the station at Pescott Bridge, the railroad passes through a busy coal and iron mining district; there is a handsome viaduct of ten brick arches, with stone parapets, at Ashton, near Birmingham. After passing the Wolverhampton station, we come to the Standeford embankment, the longest on the line, nearly six miles in length; in some places it is thirtysix feet high, and carries the road over thirteen bridges. A little beyond the Stafford station, the railroad crosses the river Sow, and a succession of short excavations and embankments brings us to the Whitmore station, forty-three miles from Birmingham, near which is the highest point on the whole line, the road descending towards Liverpool one way, and towards Birmingham the other. The railroad passes for a time along a level, and then begins to descend an inclined plane to Basford level. There is then a cutting through a kind of bog, somewhat resembling the celebrated Chat Moss: the workmen found great difficulty in making a good sound foundation at this part. From the Crewe station the railroad proceeds almost in a direct line for five miles: and two branch railroads proceed from Crewe, one on the right to Manchester, and one on the left to Chester. At about sixty-four miles from Birming ham commences the most beautiful portion of the railway. This is the Fale Royal Viaduct, over which the line passes for nearly five hundred feet, and beneath which the river Weaver flows through the vale. The viaduct consists of five noble arches, sixty-three feet span, and sixty feet high, with a height of twelve feet more to the top of the parapet; making the total height from the water seventy-two feet. The whole pile contains 250,000 cubic yards of stone, which was brought down the river Weaver in flats and barges. At a distance of four miles from thence we arrive at the very extensive viaduct, crossing the river Weaver and the valley of Dutton; it is more than a quarter of a mile in length, about thirty feet wide, and sixty feet high, and consists of twenty arches, each of sixty feet span. Lastly, at about a mile and a half before reaching Warrington, there is a viaduct of twelve arches, which crosses over the river Mersey, and the Mersey and Irwell canal. The two arches in the centre are seventy-five feet span each, that which crosses the canal is forty feet, and the remaining nine are each sixteen feet and a half span. Near this part of the line is also an excavation a mile and a half in length, over which are thrown five bridges. The railroad finally terminates at Newton, where it joins the Liverpool and Manchester; and travellers proceed to the right to Manchester, to the left to Liverpool, and on northwards to Wigan, &c., according to their destination. The railway was opened in July, 1837. The receipts averaged 5000l. per week during the first nine weeks. But the ultimate rate of receipt will not be known until the completion of other lines of railway, which will tend to make the distance from London to Manchester or to Liverpool somewhat shorter than by the Grand Junction. There are several railroads in a greater or less stage of advancement about the midland counties of England; but our space will not allow us further to allude to them. LONDON AND SOUTHAMPTON RAILWAY. THIS is the only railroad at all approaching_completion, which leads to or near the British Channel. It begins at the south bank of the Thames, at a place called Nine Elms, in the parish of Battersea, a short distance above Vauxhall Bridge, and terminates at the beach of the Southampton water. It will, when completed, pass through, or near, Wandsworth, Wimbleton, Mordon, Kingston, ThamesDitton, Esher, Walton-upon-Thames, Weybridge, Chertsey, Woking, Farnborough, Odiham, Basing, Basingstoke, Worting, Popham, Mitcheldever, Winchester, Twyford, and Bishop's Stoke. It is at present open from London to Basingstoke, and from Winchester to Southampton, and the remaining portion is rapidly approaching completion. much retarded, both from want of funds, and from a certain state of disfavour into which the undertaking had fallen in the minds of the public. But as the railroad proceeds towards completion, the expectations of its future profit become raised. The construction of this railway was given to Mr. Locke, the engineer of the Grand Junction Railway, and has been proceeded with rapidly since there were sufficient funds at command. The line as far as Woking Common, twenty-three miles from London, was opened May 21, 1838. On the 12th the Directors, accompanied by several noblemen and members of parliament, made an experimental trip. On the 19th a second trip was made, when nearly 400 persons, principally shareholders in the company, were conveyed along the line. They were in two separate trains, of ten and nine carriages, and travelled at the rate of nearly thirty miles an hour. During the twelve weeks immediately succeeding the partial opening on the 21st, 93,795 passengers travelled on the railway: the proportion being for the first four weeks, 29,127 ; for the second four weeks, 31,785; for the third four weeks, 33,083. What gave a stimulus to the subsequent exertions of the company was, that these numbers greatly exceeded the original supposition and expectation. On the 29th September, 1838, the railroad was further opened to Shapley Heath, thirty-eight miles from London, and only six miles short of Basingstoke; and in the summer of the past year it was further opened to Basingstoke. In a report which the proprietors drew up in February 1839, they say:-"On the line between