The Sun.
London, England, 1845-03-05 00:00:00

ADVERTISEMENTS INSERTED in ALL THE THREE PAPERS, Mornii g, Noon, and Night, thereby insuring a TO 117.:V and COUNTRY CIRCULATION at ONE CHARGE.

ARGUS LIFE ASSURANCE COMPANY,
39, THROGMORTON-STREET, BANK.
EMPOWERED by SPECIAL ACT of PARLIAMENT,
5 and 6 Will. IV., c. 76.
THOMAS FARNCOMB, Esq., Alderman, Chairman.
WILLIAM LEAF, Esq., Deputy Chairman.
Richard E. Arden, Esq. James Cl:ft, Esq.
William Banbury, Esq. Rupert Ingleby, F.sq.
Edward Bates, Esq. Thomas Kelly, Esq., Alderman.
Thomas Camplin, Esq. Jeremiah Pilchtr, Esq.
John Hu.mphery, Esq , Alderman, Lewis Pocock, Esq.
M.P.
Pnysictiku—Dr. Jeaffreson, 2, Finsbury-square.
SURGEON—W. Coulson, Esq., 2, Frederick's-place, Old Jewry.
CONSULTING ACTUARY—Professor Hall, of King's College.
LOW RATES OF PREMIUM.
In addition to the subscribed Capital of 300,0001., the Assured have
the security of the Company's income of nearly 60,0001. per annum,
yearly increasing, and an accumulating Assurance Fund Invested in
Government end other available securities, of considerably larger
amount than the estimated liabilities of the Company.
The rates of premium are reduced to the lowest scale compatible
with the security of the Assured, and the stability of the Company,
thereby, in effect, giving to every Policy Holder an immeqinte and
certain Bonus without risk, in lieu of the deferred and frequently
deluslse prospect of a periodical division of Profits.
•
ANNUAL PREMIUM TO ASSURE £lOO.

Age. I For One Year. For Seven Years. I Whole Term
----

£0 17 8
1 1 8
1 5 0
1 14 1
3 2 4

£0 19 1
1 2 7
1 G 9
1 19 10
3 17 0

£1 11 10
2 0 7
2 14 10
4 0 11
6 0 10

One-third of "Whole Term" Premium may remain unpaid at
5 per cent. compound interest, as a debt upon the policy for life, or
may be paid off at any time without notice.
In Assurances for Advances of Money, as security for debts, or
as a provision for a family, when the least present outlay is desirable,
the varied and comprehensive tables of the Argus Office will be found
to be particularly favourable to the Assured.
The Medical Officers attend daily at a Quarter before Two o'Clock.
EDWARD BATES, Resident Director.
A liberal Commission to 'Solicitors and Agents.-

NA'FIONAL LOAN FUND LIFE ASSUR-
AXCE f4OCIETY,
26, CORNMILL, LONDON.
Capital £5C0,000.
Empowered by Act of Parliament.
DIVISION OF PEOFITS.
The steady saceess and increasing prosperity of the Society has
enabled the Directors, at the last annual investigation to declare a
gecond Bonus, averaging 61 per cent. on the ainoults invested on eaeh
Policy effected on the Profit scale.

EXAMPLES.

a. d. s. d
77 5 1 12 3
64 5 6 916 4
51 511 711 9

.i,',7
1-11
P: P.

a 5
LI .
.04-7.,
`“

t P
r p

'•4
Premium $

Bonus
added.

Bonus in
Cash.

s. d. l s. d,

11837 170 9 3
74 3 4 1838.144 2 2
1839 116 16 0

X a. da
346 2 3
246 13 4
247 4 5

The division of profit.; is annual, and the next will be made in De-
cember of 'he present year.
This instkution offors many important and substantial advan-
tages with respect both to Life Assurances and Deferred Annuities.
The assured has, on all occasions, the power to bernw, without ex-
pense or forfeiture of the Policy, two-thirds of the premium paid,
(see table) ; also the gption of selecting benefits, and the conversion
of his interests to meet other conveniences er necessity. Assurances
fbr terms of years are granted on the lowest possible rates.
F. FERGUSON CAMROUX, Roe.

BRITANNIA. LIFE OFFICE, 1, Princes. street,
Bank, and 448, West Strand, Lordon, January 1, 1845.
Notice is hereby given, that the BUSINESS of the LONDON and
WESTMINSTER MUTUAL LIFE ASSURANCE SOCIETY has
been TRANSFERRED to this Company ; and all persons holding
policies issued by the said Society are informed that, as soon as the
renewal premiums thereon shall become payable, new policies will
be granted to them by the Directors of this Company, at the samd
rates of premium which they now pay, and without any charge for
stamp-duty ; and all claimants on policies issued by the said London
and Westminstor Mutual Life Assurance Society aro informed that
suelt claims will be discharged by the Diree tors of this Company, a
soon as the the same shall have been substantiated.
PETER MORRISON, Resident Director.

WITANNIA LIFE ASSURANCE COI-
MANY, 1, Princee•street, Bank, London, empowered by spe-
cial Act of Parliament, 4 Vic. c. 9.
HALF CREDIT RATES OF PREMIUM.
Persons assured according to these rates are allowed credit (with-
out security) for half the amount of the first seven annual premiums,
paying interest thereon at the rate of 5 per cent. per annum, with the
option of paying off the principal at any time, or having the amount
deducted from• the sum assured when the policy becomes a claim.
Pelielrs may thus he effected at lower rates than are generally re-
quired for the term of seven years only ; whilst the holders have the
same security for the payment of their claims, whenever death may
happen, as if they paid double the amount of premium, which would
be charged for assurances effected in the us 'al way.

Extract from the Half Credit Rates of Premium.
Annual Premium required for an Assurance of 1001. for the Whole
Term of Life.

Half Premium for Whole Premium
Age. seven years. after seven years.
----
£ 5. d. £ s. d.
30 1 1 9 2 8 6
35 1 4 11 2 9 10
40 1 9 2 2 18 4
45 1 14 10 3 9 8
55 2 12 9 6 6 6
60 3 6 8 6 13 4

PETER MORRISON, Resident Din

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Vol. VIII. Part I. Contents :
1 . Norfolk Island and its Population of Criminals.
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FOURTEENTH EDITION of the SILENT FRIEND on Rumen
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Just published, price 2s. 6d., free by post (in a sealed envelope) 24.6 d.,
THE SILEN'r FRIEND ; a Medical Work on
We Infirmities of the Qenerative System in both sexes; and
on the loss of the reproductive powers, with means of restoration.
The banefhl effects of solitary indulgence, neglected syphilis symp-
toms, are fully pointed out. Illustrated by Engravings ; fellowed
by observations on Marriage, with plain directions for the removal of
eortain disqualifications. By It. and L. PERRY and Co., Consulnig
Surgeons, London. Published by the Authors, and may be ad at
their residence, 19, BERNERS-STREET, OXFORD-STREET.
Sold by Strange, 21, Paternoster-row ; Hannay and Co., 61, Ox-
ford-street ; Gordon, 146, Leadenhall-street ; Purkiss, Compton-
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" We regard the work before us, the ' Silent Friend,' as a work
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hitherto understood, and passed over by a malority of the me-
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however confess that a perusal of this work has such a favourable
impression en our minds, that we not only recommend, but cordially
wish every one who Is the victim of past folly, or suffering from Indis-
cretion, to profit by the advice contained in its pages."—Age and Argus.
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" The
with the treatment of a class of complaints, which are. w 9
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are app of entering the marriage state, cannot fail to
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The CORDIAL BALM of RYE lACUM is exclusively directed to
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5 till S. On Sundays from 10 till 12. One personal visit is only ne-
CeSsary to effect a permanent cure.

