The Sun.
London, England, 1861-01-17 00:00:00

THE SUN, LONDON, THURSDAY EVENING, JANUARY 17, 1861.

PUBLICATIONS.

THE MOST ATTRACTIVE GIFT BOOK OF
THE SEASON.

Price, in Cloth. 2ls.
in Morocco lls. ed.
in Morocco, bound by Heyday. £2 2s.
ELIZA COOK'S POEMS,
Selected and edited by the Author.

Illustrated with exquisite wood engravings by the brothers
Dalziel, from designs by John Gilbert, Harrison Weir, John
Watson, Duncan, Wolfe, and other celebrated artists. An
excellent Likeness of the Author, from a Photograph by
John Watkins, engraved by Frank 11011, forms the frontis-
piece.

. -
" It is a real treat to see a volume so rich hi beauty as this
—a volume in which the sister arts of poetry and painting are
so fitly represented ; and, therefore, it cannot be too strongly
or too cordially recommended to all who love both, and
who delight to witness them in such happy combination."—
Observer.

"It is not necessary to say more to guarantee the complete-
ness of the work, ana we show our appreciation of its merits
by transferring three of the illustrations to our columns."—
Illustrated London News.

Ntessrs. Routledge, Warne, and Routledge, Farringdon-
street.

Now ready, in 1 vol., 10s. 6d., bound and illustrated,

TWELVE O'CLOCK. A CHRISTMAS
STORY. By the Author of "Grandmother's Money,"
dm •

"A brisk, racy, animated tale, of well-sustained interest.
For a Christmas fireside entertainment nothing can be better
than ' Twelve o'Clock.' "—Sunday Times.
Hurst and Blackett, 13, Great Marlborough-street.

NEW NOVEL BY THE AUTHOR OF THE " MORALS
OF MAYFAIR."
Now ready at all the Libraries, in 3 vols.,

THE WORLD'S VERDICT.
By the Author of

"THE MORALS OF MAYFAIR," "CREEDS," &c.
Hurst and Blackett, 13, Great Marlborough-street.

THE QUARTERLY REVIEW, No. CCXVIL,
Will be Published NEXT SATURDAY.

CONTENTS.

I. Canada.
11. Welsh Literature.
111. Iron.
IV. Motley's United Netherlands.
V. Italy.
VI. Dotzs of Romance and History.
VII. Oxford Essays and Reviews.
VIII. Finance and the Income Tax.
John Murray, AlbemarlG-street.

THE PRESENT DISTRESS IN TRADE
fully explained in J. GROSSMITII'S
" GOVERNMENT UPON FIRST PRINCIPLES."
The cause is there predicated of the monetary difficulties ex
perienced In 1860. The Crisis is at hand. Anxiay in busi-
ness has now become the grim torture. Purity of motive,
intelligently exercised, must animate all Governments, or all
is lost, All denominations of Constitutions are carefully
examined in J. Grossmith's "Government upon First Prin-
ciples."

Kent and Co., late Piper and Co., Paternoster-row.

S K I N.

DISEASES OF THE
By ROBERT J. JORDAN, M.D.,
Licentiate of the Royal College 01. Physicians, Edinburgh,
Member of the Royal College of Surgeons. England .lic., Sze.

DR. CURTIS' MEDICAL WORK, MANHOOD:

k MEDICAL ESSAY ON NEUVOUS AND GENERA-
TIVE DISEASES.

lust Published, the 150th thousand, with numerous plates,
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DR, MARK AND His LITTLE MEN
At St. James's Hall, Regent-street and Piccadilly.
Last Concerts in London, owing to their provincial engage-
ments. Their next appearance will be duly announced.
Their Last Concerts in. London will take place in the follow-
ing order :
THIS EVENING, THURSDAY, Jan, 17,
At Eight o'clock,
TO-MORROW EVENING, at Eight o'clock,
And the TWO LAST CONCERTS on SATURDAY, at half-
past Two and Eight o'clock.
Stalls, is. ; Balcony, 35.,. Area, 2s. ; Gallery, is. Tickets
may be obtained at Mr. Mitchell's Royal Library, 33, Old
Bond-street, W.

