The Sun.
London, England, 1845-03-26 00:00:00

NOTICE TO SUBSCRIBERS.

The THIRD EDITION of THE SUN of last
(Tuesday) Evening contained
The latest Prices of Shares from the Official List.
The Spirit of the Public Journals.
The Report of the Railway Department of the Board
of Trade on the newly-proje :ted Railways, from
the London Gazette.
The Decision of Sir James Graham in the case of

Tawell.
The latest Market latolligence.
The Course of Exchange.
The List of Appointments, Bankrupts, &c. from the
Landon Gazette.

THIRD EDITION OF « THE SUN.'

in have received many complaintsfrom Subscribers who are frequently
disappointed in no' receiving the Third Edition. The fault rests en-
tirety with the Sews-agent whe serves them, and who thereby not only
i4urv4 the paper, but does injusttee to his customer. This injustice is
still farther aggravated by an extra charge of a halfpenny (the Post-
°Yee fee) being made for NOT supplying the latest or Third Edition.
This Edition contain the Latest Sews: l'arliamentery Debates up to a
Quarter to Seren—The " Gazettes" on Tuesday and Friday, together
with the " Prices Current" of all the Markets, as well as Ogjicia
Prices of Shares in Railways, d-c. ,Cc.—The Betting at Tattersall's on
Monday and Thursday—The latest (closing) Prices of the Funds—
The Proceedings in Railway Committees up to the close—and all other
net arriving in London after thral o'clock in the afternoon, when the
&vend or Evening Edition goes to press.
In distant par's of the country, the Third Edition contains news TWELVE
nowt; IN ADTANCE, a matter of importance to those who want early
intelligence.
in those places where the evening mail arrives in the middle of the night,
the " MORYING SUS," containing ALL the Debates, IT.
answer bee, and Subscribers can suit themselves a.ccording'y.
Respectable Agents will always supply the proper peper ; but where any
wilful negleet is escpwienced, we recommend parties to write to " The
San" office, 112, Strand, where prompt attention ici:l be paid to their
representakione.

