The Sun.
London, England, 1845-01-29 00:00:00

LONDON AND YORK RAILWAY.

authority of the most eminent engineers of the day,
that it will effect any saving of time—in fact, the
distance gained is mostly, if not entirely, gained
between London and Peterborough. In order to
understand this part of the case clearly it ,3hould be
viewed solely with reference to a direct communica-
tion between London and York, that is, irrespective
of branches, regarding the main line.from London to
York on the one hand, and the direct extension of
existing lines on the other.
The direct line from London to York will be 188
miles. Its cost (of this main line alone), in the esti-
mation of the most eminent engineers, cannot be less
than the whole of their assumed capital of 5,000,0001.
The extension of the Northern and Eastern line
from Cambridge to the York and North Midland at
Monk Frysbone, will be 132 miles, the cost 1,950,0001.
It should be borne in mind that to complete the
chain of railway communication between Ipswich,
Harwich, Colchester, Stowmarket, Bury St. Ed-
mund's, Newmarket, and Cambridge, a line must be
made from Cambridge to .Peterborough ; whilst from
the north, to give the desired communication between
the manufacturing districts and Lincolnshire, a line
must also be made from Bawtry to Lincoln ; there
would still be wanting a line from Lincoln to Peter-
borough, to perfect the entire chain of railway com-
munication ; and that line must be made in order to
accommodate the heart of Lincolnshire.

viewed as an extension of the Northern and Eastern
Railway, or es a natural and proper line whereby the
Northern, MJland, and Eastern Counties, may be
connected with each other, or as forming a connectin,g
link between the various railways, of which Cam-
bridge, St. Ives, Peterborough, and Lincoln w ill be
the respective centres, or as part of a cheap and in-
dependent line of railway between the mAropolis and
the north, or as connecting the ports of the eastern
coasts and the metropolis with the markets, manu-
factures, and coal-fields of the north, it presents, from
its non-interference with existing interests, and the
small cost at which, from the nature of the district
traversed, it may be made, maintained, and worked,
advantages of paramount national importance, and
will afford a greater amount of public accommoda-
tion, for the outlay of capital, than any existing or
projected railway. It has, moreover, the cordial sup-
port of the Eastern Counties and Midland Companies,
who see in it the direct and cheap extension of their
own important lines of railway communication, and
who have mutually entered into an arrangement with
the promoters of the Cambridge and Lincoln line,
which, whilst in every other respect it leaves each
company perfectly free and independent, provides in
the tnost complete manner for the regulation and for
speedy and cheap transit of the traffic over the entire
line from London to York. The time occupied in the
journey from London to York, including stoppages,
will not exceed seven hours, and the cost of transit
will be less than by any railway which can be con-
structed between the same termini.—l am, Sir, your
obedient servant, OBSERVER.
Jan. 27, 1845.

TO THE EDITOR OF THE SUN.
Sir,—The Times of the 24th inst. contained az
advertisement on the part of the London and Yoik
Railway Company directing the attention of its
readers to a statement of the merits of their under-
taking to be published in Herapath's Rail way Journal
of Saturday last; that statement, as embodied in a
leading article of the journal, headed London and
York Railway, is now before the public, and deserves
the most serious consideration on the part of those who
have embarked their money in any one of the
various projects for accelerating the communication
between the metropolis and the north.
I am surprised that the writer of the article in ques-
tion should have felt it difficult to enter on a matter
of so much importance as a new line of railway to
Yolk, when he was able to demonstrate so clearly as
be has done the necessity which exists for a new line
of railway. east of the existing lines, to accommodate
the extensive and productive district lying to the
north of Cambridge ; his difficulty was not to demon-
strate the necessity for such new line of railway, but
to show that the project of the London and York was
the one best adapted for the purpose ; this was the
difficulty with which he had to grapple, and that he
felt it to be no inconsiderable one is clear from the
candid admission he afterwards makes, viz.—" We
could have wished, and so we have repeatedly said
in this journal, and to the promoters of the London
and York line privately, that it had started from Cam-
bridge or Ware, and gone into the York and North
Midland at Burton Salmon."
I freely admit that a new line of railway to the
east of the existing lines north of Cambridge is re-
quired, and I could wish, with the writer of the article
in question, that it should start from Cambridge and
go into the York and North Midland. I never could
see why the new line should start from London and
terminate at York—why an immense outlay of capi-
tal should be made and important existing interests
be most deeply and injuriously affected; for objects
which can be much better attained at less than halt
the cost and without detriment to any interests ; it is a
case which more than any other demands the dispas-
sionate consideration of an impartial tribunal, and I
am confident that no array of names, no extent of in-
fluence, no tact in getting up deputations or memo-
rials, will operate on the minds of the Railway Com-
missioners of the Board of Trade, or withdraw their

Again I must refer your readers to the map; they
will perceive at a glance that there must be one
line of continuous railway from Bawtry, by Lincoln,
through the heart of Lincolnshire, by Peterborough
and Cambridge, to London, and I am sure, if they are
not Proprietors in the Witham Navigation, or unfor-
tunate Shareholders in the London and York, they
will acknowledge that another new, expensive, and
entirely competing line from Bawtry to London can-
not be justified on any ground of national importance,
and cannot hold out any reasonable prospect of return
to the Proprietors.
The third point of inquiry in the memorandum
issued by the Board of Trade is, as to the amount of
advantage afforded to the towns and districts more
immediately affected.
If we take up the London and York line from its
London terminus, and trace the route to Peterborough
in connexion with other existing and projected lines,
we find that the towns and districts which it would
accommodate may be otherwise provided for at much
less expense, and, consequently, to their much greater
advantage Hitchin and Biggleswade may be accom-
modated by the Eastern Counties projected extension
from Ware to those places' Bedford by the projected
branch to that town from the London and Birming-
ham Railway; St. Neot's and Huntingdon by the
projected line from Ely to Bedford, which will inter-
sect the main trunk of the Cambridge and Lincoln
at St. Ives ; Peterborough, by the Cambridge and
and Lincoln line ; proceeding northwards from Peter-
borough we find that Stamford will be accommodated
by the Syston and Peterborough line, and the branch
from the main trunk of the Cambridge and Lincoln,
uniting it with its ancient natural port of Spalding;
Newark, by the projected extension line from Not-
tingham to Lincoln, leaving Grantham the only place
of any note which will not be accommodated by lines
actually projected and now under the consideration
of the Board of Trade; surely no man in his senses
will say that a parallel and competing line of railway
from Bawtry to London is required for the accom-
modation of Grantham, which might be united by a
branch to the main trunk of the Cambridge and Lin-
coln line.

