The Sun.
London, England, 1845-03-24 00:00:00

the earth-works are of such a light nature that they
can be executed by the ordinary surplus labour of the
district, the estimates, founded upon the experience of
the last year or two, may not be greatly exceeded, but
upon such works as those which have been described,
and in the vicinity of London, it is impossible to doubt
that a very large allowance must be made on the score
of increase in contractors' prices, and in the wages of
labour.

Notwithstanding these deductions there is no doubt
ghat many permanent causes of superior economy exist
as compared with the period when the first great rJil-
ways were constructed. The cost of land may reason-
ably be expected to be considerably less, and the ex-
perience which has been acquired by engineers and con-
tractors, and by the managers of rains ay undertakings,
will enable them to avoid many sources of expenses.
The saving that can be effected in the purchase of land,
and in incidental and preliminary expenses cannot, how-
ever, exceed a small proportion of the total cost, as will
appear evident from the following annalysis of the ac-
tual cost of one or two of the principal railways:—

Land

RAILWAYS.

1,500
2,500

38,280 I 3,0
40,000 i 4,81

4,000

18,450 12,350

may be well to consult the analogy of ther railways
somewhat similarly circumstanced, which, in our opi-
nion, affords, generally speaking, a much safer test upon
which to rely, than the usual estimates of traffic. Re-
ferring to this test, it will be difficult to satisfy ourselves
that the estimate of 61/. per mile per week over the
whole of the London and York scheme is at all likely to
be realised.
The Eastern Counties, and Northern and Eastern
lines, from London to Colchester and Bishop Stortford,
with 86 miles open, commanding the whole traffic of
the rich agricultural counties of Essex,, Suffolk, Nor-
folk, and Cambridgeshire, with the metropolis, averaged
during the year 1844 only 371. per mile per week. The
average receipts for the same period of the Midland
Railway, with 163 miles open, and enjoying a monopoly
of the whole through traffic from York and the North,
Hull, Leeds, and the West Riding, &c., both to London
and to Sheffield, Derby, Nottingham, Leicester, Bir-
mingham, &e., and of those largo manufacturing towns
with one another, was only 411. per mile per week.
The existing through traffic from York, Hull, &c., to
London, is stated only to amount to 97,0001. a year,
which is not 61 per mile per week on the 327 miles of
the London and York scheme ; and when we consider
/jug that a very large proportion of the Scotch traffic will, in
acs t all probability, go south, by the Caledonian route, while
tile. at present, probably, nearly half of such as there is takes
the eastern route, it does not appear probable that there
will be anything in the mere circumstances of the open-
_ ing of the Newcastle and Berwick, and Berwick and
Edinburgh lines, or in the shortening of the journey to
York an hour, or an hour and a half, to cause any very
excessive increase of this through traffic.
An inspection of the map will also be sufficient to
show that the London and York scheme, for a consider
able part of its length, can hardly expect to command
an average mileage from local traffic For the first 76
miles, from London to Peterborough, it traverses only a
few small towns, such as Barnet, HatfieH, Hitahin,
Biggleswade, St. Neot's, and Huntingdon, the united
population of which does not exceed 22,000 or 23,000.
Between Peterborough and Bawtry the " loop" and
main line form, in fact, two railways, of 70 and 86 miles
in length respectively, dividing the traffic of the follow-
ing pla'es:— Population.
Peterborough .
Stamford
Grantham 8,786
Newark...
Tuxrord 1,079
East Retford 2,680
Bass-try
Spaldieg
Boston
Lincoln
Gainsborough
Again, in the portion of the scheme north of Bawtry,
the Sheffield branch and the branch from Doncaster to
Wakefield, are directly competing lines with one another
for a considerable portion of the traffic of Lincolnshire
with Manchester and the manufacturing districts. The
latter branch also would be competed with to a certain
extent by the Doncaster and Swinton, or any line from
Doncaster to the North Midland Railway and Silkstone
Coal-field, and also by the Wakefield, Ponte'ract, and
Goole line. Moreover, the main line from Doncaster to
York runs so close to the existing North Midland and
York and North Midland lilies, that its local traffic
would be much restricted.
Under these circumstances, it appears highly impro-
bable that the average mileage receipt over the whole
327 miles of the London and York scheme could equal
that of such lines as the existing Midlards or Eastern
Counties.
Another check on the probable amount of receipts is
afforded by the traffic estimates of other competing par-
