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PRIOR 51,

N,t„ 16,412

THE SUN is Published EVERY MORNING at FIVE 0 CLOCK, in Time for the EARLY TRAINS and TOWN DELivERY ; a' SECOND EDITION (Even:ng Sun) is Published in Time for the AFTERNOON TRAINS
and a THIRD EDITION at SEVEN 0 CLOCK, for POST, containing PARLLIMENTARY and all other NEWS in LONDON up to that, Hour.
ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Morning, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE.

ETTERS of CREDIT on INDIA.—The
UNION BANK OF LONDON, as AGENTS for the
WESTERN BANK OF INDIA, are authorised to issue LETTERS
of CREDIT for ally Moneys paid t them, to be repaid in Rupees,
at the current rate of exchange on the day of presentation, at the
,f the thulk. of Western India, in Bombay, Calcutta, and
Colon, bo. Similar Letters of Credit may be olt dned at any of the
Branches of the National Bank of Scotland, and of the Provincial
Bank of Ireland. _ _ .

-x=m4.RCLOSKAW-lIICTSINTNIaWainZOLVT...FOrsiIease
lIER MOST GRACIOUS MAJESTY THE
QUEEN
Having been pleased t 4 send a Donation of 201, to the Fund now
raising in consequence of the late Calamity on the Scroby Sand ; and
the Subscriptions already received from several Noblemen, Public
Companies, Insurance Societies, Private Individuals, and others, to-
gether with the Inhabitants of Yarmouth and the neighbourhood,
amounting to a considerable sum ; the Committee confidently hope
that the benevolent objects contemplated in the following appeal, and
stated in the concluding paragraph, may be fully realised through the
increased assistance and sympathising liberality of the public at large.
AUTHORISED STATEMENT OF THE
CALAMITY AND LOSS OF LIFE ON THE SCROBY SAND,

ASYLUM FOR AGED FREEMASONS.
A SPECIAL GENERAL MEEING of the SUBSCRIBERS
will be held on IVEnNtsnAr EVENING, the 2d of • April, at Seven
o'Clock, at RAI)LEY'S HOTEL, Bridge-street, Blackfriars, for the
purpose of ELECTING FIVE TRUSTEES of this Charity, pursuant
to the direction of the Court of Chancery.
The Chair to be taken at Seven o'Clock, punctually.
ROBERT FIELD, Secretary.
25, Tibberton-square, Islington, March 22, 1845.

TONDON, EDINBURGH, AND DUBLIN
LIFE ASSURANCE COMPANY.
3, Charlotte-row, Mansion•house, and 18, Chancery-lane, London.

RAIL WAY INTELLIGENCE.

DIRECTORS.
KENNETT KINGSFORD, Esq., Chairman.
BENJAMIN WILL, Esq., Deputy-Chairman.
Alexander Anderson, Esq. James Hartley, Esq.
John Atkins, Esq. John M`Guttie, Esq.
James Bidden, Esq. John Maclean Lee, Esq.
Captain F. Brandreth J. Marmaduke ReSseter, Esq.
AUDITORS—IL 11. Connell, Esq. ; Robert E. Alison, Esq. -
MEDICAL ADVlSER—Marshall Hall, M.D., F.R.B , L. and E.
SECRETARY—John Emerson, Esq.
SouclTOßs—Messrs. Palmer, France, and Palmer:
THIS IS THE ONLY COMPANY who are bound by their Deed
of Constitution not to dispute any policy unless they can prove that
it was obtained by fraud, and for this purpose the Company have, by
a clause hi their Deed of Constitution, unheSitatingly deprived them-
selves of the power of objecting to any policy unless they undertake to
prove that it WaSobtainedfrom them by fraudulent misrepresentation.
'IRIS IS THE ONLY COMPANY who give to the assured on the
mutual principle the whole of the mutual accumulations, and also
guarantee the stuns assured.
THIS IS THE ONLY COMPANY who bind themselves to pay
the full amount of the policies, although the debts for which they
were effected shall have been liquidated before the claim arise.
THIS IS ALMOST THE ONLY COMPANY who grant in favour
of creditors whole world policies, whereby the debt is secured al-
though the debtor should go beyond the limits of Europe.
BY THE HALF PREMIUM PLAN ONLY one-half of the dart
seven years' premium is required, the other half being payable at the
convenience of the assured, thus allowing a policy to be continued
for seven years, at one-half of the usual rate, or to be dropped at
one-half of the usual sacrifice.

REPORT OF THE RAILWAY DEPARTMENT
OF THE BOARD OF TRADE ON THE
SCHEMES FOR EXTENDING RAILWAY
COMMUNICATION BETWEEN LONDON AND
YOUK, &c.

Railway Department, Board of Trade,
Whitehall, March 20, 1845.
The Board constituted by Minute of the Lords of the
Committee of Privy Council for Trade, for the transac-
tion of railway business, having had under consideration
the different schemes deposited with the Railway Depart-
ment for extending Railway Communication between
London and York, and the intermediate districts to the
east of the existing lines of railway, have determined on
submitting the following Report thereon, fur the con-
sideration of Parliament.
The following is a List of the Schemes in question,
showing the number of miles of railway proposed to
be constructed in each case, and the estimated capital.
I.—lntegral Schemes for effecting a new and independent
Communication from London to York.
Estimated
Length.
Capital.
Miles. Chains. £
London and York
Direct Northern , 185 52 4,000,000
IL—Schemes for effecting a new Communication be-
tween London and York, in connexion with existing
Railways.

By order of the Directors,
W. W. SCRIMGEOUR, ➢Tanager.
1_71110n:34.21k of,,London, No. 8, Moorgatc-street.

WILSON'S SCOTTISH ,ENTERTAIN-
=NTS.
At the 3IUSIC,HALL, STORE-STREET, BEDFORD-SQUARE,
THIS EVENING, March 24, at Eight o'clock,
Mr. WILSON will give, in compliance with many request.,
THE ADVENTURES OF PRINCE CHARLES:
SONGS,
PART I—Welcome Royal Charlle—Whall be King but Charlie?—
He's over the Hills that I lo'e weel—Wha wadna fecht for Charlie?
—This is no my ain house—• Cam ye by Athole?—Loons ye maun gae
lime—Charlie is. my darling.
PART ll—Johnnie Cope—The Women are a' Bane wud—Alister
M'Alister—Wac's me for Prince Charlie—There are twa bonny
maidens—Flora M`Donald's Lament.
Piano-forte—Mr. LAND. . •

LONDON rmrl BIRMINGHAM' RAILWAY.
Notice is hereby given, that all ARTICLES which have been
LEFT in the CARRIAGES of the COMPANY, or have been FOUND
upon the RAILWAY- between the Ist of January and the 31st of
December, .1843, and which are not CLAIMED within one month
from the date hereof, will be sold to defray expenses.
By order, It. CREED, Secretary.
Office, Euston Station, March 20, 1845.