COURT CIRCULAR.
WINDSOR, TUESDAY.--The Queen and Prince Albert
took their usual early walk in the grounds adjoining
the Cast!e and in the Home Park this morning. On
the return of her Majesty and the Prince his Royal
Highness left the Castle on a shooting excurson in the
royal preserves, accompanied by the Marquis of
Douro, and attended by Mr. Anson, Colonel Bouverie,
and Captain Meynell.
Their Royal Highnesses the Prince of Wales, the
Princess Royal, and the Princess Alice, were taken
for walking and pony exercise this morning. His
Royal Highness Prince Alfred has also been taken
an airing to- day.
The Right Hon. Sir R. Peel left the Castle early
this morning for town, and returned this evening to
dinner.

The Marquis of Ormonde has relieved Viscount
Sydney from his duties as the Lord in Waiting on
the Queen, and Major-General Sir Frederic Stovin
has succeeded the Hon. Nelson Hood as the Groom
in Waiting on her Majesty.
In the afternoon her Majesty and Prince Albert
walked out for some time.

attention from the real merits of the case, and a just
appreciation of the many important interests involved
in it.
In the memorandum issued by the Board of Trade

The Marquis and Marchioness of Douro, Lady
Peel, the Hon. Amelia Murray, and Lucy Kerr, took
an airing in a carriage and four this afternoon.
Her Royal Highness the Duchess of Kent, Lady
Fanny Howard, and the Countess Wratislaw, joined
the royal circle at dinner.
The band of the Royal Horse Guards wa3 in
attendance during dinner.
Her Majesty's private band afterwards attended at
the Castle. - -

to the public several points were enumerated as those
into which inquiry would be made. It may not be
unprofitable to your readers, at least to that portion
of .them who are interested in the question, to advert
to those points, and to consider in how far the scheme
of the London and York Company is calculated to
satisfy the inquiries of the Board of Trade.
The first point is as to the ability and bona fide in-

The Chairman of the South Sea Company and the
Deputy Chairmen, Messrs. Franks and Buuverie, had
an interview with the Chancellor of the Exchequer
yesterday, at his official residence in Downing-street.
Mr. Roebuck, M.P., had an interview with Lora
Stanley yesterday, at the Colonial-office.
Sir Robert Peel arrived in town yesterday, from
Windsor Castle. Sir Thomas Fremantle, the Earl of
Dalhousie, the Right Hon. H. L. Corry, and the
Hon. Sidney Herbert, had interviews with the Right
Hon. Baronet. In the afternoon Sir R. Peel left
town, on his return to Windsor Castle.
_ _

tention of the promoters to prosecute their application
to Parliament in the next session' for a Bill to autho-
rise the undertaking.
I will assume, as I have no doubt is the case, that

The loop from Bawtry by Gainsborough, Lincoln,
Boston, and Spalding, to Peterborough on the one
hand, and to Sheffield and Wakefield on the other, is
designed to connect Lincolnshire with the manufac-
turing and mineral districts. The writer in the
Journal in reference to this loop says—" Its great
merit appears to be, that it furnishes a direct commu-
nication north and south fur the chief towns of Lin-
colnshire and at the same time affords them the
means of sending their produce to the largest markets,
and furnishes an outlet for the extensive manufactur-
ing districts through and to which the Manchester
and Leeds, and Sheffield and Manchester Railways
go; we look, therefore, upon the line, without the
loop, to be an imperfect work, and but very indiffe-
rently filling up the great chasm left, or we may
rather say made, by the establishment of the present
railways.
That the line, without the loop, would be imper-
fect, every one must admit—whether the loop will
give the most direct and the cheapest communica-
tion between Lincolnshire and the Manchester and
Sheffield and Manchester and Leeds Railways, and
whether it will afford that accommodation to the traf-
fic between Lincolnshire and the manufacturing and
mineral districts which its great importance demands,
are questions of serious moment, and it behoves those
who have embarked their money in the London and
York scheme to ponder them well.
Facts and figures are stubborn things. As I have
before stated, the London and York Company, with
a view to connect the manufacturh'g districts with
Lincolnshire, propose to make the following branch
railways, viz.—
From Bawtry to Sheffield .
From Doncaster to Wakefield l9 mi'es.

the ability and bona fide intention of the promoters
of the Bill to prosecute their application to Parlia-
ment in the next session, is unquestionable.
The second point is, as to the advantages to be ob-

Mr. Wickham, Chairman of the Stamps and Taxes,
had an interview with the Chancellor of the Ex-
chequer yesterday. Captain Boldero, M.P., also had
an interview with the Right Hon. Gentleman.
Dispatches from the Governor of the Cape of Good
Hope were received yesterday at the Colonial-office.

tained in a national point of view, in completing or
extending important lines of railway communication.
The scheme of the London and York Company is
neither the completion nor the extension of an im-
portant line of railway communication ; on the con-
trary, it involves the construction of 330 miles of
railway, wholly independent of, and to a great extent
competing with, other existing lines, whilst, from the
vast amount of capital which must be expended in its
construction, the number of tunnels, viaducts, high
embankments, and deep cuttings, which are requisite
to give it a gradient of one in 200, it cannot huld out
any commensurate advantages to the public.
In a national point of view, we may consider the
scheme under three distinct heads :

LORD JOHN RUSSELL ON THE
TAXING OF MACHINERY.

