One who had been four years in the penal colony at New South Wales, writes: "It was inside of the walls of Newgate that the rays of Divine truth shone into my dark mind, and may the Holy Spirit shine more and more into my understanding, that I may be enabled so to walk as one whose heart is set to seek a city whose builder and maker is God. I hope the world will see that your labour in Newgate has not been in vain in the Lord."

Another, who had occasionally been employed as a teacher among her fellowprisoners, writes to Mrs. Fry: "I sincerely wish to forsake evil and to do good. God is merciful to those who seek him by penitence and prayer. It is my determination, with his assistance, to begin a new life." Afterwards, in her last sickness, she said she was cheered by the "hope of living happily in a better world," and that her sorrowful imprisonment had proved a real blessing.

Another liberated prisoner encloses to Mrs. Fry two pounds, saved from her wages as a servant, which she begs her to accept, and "add to the subscription for defraying the expenses of her most benevolent exertions for the reform and instruction of those unhappy persons, confined within that dreary receptacle of woe, the walls of Newgate.'

What was commenced so prosperously at Newgate has been extended to other prisons in Great Britain, and with some degree of the same success. Many have been taught both to read and to work neatly; and thus, after their liberation, have found themselves better qualified to earn an honest livelihood. Some have been received as servants, and maintained an exemplary conduct for years, and even remained with their employers as long as they lived.

Of others it was said, that their dutiful and industrious course had been a comfort to parents and friends; and others had died in the faith of the gospel, giving God thanks for the instruction of those who had sought them out in their wretchedness, not being ashamed of their bonds. Some, of course, have exhibited no marks of repentance; but that any are reclaimed, calls for fervent gratitude. Not only in England, Scotland, and Ireland, but in different parts of the continent, especially in Russia, Prussia, and Switzerland, a spirit of inquiry and exertion has been aroused by the successful experiment at Newgate.

Mrs. Fry, in the spirit of her benevolence, has visited Paris, and been gratified to find many ladies there disposed to adopt her views, and inquire into the condition of the prisoners. Though the pioneer in this enterprise of charity, she speaks of herself as only the organ of others-the instrument of societies or committees; being in reality a disciple of that disclaiming humility, which, when there is good to be done, worketh mightily, but when praise is awarded, hideth itself.

OUR RAILROADS.

THE three great obstacles to be overcome in the rapid motion of vehicles from place to place, are-terrestrial attraction, the resistance offered by the atmosphere, and friction. The first two of these difficulties are not to be surand therefore the modificamounted; tion, and, if possible, the removal of the latter, being a most desirable object, has engaged the attention of the engineer.

As the result of one effort to gain this important result, tramways were introduced. The origin of the term is doubtful, but it was probably derived from the name of the person who introduced them, Mr. Outram. They appear to have been first denominated Outram rails; but from the great antipathy of the English people to the use of two syllables when one will do, they were called tramrails. By the means thus adopted, continuous lines of smooth pavement for the passage of the wheels of conveyances were introduced and laid down.

railways, with the sums which the proprietors were authorized to borrow, cannot be taken at less than sixty millions sterling.

For a long time, the most bitter prejudice was exercised against all such "useless innovations" as railways. The public, generally, regarded them as introducing most dangerous machines; nearly all, indeed, except the engineer and the capitalist, evinced their deter mined hostility towards the idea of a railway. A rumour that one was to be made in any particular direction was sufficient to rouse the people, and adverse petitions were immediately sent off to parliament. So lately as when the Great Western line bill was passed, the proprietors were compelled to relinquish any attempt to make a branch to Oxford, or a station at Slough; and when some trains stopped there merely to set down passengers, they were attacked by proceedings in Chancery, and interdicted from making even a pause, where there is now the finest and one of the best frequented stations in the kingdom, honoured by the habitual use of the sovereign, and the nobility and gentry of the land. Oxford, too, has gladly accepted the branch it formerly repudiated. The plan adopted by the railway companies when opposition appeared, was to buy it off, so that when some people found they could get money by raising objections to the obtaining of the act of parliament, they did so merely for the sake of pecuniary profit, as they continue to do to the present day. Many sums, however, are properly and honestly required, for it certainly does not improve the park of a gentleman to have a smoking train of carriages and working men constantly invading it. Such sums as 5,000l., 6,000l., 10,000l., 30,000l., 35,000l., and even the monstrous sum of 120,000l. have been given ostensibly for strips of land, but really to avert opposition. The expenses connected with the Great Western and the London and Birmingham bills amounted, respectively, to 88,710l. and 72,8687., exclusive altogether of the costs incurred by the different parties who opposed these lines in parliament.