_
OFF YARMOUTH BEACH,
On SUNDAY, JANUARY 24, 1845.
TO THE 'NOBILITY,. GENTRY, AND CLERGY, AND TO THE
SHIPPING, MA • UFACTITRING, AND TRADING POPULA-
TION OF ENGLAND.
It is well known to those acquainted with the Eastern coast of
Norfolk. that, during heavy gales, the immediete vicinity of Yarmouth
Roads Is one of the most dangerous parts of the entire coast of
England.
The number of wrecks which occur on the Barber, Cross, Corton,
and especially the Scroby Sands, has long ago Induced a hardy, brave,
and intrepid race of men to devote their entire lives to the saving of
property and life along the coast.
A number of boats called yawls, measuring from 50 to 80 feet long,
and from 30 to 50 tons burden, have, at an expense of from 3001. to
4001. each, been built by the joint contributions of the Beachmen,
who have f rued themselves into companies for that purr ose. With
these they often leave the shore at the moat imminent risk of their
lives, not only when the chance of saving property holds out to them
the hope of a large reward in the shape of salvage, but with no less
earnestness and intrepidity when the only satisfaction they have in
prospect is rescuing from a watery grave some of their fellow-
creatures.
On no occasion is it remembered that this noble and disinterested
daring was more magnanimously displayed than rn Sunday, the 26th
of January, 1843, on which day, during a veryheavy gale from N. W.
and by W. no less than five brigs were in distrese four upon the Scroby
Sand and one upon the Barber. In no one of these eases was there,
at the time of their condition being discovered, the slightest probabi-
lity of saving anything like property. Nothing, therefore, but the
warm promptings of humanity could offer any inducement to the
Beachmen to man their boats ; yet they hesitated not a single mo-
ment, but at once launched their gallant barks anti set forward to the
reseuewsifrappertapirtiplelltt - feta—instances, were successful
iu
saving all the crews.
The Caister Beachmen, with their yawl, Storm, succeeded in saving
the crew of the Elizabeth, of Scarborough, nine in number.
The Menem Company, in their Yawl, the Red Rover, 38 tons,
went off to the brig Jane, of Whitby, from which, although the yawl
sustained considerable damage, they succeeded in rescuing the crew,
nine in number.
The Young Company, with their yawl, the Sailor's Friend, of 48
tons, succeeded, at very considerable risk, in taking off the crew of
the brig Choice, of Newcastle, also nine In number.
The Star Company, in their yawl, Phcenix, went off to the Ann, of
Sunderland, from which, after splitting the stem and carrying away
the mast of the yawl, they rescued and safely landed the crew of
nine men.
Having thus far been enabled to record the meritorious and suc-
cessful conduct of these gallant men, who, in Addition to the immi-
nent risk of their lives, have suffered considerably in the injury done
to their property—for which no remuneration can be anticipated but
from the benevolence of a British public, it remains to relate the me-
lancholy catastrophe which forms the climax to this statement.
The Beachmen of the " Phcenix" having safely landed the crew of
the " Ann," and being themselves much exhausted, a fresh' crew of
the same Company re-manned the yawl, and immediately proceeded
to another vessel lying in distress on the Scroby ; ,the wind was then
blowing .a hurricane. On- nearing the vessel, they found the sea
running over her, and made an unsuccessful attempt to reach her ; •
failing to do so, they let go their anchor and veered down ; unfortu-
nately the force of the sea drove the yawl upon the brig and dashed
her to pieces ; when the Beachmen—with the exception of one man
(named Abraham Wetherell), who sank with the yawl—got on board
the brig, which was now drifting, and every sea breaking with tre-
mendous violence over her bull.
The accident being witnessedfrom the s,hcre several men belonging
to the different Companies manned the life• boat and flew to their as-
sistance. The danger of all was extreme, and those on shore trembled
alike for the poor fellows on the brig and those in the life-boat. Hap-
pily she reached the brig though too late for many, some of whom
were carried overboard by the falling of the brig's masts, and some
drowned on the wreck. Six only of the " Phcenix's crew were saved?;
and of the brig's crew, who were in a stale of exhaustion when the
" Phomix" first reached be r, the whole perished.
Thus in the noble attempt to save the. lives of their fellow-men,
seven of our gallant beachmen found ft watery grave, leaving behind
them four widows and fourteen children (ten of whom are under
twelve years of age) totally unprovided for, as well as the aged
mothers of the three single men. Their na: es were Abraham
Wetherell (leaving a widow and nine children), James Shreeve
(widow and three children), Lanham (alias James) Billing (widow
and two children), James Boulton (widow), William Warner, George
Points; and James'George, single men, but upon whom their widowed
mothers, or aged parents, depended for subsistence.
To provide a fund to relieve the necessities of the bereaved—to re-
ward the noble fellows who so gallantly risked their lives for others—
to assist in replacing the serious loss suffered by the boatmen—and
to form a nucleus for a permanent fund for the relief of sufferers
under similar calamities in future—is the object of the present
appeal.
Subscriptions will be received at the banks of Messrs. Barclay and
Co., and Sir R. C. Glynn and Co., London ; and at any of the banking
houses In Norfolk and Suffolk.
Signed on behalf of the Committee,
W. HURRY PALMER, Mayor of Great Yarmouth, Chairman.
Committee-room, Town-hall, Feb. 24, 1845.

ALRMAGH, COLERAINE, and PORTRUSH
RAILWAY COMPANY.
The OFFICES of the above COMPANY are REMOVED to 28,
111 REA DNEEDLE-STREET.
March 20. •

Tickets, 2s. Reserved Seats, 2s. Gd. Private Boxes for Six, 15 s.
for Eight persons, I/.

C lIELMSFORD and BURY RAILWAY.
CHAIRMAN—Thomas Ilallifax, jun., Esq.
ENGINEER—Bobert Stephenson, Esq.
Notice is hereby given, teat no further applications for Shares will
be received after the 31st instant:,

EASTER HOLIDAYS. •
ROYAL POLY PECIINIC INSTITUTION.
Dr. Ryan's first Series of LECTURES on the Chemistry of
Domestic Life daily, and on the Evenings of Monday, -Wednesday,
and Friday. Popular Lectures on Naval Philosophy, with Brilliant
Experiments, by Professor Bachhoffnkr A New Series of Objects,
exhibiting beautiful effects in CHILIA'S CHROMATROPE, in the.
rin-sioscorE, and the PROTEOSCOPE. The SHRINE of the
NATIVITY is one of the latest additions to the DISSOLVING
VIEW'S. A Curious MECHANICAL HAND, exhibiting daily on the
person of an individual who has lost his natural hand: Working
Models of New Inventions explained. Submarine Experiments by
the DIVER. The DIVING BELL, MICROSCOPE, &c. ' •

I3y order,
DAVID BATHE, Secretary.
Company's Offices, 61, Moorgate-street,
London, March 20, 1815.

Prospectuses and schedules are forwarded free of expense.
ALEX. ROBERTSON, Manager.

THE DISSEN'T'ERS AND GENERAL
LIFE AND FIRE ASSURANCE COMPANY.