Winchfield and Basingstoke, and also between Winchester and Southampton, the cuttings and embankments are, with very trifling exceptions, completed, and a considerable part of the permanent road is laid down. This will render available about twenty miles more of the line, in addition to the thirty-eight miles already opened, and leave unfinished only the eighteen miles between Basingstoke and Winchester.". This increase of length was effected in June last. The rails for this railway were originally intended to be sixty-three pounds to the yard; but the weight has been since increased to seventy-five pounds. The general nature of the engineering difficulties to be surmounted has probably been less than in the London and Birmingham railway, and more than in the Grand Junction. Some dissatisfaction has been expressed at the situation of the London terminus at the southern instead of the northern side of the Thames. This is undoubtedly to some extent an inconvenience; but to have crossed the Thames, or even to have brought the terminus into the busy part of Southwark or Lambeth, would have entailed an expense so enormous as would probably have checked the whole affair. The inconvenience is almost entirely removed by the estab lishment of numerous little iron steam-boats, which proceed from London and other bridges to the station at Nine Elms, by which a passenger is conveyed for four-pence, almost to the door of the station. In reference to the Southampton railway, a recent writer has observed:-"In connexion with this railway, aplan has been formed and is now in progress for constructing docks at the town of Southampton, with the prospect of its becoming once more a dock of commercial importance This project was conceived under the impression that the railway system would be so far carried out, as to connect the great trade and manufacturing stat ons of the midland and northern counties with the southern coast, when the advan tages as a port of shipment presented by Southampton in preference to London would be sufficiently apparent. It was also imagined that Southampton being brought by means of its railway within three hours and a half (it is thus we must henceforth speak of distances,) of the Metropolis, might become, in some degree the port of London, for ships arriving from and sailing to the westward. Vast as is the consumption of foreign and colonial goods in London, by far the greater part of those goods which now ascend the Thames are distributed afterwards to various, and frequently distant, parts of the country. The anticipated formation of railway lines would allow of this distribution being better made in many cases from Southampton, and it is agreed on all hands that the advantage to the owners of ships from terminating their voyage at Southampton, rather than pro The capital of the company consisted at first of 1,000,0007., divided into 20,000 shares of 50%. each; in addition to which, power was given to the proprietors to borrow on mortgage 330,000l.; but these sums proving insufficient for the completion of the work, parliament has sanctioned the creation of 16,000 new shares. The nominal capital of the company, on which dividends will be payable, is 1,800,000l. which it is supposed will about complete the whole under-ceeding through the Straits of Dover to the Thames, would taking. The course of the line from London to Basingstoke is about west-south-west, and for the remainder of the route, about south-south-west; the entire length will be seventyseven miles. The progress of this railway was at one time be exceedingly great. The expense, both in time and in money, that would thus be saved would be so much gain to the country at large; and apart even from this consideration, it would appear requisite to look around for means of relieving the Port of London from some part of its con stantly growing traffic. The docks, which have been constucted since the beginning of this century, have not had the effect of keeping the course of the river free, so that accidents and loss of life are constantly resulting from its crowded state. Almost every spot adapted for the purpose has already been converted into a dock; and as there is no appearance, and indeed no desire, that the causes which have led to the aggrandizement of the metropolis should cease to operate, the necessity for some such relief as that above mentioned is continually growing more urgent." It appears to us probable, that if capitalists would venture upon a railroad froin Southampton to Bristol, such a line of communication would be established from the British Channel to the northern districts as would, in connexion with the present line from Southampton to London, make the establishment of docks at Southampton a project of great national importance. We must conclude our notice of the Southampton Railway (whose name has recently been changed to the South Western) by stating that the receipts are steadily increasing; and that, although the middle part of the railway is not yet opened, the receipt of money exceeds most of the estimates given at the outset of the undertaking. In the month of June last, the proceeds were as follows:-the week ending June 2, 22197. 148. 0d.-week ending June 9, 2200l. 13s. Od. -week ending June 16, 27627. 1s. Od.-and week ending June 23, 29647. 