, MESMERISM AND CLAIRVOYANCE.
SOUTHWARK LITERARY INSTITUTION, BOROUGH-ROAD.
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ROYAL POLYTECHNIC INSTITUTION.
PHILLIPS'S PATENT FIRE ANNIHILATOR, Illustrated
by Dr. Ryan in his daily Chemical Lectare on the Mornings and Eve-
nings of MONDAY, WEDNESDAY, and FRIDAY.—A Series of
LECTURES on ASTRONOMY by Professor Ilachhafuer, on the
Mornings and Evenings of Mondcys, Wednesdays, and Fridays,
during Leut, accompanied by Dr. Wallis on BRAIIT'i CALOTONE.
Working Models of New Inventions, among which KITE'S PA-
TENT SMOKE-CURING and VENTILATING ROOF, COWLS,
&c. GOUGH'S WASHING MACHINE, ROBINSON'S DRYING
MACHINE, &c , are explained daily. A beautifhl Picture of the
SHRINE of the NATIVITY is added to the NEW DISSOLVING
VIEWS. CHILDE'S CHROMATROPE. THE PROTEOSCOPII.
The PHYPIOSCOPE. EXPERIMENTS by means of the DIVING
BELL and DIVER under water, Itc. &c.
Admisolon, Is. ; Schools, Half-price.

VAUXHALL COMPOSITE CANDLES,
Bs. Gd. per dos.
PRICE'S PATENT CANDLES, 10s. ed. per doz.
GENUINE WAX CANDLES, 28s. per doe.
Those three sorts of Candles are all precisely alike in their burn-
ing qualities, but the Vauxhall Composites are rather softer than
the Price's Patent, and thence the difference in price. Even those
who are compelled to study economy alone, should burn them in pre-
ference to Tallow Dips.
Patent Cocoa Nut Lamp Oil, warranted equal in every respect to
the finest Sperm, 4s. per gallon.
WM. MARCHANT, 258, Negent-circus, Oxford-street.

Smut Navigation Commissioners to raise money for the purpose
of carrying out a great public improvement antho•ised by Parlia.
ment. From this difficulty, however, as well as from the appre.
hension of that great Improvement being iirptyled by the intro-
ductlcst of railways into the distriet, we are relieved by the offer
made by the railway Company to whose scheme we recommend
that a preference shou'd be given, to take upon themselves the
burden of the guarantee to the extent of any loss sustained in con-
sequence of the construction of the railway, subject to any reas,n-
able conditions and arrangements.

With regard to the remaining point, that of safety, it is ad-
mitted that portions of the soil being undermined, subsidences
oecas!onally take place; but there appears no reason to apprehend
any peculiar degree of danger to a railway front this source, be..
yond what equally affects the canals, made, tramroads, feunderies,
and ether buildings of the district, and which has never
been considered. an impediment to the introduction of railways In
ether mining districts. Some of the most eminent engineers of
the day, among whom may be mentioned Sir J. Ronnie, Mr. Bru-
nel, and Mr. R. Stephenson, have proposed the lines which pass
through the district in question, and are clearly of opinion that
they may be worked without any unusual degree of danger.
We are of opinion, therefore, that some one line of railway is
required, and may be properly sanctioned, for the accommodation
of the district In question, between Wolverhampton and Worces-
ter. This being conceded, the sanction of a line in connexion
with it, to connect Worcester more directly with London, and to
give communication to the large intermediate district, appears to
follow almost as a matter of course. Thesupply of coals to this
district, where a great reduction of price Vibe effected, is alone
an important object ; and, on the other Ilknd, as outlet will be
afforded for aiiricultural produce. A population of about 128,000
between Worcester and Trine would be accommodated by the line in
that direction ; and, on the whole, taken in connexion with the
Worcester and Wolverhampton Junction, the traffic seems sal-
cient to justify a fair expectation of return oa the capital to be
invested, as also on the Rugby and Oxford portion of the line,
which will sornplete a chain of direct raillery communication from
thetios4lhan4aind.Axidland 4e-she- ittaii&tu• and southwestern
counties, and will afford to thosocounties a valuable supply of coal
from the Derbyshire collieries.
We proceed, therefore, to Investigate the subjcet, on the assump.

Lion that one or other of the competing schemes promoted by the
London and Birmingham, and Great Western Companies will be
sanctioned, and that the question is reduced to one of preference
between them.

In regard to distance, the two schemes are as nearly as possible
equal, the distance from Worcester to London being 122 miles by
the Tring line, and 118 by the Oxford line; the former, however,
terminating at the Euston.square station, and the latter at Pad-
dington.' The number of miles of new railway to be constructed
in either case is also nearly the same; nor does there appear to be
anything in respect of gradients or engineering character calcu.
fated to give one scheme a decided preference over the other. The
course of the Tring line accommodates a larger population between
Worcester and London than the oxford line ; but the importance
of the districts traversed by either line, and left out by its compe-
titor, is hardly sufficient to give a decided superiority on a question
of such magnitude.
A far more important feature of comparison is derived from a
consideration of the question of gauge.
The Great Western scheme is proposed to be constructed on the
wide gauge of seven feet, used upon the different railways of the
Great Western system ; while the scheme of the London and Bit.
mingham Company is proposed to be constructed on the narrow
gauge of 4 feet 81 inches, common to all the other railways of the
kingdom.

In order to estimate fully the importance of this question. it
must be borne in mind that the Bristol and Gloucester Railway is
on the wide, while the Birmingham and Oloutester is on the narrow
gauge, and that the inconvenience resulting from the break of the
two gauges at-Gloucester has been so great as to lead to an amalga-
mation of the two Companies, with a view to obviate it, by intro-
ducing uniformity of gauge throughout between Bristol and Bir-
mingham, From the arrangements which have been made with
this view, it is perfectly evident that upon the question of the
Worcester lines depends whether this uniformity will be proposed
to be attained, by the Birmingham and Gloucester Railway adopt.
ing the wide gauge, •r the Bristol and Gloucester adopting the
narrow.
The question, therefore, upon which we have had to form an
opi

riion is, whether it is better for public interests that the wide
guage should come up to Birmingham and Rugby, or that the nar.
row gauge should go down to Bristol and Oxford ?
It would be difficult to overrate the importance of this question
in a national and commercial point of view. If there Is one paint
more fully established than another in the practice of railways, it
is that the inconvenience occasioned by a break upo❑ a line of
through-traffic, occasioned by want of uniformity of gauge is of
such a serious description as to detract most materially from the
advantages of railway communication.
The following description of what has actually occurred at Olou.
cester during the last few months, furnished to us by a gentleman
who has been practilly engaged in the management of the traffic,
will give some idea of the working of the system :