LONDON, SALISBURY, AND YEOVIL
JUNCTION RAILWAY.
63, Moorgate-street, London, March 19, 1845.
Notice is hereby given that the Provisional Committee of this Com-
pany have determined to abandon the portion of the line from Reigate
to Basingstoke, and that the capital will therefore be reduced from
2,000,000/. to 1,500,0()0/.
No applications for Shares will_jye received after Monday, the 3lst
infant, mkt those parties who have previously- to this date applied
for Shares, and who may not approve of the alteration above-men-
tioned, are requested to withdraw their applications as soon as possible.
By order of the Committee,
L. CROMME, Secretary.

Instituted 1527.
Empowered by Special Act of Parliament, 3 Vic., e. 20.
62, KING WILLIAM-STREET, LONDON-BRIDGE, LONDON ;
21,. Sr. DAVID-STREET, EDINBURGH ;
6, KING-STREET, QUEEN-SQUARE, BRISTOL; and
ST. ANDREW'S HALL, PLAIN, NOIWICLI.
Capital—One Million.
TRUSTEES AND DIRECTORS.
George Bonsfield, Esq. Thomas Piper, Esq.
Thomas Challis, Esq., Alderman Thomas B. Simpson, Esq.
Peter Ellis, Esq. Edward Smith, Esq.
Joseph Fletcher, Esq. Hon.. Charles P. Villiers, M.P.
Richard Horner, Esq. John Wilks, Esq.
Charles Ilindley, Esq., M.P. Edward Wilson, Esq.
On the return of the Ladyday Quarter, the Directors beg leave to
remind their Friends and the Public, - that, in the Fire Department
they receive risks of all Descriptions, including Chapels, School rooms,
Mills, Goods, 'and Shipping in Dock, Farming Stock, &c., at the same
reduced rates as other respectable Companies, and make no charge
on Policies transferred from other Offices.
In the Life Department they continue to transact all business re-
lating to Life Assurances, Annuities, and Family Endowments, upon
the most liberal terms consistent wlth sound principles and public
security.
Loans also are granted on equitable terms to ilfe assurers on life
interests or satisfactory personal securities. To all agents and solici-
tors, auct`oncers and surveyors, liberal allowance will be made.
By order of the Directors,
THOMAS PRICE, Secretary.

Length. Estimated Capital.
Miles. Chains. £
Cambridge and Lincoln B3 20 1,250,000
Tottenham and Farringdon-street
Extension
Midland Railway :
Swinton to Lincoln, Boston, and

Admission, Is. ; Schools, Half-price.
N.B. A Working Model of the ATMOSPHERIC RAILWAY, Fifty
Feet long, is expected to be ready by the 211 h inst.-

BATTLE 071.---W-ATERLOO.
New Model, upon a large Scale, representing the Splendid
Charge in the earlier part of the Battle by the British heavy Cavalry
under the Marquis of Anglesea, and by the British Infantry under Sir
Thomas Picton.
EGYPTIAN lIALL, PICCADILLY.
Open from Eleven Morning to Nine Evening.
Admission—One Shilling. •
"One may read buretins, and dispatches, and histories for a month
without obtaining the clear idea of these movements which a glance
at the Model will convey."—Bell's Weekly Messenger.
Described by Waterloo Men.

5 16 800,000

Marcb
Lincoln, York, and Leeds 6,3 42 1,400,000
York and North Midland to Don-
casVr
lll.—Schemes more or less connected with the above,
for supplying East and West Communication, and local
accommodation to the intermediate districts.
Estimated
Length.
Capital.
Miles. Chains.

W) ILBROW'S ATMOSPHERIC RAILWAY
and CANAL PROPULSION COMPANY.
Provisionally Registered.
Capital 120,000/., in 12,000 sharer; of 101. each.
Deposit 51. per Share. -
FATRONS.
The Must Noble the Marquis of DOURO.
The Right lion. the Earl of BESBOROUGH.
DIRECTORS.
The Right Hon. the Earl of ESSEX, Chairman.
George Buckley Bolton, Esq.
Captain Britten, -
Lieutenant- Colonel Gullies
Anthony White, Esq.
RESIDENT DIRECTOR—Dr. John Grigg Hewlett.
AUDITOR—Mamas Edwards, Esq.
CONSULTING ENGINEER—James Pilbrow, Esq., C.E.
SOLICITORS—Messrs. White and Borrett.
ACTING ENGlNEER—Frederick BraithWalte, Esq., C.E.
SEctiErAny—Charles Collins, Esq.
Offices, 0, King William-street, London.
The preruinent advantages of this sy.tem of Atmospheric traction,
are, that the continuous valve is dispensed with ; roads are crossed
u on a level without interruption of main ; one atmospheric railway
can be intersected by anothor, thus saving bridges, approaches, and
leakage ; and a stationary engine every ten miles is sufficient.
The system combines extreme simplicity with extreme efficiency,
and that obtained with a small comparative expense in working and
construction.
It is estimated that a saving altogether upon the other plans of
Atmospheric Railways (having the continuous valve) will be nearly
3,0001. per mile ; two mains or. lines can, on this plan, be laid down
for little more than tria cost of one, upon the other plan.
Increased safety is insured, also obstruction and destruction by
weather and other sources are placed beyond probability by the
mains being buried, Sze.
The objects of the Company are to purchase the Patentee's right
for the United Kingdom, to grant licences to Railway and Canal
Companies to use the invention, or lay down the works under con-
tracts with the different Companies ; and, in the first:place, to pro-
cure an experimental line in the neightourhood of the metropolis, if
found desirable.
The source of income is unlimited, and the expenses, with the ex-
ception of the purchase of the Patents, and laying down the experi-
mental line, must necessarily be merely nominal.
A Model, upon a scale of one inch to th r foot, may be seen at work
on Wwinesdays and Thursdays, between twelve and three o'clock,
at the company's offices, by application to the Secretary or Officers
of the Company.
FORM OF APPLICATION
S ECR FOR SH
TAARES ADDRESSED TO THE
ERY.
TO THE DIRECTORS OF mallow's ATMOSPHERIC RAILWAY AND
CANAL PROPULSION COMPANY.

TEA TRAYS, Tea Urns, Knives and Forks,
Dish Covers, &c., at C. WATSON'S, 41 and 42, BARBICAN,
and 16, NORTON-FOLGATE. Established half a century.—A set
of 3 Paper Tea-trays, including the largest size made, 355. ' • very
richly ornamented all over, 50s. a Set of Three, and up to 141. ; Ja-
pan Tea-trays, 7s. 6d. a Set, and upwards ; a Five Quart London
made Bronze Tea-urn 355., with the newest patterns up to five gui-
neas ; a Set of Six patent raise( London made Dish Covers, 18s. 6d. ;
best imperial raised, 355. 6d. Set of Six. Elegant silver shape, 525. 6d.
Set of Six.
Ivory Table-knives, Ils. per dozen, Dessert, 9s. ; Carvers, 3s. 64.
per pair.