12s. Od. GREAT WESTERN RAILWAY. No railway has encountered so much opposition, or led to so many conflicting opinions, as the Great Western Railway, intended ultimately to extend from London to Bristol. This has been occasioned by two or three different circumstances, the very large outlay required, the engineering difficulties to be overcome, and certain modifications which the skilful engineer, Mr. Brunel, has made in the usual modes of proceedings. An act was obtained in 1835 for making a railroad from London to Bristol. It was at first intended that this line should be connected with the London and Birmingham railway at Kensall Green, four miles and a half from Euston Square; but as certain negociations between the two companies were not satisfactorily terminated, they were broken off, and the new company had therefore to extend their railway to Paddington, where the London terminus now is. From Paddington the line passes either through or near Acton, Ealing, Hanwell, Southall, Slough, Salthill, Maidenhead, Reading, Didcot, Wantage, Farringdon, Swindon, WottonBasset, Chippenham, and Bath, terminating in the depôt at Temple-mead, adjoining the floating harbour, at Bristol. The aspect of the country, with respect to levels is this: From London there is a gradual rise in the road to Maiden. head, Reading, and Didcot, by very easy ascents, always within four feet per mile. From Reading to Swindon, the rise is about six feet per mile. There is a level at Swindon, the spot being seventy-six miles from London, 253 feet higher than the Paddington terminus, and 275 feet higher than the Bristol terminus. Between Swindon and Bath, the descent averages about six feet and a half per mile, with the exception of two short inclined planes at Wotton Basset and Box, in which the descent is fifty-three feet per mile. The descent is pretty uniform from Bath to Bristol, at the rate of four feet per inile. Taken altogether, this railroad is considered one of the most favourable in respect to level. In regard to tunnels, it presents one of the most gigantic specimens of engineering, or rather of sheer manual labour, that our railroads have yet exhibited:-we mean the Box tunnel. This tunnel had to be excavated for a mile and three quarters through a hard rock, principally of limestone. The tunnel will be thirty feet wide and thirty feet high, and the stone is so firm and compact as to be able to retain the form of the arch without brickwork. According to the plans sanctioned by the act of parliament there were to have been seven tunnels, amounting together to rather more than four miles in length; but through some deviation in the route, the number has been reduced to five, of which three are between Keynsham and Bristol. There is no tunnel from London to Corsham, a distance of nearly a hundred miles. One of the important changes which Mr. Brunel has introduced in the construction of this railway, is in the foundation on which the rails are laid. In most railways, the rails are supported at their ends by stone blocks; but Mr. Brunel reccommended the adoption of rails, in pieces fifteen or sixteen feet long, laid on continuous bearings of wood, carefully Kyanized, or protected from dry rot, and firmly secured to the ground by piles. The weight of the rails is forty-three pounds per yard, the average weight of those used when stone blocks are employed being sixty-three pounds per yard. The expense attending the original formation of the road upon this plan very much exceeds that of the old method; but the expectation of the engineer is that this excess in the cost will be amply repaid in the first few years of working by the diminution in the cost of repairs. Another deviation from the usual plan consists in placing the rails seven feet distant, instead of four feet eight inches. It was considered, that being able to place the body of the carriage between the wheels instead of above them as in other instances, wheels of much larger diameter might be employed; by the same arrangement the driving wheels of the engines might also be much enlarged; the advantages derivable from these circumstances were expected to be, that a much higher velocity might be attained: and that increased steadiness and safety would result from the wider basis. Nothing can exceed the violence with which these "no vations" as they were termed, were received by a portion of the shareholders. The engineer had not only the common engineering difficulties to surmount, but also those arising from the opposition of a portion of his employers. We have neither space nor inclination to discuss all the arguments used on the occasion; but we may fitly give a portion of the report which the directors issued in June, 1838, in answer to some of the objections. The reader will bear in mind that what is here called packing means ramming earth of gravel firmly under the longitudinal timbers, on which the rails rest. "In the first place it may be stated, that one essential part of the operation in constructing the permanent way, is a perfect system of ramming ballast or gravel under the longitudinal timbers, as a means of steady support to them under the pressure of passing trains. It was always stated that the success of the plan depended entirely on this process of packing. It is a matter of general observation, that on some parts of the line, the permanent way firmly resists the pressure of the trains, while on others an uneasy movement prevails. The directors have ascertained, beyond a doubt, that this difference is coincident with those local cir cumstances which readily account for the defect. Where ever the completion of the rails had enabled the engines to traverse them previously to the opening of the line, (upon which parts, of course, greater time and attention could be bestowed,) the