78 THE RAILWAY PRESS. The importance of the railway and mining interest of this country is plainly seen, in the influence which they possess over the public press. These subjects have given birth to a literature of no mean character, for some of the first financiers and political economists have bestowed upon them the whole of their learning and experience. This class of literature is also increasing very greatly in its circulation. In fact, the lives of some of our most famous engineers and scientific men, whose names have become "familiar in our mouths as household words," are so interwoven with the introduction of railways, and their subsequent history, that one cannot be well known without the other. Amongst volumes we have the "Life of Stephenson," which furnishes the history of railway progress, and that admirable one of Dr. Lardner's on "Railway Economy," containing upwards of five hundred pages, giving an account of railways from their origin, and tracing their history up to the present time. It enters more especially into the economy of railway working, gives the mathematical formula for gradients, curves, etc., and in short, enters into all the philosophy of railways. Another book on "Our Iron Roads," is a valuable addition to railway literature. This volume enters more into the history of the system, and describes the difficulties which have been met with and overcome. A work on "Railway Law" was published in 1859, by Mr. Arthur Moore, secretary on one of the Irish railways. It is now undergoing a second edition, bringing down all the railway acts to 1860, inclusive. This excellent book contains all the acts relating to railways in full, and enters into the study of Railway Jurisprudence with much interest: to all connected with railways, it must prove especially valuable. "Fenn on the Funds," is a book which contains a vast quantity of railway statistics relating to finance, etc., which are exhibited in a very lucid and interesting form. In enumerating works of this character, we should not forget the various railway publications issued by Messrs. Bradshaw and Co. The "Shareholders' Guide," is of a most important character. It contains a history of each company, its statistics, revenue, traffic, expenditure, and other valuable information. This class of books is increasing both in number and importance, and exercises a great influence over our mercantile affairs. Not less important is the railway newspaper press; nearly every Its newspaper published in the Metropolis and the more important towns gives some daily or weekly information respecting railways; but there is one class of publications which may especially be termed the "Railway Press," as it makes it its especial duty to review the transactions of the different railway companies. The oldest member of this press is the "Railway Times," which was established in the year 1837; shortly after the introduction of railways. This valuable paper has continued the same throughout all the changes which have affected the railway world, and has never swerved from its independence, or attached itself to any party interest. The "Railway Journal," better known as "Herapath's Journal," from the name of its publisher, was established first as the "Railway Magazine," in the year 1835. This paper exhibits first-rate engineering and mechanical knowledge, and also treats very largely and with great accuracy upon the progress of railways, their financial affairs, etc., as well as upon mining speculations, improvements in machinery, and manufacturing processes. investigations are also extended with similar care and scientific penetration to the Colonial and Foreign railway undertakings and mining speculations. The "Railway Record," established in 1844, is distinguished by its correct and ample details of all that regards both foreign and English Railways. The information published in its columns respecting different statistics, and the intricacies of railway law on the continent, have obtained for it a well-earned reputation, which it continues to maintain. The "Railway Gazette," which was established in the year 1845, treats upon railway business of every description, with the greatest acuteness and judgment. It also investigates the money market, and publishes returns, law intelligence connected with railways, reports of public meetings of railway companies, and other intelligence highly interesting to shareholders form prominent features in its pages. Allied to this class of newspapers are also the "Economist," the "Mining Journal," and the "Engineer," and the "News, or Bankers' Journal." These, and several others of a similar character, treat upon railway matters more than any other newspapers not connected with the railway interests. The "Economist" reports the state of the railway share-market, gives the official traffic returns, and has a list of railway and mining shares. The "Mining Journal" is another of the most valuable publications connected with railway and mining matters. It is, as its name implies, mostly connected with mining 80 ELECTRIC AND INTERNATIONAL TELEGRAPH COMPANY. operations. It gives the weekly state of the mining share market, has several pages devoted to mining correspondence; and contains every week original articles on metal, treatment of ores, etc.; it