ties in the same district, which are certainly not likely
to be under-rated, the object being equally to obtain
subscribers to the undertakieg, by showing an ample
return in capital. The traffic estimate of the Cambridge
and Lincoln line shows a gross r ceipt of 166,0001. per
annum upon 83 miles of railway, or of 401. per mile per
week. That of the Lincoln,York, and Leeds line, which
takes credit fer nearly all the principal sources of traffic
of the London and York scheme north of Lincoln, a,
well as of the IVakefield, Pontefract, and Goole line,
shows a gross receipt of 238,0!'0/. per arnum fur 90
miles of railway, or of 50/. per mile per week.
It is evident that the London and York scheme, if
sanctioned, could not command an average mileage re-
ceipt equal to either of these schemes, which concentrate
the same principal sources of traffic over so many fewer
miles of railway.
These considerations, combined with those already
stated in regard to the probable cost of construction.
render it et ident to us that the London and York scheme,
if sanctioned in its integrity, could hardly be expected to
afford such a reasonable return as would justify the
outlay of such an immense amount of capital ; while in
the event of a return to anything like the standard of
cost which prevailed during the construction of' the prin-
cipal existing railways, the concern might become utterly
insolvent.
Under these circumstances, the question naturally
forces itself on our attentien—What possible security
could a new company afford for the completion of such a
gigantic undertaking in its integrity, supposing it to re-
ceive the sanction of the Legislature ? Or agein, what
security could they rafted for the maintenance of the
undertaking, if completed, in a state of efficiency and ill--
dependence ; and a hat prospect would the public have
of obtaining cheap and liberal accommodation, and of
participating in the advantages resulting from the pros-
perity of the company ?
Thee considerations appear to us to derive great
force frem the peculiar circumstances the lines pro-
posed, and of the districts to be accommodated. A new
trunk line between London and York will, as we have
already seen, be necessarily exposed to the comp( tition
of existing lines ; and the whole experience Of railways
tend to show that it is only by a system which, from its
economical construction and ample resources, shall be
able to escape pecuniary embarrassments, that we can
reasonably hope to prevent combination.
The benefits likely to result to the districts traversed,
will also materially depend on the ability of the railway
company to afford the means of communication at very
low rates.
The districts in question are almost exclusively agri-
cultural, and a great part of the benefit which is expectd
to accrue to them from the introduction of railways will
be derived from the transport of coals, lime, corn, cattle,
and agricultural produce. From the evidence which has
been submitted to us, we are induced to believe that by
the adoption of rates of charge upon these artic'es very
much lower than have been usual hitherto upon the
principal railways, but still not lower than are con-
sistent with an adequate return upon the capital
roqu!red for the construction of an economical line, such
extensive benefits may result to the great agricultural
interests concerned as to amount to a consideration of
national importance.
The total cost attending the transmis,ion of a quarter
of wheat from the interior of Lincolnshire by sea, from
the port of Boston to London, including freight, insur-
ance, lighterage, commission, and other charges, is
stated to amount to very nearly Bs. The charge by
railway, per quarter (alloaing five quarters to the ton,
at the rate of lid. per ton per mile, at which the esti-
mate of the Cambridge and Lincoln Railway is taken),
would not exceed 25., and the remaining charges are cal-
culated not to exceed 2s. Gd., thus showing a benefit to
the corn-grower and to the public of 3s. 6d. per quar-
ter, occasioned by the saving of the sums now paid for
insurance, delay, hiss in weight, depreciation of quality,
lighterage, &c.
A still more important advantage to the farmer is
afforded by the opportueity- given by railway communi-
cation of availing himself promptly of the most favour-
able market. It frequently happens that, owing to the
delay and difficulty of transmission the farmer is com-
pelled to s 11 his wheat at the nearest provincial market,
at a price considerably below the average rate, and to
lose the advantage of a temporary rise.
Whatever tends to equalize prices and to prevent ex-
cessive fluctuations, cannot but be considered as a benefit
both to the producer and to the consumer. We are
satisfied that much may be done in this way by an econo-
mical and well-arranged system of railway cotnrnunica-
tn,,,