We experience the greatest possible inconvenience from the
change, both as regards passengers and goods ; coals we have not
attempted to tranship.
" In the first place, as regards passengers and passenger trains:—
"The passengers and their luggage have to be hurried across
from one trails to the othpr, when there is a chance of the luggage
being misplaced. Gentlemen's carriages and horses have to be
changed, a 'process uniting time and risk. Valuable parcels Lave
to be handed out in the confusion, and handed in.
" The result is a delay, with the mail-trains, for instance, of
half an_tkour sometimes_ lust sufficient_ if the enrning_in train is
or the Exeter or Bath train from Bristol; annoyance to the pas.
sengers, who are anxious *beat their parcels and luggage; risk,
and expense, as a large body of pesters have to be maintained,
.
who 3 are not employed, in order that no snore time than
is necessary should be lost its the change of trains.
With regard to goods, the inconvenience attending the change
is far more serious.
" Up to this day a great number of waggons, laden with goods
of all descriptions, have been lying at Gloucester, which we have
been unable to remove, in spite of every exertion. We keep an
establishment of clerks and porters to superintend and effect the
transhipment, but, In the hurry of business, mistakes occur ; goods
destined for Roll are perhaps put into the Manchester truck ; boxes
are bruised, packing tern, furniture and brittle articles- damaged.
There is the chance of mistake Its the re-invoicing of goods ; the
other day, for instance, a bale for Bristol was laid hold of by a
carrier at Gloucester and taken to Brecon, a claim for some 30/.
being ins!antly made upon us.
, "In short, all the inconvenience, delay, and expense attending
there Is nothing the senders of goods so much dread as this. The
expense Involved is very considerable ; there Is the expense of
porterage, which varies from 3d. to 6d. per ton ; the expense of 1
an unloading and reloading of goods have to be encountered, and
of shunting the waggons, the waste of premises, the additional
and, above all, the loss of trade which is sure_ to result from the
gand invoicing the goods, the expense
clerks employed
anengmd
i;s:oye d
risko cki
itattending obliges
i s
peettthihe companies on each gauge to maintain,
inspecting
change, and the advantage which un-
interrupted communications, whether by water or railway, are sure
to have over you in competition.
" Much of this expense and delay, it may be said, can be obvi.
ated by better arrangements and more care; by ample station ac.
sonsmodation, by abundant carrying stock. No doubt some of it
may be prevented, hut this Is only another name for expense. The
care, too, which is required must not be confined to the railways
immediately affected, but must commence en a railway a long way
off. The goods from Leeds for Bristol, fur instance, must be duly
placed together at Leeds, packed in such a manner as will enable
you al Gloucester to get at them in the best manner. They must
be forwarded from Leeds, and again from Birmingham, in such
quantities as will be convenient at Gloucester. The arrangements,
in short, by which our interests at Gloucester will be best con-
sulted, will have to be made by another Company, often not inte-
rested in the matter, and whose convenience may suggest another
course. You cannot, therefore, look forward to remedying many
of the difficulties attending on change of gusge, which are of this
nature."
' -

To the above summary of the practical inconveniences men.
Coned, we have only to add, that the numerous representations
addressed to us by the principal carrying and commercial interests
which have been concerned in the traffic affected by the change
of gauge at Gloucester, have fully borne out the statement of the
evils experienced, more especially with reference to the loss, delay,
and misdirection of goods. The principal railway companies
north of Birmingham have also made strong representations as to
the obstacle thrown In the way of a proper development of the
traffic by the break of gauge; an obstacle which, as regards coal,
iron, salt, corn, and every description of heavy goods, they con-
sider as amounting to a virtual prohibition.
The question may be raised how far It is possible to obviate the
inconvenience of two different gauges by mechanical arrange-
ments P These arrangements may consist either-
1. Of contrivances for transferring the bodies of waggons from
the wheels and axles adapted for one gauge to those adapted for
the other c or-
2. The laying down of additional rails, so as to permit trains of
either gauge to run on without interruption.
With regard to the first, it is stated that the experiment:haibeen
repeatedly tried on the Liverpool and Manchester, the Newcastle
and Darlington, the Leicester and Swannington, and other railways,
where crossed by local coal railways of a narrower gauge, and has
damage to the saafrettiycles conveyed. Even if we
never sueceeded. The practical difficulties also are obvious, of
securing with waggons constructed withandmotvoeapbrleerenbtodies,
excessivethe
rigidity
iditaynartleasro,lidaintdyrequisite for
were to suppose, however, all mechanical difficulties overcome, the
serious objection would still remain, that In addition to the expenses
of transfer, a large additional stock would require to be kept by all
railway Companies, owners of mines, and other parties who had
occasion to send traffic sometimes in the direction where the gauge
was uninterrupted, and sometimes in the direction where waggons
of a special construction were required. This consideration is the
more important as, under the system of the clearing-house, the
whole stock of the narrow-gauge railways of the country may be
considered a. becoming more and more common property, available
wherever there may be a press of business, and for as great distances
as may be required, in order to avoid the inconvenience of un.
loading.
additn
The second arrangement, of laying down additional rails. may
be practicable under peculiar circumstances, and to a limited ex.
tent, but It is open to great objections.
It is very doubtful how far the addition of a single rail only
efd
line.ere If a complete double set of rails
different
gauge 111 the same train would
would be consistent with safety, as in this case the centre of gra-
vniotty
be
ef
itnh
tehe carriages
samestraight
were laid down the expense would be very considerable.
Tsahrey
pease. The diffieulty and expense of maintaining the permanent
cwomoupildieation involve ofswitches andadditional crossingsal
risk that would be ne.
and great ex-
way, and of keeping the doable set of rails in proper adjust-
ment, would be greatly increased; and on the whole, the ex-
considerable
ces
ex-
pense, inconvenience, and risk, would probably be so great as to
prevent the experiment from being tried to any extent.
We cannot therefore consider the plan of laying down addi-
tional rails as applicable, unless perhaps to a limited extent and
under special circumstances, such as enabling, fur instance,
mineral waggons constructed for the narrow guage to pass for
a short distance and at a slow speed over a wide-guage railway;
with which view alone it is proposed to lay down extra rails unfits
the Oxford, Worcester, and Wolverhampton line, for a few miles
south of Wolverhampton.
On the whole, therefore, we cannot consider any of the mecha-
nical arrangements which have beets proposed for obviating the in.
convenience of a meeting of different guages (even if we could
assume their practicability, which in the present state of experience
we should not be warranted in doing) as anything better than par-
.
tial and imperfect palliatives of a great evil.
Assuming this to be the case, and assuming also, as we are cam.
pelted to do, that an interruption of guage must exist somewhere,
question is reduced to this t to ascertain at what points such
interruption shouldbo fixed in qrder to occasion the leist itlsQuVe-
Dierice to the traffic 3,,d commerce of the country. Frirm the fact
that nearly 2,000 miles of railway are already made or
sanctioned on the Parrow guage, While pot more thap

300 arc sanctioned on the wide gunge, a disproportion
which will be still more:largely increased by the new railways
now in contemplation, an inference might be drawn in favour of
eonfining the gauge which is In such a decided minority within
the narrowest possible limits; and this inference might be
strengthened by referring to the obvious fact that the wide gauge
has not realised those decided advantagea over the narrow gauge
which were at one time anticipated. The actual speed of trains
upon the Great Western Hallway, as shown by the published time.
tahl,s, and by otlicial return:, is not so high as upon some narrow.
gauge railways, and notwitastanding the excellence of its gra-
dients, very slightly higher than the average speed of other. great
railways on the narrow gauge. In respect of vfety, it is manifest
that both gauges are alike unobjectionable, with due precaution
and proper management; and in respect of convenience and of
economy, including the cost both of construction and working, the
opinion of a great majority of the most eminent authorities is un.
favourable to the wide gauge.

