The Sun.
London, England, 1845-03-25 00:00:00

• •
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CLARA SEYTON'S NEW ENTERTAIN
NEXT.

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Miss CLARA SEYTON will give RECITATIONS from Ancient
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Piano-forte (on this occa4)—Mr..L L. HATTON.
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RAILWAY INTELLIGENCE.

REPORT OF. THE RAILWAY DEPARTMENT
OF THE BOARD OF TRADE ON THE
SCHEMES FOR EXTENDING RAILWAY
COM NIUNICATION BETWEEN LONDON AND
YORK, &c.

Railway Department, Board of Trade,
Whitehall, March 20, 1845.
(Continued from our Afternoon Edition of yesterday.)
In recommending this route we are further fortified
by the consideration that it has already received, to a
certain extent, the sanction of the Legislature ; the
preamble of the Northern and Eastern Company's
Act, passed in 1836, reciting, " that the making of a
Railway from London to Cambridge, with a view to its
being extended hereafter to the; Northern and Eastern
Counties of England, would be of great public ad-
vantage ;" and the Comreisiow-rs who reported in
1841 on the best means of Railway communication be-
tween London, 'Edinburgh, and Glasgow, further state
their opinion, " that the pericd is not far distant whin
a new line will be formed to York,, passing near Cam-
bridge, Peterborough and Lincoln.'
In arriving at this conclusion, we by no means con-
sider that the result of such a course would he to de •
prive the counties of Hertfordshire, Bedford Shire, and
Huntingdonshire of the bent fits .of railway communica-
tion'.

On the contrary, the proposed branch from the
Northern and Eastern line at Hertford, would, at a com-
paratively moderate expense, afford a communication for
Ilitchin and Bigglesvetsde with .Load:on, which would
admit of an easy extension, if required, to Bedford,
where it would meet the branch to the London and Bir-
mingham Railway, which is evidently required to give
Bedfordshire an outlet to the West, although the Lon-
don and York line, with its Bedford branch, should be
constructed. The Ely and Bedford scheme also pro-
poses, by an easy line, to continue this communication
northwards through St. Neot's and Huntingdon by
which combination the three counties of Bedfordshire,
Hertford,hire, and Huntingdonshire would be provided
with railway communications both towards London and
to the North, and the manufacturing districts.
We have some doubt how far the traffic of these
counties may be able to support even this comparatively
inexpensive scheme of communication ; and partly on
this account, and partly because we think that any
lateral communication between Ely and Bedford cannot
be properly decided upon until it shall be ascettained
what trunk line is adopted, we are disposed to recom-
mend the postponement of this scheme until -a future
period ; but we may refer to it here, as showing that
__schemes are already proposed for the accommodation of
the intermediate district, and that the adoption of the
Cambridge route by no means implies the exclusion of
this district from the advantages of railways.
We have now arrived at the first distinct and definite
result of our inquiry, viz. that Cambridge ought to be
selected as the starting point to the new line to the
north. This almost necessarily implies a preference of
the Cambridge and Lincoln scheme to Lincoln. It might
be possible indeed to form a combination of the Cam-
bridge and Lincoln with the London and. York scheme,
by which the northern portion of the latter was adopted
from Peterborough. The same objection, hog ever,
which has appeared to us to be fatal to the southern
portion of the London and York scheme, viz. that it
-involves great additional cost without adequate result,
applies here also. By the double line or loop, the
London and York scheme requires the construction and
making of 156 miles, partly of difficult,construction, to
provide for the same traffic, which would be accommo-
dated in some respects better, and in others almost equally
well, by about 100 miles, all of very easy construction,
of the Cambridge and Lincoln scheme, with its proposed
branches to Boston, Stamford, and Spalding.
For Lincoln and Gainsborough, the Cambridge and
Lincoln scheme appears decidedly the, best, since it
places them on the main line of communication, in-
stead of upon a subsidiary line. For Lincolnshire, south
of the Witham, this scheme also appears to be prefer-
able, since it runs through the heart of the county in
the line of the principal population, between the two
rich agricultural districts of the Uplands and the Fens,
and giving brarches down to the two shipping ports.
The lines of the London and York schemes, on the
other hand, just skirt these districts on their extreme
verge; and the Fen line, by keeping on the bank of
the Witham Navigation confines its benefits to the
districts which are already provided by water commu-
nication. The amalgamation of this navigation with
the Railway, is also a measure of doubtful policy as re-
gards the public, who are thus deprived of whatever be-
nefits migiita,aNy been expdoi company, who wilt
iii: it nave to 0-t* an unproductive pro-
perty, or to encourage the canal traffic at the expense of
that of the Railway.
For Boston and Spalding, the London and York
scheme is perhaps preferable, since it places them on a
through line ; but, on the other hand, having regard
to their character as shipping ports for the export
and import trade of the rich agricultural districts be-
hind, it may be questionable whether a scheme which
supplies them with branches into the interior to a main
line, through the heart of the districts with which they
are principally connected, may not be better than one
which merely connects them with one another by a
through coast line.
For Lincolnshire, north and east of the Witham
and Fosse, neither scheme affords much accom-
modation L, but the Great Grimsby scheme, to
which we shall afterwards advert, and which
is proposed _for the accommodation of this district,
connects itself equally well with either. The only clear
advantage, therefore, as it appears to us, that is obtained
by the London and York scheme, by the construction of
fifty-six miles of additional railway, is the superior
accommodation afforded to the towns along the Old
North road, Grantham, Newark, and East Retford. The
population of these towns respectively is--
Grantham 8,786
Newark