At a large meeting of the Spitalfields Weavers' Union
last week, an interesting correspondence between the
sawyers of Oldham and Lord John Russell was read, by
Mr. Sherrard, secretary of the Weavers' Union. The
sawyers' letter, dated September 17, 1844, refers to his
Lordship's memorable speech at the close of last session
as a justification of the liberty of addressing him on the
subject of their grievance, with a view of soliciting his
advice. The following is his Lordship's reply :
" Muted Wood, Godalming, Sept. 24, 1844.
" Gentlemen,—l beg to acknowledge the receipt of
your letter, signed by your secretary, of the 17th instant.
I wish I could bring my opinions to some accordance
with your own, but I fear that it is impossible. While
you seek to put f.•esh restrictions on the skill and inge-
nuity of mechanical inventions, it will not be in my
power to assist your endeavours for the benefit of the
sawyers. If I were to do so, I could not stop with your
trade. Nailmakers are in a similar situation, owing to
the new machinery For, the manufacture of nails ; other
artisans and agricultural labourers will pray for the like
interference, to prevent the use of new machines which
interfere with manual labour.

1. As a new and independent line from London to
Peterborough.
2. As connecting the fertile districts of Lincoln-
shire with the southern and eastern parts of the king-
dom, and with the manufactures and coal fields of the
north and west.

3. As facilitating the communication between the
metropolis and the north of England and Scotland.
As a new line from London to Peterborough it is
wholly unnecessary; no one can trace its route be-
tween the London and Birmingham Railway on the
one side and the Northern and Eastern on the other,
without involuntarily exclaiming, why did it not start
from Cambridge ? It is evident from the nature of
the country it will traverse, that it must be most ex-
pensive and difficult in its construction ; the first 30
miles from London will require an enormous outlay of
capital, then it will pass through some of the finest
garden land in England, and, after all, it will be a
competing line with an existing and important rail-
way, which has the strongest and most unequivocal
claims to the protection of the Board of Trade and of
Parliament. _ _ _

From the Wakefield branch into the York
and North Midland,to communicate with

Leeds 4 miles.

" Now, my belief is, bat those inventions tend to the
improvement of our condition as a people, and enable us
to support the great weight of taxation to which we are
subjected. Ever since I have known this country
machinery hatbeen in progress towards perfection, per-
forming more and more the task of human hands, and,
at the same time, a great number of people have found
profitable employment.
" I know, and I deplore, that while this progress is
going on, many a workman loses the wages which skill
and experience have enabled him to gain. But, instead
of the perilous course of laying duties on machinery,
which would soon enable foreign nations to outstrip us
in the score of competition, I am of opinion that we
ought to give greater freedom to trade, and, if possible,
so extend the demand for labour, that our population,
greatly increased as it is, may obtain a good price, for
their clay's work.
" I do not mean to pronounce any opinion on the late
tariff, so far as regards timber. If the sawyers of this
country are subject to unfair competition, they have a
a cause for redress so far as colonial timber is concerned.
—I remain, your most obedient servant,
" J. RUSSELL.
" Mr. Samuel Easthope, White Lion, Oldham."

43 miles.

The Midlands attain the same
object by two short branches
into existing lines, one from
Doncaster to Swinton.... 8 miles
The other from the North
Midland into the Manches-
ter and Leeds . 4 miles 12 miles.

In short, any one who takes a map of the country
in his hand, and traces the proposed new line between
London and Peterborough, must perceive that it is
wholly uncalled for by local wants, and cannot be re-
garded otherwise than as a wanton interference with
private property, and an unjustifiable invasion of the
rights and interests of others, without affording any
adequate advantages to the public. The promoters of
the undertaking may disregard the wishes and the
private remonstrances of individuals, but they cannot
escape the control of public opinion and the calm and
deliberate judgment of a competent and impartial
tribunal.

31 miles.
thus affecting a saving of 31 miles of railway without
materially, if at all, increasing the distance to be
traversed.

But this is not all—a single line of rails between
Lincoln, by Boston and Spalding, to Peterborough,
will not be sufficient for the traffic which, if it be the
only line through Lincolnshire, must come upon it. The
through traffic from Gainsborough and Lincoln, as
well as that from the fertile and populous district of
country to the north and south of the Witham, would
have no other outlet to the southern parts of the king-
dom, and persons going to and from London would
be taken round by Boston and Spalding; whilst,
after all, the heart of the country, the district along
which its population is chiefly collected, would derive
no advantage whatever from the line.
Of the two principal towns on the route between
London and York, Cambridge and Lincoln, one is
wholly disregarded, and the other but very imper-
fectly accommodated, by the proposed scheme of the
London and York Company. Cambridge, including
its University, containing 29,000 inhabitants, but the
population of Cambridge gives a most inadequate idea
of the passenger traffic of the place; it is the fre-
quent resort of visitors from all parts of the kingdom,
ani three-fourths of the members of the University
being from the northern parts of the kingdom it has
especial claims to the most direct and the cheapest
lines of railway communication with the north. This
important town and University are altogether disre-
garded by the London and York Company, and with
respect to Lincoln, the advantages to be conferred,
are of a very secondary kind—a circuitous communi-
cation with the metropolis, and by a single line of
rails to Peterborough, crossing the important drains
and navigations which intersect the fen lands at right
angles, and affording no communication with, or ac-
commodation to, Deeping, Bourn, Folkingham, Slea-
ford, and the numerous and popukus villages which
occupy the margin or table land which separates the
high ground on the west of Lincolnshire from the fen
on the east. _ _

As a means of connecting the fertile districts of
Lincolnshire with the southern and eastern ports of
the kingdom, and with the manufactures and the coal
fields of the north and west, the London and York

EXPLOSION OF A LOCOMOTIVE
ENGINE.-THREE LIVES LOST.