At length, all preliminary operations being ended, the ground is prepared. This is by cutting, embanking, or tunnelling, where it is necessary to make any alteration in its surface. Where the ground is too elevated, it is essential to

cut away a part; and where it is not sufficiently high, it is necessary to embank it. The soil used in embanking is obtained from the superfluous material left when cuttings or tunnels are made; and if this is not sufficient it is sometimes desirable to make side-cutting, as it is called, or in other words to make an excavation as near the line as possible. In both cuttings and embankings great care is necessary to prevent slips. Gravel is more inclined to do this than stiff clay or chalk, and therefore greater precautions are necessary. Tunnelling is only necessary where it is found expensive and inconvenient to remove the impeding soil by cutting. The most remarkable is one that pierces through Box-hill, between Chippenham and Bath, part of which is four hundred feet above the level of the line. It is 9,680 feet long, 39 feet high, and 35 to the outside of the brick-work. The shafts for making and ventilating it are thirteen in number, and vary in depth from 80 to 306 feet. The excavation amounted to 414,000 cubic yards, and the brick-work and masonry to more than 54,000 cubic yards. The number of bricks used was 30,000,000; a ton of gunpowder and a ton of candles were consumed every week for two years and a-half, and 1100 men and 250 horses were kept constantly employed. For a considerable distance, the tunnel passed through freestone rock, from the fissures of which, at times, an immense amount of water poured, from which, on one occasion, the works were impeded for nine months, and on another occasion, after an irruption, water was for some time discharged by the engine at the rate of 32,000 hogsheads a day.

At length, the ground being prepared for the reception of the rails, the sleepers are laid down. These are various in size, shape, and substance. In some places, square stone blocks are used; but generally wooden sleepers extend across and beyond each rail. They are usually formed of larch; the tree being split along the centre, so as to form two sleepers, the upper and flat side supporting them. They are from eight to nine feet long, and from nine to ten inches broad on the flat side, and in the deepest part from four to five inches. To them the chairs are fastened, which being firmly fixed, support the rails along which the wheels of the carriages are to pass. These are of different weights and size, but those now generally adopted

are each like the sectional part of two balls fastened together with a short, thick iron rod, and their weight is about fifty pounds to the yard. In the atmospheric railway they are not so heavy. The gauge, or distance between the rails, varies. The advantage of the broad gauge is that a greater power of engine can be employed, a higher speed is attained, and there is more steadiness in the course of the carriages.

The first intention of the railways was to provide for the carriage of goods at a cheaper rate than could be effected by means of the canals, and for the accommodation of the great coal-fields and mineral districts of England. In the Liverpool and Manchester prospectus a species of document not usually remarkable for modesty or shyness of assumption the estimate of the number of passengers between these two great towns was taken at the rate of one-half of those who availed themselves of coach conveyance. Cotton bales, manufactures, cattle, coals, and iron, were relied on as the staple sources of revenue. Had it not been for the introduction of the locomotive engine, and the vast improvements it had received, by means of which we are now whirled from place to place with almost magical rapidity, there can be no doubt that the railways would, in most instances, have proved an utter failure.

The extent to which speculations in railroads have gone is now notorious. It has succeeded to enterprise of a different kind. Mr. Porter, as late as 1843, says, "A very large amount of capital, belonging to individuals in this country, the result of their savings, has of late years sought profitable investments in other lands. It has been computed that the United States of America have, during the last five years, absorbed in this manner more than twenty-five millions of English capital, which sum has been invested in various public undertakings, such as canals, railroads, and banks in that country. Large sums have also been from time to time invested in the public securities of that and other foreign governments, not always, indeed, with a profitable result."

Another instance of foreign speculation may be adduced on the same authority::-"Large sums have, from time to time, been lent to various foreign states by English capitalists, whose money has been put to great hazard,

and, in some cases, lost. On the other hand, many foreign loans have been contracted by our merchants, which have proved highly profitable, through the progressive sale of the stock in foreign countries at higher than the contract prices. It is evidently impossible to form any correct estimate of the profit or loss which has resulted to the country from these various operations; the general impression is, that hitherto the losses have much exceeded the gains."

The statistics of the railways already completed have fully and satisfactorily demonstrated the immense amount of revenue which in future will be drawn from these great national undertakings, the increase on the last year alone having amounted to upwards of a million sterling. Still further, a recent railway periodical says:-"The immense improvement in the incomes of existing railways still continues, and during the last two months has amounted to upwards of 200,000l., in comparison with the corresponding two months of 1844. The lines which have reduced their fares most liberally have been the greatest gainers. At this rate of increase of income, the value of the railway property of the country is becoming greater by upwards of 2,000,000l. per month."