rails answer all the expectations which could reasonably be entertained. The earth under them had been repacked after the engines passed upon the rails; the screws had been tightened with the compression upon them, and the directors consider them to be in a satisfactory state. .........A very uneasy movement in some of the carriages has given rise to a rumour that the plan had totally failed, and the rails must be altered. The directors entertain no such opinion. They are convinced that, as far as the rails are concerned, the remedy can and will be easily adminis tered, by a thorough repacking under the timbers with coarse gravel, which is now in progress, and with a favourable result. It is evident, that in places where sand or light gravel had been used as the material for packing, the re, sistance was not adequate, and that the substitution of coarse stony gravel has hitherto answered the purpose." This report failed to satisfy those proprietors who had opposed the great width of the rails, and the continuous timber bearings. The directors therefore appointed two engineers, Mr. Wood and Mr. Hawkshaw, to investigate the whole subject, and report their opinions thereon. Their evidence, given in the month or December, 1838, was very conflicting, but, generally speaking, unfavourable to the system adopted by Mr. Brunel and the directors; amounting, in fact, to a suggestion, that the greater part which had then been done, in respect to rails and bearings, should be undone. It became necessary, therefore, that the directors should come to some definite result. The principal points in dispute were, -the width of the gauge, (that is, the width between the rails), the continuous bearings of wood, the scantling, or thickness and depth of the timber, and the employment of wooden piles to support them. On these points, in January of the past year, the directors, "upon a deliberate reconsideration of all the circumstances affecting the permanent welfare of the undertaking, divesting the question of all personal partialities, or obstinate adherence to a system, unanimously acquiesce in the abandonment of the piles, in the substitution of a greater scantling of timber, and of a heavier rail: retaining the width of gauge, with the continuous timber bearings, as the most conducive to the general interests of the company." On this determination being read at a public meeting of the share holders, it was moved, "That this meeting, deeply sensible of the disastrous consequences inevitably arising from repeated discussions as to the principles acted on in carrying on the work, do request the directors to adhere to the prineiples laid down in the report, as most conducive to the permanent welfare of the proprietors." To this proposition an amendment was proposed, "That the reports of Mr. Wood and Mr. Hawkshaw contain sufficient evidence, that the plans of construction pursued by Mr. Brunel are injudicious, expensive, and ineffectual for this professed object, and ought not to be persevered in." On a division, 7792 votes were given for the report, and 6145 against it. Thus ended a contest which did considerable injury in many ways to the undertaking. However, the permanent timber bearings and the great width of the gauge are retained, and future experience must decide the question of their superiority over stone blocks and a narrow gauge. Since the decision in January last, the works have been proceding with great rapidity. We may now take a short glance at the principal features of the railway. The London entrance to the railway is not far from the west end of Oxford Street. Carriage and foot paths lead from the entrance to the station at Paddington, where there is a very capacious engine-house and carriage shed. Within a short distance of the commencement, the railroad passes under several handsome bridges: one of which, a continuation of the Westborne road, consists of seven arches. From the terminus a cutting commences, about a mile in length, and of an average depth of nine feet. Another cutting, of more than a mile in length, and averaging ten feet in length, carries the line through Wormwood Scrubs. About two miles from Paddington, the Thames Junction railway was intended to cross the Great Western. Old Oak Common is crossed by an embankment half a mile long, and about twelve feet average depth. We next enter the deepest cutting on this portion of the line, through Acton parish, near Friar's Place, where it is about twentyeight feet deep. Near to Old Oak Common, there is a private communication bridge across the cutting, with a handsome elliptical arch. After a short level, an excavation, two miles and a quarter in length, commences, through which the line is carried to Ealing it is about fourteen feet in depth, chiefly through gravel and sandstone. This excavation is crossed by six bridges. At about six-miles from London an embankment commences, three quarters of a mile long, which leads to the Wharncliffe viaduct at Hanwell: its depth varies from about fifteen to thirty feet, and the road to Greenford is carried through it under a bridge. The viaduct, including the land-arches at each end, is about nine hundred feet in length. The main arches, eight in number, are nearly semi-elliptical, with a rise of seventeen feet, and seventy feet span. The piers at the springing of the arch are ten feet and a half thick, but wider at their base. This viaduct is one of the most beautiful parts of the whole railway. An embankment is continued from the viaduct to the Uxbridge road, over which the railway is carried