line is badly conceived, and cannot stand in com-
parison with other projects fer attaining the same
objects.
It wholly disregards Cambridge, the most important
and populous town between London and York, which
has always been the centre of traffic for all the sur-
rounding districts, and ought to be on the direct line
of any railway communication between the metro-
polis and the north, and between the fertile plains of
Lincoln and the ports of Ipswich and Ilarwich;
moreover, in a national and commercial point of view,
the metropolitan terminus of the London and York
line will be in no respect equal to the termini of the
Eastern Counties Railway. The Tottenham and
Farringdon-street Junction will afford the most cen-
tral and convenient terminus in London, as well for
passengers as for the traffic of the agricultural coun-
ties, whilst the Thames Junction Railway and the ex-
tension of it to the river side, opposite Woolwich,
" will afford to the Government the terminus of a rail-
way placed practically at the doors of IVoolwich
Arsenal ;" in addition to which a junction could he
readily effected between the Eastern Counties and
Blackwall Railways, so as to connect the manufactur•
ing districts with the docks.
As regards the communication between Lincoln-
shire and the manufacturing districts and coal fields
of the north, the promoters of the London and York
Company have entered into a conditional agreement
to buy up the Witham Navigation, and to construct
a single line of railway along the banks of the river
Witham, from Lincoln to Boston, and from Boston
across the fen land, through Spalding, to Peterbo-
rough ; from Lincoln by Gainsborough, I3awtry, and
Doncaster, the line is common both to the London
and York and the Midlands; but to communicate
with the manufacturing districts and coal fields the
London and York propose to make a branch from
Baw try to Sheffield of twenty miles, another from
Doncaster to Wakefield of nineteen miles, and a third
of four miles branching out of the Wakefield branch
into the York and North Midland, to communicate
with Leeds—in all forty-three miles of railway ;
whilst the Midlands propose to attain the same objects
by a branch of eight miles from Doncaster to Swin-
ton, and another of near four miles from the North
Midland to the Manchester and Leeds—in all twelve
miles of railway.
I am most anxious to avoid any mis-statement, or
to give rise to any misconception on this most impor-
tant subject, but I ask your readers, who are inte-
rested, to refer to the published plans of the Company
and to judge for themselves. I maintain that a single
line of rails carried transversely across Lincolnshire,
from Lincoln to Boston, and thence by Spalding to
Peterborough, will not meet the wants, or accommo-
date the traffic, of that most fertile and productive
county; and that the proposed communication by the
London and York lines with the manufacturing and
mineral districts will be unnecessarily expensive, and
consequently disadvantageous to the community at
large. Neither the Board of Trade nor the Houses
of Parliament can disregard these considerations, for
if there is one principle more than another which, in a
national point of view, should govern their decisions in
respect of competing lines of railway, it is that the
most direct and least expensive line, in connexion with
existing interests, should be preferred.
As facilitating the communication between London
and the north of England and Scotland, I admit at
once that the London and York scheme will save
eight or nine miles in the entire distance over any
route which can be laid down as an extension of the
Northern and Eastern line; but I deny, on the

MANOHESTER, TUESDAY MORNING.—This morning a
most serious accident occurred on the Manchester and
Leeds Railway, by which three unfortunate men lost
their lives, and four others were seriously wounded. The
extraordinary state of confusion which now exists on the
line precludes the possibility of obtaining the whole of
the particulars, but the following account will be found
correct :

At an early hour this morning the engineer and fire-
man attached to the Irk engine proceeded to the engine
shed, about a mile from the station, at Bunt's Bank, and
commenced getting it in readiness to take the quarter to
seven A.m. train to Leeds. The fireman put ou his fires
about half-past four A.m., and in about an hour the steam
was up, or nearly so. The engineer then went under the
engine to examine the working parts, and the firemanto oil
them. They had not been there long before the accident
occurred. Exactly as the clock struck six a tremendous
explosion was heard by several men on the premises, and
immediately an alarm was given. Mr. Craven, the resident
inspector of the works, on proceeding to the works,
found that the explosion had killed three of his work-
men, and injured four others, and done much damage to
the building. He thus describes the whole affair:----The
engine to which this accident has happened was to have
taken out the quarter before seven train to Leeds, and
was in course of preparation for that purpose. The
engineer and fireman were both under it at the time of
the accident, examining the works. The roof of the
firebox seems to have given way, and the steam rushing
against the ground blew the. engine through the roof of
the shed, which is nearly sixty feet high, carrying with
it more than twenty yards of the root; and distributing
the fragments in all directions for upwards of one hun-
dred yards distance. At the moment of the explosion
the tender seems to have become detached from the
engine, and was turned over on its side, but was not
materially injured. The engine was on the middle line
of rails, in the shed where the men were at work, with
the firebox towards Manchester ; but when it
alighted it was completely turned round, and on
the outside rails, at a distance of twenty yards
froria the place it was first standing. In its
way it passed over another engine, carrying with it the
chimney, whistle, and domes. The poor fellows who
were at work under the engine were dreadfully muti-
lated, both being severely crushed and burned to a cinder
—their heads and brains being completely crushed to a
jelly. The inspector was also much disfigured, and
I filled on the spot. The names of the sufferers are
C.4eorge Mills, engineer ; Willi▪
am Allcock, fireman ; and
William Stone, inspector. James Neilson, John Wain-
wright, John Hall, and another, are seriously injured.
'The engine was built by Mr. William Fairbairn, of this
1-town, and was first set to work in January, 1840, since
which time it has travelled a di▪
stance of 76,860 miles. It
• cost 1,4301., and was considered a first-rate engine. . The
' • damage done to the engine will not exceed 2501. At
the present moment the valves are in good working con-
,dition, and one of themis protected from being tampered
.with by any of the servants, being shut up in a box con-
structed for that purpose.
means of accounting
elm, and the practical
nery, with a view of
sorteraTtthiheemer eeaceni s
aiardteepnertxe;as embniutntinnmog
rt.heF possiblemaar be h
entering into detail before the Coroner, who will hold
I tan inquest to-morrow. The unfortunate men have left
N sires and families to lament their untimely end.