• East Retford 2,680
and they are places of, considerable trade in torn and
malt, principally with the manufacturing districts.
Newark, the most important of these towns, will, how-
ever, be provided with an outlet by the proposed Not-
tingham, Newark, and Lincoln line ; and by the
projected Newark and Shtffield line, continued, as is
proposed, to join the Cambridge and Lincoln line at
Slertford, it would obtain very direct communication
both with Sheffield, Manchester, and the North, with
the nearest shipping port, Boston, and with London.
Grantham also might be connected with this line by
a short and easy branch, and thus all the principal ob-
jects of the direct line of the London and York scheme
attained, in connexion with the Cambridge scheme, at a

tithe of the expense.
On the whole, therefore, we are decidedly of opinion
that the London and York scheme, in its central portion'
between Peterborough and Bawtry, affords no such ad-
vantages over the Cambridge and Lincoln combination as
to compensate for the expense of constructing and work-
ing so many miles of additional railway.
We are also by no means satisfied that the practical
effect of the "loop" or second line might not be to neu-
tralise much of the advantage promised by the direct
trunk linz, since, in order to avoid the expense of sepa-
rate trains following each other-at a very short interval,
there would be an inducement to detain the through train
at the far junction, in order to add to it the carriages of
the train which bad parted from it at the other end, and
run round the loop.
Having thus ariived at the opinion that the Cam-
bridge and • Lincoln line deserves a preference up to
Lincoln, it remains to be considered in what manner the
northern portion of the scheme may ho most advanta-
geously completed.
For the completion of the trunk line four alternatives
present themselves :
1. To adopt the line of the London and York scheme,
by Gainsborough, Doncaster, and Selby.
2. To adopt the line of the Midland Company, from
Linco!ri to Doncaster and Swinton,' and the Doncaster
branch of the York and North Midland Railway.
3. To adopt the Lincoln, Leeds, and York line.
4. To adopt the line of the Direct Northern scheme,
north of Lincoln.
The two former alternatives appear clearly inadmis-
sible, from the consideration that they involve an unne-
cessary circuit of 8 or 9 miles out of 57. The point
being once decided that the main trunk line is to go by
way of Lincoln, there is clearly no sufficient reason for
bending it so far to the west as Doncaster, when a re-
markably easy and level direct line can be obtained by
way of Gainsborough and Thorn. The,only reason
assigned for this circuit is, that the direct line-
would involve the necessity of a swing-bridge in crossing
the navigable river Don ; but it is stated to us that this
is not the case, and that it can be proved in evidence
before Parliament that vessels with standing masts have
never ascended above Stainfurth, where there is a fixed
bridge. Even if this had been otherwise, we should not
e thOught, with the comparatively insignificant
amount of navigation that could have been expected to
ascend to Doncaster, that the existence of a swing-
bridge, under proper regulations, would have been an
(ejection equivalent to that of diverting the great trunk
line from London to York by a circuit of 8 miles.
i he Doncaster route appears therefore clearly to be
inadinissible, unless it were resorted to with a view to
save expense, by availing ourselves as far as possible of
the existing York and North Midland line for the through
communication.
In this point of view a considerable saving might be
effected, since the line from Lincoln via Gainsborough
to D)ncaster and Swinton being made, at any rate, the
comm.nication to York might be completed by the pro-
posed Doncaster Branch of the York and North Midland
Railway, the length of which is only eighteen miles, and
the estimated cost 185,0001:, while by the Direct
Northern scheme, 42} miles of new railway from Gains-
borough to York vvoutd be required iu order to complete
the same communication.
Had these additional twenty-four miles involved such
a serious expense as to compromise or endanger the ad-
vantages of the main scheme, the same oonsideratiops

