is a fact, that horses employed in the fast coaches and for the fly-boats require renewing every four years. Can steam power, then, be used to produce this rapid motion? One hundred thousand persons that have passed from Liverpool to Manchester in less than two hours since September last, can answer this question in the affirmative. Another great advantage of the railway over the common road is the much greater safety that it offers. The above number of passengers have been conveyed with scarcely an accident. Is there a line of turnpike-road in the kingdom that can make the same boast, where an equal number of passengers have travelled? The general causes of accident upon a common road, such for instance as the horses taking fright, the coachman losing command over them, the coach running against some obstacle in the road, or upsetting, cannot happen upon a railway. The engine can exert no _additional_ force without the consent of the man who superintends it; one carriage cannot meet another, as there is a separate line for carriages travelling in the opposite direction; and even if a wheel breaks, the carriage is so low that it would not upset. The only objection that is started on this head, is the bursting of the boiler: this is now constructed with a number of small tubes, through which the fire passes, and which are all inclosed in a strong iron case; so that if one of these small tubes burst, it immediately acts as a safety-valve, discharging the steam of the boiler into the chimney, and removing the apprehended danger. Here then we have safety and despatch, and we may next consider economy in travelling. In this respect the public have also found an advantage. The charges by the Liverpool and Manchester railway are not half what the coaches formerly charged, the fares being but 3_s._ 6_d._ and 5_s._ each. And the effect produced is, that the average number of passengers by the railway is upwards of 1,000 per day. The average number by the coaches the preceding year was only about 500 per day, paying 7_s._ outside and 12_s._ inside. Goods are now taken in three hours, and at a charge of 11_s._ per ton; they were before thirty-six hours on the water-conveyance, at a charge of 15_s._ per ton. Having then referred to what has been done upon a line of railway from Liverpool to Manchester, with a profit to the proprietors and great benefit to the public, let us inquire whether there is the same want of an improved conveyance from Birmingham to London. We will first consider the amount that is now paid, and the time that is now required for conveying both goods and passengers. The amount paid for the conveyance of passengers and goods between Birmingham and London is upwards of 800,000_l._ per annum; more than half of which is comparatively at a high rate, as will be seen by the following statements.