by a bridge of cast-iron. From thence the line passes on to Norwood, upon an embankment of nearly a mile in length, and varying from ten to twenty feet in height, until the natural level of the ground is again attained. From Norwood, through Southall-green to Hayes parish, the embankments and excavations are slight; but at the last-mentioned place an embankment commences, which, for a mile and a half, averages ten feet in depth. In the course of it occurs an occupation bridge, two skew bridges, over the Paddington and Grand Junction canals, and another over Yedding brook. From hence, for two miles and a half, the cuttings and embankments are slight. At West Drayton, about thirteen miles from town, the railroad again crosses the Uxbridge road, by a brick bridge. An embankment nearly a mile long, and averaging fifteen feet in height, carries the line from West Drayton, over two streams at Thorney Road, and over the river Colne, by two bridges. On entering Iver parish, the line passes through a cutting, of more than a mile in length, and averaging ten feet in depth. We then pass through Langley Marsh parish, and near the village of Slough. From Slough to Maidenhead, the excavations vary from ten to five feet in depth, and the embankment from eight to thirty feet in height; while there are thirteen bridges, passing either over or under the railway. The line crosses the Great Western road at an angle of forty-five degrees, which requires one of those remarkable constructions, a skew bridge. Leaving the turnpike road, an embankment passes by another Fridge, over the Taplow road, and the embankment grows deeper as it approaches the Thames, its maximum being about thirty-five feet. From Paddington to Maidenhead, there are, besides the Wharncliffe viaduct, no less than twelve culverts and covered ways through embankments, and fifty-eight bridges passing over or under the line. The greatest inclination, or gradient, on this part of the line, is one foot in 1204, and the least one foot in 2640. The Thames is crossed by a bridge of brick, consisting of two arches of 128 feet span each; some difficulty has been experienced with respect to this bridge, on account of the temporary settlement or derangement of the arches: indeed the eastern arch had to be rebuilt. Beyond the Thames occur a series of excavations and embankments; there is an excavation at Sonning, and an embankment at or beyond Reading; and the earth taken from the one was intended to be used in the other, but from some delay, a change had to be made in this respect. The middle portions of the railway are either still in progress, or are what engineers call light, that is, small embankments and cuttings are all that are necessary. We will therefore not dwell on this part of the line, but will quit it with the remark, that a railway diverges from this line to Cheltenham, at Swindon. The part of which we shall lastly speak, viz., from Bath to Bristol, is by far the most difficult and gigantic of the whole. It would be difficult, we believe," says Mr. Herapath, in the Railway Magazine, to which we have been indebted for many of the preceding details, "to instance another eleven miles of railway in the kingdom which display such a diversity of character, or greater natural obstacles to be overcome, than the line between Bristol and Bath, whilst the importance of these cities as termini is likewise unrivalled within the same distance out of the metropolis itself. Every variety of work which can be found on the largest railways (with the exception of crossing a moss,) is exhibited in the construction of this short line; and in some parts the works are of a very bold and imposing kind. Within the short space of eleven miles and a quarter, we have depôts, river, road, and occupation bridges, cul verts, viaducts, tunnels, covered ways, retaining walls, lofty and extensive embankments, and deep cuttings in earth and solid rock. All these works are necessitated by the peculiar nature of the country, which is hilly and difficult. The only valley in the direction of the line is that through which the river Avon runs from Bath to Bristol; and this winds so much, and is in some parts so narrow, as to render it impracticable for the railway to follow its course for any distance." The railroad crosses the Avon near Nesthaw Dam, and also near the depôt at Bath, keeping on the south side of it in the intervening distance: it occasionally touches the ground level, and is carried by means of tunnels and excavations through the hilly ridges, which run down nearly at right angles to the river, and by embankments and bridges over the intervening valleys and water courses. The cuttings and embankments nearly balance each other, the former being rather in excess, and amounting altogether to nearly one million cubic yards. Proceeding from the terminus at Temple Meads, Bristol, the line is carried over a short viaduct to the harbour bridge, from which an embankment leads to the Feeder, over which a bridge is thrown, and another embankment leads to the Avon, over which a bridge of three stone arches is thrown. Proceeding onward, the line arrives at á perpendicular cutting in red sandstone, fifty feet deep and 170 yards long. This leads to the first tunnel, 330 yards long, thirty feet high, and thirty feet wide: this is hewn out of the hard rock, and supported without artificial masonry. On emerging from the tunnel, the line enters a valley, and shortly afterwards another tunnel, about 150 yards in length. There then occurs some deep cutting through solid rock, and