I.ONDON AND YORK RAILWAY.
The detailed Report of the Board of Trade having been pub-
lished, the Committee of Direction of the London and York Company
deem it right to observe upon a few of the most glaring mistakes, ap-
parent on the face of it.
The Committee, however, must first acknowledge the favourable
opinions expressed of the London and York, compared with the
risfal schemes in the following passages of the Report, viz. :
"As regards local accommodation, we are of opinion that the
Merits of the two schemes are equally balanced, and that either
would afford a very good Trunk Line between London and York ;"
"and, again, " If we disregard for the present all considerations of ex-
peni4e, it may be considered that the London and York scheme, on the
whole, preset is a larger and more comprehensive system of commu-
nication." The Report, nevertheless, rejects the London and York
scheme, upon the ground of its being too expensive, and asserts that
the saint ends may be obtained at much less cost, by means of 218
miles of new railway Wstead of 327, the length of the entire London
and York sehew. Tire Committee call attention to the fact, that
whilst the replFt on this plea of economy rejects the London and
York scheme, the whole of the lines actually recommended by that
report as substitutes, contain no less than 331 miles of new railway,
still leaving the public to travel front Cambridge to London (a lis-
t nee of more tin 50 miles) upon the existing Northern and Eastern
Railway, and tlMving the tnmk lines into the hands of three sepa-
rate companies.
On the question of cost, the report of the Board of Trade states
"That the London and York scheme, as now proposed, could not he
completed with stations, metropolitan terminus, and the requisite
working stack of engines, carriages, &c., for a less suns than
.8,000,000/." But the Committee beg to observe, that
the carrying establishment (which the report very much
over estimates, at an average of 3,3881. per mile, or about 1,000,0001.)
was not included, not being required by Parliament to be included in
their estimate. The estimate sent to the Board, was for works only,
and amounted to 6,500,000/., the difference therefore between that es-
timate, and the estimate put forth by the Board, is only 500,000/. ;
and Whon the Committee state, that sio question or explanation upon
the estimate was asked by the Board of Mr. Cubitt, their Engineer,
aor the slightest intimation given that its accuracy was in any de-
gree questioned ; when it is also well known to the Board, that upon
a fapital of 6,500,000/., Parliament gives the power of borrowing
2,166,000/s further, the Committee deem themselves warranted in
saying, the conclusion of the Board has been far too hastily ar-
rived at.
Another economical detail given by the Report is, that whilst the
London and York would cost 8,000,0001., the lines necessary to supply
Its plane would only cost 4,250,0001. On this head the same kind of
fallacy- prevails the London and York scheme is estimated, including
carrying wtablishment, the others excluding that expense. Moreover
(as will be seen by the table below) instead of 218 m:l2s at a cost of
4,259,0001., the Report recommends 334 miles at an expense of
3,785,0001. (a sum only 715,0001. short of the London and York esti-
mate), and if the carrying establishment of 1,000,000/. be added, at a
east of 6,785,0001., which would be only 1,215,0001. short of the
3,000,000/., at which the Board estimates the London and York
scheme ; still leaving the trunk traffic to run over more than fifty
miles of the existing Northern and Eastern Railway.
The London and York Committee are strongly impressed by the
fact that no one of the estimates for the lines approved in the report
of the Board of Trade exceeds 18,0041. a mile (excepting the Far-
ringilon-street Extens'on, and except also the North end of the Direct
Northern, wilt• h is estimated at 22,000/.), whilst two of them stand
at 8,0001. a mile, the Midland schemes at 13,0001., and the Grimsby,
tor 60 miles through Lincolnshire, at 10,0001. per Haile. The whole
of the linos north of Cambridge which traverse precisely the
same country as that of the London and York, do not average
11,000/. per mile ; and there can be no reason Br saying
that the London and York lines in those parts vomit on the whole be
much more expensive With regard to the London end of the line,
the Report, with peculiar inconsistency, charges the London and
York with 29,00(1!. per mile, whilst it sanctions the Eastern Counties
estimate from Hertford to Biggleawade, through twenty-five miles of
the same eountry, at 18,000/. per mile. The Committee are assured
by Mr. Cubitt, and the Board of Trade's Report furnishes :ilditional
reason to rely upon accuracy, that the original estimate of
5,1500,000/.--about 20,0001. a mile —will be sufficient for every part of
the work.
- On the subjoct of traffic the Committee will only remark, that
as the Board of Trade is satisfied that the ttaflic of the district
will not only remunerate the outlay of 6,782,0001.—the estimates
for the lines they approve—but that it will also pay a mileage
toll upon fifty mutes of the Northern and Eastern—that toll would
be abundantly sufficient to remunerate the outlay of the additional
1,215,000/., making 8,000,0001., which wettish even in the Board's
opinion, suffice to construct the integral line projected by the London
and York Company, ten miles shorter in its trunk, and more com-
prehensive in its local accommodation. By the schemes approved,
or rather suggested, by the Board of Trade, the traffic of the
district would be collected npon 331 a- 50 -, 384 miles of railway,
and the same traffic would be concentrated by the London and
York Railway upon 327 miles. The Committee are prepared to
show that the local traffic between Newark and Chesterfield, and
between Snaith and Wakefield, on the lines by the Bsard's Report
substituted for those lilies from' Bawtry to Sheffield, and from Don-
caster to Wakefield, would not add materially to the amount. The
Board's comparison of the London and York estimates of traffic with
the income of the Eastern Cotuities and Midlands, must be neces-
sarily inconclusive; shut the Eastern Counties is not sufficiently ad-
vanced to enjoy the Leneflts cf a through line, or even whin may be
termed an extended line; and the Midland average of 411. per mile
per week is made tip for the year ending June, 1843, (and not 1844, Ile
Stated in the Report) of the aggregate of three lines--the North
Midland, 72 miles bringing 541. ; the Midland Counties, 57 miles,
bringing 42/. ; and the I lrrningham and Derby, 48 miles, bringing
231. per mile—the last line being a competing line with the second.
The entire Midland returns for the half year ending December, 1844,
are equal to 591. per mile per week for the year, and this includes only 41.
per mile for carriage of minerals, whereas, if, as the projectors attic
London and York assert, and the Board of Trade are pleased to ad-
mit, the district of the London and York and Eastern Counties will
be supplied with coal by those lines, the mineral traffic alone must
neeeMarily be equal to 201. per nine per week.
The Committee are not only fully prepared to prove the ample
traffic on their line—and that their estimated income of 1,000,0001.
Is not, as alleged in the Report of the Board of Trade, exaggerated
—but so far from their income being dependent upon the ditkrence
between three halfpence and twopence-farthing placed on part
of their passenger income, or u ,on their security from compe'ition,
they are in it condition to show that even one-half of their whole
eethiiitted passenger traffic, and 6/. instead of '2Ol. per mile per week
for mineral traffic, would give an income of 51. per cent. upon a
capital of eight milllons, after deducting 401. per cent. for working