which induced us to give a preference to the Cambridge
route at the other extremity, might have inclined us to
recommend the adoption of the existing line into York
as a measure of economy. But the difficulties of con-
struction at the York end of the line by no means cor-
respond to those of the London end ; on the contrary,
the line is of remarkably easy execution, running almost
aloag the surface of the ground, and being nearly level,
with the exception of the short inclinations requisite to
pass roads and rivers ; so that the additional cost
of the independent line to York would probably not ex-
ceed 400,0001.

By this additional outlay the following advantages
would be secured

1. The main trunk line from York to London would
be shortened ten miles.
2. The distance between Hull and Gainsborougb, Lin-
coln and London, would be shortened fifteen miles.
3. The distance between York and Hull, and York
and Selby, would be shortened eight mileS.
4. The distance to the port of Goole from all places to
the north and soutb,.would be greatly reduced.
5. A rich agricultural district, north of Lincoln, com-
prising a popula►ion of 20,000 or 30,000, within a conve
nient distance of the proposed line, and otherwise unpro-
vided, would be supplied with railway communication.
These advantages appear to us amply sufficient to
warrant the additional outlay for an independent line to
York ; but in addition, we may refer to the following
recommendation contained in the Fourth Report of the
Commissioners who inquired into the best means of rail.
way communication bt,tween England and Scotland, in
the year 1841 :
" We consider it improper that the traffic of any new
line should open upon the York and North Midland.
Railway, With which so many lines are already in con-
nexion as to render delay unavoidable, and collision not
improbable. In consequence of the numerous trains of
luggage and passengers using this line, nearly two hours
aro sometimes occupied in. passing over a little more
than 30 miles from York."

We may add, that the position of the York and North
Midland line as part of the existing link of communi-
cation, with which a new eastern line between London
and York would compete, renders it peculiarly unde-
sirable that any portion of this latter line should be de•
pendent upon a small length of the former. In the case
of the Northern and Eastern line, the adoption of which
to Cambridge we have recommended, the most thorough
identity, of interest exists between it and the proposed
new lines for completing the communication northwards.
But the effect would be very different of placing a short
link of a few miles at the York end of this great scheme
under the cintrol of a Company having distinct, and, to
a certain extent, conflicting interests.
For these reasons, we conclude that the chain of com-
munication from London to Lincoln should be completed
by a direct and independent line northwards from Lin-
coln to York.

