The Sun.
London, England, 1845-02-15 00:00:00

1,108 0 '7

£23,184 5 8
IV. WATSON, Sezretary.

/4)6_11,,,,,,._._____
i to 4151
-ENT. p ns having a little time
b Novt 44re are ers° to be appointed in
r the ; sild eetuit LAPrised that Agents continue
°41.41° 'l7 owns, by the EAST INDIA TEA COMPANY,
The."' 1i.... 9
eir celebrated teas. 0,1,), are ;4, Gre.at St. Helen's-churchyard. hopsgate-striket.
‘1 t'lrel".l.' thekpeciri_l4
packet, and hut
showy leaden
eachcandistoeurs,Vosm one ounce to
114,144/11, :io is oceZicredd wb eight in
sale. keThe license is only I Is. per
tt4bSie 14 krbanY durio. thye tihaest years have realised con-
'DDl?estieolibtoY t,,ii_esgency- without one shilling let or loss.
uo Enade (if by letter post-paid) as above.

-`'L COMPOSITE CANDLES,
, Bs. 6d. per doz.
i'LEtivilipr-a•TENT CANDLES, 10s. 6d. per doz.
ti‘ Illia.),CF'a go WAX CANDLES, 28s. per doz.
a
w,„ but Candles are all precisely alike in their burn-
*ll2 art..' Pato— the Vauxhall Copiposites are rather softer than
totor,e„nt, and thence the difference in price. Even those
peace'r "adto
-teot , allow „, study economy alone, should burn them hi pre-
'll4 Coco D,o
et 8 ICUt L
N, Nrrn,Lamp Oil, warranted equal in every respect to
liAltg,„• Per gallon.
`,IANT, 253, Regent-circns,Dxford-strect.

C LERICAL, MEDICAL, and GENERAL
dJ LIFE ASSURANCE SOCIETY, 78, GREAT RUSSELL-
STREET, BLOOMSBURY.
The ANNUAL GENERAL MEETING of PROPRIETORS will
be held at the Office of the Society, on Tutrasrav, the Gth day of
March next, at One o'clock precisely, at which meeting Two Trustees,
Four Directors, and One Auditor (on the part- of the Proprietors) will
be elected.
Any Proprietor desirous of proposing A Candidate for the office of
Trustee, Director, or Auditor, must send the Name of such Candidate
to the Secretary, at least fourteen days before the day of meeting.
The Ballot will commence at Eleven, and close at Two o'clock.
The Election of an Auditor on the part of the Assured, will also
take place on Wednesday, the sth day of March, between the hours
of Eleven and Two o'clock.—All Persons assured for the whole term
of life, and qualified to vote, are hereby referred to the conditions
endorsed on their policies, for information respecting the Candidate
to be proposed

Feb. 15, 1845

GEO. H. PINCKARD, Resident Secretary.

UNDER THE ESPECIAL PATRONAGE OF HER MOST
GRACIOUS MAJESTY THE QUEEN.
7 HE .ROYAL NAVAL. MILITARY, EAST
1. INDIAN, and GENERAL LIFE ASSURANCE SOCIETY,
13, WATERLOO-PLACE, LONDON.
DIRECTORS.
Lieut.-Colonel Sir FREDERICK SMITH, K.H., R.E., Chairman.
,ColOnel -Sir• WILLIAM GOSSETT,- C. 8., K.C.H., R.E., Deputy-

Chairman,

Admiral the Right Hon. Sir G. Cocsharn, G.C.8., M.P., Lord of the

' Admiralty
Major-General Sir J. Cockburn, Bart.,.G.C.H.
Admiral Sif.C. Rowley, Bart., K.C.8., G.C.11.
General Sir Thomas Bradford, G.C.8., G.C.H. •
Major-General Sir P. Ross, G.C,31.G., K.C.H.
Lieutenant-General Sir F. W. Muleaster, K.C.H.
'Lieutenant-General Sir John flardiner, K.C.B. •
Major-General Sir Hew D. Ross, K.C.8., R.A. •
Major-General Sir J. Bryant, C. 8.. E.I.C.S.
Major-General Taylor, C. 8., EXC.&
Major-General Edward Wynyard,
Major-General Arnold, R.E. • •
Major-Geueral Cle -E.I.C.S. ,
Lieutenant-Colonel IL Hanmer, K. 11., late R.II:G. •
,Lieuten mt-Colonel Parches, E.I.C.S.
Major Shadweß Clerke, F.R.S.
chibald Hair, Esq., M.D., laN, R.H.G. •
Captain Mel Ville Grindlay, E.I. Army Agent
Captain William Laacey, R.E.
William Chard, Esq., Navy Agent
Jamei Nugent Daniell, Esq.
AcTusex—John Finlaison, Esq., the Government Calculator.
Assurancei are granted upon the lives of persons in every station
of life, and for every part of the world, upon particularly favourable
terms.,
Persons assured in this office may change from one comitry to ano-
ther without forfeiting their policies.
A Bonus, amounting to thirty per cent. on the actual value of the
policies, was apportioned to the assured at the recent First Septennial
Meeting.

JOSEPII C. BRETTELL, Secretary

EIREAT c-BRITAIN MUTUAL LIFE AS-
-104 . Ai-. ~- ',4 SURANCE,
14, WATERLOO-PLACE, PALL-MALL, LONDON.
THE CHISHOLM, Chairman.
WILLIAM MORLEY, Esq., Deputy-Chairman.
.John Brightman, Esq. James John Kinloch, Esq.
Franeis Brcdigan, Esq. Henry Lawson, Esq.
James William Deacon, Esq. Henry Penny, Esq.
Alex. Robert Irvine, Esq. Robert Power, Esq.
John Inglis Jerdein, Esq. The Rev. F. W. J. Vickery, A.M.
GREAT ADVANTAGES OFFERED TO POLICY-HOLDERS BY

THIS INSTITUTION.
Pnorrrs.—The whole of the profits divided annually among the
MEMBERS, after payment of five annual premiums.
An ample guaranteed Capital, in addition to the fund continually
accumulating from Premiums, fully sufficient to afford complete
security.
CitEDlT.—Credit given to MEMBERS for half the amount of the
first five annual premiums, without security.
Credit allowed to MEMBERS for the whole of the first
five annual premiums, on satisfactory security being given for their
payment.
Claims on Policies not subject to be litigated or disputed, except
with the sanction, in each case, of a General Meeting of the Members.
An extremely low rate of Premium, without participation in the
Profits, but with the option, at any time within five years, of paying
the difference between the Reduced Rates and the Mutual Assur-
ance Rates ; and thus becoming Members of the Society, and entitled
to a full participation in the Profits.
Extract from the Reduced Scale of Rates, for an Assurance of 1001.,
for one year, seven years, and the whole term of life.

Annual Premium.

IP' I One Year. I Seven Years. !Whole Life.

Xs. d. £ s. d. X s. d.
1 0 9 1 1 6 1 13 11
12913 3 2 2 1
1 5 6 1 7 6 2 16 4
1 15 9 2 1 6. 4 1 11
3 3 5 317 0 6 8.3

Full particulars are detailed in the Prospectus.
A. R. IRVINE, Managing

Director.

