatlf.taD creeled for <bf conTHir. 



cn-dllilenaB: 



. nlflelenlljr veil kuowD la tfalnri'pat uuHrapolia, 
■ xnllaa. to pDM«i> [nrlhcr knuwIIHlEe ufhla 
nalUtlorj,: ,nOfeiIi>rtlc<llHrlvirfa>^DiIllpro- 
'£aat •iTle.aailat »irhauricft|«ilt alindflt la- 

.w daT< of cheap literature. 

■kerctive caaUenlly pniiinieil, Ihal Aw Honikaats, 
en, ar Hcsben oT Ua Ci>r|>draliau of tbii City of l.uudDD, 

•tTD, viUi proof knprrBldni of llie platei, price .<! b>.,pul>< 



WILSON'S DESCRIPTION OF THE 

NEW ROYAL EXCHANGE, 

INCLUDING AN HISTORICAL SKiETCH OF THE FORMER EDIFICES ; 

AND A BRIEF MEMOIR OF 

SIR THOMAS GRESHAM, Knt., 
Founder of the original Burse in the Reign of Queen Elizabeth. 
In 1 Tol. l2mo, with 18 Embellishments, in cloth, 38. 6d. 

CTommetcial Wiovk^* 

Guxnersall's Tables of Interest, &c. 

Interest and Dbcount Tables, computed at 3^, ^A ^* ^« ^it and 
5 per cent from 1 to 365 days, and from £l to ^^30,000, that the 
Interest or Discount on any sum, for any number of days^at any 
of the above rates, may be obtained by the inspection of one 
page only. Each Rate occupies eighty pages : tiie last fiTe of 
which are devoted to the same number of pounds from 1 to II 
months, and from 1 to 10 years. They are also accompanied 
with Tables of Time and Brokerage, being altogether a vast im- 
provement on Thompson and others. 

By T. B. GvMERSALL, Aocountant, London. 
This work is pre-eminently distinguished from all others on 
the same subject by facility of reference, distinctness of type, 
and accuracy of calculation. 
Seventh Edition, in 1 vol.Svo. (pp.500), price lOs.ed. bound in cloth. 



Tate's Modem Cambist. 

The Modem Cambist : forming a Manual of Exchanges In the 
various operations of Bills of Exchange and Bullion; -with 
Tables of Foreign Weights and Measures, corrected by a Sup- 
plementary Appendix, containing the late alterations in the 
Monetary System of Frankfort on the Main. 

By Willi A ai Tate. 

Fifth Edition, price ids. bound in cloth. 

*' Tate'k * IVlodern Cambist' is an elaborate work on excbanres and ballion opera 

tionit, where the arithmetical principles of the {subjects are usefullv and skilfally inter- 

Qiingied with the practical txjimples. Besides its business uses, toe volume anbr^ ■ 

complete account of all the coins and monies of trading, and tbeir respective valne.'^- 

^eetofar. 
*' This manual ought to hav^^ place in every merchant's coantinij^lioase, and in 
every school where youth is Mifctc** for mercantile puMuiu. The aatbor ia a man 
of undoubted ability ; and has oeen employed, we understand, to make the bnlUon 
calculations for the Royal Mint." — Mercanltie JoumaU 

** Tate's ' Mo<lern Cambist.'— This is an improved edition of a work that will be 
found highly useful to all commercial men who have any foreign transactions, an<l 
as a stU'ly to young mercantile persons and gentlemen who are connected with 'Chance; 
also, travellers who wish to understand about remittances and letters of credit. 'iVe 
work appears to be very complete and accurate." — Tait's Edinburgh Mag. 



Chinese Duties. 

Schedule TariflF of Duties on the Foreign Trade with China, in 
Chinese and Mercantile Currency, Reduced into the Equiva- 
lent English Rates in Sterling Money. 

By W. Tate, Author of *The Modern Cambist,' on a lar^e sheet 

Price Is > 

No. llySouth-East Corner f 



PUBLISHED fly EFFINGHAM WILSON, 



relffi. Fundi, «Dd the princi. 
01)j«:l.ofloveitin€nlin?BOt«bleinl,onrton: wlthaonre Account 

Third Edlllan. price U, bamid la clDth. 

'"'■'K'L^'u'rul nilurlii H »■!! • cdb^ ii USta u be aii niili."— Tliur. * 



By JoBi WiDc. Pp.ftf.pi 



Honej' uiA its Vlciaaltndaa In Valnsj 
Tnck'B Kallwar BlikreliOlderB' Maanali 



holrien and SpecnUtort; Proliflra' Ratei of CajiutiluluD Ibr 

■baving -the Price of Shnnn; Hail'rai'i ofta; Itiiilwiya la 

A»enl Ian Seuton! Tart\fn RuUwaja; RAilvay OScn and 
OUten, idpbibelJciillI srr>iii|;cd Th? AFcannb anil Trattc 
corrccWdtdOicpreMnttlmn; fanninfUieisailcoiDplele Rail- 

bOnnd InctotJi. 