I will reserve any remarks on the engineering cir-
eumsi races of the line, and the cost of construction
and of traffic, and of working expenses, which com-
prise the remaining points of inquiry to be made by
the Bcard of Trade, until the public has been fa-
voured with the promised observations on the charac-
ter and works of the London and York Railway. It
is matter of notoriety that these works are of no
ordinary character, and I shrewdly suspect that the
author of the article in the Journal " who could have
wished that the line had started from Cambridge or
Ware, and gone into the York and North Midland at
Burton Salmon," and yet tells us "that he does not
see how under any circumstances it can be mended,"
will not be grievously disappointed if the publication
of the report of the Board of Trade on the Northern
and Eastern lines, in the course of the present week,
should relieve him from the further prosecution of the
difficult task he has undertaken.

I have seen and read the memorial of the promoters
of the Cambridge and Lincoln Railway to the Board
of Trade, and the documents which accompanied it,
and I shall be glad to see them printed and submitted
to the test of public opinion, from a firm conviction
that they embody the strongest case which can be laid
before Parliament. The Cambridge and Lincoln line
does start from Cambridge ; it is the extension of
an important line of railway communication, one that
was contemplated by the Legislature when the Act
for making the Northern and Eastern Railway was
obtained; that Act, the 6 and 7 William IV., cap.
93, is thus entitled " An Act for making a Railway to
form a communication between London and Cam-
bridge, w ith the view of its being extended hereafter
to the northern and eastern counties of England."
It is not my intention, on this occasion, to set forth
the merits of the Cambridge and Lincoln line, or the
deep and lasting injury which the carrying out of
the London and York scheme would inflict on the
Eastern Counties proprietary ; I will merely observe
that the Cambridge and Lincoln line is the natural
trunk line for the district it will traverse ; that it
will form part of a complete chain of railway conn-
municatien between London and York, much shorter,
in point of time, than by the existing railways, and
affordTg the greatest amount of public accommoda-
tion with the least expenditure of capital ; that whether

,froir Laonnddoanftweir Monday, the 27th
ll leave the Folkestone
ant,FOL lEestTteorN:&.—cO
post -office at 9.30 A.m. The box will be closed at 9.15
, after which time letters and newspapers will be
received by one penny extra being paid till 9.25, when
the bags will be immediately dispatched. A day mail
atoo leave our post-office for Dover at 1.50. There
be no day-bags to and from London on Sundays.
Th a nun; ter of letters passing our post-office has, since
the opening' of the railroad to the town, increased to not
lei A than five times weekly to that of former years.—
faideone Gazette.

TIE SUN, LONDON, WEDNESDAY EVENING, JANUARY 29 1845.

THE ROYAL NAVY.
TIER MAJESTY'S SHIP ALBION.
(From the Morning I), t
We are enabled to give the most unqualified cWra-
diction to the gr,ss tnisreprcsentati.nA that have bye!)
made respecCng this ship by the Morning Hercild and
ou or two other publications.
The following official report of her various capabilities,
signed by her captain, commander, master, and carpenter,
is a perfect refutation to the calumnious statements put
forth by these papers against her.—

lIER MAJESTY'S SHIP ALBION.

A report of the sailing and other qualities of this ship,
ascertained under various circumstance-, and from
strict observations, bet.seen the Ist of January, 1844,
and the 31st of December, 1844.
The draught of water which was estimated by the
constructor to be her best trim?—Forward 23 ft.
Aft 24 ft.

The draught of water found on trial to be her best
sailing trim, with three months' provisions and stores on
board ?—Forward... 23 ft.
Aft ...... 24 ft. 2 in.

The draught of water found on trial to be her best
sailing trim, with as much provision on board as she can
conveniently stow ?—Forward 23 ft. 5 in.
Aft
The rake of her masts from a perpendicular ?
3Frsilorzrieenmimi in.dditto.t tion a fathom.
The necessary quantity of iron ballast for her ?
Thirty tons.
The quantity of water she stows in her fore and main
holds ?-396 tons in iron tanks.
18 tons in casks.

414
Her draught of water with three months' provisions
and stores on board ?—Forward 23 ft.
Aft
Height of ports with three months' provisions and
stores on board ?—Midship port, 6 ft. 9 in.
Draught of water with as much provisions and stores
on board as she can conveniently stow P—Forward
23 ft. 5 in. ; Aft 24 ft. 7 in.

Height of ports, with as much provisions and stores
on board as she can conveniently stow ?—Midship port,
6 ft. 6 in.

How many days of the following articles can she con.
veniently stow for her complement of men ?
Provisions 6 months.
Spirits
Water
Coals 8 ditto

How armed ?—On lower deck 28 guns, 32-pounders,
56 cwt., 9 ft. 6 in. in length ' • and 4 guns, 68-pounders,
65 cwt., 9 feet is length. Main deck, 26 guns, 32-
pounders, 56 cwt., 9 ft. 6 in., and 6 guns, 68-pounders,
65 cwt., 9 feet. Quarter deck, 16 guns, 32 pounders,
42 cwt., 8 ft. 6 in. ; and 2 guns, 68-pounders, 56 cwt.,
8 feet. Forecastle, 8 guns, 32-pounders, 42 cwt., 8 ft. 6 in.
Does she ride easy at her anchors ?—Very easy.
Inclination of the ship ?—Under storm stay-sails or
try-sails, 3 degrees ; under storm stay-sails and main
topsail, 3 degrees ; under storm stay-sails and reefed
foresail, 31 degrees ; under close-reefed topsails and
courses, 4 degrees ; under treble-reefed topsails and
courses, 4 degrees ; under double-reefed topsails and
top-gallant sails, 4 to 5 degrees ; under all sail except
royals, 3i to 4 degrees ; under all sail when just able to
carry royals, 3 degrees.
How does she carry her lee ports?—Very well.
Does she roll easy or uneasy in the trough of the sea?
She rolls quick, not uneasy.
Does she pitch easy?—Very easy indeed.
Is she, generally speaking, an easy or uneasy ship ?
Easy, though quick in her motions.
How does she generally carry her helm by the wind,
with all sail set, with treble-reefed top-sails and courses?
—One-half to three-quarters and one turn aweather.
How toes she steer off the wind?—Withthree months'
provisions very easy.
How does she stay ?—Like a cutter.
How does she wear?—Very quick.
Is she weatherly or leewardly, compared with other
ships in moderate weather?—Very weatherly.
Is she weatherly or leewardly, compared with other
ships in a gale?—The same.
How does she behave lying to?—Very well.
She has run by the log with as much wind as she could
carry the following sail to :
Close hauled with smi-..oth water, under whale or single-
reeled topsails and top-gallant sails, 8 knots 6 fathoms;
under double-reefed topsails, 10 knots 2 fathoms; close
hauled, with a Iliad sea, under double-reefed topsails and
top-gallant sails, 7 knots 4 fathoms ; wind abeam, under
treble-reefed topsails and courses, 12 knots 4 fathoms ;
under double-reefed topsails and top-gallant sails, 13
knots; in moderate weather, unable to carry royals, 11
knots 2 fathoms; in moderate weather, with all sail set,
11 knots 6 fathoms; wind on the quarter, in a gale, 12
knots; in moderate weather, with royals and studding
sails, 10 knots ; before the wind, in a gale, 11 knots ;
in moderate weather, with all sail set, 10 knots 6
fathoms.

