upwards about an inch only at its meetings (See fig. 9). The cast-iron plates at the passing places should be made somewhat stronger than the common rails, as at the passing places there is the greatest wear and tear upon the whole line. The iron moveable tongues E, E, fig. 8, should be of wrought iron, and made about two feet six inches or three feet long, standing up upon the plate equal in projection to the highest part of the rim, K, of the common rails. It should be on a good strong axis or pin, that it may be strong and yet allow of being easily turned round, which it will require to be every time the waggons are passing by the different tracks up and down the rail-way. In passing deep descents, pieces of cast or wrought iron must be provided, called sledges or slippers; these are provided to be placed under the wheels of the waggons, to prevent their too rapid descent, and are similar in principle to the same kind of instrument made use of, and appended to our road-waggons, for putting under the wheels on their going down a hill. When the whole iron rail-way is fixed, and levelled to the satisfaction of the engineer, it will be necessary to begin to prepare the horse and attendant paths; the foundation of the former should be, if possible, composed of good lime-stone, broken into small fragments, and strewed to the consistence of at least from ten to fourteen inches in thickness, rather convex towards the centre of the path, upon this large screenings of gravel should be laid the attendant path should be firm and regular, with a gravelly surface. The horse-tract and rails ought to be always kept clear and free from soil, which is constantly collecting on railroads of great traffic; and they ought also to be properly drained and kept dry at all seasons of the year; as on this, in a great measure, will depend their substantiality, and of course their utility.

With respect to the waggons employed on iron rail-roads, those in most general use are so constructed, that their weight, including their lading, does not exceed three tons and a quarter. This is found by experience to be the most eligible size: as the rail-roads retain their shape without much dilapidation, by the use of waggons equal to such weight. The wheels of the waggons are made of cast iron, two feet five inches high, having twelve spokes, which increase in width as they approach the hub, or centre of the wheel. The hub is eight inches long, and receives an axle of wrought iron, the rims of the wheels are two inches broad. The axles of the wheels are fixed at two feet seven inches distance from each other; the bodies of these waggons are seven feet nine inches long, four feet five inches wide, and two feet four inches deep; and this sized waggon is calculated to contain the quantity of coal, or other matter, equivalent, with the waggon added to it, to make a weight altogether amounting to three tons and a quarter, as before stated, as the most eligible weight to move upon a cast-iron railroad. In the Philosophical Magazine, July, 1811, are the following remarks concerning waggons, and also rail-roads, from which some idea may be formed of the utility of such roads. VOL. VIII.

The waggons on our cast-iron rail-roads, have not received the improvements of which they are capable; but, with their present disadvantages, the following facts will evince the great saving of animal force to which rail-ways have given rise: First, with a declivity of one inch and a quarter per yard, one horse takes downwards three waggons, each containing two tons: second, in another place, with a rise of one inch and six-tenths per yard, one horse takes two tons upwards. Third, with eight feet rise in sixty-six yards, which is nearly one-fourth of an inch per yard, one horse takes two tons upwards. Fourth, on the Penrhyn railway (same slope as above), two horses draw downwards four waggons, containing one ton of slate each. Fifth, with a slope of fifty-five feet per mile, one horse takes from twelve to fifteen tons downwards, and four tons upwards, and all the empty waggons. Sixth, at Ayr, one horse draws on a level, five waggons, each containing one ton of coal. Seventh, on the Surrey rail-way, one horse, on a declivity of one inch in ten feet, is said to draw thirty quarters of wheat. From these cases, and the known laws of mechanics, we may, perhaps, safely infer, that where the apparatus is tolerably good, and well constructed, and the slope ten feet per milé, two horses may draw five tons upwards, and seven tons downwards.

In cases in which inclined planes are to be had recourse to, to carry the rail-road over high ground (and there are several now passing such ridges), the mode pursued in raising the waggons may not be unacceptable. The common plan is by a perpetual chain suspended at each end: it is so contrived, that the waggons disengage themselves the moment they arrive at the upper or lower extremity of the inclined plane. In some cases, the laden waggons descending, serve as a power to bring up the empty ones; but where there is an ascending as well as a descending traffic on the rail-way, steam-engines, water-wheels, or other machinery, to answer the same purpose, are used. At Chapel le Frith, there is an inclined plane of 550 yards. On the proposed rail from Glasgow to Berwick several inclined planes will be required, the summit of that rail-way being 753 feet above the level end of Berwick quay.' As to the expense of rail-ways, they are inconsiderable, in comparison of canals. According to Mr. Fulton, the cost of a single rail-road, with sufficient crossing places for a descending trade, was estimated at £1,600 per mile.' In Dr. Anderson's recreations, £1,000 is mentioned as the estimate for a double one. However, Mr. Fulton's is most likely to be the nearest to accuracy, as his calculations were made from actual observation, and embraced the whole minutiae of such a work.

