The Sun.
London, England, 1849-08-03 00:00:00

THE NORTH KENT LINE.

The opening of a new metropolitan line invariably
gives rise to a great deal of excitement in the rail-
way world, but the South-East-rn Company, no
doubt from prudential motives of economy, have
abandoned the custom of celebrating the completion
of new and important works with a public entertain-
ment, and commenced the operations of the North.
Kent Line in a manner at once quiet and unostenta-
tious. The opening of this line has not been made
the occasion of a gastronomical festival, nor did it
call into existence any strong display of feelings in
the various towns and villages it will accommo-
date; and yet few lines have created such fear-
ful feuds and desperate contests as the North Kent,
whose history is as instructive as it has been eventful.
Many years ago, when railways were looked upon as
a wild and extravagant vision of a theorist, and
public writers did not scruple to denounce their
author as a madman, some enterprising and far. seeing
men concocted a scheme for connecting the Dover
coast with the metropolis, and shortening the com-
munication with the continent by means of a loco-
motive tramway. That project followed almost the
very same route as the present North Kent line, but
in their blind prejudice against such undertaking,
which ignorance and cupidity induced them to
believe would destroy the beauty of their country,
the inhabitants of North Kent so strenuously
opposed it, that the promoters, whom they looked
upon as ruthless invaders, were compelled to abandon
the work. As time, however, advanced the absurd
tears of the multitude, although not entirely ob-
literated, were greatly diminished ; one of the busiest

of our manufacturing- districts had begun to experi-
ence the utility and advantages of the iron tramway,
which was to cut up and disfigure the country, while
scientific men had convinced themselves that the in-

vention of Stephen&on was not to be ridiculed as the
fantastic creation of a lunatic's brain. Another at-
tempt was thrtrefore made to introduce a rail-
way into the fertile and picturesque valleys
of North Kent, but, alas ! like its predeces-
sor, it proved of no avail, and, almost
in utter despair, those whom the Kentish people are
now disposed to look upon as their benefactors were
compelled to adopt the circuitous route of Reigate,
which was attended with more success, and ulti-