One fact illustrative of the facilities for transit by means of railroads, may conclude these details. A traveller by the Edinburgh and Glasgow Railway, on lately leaving the station at the former city, missed his pocket-book, containing 7007., and immediately returned to the train to make inquiries. The stoker told him that a fellow-traveller, whom he had supposed to be his servant, followed him from the station, and afterwards returned, took his place in a train that was starting for Glasgow, and was now on his way westward. The gentleman ordered an express train; but there was little hope of overtaking the other, for some time was lost in getting up the steam. However, off he went, the stoker accompanying him; and when they were approaching the inclined plane which leads into Glasgow, they saw the train ahead. The whistle of the "express" engine was violently blown; and the conductor of the passenger train, inferring danger, moved to the other line of rails. The " express" shot past, and got to the station in time to admit of arrangements for apprehending the pickpocket. The train then came in,

the suspected person was seen and identified by the stoker, and the pocket-book and money were found upon his person. The owner, overjoyed, offered a handsome reward to the stoker, which was resolutely refused; and the gentleman enclosed 100l. to the directors, requesting them to pay for the express, to reward their servant ad libitum, and to return the change (if any.) The directors returned the whole, stating that they would make no charge for the engine, and would themselves reward the stoker.

F. S. W.

THE CHRISTIAN GRACES.

LET your hope enter within the veil, in the full and delightful anticipation of your speedy admission. And is this the only grace which should enter it? No. Let love enter within the veil and

say, "Whom have I in heaven but thee?" and let faith enter it and say, "I shall see the goodness of the Lord in the land of the living:" let patience enter, and behold the good resting from their sorrows: let gratitude enter, and take up its song and its harp; and let humility enter, and see how all its honours are devoted to Jesus: let charity enter, and mark how, amidst all the varieties in character, origin, and glory among its inhabitants, there is but one heart: let desire enter and say, Oh, when shall I come and appear before God? and let joy enter and drink of its rivers of pleasure! Soon shall the period of your actual admission arrive. The Forerunner has entered for you; and as you would wish that your entrance should not be with fear and trembling, with doubt and hesitation, "give all diligence to make your calling and election sure," and then there shall be ministered to you an abundant entrance into the everlasting kingdom of your Lord and Saviour. There you shall find a temple without a veil, a church without spot, day without night, worship without a pause, youth without decay, happiness without measure, and glory without end. Manifest a respect, high, constant, and universal, to the commandments of God. "Blessed are they that do his commandments, that they may have right to the tree of life, and may enter in through the gates into the city."-Belfrage.

OLD HUMPHREY'S REVIEW.

WERE my readers military readers, the title of "Old Humphrey's Review" might deceive them; they might possibly picture me as a field-marshal, capering about on a white horse, at the head of a battalion, reviewing the troops. A pretty figure I should cut dressed up in a scarlet double-breasted coat, richly embroidered; gold epaulets, gilt buttons, white trousers, ankle boots and screw spurs, with a cocked hat on my head, plumed with drooping white swan feathers, twenty inches long, with scarlet ones underneath? Not that I should have the bravery of fine apparel all to myself the poor brute that carried me would come in for his share, for what with his shabracque of dark blue cloth, trimmed with gold lace, his surcingle of blue web, his ornamental bridle, his bridoon, headstall, and rein of red morocco, gold lace and roses; and his breastplate and crupper with gilt bosses and buckles, he would look almost as fine as his master. However, I am not a field-marshal, and so low is my influence at the Horse Guards, that much do I question, if I wanted it, whether I could obtain the appointment of a trumpeter! In one word, my review is not a military one.

And now having told you what my review is not, you will expect me to tell you what it is; or, in other words, whom I am going to review. The truth is, then, that I am about to review the readers of the Visitor. There can be no harm done, regarding them as Christian soldiers, in inspecting the state of their weapons and their clothing, and making inquiry about their obedience, care, skill, courage, and fidelity. In military inspections I believe it is the usual practice for the troops to be put through their manœuvres by the senior major and captain, but as on this occasion I am inspecting-general by my own appointment, so I mean to take all the duties of the review upon myself.

It may appear an odd thing, when we have a new year, to be regarding the old ones-to be "lagging astern" when the whole world is "going a-head," and in January to turn our faces towards December; but Janus, you know, from whom January is derived, had two faces, a back face and a front face. Besides we often do one thing, to qualify ourselves well to do another. You never yet saw a man take a spring upwards, without his first stooping downwards, and I have long