The only two schemes, as we have said, which present
themselves for this purpose are the Direct Northern and
the Lincoln, Leeds, and York.
The former scheme has the advantage of having, as
it is stated to us, a subscription deed executed for
4,000,000/. of capital, and the requisite deposits lodged
in the Bank of England.
Independently, however, of this consideration, there
are other reasons which make it obvious that a pre-
ference must be given to the line of the Direct Northern.
This line keeps on the west of the river Ouse, and thus
avoids the necessity of having any swing•brages, while
the Lincoln, Leeds, and York line crosses that navigable
river twice, once near Selby, and again close to York.
Where the navigation of vessels with fixed masts is not
considerable, we are not disposed to think that the ex-
istence of a swing-bridge, under proper regulations and
arrangements, is a very serious objection, and if any
considerable advantage in respect of distance or other-
wise had been attained by crossing and re crossing the
Ouse, we should have been prepared to balance these
advantages against any probable amount of interruption
to the navigation or to the traffic upon the railway. But
this is not the case in the present instance; the differ-
ence of length of- the two lines between Selby and York
is not above a quarter or half a mile, and we are aware
of no public advantage whatever which is attained by
keeping on the east side of the river. This being the
case, there can be no doubt that the swing bridges are
in themselves a decided objection, since, under the most
favourable circumstances, it is impossible altogether to
avoid delay and some risk of accident.
In another respect also, the Direct laTorthern scheme
appears to be decidedly preferable. It is the only one of
the proposed schemes which complies with the recommen-
dation of the Commissioners above quoted, and which
kVra-ca"vil toped Fu inue-penuent smtion sor I OrK,
at a convenient spot upon the Tadcaster road, a short
distance from Micklegate, and thence crosses with the
Main line over the York and North Midland Railway,
running into the Great North of England line, about a
mile beyond York. The adiantages of this arrange-
ment for all through traffic from the North are obvious,
since trains may thus be run past York with no more
stoppage than is re quired at an ordinary first-class
station ; while in case the whole traffic had to
cross the York and North Midland lina- on a level,
close to the station, where it is most crowded, the loss of
time could not, under the most favourable circumstances,
amount to less than twenty minutes or half an hour.
With the prospect of a great increase of traffic in the
already crowded York station; from the opening of the
Scarborough and other lines, and with the collision of
interest that must, to a certain extent, be expected to
prevail among some of the Companies using that station,
and whose rails are proposed to be crossed en the level,
it appears to us that such an arrangement would be in
the highest degree inconvenient and even dangerous.
The inconvenience and delay of such arrangements upon
great lines of through communication have been already
felt ; and one of the great objects proposed by the Trent
Valley line now before Parliament, id to get rid of the
delay incurred at Birmingham in the journey between
London and Liverpool, and London and Manchester.
With such instances before us, it appears to us that it
would be unwise to incur voluntarily a similar interrup-
tion of an aggravated character in the great line of com-
municationbetween London and Edinburgh.
It is also highly desirable, with a view to the coal
traffic from the North, that a through communication
with the country to the south of York should be afforded
without the necessity of passing the waggons across the
other lines, and interfering with their passenger and