TABLE. DESSERT. CARTERS.
doz. doz. pair.
handsome balance handle ..• • lbs. Od. 144. Od. 6s. 6d.
1-in. balance handle, largest and best
•••••• • . • • • ............ 20s. Od. 16s. Od. 7s. 6d.
mace.. •
Ditto with Watson's Albata Plate
handles, equal to silver .•• • • • .... 225. 6d. 18s. Od. Bs. 6d.
Forks half the above price.
C. Watsen's handsomely Illustrated Catalogue and Price Current
Is just published, and families who regard economy and elegance
should possess themselves of thin useful book, which may be had
gratis, and post free, from the above address.
Sole inventor of the celebrated Albata Plate, which la so rapidly
superseding Silver.
THE LAMP WONDER, C. WATSON'S PARAGON CAMPHINE

47 62

750,000

G ENTLEMEN,
I request you to allot me Shares of
each In the above company; and I undertake to accept the
same, or any smaller number of Shares that may be allotted tome,
and to pay the deposit thereon, and to execute the deed of settlement
when requested.
Dated this
Name
Profession or Trade

CAUTION TO CONSUMERS.—DRY GAS METERS.
DEFRIES'S DRY METERS have successfully
stood the tests six years' trial. Among the 10,000 in Ilse,
they have been adopted by the offizial authorities of the Houses of
Parliament, Woolwich Dock-yard, Somerset-house, Foreign-office,
Thames Tunnel, United Service, Reform, Conservative, and other
Club-houses, the Queen's Theatre, Chinese Exhibition, and many
other large establishments. Upwards of 20,000,000 cubic feet of
gas have passed through some of these meters without regula-
tion or repair, axd which are still working to the entire satisfaction
of the gas company and consumers.
All gas consumers who study economy and a good light are invited
to avail themsMves of the advantages and comfort to be derived from
the use of Defries's Dry Meter, but, to prevent the substitution of im-
perfect imitations, it is necessary at all times to order Defries's Dry
Meter, and to observe his name on the brass badge in front of all his
meters.
Testimonials from the most eminent and scientific men and largo
consumers can be had on application (or will be f rwarded by post),
free of expense, at the Manufactory, 67, St. Martin's-lane, London.
IVarranted to keep correct in all weathers.

day of
Address

Reference

ESSEX and SUFFOLK RAILWAY,
From the NORWICH and BRA NOON RAILWAY, at TII
FORD, by BURY, LAVENIIAM, MELFORD, SUDBURY, II AL-
STEAD, and BRAINTREE, to the EASTERN COUNTIES RAIL-
WAY at HATFIELD, near CHELMSFORD, and thence to the
PORT of MALDON.
(Provisionally Registered),
Capital 750,000/. in 30,000 25/. Shares.
_Deposit 1/.75. 6d. per share.
PROVISIONAL COMMITTEE.
Aldrich, John, Esq., Chelsea
Aldham' Richard, Esq., Foxearth Hall, Essex
Allen, Robert Alfred, Esq., Ballingdon Grove, Essex
Bevan, Robert, Esq., the Hank, Bury, and Sudbury and lloughani,
Suffolk
Blunders, Thomas, Esq., Cranmore, Melford
Brown, .'tephea, Market-hill, Sudbury.
Churchyard, John, Manufacturer, Long Melford, Suffolk.
Colman, Charles R.' Esq., Downes Wharf, London
Freeland, Rev. W. Coyte, Rector of Chilton
Green, John, Lavenham
Harding, Charles, Great Henny, Essex
Hitchcock, Thomas, Woolstapler, Lavenham
James, John, Manufacturer, Sudbury
Jones, Thomas, Esq., Alderman, Sudbury
King, Isaac, Esq., Wickham Hall, Essex
Lambert, Richard, Esq., Lyston Hall, Essex
Mason, Maurice, Esq., Sudbury
"Mumford, George, Esq., Lavenham
Murray, Alexander, Esq., Erlswell, Suffolk
THE MAYOR OF SUDBURY
Musgrave, William, Merchant, Sudbury
Nottidge, George, Esq., Castle Iledingham, Essex
Pattison, Captain, Maldon, Essex
Peck, William, Esq., Lavenham
Pratt, Thomas, Esq., Otten Belehamp
Raymond, Samuel Milbank, Esq., Belchamp Hall, Essex
Raymond, Rev. Oliver; Rector of Middleton and Vicar of Bulmer
Raymond, S. William, Esq., Belebamp Hall
Rogers, P., Esq., Ivy Hill, Margarctting
Sikes, John, Esq., Sudbury
Sperling, George, Esq., Attwood's, Halstead
Stewart, P., Esq., York-terrace, Regent's Park
Tatham, Thomas James, Esq., Three Ash, near Mahlon, and London
Tinling, Charles, Esq., Hessett and Fakenham, Suffolk
Turner, Thomas, Woolstaplcr, Lavenham
Walker, George, Esq., Over Hall, Guestingthorpo
Wright, William, Esq., Eyston Hall, Essex
With power to ad i to their number.
BANKERS.
Messrs. Barclay, Bevan, and Co., Lombard-street.
Messrs. Strachan, Sir J. I). Paul, and Co., Strand.
Messrs. Oakes, Bevan, and Co., Bury and Sudbury.
Messrs. Sparrow and Cu., Maidon and Halstead.
The West or England and South Wales Bank, Bristol.
SECRETARY—Robert Mapletoft, Esq., Stansted, Suffolk.
SOLICITORS.
Messrs. N. Stevens and Fearon, Gray's Inn, London.
Mr. George W. Andrews, Sudbury.
LOCAL AGENTS.
Braintree—Henry Jackson, Esq.
Halsted—Messrs. Sperling and Harris,
Maldon—William Codd, jun., Esq., and Messrs. Crick.
Thetford—Messrs. Clarke and Son, town clerk.
ENGINEER—Joseph W. Bazalgette, Esq., C.E.
The Committee will meet to allot the Shares in this Company on
Thursday, the 27th of March instant, and the letters of allotment will
be issued as shortly after as possibl•,.
Persons who should not receive answers to their applications will
please to understand that from the demand for Shares having far ex-
ceeded the number at the disposal of the Committee, it has been
found Impossible to comply with their wishes, but they will be en-
titled to a preference should any Shares be declared forfeited.
Detailed prospectuses, with traffic tables, and a planonay be had
at the Temporary Offices of the Company, 1, Gray's Inn-square ; or
of the secretary, solicitors, and local agents ; and of D. M`Nlel, Esq.,
Angel court, Throgrnorton-street, London.

BURGESS' ESSENCE of ANCHOVIES.
Warehouse, 107, STRAND, corner of the Savoy-steps, London,
JOHN BURGESS and SON, being apprised of the numerous en-
deavours made by many persons to impose a spurious article for their
make, feel it incumbent on them to request the attention of the
public, in purchasing what they conceive to be the original to ob-
serve the Name and Address correspond with the above. The gene-
ral appearance of the spurious descriptions will deceive the un-
guarded ; and, for their detection, J. B. and Son, submit the following
cautions;--Some are in appearance at first sight, `• the genuine," but
without Name or address ; some " Burgess's Essence of Anchovies,"
and others " Burgiss's ;" and many more without address. John
Burgess and Son, having been many years honoured with such dis-
tinguished approbation, feel every sentiment of respect towards the
public, and earnestly solicit them to inspect the labels previo us to
purchasing what they conceive to be of their make, which they hope
BURGESS' NEW SAUCE, for general purposes,
will prevent many disappointments.
great satisfaction, continues to be prepared by them, and is recom-
mended as a most useful and convenient sauce; will keep good hi all
climates. having given such
Warehouse, 107, STRAND, corner of the Savoy-steps, London.