mately the existing South-Eastern and Dover Rail-
way was sanctioned by the Legislature, and con
strutted by its bold and enterprising promoters. Now
came another epoch in railway history. Experience
having demonstrated that railways were not alone
highly useful but inordinately profitable, the prejudice
against them gave way to sudden feelings in their
favour, and Parliament propounded the absurd
and dangerous principle that competition was
as good for the public, when applied to
railways, as any other branch of trade.
No wonder then that rival schemes sprung up to op-
pose nearly every successful company in the king-
dom ; nor, when one looks at the position of the South
Eastern, is it surprising that it came in for more than
its full share of the ill-luck of the period. In a
word, then, the scheme of the- North Kent line was
revived by strangers upon a gigantic scale, and those
who had years before been drivers from the country,
saw that their opponents were received with open
arms. They, however, successfully resisted the
scheme in Parliament, and during the following re-
cess both parties again entered the field to
prepare for one of the severest contests
that was ever witnessed in Parliament—
a contest, too, which the South-Eastern Company had
to maintain at a ruinous sacrifice. In this contest there
were three parties engaged, the South-Eastern, the
North Kent, and the Great Kent Atmospheric. The
North Kent Company proposed to run from Green-
wich to Gravesend, and on to Canterbury, and thence
to Dover, thereby forming a new and independent
line to the coast. The South-Eastern Company pro-
posed a similar line, and with far greater claim to its
possession. Both lines were rejected as they were
proposed, but the South-Eastern Company obtained
the present line to Gravesend, thereby setting at rest
for ever the question of a North Kent line.
Such then is a cursory history of the line which we
now propose to describe, and which, in all probability,
is destined to become as popular and as profitable as
it was formerly ruinous to its promoters and hateful
to the Kentish people. The Bill sanctioning its con-
struction received the Royal assent in August, 1846,
consequently its construction has occupied some
three years ; but, if we are not mistaken, disputes
with one of the contractors has led to considerable
delay in the opening. The line as far as Gravesend
is twenty-five miles and four chains in extent; but,
added to the Gravesend and Rochester, which is
incorporated with it, the total mileage amounts to
about thirty two miles. The estimated cost, as
specified in the Act, is 1,333,0001., but the actual
cost, when added to 310,0001., the price to be paid
for the Gravesend and Rochester, will fall
below that sum, and make a very moderate
total. The line commences in junction with
the Greenwich Railway near to Deptford, passes
Lewisham, crosses Blackheath, and through a tunnel'
on to Woolwich. Traversing Pluinstead Marshes,
it reaches Erith, where pretty views of the river are
obtained on the one hand, and glimpses of woodland
scenery on the other ; and then it arrives at Dept-
ford, which, with Woolwich, Gravesend, and Strood,
form the most important stations. Leaving Deptford,
the line ascends to Greenhithe, where the river is seen
meandering through a valley, while looking backwards
the Pool may be observed thickly packed with col-
liers, whose myriad masts present the appearance of
a huge forest. Still mounting from Greenhithe, the
line enters Greenwich, which has been provided with
an elegant and commodious station, and then emerges
on to the banks of the river, which at this point is
seen to greater advantage than before. Keeping
along the side of the old canal, it penetrates the well-
known Rochester Tunnel, and terminates at the
Medway, with the ruined old castle frowning upon it
from the opposite eminence.
Although its traffic will be principally of a pleasure
character, the line has been well and substantially
constructed, and the way is already sufficiently con-
solidated to admit of the trains passing over it with
ease and rapidity. It traverses a country as remark-
able for the beauty of its scenery as the wealth of its
inhabitants, while the monotony of the journey is
ltiihuve
evrasee
,dvveo
nbeflsytothaeoit cinncodgani leoi
mon
hand,
glimpsesidn, its pafa unctssail,
surface.
of the
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aotchree.a
vvnfio:ibitdlhes
mon-
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on the other, the whole route has an enchanting and
enlivening appearance, and when we remember the
success which has attended the Richmond line, we
have no fears for that of the North Kent,
since the scenery of Gravesend, though not
so romantic is still preferred by the Londoners, who
are essentially a pleasure-seeking people, to that of
itichmond ; besides the amusements, which have re-
ceived a considerable impetus from the opening- of the
line, are far more numerous at Gravesend than at
Richmond, and the pleasure-seeker who can break-
fast at his own home, and leave by the 9.30 train, will
have ample time to inspect the historical relics of
Rochester, or the fortifications of Chatham, and then
returning to Gravesend to visit Rosherville Gardens,
stroll to Cobham-park, or loiter for a while amid the
cultivated grounds of Springhead. The line is worked
with a very liberal time-bill and low fares.
Between Woolwich and London, where the traffic
upon the newly-opened railway is already very good,
there are twenty- nine trains daily each way. In
other words, the trains from London to Woolwich run
every half-hour from 7.30 A.M. to 9.30 P M., and
those from Woolwich every half-hour from 8 A.m. to
11 P.M. The trains from London to Gravesend run
hourly from 7.30 to 9.30; and from Gravesend also
hourly from 7.20 to 10.20. The fares to Woolwich
are ls., 9d., and 6d., the distance being performed in
26 minutes; and from London to Gravesend 35., 25.,
and ls. 6d. The day tickets to and from Gravesend
are 55., 3s. 6d., and 2s. 6d., and the jonrney is made
in 1 hour 6 minutes. The trains to Rochester
run also every hour from London-bridge, and the
fares are 4s. 6d., 35., and 2s. ; the distance

is gone over in an hour and a half.
The day tickets are Bs., ss, 6d., and 3s. 6d.
The early and late hours at which passengers can
leave the one terminus for the other, and the rapidity
and certainty of their transit, will be no less beneficial
to the inhabitants of Woolwich, Gravesend, and Ro-
chester, than profitable to the South-Eastern Com-
pany. By the present arrangements the man of busi-
ness can leave Gravesend at 8.20 A.M., and arrive at
his office in the City 20 minutes before 10 o'clock,
and he may leave his office at 5.15 in the afternoon,
and be with his family in Gravesend at 6.45. If busi-
ness detain him in London, he can start by the 9.20
train, and reach Gravesend at 10.36. The annual
ticket-system has also been adopted, and to and from
Gravesend the charges are—for first-class, 251.,
second-class, 201. So much, then, for this important
line of railway, whose operations during one single
week only have realised the expectation of its pro.
prietors, and justified the original calculation that it
would yield upwards of 100.000/. a year.

THE CHoLERA.
RETURN OF CASES, Ana 2.
Attacks. Deaths.
In London and vicinity
In England and Wales
In Seothind

Total.

BRISTOL AND EXETER RAILWAY.—A representa-
tion having been made to the dirketors of this railway
that considerable accommodatiem would be afforded to
parties frequenting the Bristol markets on Thursday, if
one of the late trains were allowed to stop at the Ban-
well station that day, those gentlemen at once passed a
resolution in accordance with the wishes of the parties
interested; so that now the 7.35 P.M. train ;from 13ristol
stops at Batmen on Thursdays, in addition to the other
stations at which it previously called.
Accounts from Marseilles report a further ri,.e in
the prices of fine Silks,with firmness in ttie quotations
forinferior. points§ pm tolerably fietiTe.

THE MAGAZINES, &c.
BENTLEY.

