The Sun.
London, England, 1835-11-07 00:00:00

GRAND SURREY DOCK, CANAL, AND
JUNCTION RAILWAY COMPANY..
CAPITAL, XffiX),llo6.
PROVISIONAL, ,
With Power to add to ttleir
Peter Dickson, Esq. illiam Home, Esq.
Angus Duncan, Esq. Sir William Heygate, Bart.
Adam Gordon, Esq.. • Francis Newdigate, Esq.
James Heygate, Fsq. Isaac Solly, jun., F.N.
Charles Walton, Esq.. •
BANKERS—Messrs. Smith, Paytse and Smiths.
ENGIN EER—H. Habberley Price, Es.q.) A.R, L. A.,
IP
• It G•s.,Sce.
4, Parliament-street WeStminiter.
SOLICITOR'S--Messrs. Chishohne, Hall, and Gibson,
64, Lincoln's-Inn-Fields.
S EC arrAar--••,-Sfutittel
The intention of this Oetitpgity is 1.5 ‘eßitplete the Grand Surrey
Canal from its present t'er'mite s, meter the Camberwell-road, into
the Thames at Vanihili, ise..rerning to the original plan, with mo-
ther comouniCation illto the River near. Deptford, affording
increased facility to the supply of coals, and all heavy commodi-
ties to the intermediate Southern districts, as well as a short, safe,
and easy transit to West Country Barges, thereby avoiding the de-
lays and dangers incident to the Navigation of the River, and
saving a distance of 94 miles in 7. •
But the most Important object they have in vietv, is to Lay a
Railway wit the north bank of the Canal when so riprilefed,;from
the' eethampton Railway, near Nine kits, 'fa, Dept.
foal, near the New Pier, connecting the 'sail% by branches with
the Greenwich and Croydtin Railways, evitheacing also the traffic of
the proposed Gravesend and Dover Tunbridge Wells, and Brighton
Railways ; with a branch to the Elephant and Castle, near to the
New South London Market the most central spot of the Metro-
polis), thus materially benefiting all these Railways, and forming
a Grand Trunk for all the Southern Railway cemmnnications from
the Metropolis.
A most important feature in this plan is, that for 3 miles out of
the 44 miles, from Deptford to Vauxhall, the base of the Railway
may be said to be already formed along the Canal Bank ; the ex,
pense of carrying it Upon arches, which, but for this convenie-,,te,
might have been expedient, is therefore entirely avoid'; and it.
will be throughout properly protected by parapet bn each side
thereof.
A careful Survey and Estimates hare been made, wheref4y
appears that a capital of 600,000/. will be sufficient to tellaplete all
the intended works, and includa the value of the Oeeks, Canal, and
all other property of the existing Company, with all rights and pri-
vileges to them belonging.
From.the best data which can be obtained, the result of w.hith is
shown' in the Prospectus, there remains no doOt *Whatever
that large and ample erofits will be realized frees. th undertaking.
Prospectuses may be had on Monday next, tend for further Infor-
mation apply to Samuel Travers, En.; Secretary, 2, White Lion
Court, Cornhill ; to whom all applications for Shares must be made,
by Letter, Post paid.
, The Shares are 54, each, and a Deposit of 2/. 10s. per Share
must be paid within Seven Days from the Appropriation of the
Shares.
The Report of the Engineer is published by Smith, Elder, and
Co., No. 65, Cornhill.
7th November, 1835.

NORTHERN and EASTERN. RAILWAY.
The Committee for promoting the Nerthern and Eastern
Railway have hitherto abstained from advertising any remarks on
the schemes of their rivals, but the open attack made on the Nor-
thern and Eastern line by the promoters of what is styled the Great
Northern line, under the superintendence of Mt: Oitbs, compels
them in their own justification to meet the alltations made.
When the Northern and Eastert, Uaittriittee first began to act,
they, found Mr. Cundy had IWojected a line, and that Mr.
Gibbs had published another, both proposing to have York as
their ultimate object. The Committee, unable to decide be-
tween these concurrent projects, sought for an engineer of
the highest character, ar_a selected Mr. Walker to examine
both lines and the whole country, with a view to point
out which was to be preferred. He made an elaborate report,
from which it a'epeared, that altheugh-Mr. Gibbs had published a
printed plan of his line, with details of its length and advantages,
and an estimP:Le of the expense of forming it, yet that such a line,
however well it might look marked on a map) was nowhere to be
f"-:A in the country. On this being complained of to Mr. Gibbs,
defence was, that his was only a speculative line not then sur-
veyed, although, as is before said, he had published its length and
and the expense of making it.

Mr. Walker, although he suggested various improvements in the
line of Mr. Cundy, yet recommended generally the country be-
tween London and Cambridge through which it was to pass, and
the Committee resolved to adopt Mr. Walker's line, and him as
their engineer.

Mr. Gibbs has persevered in publishing his line ; but some of the
most. respectable and influential members of his London and Nor-
wich Committees have withdrawn themselves from it, and the great
Committee formed at York, and who had hitherto appeared as the
supporters of Mr. Gibbs's line, now formally withdrew from him,
passed resolutions in favour of Mr. Walker's line, and in a body
joined the Northern and Eastern .Committee.

