The Sun.
London, England, 1845-03-26 00:00:00

LONDON AND YORK RAILWAY.
The detailed Report of the Board of Trade having been pub-
lished, the Committee of Direction of the London and York Company
dawn it right to observe upon a few of the most glaring mistakes, ap-
parent on the face of it.

The Committee, however, must first acknowledge the favourable
opinions expressed of the London and York, compared with the
rival schemes in the following passages of the Report, viz. :
"As regards local accommodation, we are of opinion that the
merits of Use two schemes are equally balanced, and that either
would afford a very good Trunk Line between London and York ;"
and, again, "If we disregard for the present all considerations of ex-
pense, it may be considered that the London and York scheme, on the
whole, presegts a larger and more comprehensive system of commu-
nication." The Report, nevertheless, rejects the London and York
scheme, upon the ground of its being too expensive, and asserts that
the same ends may be obtained at much less cost, by means of 218
miles of new railway tstead of 327, the length of the entire London
and York scheme. TM Committee call attention to the fact, that
whilst the report on this plea of economy rejects the London and
York scheme, the whole of the lines actually recommended by that
report as substitutes, contain no less than 334 miles of new railway,
still leaving the public to travel from Cambridge to London (a dis-
tenco of more thAa.so miles) upon the existing Northern and Eastern
Railway, and tl'Mving the trunk lines into the hands of three sepa-
rate companies.
On the question of cost, the report of the Board of Trade states
" That the London and York scheme, as now proposed, could not be
completed with stations, metropolitan terminus, and the requisite
working stack of engines, carriages, &c., for a less sum than
8,000,0001." But the Committee beg to observe, that
the carrying establishment (which the report very mush
over estimates, at an average of 3,288/. per mile, or about 1,000,0001.)
was not included, not being required by Parliament to be included in
their estimate. The estimate sent to the Board, was for works only,
and amounted to 6,500,0001.. the difference therefore between that es-
timate, and the estimate put forth by the Board, is only 500,000/. ;
and when the Committee state, that no question or explanation upon
the estimate was asked by the Board of Mr. Cubitt, their Engineer,
nor the slightest intimation given that its accuracy was in any de-
gree questioned ; when it is also well known to the Board, that upon
a capital of 6,500,0001., Parliament gives the power of borrowing
2,166,0001. further, the Committee deem themselves warranted in
saying, the conclusion of the Board has been far too hastily ar-
rived at.