Without wishing to express any positive opinion ourselves upon
the point, it is enough for us to say that we think there is nothing
in the relative merits of the two gauges in themselves materially to
affect the question between them, which turns upon commercial
considerations.

In this paint of view the question Is, as we have already ob-
served, whether the points of junction between the wide and narrow
range should be at Rugby, Birmingham and Wolverhampton, or
at Oxford and Bristol. In support of the first view, it is contended
that the principle which should regulate the choice of the points of
junction ought loin to fix them at great foci of traffic, and centres
of converging railways, where delay must take place and large estab.
lishments be maintained at any rate ; while on the other hand it is
contended that such points are the worse possible to select, and
that the opposite principle should be adopted, of confining an ine.
liftable inconvenience within the narrowest possible limits, by
fixing the points of junction where there is least through-traffic.
The correctness of the latter proposition seems perfectly obvious
upon general considerations ; but the question Is one of such great
commercial Importance that we have thought it right to inquire
fully and tirdeadi %IV- h Eirrctreal effects that would result to the
principal interests concerned from an Interruption of the gauge, on
the one hand, at Birmingham and Rugby, and en the other at
Bristol and Oxford.

By either combination the traffic of places intermediate between
Birmingham and Bristol with each other, and with London, would

not be affected; uniformity of guage being secured equally in the
one case by the wide, in the other by the narrow guage. By either
combination the traffic between places north and east of the line of
the London and Birmingham Railway and places south of the line

of the Great Western Railway would not be affected, interruption
of guage having equally to be encountered in the one case at Bristol
and Oxford, in the other at Birmingham and Rugby.
By the former or wide.guage combination, the traffic between
Devonshire, Cornwall. and all places south of the line of the
Great Western Railway, and Birmingham, and all places between
Birmingham and Bristol, would gain, i. e., would escape an in.
terruption of guage; also such of the traffic of South Wales, to
Birmingham, and places short of Birmingham, as in the event of
the !Louth Wales Railway being sanctioned, would take the cir-
cuitous route by that railway to the north of Gloucester.

On the other hand, by the narrow. gauge combination, a break

is avoided in the whole of the traffic 3 beiween Manchester, Liver-
pool, Hull,: and the northern, eastern, and midland portions of
the kingdom, and Bristol, Gloucester, Worcester, and the whole
district intermediate between the London and Birmingham and
Great Western Railways.
The paramount importance of this consideration has been
strongly urged upon us by parties practically acquainted with the
traffic, and by the principal interests affected by the question.
In the memorial already referred to, signed by the representa.
tives 0146 Iron-works, 57 fbrnaces, and 93 collieries, in the Staf-
fordshire mineral district, in favour of the London and Birming-
ham line, and narrow-gauge system, it is stated that, of the total
export of the district, only eight per cent. is sent in the direction of
Bristol, of which by far the greater quantity is shipped from that
port, and would therefore be unaffected by a break of gauge there ;
while 37 per cent. is sent to Liverpool and the north and north-
west of the kingdom, and 13 per eent. to Hull and the east, all of
which would consequently suffer by a break at Birmingham.
The wool trade between Bristol, where wool fairs are held
annually, and Leicester and the West Riding of Yorkshire, is
very considerable, all of which would escape a break of gauge by
the narrow-gauge combination.
The export of salt from Droitwich, both to Gloucester and
Bristol, and to Hull and other parts of the kingdom, is already
large, and likely to receive ♦ery great increase, if an unbroken
railway communication is afforded, which can only be done by
the narrow-gauge combination.

The same combination affords the Important advantage of an
unbroken communication to the traffic of Manchester and Liver-
pool with Bristol, and indeei with the whele of the west of Eng-
land, as a very inceusiderable proportion of the goods actually

dispatched require to be carried in transit tbrougb Bristol. The
same remark applies to the trade of the Potteries with the west

of England ; of Bristol and Gloucester with the midland counties,

where the imports •f these ports now meet those of Hull and

Liverpool; of Worcester, Kidderminster, &a, with Liverpool,

_ .
Lancashire, and Yorkshire, and of various other breaches of
traffic that might be specified.
As a proof of the importance of some of the branches of traffic
that would be thus inconvenienced by a change of guage at Bir-

rningham, it may be mentioned that siAglo carriers already send as
much as 20,000 tons a year in transit through Birmingham, by the
Birmingham and Gloucester Railway, and that the total quantity

thus sent is estimated at from 30,000 to 100,000 tons per annum,
and is considered to be capable of great increase, the line of corn.
muninatinn havino horn nnly Ivory .1.-
the traffic having since been greatly impeded by the interruption of
the guage at Gloucester, and other circumstances.
With the low rates which it is now proposed to establish on
coals, salt, agricultural produce, and other heavy goods, the
amount of traffic that may be expected to pass from the west in
transit through Birmingham, and vice versa, if the advantage of an
unbroken communication can be secured, will be exceedingly great.

It has been represented to us that Droitwich alone would send
upwards of 250,000 tons of salt annually.
The same observation applies as to the coal traffic from the mid.
land counties through Rugby to Oxford. The whole of the ex.
tensive district between Rugby and Oxford, where coal Is now
usually at a very high puke, may be cheaply supplied by railway;
an object of great importance, which could be only partially at-
tained if the impediment of an interruption of gauge were allowed
to exist at Rugby.