UCKLEYS'.—To-night at 8. Great attraction
I-, for the CHRISTMAS HOLIDAYS. Grand Extra
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Afternoons at 3, and the usual Repre entation at 8 every
Evening. ST. JAMES'S MALI, Piccadilly. Stalls, 35.;
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area, 2s. ; amphitheatre, Is. -A plan of the stalls may be
seen, and seats secured (without extra charge), at the Box-
office, from 10 till 4. Morning Performance, Saturday, Jan.
12.

POLYTECHNIC INSTITUTION (Limited).—
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Suppers as usual after the Theatres.

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*** Ask for PARR'S LIFE PILLS.

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after taking it. Prepared only and sold by W. Lambert,
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in bottles, 13! d., 2s. 3d., and 4s. 6d. each. Be particular and
ask for Lambert's Asthmatic Balsam.

well-known
tawhneedilproportions
oidgpehoartt
yhti
0;
nms
whichouoslflt
aaa
dkt taken
mask,e ud fallenp,
howeveroacnno
and
nihdiea r
rrseceaadl r
reliablecvei
sfaceya visage
f heoaraff
rlt,oeemr
the
served, CN
shapevtOit Le h
without the aid of those portraits from the life, to give us
any notion of the man's proper countenance as he looked to
the world's eyes 200 years ago. Combining these with
several other aoueces of information, we have a most pre-
possessing and, in our judgment, a characteristic figure of
him who was not only our uncrowned monarch, Protector,
Dictator, Dodge, Captain, or President, but also the stout
and large-hearted Englishman, Oliver Cromwell, whose
memory is worthy of immortal gratitude and respect. Of
him, or of another person, the modern evangelist of hero-
worship, has touchingly though so quaintly said, "he
was our brother, and a good, not a bad man." And
moreover as a great one, his remembrance should be
freshly and vividly kept in our sight. It is a dutiful and
laudable care to preserve by diligent study, and by the
imaginative, divining, and restoring power of art, the visible
lineaments of his once mortal body. That face which kin-
dled with noble enthusiasm to deliver England and the
Christian community from the civil and spiritual bondage
then threatening both the State and the Church—that front
which bore the furrows of huge anxiety and labour, and
which was seamed with the blaze of battle for the sake of
our commonwealth—which baffled all treasons and brow-
beat all enemies of this country as long as Cromwell lived,
could beam with mild good-humour on his nearest and most
trusty companions. In this mood we seem to find him in the
bust which will probably soon be exhibited to public view.

RAILWAYS AND PUBLIC COMPANIES.

NORFOLK ANn EASTERN UNION.