The Original Fish-sauce Warehouse,

FIDDLE AND PRINCE ALBERT'S PATTERN PLATE.
B. SAVORY and SONS, Manufacturing
* Silversmiths, 14, Cornhill, London, opposite the Bank of
England—The best wrought SILVER SPOONS and FORKS, Fiddle
Patter", 7s. 2d. per ounce ; the Prince Albert's Pattern, 7s. 6d. per
ounce. The articles may be had lighter or heavier, at the same price
per ounce:—
The Fiddle. oz. B. d. £s. d. Prince Albert's. oz. s. d. £s. d.
12 Table Spoons 30 at 7 210 15 0 12 Table spoons 40 at 7 6..15 0 0
12 Dessert ditto 20 at 7-2.• 7 3 4 12 Dessert ditto 26 at 7 6.. 9 15 0
12 Table Forks 30 at 7 210 15 0 12 Table Forks 40 at 7 6..15 0 0
12 Dessert ditto 20 at 7 2 7 3 4 12 Dessert ditto 26 at 7 6.• 9 15 0
2 Gravy-Spoons:o at 7 2.• 3 11 8 2 Gravy Spoons 12 at 7 6.• 4 10 0
4 Soup Ladles 10 at 72• • 318 8 1 Soup Ladle 12 at 7 6.• 410 0
1 SauccAltto 10 at 7 8.• 316 8 4 Sauce ditto 12 at 8 0.• 416 0
4 Salt Spoons (gilt strong) 1 0 0 4 Salt Spoons (strong gilt) 2
10 0
2 0
1 Fish Slice
5 12 0
12 Tea spoons 10 at 7 8.• -3 16 812 Tea Spoons 14 at 8 0.•
1 Pair Sugar Tongs •• • 015 0 1 Pair Sugar Tongs ••••.. 1 5 0
Messrs. Savory and Sons recommend the Princo Albert's pattern.
It is very novel and of unexampled beauty

CLARK'S NEW BRILLIANT LIGHT.
have you seen it ? The nobility,
scientific men, and all
who have, admit its positive superiority, and admire its simplicity.
This light causes no smoke, cannot emit blacks, breaks no chimneys,
creates no smell, requires no cleaning, and in its construction is so
simple, that any person can trim it. It is so economical that, while
producing the light of two argand oil lamps, or The light of twenty
candles, it costs no more than two candles.
This perfect lamp fitted to persons' own pedestals, for 23 shillings,
all complete.
To be seen burning at Clark's Lamp Depot, 447, West Strand (op-
posite Warren's Blacking Manufactory).
Clark and Co. have also an improved Oil Lamp used by the Trinity
House, and all the greai light houses in the world, and only just now
introduced to public notice.
N.B. To prevent imposition, Clark and Co. put their name on all
these lamps.
_ _

THE " CLERK OF THE WEATHER"
To E. MOSES. and SON.
- Dear Sirs,—ln reply to the verses you wrote,
I have taken occasion to send you a note. ..
I certainly think you have very good reason
To be quite out of patience with Winter's long season.
But, Gentlemen, much brighter days are at hand,
When a beautiful Spring will encircle the laid.
You asked me, you know, Messrs. MOSES and SON,
To speak with the Winter, and this I have done.
I inquired how long he intended to stay,
And I said you were all in a terrible way.
I told him that birds as ere all waiting to sing,
And that you had prepared your new stock for the Spring.
I explained that the dresses of MOSES and SON
Could never be worn till the Winter is done.
And when I had talked with the King for a while,
I succeeded in making his Majesty smile ;
And, Sirs, he assured me, before I had done,
That bed not disappoint Messrs. MOSES and SON.
From this I conclude that your opportune rhyme,
Will produce its effect in a very short thaw.
And now, in the hope that you'll long trade together,
I remain, yours sincerely,
THE " CLERK OF THE WEATHER."
A new work, entitled " THE LEVIATHAN OF TRADE," with
full directions for Self-Measurement, may be had on application,
or forwarded post-free.

C _•" ''''' •
AN DLE HALF: CAUTION. -W. S.S
SUPERB COMPOSITE CANDIES, 10d. per lb., are allowed
upon trial to surpass all others of the present day for beauty of ap-
pearance and brilliancy of light. W. S: Hales makes no inferior Com-
posite Candles, of which town and country are inundated. To be had
genuine, also the extra-fine Wax-wick bleulds, 6d. per lb., for
cash, at DAVIES'S Old Established Warehouse, 63, St. Martin's•
lane, opposite Slaughter's Coffec-house. • _ _

PATENT BELMONT-SPERM CANDLES,
ONE SHILLING per lb. ; PATENT BELMONT SPERM
OIL, FOUR SHILLINGS per Gallon, burning more brilliantly than
the ordinary Sperm Candles and Oil, and differing from them in being
principally prepared from a pure vegetable material, instead of an
impure animal one.
PRICES PATENT CANDLES, 101,0. per lb.
VAUXHALL COMPOSITE CANDLES, B%d. per lb.
PATENT BELMONT WAX CANDLES, is. per lb.
Families wishing to try any of the above are recommended to
order them through their own tradesmen, taking notice, however,
that these being the London Cash Prices, the Country Dealer must
charge higher to cover his expenses of carriage. Where no dealer
can be found willing to sell them, Edward Price and Co. will supply
quantities of not less than 5/. worth, direct from their manufactory,
at Belmont, Vauxhall. On receiving a Post-office order for this
amount, they will forward Candles and Oil in the 'proportions that
may be directed; or, to parties wishing for samples and unable to
obtain them, they will, on receiving a 1/. Post-office order, forward a
box containing 31bs of each of the four sorts of Candles, and a
gallon of the Oil. They fix the price of the sample box so high, to
avoid all suspicion of their wishing to interfere with the retail trade
of the Country Dealers.
The trade may obtain the above Candles and Oil wholesale, in
London, *oaf Edward Price and Co., Belmont, Vauxhall ; Palmer
and Co., Sutton-street, Clerkenwell ; and W. 3larchant, 253, Regent-
circus, Oxford-street ; in Manchester, from Richardson and Roebuck,
Market-place ;in Bath, from T. and G. Butcher, No. 4, Saw-close ;
and in Cheltenham, from Mathews and Co., 400, High-street.