- .
Another important consideration which seems to point to Bristol
rather than Birmingham, as a proper point for the interruption of

the gauge, and which has been strongly urged upon us by carriers,
merchants, and practical men acquainted with the course of traffic,
is, that Bristol, like London, is a great emporium and shipping
port, through which a comparatively small portion of the goods
which enter by railway require to be forwarded in transit without
re-packing and assortment. The facilities fur water communica.
tion with Bristol also give the public a better alternative than they
would enjoy elsewhere of avoiding the inconvenience of the change
of gauge, and thus afford the best possible security, that if the in-
terruption be fixed there, the railway Companies interested will
use every possible effort to reduce the inconvenience to a Minimum.
For all these considerations, we can have no hesitation in express-
ing our preference, on public grounds, to the alternative that pro-
poses to fix the break of gauges at Bristol and Oxford, rather than
at Birmingham and Rugby.
Another important advantage offered by the London and fir.
mingliam scheme, and intimately connected with the question of the
gauge, is the arrangement by which it is proposed to lay down an
additional double line of rails throughout the mineral district, to
be devoted entirely to the accommodetiou of the mineral traffic.
We have already seen that the production of iron of the district
requires a continued interchange of coals, lime, ironstone, and
other raw materials among the different mines and works, to the
extent of about 4,000,000 tons annually.
It is only by obtaining ready access to the railway by means of
short branches or tramroads from those mines and works, that the
benefits contemplated from the introduction of railway communi-
cation can be ftilly realised. But if this is to be the case, and if
any considerable portion of this immense local traffic is to pass by
railway, it is manifest that the rails so used could not be rendered
available without extreme danger and inconvenience for the general
traffic. Even the export trade alone in coals and iron could not be
conducted with convenience upon the same line of rails as the
passenger traffic, and would require a separate line of rails in order
to allow the waggons passing and repessing from the different
works within the district to reach without interruption some prin.
cipal station at its extremity, where trains of the proper size could
be formed and dispatched to distant points. This object would be
very imperfectly fulfilled by the plan proposed by the wide-gauge
railway, of laying down an extra rail, or pair of rails, on the
narrow gauge, inside the principal rails, which would, in fact,
obviate none of the objections to the accumulation of slow mineral
trains upon the main passenger line, and would allow of no access
by lateral tramroads, without cutting up the main line by crossings.
It is represented also that the waggons of the wide gauge are, from
their greater weight and size, ill adapted for the purposes of the
mineral traffic.
The arrangement ie question, of an additional double line of
rails, is equally proposed by the line from Birmingham to Shrews.
bury, via Dudley and Wolverhampton, which traverses the same
mineral district, and must be considered as, to a great extent,
identified with the Tring or London and Birmingham scheme.
Tile case of the Shrewsbury line, as compared with the corn.
peting scheme of the Grand Junction Company, which stops at
Wolverhampton, depends very much on the same arguments, of
the importance of opening up the Staffordshire mineral field by
railway communication, which have been already adduced in
favour of the Tring line; and the objections to it on the part of
the canal and other interests are of the same description. The
arrangements proposed for supplying the local wants of the dis-
trict are also of the same nature, and the plans and sections of the
two lines correspond, so that the portion between Dudley and
Wolverhampton is common to the two; the understanding being
that, if both are sanctioned by Parliament, this portion is to be
made by the Shrewsbury Company, and used on equitable condi.
tions by the other Company.
The Great Western scheme, on the other hand, introduces a
different gauge and different arrangements, and adopts a different
line between Dudley and Wolverhampton, so that its existence is
hardly compatible with that of the Shrewsbury scheme.
For the reasons stated we are therefore of opinion that, for the
purpose of accommodating the great mineral district of Stafford-
shire, the combined scheme of the Tring and Shrewsbury lines Is
preferable to any other that has been proposed.
The Tring scheme is equally superior for the local accommoda.
tion of Kidderminster, Stourbridge, and Stourport, to which it
gives better stations, by pursuing a lower level along the bottom of
the valleys, and it admits of more easy extension towards Loon-dn.
stet-, Ludlow, and the west. Between Worcester and London it
accommodates, as we have already seen, a larger population ; and
therefore, on the whole, both in these respects and In the im-
portant particular of the guage, it seems to us to be in itself de-
cidedly preferable to the competing Great Western scheme.
It remains to be seen whether there are any other considerations
which might modify this conclusion.
It is urged, that the concession of this line to a Company pro.
motel by the London and Birmingham Company, will constitute a
great monopoly, extending over a vast extent of country, while,
by giving it to the Great Western Company, a competition would
be introduced, from which the public inight derive benefit. On
the other hand, it may be said that, to allow the Great Western
Company to embrace, by their influence, not only the whole
western communications of the island, but also the whole of South
Wales, and the whole district up to Worcester and Birmingham,
would be to establish a monopoly much more gigantic than t,.at of
the London and Birmingleau. This Wier monopoly would
also be more obaiotiely objectionable, inasmuch as an interest
adverse to the public would at once be establish& if the line
from London to Worcester and Wolverhampton, and that fan
rom
Br'stol to Birmingham, were to be in the sadruchel:cl
South
upon the same wide gauge, as the line now pro.po4c throughWoreester;hire
Wales. The ac.commodation of fierefordshire,
Smith Va ales, and the important districts lying tod tthe west of the
present lines cf railway, will evidently, at no is mit period,
zre-
quire not only a wide-t3uao railway atan the southern coast, to
piece them ie eouununioation with Lmiito, but 40 A narrow.

guage railway, to place them In direct and unbroken communica-
tion, through Birmingham, with the manufacturing districts and
the great railway system of the rest of the kingdom.
The eztension of such a railway would be greatly facilitated by
the establishment of the narrow snags, and •f an Interest inde-
pendent of the Great Western, in the Worcester district, and, on
the other hand, would be greatly impeded If that district were as.
signed to the G:eat Western interest and to the wide guage.
In respect therefore of the general question of monopoly, it ap.
pears to us that nothing would be gained by substituting that of
the Great Western for that of the London and Birmingham, which
is the only alternative ; at the same time, if the latter Company
had shown no disposition to meet the fair demands of the public
by a reduction of rates, and to obviate the objections •f monopoly
by the offer of reasonable guarantees, it might, perhaps, have be-
come necessary, notwithstanding the disadvantages of the Great
Western scheme, In respect of the gusge and other points, t• adopt
this alternative.

This is, however, by no means the ease; but, on the contrary,
the London and Birmingham Company have come forward volun.
tarily to offer guarantees and conditions sf a very advantageous
character.

limy offer, en condition of their Worcester scheme being sane.
tioned, at once to inset the objections of monopoly, by inserting in
their Act the following provisions :
' • •

1. The whole of the railways under their con►rol, including the
existing Loud•n and Birmingham Railway, to become subject to
the options of revision and purchase contained in the Act of last
year; the option •f revision, however, at 10 per cent. to accrue
at an earlier period than that of 20 years, specified in the Act.

2. A revised tariff to be framed for the whole of the said rail.
ways, including the London and Birmingham Railway, upon the
principle of fixing maximum rates for passengers and goods lower
than those at present charged, and at as low a level as those charged
upon any of the principal northern railways.
3. One article of such tariff to be, that coals and Iron are to be
carried at rates not exceeding Id. per ton per mile, including toll
191.44oppaketivaposer. -

4.7 All direrences with other Railway Companies, by which the
public safety sr convenience are aff•:cted, to be referred to the
Board of Trade, or other competent authority far that purpose ca.
tablished by Parliament.

6. The London and Birmingham Company to pledge the whole
revenue of their existing line for the completion of the proposed
undertaking within a reasonable time.