T-- EA. -WHOLESALE PRICES. CASH.--
s. d. e. d. s. d. s. d. s. d. e. d. s, d.
81ack.... 2 8 3 0 3 4 38..4 0 .. 4 4 and 5 0
Green.... 3 4 .- 3 8 .. 4 0 .. 5 0 .. 6 0 .. 7 0
Coffee•• 0 9..010 .. 1 0.• 12.1416a0(11 S
One pound free to any part of town ; six pounds and upwards free
to any part of England.
MANSELL and Co., 2, Bucklersbury, Cheapside.

tbl, -------------..;_________
liaets OST•OFFICE.—CAUtToIOhNe.r
het,. Leto;','Lltncl Co., Perfumers ta°, Priee"‘rd-street (late Price and Gosnel 8,,
of the Secretary
heee-: Post anel
toy" by the recommendation
rrespondents the
thie:4Y of,"'re, beg
l' andMformajeesrtlyyP, a2teBy,
eek-,..' l'riee'reeialen In the address of all intendedlettereC Ns'', to eabit Co" (and not " Price and Gosnell—that
mg ainst the
er,14.41e [netB3l), as the only means 01 gud"retain letters and
_ f o r t h e
firmm , "
p,..1 intendect of individuals who take in i '-,-ti-lee for Price and Co., by illegallyaasi, suwmeinreg
l'tetti ‘.tognes," well knowing that they never With that II inthaenflyrmwaoyf
Rel'ililtrea. six co°,I.IIRWISE THAN AS
rStEoRaVnANy
d in such
l'uhil,4 deuie4ci. rerfumery is so suPer 0
are ~........, deceiving the_
asileit hY se111„; that many shopkeepers
ce ""''''' Co.and respectfully
tklotteLl„.o4lthieso,atila
c'PeUnritkOmUSeninliwtiaiteinOn4Bk.
they purchase notby tosirtalkveaanmy
otThSer., an .
Lear,tee, he,' the Protection label, from a isii7cl.stie‘,,nfs,?.l.llxed to it, with the"naturesig in its centre.
/41,Aand 60.
.s_in red ink, and ‘‘ 28 conspicuously
Agents for DELCROIX'S
kid be Olt,
no
1
all 'others for preservingt
~ price and Co.,
grae,_atitityv,_ Fench cosmetic, surpassing elps,iisiklaat.lh heomplexion, prepared
t the Queen Dowager, by
. biLl ee„:_`, Quee and her Majes patent.
Price 45. 6d. _
41e SAO.i:.id, and pro teeted by letters
leak ris 7,,.,-11A-CAS`4AIt OIL, imported under
the sanction of
for the use of her most
her most Gracious
t0y:Y.41417, Lhe Treasury, " for the use
ikii-vs, ine,-,,iso Protected by two elegantly
bess..7'%e i;,e"" RoYal highnesses the Princeooff Wales,
.the
al High--
P7s,P,
_litie-.-",ssed medallions, of her Majesty and his y . 1
frota'tCltent7,rt• Price 3s. 6d.
t hesitate to recommend
executed, correct
iath '',Deriene" ODONTO.—" We do no thePnleessike-;
-in and embellishing
the „ i,..,e, Deleraix'e Odonto, or the Queen's own Dentifrice,
„nesta,e,lable ITleans of purifying, peesersli a
-:,_court Gazette.
Nei: The go uns, hitherto offered to the pub 0..,
trZiTta il ( -cn)bor' tuall,°:::i t,
..a2'l:, ::111: in per-
ot the least
n, 1844; but though the hot,
i‘'s not
of all the
uke of York is the last new fashionable per-
combines the preceditif - %Se. ''''' with the delicate and delicious fragrance
Let him Who is a true..horn gentleman,
4fnd stands upon the honour of his birth,
e'
of the white
k I! he stiPPose that I have pleaded truth-7_ _
_.
el 0 --set ,1 &ern off this briar pluck a white rose with In'
I.ll,l,zfrlOg thi„-" eilieroix and Co., 158, New Bond-street,
beg to inform
their 04iity ni'icittiellerirlapo.borou,:r
te:otof
duringBtheon;ecess, all ourdoeersth
I,i.e Quill:1104e eadeau" of 'a
case containing the
'3ll
!.oybealrb°t forPqrinceof
have pleasure
to,4lta, JiZ'„e°,lllarising the bouquets de la Relne, d Al ..:oe win be
iie-a-A, riled to' °I. York, Princesse Royale, and Princess°
TA-fu,in.
'lire the
le:aLtie, an'tnY Part of the country, carriage paid. as ttoteest eidar attention is required in obserYi.,g
bottle,
gisZnrthless „,..e"t, London, be upon each case an" y
sold by drug-
kid hi:",nnterfeits, for the sake of Profit, are
priecveeraynd
C0.,8
uypo
iritressers in town and country. ..tvheartyN.o. 158,
Ve!Jtiet km „ SIIA.VING. A LUXURY.
th4,-,cl for ~F: `,,'.% RYPOPHAGON surpasses
kh,' e car, F,- -v'ng• One trial will prove that the Itlxosoryapoi:e-vae_rgLieti-
-114„%ti, I;el.'llehenri°).°.4 only by those who use
pre:easiit
audeneeers shaving (hitherto disagreeable and often pain.
41, tit:lr. Price New Bond-street, and
S,e,7l'l4rer, n,,t',,7
_P;c'eY and Co., 28, Lombard-street (late Price and
. at- Z e QS.", r,,°„91,1_ by Deleroix and Co., 158,
• -sea ig. 63: 4140120 n, Pnce 35. 6d. per pot, Is. per square, in cakes
04 hoia.s_it atonar,
cfiltishioa:lveyppoletlsoleoingrporteletontlntgy.anwyhboronithayerdtroavel-
_____eall at :Montpellier House, 28, Lombard-street.
-hr.. him
kl'AttATH—j-i-.40E-----iii-F-CN
RDIANS OF ENT,
I.IIALStS SDIZEMiiiT I C D R 0 P S.
i'Lt/''ee DE.°,l,l9'ir'R, astllliaEseCxlietcl.oFOßu I?iAntDereLstGli Sal the Guardians
w r'ame:bi `-'• "tent, Devon, havme ccdere eit their duty to sign
gin the ae,ompanying important declaration :
bnae of "Ngne,l, solemnly declare that before ThomaS fi,n:
e,,5,,, ~_ our parishioners, cominenced taking " Halse's
Scorbutic
an're he Orge that a person ini t have laid hi,
b',;heril i"0", was literally covered with large running wounds
re ,_ that bad finished the first gbottle he noticed an improvement,.
.4eted to continuing them Inc some time, he got comPletFZ
anpes son., ealth, after everything else had tailed. lie had tris .
fist in them); that
so4itiaci v; et Medicines before taking " Halse's Scorbetic Drops,
bre, hi,', wiieFBier,Ptions from the most celebrated physicians in tn
te es, ' hay out deriving the Last benefit " Halse's Scorbutic
11,,," laboh: en 'Pietely cured him, and he is now enabled to attend 'es '. 41 thig
1)." rnsd. ''
'5 well as any man in' eur narish... From other cures
Si to the o . Part, we strongly recommend Halse
\VIP, ed. h, j...,itice of the public.
I,n'are ,n,ril.Elltott,,sen., Lord of the Manor, John Manning
114:Z10. fierce, lienry GoAlmaii, Arthur Langworthy. 's Scorbutic
ttoZiltind otf"nen'iond Thornat Ilohns was quite incapable of doing
th e of hric whatever before he commenced taking those Drops.
rL_ t4l;
i.,.....,1tch,,,..
Z. ~I, 4.:_ol.inde were so large that i... was most awful to look at and pain of the wounds generally were me,
ti,s7tiby, Citked, the poor fellow could he heard screeching by
bet _ He see,"daY and night, for sleep was entirely out of the cueto
o'itaker
.edUCe 1 to mere skin and bone. and daily continued
Ot rail the, '.,nat there was every nrob hility of his speedy death.
NtPuitiVlowin...
v „ g extra, fro the "'Nottingham Review";—
' It 1
lon
he °Yeally ast
- `-,P THE BtLOOD 'File CAUSE OF SCURVY,
LEGS, &
skertapteted
withabishing that so many persona should be content
hhi b I!'€44 fact ,scu'vY, wounds in the legs,drc., when it is a well-
tha:sthe ° like in that ' Halse's Scorb-atia Drops' make the disease
lue ,f ow before the sun No one is better enabled to judge of
ds;'eon,_e yeudnra medicine as to Its effects on the bulk of the people
~'lnboush, 7. the article i and as vendors of this medicine we can
tve i,'assea but- -ecortimend it to our friends, for there is scarcely a
aii,,,
°aye hno_we hear some extraordinary accounts of it ; indeed,
bethe"hLt the lea", parties who have tried other advertised medicines
rldj: itesti3,Bc` F°nceess, and yet on resorting to this preparaon
oas it h.:
leirl,n'ateel ,
has
Halse's Scorbutic Drops,' the disease
X% IN
strtet , _esale A
...'
agie. We again say, " Try Halse's Scorbutic
Cosfoi,,, ttallett g?nts.for London : Barclay and Son, Farringdoe-
I_on. , onston, ee,
hex- s''ireet •1
.tT. High Holborn; Prout, 220, Strand ; Sanger, 150,
to ask for
54- ticl lie tare
Cornhill ; and King, Napier-street,
bettii:fi
" Halse's Scorbutic Drops." Price
mottleHs, 4k4 ib Pint Bottles,:eontaining nearly six 2s, Ski,

MRS. ➢iARCET'S NEW SPELLING ROOK.
Just published, 12m0., with Woodcuts, is. 6d.,
THE MOTHER'S FIRST BOOK;
1_ containing Reading made Easy; and the Spelling Book, in

Two Parts.
By MN. MARCET, Author of " Mary's Grammar," &c. &o.
Also, just ready, by the same Author, 18mo., 2s. 6d.,
WILLY'S GRAMMAR, for Young Boys.
London: Longman, Brown, Green, and Longmans.