£ s. d
caver Taglionis .. •••• • • ..
Ditto Chesterfields •••• • • • ....• • • ... ••••••• • • • • • • • • 010 6
Ditto Codringtons •
Ditto Peathrokes, Athols, Peltoes, and every description of
Winter Coat, handsomely trimmed .• ..
Boys' Winter Coats, in every style. .
Warm Winter Trousers, lined. ...... •• • • ....... ..... 0 4 6
Ditto Doeskin .. .
Dress Coats, edged, &c••••••••••••••....................1 0 0
Frock ditto, ditto .• . ..... . .
Rolling Collar Vest ••••••••••••••• • • • • • • • • • • • • • ..
Double-breasted Ditto •••• • • • ..... ••••••• • • • • • ..
Boys' Hussar Suits
Vitt° Tunic, neatly braided ••• • • ..... ••• • • • ............ • ••••.. • • • • 0 0 18 6
MADE TO MEASURE.
Saxe Gotha Coats, velvet collar and cuffs .. ••• • .. from 118 0
Winter Coats, in every style and shape, handsomely trimmed 1 5 0
Milled Tweed Wrappers
Ditto ditto Trousers
Buckskin Ditto
Doeskin Ditto, any patient ....
Best, or Dress Trousers •• •
7 0
Cashmere Vest • .
Winter Ditto, in endless pattern •••••••••• • • • •• • • • • •
Dress Coat
Ditto. Oitto, best manufactured • 215 0
1 15 0
Frock Coat • • • ....
Ditto, the best manufactured • • 33 0
Boy's Hussar Suit ..........1 8 0
Ditto Tonic .
Mourning to any extent can be had at five minutes' notice, at the
following prices :
Men's Suits, dress coat, vest, and trousers ••• • • • • • from 1 16 0
Ditto, jacket, vest and trousers •• • • ....... •••• • • • from 0 18 0
ImPORTANT.—Any article purchased or ordered, if not approved of,
exchanged, or the money returned.
Observe--E. MOSES and SON, Tailors, Wholesale and Retail
Woollen Drapers, Outfitters, and General Warehousemen, 154, Mino-
ries, and 86, Aldgate, City, opposite the Church.
C UTION.—E. muses and Son are obliged to guard the public
against imposition, having learned that the untradesmanlike false-
hood of being connected with them, or it's the same concerti, has
'seen resorted to in many instances, and for obvious reassus. They
ave no connexion whatever with any other establishment, In or out
of London, and those who desire genuine Cheap Clothing should (to
ps event disappointment, &c.) call or send to' 154, Minories, or 86,
Aldgate, opposite the Church.
N.B. Nu business transacted at this Establishment from sunset on
Friday till sonunset Saturday when business is resumed till twelve
o'6lo*,

VALUABLE MEDICINE.
HUNT'S APERIENT FAMILY PILLS;
a most excellent Medicine for Billions Complaints, Disorders
of the Stomach and Bowels, Habitual Costiveness, Indigestion, Heart-
burn, Pains and Giddiness of the Head, Influenza; Worms, Spasms,
Nervous and Dropsical Complaints.
For upwards of forty years have these Pills obtained the unquali-
fied approbation of the Public In general, among whom may be in-
cluded Families of Distinction and Medical Men. Their composition
is so truly excellent, and their beneficial effects have been so widely
experienced, that the Proprietors feel the greatest confidence in re-
commending them as one of the MILDEST and MOST EFFICIENT
APERIENT FAMILY MEDICINE ever offered to the Public. These
Pills require no confinement nor alteration of diet, and are adapted to
every variety of age and constitution. They seldom operate until
eight or ten hours after taken, and then gently. They restore the
tone of the stomach, strengthen the digestive organs, cleanse the
bowels of all impurities, and promote the due secretions of the liver
and of the kidneys, and by invigorating the system ,ge;!erally, become
an invaluable restorative of health to both sexes.
Officers of the. Army and Navy will find these Pills an invaluable
appendage to their Medicine Chests, as they retain their medicinal
virtues in all climates.
Ladies, even of the most delicate constitutions, will find these Pills
particularly beneficial, both before and after their confinement.; nor
can they be too highly recommended lbr the general use of schools.
They are also an excellent preparatory iu the use sf medicinal waters,
' sea-bathing, &c.
Prepared and sold by Messrs. Hunt (the original Proprietors), 65,
Great Pulteney-street, Bath ; and sold, wholesale anti retail, by
Messrs. Barclay and Son, 95, Farringdou-street ; Butler, 4, Cheap-
side ; Sutton, 10, Bow Church-yard ; Edwards, 67, St. Paul's ;
Newbery, 45, St. Paul's; Sanger, 150, Oxford-street, Loudon; and
by all respectable Medicine Vendors in the Metropolis and. Provincial
Towns.
Be careful to see that the Names and Address of the Pro-
prietors are engravei on the Medicine Stamp around each box, as
inch alone are gertne. Price is, I }id, each box,

______ . _ , .._:. - --'' ---------- --- e27,-,..,..1,,..,,,,,,,,,....- .---.....am...nupp..-••-- _____.
."----)
z_--..----//
--(.2.,- .---- ----....v.,--0,-
~ ‘ j ' 17--'
.0.
//". e______--0,?,
the Cambridgeronte are very superior ; and on the other,
the terminus at Farringdon-street is nearer to the Bank,
the Post-office, and Charing-cross, than that of the
rk. London and York Railway at King's-cross. The main
,j, , -,4 .
*/:i%:.
4
at an inclination of 1 in 100, to 1 in 110 ; and 51k miles
at an inclination of 1 in 181, to 1 in 200 ; with 44 miles
of tunnelling ; while the w hole of the proposed line from
......
Cambridge to York has no plane so steep as lin 200,
and only five short planes, whose united length amounts
to tii- miles, steeper than 1 in 250 ; while for the greater
part of its course it is practically level.
Although the gradients of the London and York line
are for moderate lengths, and have nothing in themselves
that can be considered as objectionable, it us evident, that
as compared with the extraordinarily good gradients of
the Cambridge route, they detract from the advantage
in respect of absolute distance.
Recent experience has shown upon the Brighton Rail-
way, that a train may be worked regularly with safety
and punettimlity at an average speed of 33 miles an hour.
including stoppages ; and there is nothing upon any
portion of the route between Loudon and York, by way
of Cambridge, to prevent this or even a higher speed
from being attained, at which rate the journey from
London to York could be accomplished in six hours.
Taking into account, therefore, en the one hand, the
difference of absolute distance, and on the other the dif-
ference of gradients, and the advantage of the Cambridge
route by the superior proximity of its terminus to the
heart of the metropolis, we are of opinion that, for the
purposes of through traffic between London and York,
the merits of the two schemes may be considered as very
evenly balanced.
't he re.ore important question remains to be considered
of local accommodation for the eastern districts of Eng.
land, now deprived of the benefits of - railway communi-
cation. -