line, and of local accommodation, united with the cer-
tainty of low charges, can be obtained by an economical
combination like that of the Cambridge and Lincoln
scheme, it would be bad policy to risk those great ad-
vantages by preferring a scheme like that of the London
and York, so much more expensive that it must remain
problematical whether, if sanctioned, it would be com-
pleted, or if completed, could be efficiently worked at
low rates of charge.
The same observations would apply equally to any
new trunk line out of London, between the lines already
sanctioned from London to Cambridge and London to
Birmingham. The line to Cambridge was originally
sanctioned by the Legislature as the first link of a trunk
line to Lincoln and York, and the same route has been
subsequently recommended by the Cemmissioners who
have reported on the subject. We should not consider
that this circumstance in itself gave any vested interest
to the existing Cambridge line in the northern commu-
nication, provided a line better for public purposes had
been proposed in a different direction. But, independently
of considerations of expense,it is by no means clear to us
that the proposed line of the London and York, by Hunting-
don, Hitchin, Biggleswade, and Barnet to King's Cross,
deserves a preference over that by Cambridge. As a
through line, we have already stated our opinion that
the superior gradients and metropolitan terminus of the
Cambridge route fully compensate for the disadvantage
in actual distance. The town of Cambridge, both from
its population, its market, and as the seat of the Univer-
sity, is by so much the most important town between
London and York on the eastern side of the kingdom
that it is highly desirable to place it upon the main line
of communication. A large proportion of its traffic,
especially of that connected with the University, is also
towards the north, and the addition of this tr..ffic could
not fail to give considerable support to the main line,
and to facilitate the running of frequent passenger trains.
The extension of the Cambridge route also affords ac-
commodation between Cambridge and Peterborough to
St. Ives, Ramsey, Whittlesea, and a larger amount of
population than the L endon and York route, which only
supplies Huntingdon.
The advantages w hich, from the statements submitted
to as, appear likely to result from the metropolitan ter-
minus which it is proposed to afford by the Cambridge
route, constitute another important feature in its fa-
vour. By the proposed Tottenham and Farringdon-
street Extension, a terminus will be afforded in the im-
mediate vicinity of the Post-office and of Smithfield, and
the principal markets, and at least a mile nearer to the
Bank and the West-end than that proposed by the Lon-
don and York Railway at King's-cross. This line will
also afford a station at the most convenient point for the
warehousing and distribution of grain, produce, and
other articles brought up by the railway, and for the
collection and transmission of heavy goods of every de-
scription—viz., at the City Basin, on the Regent's
Canal. Its proximity to Smithfield and Is!ington markets
may also afford a means of obviating many of the in-
conveniences which have been proved to exist from the
confined state of the former mark- t, and from the driv-
ing of beasts through the crowded thoroughfares in its
vicinity, and of carrying out the views of the Select
Committee who reported upon the subject in 1828.
In addition to the advantage of the Farringdon- street
terminus, the connexion with the Eastern Counties line
will afford an alternative terminus, and a means of access
to the river, for the carriage of corn, coals, timber, and
heavy articles.
It must be borne in mind, also, that the advantages of
these improved termini, although they can only be ob-
tained by the adoption of the Cambridge route to the
north, which alone could justify the requisite outlay,
will be participated in by a great portion of the traffic of
Norfolk, Suffolk, and Cambridgeshire, which would
otherwise be confined to the remote and inconvenieu
terminus of Shoreditch.

Against all these considerations in favour of the adop.
lion of the Cambridge route, the London and York route
has nothing to oppose but the accommodation of an ad
ditional district he twcen London and Peterborough.
The most important town in this district, Bedford, is
already proposed to be supplied by a branch to the Lon-
don and Birmingham Railway, which will afford it the
double advantage rf a communication towards London.
and towards the manufacturing districts. The popula,
tiun of the other towns in the district is very small, viz.:—
Barnet 2,485
Hatfield
Hitchin
Biggles‘N ade
St. Neot's
Huntingdon .
and, even if the direct line could have been carried
through them at a moderate expense, it would be ♦ery
ques►ionable whether this vas a sufficient consideration
to outweigh the advantages of the Farringdon-street
station, and of placing Cambridge on the main line.
When we find, however, that the object of a direct
line can only be attained by the construction of a line
for the first 112 mi!es out of London, almost equal in
extent of works to the London and Birmingham, while
all the principal objects of local accommodation may be
attained sufficiently well by comparatively cheap
branches, without endangering the success, or rather
without almost certainly insuring the failure, of the
great object of a comprehensive scheme for a new trunk
line to tho north, and for connecting the principal agri-
cultural districts of England with the metropolis, with
the coal fields, and with the manufacturing districts, it is
impossible for us to arrive at any other conclusion than
that the rout() by Cambridge should be selected as the
first link in an extension to Lincoln and York.
(To be continued.)