It appears to us that these guarantees hold out for the public a
prospect of permanent and certain advantage greatly beyond any_
thing that could be expected from the competition of two great
Companies, who would be urged by every motive of interest to
combine,

We attach the greatest importance to the security obtained for
the cheap transit of coals and minerals. Not only will a great be-
neflt be thereby, as we believe, secured for the important mineral
districts of Staffordshire and the midland counties, but also a still
more important benefit for the poorer and industrious classes, and
for theconsumers of coals generally throughout the southern and
western counties, and in the metropolis.

The charge of conveyance of coals by railway from South Staf-
fordshire or Derbyshire to London will net exceed 1 ls. or 12s. per
ton, and it has been stated to us, that, alter payment of all charges,
good house coals could be sold here, with a profit, at prices not ex-
ceeding 20s. per ton.
During the recent frost and easterly winds the price of coals in
London has been as high as 40s. per ton; and during th'e
winter the price frequently exceeds 30s, for coals of ordinary
quality. When we consider how materially the comfort of all
glasses, more especially of those in humble circumstances,
depends on a regular supply of cheap coal, and also hew much
the employment of industry is affected 'by the same circum-
stances, and when we bear In mind that a saving of every shil-
ling per ton on the average consumption of the metropolis is equi-
valent to an annual saving to its inhabitants of 1.50,000/.,
it le impossible not to appreciate the importance of insuring low
rates of charge upbn the principal railways, which are in connexion
with the great inland goal fields. _ .

In other respects also we think that the introduction of a system
of moderate charges upon the London and Birmingham and its
tributary railways, will be calculated to afford great advantage to
important commercial interests, and to the community at large,
while we see every reason to hope that it will not be unproductive
of benefit to the Company itself. We must remember, however,
that this latter point is, to a certain extent, experimental, and
that it is highly important to obtain voluntarily from the Company
guarantees of a permanent character.

It must not be forgotten that, without some arrangement of this
sort, the Company, if so disposed, has a perfect legal right to resort
to charges so high as greatly to inconvenience the public, and that
under an altered state of things, with a depressed money-market,
and all fear of immediate competition removed, it is by no means
certain that it might not find it for its interest to do so.
We have also the authority of the Select Committee of last
session for attaching great importance to the prospective
guarrantee, for the future. in the shape of options of revision or
purchase, which are now voluntarily offered by one of the first
railway Companies in the kingdom, whose line could not be, other-
wise than by their own consent, subjected to the operation of any
conditions not contained in their original Act.
On the whole, therefore, when we consider on the one hand the
superior advantages afforded by the London and Birmingham
scheme in itself, and by the adoption of the narrow gauge, and on
the other the great advantages offered by the London and Birming-
ham Company, in connexion with it, over their whole system, and
the ample guarantees given against any possible abuses of monopoly,
we can arrive at no other eonclugoa than that the scheme pro-
moted by that Company is preferable on public grounds to the com-

Having already referred to the Shrewsbury, IVolverhamptou,
Dudley, and Birmingham scheme, as connected, in a great mea-
sure, with those between Worcester and Wolvethampton, it will be
convenient to include this scheme in the present report
_ _

We have stated that the general question involved in the com-
parison of this scheme with the co.npeting line proposed by the
Grand Junction Company is, that the latter joins the Grand
Junction line at Wolverhampton, and thus affords no accommoda-
tion to the mineral district between Wolverhampton and Birming-
ham.
If the views which we have stated in regard to the importance of
opening up this district by railway communication are correct, this
consideration alone is sufficient to give a decided preference to the
more extended scheme. It also appears to us, that to entrust the
branch to Shrewsbury to the Grand Junction Company would be
open to the objection which we have stated in our previous report
upon the South-Eastern schemes, when discussing the general
policy of giving a preference to lines proposed by existing Corn-
paniesf or the accommodation of adjoining districts, viz., that there
may bedanger in giving such preference where the scheme proposed
by the existing Company, although insufficient for the complete
accommodation of the district to be provided for, may yet be suffi-
cient to throw Impediments in the wa f of other parties coming for.
ward with more extensive schemes. _ _

A line to Shrewsbury, in the hands of the Grand Junction
Company, would manifestly be not unlikely to be used for the
purposes of protection against competition, rather than of en.
couragement to extensions beyond Shrewsbury, and to the legi.
timate development of the traffic. It appears to us, therefore,
that, under the peculiar circumstances of the case, the fact of the
Shrewsbury and Birmingham line being promoted by a substantial
and independent local party, is a legitimate ground of preference,
in addition to that already pointed out, of the superior advantages
afforded by the independent line to the rpulous mining district be.
tween Wolverhampton and Birmingham.
As regards the line between Shrewsbury and Stafford, of which
plans and sections have likewise been deposited by the (hand
Junction Company, it appears sufficient to say, that although as a
mere line for the town of Shrewsbury, it might afford consider-
able advantages, it accomplishes none of the more important ad
vantages for the district at large which are held out by the line to
Birmingham.
We are of opinion, therefore, that the latter line is preferable to
all the competing schemes proposed, upon general grounds of public
policy ; and we are aware of no public reasons why it should not
receive the sanction of Parliament.
At the same time, there are points of detail connected with it,
snore especially as regards the mode of passing through the town of
Birmingham, and of effecting a junction with the Laudon and
Birmingham Railway, to which we think that the attention of Par-
liament should be especially directed. With regard to the first
point, it depends to a great extent upou considerations of private
property, which we are precluded frum entertaining ; but with re-
gard to the second point, it appears to us of the greatest importance
that provision should be made for an uninterrupted and convenient
junction in Birmingham between the projected line and that of the
London and Birmingham Railway.

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 recommending that reports shouli be made to Parliament
by this department upon railway schemes, " That no such report
should be held to prejudice the claims of private persons, the
examination of which should be altogether reser►ed to the Houses
of the Legislature."
Ia submitting to Parliament, in conformity with the recom-
mendations of that Committee, the results at which we have
arrived, with a view to the information and assistance of Parlia-
snent, in forming a judgment upon the schemes in question, in so
far as our report may be available for that purpt,se, we are anxions
that it should be distinctly understood that we have arrived at these
results solely upon public grounds, and to the exclusion of all con.
siderations how far such results might require to be modified by a
due regard for private rights and interests.
DALIIOUSIE.
C. W. PARLEY. G. R. PORTER.
D. O'BRIEN. S. LA ING.

BERKS, RANTS, WILTS, DORSET, AND
SOMERSET DISTRICTS.

REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON
THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION IN THE
DISTRICTS OF BERKSHIRE, HAMPSHIRE, WILTSHIRE, DORSETSHIRE,
AND SOMERSETSUIRE.
Railway Department, Board of Trade, Whitehall, Feb. 29.
The Board constituted by minute of the Lords of the Committee
of Privy Council for Trade, for the transaction of railway business,
having had under consideration the following schemes for extend-
ing railway communication in the districts of Berkshire, llampshire,
Wiltshire, Dorsetshire, and Somersetshire, intermediate between
the Great Western and South-Western Railways, viz., the Basing-
stoke and Didcot Junction ; Bristol and Exeter—Yeovil Branch
:1
London and South.Western—liook Pit Deviation; London an
South-Western—Salisbury to Yeovil ; Reading, Basingstitaer
Ilungerfsrd ; Southampton and Dorchester; Salisbury,th
ter and Weymouth ; Wilts, Somerset, haensd.
de-
termined on submitting the following report thereon
consi-
deration of Parliament. combined so as to
and Weymoufor•otiicavcoe
tts.
for supplying the ex
form two great schemes
The different railways in the above list areemive
t;h the
efiardst.
district situated
promoted between the y
tGreathe
Great Westernves
Western
Wilts, Somerset, and Wey-
in,g, Hungereird, and Basingstoked t Scuoumt hp -a Nit Vy :sctoehriBiisßtilitglwaoyfs
Yeovil branch ; Southampton and
mouth; Bristol and
!r.,Experoteinroted by the London and
theSouth-Wes-
Basingstoke and Didcot Junction
tern Company, -
I) Western
Dorchester; the other,
of
London and Sout —Hook Pit Deviation ; London and
h _Salisbury to Yeovil; Salisbury, Dorchester, and
Non For the sake of distinction these may be referred to
shortly as the Great Western and South-Western schemes. The
Svuetym-niesth. te
lines are delineated on the map accompanying this report.
The promoters of the South-Western scheme have puhlicly an.
nounced their intention of abandoning the whole of their lines,
and withdrawing all opposition to those of the Great Western
scheme ; but as the two sehemes were fully investigated by us
before arriving at the opinion which we have formed as to their
eeoparative merits, we shall proceed to state our grounds for this
opinion without reference to circumstances which have subsequently
occurred.
An inspection oi the map
will show that the two schemes are
based en opposite principles. The leading idea cf the South-
Western scheme is to supply the district between the Great
Western Railway and the coast by a central trunk Hoe gunning

V%-

_ -
east and west through Salisbury and Yeovil, with branch liner.
north and south, draining the traffic from eacii side into this trunk.
The leading idea of the Great Western scheme, on the other

hand, 13 to supply the same district by a coast line to Seutbampton,
affording, with the Great Western ltai.l-WaTt and west coin-

municationsalong the boundary lines of the district, with cross lines
between the two, affording north and south communications.
The South-Western, Salisbury hne, straightened by the Hook

Pit Deviation, together with the extension from Salisbury to
Yeovil, form the central trunk line of the first system, which it
would probably have been proposed to coorp:ete in a subsequent
session by a line from Yeovil to Exeter; and in connexion with
this trunk it was at first proposed to run a branch neariy at right.
angles from Shaftesbury to Dorchester and Weymouth, which,
however, was subsequently modified into the Salisbury, Dor.
chester, and Weymouth scheme, taking a more direct course
towards London.

The Southampton and Dorchester, in connexion with the par.
,ion of the Wilts and Somerset scheme from Weymouth to Brid.

port, constitute the coast line or base of the other sclierne; and the
remaining portion of the Wilts and Somerset scheme, with the
Yeovil branch of the Bristol and Exeter, form a comprehensive
system of north and south communication between this coast line
and the Great Western.

The Reading, Basingstoke, and Huagerford, and Basingstoke and
Didcot Junction lines are proportions of these two great schemes,
which compete with one another for a part of the Berkshire and
Hampshire district, which is to a certain extent isolated from the

main question, and may be considered separately.
It soon became evident to us, fioal the statements of the
parties, and from the estimates of traffic, that of the two great
schemes above described, one only could be supported by the re.
sources of the district.

The cast line and other lines of the Great Western scheme
could only hope to exist by combining with the local traffic such
portions of the traffic towards the metropolis as would be diverted
from them by the construction of a more direct central line; and,
on the other hand, the central line passing through a district com-
paratively destitute of local traffic, could only be supported by
draining into it the whole tragic towards London.
We had, therefore, at the outset to consider which of the two
arrangeusent• appeared, on the whole, to be preferable for public
purposes.

The principal advantage of the South. Wester❑ scheme appeared
:0 hp, that it afforded a somewhat shorter communication from the

western counties to London. By this schemo the distance from
Yeovil to London would be about 130 miles, as compared to 142

by the Great Western £CIICIIO ; from Dorchester to London, 124
miles, as compared to 137; and if continned to Exeter, it is calcu.
lated that about 20 miles would be saved over the prt ant route by

way of Bristol.
On the other hand, the Great Western scheme affords a very

much better local connexion of the different towns of the district

among themselves, and places them all in railway communication,
not only with London and t he east, but also with Bath, Bristol, and

the north.

An inspection of the map will show that by this scheme Sou.

tharnpton, Salisbury, Poole, Dorchester, Weymouth, Bridport,
Yeovil, Warminster, Frome, and, in fact, almost every town of
any importance in the extensive district between the Great Wes-
tern and South-Western Railways, are placed on good ►ines of
communication with one another, with London, and with Bristol.
By the Scuth-Western scheme, on the other hand, too outlet is
afforded towards Bristol or Bath, and of the towns in question some
are entirely omitted, while others only obtain a very circuitous
connexion with one another, while no town of any note except
Shaftesbury is accommodated by the South-Western scheme and
omitted by the other.
From the evidence submitted to us, it appears that a very large

propo►tion of the traffic of almost the whole district in question
cows towards Bath, Bristol, and the nurth, and that consequently a
scheme •f railway communication which afforded no outlet in that

direction would be, comparatively speaking, of little value. It
appears, also, from the result of the various public meetings that
have been held, and from the different memorials that have been

addressed to us, that a very geseral and decided feeling exists
throughout uyfar the greater part of the district in question In

favour of the Great Westetn scheme, as combining the advantages

of local accommodation and of a norther■ outlet with that of a
cuf-
ficientty good London communication.

These considerations appear to us, under the peculiar eireum.
stances of the case in question, to outweigh the slight advantage in
distance ft-mu a few principal points to London ; and accordingly
we have arrives! at the conclusion that the Great Western scheme
is calculated to afford, on the whole, better accommodation to the
districts to be supplied than the competing scheme.
The advantages afforded, in a national point of view, by the coast
line, which forms an integral portion of the Great Western scheme,
have been already referrea to in our report on the South. Eastern
district, and constitute, in our opinion, an important additional re-
commendation in favour of this scheme.

When we proceed to examine the different lines of the two
schemes which are in competition with one another more in detail,
we are confirmed In the preference which, upon general grounds,
appears to be due to the Great Western scheme.
I. As regards the Berkshire or Newbury district.
The Great Western line runs from Hungerford, through New.

bury, to Reading, and from Reading to Basingstoke. That of the
Soutli.Western Company from Basingstoke to Newbury, and thence

with an alternative branch either to Dieleot or Swindon.

The traffic tables submitted to us, as well as the evidence given

before Parl.ament last year, show that the principal traffic of
Newbury, Hungerford, and the district to be accommodated, is

with London.

The Great Western line, by way of Reading, giv,s Ibis traffic
a shorter route of eight miles and a.half, than the South.Wedeln
line by way of Basingstoke.