In ord'er to arrive at sound conclUsions upon this ques-
tion, we must consider the nature and rants of this dis-
trict. It is almost exclusively agricultural, being,
in fact, the great corn and cattle producing district of
England, from which food is sent, on the one hand, to
the dense manufacturing population of Yorkshire and
Lancashire, and, on the other, to London. From North
Lincolnshire, Newark, East Retford, &c., the bulk of
the produce finds its way (mostly by circuitous water
conveyance) to the manufacturing districts, a great deal
of it centering at the important corn mart of Wakefield.
From South Lincolnshire, Stamford, Peterborough, Cam-
bridgeshire, Huntingdonshire, &c., the produce goes
partly to the west and north, and partly to London by •
sea from Boston, Spalding, and Lynn. The fat cattle
and sheep of the whole district go principally to London.
The whole district is destitute of coal, lime, building
stone, &c., all which it draws from the west and north-
a (the Waleeneld, Barnsley, :Sheffield, Clay Cross,
xton, &c., coal fields), or from the sea ports.
General in( rchandise, colonial produce, &c., come
principally from Landon and Hull. Timber, oil-cake,
bones, guano, &c., from Hull and the shipping ports.
It is clear, therfore, that the leading object is to con-
nest the chief towns and principal markets fur agricul-
tural produce with one another ; with London ; with
the railways leading to the manufacturing districts ; and
with the shipping ports.
The chief towns and markets as we go north from
London arc— Population.
Cambridge 23,455
Peterborough
Stamford
Grantham 8,786
Newark 10,218
Lincoln 13,411
Doncaster 11,245
The principal shipping ports are— •
Spalding
Boston
Gainsborough 6,948
in addition to Hull, Selby, and Goole, and to Lynn and
Wisbeach, which, however, are rather connected with
another system of railway communication.
A reference to the map will show how these objects
respectively are attained by the London and York, and
Cambridge and Lincoln combinations.
If we disregard for the present all considerations of
expense, it may be considered that the London and York
scheme, on the whole, presents a larger and more com-
prehensive system of communication. It runs a new
trunk line from London to Peterborough, half way be-
tween the London and Birmingham, and Northern and
Eastern, and thus accommodates a greater extent or
country. Again, by the loop or second line from Peter-
borough, by way of Boston and Lincoln to Bawtry, com-
bined with the direct line, it traverses a greater extent
of country, and places both the towns on the old North-
road, Grantham, Newark, and East Retford, and also
Lincoln and Boston, in a continued line of communita-
tion, which no single line could do. Also, it comprises
branches direct to Sheffield and Wakefield, which place
it in a better position for competing with existing lines
for the traffic of the manufacturing districts to London ;
and, on the whole, having 327 miles of new railway, as
compared with less than 200 by the opposite combina-
tion, it of course traverses a greater extent of country,
and thus affords greater accommodation.
On the othes hand, the Cambridge and Lincoln lino
places Cambride (which is by far the most important
town between London snd York) on the main line, and
is, we think, a better licit line for South Lincolnshire,
running through the hoar:. of the country, just skirting
the fens in the line of the principal population, and at
the heal of all the principal drains and navigable cuts,
while the lines of the London and York scheme skirt it
on each side, and run from Boston to Lincoln paral:el
with an existing water communication.
The question, however, cannot be considered prac-
tically without reference to considerations of expense.
As an abstract proposition, it may be undeniable that
it is desirahle to extend the benefits of rails ay commu-
nication to every village and hamlet in the kingdom ;
but as a practical question, the probability of a sufficient
return upon the requisite capital to enable the railway
to support itself it, a state of solvency and efficiency,
affording to the public they benefits of good accommoda-
tion and moderate rates, must, under ordinary 6rcura-
stances, be looked upon as decisive of the question,
whether a particular district can be considered to require
a railway.
A'so when very nearly the same objects are attained
by two schemes, one of which is extremely expensive,
while the other, although in a certain degree less com-
prehensive, is so much less costly that its promoters can
afford to offer much greater advantages to the public
generally than could be done by the other, it would ob-
viously be a sacrifice of the greater to the lesser objvct,
to sanction the more expensive scheme, and thus impose
a heavy additional tax upon the bulk of the traffic, for
the sake of minor advantages.
It is essential, therefore, that we should consider in
some detail the probable cost of the two schemes be-
tween winch, as we have already stated, we consider the
comparLon to lie.
To begin with the London and York scheme. This
scheme consists of the following parts :