The directors of these companies think it proper and
necessary to lay before their shareholders the following list
of railways affecting the associated companies which are
proposed to b 3 submitted to Parliament in the ensuing
session :—New lines directly promoted by the Eastern
Counties Railway Company-1, cross line from Sudbury
to Clare, Haverhill, and Great Shelford, 31} miles ; 2,
extension from Sudbury line to Lavenham and Bury St.
Edmunds, 16 miles; 3, Branch to Wisbeaeh Harbour, 1/
miles—total, 494 ' miles, with a proposed capital of
£600,000. New lines indirectly promoted by the Eastern
Counties Company—viz,, cross line from Bishop's Stortford
to Dunmow and Braintree,lB miles, capital £120,000; under-
ground line from Eastern Counties to Finsbury-circus, 1/
mile, capital, £600,000; East Anglian Extension from Lynn
to Hunstanton, 141 miles, capital, £60,000; branch from
Audley-end to Saffron Walden, 1/ miles, together 36 miles,
making with the preceding 851 miles, and the capital
£1,405,000. The lines promoted by new companies are
the "Direct Bury," from Fenchurch-street station to
Bury St. Edmunds, and branches, 63a miles, capital
£600,000; the Mid-Eastern and Great Not them Junctien
(Bury St. Edmunds to Thetford, Swafinam, Lynn, and
Sutton-bridge), 40/ miles, capital £375,000 ; line from
Great Northern at Hornsey to Eastern Counties at Totten-
ham, 2/ miles, capital £120,000 ; Tendring Hundred Exten-
sion, Brightlingsea, 5 miles, capital £25,000, making 1121
miles and £1,120,000. The new lines promoted by existing
companies are the Colno Valley Extension (Haverhill to
Cambridge), 171. miles; ditto (Chapple to Colchester), 7a
miles; and ditto (branch to join Clare and Sudbury), 4.1
miles; together 291 miles, and £220,000 capital.
The report states that the shareholders eve aware that for
a series of years past it has not been the policy of the Eastern
Counties Railway Company (by which the active manage-
ment of the associated system has been assumed) to promote
or encourage any new lines within the district over which
the system extends. The effect of this policy is best
estimated by regarding its consequences. For a long
period loud and reiterated complaints have been made by
residents and by the public of want of railway facilities
within the district. The traffic of the associated lines has
shown no elasticity; it has not increased in proportion to
the increase of other great lines of railway, or even in pro-
portion to the increased population or commerce of the dis-
trict itself. Parliament has by no means on all occasions
confirmed the policy in which the Eastern Counties has
persisted. In several instances Parliament has sanctioned
new lints promoted by independent parties, despite all the
opposition the Eastern Counties Company could offer. By
such concessions Parliament has practically compelled the
Eastern Counties to provide railway accommodation for
important ; districts by conceding lines to other
companies with whom the Eastern Counties has
been driven to make terms. Despite such warn-
ings, the Eastern Counties has, during the last ten years,
only in one instance taken the initiative in constructing a
new line. The North London having proposed an in-
vasion of the territot y by a new line of railway froth Hack-
ney into the rapidly increasing suburbs of Wa ltham stow and
Woodford, the Eastern Counties, knowing that this would be
the commencement of a more extended aggression, was com-
pelled, for self-protection, to propose and construct the line
from Stratford to Loughton, in Essex, passing through the
district which the North London desired to accommodate.
This Loughton line is rapidly developing a most important
traffic. In the session of 1859, the London and North-
Western Railway Company, in conjunction with local land-
owners, promoted a line of railway from Bedford to Cam-
bridge, with a v iew ostensibly to serve the district and bring
Oxford and C ambrid ge into direct communicationby anorth-
western route. It is observable that the Eastern Counties
formerly obtained Parliamentary powers for the occupation
of this country by a line from Cambridge, but allowed such
powers to expire. In 1859 they opposed the London and
North-Western attempt to get the country ; and, the
Great Nor theca also opposing, the North-Western failed.
But last year, in the session of 1860, the Bedford and Cam-
bridge line was renewed, and, the Great Northern not op-
posing, an act for the coasts action of the line was conceded
by the Parliament. A new entrance was thus obtained, by
a great and powerful company, into the town of Cambridge.
In the same session of 1859 Mr. Baxter, acting for a body
of gentlemen locally interested in the district, promoted a
short line of railway from Halstead to Haverhill, in the
very centre of the triangle. This line, apparently unim-
portant in itself, as running through a thinly populated
country, and uniting only two small towns, obtained an
adventitious importance by reason of the position assumed
towards its promoters by the Eastern Counties, who would
not consent to work the Halstead line, and this little rail-
way, 51 miles in length, was ultimately obliged to hire en-
gines and carriages in order to work its traffic on to the line
of its opponent. The company thus treated declared its
intention of obtaining retribution. The Colne Valley and
Halstead line pointed from Colchester towards Cambridge,
and its promoters, exasperated by the Eastern Counties,
openly avowed their intention of getting a direct through
route from the one place to the other. The act obtained by
Mr. Baxter to extend their line from Halstead to Haverhill
was the first step towards attaining this object. The re-
maining steps will be found in Parliamentary notices given
by Mr. Baxter for the ensuing session, for lines which will
carry the " Colney Valley and Halstead.' from Haverhill
to join the North-Western line at Cambridge, on the one
side, and for a new line to carry it by an independent and
direct route from Chapple into a new, independent, and
more convenient high-level station at Colchester, on the
other. It is scarcely needful to point out to shareholders
that these lines (if carried out, as may be supposed, under
London and North-Western and Great Northern auspices)
would effect an encroachment in the very centre of the
triangle, and would carry, between two of the best towns
of the system, Colchester and Cambridge, a direct line of
railway, which must divert from the company's other lines
of road the traffic passing north-west and south-east over
the associated system. The invasion is so obvious, its