The Great Western line also affbrds a direct communication from
Newbury and Ihingerford to Reading, Maidenhead, and the dif-
ferent towns along the line of the old Great Western read, with
which the intercourse is considerable.
Thu South-Western line affords no communication in this direc-

Lion, and substitutes for it only a communication towards Basing.
stoke and Southampton, in which direction the traffic is inconsi.
derable, and which is afforded without any very great circuit by the
Great Western scheme, by way of Reading.
With regard to the north and south communication, the pros-

peel of a connexion being effected between Rugby and Oxford.
leaves no doubt that the communication by way of Oxford is pre_

ferable to that by Swindon, as aftbrding a more direct route not
only to the northern and north-western, but a Iso to the midland
and north-eastern portions of the kingdom. It is evident also
that there is at present no sufficient traffic to support two lines of

communication to the north, and the advantages of that by Swin-
dell are, to a great extent, obtained by the proposed extension of
the Wilts and Suaterset line to Salisbury,
We may assume, therefore, that the alternative branch of the
South-Westerp Cuirmany to Swjpdnn
The sole advantage of the Didcot line is—that it shortens the
distance from Didcot to Basingstoke (or, in other words, from
north to Southampton) by 51 miles, as compared with the Great
Western route by Reading. But, on the other hand, its gradients
are very inferior, and it involves the construction of 2tit miles of
railway, in great part of an expensive character, through a thinly
populated country, while the length of the Great Western Railway
from Reading to Basingstoke is only 15 miles.
Had the through. traffic from the north been sufficient in itself
to support a line, much might have been said in favour of one from
Basingstoke to Didcot on the narrow guage, which would not only
have given the most direct route, but also have afforded a prospect
of attaining an unbroken communication throughont, since in that
case the portion between Oxford and Didcot would alone have
intervened upon the wide guage. But it appears perfectly
well established that there exists at presents no through.traffic
in this direction that could in itself warrant or support a
line of '26 miles from Basingstoke to Didoot, and a second
narrow gauge line for 10 miles between Didcot and Oxford.
Such a line would present itself under very different circumstances,
if the traffic towards Southampton should so far increase as to be
capable of supporting It but in the meantime it is evident that it
could only hope to be supported by the London traffic from the
Newbury district being diverted over it, in the circuitous and In.
convenient direction of Basingstoke. _

Conceiving, therefore, this traffic and the connexion with Rea-
ding and the eastern towns to be the paramount objects required
for the accommodation of the district, we are of opinion that the
Great Western scheme, which effects these objects much Letter and
more economically, at a comparatively slight sacrifice of distance to
the through-traffic from the north, is preferable to the competing
scheme : nor do we think that this preference would interfere
materially with the construction hereafter of a direct and un-
Interrupted narrow-gauge communication between the north and
Southampton, should such appear to be required for the public ac-
commodation, which, however, we do not contemplate as likely to
be the case under existing circumstances.
11. The Wilts and Somerset Line, and Bristol and Exeter
Branch from Durston to Yeovil.

These together form a very complete and comprehensive scheme
comprising 148 miles of new railway, for supplying local accorn_
modation, and a double communication, towards London and
Bristol, to the principal towns of Wiltshire, Somersctshire, and
Dorsetshire. By combining these objects, and by ensuring uni.
formity and economy of working in connexion with the Great

Western Railway, a sufficient return may be expected to justify
the outlay of capital, which, from the comparatively easy nature of
considerable portions of the line, is estimated not to exceed
1,700,000/.
No portions of this scheme appear to be in direct competition
with any of the lines proposed by the Sautlii.liVestern Company,
none of which supply the main object of a con4unication towards
Bristol and the north.
As a wh the Wilts and Somerset scheme appears a very
useful and complete scheme for the accommodation of the district
wi'h the exception of the following points :-
1. The communication aftbrded from Salisbury, Warminster,
Bradford, and all places north of Yeovil, towards Bath and Bristol,
is circuitous and imperfect, and it is evident that a communication
in this direction, in addition to that towards London, is required
in order to carry out properly the avowed objects of the undertak-
ing. It has been strongly urged by various local interests, includ..
ing the Chamber of Commerce of Bristol and other public bodies of
that city and of Bath, that the completion of this communication
by a line from Bradford to Bath ought to be insisted on, as a con.
dition of sanctioning the scheme. The promoters state, however,
that great engineering difficulties exist in this direction, and that
it is by no means certain that a better line for public purposes might
not be found by Frome and Radstock, or its some other direction.
They have voluntarily offered, however, to pledge themselves, in
any way that Parliament may think fit, to complete their scheme,
by applying next session for such line of improved communication
towards Bath and Bristol, whether by Bradford or in any other di-
rection, as upon full inquiry shall appear the beat, leaving it to the
Board of Trade, er other authority constituted by Parliament, to
decide, in case of differeace, which line shall be adopted, and whe-
ther there are any circumstances that may reasonably require *
suspension of the application.
It appears to us that this 'pledge offers all that can be reasonably
demanded front the Cor:ipany, and will insure the attainment of the
public objects wlti.ch the memorialists have had in view.
a. The city of Wells and the surrounding district are left with-
out railway communication by the present cosubisiation.
It appears to us very desirable that this object should be attained,
in order to complete the railway communications of the county ;
bet at present this could only be done by the sacrifice of objects of
greater importance.
The promoters of the Wilts and Somerset scheme, as well as the
Bristol and Exeter Company, have, however, stated their inten.viewtion of examining the ells district, with a vie to extending a
branch to it if it should appear that such an undertaking would
ecrciianity willen tern rinsoet be long excluded from a
participation in the benefits conferred upon the rest.
; and we hope, therefore,
tbeli ajtutsht edporatiso ti a "
the county
The Bristol and Exeter Company's Branch flora Durston to
Yeovil is an integral port of this comprehensive scheme of com-
munication, and affords a connexion between the Bristol
Channel,
Devonshire, and Cornwall, and the south coast, and coast line from
Dorchester to Southampton.
111. With regard to the liner from Dorchester to South-
ampton and Salisbury.
The general features of there oompeting lines have been already
described, arid the grounds upon which
a preference appears to be
duo to the former as a better local line, and as an integral portion
of a more comprehensive schema, notwithstanding the advantage
of a somewhat shorter distance to London by the Salisbury line.
It only remains to add, that the Southampton line was origi-
nally projected by an independent local committee, and adopted by
resolutions passed at county meetings and public meetiugs held at.
Me principal towns of the district for the purpose of considering or:
the best means of railway communication. It is obviously prefer-
able to the Salisbury scheme, in a national point of view, as a coact
line, and affords better local accommodation to Wareham, Poole,
Christchurch, and the towns on the coast ; it is also of a much less
expensive character, which is a consideration of importance,
as it does not appear that the traffic which may be ex.
peeted will be sufficient to afford a fair return upon the larger,
capital required for the Salisbury:scheme. Oil the whole, therefora,,
we have no difficulty in stating our opinion that of the two com-
peting schemes that front Dorchester. to Southampton appears ter
us to be preferable.
IV. The remaining lines arc, the South-Western Extension,
front Salisbury to Yeovil, and Hook Pit Deviation.
L'acl the traffic of the district appeared to be sufficient to sup-