a third tunnel, more than half a mile long. On emerging from this, the line skirts the river Avon on an embankment; and then ensues a cutting, half a mile long, and in some places seventy feet deep, through hard sandstone: the sides are nearly perpendicular, and the whole presents a stupendous appearance. There then ensues an embankment three-quarters of a mile long and thirty feet high, during which are two stone bridges and two culverts. This is succeeded by another cutting, and by two more short embankments; after which comes a cutting, three-quarters of a mile long, and in some places forty feet deep, which leads to the Salford tunnel, 160 yards long. Thence succeeds a very deep excavation,-then a high embankment nearly two miles long, passing over six bridges, -and then another cutting. Alternations of cutting and embanking follow until the line arrives at the Tiverton tunnel, 260 yards long. At about ten miles from Bristol is the Tiverton viaduct, half a mile in length. Another succession of cuttings and embankments brings the line to Bath.-The Box tunnel, excavated through hard stone, has already been alluded to. The railroad was opened from London to Maidenhead on the 4th June, 1838; and from then to the 30th September, the number of passengers was 177,774, the receipts being in June, 6459., in July, 69137., in August, 71527., in September, 75797. The velocity was never less than twenty-five miles per hour, and in many cases was above thirty miles. By the month of May in the past year the number of passengers had risen to about 1100 daily; the distance (still only to Maidenhead) being frequently performed in fortyeight minutes. In June, the receipts had amounted to 20007. per week. In July, the railroad was opened nine miles further, to Twyford. During the Ascot races, one of the railway trains conveyed no less a number than 675 passengers, besides some carriages and horses. The daily number of passengers has since approached 3000. In conclusion, we may say that this immense undertaking (which will cost more than five millions,) bids fair to be one of great importance in a commercial point of view, by bringing London and Ireland practically near each other, as well as in conveying colonial and other produce from Bristol to London. LONDON AND GREENWICH RAILWAY. This differs from every undertaking of the kind, in being raised on brick arches the whole distance. It was commenced in 1833, and connects London with the populous towns of Deptford and Greenwich, by a line which shortens the distance nearly one third. It commences south-east of London Bridge, and pursues nearly a straight line to the High Street of Deptford, whence it continues in a gentle curve to Greenwich, at which town there will shortly be a handsome terminus, about 200 yards from the church. The rails are laid throughout on a viaduct composed of about 1000 arches, each twenty-two feet high, eighteen feet span, and twenty-five feet in width from side to side. This form of construction was rendered necessary by the number of streets over which the line had to be carried, with the traffic through which it would otherwise have greatly interfered. This difficulty might have been overcome by means of an embankment, with arches at the intersections of the streets, but the expense in that case would have been enormous, since the whole of the materials must have been brought from a distance, and the cost of the additional ground that must have been purchased would have been great, as embankments require to be very wide at the bottom. A parapet wall, about four feet high, is built at each edge of the railway; and lamps and milestones are placed at certain distances. In the early part of 1836 a portion was opened about two miles and a quarter in length. By the end of the year the receipts averaged about 50%. per day. The original capital was 400,000l., after which 130,000l. were procured on bonds, and in the beginning of 1837, the directors announced that 200,000l. more was required. About that period the weekly traffic was between thirty and forty thousand persons. The blocks for carrying the rails on this railway, are principally of granite, and on these were placed cast-iron chairs. The iron rails weigh about fifty pounds the yard. No railroad experiences so much the effect of a holiday as that from London to Greenwich. Ever since it has been opened the whole distance, it becomes one of the means of transit for the summer visitors from London to Greenwich. During Whitsun week, in the year 1839, the number of passengers was remarkably large: on the Monday, 35,332, receipts, 12277.; Tuesday, 22,877, receipts, 7847.; Wednesday, 10.205, receipts, 3431.; Thursday, 4634, receipts, 1177.; Friday, 3372, receipts, 122.; Saturday, 346,making 2941l. There is one circumstance which will always operate in keeping down, in some degree, the number of passengers upon this railway; we allude to the numerous steam-boats that ply every half-hour between London and Greenwich. At the same time it may be regarded as a striking instance of the extent of intercourse between the two places, that steam-boats go every half hour from London to Greenwich, and vice versa, and that railroad trains proceed every quarter of an hour throughout the day in both directions. This railroad, however, has a degree of importance given to it, by being the London terminus of the Croydon, and also of the Brighton Railway, of which one is finished, and the other is rapidly progressing. LONDON: Published by JOHN W. PARKER, WEST STRAND; and sold by all Booksellers. |