M'CULLOCH'S GEOGRAPHICAL DICTIONARY.
Just published, Two thick Volu•ces Bvo., illustrated with Six large
important Maps, 4L cloth,
ADICTIONAR Y. GEOGRAPHICAL,
_ STATISTICAL, and HISTORICAL, of the various Countries,
Places, and principal Natural Objects in the WORLD. By J. It.
M'CULLOCH, Esq.
By the same Author, an entirely New Edition, Bvo. 50s. cloth, and
555. strongly half-bound in russla, with flexible back,
A DICTIONARY, PRAG. ICAL, THEORETICAL, and HIS-
TORICAL, of COMMERCE and COMMERCIAL NAVIGATION.
Illustrated with Maps and Plans.
Also, just published, Bvo. 15s. •
A TREATISE on the PRINCIPLES and PRAATICAL IN-
FLUENCE of TAXATION and the FUNDING SYSTEM.
London: Longman, Brown, Green, and Longman.

RAILWAY INTELLIGENCE.
REPORT OF THE RAILWAY DEPARTMENT OF
THE BOARD OF TRADE ON THE KENTISH AND
SOUTH-EASTERN RAILWAY SCHEMES.
[Ordered by the House of Commons to be printed Feb. 13, 1845.]
Railway Department,
Board of Trade, Whitehall, Feb. 13, 1845.
The Board constituted by minute of the Lords of the Committee,
of Privi Council for Trade, for the transaction of, railway busi-
ness, having had under consideration the different schemes depo-
sited with the Railway Department for extending rail Way commu-
nication in Kent, and the South-Eastern district, have determined
on submitting the Wowing report thereon for the coneideration of
Pailiament.
The list .of schemes in this district shows that on the one hand,
a very extensive and comprehensive system for the accommodation
of the whole Kentish and South-Eastern district is proposed by the
South-Eastern Company, in connexion with their existing lines;
while, on the other hand,.the same, or nearly the same, objects are
proposed to be attained by a number of new 'and independent
schemes. •
This renders it necessary that we should begin by an explicit
Statement of the principles which have guided us, in this and skill.
tar caster in forming an opinion whether a preference 'Ought or
.ought not to be given, and if given,' under what conditions and to
what extent, to lines for completing the accommodation of parti-
cular districts, which lines are: in connexion with existing railways
in those districts.

In this, as in every other case, we have endeavoured to keep
steadily in view the attainment of the greatest amount of public
advantage. We have not recognised the existence of anything
like a vested right in existing Companies te be protected from the
same description of competition which they have themselves in.
flicted on canals and other existing modes of communicatfon.
Beyond, perhaps, a bare preference, in• cases of absolute equality,
cbie to the interest! of Shareholders, who themselves constitute a
portion of the pubiigtiyp6 have nut considered that an existing
way Company could claim any preference over other parties pro-
posing to effect the fame objects, beyond that which might resttlt
from an identification of interest with the public.

Considering the subject in this point of view, it appears to us
that, as a general rule, the most important point for the interests of
the public, is to secure the best permantnt lines of railway cora-
munication for the country at large and for the wants of the dis-
trict. To sanction an inferior or unnecessarily circuitous line,
proposed by an existing Company, or to reject one of decided public
and local advantage, proposed by a new Company, for the sake of
any terms that could be offered by an existing Company, would, in
our opinion, be, except under peculiar circumstances, unfair to-
wards the local interests thus sacrificed, and unwise as regards the
general and permanent interests of the public.
We have, therefore; as a general rule, considered it as an essen-
tial preliminary requisite, 'before entering upon the question of
giving protection to existing Companies by allowing them to com-
plete the railway communications of particular districts, that the
lines proposed by them shall be, in all substantial respects, sound
in themselves, and not inferior to those proposed •by any other
parties.

Assuming this to be the case, the question is at once raised
whether the public are likely to derive most benefit from compe.
titian, or from arrangements with the existing Company.
With regard to thegeneral principles which regulate competition
in the case of railways, we have little to add t o the reports of the
Select Committee on Railways of last sesiion, by whom the subject
was fully investigated. The Committee state, in their Fifth Re-
port :
" With regard to the check of competition by railways among
themselves, the Committee cannot, in all cases, repose implicit
faith in it." • . . _

" When the lines are very short, the probability is that tulles,
charges be moderate, road traffic will revive, and in such cases the
public have a great degree of security. Again, as respects she
carriage of goods, it is found in practice that by other channels of
conveyance, such as canals, an effective control may, under certain
circumstances, be placed upon railway charges. But in consider-
ing the case of passenger charges, and in all classes of lines, except
those which are se short as to be effectually checked by the ordi-
nary road, the Committee think that little can be permanently ex.
pected from the mere multiplication of railways in the way of
security, for moderation of charge. There may be, indeed, indl.
rect and accidental competition between railways, which may cause
cheapness, and there may oven be direct and brisk competition,
with great reductions of fare for short periods ; but in such cases
of competition, somewhat modified, as have hitherto occurred, the
g not, T h i
tfeh
or
itreo
npn oce
es, i twoi
fva er
rt
haaemn
pasta als.
anyta m
csao, t
ni
hocenl
uwoseif:tee
rh 0 cpl
ioi
mnmi
dt n
but
un Ctd o
immpi
lgao
onh itke
n.
o
result has generally been increase of charge by mutual arrangement
ete
ax
kpnee:-
titre of the question itself, the Committee feel this difficulty, that
they cannot, in case of railways, anticipate any such facilities in
the introductipn of new competitors as to check the proceedings of
the Companies actually in possession of the traffic ; that in. fact
there is no district in which the traffic will support any_
considerable number of railways ; that there is no case in
which they imagine a likelihood of more than two or, at
the very utmost, three lines of railway communication, which
could be so situated as to compete with one another, and they
cannot conceive that two bodies, or even three, acting by core.
paCt executive boards, and secure against the entrance of any other
party into the field, will fail to combine together. It is, therefore,
their apprehension, that in such cases, either the different
railways will continue to be worked, and then that extreme
measures will be taken in concert for the purpose of paying very
moderate dividends, and it may be found that several Capitals have
been expended for performing the business which could have been
equally well, or perhaps even better performed by one ; or a closer
combination will take place among the Companies : they will
choose the line upon which they can most profitably carry the
traffic, and will leave the rival line or lines unoccupied."
The principle here stated, that competition loses more or less of
its value as a security for the public, when from the nature of the
case it is limited to two or three parties, who are constantly urged
by mutual interest to combine, has received abundant corroboration
from the experience of what has already taken place in the history
of railways.
The following instances mas be mentioned where railway Com-
panies, in a situation to compete, have, after a short time, either
amalgamated or combined together, so as to put an end to com-
petition :
The Leeds and Selby with the York and North Midland ; in
this case the former line being virtually for several years shut up.
The Birmingham and Derby with the Midland Counties.
The Chester and Crewe with the Grand JUnction.
The Manchester and Birmingham with the Grand JUnction.
The Bolton and Preston with the North Union.
The Northern and Eastern with the Eastern Counties.
On the other hand, we are not aware.of a single instance which
can be pointed out, in which the public are now deriving any be.
nefit from direct competition between two railways.
In addition to the instances of combination between directly
competing Companies, recent experience,has furnished numerous
instances of the tendency of smaller lines, originally sanctioned as
independent undertakings, to resign their independence into the
the hands of powerful neighbours. We may mention, among
other instances of this tendency, the amalgamation or lease of the
Sheffield and Manchester to the Midland and Manchester and Bir.
mingbam.
Of the Bristol and Exeter. and Cheltenham and Great Western,
with the Great Western.
Ot the Hull and Selby, and Manchester and Bolton, with the
Manchester and Leeds.
Of the North Union with the Liverpool and Manchester and
Grand Junction.
Of the Greenwich with the South. Eastern.
Of the Sheffield and Rotherham with the Midland.
Of the Chester and Birkenhead with the Chester and Holyhead.
Of the Bristol and Gloucester with the Birmingham and
Gloucester.
Besides others that might be quoted.
_ .