How does she scud in a heavy gale?—Very well.
What is her best point of sailing?—Wind abeam.
Comparative rate of sailing with other ships?—Very
superior.
Is she, generally speaking, a well-built and strong
ship, or does she show any symptoms of weakness?—
Very strong.
Has the ship been ashore, or has she struck the
ground, at any time during the period of this report ?
If she has, mention the tune and place, and the date of
the report of the circumstance, and to whom made ?
No.

NICHOLAS LOCKYER, Captain.
W. W. CHAMBERS, Commander.
S. G. J. NORTCOTE, Master.
W. SEWELL, Carpenter.
Dated Jan. 1, 1845.

ROYAL MARINES.

WOOLWICH, JAN. 28.—A general court-martial, com-
posed of the following members:—Colonel Mercer,
Royal Marines, President; Lieut. -Colonel Powell, Royal
Marines; Major Andrews and Major Armstrong, Royal
Artillery; Captain Phillips, Royal Marines; Captain
Dupuis, Captain Grant, and Captain Fraser, Royal
Horse Artillery ; Lieut. M'Killop, Lieut. ongden,
Lieut. Fraser, Lieut. Marriott, and Lieut. Louis, Royal
Marines, assembled at eleven o'clock sat. to-day, in the
officers' mess room of the Royal Marines, in the west
square of the Royal Artillery Barracks, Woolwich;
Lieut. and Adjutant Varlo officiating as Deputy Judge-
Advocate.

On the opening of the court, the following charges
were preferred against Sergeant Zechariah Baker 36th
company of the Royal Marines:—
First Charge—For disgraceful conduct in having, at
Woolwich, between the Ist of November, 1844, and
the Btk of January, 1645, embezzled or fraudulently
misapplied, or caused or suffered to be embezzled or
fraudulently misapplied, certain sums of public money,
as hereinafter stated, intrusted to his care, for distribu-
tion in payment, or to be otherwise accounted for by him
in his capacity as pay-sergeant of the si cond grand di-
vision, or third and fourth parade companies of the
Woolwich division of Royal Marines, and for which the
said sergeant was receiving a pecuniary allowance from
Government, in addition to his military pay, the said
sums of money being more or less as follows :-
1. By amount overdrawn on pay-bill of third parade
company for December, 1844, 91. 4s. 71d.
2, By amount overdrawn on pay-bill of the fourth
parade company for December, 1844, 121. 9s. 3d.
3. By amount overdrawn on pay•bill of the third pa •
rade compaliy from the Ist to the 7th of January, 1845,
inclusive, 81. I Is. OP.
4. By amount overdrawn on pay-bill of the fourth
parade company from the Ist to the 7th of January,
1845, inclusive, 81. Is. 44d.
5. By arrears overdrawn for Dec., 1844, 1/. 12s. 7d.
6. By cash received from Sergeant William Johnson,
of 36 M company, on account of division, and not re-
turned to paymaster, 11. lOs.
7. By amount of stoppages supplied between the
30th of November, 1844, and the Bth of January, 1845,
121. 6s. 11 id.
8. By cash received from private Philip Dailey, 32d
company, and private Jobh Hicks, 24th company, for the
purchase of slops and not accounted for, 21. 193. :Id.
9. By cash received from private John Clark, 28th
company, for slops issued to him, and the amount not
credited to the quarter-master, IL 158. Id.
Second Chat ge—For having, at Woolwich, on or about
the 7th of January, 1845, when the accounts of the
second grand division were called for by the Paymaster,
absented himself from his duty without leave, and con-
tinued to be so absent until on or about the 10th of the
same month, when he re appeared and was placed in
confinement.

The whole of the witnesses were examined to• day, but
it would be premature to give the proceedings until the
decision of the Court is promulgated in orders.

ELECTRIC TELEGRAPH ON THE
SOUTH-WESTERN RAILWAY.
The first trial of the electric telegraph on this line,
constructed by Messrs. Cooke and Wheatstone, the pa-
tentees, for the joint use of the Admiralty and the South-
Western Railway Company, between Nine Elms and
Gosport, a distance of 88 miles, took place on Friday
last. Several of the Directors of the Company and
scientific gentlemen were present ion the occasion. On
hearing that the suspension of the conducting wires was
completed, Mr. Cooke left London by the three o'clock
train, and stopped at Bishopstoke, 72 miles. Ho then
proceeded by the next train, and the hour was occu-
pied in carrying the wires into the office at Gosport,
on the branch line ; so that it was only at a little
before ten o'clock that, all things being ready, he dis •
patched the first signal to London. Four or five minutes
of anxiety elapsed before any reply was obtained,
when his assistant in London excused his inatten-
tion on the ground of having fallen asleep before the fire!
The signals passed with the utmost precision, and a long
conversation passed with Lis London correspondent over
the intervening distance of 88 miles. Confidence in the
system of insulation was thus preyed ; the experiment
never having been before tried until 72 miles were com-
pleted, when the apparatus was applied at Bishopstoke
about a fortnight back. Directions to his London
assistant to start for Gosport by the first morning 's train
closed the correspondence for the night. Professor
Wheatstone joined, by appointment, at Nine-elms, about
twelve next morning, and some thousand signals took
their flight between London and Gosport. In Mr.
Wheatstone's experiments no perceptible time wrs occu-
pied in transmission. Among many others the following
inquiries and answers, preceded by the ringing of the
alurum, occupying about four minutes, were made at the
request of one of tile company's officers:—"
Q. Have you
any mackerel for to-night's goods rain? A. Neat hey can-
not catch them now. Q. Why not? Becausehe nights
are moonlight, and the fish see the net." Other com-
munications respecting the shipping took place. Subse-
quently the professor's new magneto-electric telegraph
was brought into a long circuit of wire, and worked to