The present number of Bentley contains a most
interesting paper by P. G. Patmore, entitled "Recol-
lections of the late Lady Blessington." Mr. Patmore
had been for many years on terms of intimacy with
Lady Blessington, and these recollections are penned
in a spirit of affectionate regard for the memory of
the dead. Lady Blessington, according to Mr. Pat-
more, possessed a " genius," for it was nothing less,
for conversation. The drawing-room was to her
what the Hone of Commons was to Pitt or. Fox, and
if, to quote the words of Mr. Patmore, " there never
was a woman rmze truly fascinating than Lady Bles-
sington, it was because there never was one who
made less effort to be so." This notice is interspersed
with several anecdotes of Byron, with whom Lady
Blessington was on terms of intimate friendship during
his residence at Genoa. The author of "Melton Mow-
bray" contributes a most amusing anecdote, entitled
" Marriage a la Mode—de Paris." Our French
neighbours seldom marry for love. On the Continent
marriages in general are marriages de convenance,
matters of bargain and sale, the priest being in general
the negotiator. It so happened that a certain Julie
St. Germain, rich, and of good family, was, like many
other hi 2;h-bred young ladies, an inmate of the convent
of the Sacre Cceur,NN hich may be considered the mar •
riage mart. She was there submitted to the inspection
of the Marquis de —, an old broken down rake, ap-
proved of, and the day fixed for the wedding. Now
it so happened that the day appointed for the wed-
ding was exceedingly wet, and every one who knows
Paris knows that two hours' rain will at any time
transform the French capital into a vast lake of mud.
We give the conclusion of the story in the author's
own words :

" The carriage was at the door, and the bridegroom
in baiting, the Marquis was standing by the side of
the gentle Jtilie, looking on his intended wife for the
third, or, at most, for the sixth time in his life, know-
ing her as well, and caring for her as much as the man
in the moon heeds a daughter of Eve. What of that?
the match is to come off; so, with the politeness of the
old school, he takes the hand of the fair Julie and leads
her to the carriage.
" It might have been that poor Julie trembled at the
Idestiny she was about to fulfil; it might have been the
grease of the pavement, or the fault of the carriage
step, or one, or both, or the three united—the sad
truth is, that Julie, in attempting to enter the car-
riage, made a false step, her tiny foot splashed in the
gutter, and in so doing covered the-bridegroom's peer-
less dress with the blackest of muddy water.
' Mon Dieu I cnmme elle est bete I ' muttered the be-
spattered man, as his lips turned white with rage, and
his teeth ground down the resentment he longed, yet
dared not, to utter. It was hut a moment—a heartless
smile, a bow, a something said, soon followed, but it
was too late. The inward man had peeped out, Julie
had seen it, and her determination was taken.
" Once more the Marquis offered the hand which had
been splashed away; without uttering a. word Julie ac-
cepted the proffered assistance with a slight, but very
slight, bend of her graceful neck. The second attempt
was successful, and without further' accident she took
her seat in the carriage. There she sat in deep, unbroken
silence; not a word was spoken as the dashing equipage
hurried to the Mairie; in silence she ascended the stairs
and stood befor the Mayor himself. If her cheeks were
pale as the budding leaves of the white, white rose,'
her air and carriage were not wanting in dignity; if
her rounded lips were closed like coral on the ivory be-
neath, there was a something there which in silence
spoke—decision.
"It is an old adage which says, silence gives con-
sent;' and so it seemed in this case. At all events no.
thing was done to interrupt the ceremony, all things
progressed in proper routine, the usual formalities con-
tinued without let or hindrance until the Mayor ad-
dressed Mdlle. Julie and asked, Will you take this man
.to
be your husband?'
"6 Pas si bete was the ready and laconic answer of
the gentle Julie, as she revenged the insult offered by
one lock of indignant contempt. The next moment
she turned proudly from the aide of the Marquis and left
him to his late.
" That fate was not the most enviable upon earth.
The clever and spirited retort of the gentle Julia flew like
lightning through the salons of Paris. In the clubs, the
streets, the drives, and walks, ever and everywhere, pas
si Ute was quoted in the ear of the deserted Marquis.
The laugh was so completely against him. He was,
if I may use such free translation of a word untrans-
latable, he was so universally baited, that he was only
too happy to make bis escape, and leave the fair Julie
to rejoice for once in the mud of dear dirty Paris."
The Coroner's Clerk gives us the commencement
of the story of Sir Philip de Fontenay, which
promises to be one of exciting interest, and the
delightful " Wayside Pictures" are continued, our
author taking us through the valley of the Meuse
to Liege, through the valley, of the Ourt and through
the valley of the Vesdre to Spa. Sylvanus continues
his sporting recollections, and there is another chapter
from the " Memoirs of Chateaubriand." Bentley also
contains some poetry much above the usual average,
of magazine poetry. " Poetry versus science," by a
Frenchman, is a lively sarcastic poem in the Don
Juan stanza, and is among the best imitations of the
Byronic metre and the Byronic mode of thought
that we have met with of late.