Bedford, and London and Bir-
mingham e . 16 31 125,000
Eastern Counties—Hertford and
Biggleswade Branch
Eastern Counties—Cambridge and
Huntingdon
Ely and Bedford
Midland Railway—Syston to
Peterborough
Midland Railway—Nottingham
to Lincoln 33 52 408,000
Newark and Sheffield 32 GO 500,000
Manchester and Sheffield, and
Midland Junction (Sheffield to
Chesterfield) l2 14 400,000
Sheffield and Lincolnshire 52 29 700,000
Rotherham, Bawtry, and Gains-
borough
Great Grimsby and Sheffield GO 48 600,000
Bull and Gainsborough 29 72 370,000
Wakefield, Pontefract, and Goole 30 73 365,000
Barnsley and Goole
Goole, Doncaster, Sheffield, and
Manchester
York and North Midland and
Goole
Goole and Snaith 5 27
It will be seen from the above list, that the question
upon which we have now to report involves the con-
struction of upwards of 1,200 miles of railway ; an
amount not much less than that of the whole of the
railways in the kingdom . already in existence, and the
proposed investment of upwards of 20,000,000/. of capital.
IVe have approached the subject with a full sense of its
importance, and of the responsibility which is imposed
upon us in expressing any opinion upon questions of such
magnitude; ai,d we have now to report the conclusions
at which we have arrived, after most anxious and delibe-
rate investigation.
The leading objects which are proposed to be accom-
plished by the schemes under consideration may be
classed under two heads, viz. :-
Ist. To extend the benefits of railway communication
to the large portion of England which lies intermediate
between the London and Birmingham, and Northern and
Eastern Railways, and to the east of the Midland and
York, and North Midland Railways.
2d. To form a new trunk line from London to York
end the north, by the east of England, more direct than
the present circuitous route by Rugby and Derby.
The former of these objccts appears to be decidedly
thilrriant.' :14 algrorcalikEß.4.P.Clice.ted
rat ways cotland, we have alrea y state our reasons
for ln-lievino- the., owing to the interruptisns occasioned
by the Firths of Tay and Forth, the eastern line can
never b :come the principal trunk line of communication
between Scotland an 1 England. In the event of the
Caledonian and Scottish Central lines being sanctioned
by Parliamert, the traffic of Glasgow, and of the whole
of the ro there, western, and central portions of Scot-
lend with England, would pass principally by, way of
Carlisle and the western route; and if the rent or
Churr.et Valley lines should be constructed, the distance
even from Edinburgh to London would be almost as
short by the western as by the shortest of the proposed
eastern routes.
The existing through traffic to London that would pass
over a more direct London and York line, is stated not
to amount to more than about 97,0001. a year ; and al-
though this amount may probably be increased by the
opening of new lines between Newcastle and Edinburgh,
yet, on the other hand, it must be remembered that a
larger proportion of the existing Scotch traffic now comes
up by way of Newcastle than can be expected to do so
ultimately, when both the eastern and western lines of
communication are completed.
On the whale, therefore, we are not of opinion that
the probable importance or amount of the through traffic
between London and York would be sufficient to justify
an expenditure of several millions for the sole object of
shortening this communication by a few miles. At the
same time we consider it obviously desirable, for na-
tional as well as for commercial purposes, that the whole
railway communications of the metropolis with the
northern portions of the kingdom should not depend
upon a single trunk line ; and that, consequently, the
opportunity should be embraced now which presents it-
self of obtaining a good second trunk line to the north,
by a combination which, at the same time provides for
the local and lateral communications of the eastern
counties.
These general considerations appear to us to be suffi-
cient to narrow the question considerably, by the ex-
clusion of two of the principal schemes which enter into
competition.
The Direct Northern, considered as an integral
scheme between London and York, has been pro
,jected
mainly with a view to the attainment of the shortest
practicable route between the termini, to which oliect
the local accommodation of the district traversed has
been considered as secondary. Should Parliament be of
opinion that the construction of the most direct line be-
tween London and York ought to be considered as a
paramount object, the integral scheme of the Direct
Northern would deserve a preference. It reduces the
distance to 1761 miles, being 42 miles shorter than by the
existing route, and 91 miles shorter than by the proposed
London and York line. But for the reasons already
stated, we do not consider that a slight saving of dis-
tance between London and York would be a sufficient
compensation for neglecting the local accommodation of
the intermediate districts ; nor do we think that it
would justify the outlay of capital requisite for the con-
struction of such a trunk line as the Direct Northern.
On the other hand, the scheme of the Midland Rail-
way Company from Swinton by Lincoln, Boston, Spald-
ing, and Wisbcach, to March, is open to the opposite
objection, that it entirely sacrifices the object of attain-
ing a tolerably good second line of communication from
London northwards. As part of a trunk line to York,
it is obviously inadmissible, since it would make the dis-
tance as circuitous as by the existing route by way of
Rugby, while, as a mere local line, although in itself it
might be useful, it is too long and expensive, and com-
petes too much with any possible trunk line through the
same district, to be allowed to stand independently. An
inspection of the map will be sufficient to show that its
extension is altogether incompatible with that of the
Cambridge and Lincoln line, to which it would be a di-
rectly competing line for the greater part of its course,
while, as compared with the London and York scheme,
it would merely be an expensive substitute for the
" loop" or second line of that scheme, which diverges at
Peterborough and joins the main line again at Lincoln.
Even apart from other schemes, and considered merely
with reference to local purposes, this scheme also,
although in some respects it would be advantageous,
would obviously be insufficient, since it merely skirts
the coast from Boston southwards, and affords no ac-
commodation to the important agricultural districts of
the interior.
We shall at once assume, therefore, that the question
may be narrowed by the exclusion of the Midland scheme,
and of the Direct Northern, considered as an integral
;clietne, and that the comparison rests between the Lon-
don and York, and the Cambridge and Lincoln, in con.
flexion with some scheme for completing the communi-
cation from Lincoln to York ; those two schemes alone
complying with what we consider to be the indispen-
sable requisite of uniting the two objects of promoting
local accommodation, and of affording a good trunk line.
As regards the latter object, we are of opinion that
the merits of the two schemes are very equally balanced
and that either would afford a very good trunk line be.
tween London and York. The distance from London to
York, by the London and York scheme, is 186 miles ;
by the Cambridge and Lincoln (in connexion with the
northern portion of the Direct Northern, and with the
Tottenham and Farringclon-street Extension, which is
proposed as part of thin, combination), it would be 1951
miles ; the difference in favour of the London and York
beitig 9i- But 011 the one hand, the gradients of

Miles..

Main line from London to York; via Hunting-
don, Peterinrough, Grantham, Newark, aid

I)oncaster
Loop from Peterborough, by Boston and Lancas-
ter, to Bawtry B6
Sheffield Branch
Wakefield Branch
Bedfotd Branch -
Stamford Branch 5
Minor Branches, Junctions, Sic.

Total 3274-
The estimated capital required for the construe:ion
of this railway is 6,500,0001., or at the average rate of
20,0001. per mile. The extreme improbability of the,
line being constructed for anything like this estimate
must be apparent. It is true that a great part of the
line tiaverses a country where nature presents few ob-
stacles to the construction of railways. The loop of 86
miles through the level parts of Lincolnshire, and along
the bank of the Witham Navigation, runs nearly on the
surface, and considerable portions of the main line are
also of an easy character. Other portions, however, are
of a very difficult and expensive character ; as, for in-
stance, the line fur some distance north of London, th 3
Sheffield Branch, and a portion of the Doncaster and
Wakefield Branch. On the whole, the scheme has 64
miles, or 11,771 yards of tunnelling, 2,677 yards of
viaduct, and about 69 miles of which the earth-works
are very heavy and decidedly above an average.
The comparison of the first 112 miles of the London
and York tine out of London to Grantham, with the 112
miles of the London and Birmingham Railway, is sttaed,
in a document officially submitted to us, and which the
parties state that they are prepnred to bear out by cvi•
deuce before Parliament, to show the following results :
London and Birmingham Railway-112 miles.
Earth .work 11,000,000 cubic yards.
Tunnels 4-- miles.
Longest viaduct
Ditto, greatest height
London and York Railway-112 miles.
Earth•worl• 13,000,000 cubic 3:lrds.
Tunnels 4l miles.
Longest viaduct
Ditto, greatest height B9 „
We have not been in a position to test the accuracy of
all the details of this statement ; but it appears sufli
ciently established that there is no such decided diffe-
rence in the nature of the worki upon the two lines as
would currant us in assuming, owing to this cause alone,
an entirely different rate of cost of construction.
It is true, that since the time when the London and
Birmingham Railway was made, a much greater degree
of economy has been introduced in the construction of
railways. A great part of this economy, however, has
obviously resulted from temporary causes, which are no
lorgcr in operation. For instance, the price of iron rails,
which, at the time when the estimates for most of the
railways now proposed were framed, did not exceed 61.
or 71. per ton, has since risen to nearly double that
amount; and from the extraordinary demand that must
exist for the next four or five years, from the sinaulta-
nenus construction of so many thousands of miles of new
railway, both in this and in other countries, it is evident
that, notwithstanding the increase that may be antici.
pated in the poaers of production, it is impossible to
calculate upon a lower pike of rails than prevailed
while the London and Birmingham Rail aay was in

course of construction.
The increase of price during the last six months, upon
the artie.e of iron alone, would swell the estimate of
eest for the 327 miles of the London and York Railway,
by an amount not less than 500,0001.
The rise in the price of almost every description of
labour applicable to the construction of railways, dur-
ing the last six or eight months, has also been con-
siderably, and where, as in the present instance, im-
mense works would have to be completed within a
short period by the collection of lage masses of the class
of men known by the appellation of " navigators," it
can hardly be expected that the cost of common earth-
work will be much below what prevailed during the
period from 1536 to 1839. In remote localities, where
the additional demand for labour is less felt, or where

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