goods traffic. With such a communication it is confi
dently anticipated by the Durham coalowners that they
will be able to send their coals in large quantities down
to Goole and Selby, and even into the north of Lincoln-
shire.
For these reasons we have arrived at the conclusion
that the line of the Direct Northern, north of Lincoln,
affords decidedly the best means of completing the main
line of communication to York ; and we are glad to be
able to state that the parties themselves have taken this
view, and that the Direct Northern Company have stated
their rcadiuess to enter into arrangements by which, in
the event of Parliament considering that the Cambridge
route should be adopted, the Cambridge and Lincoln, in
conjunction with the northern portion of the Direct
Northern, would be presented as an integral scheme for
carrying this purpose into effect.
A short interval of about two miles at Lincoln would
remain to be filled up, but the levels of the two lines,
and the nature of the country, make it perfectly easy to
attain this object, which might be done either by adopt-
ing a short portion of the plans and sections of the
Lincoln, Leeds, and York line, or by an application to
Parliament next year.
Raving thus stated our views with regard to the
main trunk line between London ar.d York, we proceed to
consider the lateral communications which are
immediately connected with it. The most important of
these are the lines proposed for connecting the main line
and Lincolnshire with the Manchester and Sheffield, the
Manchester and Leeds, and the Midland Railways, and
through them with the coal fields and manufacturing
districts.
Taking Sheffield as the first point, we find no fewer
than five schemes proposed, with the object of extend-
ing railway communications from this town and from the
Sheffield and Manchester Railway, eastwards.
The Shsffield and Lincolnshire; London and York,
Sheffield Branch; and Rotherham, Bawtry, and Gains-
borough, are competing schemes for the same object—
viz., that of connecting Lincoln and Gainsborough with
Sheffield.
The same object is 'also attained by the lines from
Swinton to Doncaster and from Doncaster to Gains-
borough, in connexion with the main line from Lincoln
to York.
The Newark and Sheffield Railway, in connexion
with the Manchester, Sheffield and Midland Junction (or
Sheffield and Chesterfield) effects another communica-
tion from Sheffield more to the south, with Notting-
hamshire and the south of Lincolnshire.
Of these lines we may fIiSUMO that a communication
between Swinton and Gainsboreugh is indispensable. It
affords the shortest and best communication between the
two main lines of the Midland, and of the Landon,
Cambridge, Lincoln and York Railways, connecting the
important town of Doncaster with both. Also it affords
a short route from Lincolnshire to Manchester, by the
Barnsley Junction, and Sheffield and Manchester Rail
ways, and to Leeds,. Wakefield, and the West Riding,
by the Midland, and Manchester and Leeds lines. And
what is even of more importance, it gives a direct out-
let from one of the bast Yorkshire coal fells, that of
Silkstone, to the east and aouth.
We assume, therefore, that this communication is one
which, under any circumstances, is necessary to be made.
It may be effected either by a branch from -the main
York line to Doncaster (there to meet the Swinton
branch of the Midlands) a hick the Direct Northern
Company offer to pledge themselves- to make, and which
might be obtained by adopting the plans and sections of
the branch of the Lincoln, Leeds, and Yotlasline, or by
adopting'the Midland line from Swinton to.
.a junction
with the Direct Northern at or' ear Gditisberough The
latter alternative. would, On rife whole;. appear to us to be
preferable, supposing.he:Alialbuld to be wil-
ling to offer satisfacl ry guaraoeo, for Op fair and un-