danger so imminent, and its ultimate effect so apparent
that the Eastern Counties' management, aroused at length

from its apathy, has found itself obliged to propose, in
self• defence, a new line from Sudbury, by way of Clara
and Haverhill, to join its Cambridge lino at Great
Shelford. This projected line runs nearly parallel with
what is best known as " Baxter's line," but it does not
afford that which " Baxter's line" proposes as the great
feature of that scheme, a direct communication between
Colchester and Cambridge. The directors of the Norfolk
and Eastern Union companies think it right that their
shareholders should be apprised that, in proposing this and
other lines of railway for the next session of Parliament,
the Eastern Counties' management has acted on its own
solo responsibility, and, except in a solitary instance, with-
out consulting the joint committee of the associated com-
panies or their respective boards. The directors state that
they have always been ready and willing to concur in any
projects that might bo proposed to them for the protection
of the district or the development of the traffic. But while
proposing to employ the capital, and while pledging the
dividends of their co-partners, the Eastern Counties have
not thought it needful even to ask the opinion of those co-
partners as to the policy to be pursued under circumstances
which affect alike all the companies of the associated sys-
tem. The report then, at considerable length, adverts to
the other proposed invasions of the associated companies'
district, showing that the " Block lines" proposed by the
Eastern Counties Company will neither accommodate the
district nor prevent the making of competing lines to meet
the local requirements.

WEST MIDLAND AND MONMOUTHSHIRE.'
It appears that negotiations are pending ,between the
directors of the above companies for leasing the Monmouth-
shire undertaking to the West Midland Railway. The
Newport dock is to be purchased by the Monmouth-
shire Company, and handed over at cost price to the
West Midland Company oz the completion of the pro•
posed arrangement. The terms have not yet been
arranged, but it is understood that the rent is to be equiva-
lent to yielding 51 per cent. on the ordinary capital of the
Monmouthshire, and the managing committee of the
latter are to be allowed £1,500 a pox fox exPentsoo, It ie

PRICE 4D, STAMPED, SD.

supposed that on the completion of the Worcester and Here-
ford section of the West Midland a considerable traffic
will be obtained by the West Midland from the proposed
leasing or amalgamation, if sanctioned by Parliament and
agreed to by the shareholders of both companies.

NEWCASI LE, DER,WENT, AND WEARDALE.
The object of this undertaking is the construction of a
railway from Newcastle and Gateshead through the Valley
of the Derwent, and thence by Bishop Auckland to a junc-
tion with the South Durham and Lancashire Union Rail-
way, neer to West Auckland, with several branches. The
cost is estimated at £450,000, to be raised by new shares,
with power to borrow £150,000.

STOCKPOR,T, TIMPERLEY, AND ALTRINCHAM.
The estimated cost of constructing a railway between
these points is estimated at £150,000, to which the Great
Northern, London and North-Western, and Manchester,
Sheffield, and Lincolnshire are to contribute.

DAGENHAM (THAMES) DOCK.
It is proposed to construct an additional dock on the
nortlibank of the Thames, at Dagenham Reach, in Essex
and Kent, at an estimated cost of about £lOO,OOO.