Parliament could compel an insolvent concern to carry at as low
rates and afCord as ample accommodation as a prosperous under-
taking might be able to do. A moderate offer from an established
Company, who can be relief on to fulfil their engagements, is
therefore preferable to one apparently more advantageous from a
•
new Company.

For these, among other reasons,
We conclude that the policy in.
dicated by the Committee of last setesion, of giving a preference
to the schemes of existing Railway Companies for supplying their
own districts, when such schemes are as good or better than those.
of any other parties, where no special reasons exist which should
induce us to look for advantage from competition, and where the
old Cempany voluntarily offers such guarantees as may reasonably
be required to protect the public against the possible abuses of mo-
nopoly, or such conditions as at pnce place the public in a better
position than they could hope to obtain from competition, is that
from which the greatest amount of permanent public advantage is
likely to be derived.
' We by no means intend these principles to be considered ;is rules
of universal application, being satisfied that no abstract nr invari-
able rule can be safely laid down by which to decide cases of such
complexity, and varying so greatly in detail; but we have thought
it desirable to state thus generally the views which have guided us
in cases like this of the South-Eastern district, and upon which the
soundness of the conclusions at which we have arrived must mainly
end.
aving thus stated the general principles by which we have
n guided in cases involving a question of preference between ex-
isting and new Companies, we proceed to investigate the different
schemes submitted to us in the Kentish and South-Eastern dis.
trict, with a view to their application.
The following is a list o 1 tbe projected railways in the district
in question, deposited with the Railway Department of the Board
of Trade :
Central Kent
Kentish Coast
London and Croydon ; Orpington Brach
London and Maldstow ..... 135
London and Ashfoiai
London, Chatham, and Chilham
London and Gravesend, via North Woolwiels
London, Chatham, and Gravesend
London, Chatham, and North Kent
Rye, Tenterden, and Headeorn
South-Eastern ; Maidstone to Rochester
South-Eastern ; Tunbridge to Hastings, Rye, and St.
Leonard's
South. Eastern; Branches to Deal and Walmer, and Exton
• sion and Deviation at Margate s.. 213
South-Eastern; Ashford to Hastings 215
South.EastErni Headcorbto Rye 217
South. Eastern; nungerford.bridge to Tunbridge and Pad-
dock Wood
South. Eastern; North Kent, Hungerford.bridge to Chilham 222
c
-Of the above, the scheme London and Maidstone, 135, may be
as included in London and Ashford, 140; also the
London_ and Croydon, Orpington Branch, 131, and London,
Chatham, and Gravesend, 144, in London, Chatham, and Chilham,
142 ; and Seuth.Eastern, Headcorb to Rye, 217, in Rye, Ten.
• terden, and Headcorn, )97; being -duplicate plans for the same
or portions of the same scheme.
Kentish Coast No. 114
London and-Gravesend, via North Woolwich .. 143
not having been brought before us by the promoters as substantive
schemes, in a position to apply to Parliament in the present ses-
sion, at the same time as the other schemes in the district, and
being for detached objects, are not included in this report.
This reduces tlie list of substantive schemes which we have had
to consider to the follOwisig -
South-Eastern Company's schemes:
Hungerford Bridge to Chilham (North Kent) ..„ No. 222
Hungerford Bridge to Tunbridge and Paddock_Wood ...... 221
Maidstone to Rochester
Branch to Deal and Walmer • 213
Tunbridge to Hastings
Ashford to Hastings 215
Croydon Company's Schemes :
Louden, Chatham, and Chilbam 142
London and Ashford
New and Independent Companies :
London, Chatham, and North Kent

The same principle has received further elucidation from the
inquiries of Parliamentary Committees on former .eccasions as well
as from the great body of evidenie collected by the Commissioners
of Inquiry into the Sanatory Condition of Large Towns, in regard
to the operation of the principle of competition as compared to
that of well-regulated monopoly, in the analogous cases of water

148

Central Kent
Rye, Tenderden, and Headeorn
These schemes may be classed according to the objects 'which
they have in view.
I.—The South Eastern Company's scheme, Hungerford Bridge
to Tunbridge and Paddock Wood, No. 222; 'tbe Croydon Com.
pany's scheme, Landon to Ashford. No. 125 ; have for their prin
cipal object the shortening and improving the present line of com-
munication to Dover and the Continent, by cutting MT the angle
of the South-Eastern line at Reigate; and the Central Kent,
No. 34, has partly the same object in v.ew, combined with that of
local accommodation, and extension to Canterbury and Deal.
ll.—The South-Eastern Company's scheme, Hungerford Bridge
to Chilham, No. 222; the Croydon Company's scheme, London to
Chatham .and Chilbam, No. 144';.- the London, Chatham, and
North Keat, No. 148; and to a certain extent, the Central Kent,
No. 34, have in view the accommodation of North Kent, including
the districts along the Thames as far as Canterbury.
The South. Eastern scheme, Branch to Deal and Weimer, No.
213, and a portion of the Central Kent scheme, are for extending
this communication beyond Canterbury to the Downs; and the
South. Eastern scheme, Maidstone to Rochester, No. 205, is for
completing a link in the North Kent system, by uniting it to the
existing line to Maidstone.
111.—The 'South.Eastern Company's scheme, Tunbridge to
Hastings, No. 211, and the Rye, Tenterden, and Hastings scheme,
thliicohesisr
No. 195, are for (attending new lines ',ora the interior of Kent to
Hastings ; and the South-Eastern Company's scheme, Ashford to
Hastings, No. 215, is for completing the coast line of communica-
lion, sanctioned by Parliament last year, from Brighton to Hastings
reptzefwertielnmceaktoo
the
ee
different
itedto
mtootaoccoommlpyanuyj.rhi_s
stood. de;P°serred

one line of railway for the accommodation of North Kent will be
sanctioned.

