Stanesby, “Railways”, part 7

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A tabular statement of the principal railways in the United Kingdom, to which some explanatory notes are added below, may appropriately close this paper.

The annexed Table of British railways is far from complete, yet it contains every line of general importance on which the conveyance of passengers by steam power is a principal object, whether such lines are opened or in course of construction. All merely projected lines are excluded, and also a few which have received the sanction of Parliament, but are not likely to be executed at present.^* Unless otherwise specified, the railways included in this table are worked by locomotive steam-engines. The number prefixed to each line in the first column is for the convenience of reference, and, when followed by an asterisk, refers to a note on this page. The length given in the fourth column is usually that of the main line, independent of branches, which are often left unnoticed for want of room. The date of opening, in the sixth column, is that of opening throughout; partial openings being mentioned in the additional notes, to which references are inserted. Where the precise date of opening is not known, a dash is inserted in this column; and where it is left blank it indicates that the railway is in progress, but no part of it is complete and in use. The last column gives the gross sum which the company are authorised to raise for the undertaking, of which from one-fourth to one-third is usually procured by loans. The sum here stated often exceeds the actual outlay of the company; as, for instance, when new shares are issued at a discount, or powers are obtained for the construction of branches that are subsequently abandoned. In a few cases the sum actually raised is greater than the parliamentary capital, as mentioned in the notes on the Great Western and London and Birmingham Railways.

* The reader who is desirous of further information on the Railways of Great Britain and Ireland will find a more complete table in the “Penny Cyclopædia,” Art. “Railway,” or in the “Companion to the Almanac” for 1841. The latter contains, in chronological order, every railway for which an Act of Parliament has been obtained, whether constructed or not.

EXPLANATORY NOTES TO THE TABLE at p. 80.

  1. Leased to No. 30 Company.
  2. 38½ m., from Hampton to Derby, opened in 1839.
  3. 6½ m. of No. 11, from Cheltenham to Gloucester, used by this company.
  5. The length and capital here given include the extension of 2½m. to Kenyon, though it was formed by a distinct company.
  6. Rather more than 9 m. opened February, 1841.
  8. Opened from Bristol to Bridgewater, 32½ m., June, 1841. Leased to the Great Western Railway Company.
  9. This line commences 7½ m. from Bristol, on a colliery-railway, which is to be widened and improved, and extends to No. 11, at Standish, 7½ m. from Gloucester.
  10. Worked by locomotive and fixed engines, and horses.
  11. Opened from Swindon to Cirencester, 17 m., May 31, 1841. Leased to No. 22 Company. The part between Gloucester and Cheltenham is also open, and used by No. 3 Company.
  13. The company was, in 1840, incorporated with the Grand Junction Railway Company.
  14. From the Tees, about 4 m. below Stockton, to No. 50, at Sim Pasture, with many branches, which are included in the length stated. Used chiefly for coal, &c.
  15. For minerals and merchandise. Worked chiefly by fixed engines and horses.
  18. Opened to Brentwood, 17½ m. in 1840.
  19. In progress. Made by No. 35 Company.
  20. The length and capital are for the whole line, of which about 4¼ m., from Warrington to Newton, were formed by a distinct company.
  21. Opened from York to Darlington, 44 m., in 1841. The southern part of the line is formed under an Act passed in 1837.
  22. In addition to the parliamentary capital, as given in the Table, the directors have been authorised to borrow 600,000l. on loan notes. There have been several partial openings, the latest being May 31, 1841, which left only 13 m. incomplete.
  26. Leased, in 1840, to No. 54 Company.
  28. The capital in the Table includes 208,000l. for a branch at Manchester, to unite with Nos. 37 and 38, which is not yet (June 1841) commenced.
  29. Chiefly for minerals. The length in the Table embraces numerous branches, which, with great part of the main line, have been made under an Act of 1835. Part was opened as early as 1833.
  30. In addition to the parliamentary capital in the Table, the Directors have been authorised to borrow 250,000l. by loan notes.
  31. Excepting a quarter of a mile at the London end, this line was opened in July, 1840. It is worked by stationary engines and ropes.
  32. A branch of 5½ m., to Shoreham, was opened in 1840, and others are embraced in the Act, but not in progress. The whole of the branches amount to 19½ m.
  35. The capital given is exclusive of the Gosport branch.
  36. As originally intended, this line was 45½ m. from Manchester to Chebsey, with branches to Crewe and Macclesfield, making 26¾ m. more; but it is now proposed to abandon the main line, making only that from Manchester to Crewe, 38½ m., with a branch of 11 m. to Macclesfield. 5¼ m., from Manchester to Stockport, were opened in 1840.
  38. The distance between Manchester and Leeds, by this line, is 60 m. Branches to Oldham, Halifax, &c., are intended.
  39. Opened for coal, &c., 7¼ m. from Maryport, in 1840.
  43. Formerly intended to extend to Cambridge. 16 m. opened in 1840.
  45. The southern part of the line was formed as a separate undertaking. The statements of length and capital include this, which was called the Wigan Branch Railway.
  50. The main line from Witten Park Colliery to Stockton is 28, or to Middlesbrough 32 m., and the total length of the lines specified in the Acts of Parliament is about 40 m. Several additional branches have, however, been made, extending the whole length of railway, in 1838, to about 54 m., of which 28 has a double track. The parliamentary capital is only 252,000l., but 450,000l. had been expended by the company at the time alluded to. The line is used principally for the conveyance of minerals.
  51. Besides the main line of 24½ m., there are about 17 m. of branches, some of which are not yet completed.
  52. Though in a forward state, the works are suspended on account of the difficulty of raising the capital required. On part of this line the atmospheric apparatus of Clegg and Samuda has been tried.
  53. Worked chiefly by horse power.
  56. Projected to extend to Johnstone, 22½ m. ; but only 5½ m. of the main line, and 6½ m. of branches, have been made. Improved in 1840, and connected with No. 64.
  58. Worked by locomotive and stationary engines. There are railways from this line at Newtyle to Coupar Angus, and to Glammiss.
  59. The length given includes branches. This line is worked by horses.
  62. This line is chiefly used for the conveyance of minerals, &c. It is connected with the Ballochney, Kirkintilloch, Wishaw and Coltness, and Slamannan Railways, all of which are used in like way, the conveyance of passengers being a minor consideration.
  63 and 64. 6½ m., from Glasgow to Paisley, is the joint property of these two companies. The Ayr line is to have a branch to Kilmarnock, and one or two others, amounting to 17½ m.
  68. 8 m. of this line, from Belfast to Lisburn, were opened in 1839, and a further portion is in progress. Excepting this and the Drogheda line, the Irish railways may be considered to be in abeyance, though Acts of Parliament have been obtained for the construction of a few more.

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