Prnn'a Britlali Conanil'a nuidlioolE* 



IT T***, B»q., BirFliHr-al-Law. 

Ij bond, deiltated (tor P«'«l">'n<' <>■ 1)11: 



CATALOGUE OF USEFUL BOOKS 



Tate's Bankers' Glearing-Honse. 

The System of the London Bankers* Clearances, and their Rffects 
upon the Currency, explained and exemplified by Formulae of 
the Clearing- house Accounts. 

By W. Tate, Author of" The Modern Cambist,** Ac. 98. 6d. 



Jackson's Book-keeping:. 

A New Check- Journal ; combining the advantages of the Day. 
Book, Journal, and Cash. Book; forming a complete System of 
Book-keeping by Double Entry: -wih copious iilustratior s of 
Interest Accounts, and Joint Adventures ; and a New Method of 
Book>keeping, or Double Entry by Single. 

By George Jacksor, Accountant, London. 

Aixth Edition, with the most effectual means of preventing 
Fraud, Error,and Embezzlement, in Cash Transactions, and in 
the Receipt and Delivery of Goods, &c. price 6s. bound in 
cloth. 

*' We can conBcieiuiously add our meed of approval to tbat of the many who have 
tiready preceded us iii the same task, and •trongiy rccommcBdit to genenl adoption.'' 



W^alton's Calculator's Guide. 

Calculator's Sure Guide; or, the most comprehensive Reckoner 
ever published : applicable to all Business Transactions. 

By William Walton, Accountant. 

Pp. 1 to 231 exhibit an invaluable set of Tables, as by a single in- 
spection may be obtained the amount of any number of pounds, 
yards, Ac. from 1 to 500, at any price, firom a Farthing to Haif- 
a-crown. 

*** These limits embrace at least nineteen out of every 
twenty calculations which business, in the most general sense <^ 
the term, requires to be made. Those who have oocasionally 
transactions on a larger scale, will find the numbers after 600 
advance by hundreds, thousands, and ten-thousands, as fi&r as 
90,000. 
Pages 231 to 596 (the end) contain Tables up to 350 by units, 
thence to 1000 by hundreds, thence to 10,000 by thousands, and 
thence to 80,000 by ten-thousands, at the various prices flrom 
2s. 6d. to 19s. lid. advancing a penny each step ; and for the In- 
termediate farthings between the limits of us. od. and 5s. the ad- 
vance by units is only up to 10, and thence by tens, hundreds, 
&C. to 9 ),000. 
Dividends on Bankrupts* and Insolvents* Estates.— It will 
readily be perceived that the amount of dividends on such estates 
may be easily found, by considering the numbers as pounds sterling, 
and the price as the dividend per pound ; and the** fractional parts** 
in every p-^ge are exclusively calculated for that purpose. In the 
Introriuction to the work it will be seen that the author considered 
this branch of paramount importance. 

1 large volume Svo. (600 pages), price ^1. Is. bound in cloth. 

No. U, South-East Corner^ 



PUBLISHED BY EFFtNGHAM WILSON. 
Dr&bwell'a Coal Tnblea. 

By WlLUAH DBiaiTELL, AccouHUiut. limo. M. Ik 



0)oDtIs of Commercial nettns for 






Iiiiu. EllL atnukuici.ii bch n hui nnlr.lI>Hr>B*i ■• Bub lut^ muwr 
is • ■■iiU • (ovpM. T» w.»> MM I— «in»iW» n iiillinl ] i m l|ia iMjural 
b. . .<7 (T~ >-aun> liJ^ . « iH» k-f« »>nL llSril WekHH •Fbmi 



■,* raaildfHsoMUt/gnfthidnOTyCaiiKKBciii.Woitiii/'Kl'iTt 



CATALOGUE OF USEFUL BOOKS 



With full Allowance to Schools and Private Teachers. 



Tate's Elements of Commercial Arithmetic. 

Containing a Minute Investigation of the Principles of the SciencCf 
and their General Application to CommerciiU Calcidatioas. 

By W. Tatb. 
**lts execntinn eqnals any. The rales arc clear and nrore pcceiea thas «aawl. 
The Exercises are neatly compoMd, and have a greater relation to the ftetoal baai- 
nets of the world than is customary with elementary books; whilst, to every braadi 
that will admit of it, rules for mental calculations or short cuts to asswert, are 
added " — Spectator. 