expenseo.
In alruslon to the accommodation of the great county of Lincoln,
the Report Norther states, that, " by a double line or loop, the London
and York scheme requires the mak ng of 150 miles, partly of difficult
Construction, to provide for the same traffic which would be accom-
modated In some respects better, and in others almost equally as well,
by about 10 , miles, all of very easy construction." So far from this
being correct, the public will be surprised to find the reverse is the
fact, for whilst that part of the London and York scheme which lies
within the oounty of Lincoln, comoriscs only 111.4 miles, the lines
proposed by the Board of Trade within the same county extend to
. 0.121 miles' the measurement being taken in both instances from the
south border of Lincolnshire to Newark, and to Gainsborough on the
north. The accommodation afforded by the London and York lines
being preferred by the inhabitants.
The Report of the Board of Trade contains various other errors and
inconsistencies toopumerous to be treated of here, but which the
London and York Committee will take care shall be fully set forth
atm the merits of the ease of the London and York shall be under
the consideration of the Parliamentary Committee on the to-
assembling of the House of Commons.
In tonclusion, the Committee beg leave to reit2rate, that where
(as In the case of the London and York) the district through which
new railway is projected, is urgent and unanimous in
Its favour, and the r:quisite capital is subscribed, they cannot be-
lieve that Parliament will refuse its sanction, out of regard to the In-
. tereeta of existing railways, which make the main trunk longer, and
the local accommodation neither so comprehensive nor satisfactory to
the inhabitants.
The feeling of Parliament and of the country, with reference to
the London and York Line, when coupled with the acknowledgment
of its merits by the Board of Trade, and the manifest misconception
tinder which the economical conclusions of that Iteant have been
drawn, give every confidence to the Committee of the ultimate sue-
acej of the schenn!--and the Committee are persuaded Parliament
will recognise the public importance of an integral line under one
management, and its vast superiority over a series of lines, which in-
. terposc obstacles to the traveller at every change. -
LINES APPROVED OR SUGGEiTED BY THE BOARD OF
TRADE.

L ENGTH

Total
Mla. CI ins. Cost.

1. fAimbridgc. and I.tneoln

2. Farringi , rontreet Extension
.

83 20 ,1,2.50,0001
5 16 , 800,000
57 20 1,300,0001

3. Direct Northern • • • • • • • • •
4. Boston Branch.• • • •
5. Stamford and Spalding ditto, sug-
gested by the Board of Trade
6. Eastern Counties Biggleswade, in
lieu of London and York to Big-
giefirMie ..... ••
••••••• • • • • • •
7. Bedford, Loi:don,„wd. Birmingham 77
in lieu of LondM'and York Bed-
' ford Branch....
g. Swinton to Gainsborough, in lieu oil
London and York line to Donca,ter
9, Wakefield and Goole (part of) in 1
lieu of 21 miles tht, Wakefield
Branch of London and York.... • • _)
ID. Newark anti Chesterfield, with] ,
11, To Sleaford and Grantham, sug-1
gested by the Board of Trade in
lieu of London and York Line,
through Grantham, Newark, Bet-
ford and Bawtry, to Sheffield*..• • J

32 -

Total

240,0001

Colt
per
•1 ile.

15,000

22,000

8,000