Mr. Gibbs has professed to have strong support in Norfolk ; but
at a great meeting of the county, attended by the members and the
most influential landowners (Sir Jacob Astley in the Chair), it was
resolved to support Mr. Walker's line. The same has occurred at
Yarmouth.

Mr. Gibbs advertises resolutions passed at meetings at several
places ; but it would be satisfactory, and no doubt useful to the
public, to know how many and who attended such meetings, except
the chairman, the engineer, the solicithr, and the secretary. This
remark does not apply to a meeting held at Saffron Walden, when
Lord Braybrooke presided, but th:a proceedings of which show that
even then Mr. Gibb's line w-us- not settled, for the meeting ad-
journed avowedly to givel;an time to report his line.
When, then, Mr. Gibbs states advantages of his line over that of
Mr. Walker, it wrAld be well that he first proved that he had yet
fixed on any brio.
As results engineering, the professed superiority of the great
northerl', line is in the levels, that the engines will carry a full
yetload by
cunations miles which incline one in 166 ; three miles, one
in 241; four miles, one in 81 ; and one mile and a-half, one in 111 ;
the rest•being nearly level. Now, to take the full load up the four
miles that rise one in 81 at the same speed as on the other parts,
unless fixed engines be used, there must be four assistant locomo-
tive engines, making altogether five engines for each load, and the
other inclinations in proportion, all arising from Mr. Gibbs's line
(for this is truly his own), riling upwards of 100 feet above the
Northern and Eastern line between London and Cambridge.
Beyond Cambridge, it is difficult to say what is the great
Northern line. There is here an evident want of fairness. Mr.
Gibbs, Mr. Cundy, and Mr. Wells, proposed keeping the low
ground of the fens by Erith, which would, it was thought,
give a level line, and the inclinations stated in Mr. Gibbs's
report refer to this direction. But after detailing his line,
which "runs for an extent of 54 miles principally through
fens," he proposes " deviations," whereby all his line and levi !.;
from Cambridge to Lincoln, are thrown overboard, but which Le
says, may be made with considerable advantage, " avoiding
many of the fens." He describes these " deviations," which
are an entirely different line from his, and, in fact, that recom-
mended by Mr. Walker for the Northern and Eastern, but the
levels Mr. Gibbs has given do not apply to it, as a perfectly level
line cannot be had in that direction ; indeed, it is chiefly here that
the rises of lin 330 on the Northern and Eastern line occur. Mr.
Walker reports them as unavoidable. Has Mr. Gibbs ever levelled
this line? The Northern and Eastern Committee have reason to
believe that he has not; but if he has done so, as he recommends
the " deviations," why not give them in detail, instead of those of
the fen line ? In fact, the fen line cannot be made unless at an
enormous expense for arching, from its interference with the navi-
gation and drainage of the low-lying but valuable district it passes
through.

So also of the saving of distance. Mr. Gibbs says he saves 10
miles. Now the saving between London and Cambridge does not
exceed half a mile (a small recompense for climbing 100 feet and
more.) If, however, a fen line be taken, the distance from Cam-
bridge to York may be shortened; but again, as Mr. Gibbs pre-
fers the "deviations " (or Mr. Walker's line) between Cambridge
and Lincoln, he has of course the same length, and all the saving
is therefore the half mile between London and Cambridge. Is it
fair, then, to hold out a saving of 10 miles?
But it is not only in the fens that Mr. Gibbs runs foul of drains;
the difficulty meets him at his very outset from London. Let any
one disposed to look impartially at the question only go to Goul-
stone-street, Whitechapel, where the Great Northern is to com-
mence—let him inquire the depth of the sewers under the ground,
and let him figure to himself the project of a railway sunk eighteen
feet under the surface for a length of nearly two miles, on a dead
level until it passes under the Regent's Canal, where it will be still
deeper, and then beginning to rise as it proceeds eastward towards
the Lea, and then let him ask himself what is to become of the
water? The question is not of easy solution, unless it be that a
canal, and not a railway, is to be formed in this cutting, for it may
be doubted if half the great northern capital would make a sufficient
drtin into the Thames, none of the present sewers being near the
requisite depth.

As respects costs, the difference between the two projects must
still be between London and Cambridge, and Mr. Walker considers
the lower line not only better but cheaper. If the " deviations"
be adopted beyond Cambride, the expense, with like inclinations,
will be the same ; but the cost of obtaining on that line anything
approaching the levels stated by Mr. Gibbs would exceed all rea-
sonable bounds.

The Committee have considered the above reply necessary for
the satisfaction of the subscribers; but they beg to state at the
same time that it is not their intention to take any further notice of
publications from the same quarter.
CHARLES ROWCROFT,I
SEPTINIUS HODGES, f Secretaries.
Northern and Eastern Railway-office,
56, Lombard-street, Nov. 3, 1835.