Fifth Edition, improved and corrected, in I vol. iSmo. neatly 

bound, price 2». 6d. 



Recently Published, 
A. Key to the Elements of Commercial Arithmotic. 

Continuing the exposition of the principles of the science and of 
the more intricate portions ot their aj^pltcatlon; exhibiting 
variations iu the modes of performing arithmetical operations ; 
and conveying still further information respecting Uiose com- 
mercial regulations, by which the pupil must hereafter be 
guided in his Commercial calculations. 

By W. Tatb. 
Neatly bound, price Ss. 6d. 



Just Published, 



Tate's Countingr-Honse Gruide to the Higher Branches 
of Caleolations. 

Part the First. 
Forming an Appendix to the Elements of Commercial Arith- 
metic. 

By W. Tate. 
A new and enlarged Edition, in 1 vol. 13mo. bound in dotb, 48. 

Tate's Countin«r-House Gruide to the Higher Braathes 
of Calcnlations. 

Part thb Secokd. 
Forming a Supplement and Key to the new and enlarged Edition 
r Ithe Apiiendix to the Elements of Commercial Arithmetic 

By W. Tate. 
In 1 vol. l2mo. bound in cloth, 6s. 

1 he two parts, bound in one, 98. 6d. 

*' A work of great excellence/'— Times. 

" Mr. Tate has spared no pains to fnrnish himself with the beat practical ^ta. 
The Royal Mint, the Bank of England, Lloyd's, the Stock Exchange, as well aa the 
leading Mercantile Establishments, have been had recourse to. The work may be 
fiafely rererred to, as a standard authority on the various matters treated apoa."— ' 
M'Tning Post. 

No. 11, South.East Comer, 



PUBLISHED DI EFFINGHAM WILSON. 



BchoiilisrB'B Clujs Role, 

AHa.iuiilofl>rlpfCDti.inercIiil*rllPimBUc,beiiisBi.ea5y,jlmnI.-, 

AcFurlbenieofBrboali, Caiin(lus-h(nu«,and Beir-Tuilion. 
Bj CBiBLii Loch ScBfiHBiia. 

BBllivsy Share and Block Calculator. 

Pouuil Slurllas. or l<'3d per Sbare. u]! ta £110 in value; and 

BtoclH, or Bond., and for oihcr parposM; lo Bhict [a aniic»i-d 
B CoiDprebcngiTD Table oF tnciHDe Tax. 

BT R- Bditw Eoniaina, Block Eiclraiige. 

Ptice tw. ed. 

I[5- Thisirorb will be fOond e>j™i.i«l In Raitniay Compinies, 

Sinck arnkcn. Bauken, McRbiiilo. and all parUct deallDg in 



HlBtory Id ttbymea. 

In telainlnB tho moil Imuortanl IlBtai In *«laBt Bliuty, and 
ibe principal ETenta In tie IKitary of Bngland. 

uiiliii In aril !•«• >» >*• l»ii of *I^ •^ "i*" >"'■ «*• •■I't Om»- 
f il ID ■ M>n ^i- • ■ • li I. fta» rtil. p.l.clpl. IM M M nUt Ia n 

Piftb EdltioD, Titb 3i Formila cf SoTereigiia, price li. ad. 



',• 7*1 School Bralit ^ertty BlArr PittUtkir trity » 



CATALOGUE OF USEFUL BOOKS 



A complete Course of Instruetien 



IN THS 



dFxtntff Sangttage, 



Which obviates entirely all necessity for leaving England to 

leam French. 

New Frencli School by M. lie P*ire. 

PROFESSOR OF FRBNCH IN LONDON. 

** The sale of many thoufandf, and tbe almost uuivenal adopdon of these derer 
little Bookt, by Mont. L£ PAGE, nifflcientlf arove tbc publie apfirobetion ofhia plmn 
of teaching French, which is in accordance witn the natural operation of a child learn- 

iiig its native language." 

The French School— Part 1. 

L'ECHO DE PARIS; beinjc a selection of Familiar 
Phrases which a person would hear daily if living ia France. 
With a Vocabulary of the Words and Idioms. 

" Mons. Lc Page's excellent little work bas, we are happy to perceive, nm throajch 
several editions with all tbe celerity it deserved. Hh book is decidedly tbe best we 
have seen for aiding the instruction of Enfflish children in the MdiHcnts of the French 
language ; iiiasmuch as it approaches nearest to that best of all possible methods, iansi- 
liar ooiivertation.— Momtttg Pest. 