The population of the district to be accommodated (exclusive
of London and Greenwich) exceeds 350,000, and from its proxi-
mity to the me ropolis, the amount of intercourse is extremely
large. More than half a million of passengers have been conveyed
by steam-boats in a single month between London and Gravesend ;
and the amount of traffic, passing both by land and water, to
Rochester, Chatham, Maidstone, Canterbury, Ramsgate, Margate,
dec., is also very great, and likely to increase largely with the ex-
tension of facilities. What proportion of this traffic may be ob-
tained by a railway in competition with steam.boats and other
cheap conveyances, is of course to a certain extent speculative.
There /appears, however, to be sufficient data to warrant us in as-
suming that any of the schemes proposed for making a railway to
accommodate N'orh Kent, may be considered as a fair and legiti-
mate commercial speculation; and that the question is therefore
reduced to a choice among the different competing schemes, of
that which otters on the whole the greatest amount of public ad-
vantage.
The question is further narrowed by the exclusion of the
line proposed by the Croydon Company. London, Chatham, and
Chilham, No. 142, which, from the nature of its gradients, is
incapable of sustaining a serious competition with either of the
other schemes, even if equal to them in other respects ; while,
from its direction, it is manifestly no less inferior in point of
local accommodation and national advantage.
The gradients are more severe than have ever been proposed
for a locomotive line; 2S planes, extending over more than 15
miles of the first 30, being at an inclination of one in 50.
It may be proper to state, that the Croydon Company ob.
tained, in the last session of Parliament, an Act, under which
they are proceeding to convert their existing locomotive line of
railway from London to Croydon into an atmospheric line, in
connexion with another Company, also sanctioned in the last sea.
sion, and which continues the line on that principle, from Croydon
to Epsom. In their subsequent projects, which are now under
consideration, the Croydon Company equally adopt the atmospheric
system of propulsion. If that s.;stem had already been applied
successfully upon any long line of railway, the severity of the
gradients in these projected lines would not have been considered
so objectionable. It is clearly, however, impossible for us to assume
the success of a system, as to which much difference of opinion
exists among railway engineers, and which has not hitherto afforded
such proof of its merits as could warrant us in giving the pre.
ference to projected undertakings, the success of which must de.
pend upon 7results, as yet uncertain, while other projects are
offered; to which no such uncertainty applies.
The course of the line, pursuing the Croydon line inland for
six and a half miles to Sy denham, and thus avoiding Woolwich
and the population along the North Kent-road, . and giving
Gravesend only a circuitous route to London by a branch, ap-
pears too `manifestly inferior to that of the other North. Kent
lines, for national and local purposes, to require comment. The
comparison, therefore, lies between the South-Eastern Company's
scheme, No. 222, and the London, Chatham, and North Kent,
No. 148.
In their general features and objects, these two schemes are
nearly identical. They both pursue the general direction, of. the
Old North Kent-road by Woolwich, Gravesend, Rochester, and
Chatham, and thence to the same point, Chilham, on the
Soutb-Easterri Company's line, from Ashford to Canterbury, which
affords the nearest practicable route to Canterbury. They both
throvi oft' a branch to Sheerness, and accomplish, more or less per.
fectly, the great national objectpf placing the naval and military
-establishments of Sheerness, Chatham, and Wonlwich, in direct
railway communication with one another, and with the metropolis:
In the most difficult and important features of the lines, such as
the passage of the Medway at Rochester, and of the Lines at Chat-
ham,. they are substantially the same.
The President of the Board, having communicated with the
Master-General of the Ordnance, has ascertained that, while in
some points of detail each scheme is considered objectionable, and
may require modification, there Is no such substantial objection to
either as to require its rejection, or to give any decided preference
in a comparison of the two.
The chief points of difference between the two schemes in other
respects appear to be-
1. In •the.snode of passing Woolwich, and the course pursued
thence to Gravesend.
The North Kent line keeps above the town of Woolwich,:cross.
ing the Artillery-ground, and thence skirting Shooter's Hill, and
keeping inland by Crayford and Dartford.
The South. Eastern Company's line passes through Woolwich,
close past the gates of the Dockyard and Arsenal, and thence along
the marshes by Erith to Gravesend, accommodating the populous
Inland district by a second line diverging from the Tunbridge line,
No. 211, at Eltham, and thence passing by Bexley to join the first
or North Kent line, near Dartford.
The arrangement proposed by the South. Eastern Company ap.
pears decidedly preferable, in point of public advantage and local
accommodation, as passing close to the Arsenal and Dockyard at
Woolwich, as giving superior facilities for the conduct of the public
service, on the one hand, and for the uninterrupted passage of frequent
trains, calculated to meet the wants of a dense population, on the
other, by the alternative line, and as serving more places and a
arger population by the two lines than could be served by one.
This arrangement, however, will involve greater expense and
greater interference with house property ; but this latter conside-
ration we arc precluded from entertaining.
2. After passing Chatham, the two lines slightly diverge, the
South-Eastern Company's line keeping more to the north, on the
low ground, and thereby shortening the length of the Sheerness
Branch, and the distance to Sheerness, and increasing that to
Canterbury about 1 j miles.
3. The comparative distances by the two lines are—
North Kent Line, London to Chilham, 35i miles from the pro-
posed terminus at the Bricklayers' Arms.
South-Eastern Line, London to Chilham, 551 miles from the
Bricklayers' Arms, or 57i miles from the proposed terminus at
Hungerford-bridge.
On the whole, therefore, there appears no such difference be.
tween the two schemes as to give any very decided preponderance
to
sideeirtahteirolits anti
tda
tweed hi
oaveth,
ethheergeirtoiorein,
ghaodf
trechi:ourerspeortto.
itnh eeortdheerr cootr
de-
termine between them.

We may, at the outset, state our belief, that the two principal
objects first enumerated, viz., the formation of an improved line of
communication with Dover and the Continent, and the accommo.
dation of North Kent, must be kept distinct. A North Kent line
can only be rendered useful or profitable by running very frequent
trains, with numerous stoppages; while for the Dover and conti_
nental traffic, speed, punctuality, and facility for dispatching ex-
press trains at short notice are highly important,—conditions
which could never be satisfactorily attained upon a line encum-
bered with the short traffic of such places as Chatham and Rochester,
Gravesend, Woolwich, and Greenwich.
Even if the distance, therefore, between London and Dover
could have been somewhat reduced by a North Kent line, we should
have been of opinion that the prevent South-Eastern line, improved
by cutting off the angle at Reigate, would have afforded a prefer.
able continental communication; and when we find that by such
improved line the distance may be reduced to 75i miles, which is
actually shorter than by any line that has been projected in con.
nexion with a North Kent line, it appears to us too clear to admit
of doubt that some scheme for the purpose of effecting such im-
provement, must be admitted in preference to a North Kent line,
as a basis of a system of railway communication calculated to
afford the best practicable outlet for continental traffic.
The only scheme which professes to unite the different objects of
accommodation for the North Kent and local traffic, with improved
continental communication, viz, the Central Kent, No. 34, illus.
trates the impracticability of such an union. As a North Kent
scheme, it signally fails in accomplishing the principal objects of
such a line, and which are attained by the other schemes. It does
not go to Woolwich or to Sheerness, and passes at such a distance
from Chatham that it world be comparatively of little use as a con-
nexion between that arsenal and other points ; it avoids the mass
of population lying along the River and Old North Kent Road
at Woolwich, Crayford, Dartford, Eritb, ac., on this side of
Gravesend, and gives no accommodation to Faversham, Milton,
and the district between Chatham and Canterbury. It likewise
passes at such an inconvenient distance from the principal towns
which it professes to serve, such as Gravesend, Rochester, Stroud,
Chatham, and Maidstone, as compared to other projected 1 nes,
that it would afford very insufficient local accommodation, and
would compete, at a very great disadvantage, with steam-boats.
and other modes of emmnunication. The delay, inconvenience, and
expense that results from placing important towns upon short
branches, or giving them stations too distant for ready access, are
matters of univer..al complaint wherever they have been experi.
enced, and a large proportion of the Railway Bills of the present
session result from thee ffurts of such towns to place themselves upon
through lines of communication. In one remarkable instance, the
to abandon
Birmingham and Gloucester Company now propose
several miles of their existing line in order to remedy, at a heavy
expense, the error formerly committed in leaving Worcester and
Droitwich at a short distance from the railway.
On the other hand, considered as a Dover line, it would involve
the construction of about 52 miles of new railway of an extremely
difficult and expensive character, in order to shorten the distance
to Dover by an amount not greater than is attained by the South-
Eastern Company's scheme, No. 221, by the construction of 33i
miles only of new railway.
Independently, therefore, of the other objections to this line,
arising from the character of its works, which are of an exces-
sively difficult and expensive character, the want of any pro-
vision for an independent access to the metropolis, and the err.
tainty that under these circumstances it could not maintain: he
character in which it claims support, of an independent line,
enough appears in its general character to induce us to report
our unhesitating opinion, that in this case there are public
reasons which, to the best of our judgment, appear conclusive
against the scheme.
With regard to the Croydon Company's scheme, London to
Ashford, No. 140, the same objection applies as compared with
that of the South. Eastern Company, viz., that by tee construc-
tion of 48 miles of new railway from Sydenham to Ashford, it
would only reduce the distance to Dover by the same amount
as the South. Eastern Company's scheme, by the construction of
33i miles of new railway. In this case, however, a mere corn
prison of distances does not show the full force of the objection to
ra.
the Croydon Company's sincescheme, the South-Eastern Co
pany's Branch is a good locomotive line, with gradients
generally moderate, and in one case only as steep as 1 in 102;
while the Croydon Company's line, although involving heavier
works, and longer tunnels, has nearly one-third of its distance at 1
in 50. A reduction of the actual lengths to equivalent distances,
according to the established formulae, would show a great advantage
to the South-Eastern scheme over that of its competitor.
The intrinsic superiority of the South-Eastern scheme (No. 21'