THE WEST INDIA MAIL
SOUTH A MPTON, SUNDAY.—The Royal Mail Corn
pan) 's steam-ship Severn, Captain Vincent, arrived last
night, at nine o'clock, bringing the usual mails in charge
of Lieutenant Oldmixon, Admiralty agent. Her dates
of departure arc :—From Carthagena, Feb. 6 ; Deme-
rara, 19 ; Trinidad, 20 ; Jamaica, 23 ; Barbadoes, 24 ;
Jacmel, 25 ; Grenada; 26 ; Porto Rica, 27 ; St. Thomas's,
March 1 ; Fayal, 15.
The Severn brings as freight a quantity of gold dust
valued at 140,339 dollars, a box of peat's, value 3,800
dollars, 641bs. of p!atina, and a small quantity of coffee,
being the first ever imported in any of the Royal Mail
Company's steam-ships.
Her Majesty's sloop of war Scylla was at Jamaica, on
the 19th of February, but left on the same day for
Chagres, with Mr. Pritchard, her Majesty's Consul for
the Pacific. The Eurydice arrived at Port Royal on the
12th of the same month, from Antigua, and sailed on the
17th, for Vera Cruz. The Spartan also sailed on the
17th from Port Royal, for Havaanah. The Pickle
schooner arrived at Port Royal on the 15th, from Nassau.
Her Majesty's ship Electra, Commander Darley, left
Port Royal on the Bth February, for a cruise ; and her
Majesty's steamship Hermes, Lieut. Carr, left on the
same day fur Bermuda.
Jamaica papers are remarkably barren of intelligence.
It appears that the small-pox has been raging with
great virulence at Aux Cayes, Gonaives, and several
other places in the island of St. Domingo, and great fears
were entertained that the pestilence would be introduced
into Jamaica. The Governor, Lord Elgin, laid the
foundation stone of the new General Penitentiary, at the
east end of Kingsten, on the 18th February, and made
an admirable speech on the occasion. The building is to
be of great extent, and the boundary wall will encompass
rather more than an area of nine acres.
Their Excellencies Sir C. Fitzroy and Sir Henry
M'Leod, and their ladies, had been on a visit to Lord
Elgin, who has given a series of entertainments, consist-
ing of a ball, &c., on a most liberal and splendid scale.
A public entertainment was also about to be got up in
the city, in honour of the distinguished visitors.
From Grenada we learn that the island was in a very
healthy state. 'There had not been any rain for some
weeks.

At Tobago much sickness prevailed, and a great num-
ber of deaths had taken place ; amongst them was the
Governor, General Darling. There was scarcely a family
in the town some of whose members were not afflicted.
'1 he principal disease is scarletina. It also prevailed in
some Farts of British Guiana.
It appears that the account of the late fire in the island
of Barbadoes has been somewhat exaggerated. A calcu-
lation has been made, and it appears that the outside
amount of damage sustained ;s about 100,000/. The
principal sufferers are the merchants. The extent of
the fire, too, is not so large as represented, not more than
a fourth part of the town having been destroyed. Two
men have since died of the injuries received at the fire.
At Demerara 220 emigrants had arrived from Sierra
Leone, in the barque Arabia. They were all in high
pirits, and seemed pleased with the change. It is ge-
nerally thought that the system of emigration will be
found to answer Exceedingly well in every respect.

COURT CIRCULAR.
WINDSOR, SUNDAY.—Yesterday Prince Albert, at-
tended by Major-General Sir Edward Bowater, rude on
horseback in the forenoon.
The Queen and Prince Albert rode out in a pony
phaeton yesterday afternoon, his Royal Highness driv-
ing. Major-General Sir Edward Bowater attended on
horseback.

Their Royal Highnesses the Prince of Wales, the
Princess Royal, and the Princess Alice, were taken an
airing in a carriage and four yesterday, aecompanit.d
by the Dowager Lady Lyttelton.
Her Royal Highness the Duchess of Kent, attended
by the Countess Wratisluw and Sir George Couper,
joined the Royal Circle at dinner yesterday. Major.
General Wemyss had also the honour of dining with
her Majesty last evening.
This forenoon the Queen and Prince Albert took their
early morning walk in the Home Park, and the grounds
adjacent.

The Unfavourable state of the weather prevented the
Royal Family from being taken out this morning.
Her Majesty and Prince Albert, the Duchess of Kent,
the ladies and gentlemen attached to the Court, and
the Domestic nous( hold, attended Divine service to day
in the private chapel of the Castle. After the service,
:he Holy Communion was administered by the Hun. and
licv. Charles Leslie Coortenay.

TILE GRAND DUCIIESS STEPHANIE Or BADEN._Her
Roykl Ilighness attended Divine service yesterday
morning in the chapel of the Austrian embassy. In tl:e
afternoon the Grand Duchess paid a visit to her Royal
Highness the Duchess of Gloucester, at Gloucester
House.

On Saturday a dinner party was given at the Duke of
Hamilton's residence in Portman-square. The company
to meet her Royal Highness consisted of M. Dedel, the
Netherlands Minister ; the Russian Minister and the
Baroness Brunnow, Baron Gersdorff, the Saxon Minis-
ter ' • the Duke of Devonshire, the Marquis of Douglas,
the Countess of Malmesbury, Viscount Cantalupe, Lord
and Lady Dalmeny, and Lord Dudley Stuart.
,Madame D'Eithal had the honour of attending in the
evening, and of performing on the harp before the illus.
triouts circle.

Mr. Edmund Nugent, agent for Antigua, bad an in.
tcrview with Lord Stanley on Saturday, at the Colonial-
office.