The principal rail-ways in England and Wales are, the Card ff and Merthyn, twenty-six miles and three-quarters long, and runs near the Glamorganshire canal. The Caermarthen. The Sexhowry, twenty-eight miles, in the counties or Monmouth and Brecknock. The Surrey, twenty-six miles. The Swansea, seven miles and a half. One between Gloucester and Cheltenham. Besides several in the north of England.

Τ

ENGIRD', v. a. En and gird. To engird;

encircle; surround.

My heart is drowned with grief,
My body round engirt with misery;

For what's more miserable than discontent?

Shakspeare.

ENGIRT', v. a. En and girt. To encircle; environ; engird.

That gold must round engirt these brows of mine. Shakspeare.

So white a friend engirts so white a foe.

ENGLAND, Lat. Anglia, the southern and most important division of the island of Great Britain, is of a triangular form; and from the south Foreland in Kent, which is the eastern point of the triangle, to Berwick-on-Tweed, which is the northern, its length is 345 miles; from that point to the Land's End in Cornwall, which is the western point of the triangle, it is 425; and the breadth thence to the south Foreland is 340 miles. Its superficial extent is estimated at upwards of 50,000 square miles, or above 32,000,000 of statute acres. England is bounded on the north by Scotland, north-east and east by the German Ocean, south by the English Channel, and west by St. George's Channel, the principality of Wales, and the Irish Sea.

England contains forty counties, twenty-five cities, 172 boroughs, two universities, and eight cinque-ports. Wales has twelve counties and twelve boroughs. The counties return eighty knights; the cities fifty citizens; the boroughs 339 burgesses; the universities four representatives; and the cinque-ports sixteen barons to parliament. The circuits of the judges, six in number, are called, the Home circuit, the Norfolk, the Oxford, the Midland, the Western, and the Northern circuits. Middlesex, Chester, and the Isle of Ely, are not included in these circuits. The two grand ecclesiastical divisions, or provinces, are those of the archbishoprics of Canterbury and York.

We should not here perhaps pass over, without some notice, the circumstance of several of the counties having certain portions detached, and surrounded by districts belonging to other counties. This is the case in the following instances: Shilford, which is a political and statistical part of Berkshire, is actually in Oxfordshire; as also is Langford, belonging to the same county; and on the south-western borders of Berks, this county and a portion of Wiltshire are intermixed, near Titcombe and Oxenwood. Northamptonshire on the southern border contains a portion of Buckinghamshire: and Caversfield, in this latter county, is involved in Oxfordshire. The south ern and south-western districts of Gloucestershire are so intermixed with the north-eastern portions of Somersetshire as often to create considerable difficulty in discriminating them; while Holwell, which belongs to Somersetshire, is some distance in the county of Dorset. Gloucestershire has likewise a portion situate in Wiltshire; this is the case with respect to Myntey. Cascob, encompassed by parts of the county of Radnor, the Futhog Hills in Monmouthshire, and Farlow and the Clee Hills in Shropshire, all belong to the county of Hereford. Coleshill Green, belonging to Herts, is surrounded by parts of Buckingham

Id.

shire. Everton, belonging to Huntingdonshire, is actually in Bedfordshire. The parish of Lillingstone Lovell, in Oxfordshire, lies within the county of Northampton; as also does Boycot, likewise a part of Oxon. The reader, in casting his eye over the map of Shropshire, will also be struck with the singular appearance of Hales Owen and the Leasowes being in Staffordshire, together with the hamlet of Oldbury, belonging to the parish of Bridgenorth in the hundred of Stoddesden. Staffordshire also appears to have taken a portion of Worcestershire; while this county engrosses a portion of its neighbouring province Warwickshire; and Warwickshire again contains part of Worcestershire. Part of Wiltshire is in Berks. Lastly, the county of Worcester seems singularly insulated by a portion of Gloucestershire; and parts of Herefordshire are encompassed by the western boundaries of Worcestershire. The Isle of Thanet it is well known is a part of the county of Kent.

The reader is referred to our article BRITAIN, for the general statistics of the island and its political history to the period of the final settlement of its Saxon conquerors here, under Egbert. We now resume the statistics and the history of England, dist.nctly considered, until the latter merges in that of Great Britain under king James I

PART I.

STATISTICS OF ENGLAND.

England, in its general appearance, as in its size, claims the palm of superiority over the rest of our island. It is far more minutely cultivated than either Scotland or Wales. There is no topic on which an Englishman may more proudly exult than the scenery of his native country. If, in particular points of natural grandeur, other countries, and even other parts of Great Britain, may outvie England, she presents a union of the agreeable with the grand and imposing, of the confirmed works and triumphs of art, with the magnificence of nature, no where else to be found. We are not destitute of the lofty mountain, the craggy rock, and the dark moor, as an occasional contrast to scenes more attractive in their individual features. We have also our architectural antiquities, great in ruin, and still greater in the moral and patriotic associations connected with them. But in the gentle undulations of hill and vale, crowned with wood, fertile in corn, or overspread with cattle; in the high cultivation and elegant disposition of our scenery, we are unrivalled. No where is there such a source of scenic beauty in rural and general opuence.