The public advantages which the alternative of giving the line
to the South-Eastern Company appear. eo present, are the
following :-
1. The security afforded by an existing Company, which has
already expended upwards of three millions and a half, and is in
the receipt of a great income, with the prospect of a large increase
when the French lines are opened, which they offer to pledge for
the completion, within a reasonable time, of all the works they un-
dertake, is greatly superior to anything that can be afforded by a
new Company, however respectable.
2. The connexion of this portion of the Kentish Railway system
with the Company to which the greater part of such system has
been already intrusted, and which is now proposing other unop-
posed links in a comprehensive scheme of communication, will
greatly facilitate the convenient and economical working of the
whole.
3. The same concentration of interest will enable the South-
Eastern Company at once to afford a greatly superior metropolitan
terminus to any that is proposed by the North Kent Company, or
that could be afforded by any independent Company ; an advantage
which is the more important when it is considered that from the
amount of traffic that must necessarily flow over the Greenwich
and Bricklayers' Arms lines and the proposed Hungerford Exten-
sion, and from the limited space available for station roo.n, the
traffic could scarcely be conducted with safety, and certainly net
without extreme inconvenience, unless under one control and
management.
On the other hand, the effect of giving this line to the South_
Eastern Company will unquestionably be to place in their hands a
monopoly of the railway communications of a very large and im-
portant district, which would be to a certain extent obviated by
giving the line to an independent Company.
The general question of the prospect of advantage from railway
competition has been already discussed. In the present instance
there are several reasons which appear on the one hand to render
the existence of any permanent competition peculiarly problema-
tical, and on the other to obviate many of the objections that may

and gas companies. Indeed it, is too evident, as a general propo-
sition, to be disputed, although great caution may be required in
its application, and in discriminating those cases where the corn.
petition is of a pure and simple nature, such as must eventually lead
to a compromise, from those where a certain degree of indirect and
incidental competition may exist, from which the public may ex.
pect to derive lasting benefit, either in the shape of reduction of
charge or of extension of accommodation. •
When an existing Railway Company proposes schemes which,
although only partially sufficient for the full accommodation of the
district, may yet be sufficient to prevent other parties from enter.
ing_the field with further or improved projects in that district, the
arguments against the creation of a monopoly acquire additional
Strength. The- simpler case is, when, as in the present instance,
the existing Company comes forward with a complete and compre-
hensive scheme, and the question is reduced to this: whether the
existing Company is able and willing to offer guarantees for the
public advantage superior to any that can be afforded by a new Com.
pany.
Of the ability of an old Company to offer such guarantees there
cani,stglye.neAranlleystsapbelaikshinedg,
Cboemliptatlney,h
wdoubt.ich has a valuable property
and large available income independent of the new scheme, can,
of course, offer a guarantee for the fulfilment of all that it under.
takes to accomplish greatly superior to that of any new Company,
however respectable.
This consideration derives great weight from the experience
which has been already afforded of the failure of many new Com.
panies to accomplish the objects for which they were incorporated.
We need only refer to the instances of the Eastern Counties Com.
pany, which was incorporated as a line from London to Norwich,
and has never yet been carried beyond Colchester ; of the Northern
and Eastern, which for many years stopped short of Cambridge;
and of the Great North of England, which abandoned the portion
of its line between Darlington and Newcastle.
2dly. The traffic ofa system of lines connected with one another
can always be worked more economically and conveniently under
one uniform management than by independent Companies. The
Company which works the main trunk line, and possesses the prin.
cipal terminal stations, can run more frequent trains, and make
better arrangements for forwarding the traffic of the cross lines,
than it could afford to do if two or three • separate establishments
bad to be maintained, and the harmony of arrangements depended
on two or three independent authorities. Under such circumstances
a conflict of feeling and Interest has almost Invariably grown up,
from which the public has suffered the most serious inconvenience.
When the traffic is large, this conflict has frequently led not only to
increased inconvenience, but to increased danger; and where the
terminus or a portion of the rails of one Company have been com.
mon to the other, these results. have been greatly aggravated.
3dly. An established Company can always, if so disposed, offer
guarantees and advantages for a greater extent of railway than
the new Company, viz., for the existing as well as the projected
lines. When the existing Company is already in possession of the
principal trunk of the district, the advantage of securing such gua.
rantees for the whole system, rather than for only a small portion
of it, is rendered more apparent.
The Select Committee of last session, for reasons which are
fully stated in their report, attach great importance to the obtain-
ing of guarantees from existing Companies, by voluntary arrange-
ments similar to those which they recommended, and which
Parliament subsequently adopted in the case of new railways, and
express a strong hope, " that among the existing Companies there
may be those which will be disposed to accede to arrangements,
resemtling, in their general principle and effect, those which are
now proposed for new railways."
4thly. WhateVer guarantees may be thus offered by existing
Companies possess the double advantage, as compared with
similar offers from new Companies, of coming into immediate
operation, and of being more certainly rendered effectual. An
offer from a new Company to bind itself to charge fares consider.
ably lower than those usual upon other lines, might readily be
made, in the hope of thereby securing their Bill; but the fulfil.
ment of it would depend almost entirely upon the eventual success
Of the line, and its ability to perform its engagements. No Act of

Just published, by W. Pine, 369, Strand, London.
CONFINEMENT of the BOWELS considered
in relation to its Nature, Causes, Effects, and Treatment.
By JAMES SCOTT, M.D.
This work clearly shows the mischievous fallacy of attempting the
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ILLUSTRATED DESCRIPTIONS of SONIFERS, proving that
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power by the degree of deafness of each individual.
W. Pine sends these works free of charge, on receipt of two postage
stamps for the former, or one for the latter.

Pocket Edition (500 pages), in an envelope, price 25., by post 3s.
MARRIAGE-
its Hindrances and Obligations.
" Of griefs concealed, and disappointments keen,
Which young and gentle—the matured and sage,
The lonely and the mated—all sustain."
By R. J. CULVERWELL,
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NERVOUS DEBILITY.
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THE .7EGIS of LIFE ; a Comprehensive and
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be urged against monopoly.
The want of a good independent metropolitan station, and the
possession by the South. Eastern Company of the lines beyond Can.
terbury, as well as of the other communications of the Kentish
district, are circumstances which, according to all previous ex.
perience of railways, must operate most strongly to bring about an
amalgamation.
The pressure of steam-boat competition is also another circum.
stance which would naturally tend to make the railway interests of
the district combine for mutual defence.