perfection through 288 miles. The apparatus dispenses
with the betteries altogether, a steel ir.,:,gnet being, the
soiree of power. The Admiralty are to have a pair of
these machines, and a reit. of Whearsione's pointing
telegraphs for their distinct we. Fur railway purpest s
Mr. Cooke prefers his " two needle telegrai;h," and in
this opinion Professor Wheatst ne agrees, as its rapid
edloquial questions and answers character is perfectly
adapted for railway exigencies. There is a good deal
of painting to be done on the line, which a ill require
fine weather and some days to complete As soon as
that is dune the apparatus will again be worked, and
two airs placed at the command of the Lords of the
Admiralty; the other two, with the brow!' telegraph
to Southampton, will remain in the Company's hands
for their own railway purposes and the We of the
public The result of Friday night's experiments were
considered rather unsatisfactory, as the state of the
weather was most unfavourable to insulation, the posts
thoroughly wet, and the wires strung with myriads of
drops of water, sparkling like gems. The following
1 day was fine, and though the points of connexion were
all wet, nevertheless the insulation was excellent. With
the last experiment Mr. Cooke is prepared to accept a
challenge to ley down a telegraph from London to Fal-
mouth, Liverpool. or Edinburgh, without any inter-
mediate stages. The last practical difficulty is overcome
by the present system of insulation, and Mr. Wheatstone
need only add a letter folding and sealing apparatus to
his printing machine to prepare the communications
for the Post-office. This is the result of Messrs.
Cooke and Wheatstone's invention, after eight years'
perseverance, and it would be idle to suppose
that the commercial world will long neglect the
power this invention is capable of conferring oa the
commercial capitals of Great Britain, by laying their
closer contiguity as regards their commercial intelligence
and transactions, seeing that by it may be made known
on 'Change, at Liverpool, or in London, every fluctua-
tion of price and every bargain in stack or shares, within
two minutes of the transaction being closed in either
place. The entire cost of the telegraph between London
and Portsmouth, is 24,000/., to be paid in equal propor-
tions by the Admiralty and the Company, and negotia-
tions are being entered into with Government for laying
down sections of it on the Chester and Holyhead line,
now in course of construction. Last evening, at the
annual conversazione of the _.Society of Arts, the ap-
paratus was exhibited, worked by Mr. Cooke and Mr.
Rowland, his assistant. In the course of conversation
Mr. Cooke stated that the invention, by a slight
modification of the symbols, might be adapted to an
almost endless variety of uses : that by means of the
galvanic process conversations might be sustained unin-
terruptedly between Liverpool and London, that musical
compositions might be transmitted with exactitude from
one place to another, and that even games of chess might
be conducted between players in two distant districts.
Lust evening, the words " Liverpool" and " Adelphi"
were described by the manipulata on the dial, and tele-
graphed by means of the wires, to an assistant operator
at the other end of the room, who immediately an-
nounced the import of the communication. In cases
where express accounts of public events are required, the
invention promises to bo invaluable, since it is calcu-
lated by the patentee that were a telegraph to be laid
down between Liverpool and London, accurate reports
of speeches might be transmitted from either place, and
be put in type and circulated long before any express
train could possibly make its arrival.

MONEY MARKET and CITY NYCWit

FROM THE MORNING PAPERS OF THIS DAT.

CITY, TUESDAY EVENING.

TIMES.—The premium on gold at Paris is 12i per mine,
which, at the English Mint price of 31. 17s. 100, per
ounce for standard gold gives an exchange of
46 ; and the exchange at Paris on London at short
being 25 624, it follows that gold is 0.65 per cent.
dearer in London than in Paris.

By advices from Hamburgh the price of gold is 434
per mark, which, at the English Mint price of 3/.175.100.
per ounce for standard gold, gives an exchange of 13 9i;
and the exchange at Hamburgh on London at short
being 13 10i, it follows that gold is 0.57 per cent. dear( r
in Loudon than in Hamburgh.
The course of exchange at New York on London is
1101 per cent., and the par of exchange between Eng
land and America being 109 23-40 per cent., it follows
that the exchange is 0.68 per cent. in favour of England.
But the quoted exchange at New York being for bills
at 60 days' sight, the interest must be added to the
above difference.