Eleventh Edition^ with JddUiont, and nttmerou8 fFoodemt*. 
In ISmo. neatly bound in cloth, price 48. 



The French School— Part ft. 

GIFT OF FLUENCY IN FRENCH CONVERSATION : 
a Set of Exercises for tbe Learner of the French Langaaf^, cal- 
culated to enable him, by means of practice, to express himself 
fluently on the ordinary Topics of Life. With Notes. 
Fifth Edition, improved. 
12mo. neatly bound in cloth, price reduced to Ss. 

** Mons. Le Page's P.lemcntary works are already well known and highly appreciated, 
nw books are belter adapted to give tbe pupil a complete command of words and 
phrases, and a correct knowledge of tlie langosge, the arrangement is nataral and 

judicious." — Atlas. 

The French School— Part 3. 

THE LAST STEP TO FRENCH; or, the Principles 
of French Grammar displayed in a series of Short Lessons, each 
of which is followed by Questions and Exercises: with the Ver- 
sification. 

Fifth Edition, 19mo. neatly bound in cloth, price reduced to 3s, 

2C^ Hie Three Pabts bound in One Volume, price reduced to 9a. 

" M. Le Page's tabulation of the verbs is as complete as it is good t Mt aynias is 
lucid and scholarlike, and his Exercises are well gradnated, and likely to exercise 

the student's mind with bis memory."— (Kent's Mag 

No. 11, South.Ea$t Corner^ 



PUBLISHED BT BFPINGHAM WILSON. 



■■•?>IB LAST STEP TO FRENCHT.>h.nmani>iUTiirika labiMK, HPntw. 
!■ «r inlotao, <g •>- Ikil k« piR>d«d H, bMk (■ Hnl lir M i l njtaL wwdk i^ 
In Ik liaDllrilT '^ lU imu-piKnii >liUH tha <*11wlg> 40*. U Pv'i ihn> >»«• 



-.- Mori. Li Piai, encouraKed bi a 






MonB. lie Page's Frencli Proiopter; 



.■ Pui, Pin&Hor of the French iMBpitge In l«Ddao. 
Author or* H-'Kcko te PhtU,' *c. 

In One Voliui.:. I9n<» . li>i>jMDiFlr iMU'id. 



10 CATALOGUE OF USEFUL BOOKS 



Alfeallaneous* 



Com, Currency, and Consols, 

Their Fluctaations tram 1790. 
'* Fxceedinfrly nsefnl for reference; the enfrravinfr ia dear and tli«tiiict."'r-' Time*. 
*' The illustration rrom the eye to the ondertUndinK ia perfect." — Lit. Oax. 
New edition, price la. coloured. 



The Story VTithout an End, 

The Story without an End. From the Gerncan of F* W. Carot6, 
by Mrs. Austin. 



(t ' 



This is a delightfn] fairy tale ; we are all indebted to Mra. Aoatis for one 
literary work or another, but our children's children will thank ber for tkia. Tbo 
book alto^ther is a literary gem."—Athenaum. 

Appropriately embellished with 17 Wood Engravings, in the first 
style of the art, from the pencil of Harvey, price Ss. 6d. neatly 
bound. 



A Narrative of the Treatment Experienced Iry s Gen- 
tleman, dnrine a state of Me«na DeraniresMiit ; 

Designed to explain the causes and tkfi nature of Insanity, and to 
expose the injudicious conduct pursued towards many unfbrtn- 
nate sufferers under that calamity. 

By John PsRCEVAt, Esq. 
In 1 vol. 8vo., 8s.; ditto vol. 9, 10s. 6d. 



Vegetable Cookery; 

With an Introduction, recommending Abstinence flrom Animal 
Food and Intoxicating Liquors. 

By A Ladt. 

" The flesh of animals ia not onlv nnneceasary for tbe aapport of man, .b«t a 

%-ef;etable diet is more fiivourahle to health, humanity, ^d religion.''— Fide 

Iniroduetion. 
" We may unhesitatingly recommend the hook to all lovers of conserres, con- 

fectioii«, Ace, and indeed to every domestic individual, on account of tbe 

numerous family receipts it contains." — Mominr Pott- 

Fourth edition, in a thick ISmo. volume, 6s. cloth. 



The Author's Guide. 

A Guide to Authors; showing how to correct the press, according 
to the mode adopted and understood by Printers, price 6d. 

**Time and tide wait for no nuin»** 
The Importance of Punctuality enforced, 

with an Emblematical Border on wood. For tbe use of Counti He- 
HOUSES, Warbhodses, Shops, &c. Price, on card-board, 8d. ; 
on paper, Gd. 

No. 11, South'East Comer ^