This latter cif cumstance also affords the best possible guarantee

against the existence of any injurious monopoly against the public.
V:ith steam-boats carrying passengers from London to Gravesend
for Is., and even 6d., the fares upon any line of railway in North
Kent must always be very much lower than the point to which
they could be reduced f a continuance by any practicable legis-
lative enactment, or by any conceivable railway competition. The
existence of the Thames as a free water-highway, must also
always keep the railway charges on goods at a very low limit; and
in fact render anything like monopoly, in the proper sense of the
word, impossible, unless all the steamers, vessels, and barges in the
river, as well as the North Kent Railway, could be amalgamated
with the South-Eastern Company.
The question would stand thus on general considerations, inde-
pendently of any specific guarantees or advantages offered by the
South-Eastern Company, as securities against the apprehended
effects of monopoly, and as inducements to the Legislature to give
their schemes a preference. The South-Eastern Company have,
however, voluntarily offered the following guarantees and ad.
advantage, to be secured by clauses in their respective Acts :-
1. They offer to complete the coast line of communication from
Hastings to Ashford; an undertaking which, left to itself as an
unassisted commercial speculation, might remain long uncompleted.
2. They offer to complete the communication to Deal, in con-
nexion with their line already sanctioned from Canterbury to
Ramsgate and Margate, which the North Kent Company are not
at present prepared to undertake.
3. They offer to extend their Bricklayers' Arms line to Hunger-
ford-bridge, and to render their station there available for the
purposes of a common central metropolitan terminus, should it here-
after appear to be practicable and desirable.
4. They offer to pledge the whole revenue of their existing line
for the completion of all the lines undertaken by them, within a
reasonable period-
-1). They offer to lay down the electrical telegraph along their
line, whenever it may be required for the public service.
6. They offer to place their whole system, including the old as
well as the new lines, under the operation of the option of revision
and purchase contained in the General Railway Act of last year.
7. They offer to except instead of their present maximum of
31d. per passenger per mile on the present distance of 88 miles to
Dover, a revised tariff, fixing a maximum of 3d. per mile on first-
class passengers, and 2d. per mile on second.class passengers, in
carriages protected from the weather, to be calculated on the
shortest possible railway distance between London and Dover, or
74 miles.

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At the Middlesex sessions, Michael Donovan, mAster of the
Roman Catholic charity F chool at Somers-town, was indicted for
assaulting Thomas Cavanagh, a pupil in the above school, on the
21a of:January. The jury found-him Not Guilty on the ground
that he was justified in Chat.lllllg the boy to a Moderate extent,
wlidch was oU twi dons

as a means of effecting the most approved communication with
Dover and the Continent, appears, therefore, so evident, that we
feel bound to state our opinion that, on public grounds, it merits
a preference over any of those which have been proposed in corn.
petition with it. Even if the merits of the competing schemes
had been more equally balanced, we should have been disposed
to think that the SOtlth-Eastern
Company, having already ex.
pended such a large capital in carrying out a great national work,
had a fair claim to be allowed a preference in executing an im-
portant improvement of that work, more especially when offering
such guarantees as are hereafter mentioned ; but we repeat, that the
intrinsic superiority of the South-Eastern scheme in this quarter
appears to us so decided as not to require the aid of such con.
siderations.
By adopting this line the public will obtain a saving of 12 miles
in distance, or of at least half an hour in time, as compared with
the existing route to Dover and Folkstone, and will secure as short
and good a line of communication with the Continent as the nature
of the country will admit of.
We next come to. the consideration of the schemes—London,
Chatham, and Chilham (No. 142) ; London, Chatham, and North
Kent (No. 148) ; and South. Eastern, North Kent, Hungerford
Bridge to Chilham (No. :2,22)—proposed for extending railway
communication in North Kent.
The importance and population of the district thus proposed to
be accDmmodated, the immense amount of traffic already existing
by other modes of conveyance, and the fact of several schemes being
in the field, promoted by substantial parties, each anxious to un-
appeir to justify us in assuming that some
dertake the enterprise,

* The figures refer to the number in the alphabetical list of
railway projects lodged with the Board of Trade.

it. They offer to run over their whole system of railways two
cheap trains each way daily, at Id. a mile, provided with seats and
protected from the weather, under tne conditions of the Act of
last session, instead of one train only as requircu by the Act.
It appears to us that these conditions voluntarily offered by an
existing Company, capable of carrying them into effect, in the event
of their being allowed to execute a line for the accommodation of
North Kent, which is, to say the least, fully equal for purposes of
local and national advantage to any other proposed scheme, throws ;
such a decided preponderance their favour as to leave
vinoth t
that the interests of the public will be best consulted by gg
preference to their projected line.
The advantages, in a national point of view, of completing a
chain of coast communication, have been already adverted to by
Parliamentary Committees, and are manifestly of great public im-
portance. It is, therefore, with great satisfaction that we find,
that among the schemes which will be submitted to Parliament for
its sanction as commercial enterprises, and as combining at the
same time the greatest amount of local accommodation, are lines
which will have the effect of completing this coast line, of which
the foundation was laid last year by the sanction given by Parlia-
ment to Ijie Brighton and Hastings, apd Drighton and Chicheater

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FEBRUARY 15, 1845.
S V Ny
No •16 3813 LONDON - SATURDAY '2-4'. N ,

a

PRIOR sd.

'HE SUN is Published EVERY MORNING at FIVE O'CLOCK, in Time 'or the EARLY TRAINS and .TOWN DELIVERY; a SECOND EDITION (Evening Sun) is Published in Time ror the AFTERNOON TRAIN,'
wad a THIRD EDITION at SEVEN O'CLOCK, for POST,- containing
PARLIAMENTARY and all other NEWS in LONDON up to that flour.
ADVERTISEMENTS INSERTED tu ALL THE THREE PAPERS, Morning N oon,- and Night, thereby insuring a TOWN and COUNTRY CIRCULATION, at ONE CIIA.IIO.E.

line, almost uninterTup.tedly from the Thames to the Land's End.
The only important liktk in this chain which was not likely to be
undertaken as an bride -pendent commercial enterprise, was the con.
nexion between Haiti ngs and the South-Eastern line in the direc-
tion of Dover, for the completion of which we have now the
guarantee of a Corn pa ny who have ample means to fulfil their en-
gagement, and whoa :are alone in a position to work such line, If
constructed, with e ffic iency and with a fair prospect of success.
The effect of s ane.tioning the schemes of the South-Eastern
Company, in corm ex'ion with the schemes already sanctioned or
proposed by other parties, will be to place the metropolis, the
dockyards and ar ;mall of Deptford, Woolwich, Chatham, Sheer-
ness, Portsmouth, avid Plymouth, the Downs, Dover, Hastings,
Brighton, Southar api.on, Portland, Weymouth, and all the prin-
cipal ports of the southern coast as far as Falmouth and Pen-
zance, in direct r ails ray, communication with one «pother, so as
to admit of the transmission of intelligence in a few minutes by
the electrical tele graph, and of troops, stores, and ammunition,
in a few hours froi n :any one point to any other of this extensive
line. By the prop oa xl extensions to Hungerford-bridge there is
also every prospect: that Woolwich, Chatham, and the other im.
portant places abo•re specified, will be placed in uninterrupted rail.
way communication,, through the metropolis, with other parts of
the kingdom.
The other advai ttaj ;es offered by the South-Eastern Company are
sufficiently obvious. We have already referred to the Reports of
the Select Committee of last session, to show the importance at.
tached by them to tlhe obtaining from existing Companies, volun.
tarily and without i incurring any suspicion of breach of faith on the
part of Parliament, securities fir the future in the shape of an op.
tion of revi- ion ant purchase, resembling in their general effect
those which the Luxislature, after very full consideration, has
thought it advisabl a te. adopt with regard to new railways.
• .

It will be obsery 'ea that in the case of the South-Eastern Corn.
pany, not only are t:he se guarantees offered, but also a present limi-
tation of charge, aunt amount of accommodation to the poorer class
of passengers, which will ensure the working of the whole of the
South-Eastern syste4 Upon terms more favourable for the public,
both as regard■ far sa and accommodation, than are usual upon
other railways. As ;regards the North Kent portion of the system,
indeed, we regard r is y legislative maximum as of comparatively
little importance, si to ca the charges of the railway must always
be kept down at an .exceedingly low point by water competition ;
but as regards the g it line of continental communication and the
internal local traffic of a great part of the district, It is unquestion-
ably highly desiraliele to obtain a specific guarantee against the
adoption of a system, •of high fares, which, under the present Acts
of the South-Easterni • Company, might be at any moment resorted
to if the Directors tieo ught it expedient for their interests to adopt
the course which has: / 'requently been pursued by other Companies.
The conclusion, 0 erefore, at which we arrive, in regard to the
schemes proposed in the North Kent district is, that to the best of
our judgment a very I ecided preponderance of public reasons exists
in favour of the Scat th-Eastern scheme, No. 222, Hungerford.
bridge to Chilhatn, ito preference to any of the competing schemes.