Another economical detail given by the Report is, that whilst the
London and York would cost 8,000,0001., the lines necessary to supply
its plaoe would only cost 4,250,0001. On this head the same kind of
fallacy prevails : the London and York scheme is estimated, including
carrying establishment, the others excluding that expense. Moreover
(as will be seen by the table below) instead of 218 miles at a cost of
4,250,0001., the Report recommends 334 miles at an expense of
8,788,0001. (a sum only 715,0001. short of the London and York esti-
mate), and if the carrying establishment of 1,000,0001. be added, at a
cost of 6,785,0001., which would be only 1,215,0001. short of the
8,000,000/., at which the Board estimates the London and York
scheme ; still leaving the trunk traffic to run over snore than fifty
miles of the existing Northern and Eastern Railway.
The London and York Committee are strongly impressed by the
fact that no one of the estimates for the lines approved hi the report
of the Board of Trade exceeds 18,0001. a mile (excepting the Far-
ringdon-street Extension, and except also the North end of the Direct
Northern, which is estimated at 22,0000, whilst two of them stand
at 8,0001. a mile, the Midland schemes at 13,0001., and the Grimsby,
for 60 miles through Lincolnshire, at 10,0001. per mile.. The whole
of the lines north of Cambridge which traverse precisely the
same country as that of the London and York, do not average
.14,000/. per mile ; and there can be no reason for saying
that the London and York lines in those parts would on the whole be
w,.uell-more expensive. With regard to the London end of the line,
the Report, with peculiar inconsistency, charges the London and
York with 29,000 L per mile, whilst it sanctions the Eastern Counties
estimate Irons Wertford to Iliggleswade, through twenty-five miles of
the same oomitry, at 18,0001, per mile. The Committee are assured
by Mr. Cubitt, and the Board or Trade's Report thruishes additional
reason to rely upon his accuracy, that the original estimate of
6,600,0001.—ab0nt 20,0001. a mile—will be Sufficient for every part of
the work.
On the subject of- traffic the Committee will only remark, that
as the Board of Trade is satisfied that the traffic of the district
will not only remunerate the outlay of 6,785,0001.—the estimates
fur the lines they approve—but that it will also pay a mileage
toll upon fifty miles of the Northern and Eastern—that toll would
be abundantly sufficient to remunerate the outlay of the additional
1,215,0001., making 8,000,000/., which would, even in the Board's
opinion, suffice to construct the integral line projected by the London
and York Company, ten miles shorter in its trunk, and more com-
prehensive in its local accommodation. By the schemes approved,
or rather suggested, by the Board of Trade, the traffic of the
district would be collected upon 334 -i- 30 = 384 miles of railway,
and the same traffic would be concentrated by the London and
York Railway upon 327 miles. The Committee are prepared to
show that the local traffic between Newark and Chesterfield, and
between Snaith and Wakefield, on the lines by the Board's Report
substituted for those lines front Bawtry to Sheffield, and from Don-
caster to NYakefield, would not add materially to the amount. The
Board's comparison of the London and York estimates of traffic with
the income of the Eastern Counties and Midlands, must be neces-
sarily Inconclusive ; since the Eastern Counties is not sufficiently ad-
vanced to enjoy the benefits of a through line, or even what may be
termed an extended line ; and the Midland average of 411. per mile
per week is made up for the year ending June, 1843, (and not 1844, as
stated in the Report) of the aggregate of three lines—the North
Midland, 72 miles bringing 54/. ; the Midland Counties, 57 miles,
bringing 421. ; and the Birmingham and Derby, 48 miles, bringing
281. per mile—the last line being a competing line with the second.
The entire Midland returns for the half year ending December, 1844,
are equal to 591. per mile per week for the year, and this includes only 41.
par mile for carriage of minerals, whereas, if, as the projectors of the
London and York assert, and the Board of Trade are pleased to ad-
mit, the district of the London and York and Eastern Counties will
be supplied with coal by those lines, the mineral traffic alone must
necessarily be equal to 201. per mile per week.
The Committee are not only fully prepared to prove the ample
traffic on their line—and that their estimated income of 1,000,000/.
ie not, as alleged in the Report of the Board of Trade, exaggerated
—but so far from their income being dependent upon the difference
between three halfpence and twopence-farthing placed on part
of their passenger income, or upon their security from competition,
they are in a condition to show that even one-half of their whole
estimated passenger traffic, and 61. instead of 20/. per mile per week
for mineral traffic, would give an income of 5/. per cent. upon a
capital of eight millions, after deducting 401. per cent. for working

axpensge•
In allusion to the accommodation of the great county of Lincoln,
the Report (tether states, that, "by a double line or loop, the London
and York scheme requires the making of 150 miles, partly of difficult
construction, to provide for the same traffic which would be accom-
modated in some respects better, and in others almost equally as well,
by about 100 miles, all of very easy construction." So far from this
being correct, the public will be surprised to find the reverse is the
fact, for whilst that part of the London and York scheme which lies
within the oounty of Lincoln, comprises only 111% miles, the lines
proposed by the Board of Trade within the same county extend to
121 miles ! the measurement being taken in both instances from the
south border of Lincolnshire to Newark, and to Gainsborough on the
north. The accommodation afforded by the London and York lines
being preferred by the inhabitants.
The Report of the Board of Trade contains various other errors and
inconsistencies too numerous to he treated of here, but which the
London and York Committee will take care shall be fully set forth
'Wien the merits of the case of the London and York shall be under
the consideration of the Parliamentary Committee on the re-
assembling of the House of Commons.
In 'Conclusion, the Committee beg leave to reiterate, that where
(as in the case of the London and York) the district through which
a new railway is projected, is urgent and unanimous In
Its favour, and the requisite capital is subscribed, they cannot be-
lieve that Parliament will refuse its sanction, out of regard to the in-
terests of existing railways, which make the main trunk longer, and
the local accommodation neither so comprehensive nor satisfactory to
the inhabitants.

The feeling of Parliament and of the country, with reference to
the London and York Line, when coupled with the acknowledgment
of its merits by the Board of Trade, and the manifest misconception
under which the economical conclusions of that Beall have been
drawn, give every confidence to the Committee of the ultimate sue-
coil of the Scheme—and the Committee are persuaded Parliament
will recognise tha public importance of an integral line under one
management, and Its vast superiority over a series of lines, which in-
terpose obstacles to the traveller at every change.
LIES APPROVED OR SUGGESTED BY THE BOARD OF
TRADE.

THE WEATHER.-SUN OFFICE, MARCH 26.

THERMOMETER, Lowest, 42 ; Highest, 52; Noon, 50.
BAROMETER, 29.95.—W1ND, N.W.

Nour..—The figures which follow the words "Lowest" and
" Highest" denote the lowest and highest state of the
thermometer during the preceding twenty-four hours. All
the other observations are made at noon.