gives the various railway returns, and reports progress. For copious information respecting mining operations, this paper is one of the most invaluable. The "News" gives a table of railway shares, and contains other important information respecting both the railway and the mine, which is of interest to all. The "Engineer" is a journal devoted more especially to general engineering subjects, upon which it treats with great acuteness and intelligence; but, in its weekly columns, much valuable information respecting railways and mines may be found. These different publications represent the railway and mining interest, and serve to diffuse a general knowledge of subjects connected with them; they also enable their readers to keep up with the progress of their operations, and consequently they are of great importance to all connected with the above, and to the public generally. ELECTRIC AND INTERNATIONAL TELEGRAPH COMPANY. INCORPORATED, 1846. This Company, by whom the Electric Telegraph was first invented and practically established, have, since their incorporation, been successively engaged in extending their telegraph system over Great Britain. Their system now embraces all the principal cities, towns, and maritime ports, and is spread like a net-work over the length and breadth of the land. The following are a few statistics relating to this important subject: OFFICERS. (Telegraph Street, London.) Secretary-J. S. FOURDRINIER, Esq. Engineer-L. J. CLARKE, ESQ. Accountant-T. C. BENNETT, Esq. Intelligence Department-C. V. BAYS, Esq. Upwards of 50,000 miles of telegraph are in operation in the United States, which is said to be considerably more than all the rest of the world can show. MAGNETIC TELEGRAPH (IN CONNECTION WITH THE SUBMARINE TELEGRAPH COMPANY). C. B. BRIGHT, Secretary. MISCELLANEA. FRANCE-1851-1859. The Moniteur contains an account of the railway works executed in France since 1851, under the influence of the Imperial Government, which presents some interesting details. · At the end of 1851 the length completed was 3,544 kilometres. At the end of 1859 the length was found to have increased to 9,076. The quantity of iron used for rails and other purposes is estimated at 1,700,000 tons. How much remains yet to be done may be judged from the fact that the total length conceded on 1st January, 1860, would reach 16,352 kilometres, if completed. The cost of the whole represents a sum of £280,000,000 sterling, towards which the State supplies £38,500,000. The cost of the portion already executed would be about one-half. As soon as the railways are finished, all the eighty-five departments of France will be traversed, and the principal ports connected with the capital. Belgium will be approached at seven different points; the German States at five; Switzerland at four; Sardinia at four; and Spain by one. In 1851 France was, in reference to railway conveyance, due regard being had to her population, far behind not only Great Britain and Belgium, but the German States, Prussia, and Austria. Notwithstanding the greatly increased development of the system the cost to the State has been diminishing; for, instead of having to bind itself to engagements, equalling 110,000fr. the kilometre, the liability of the State does not now exceed 40,000fr. The outlay of Government, which, between 1847 and 1851 averaged 75,000,000fr. a year, does not now go beyond 25,000,000fr. The companies have, on the other hand, expended something like 375,000,000fr. a year. At the commencement of 1851 concessions had been granted for construction to the extent of 3,000,000 kilometres (1,410 miles), representing an estimated outlay of £60,000,000 sterling. The State had contributed £1,680,000 to this outlay, but, on the other hand, remained answerable for the execution of 645 miles, not conceded to any company, and the expense of which was computed to exceed £20,000,000. By the end of 1851 the actual expenditure amounted to £58,560,000, of which the State had supplied 23,160,000. Only thirty-seven departments were in 1851 traversed by any railway, and there were but thirty-one principal towns furnished with stations. Not more than sixteen ports and harbours enjoyed access to the railway, and the whole system touched the French frontiers only at four points—namely, Turcoing, Blanche-Misseron, Forbach, and Basle. This system, within the eight following years, was more than quadrupled in extent, the annual average length of lines obtaining new concessions being 1,116 miles. On the 1st of January, 1860, concessions had been granted for 10,138 miles. Among the statistical details comprised in Dr. Veron's paper the following are of chief interest:-The French railways already completed have cost on the average nearly £26,000 per mile. They occupy 75,000 acres of land, which was purchased at a cost of 300,000,000fr. There are 11,500 crossings, of which 5,500 are on the level, 2,000 bridges, and 4,000 sub-passages. Without reckoning minor works, the entire length of the large bridges over water is 30 kilometres, of viaducts 20 kilometres, and of tunnels 100 kilometres. The number of stations is about 1,200, divided as follows:-12 above classification, including Paris, Lyons, Marseilles, Bordeaux, &c.; 130 first-class stations, which comprise junctions, terminal |