I impeded transit of all traffic to and from the east over
I this and their existing line on moderate terms.
This communication being effected, it seems very
questionable whether any of the other lines, proposed
for the same object, of connecting Sheffield with Lincoln
land Gainsborough, is required.
The Sheffiel and Lincolnshire line is 52i miles in
length, with an estimated capital of 700,000/. ; and, with
the exception of accommodating the two small towns of
Worksop and Est Ret ford, it appears to offer no very
decided public advantage beyond that of affording a
communication between Lincoln and Sheffield a few
miles shorter than by the Swinton route. It does not
appear to us that this is a sufficient object to justify the
outlay of such a large capital ; neither do we think that
this line, if sanctioned, having to compete with the Swin-
ton, the Newark and Sheffield, and other lines of Rail-
way, and with the Chesterfield Canal, to which it runs
nearly parallel, would be at all likely to afford an ade-
quate return.
The same observation applies to the Sheffield Branch
of the London and York scheme, a hich is a line of an
extremely expensive character, being estimated to cost '
700,000/. for 20.1, miles. This branch, if made, would be
in threat competition with the Sheffield and Rotherham
and the Midland's Swinton line, and to a certain extent
with the prepo sod Wakefield Branch of the London and
York scheme itself and it appears evident that it offers
no sufficient public advantage to justify the outlay.
If any direct line from Sheffield eastward were re-
quired, that from Rotherham by Bawtry, to Gains-
borouzli, would appear to be decidedly preferable. .It is
less-expensive, being estimated to cost only 400,000 L;
and, by availing itself of the existing Sheffield and
Rotherham Railway, avoids what appears, under the cir-
cumstances, to be unnecessary competition, as well as
costly and unnecessary interference with house property
in .Sheffield. It affords a better connexion, also, with
the important market town of Rotherham, and with the
North Midland Railway, and gives as direct a commu-
nication as could be desired with Gainsborough and Lin-
coln; accommodating the intermediate towns of Tickhill
and Bawtry.
This line, therefore, appears to. us decidedly preferable
to the Sheffield and Lincolnshire, or Sheffield branch of
the London and York ; but, at the same time, we do not
fsel that more than one communication from Sheffield,
in the direction of Gainsborough and Lincoln, is re-
quired, or wansd be supported under existing circum-
stances ; and for the reasons already assigned, we are of
opinion that the Swinton line offers, on the whole, by far
the greatest amount of public advantage.
For similar reasons we do not consider that the line
of the London and York scheme from Doncaster to
Wakefield is required. This is also an expensive line,
having very heavy works for half its length, and accom-
plishing no public object beyond that of shortening the
distance from Lincoln and Doncaster to Wakefield by a
mile or two, as compared with the route of Swinton
and the North Midland Railway. An outlay of upwards
of 300,000/. for this sole purpose wculd not seem to be
justifiable, and indeed it appears to us that both this and
the Sheffield Branch before referred to, are proposed
mainly with a view to carrying the traffic between Lin-
colnshire and Manchester by an independent route,
without having to pass over any immediate link in the
hands of a different, and, perhaps, a hostile interest.
This obliges us to refer to.a question which is of the
highest importance, both with reference to this and to
other instances—viz., the necessity of making some pro-
vision by which the free transit of traffic may be secured
over such intermediate links, and along lines of commu-
nication broken up into several portions. No provision
has been made hitherto for such cases, but each Com-
pany has been placed by Parliament in the uncontrolled
possession of powers, which, if exerted, would enable it
to exact an unfair toll upon, or entirely put a stop to,
the traffic of its neighbours. There is nothing, legally,
to prevent the York and North Midland Company, for
instance, who hold a short link between Manchester and
Hull, from imposing the maximum charge allowed by
their Act of Parliament upon all Manchester and Hull
traffic, the effect of which would be to give them, for
the transit over about sixteen miles of railway, nearly a
half of the total sum which the competition of canals
and other modes of conveyance enabled the different
Companies interested to obtain from the public for the
whole 98 miles between Manchester and [lull. The
existence of such uncontrolled powers, without any tri-
bunal to which to appeal, n order to settle any difference
which might arise, has naturally led to disputes in almost
every instance where Companies have been so connected,
and to those disputes may be attributed a very large pro-
portion of the competing schemes which are now brought
rested in particular branches of traffic, may be enabled to
regulate the rates upon that traffic, and to send it without
obstruction or delay over portions of connecting lines,
upon an equitable mileage arrangement, has become
so apparent, both for the interests of the public and of
the railway Companies themselves, that we may venture
to assume that it will be made. The present is not a
proper occasion to discuss the details of such provision,
further than to observe that, while it will be a serious
questi-n for the consideration of Parliament in what
manner such provision should be made, it is evident that
the difficulties described can only be completely obviated
by the Legislature providing in some manner-or other
an effectual means of deciding differences in which the
public convenience is involved, and of enforcing, either
by compelling a resort to arbitration or otherwise, such
equitable arrangements in regard to mileages on through
traffic, to the use of the line of one Company by the
carriages and engines of another, under proper regula-
tions for safety, or otherwise, as may appear to be re-
quired for insuring the full, free, and unimpeded transit
of traffic in every direction over the complicated net-
work of railways with which the country will shortly
be covered.
Assuming such provision to be made, the heavy
outlay of capital and extensive interference with pro-
perty occasioned by such lines as those of the
London and York scheme to Sheffield and
Wakefield, would clearly be unnecessary ; although
in the absence of it, there may be no alternative but to
allow duplicate and competing lines to be made to com-
plete communications where portions of existing railway
intervene which would answer the purpose equally well.
We have thought it right to state these views, in order
to show that in giving a preference to the Swinton com-
bination, which avails itself of existing lines, we have not
been uronindfal of the difficulties to which such com-
binations have hitherto given rise, but have proceeded on
the supposition that such difficulties will be obviated in