The Railway Share Market is still very buoyant, and
a good deal of business continues to be transacted. New
projects are every day starting up, and the success of
other Irish schemes has brought forward one called the
Armagh, Coleraine, and Portrush Railway, having for
its object the connexion of the towns from Blackwater
right through to Portstewart, the ditance being 63 sta-
tute miles. It appears to be considered that the junction
of this line with the harbour of Portrush will give a
facility of communication from this point to Glasgow
and Liverpool, as there aro already steamers on the sta-
tion. The settlement in this market at the end of the
month will give some evidence of the real stability of
the quotations ; and should money, as there is reason to
expect it will, command a high rate of interest, we
shall then have the opportunity of judging of the cha-
racter of the late extensive operations. In some of the
provincial markets it is asserted that they have even been
on a larger scale than in London. If this be the case,
the brokers of Liverpool, Manchester, Leeds, Hull, and
Glasgow, must have been driving a profitable business.
Iler Majesty's ship Dido has arrived from Singa-
pore, having made a quick passage, the run from the I
Cape being completed in the short space of about forty
days. By this opportunity we have received files of
Cape papers to the 15th of December ; and these are
about one month later than previous advices. They
contain little information as respects the progress of
affairs in the colony, except the mention of the im-
pulse given to industry by the establishment of agri-
cultural societies, and the subject treated at the greatest
length, as most important at that period, was the ex-
traordinary state of the weather. Since 1820, when
the district of Graham's Town was first established,
there had not been known such heavy rains 'as those
experienced within the last few months. During the
last year scarcely a week had elapsed without heavy
showers, the rain in many instances continuing for
several days. The humidity was now felt to be super-
abundant, and the farmers were said to be anxiously
looking for settled weather, required both for harvest
work and for sheep-shearing. The rust had made its
appearance in some of the corn-fields, but not till the
crops were sufficiently advanced to protect them from the
full ravages of that fatal disease. In some few cases the
ear had been entirely destroyed, but on the whole the
result of the harvest, it was expected, would be beyond
the usual average. The country in the neighbourhood
of Snoeuwberg was in fine condition, especially about
Brumtjes Hoogte, Somerset, the Kaga, and Fort Beau-
fort. In Sneeuwberg the harvest had already commenced.
SUN.—The English Market appears to close firmer.
Consols for Money at par, and for Account at 1001.
Exchequer Bills touched 675. premium. New Three-
and-a-Quarter oer Cents. were 1041.
The value of Spanish Stock remained about the same
as in the morning, 27i to 28 for the Five per Cents.,
ane 391- to 40 for the Three per Cents. Mexican im
proved to 341 and 35. Brazilian, New, were at 88 ; and
Colombian ac 14-1-. Peruvian realised 28. Portuguese
Converted were at GO. Venezuela obtained 44k, and
Belgian Four-and-a-Half per Cents. were 1011.
The additional trau3actions in Railway Shares have
ben these : Birmingham and Glouck ster were 11 ;
Ditto, New, 9 ; Caledonian, 11 ; Churnet Valley,
4:41 ; Cornwall, Ito ; Dublin and Mullingar, 11 ;
Eastern Counties, 3! to ; Eastern Union, 5 ; Great
Southern and 'Western (Ireland), 51 ; Ditto, Extension,
; Great North of England, New, 221 ; Hull and
Selby, 731 ; Birmingham, Thirds, 401 ; Ditto, Quarter,
25i to 26 ; Brighton, 2 ; London and York, 21 ;
Manchester and Birmingham, 141 ; Midland, ;
Ditto, New, 7 ; Newcastle and Berwick, 10+; Norwich
and Brandon, 6 to 5i ; South-Eastern, 141 ; Trent
Valley, 7i to 81; Waterford and Kilkenny, 1 ; York and
North Midland, Half, 28f ; Ditto, Selby Extension, 111
to 12 ; Great Northern of France, 11 ; Orleans and
Vierzon, 8i 1 ; Orleans and Bordeaux, 5f ; Paris and
Rouen, 221 ; and Rouen and Havre, 15 premium.
Blackwall have been 91 ; Greenwich, 11 ; and Midland,
Birmingham, and Derby, 5 discount.
In the Exchange,upon the principal Continental Cities
there was this afternoon no essential variation. Ant-
werp might be called a trifle lower, and Trieste a shade
higher.
The following is the official return of the exports of
Bullion from the port of London, for the week ending
Thursday last ;
Silver coin to Hong-Kong, 8,000 ounces.

TIIE ROYAL PALACE AT HOLYROOD.—SOMe im-
provements have lately been made near the Royal
Palace at llolyrood, and negotiations have been pending
for the purchase of other property in Ann's-yard, near
the Palace, with the view of making further improve-
ments in the locality. It appears that the Com-
missioners of Woods and Forests have negotiated with
the Earl of Haddington for the surrender of the office
of Hereditary Keeper of the Palace, which office
was originally created by charters from the Crown,
and became invested in his Lordship and his heirs
of entail. In June, 1843, an award was made, whereby
the price to be paid by the Commissioners on behalf of
her Majeaty to the Earl of Haddington, for the said
office of Keeper, and the whole profits, claims of pro-
perty and other rights thereunto annexed, or. apper-
taining thereto, and all other estate, right, title, and
r
laiterest of the said Earl connected therewith, andm _
the surrender of the said office, was fixed atth !su f
30,674/. Bd. ; and the term of Candlemasfixe thendas the term
fol-
lowing (the 2d of February last)
of entry from
her Majesty. The money
properties should be vested in ,
which the officewraisOts., interest, and
toth
eb be
ame re-investedli
a e of
was invested
y ea
rnadl
purposes
st
es s in
in the purchdas
ien
otfhelaßedasnktoohfebsceatttileadndi,a
Woodsse
sta state
tha
to f
theirthe Act (Gth and 7th Victoria, c. 64), as far as we are
entail
recent re r Commissioners
o r t
concerned, have been carried into effect; but, as in terms
thereof they could not be completed before the 2d of
February, the conclusion of these transactions will be
included in a future report."
METROPOLITAN IMPROVEMENTS.—Yesterday se-
oboyasaauncdtioFtol,rebsuy:t,rodbere
colfearthede Cawomaymfiosr-
veral houses were sold in East Smithfield, near the
ofDthocek\s'V
sLi
oo
en
ed
rosn
the new line of street, which is to pass &MSS High-
street, Whitechapel, from Spitalfields Church to the
Docks. In connexion with these improvements in White-
chapel, a new street is being formed from Houndsditch
to Petticoat-lane, in the construction of which a large
number of very old houses had been removed. Among
the number was one, in which resided the Ambassador
from the Court of Spain, in the reign of Elizabeth, the
foundation walls of which were in some part about three
feet in thickness ; adjoining which were discovered some
very large vaults,