In our article BRITAIN we have noticed the great mountain ranges of England. Of about

forests, mostly planted by the first Norngs, not more than four remain: Windsor, orest, Dean Forest, and Sherwood Forest; re are now scarcely any woods which do ong to some nobleman's or gentleman's are not attached to some of the royal . Neither is the face of the country so liversified with lakes, meres, or fens, as y. The district now most properly ted as the Fens is comprised in the conparts of Northamptonshire, Lincolnshire, dge and Huntingdon, with the northern of Norfolk and Suffolk. But the improvea agriculture, and the practice of drainage ral, have converted numerous extensive 9 of fenny and marshy districts into arable There are, however, several beautiful and e lakes; particularly those of Cumber'estmoreland, and Lancashire, which are eded, in extent or picturesque effect, by thers in the known world.

ella, speaking of the small but exquisitely I lake called Brotherwater, remarks, “I ver seen a single spot more beautiful or nemberable. The mountain behind it f the highest in the country, and forms a which a single old mansion stands in field among old trees. The most rigid nites could not wish for a place of more lusion. Out of this lake flowed a little ear, rapid, and melodious; we crossed it, path lay along its banks. How often op and look back, and close my eyes to em again, as if repetition could better the landscape upon remembrance than ty! The delight I felt was mingled with y a sense of transitoriness;-it was even to behold scenes so beautiful, knowing hould never behold them more.' We ow this pseudo-traveller, but real poet, to another of our lakes: that of Keswick. s something in this place,' says he, more scenes of enchantment in the books of than like any thing in our ordinary a building, the exterior of which proII the conveniences and elegancies of ounded with all ornamental trees, in a and, the whole of which is one garden, in this lovely lake, girt round on every these awful mountains. Immediately it is the dark long western mountain randelow the contrast between this and d, which seemed to be the palace and of the Lady of the Lake, produced the t of pleasure that a tale of enchantment and we beheld it under circumstances eightened its wonders, and gave the nething like the unreality of a dream. bright evening, the sun shining and a e clouds hanging motionless in the sky. is not a breath of air stirring,-not a ipple, or wrinkle on the lake; so that it ike a great mirror, and represented the mountains, sky, and clouds, so vividly e was not the slightest appearance of The great mountain-opening, being rethe shadow, became a huge arch, and hat magnificent portal the long vale was tween mountains, and bounded by

mountain beyond mountain: all this in the water, the distance perfect as in the actual scene,-the single houses standing far up in the vale, the smoke from the chimneys,-every thing the same, the shadow and the substances joining at their bases, so that it was impossible to distinguish where the reality ended and the image began. As we stood on the shore, heaven and the clouds and the sun seemed lying under us; we were looking down into a sky, as heavenly and as beautiful as that over head; and the range of mountains, having one line of summit under our feet and another above us, were suspended between two firmaments.'

The most extensive plains of England are, as we have noticed, in the eastern and southern shores of the island. The great centre plain spreads from the banks of the Thames to those of the Humber, and even beyond that river. It therefore includes a great part of Essex, Suffolk, and Norfolk, with the margins of the bordering counties; thus embracing nearly the whole eastern side of England. The Wealds of Kent, Surrey, and Sussex, form another extensive plain, stretching from Ashworth, in the first county, to Petworth in the last; and separating the South Downs, and the northern range of chalk hills in Surrey and Kent. Its length is between sixty and seventy miles, and its surface about 1000 square miles. The wide-spread district, called Salisbury Plain, is an open country, resembling the Sussex Downs.

The principal vales of England, denominated after its greater rivers or towns, and the scenes of its greatest fertility, are, beginning northward, those of Carlisle in Cumberland, encompassing that city; that of Coquet, in Northumberland, through which a river of that name flows, and greatly noted for its agricultural luxuriance. The vale of the Tyne, in the southern part of the same county, richly and beautifully variegated. The vale of Stockton, embracing both banks of the rapid Tees. The vale of York, one of the most extensive and fertile in the kingdom, containing 12,000 square miles of surface, intersecting that county from north-west to south-west, is separated from the vale of Stockton by a narrow district of almost imperceptibly rising ground. It stretches thence to the Humber, and is refreshed by the numerous rivers and streams which are tributary to the northern Ouse. This luxuriant vale abounds in timber, and affords ample returns of agricultural products. A branch watered by the river Derwent, diverges towards the north-east, and separates the Wolds from the eastern Moorlands. The vale of the Mersey includes the margins of Lancashire and Cheshire; while much of the central regions of this last county form that of the Dee. The valley of the Severn is an extensive tract of rich land, commencing near the borders of Wales, and, traversing Monmouthshire, Shropshire, and Gloucestershire, is divided by slight elevations into the district of Worcestershire, and the vales of Gloucester and Evesham. A great proportion is appropriated to pasture.

In the west of England, the most attractive vales are those of Exeter and Taunton: the for mer, stretching from the Tiverton hills to the sex, 2T2