The same reasons It nduce us to express a similar opinion, that as
regards the South.rat tern Company's scheme, No. 213, Extension
to Deal, and No. 2415 , Maidstone to Rochester, which are portions
evidently reqnired to.tr complete the system of Kentish railway com-
munication, and the., South. Eastern Company's scheme, No.' 215,
Ashford to Hastings,, i which is an important link in the coast line
of communication, • A *a are aware of no public grounds why they
should net receive the sanction of the Legislature.
The only remainir, tg schemes are those proposed for forming new
railways from Tunbi is ige and Headcorn to Hastings. With regard
to these, it seems suilii icient to say, that the question having been
contested at great 1 es gth before Committees of both Houses last
session, Who rejected I the Headcorn line, on the ground that it was
inconsistent with the-, coast line to Brighton, which was calculated
to aford at the same, time a greater amount of local and national
advantage; and none w circumstances having transpired to affect
the grounds of that d ecision, but on the contrary, theproposal of a
line from Hastings tts Ashford affording an additional outlet, not
then contemplated, fbt 'traffic from Hastings and its neighbourhood
towards Dover and C.„h; qterbury; we are aware of no sufficient public
grounds to justify all !venial of that decision, by the sanction of
lines which, under rat esent circumstances, would go far to render
_the line sanctioned la e year incapable of sustaining itself as a sol-
vent undertaking.

This argument apt w ars decisive against the Headcom line, which
is identical with th d t rejected last year ; and, as regards the
South. Eastern Comp u sy's line from Tunbridge, although it would
effect some shorten. is ig of the distance between Hastings and
London, this does no't appear to us a sufficient object to admit of a
different conclusion.

With the excepti an, therefore, of the small portion of this
latter line which co nnects Tunbridge Wells with the South.
Eastern Railway, an 1 which will be an useful branch for the
accommodation of tth to it town, we have to report, that there appear
to us to exist public reasons which ought to be decisive against
the schemes, Ne. 19 5 , Rye, Tentcrden, and licadcorn, and No. 211,
South-Eastern Corn' ,ny's Tunbridge to Hastings.

In conclusion, we beg to draw attention to the passage of the
Fifth Report of the Select Committee of last year, in which it is
stated, in recommen 8 ing that reports should be made to Parlia.
ment by this depart a tent upon railway schemes, " That no such
report should be held to prejudice the claims of private persons,
the examination of a hich should be altogether reserved to the
Ilouses of the Legisl ture.
In submitting to Parliament, in conformity with the recommen.
dations of that Corn to ittec, the results at which we have arrived,
with a view to the information and assistance of Parliament in
forming a judgment upon the schemes in question, in so far as our
report may be avail able for that purpose, we are anxious that it
should be distinctly ti nderstood that we have arrived at these re.
sults solely upon purl is grounds, and to the exclusion of all consi.
derations bow far surki results might require to be modified by a
due regard for private rights and interests.

DALHOUSIE.
C. W. PASLICT.
D. O'BRIEN.
G. R. PORTER.
S. LAING.

RAILWAY COMPANIES.

A RETURN, by name, of each RAILWAY CompArry subject
thereto which bats complied with the Sixth Clause of the
Act of last Seschm for the Regulation of Railways, which
came iota gyration on the Ist November, specifying the
Hours of Startling-of -therirrains running in compliance
therewith, and the Speed of such Trains; with Date of
such Compliance, as respects the Carriages having seats,
and being protected from the weather.
Name of Railways. Hours of Departure from
R. M. •

Great Western

30 a.m....Bristol.
Bristol and Exeter .... 7 0 a.m....Bristol.

2 0 p.m....Exeter.
Cbeltenham and Great Western ...... 3 17 p.nt....Swindon.

12 15 p.m....arencester.
Oxford Branch

1 35 p.m....Oxford.
Birmingham and Derby 12 15 p.m....Derby.
Midland 3 45 p.m....Blrminghim.
Railway North Midland ..... 650 a.m....Leeds.
Company. 6 0 p.m....Derby.
Midland Counties
40 p.m....Rugby.
North Union 6 0 a.m....Preston.
6 0 p.m....Preston.
Amalgamated 7 30 a.m....Parkside.
7 30 p.m. . Parkside.
Bolton and Preston 8 5 a.m....Preston.

8 45 a.m....801t0n.
Eastern Counties, Col- 7 45 a.m....London.
Amalgamated cheater Line ....• • 5 0 p.m....Colchester.
Northern and Eastern, 9 0 a.m....London.
or Cambridge Line 5 40 p.m....Stortford.
Bristol and Gloucester 9 15 a m.... Gloucester.

4 30 p.m....Bristol.
Edinburgh and Glasgow
1 30 p.m....Glasgow.
Grand Junction

6 30 a.m....Liverpool.
Lancaster and Preston

9 0 A.M.... Preston.
London and Birmingham ... ...... ... 7 0 a.m....London.
2 30 p.m....Birmingham.
London and Croydon
all the trains.
London and South-Western ... 8 0 a.m....London.
7 15 a.m....Gosport.
8 0 a.m....Southampton.
London and Brighton, and Shoreham 6 30 a.m....London.
6 35 p.m....Brighton.
Manchester and Birmingham 7 30 a.m....Manchester.
3 30 p.m....Birmingham.
Manchester and Leeds 6 45 a.m....Manchester.
5 40 a.m....Leeds.
4 0 p.m._ Newcastle.

Newcastle and Darlington

11 30 am.... Darlington.
Sheffield and Manchester
11 95 a.m. ..Woodhead
South. Eastern
5 0 p.m....Dover.
Yarmouth and Norwich

12 0 noon...Yarmouth.
York and North Midland 7 40 a.m....York.
7 30 a.m....Leeds.
7 50 a.m....Selby.
7 35 a.m....Norroariton.
SPEED.—An average rate of not less than twelve miles an hour
for the whole distance on the railway, including stoppages.
DESCRIPTION OF CARRIAGES.—Seated, and provided with the
means of being entirely closed, so as to exciudo the weather, with
provision for the admission of light and air.
DATE OF COMPLIANCE, as respects running Carriages provided
with Seats, Roofs, and closed at the sides. —lst of November, 1544;
subject to modifications in certain cases as to the description of
carriages, with respect to protection from the weather, that would
be considered satisfactory by the Lords of the Committee of Frivy
Council for Trade.
The following are the dates of compliance of the undermentioned
railway companies, after correspondence with the Board of Trade,
as regards the whole of the said conditions :
Midland Counties
Eastern Counties November 93.
Bristol and Gloucester
Grand Junction
4.
London and South. Western December 16.
Manchester and Birmingham December 5.
Newcastle and Darlington
nuar .280.
Sheffield and Manchester Ja
December 1.
South. Eastern ..................
And in the case of the following railways the correspondence ha.l
not been yet closed, as regards certain minor details :
Edinburgh and Glasgow.
York and North Midland.

Railway companies which have not complied with the 6th clause
of the said Act—Nil.
Steps taken to recover penalties provided by the said Act—Nil.
D. O'BRIEN.
Railway Department, Board of Trade, Feb. 10, 1045.

[ADvnansumENT.]—A CERTAIN CURE FOR SCRO-
FULA, OR KING'S EVIL, BY HOLLOWAY'S PILLS AND
OINTMENT.—A FRIGHTFUL CASE !—A young man
named Bowman, a shoemaker, living in James-street,
Manchester, had been afflicted from childhood with the
most malignant kind of scrofulous ulcers, covering
various parts of his body; besides other sufferings, they
had deprived him of the use of his left leg. Yet, extra-
ordinary to relate, this poor fellow has net only had all
the ulcers soundly healed, but has likewise regained the
complete use of his limb by means of these two wonderful
mecl.cines. Sold at Professor Holloway's Establishment,
1244, Strand (where advice may be had g•ratis), and by
almost all respectable vendors of medicine througleout
the civilieed world,