future.
The next lines which we have to consider are those
proposed for affording a communication from Sheffield to
the south-east, in connexion with the main line through
Lincolnshire, viz., the Manchester and Sheffield and
Midland Junction (Sheffield to Chesterfield), and the
Newark and Sheffield (Chesterfield to NE IN' ark.) The
first of these lines is proposed partly with a view of
cutting off the present extremely inconvenient and cir-
cuitous angle in the communication of Sheffield with
the south, and partly of opening up an extensive coal
field between Sheffield and Chesterfield. Both these
objects appear to be unexceptionable on public grounds,
and it is stated to us that the advantage to the town of
Sheffield will bo considerable, from the introduction of
a description of coal well suited for its manufactures, at

reduced rates.
This line is, however, in parts, of a difficult and ex-
pensive character; and as an isolated scheme we should
have some doubts how far the traffic likely to pass over
it would be sufficient to support it; but having regard
to the obvious advantages which it would afford to the
town of Sheffield, and to its position with reference to
the Sheffield and Manchester and to the Newark and
Sheffield line, which we proceed next to consider, we do
not feel that we should be warranted in reporting our
opinion that there are public grounds which ought to be
decisive against the schemes.
The Newark and Sheffield line is projected with a view
of affording a direct outlet, towards Sheffield and the
manufacturing districts, for the produce of Nottingham-
shire and South Lincolnshire, and also an outlet for the
coals of the Chesterfield, Drontield, Mansfield, and Pinx-
fon coal fields, towards. the east and south-east. It was
originally proposed with a view to join the London and
York Railway at Newark, but its promoters state that
it admits of an easy extension to Sleaford, for which
they would apply in a future session, which would con-
nect it equally well, or better, with the line of We Cam-
bridge and Lincoln. This line, in connexion with the
proposed branch from the Cambridge and Lincoln line
to B )ston, would thus form a complete line from Man-
chester and Sheffield to Boston, passieg through a rich
and unoccupied agricultural district, and affording the
shortest communication with several important coal fields
and quarries of the best building stone, besides accom •
modating Mansfield, Newark, and several considerable
towns. We are of opinion, therefore, that the scheme
offers considerable public advantages, and that, if no
intermediate line from Sheffield eastward, between this
and the Swinton and Gainsborough line, should be for
the present sanctioned, a fair remuneration might he ex-
p ctcd upon the capital required for the construction of
these, which we consider to be decidedly the more im-
portant lines for public purposes.
The next important question of lateral communica-
tions in connexion with the main question, has reference
to the extension of railway accommodation to the port of
Goole. For this object no fewer than four schemes are
I:rop°se'rdh;e- viz
Pontefract, and Goole ;
The Y(,rk and North Midland and Go,le ;

The Barutky and Goole ;
The Doncaster and Goole;
in addition to a short line from Goole to Snaith, th;)
plans and sections of which have been deposited by the
Aire and Calder Canal Company, who are the proprie-
tors dine docks at Goole, with a view, however, a:4 it is
believed, of securing a certain control over • SQ.' much of
the terminus of whateyer railway may be sanctioned to
Goole as lies within the property belonging to them, and
which may afterwards be required, may be attained
better by the insertion of clauses in the Bill of the
successful railway, than by the inconvenient ar-
rangeraent of rilaciing a short of the line