The Sun.
London, England, 1845-02-11 00:00:00

PRELIMINARY PROSPECTUS,

The proposed line (which has long been projected, and is now
brought forward on the rejection of the London and Norwich Direct
line by the Board of Trade), is Intended to form a connecting link
between the Norwich and Brandon railivay at Thetford, and the
Eastern Counties line; at or near Hatfield (about four miles from
Chelmsford), whence it will be continued to the town and port of
Maldon, accommodating in its course the important and populous
towns of Bury St. Edmunds, Lavenham, Long Melford, Sudbtiry,
Halsted, Bocking, Braintree; and Maiden, and forming at once the
most direct and economical line to Norwich, and opening a communi-
cation between the fertile agricultural interior of Essex and the Sea.
Reference to the map of the district through which the line passes
at once suggests that the communication between Norwich and the
Metropiilis should follow the old coach route through the populous
towns which that traffic has contributed to foster, and it can hardly
be imagined that existing Interests will be permitted to be entirely
sacrificed by its diversion into other channels.

to this point of view, therefore, this line may be considered of vital
iMportance to the vallous towns near which it passes, but to the
public at large it also offers considerable inducements as a means of
investment.

This line will secure both the traffic between the interior of Essex
and the port of Maldon, and between that town and the Denfle Hun-
dred, and Chelmsford and London—the distance between those places
being less than by the al coach road.
The towns of Docking, Braintree, and Halstead, are all con-
nected with the silk trade, and the intercourse existing between
them and the port of Maldon is' even now very extensive.
To these places the Maldon branch (which is an integral
part of the present scheme) is of great moment, as it will re.
duce the price of carriage from about Bs. 6d. to 2s. per ton, thus
giving a stimulus to trade, and materially augmenting the imports
of coal, coke, iron, oil-cake, tar, slates, and other general mer-
chandise, and the exports of corn, flour, wool, and other agricultural
produce, while the distance to London will be only lengthened about
half a mile.
The borough of Sudbury is also connected with the silk and
bunting manufacture, but is supplied with heavy goods by the Stour
navigation, to which this line will prove an important feeder.
Every line hitherto proposed crosses the valley of the Stour below
Ballingdon-bridge to the east of the town, by a long and expensive
viaduct, thereby entailing a heavy outlay, and risking an opposition
from the nati,gation, and the great probability of penning back the
floods on to the town of Bailingdon. The prcsent line (with a sta-
tion at North-street), crosses the valley to the west of the town, at
the narrowest point, on a short timber viaduct. avoiding all possi-
bility of a collision with the navigation (which does not extend above
bridge), and saving a serious expenditure, and all danger from the
floods.
The towns of Long Melford and Lavenham are engaged in the
horse-hair manufacture, and in woolstopling, &c., and would enjoy
the benefit of a quick communication both with Norwich and Lon-
don, and a cheap supply of coal and other heavy goods from the
river St ur. . .

To the town ofßury this line affords at once the most direct commu-
nication w th Norwich and London, and with the port of Lynn, with
which it already maintains a considerable intercourse ; and it will
also prove the shortest route from Yarmouth and Norw ch to the
metropolis, thereby securing a large portion of that tragic in con-
nexion with the Norwich and Brandon Railway.
Instead of passing through a thinly inhabited district, as is the
case with the London and Norwich direct line, this Railway will
accommodate a population of upwards of 150,000 souls, seven
market towns, and three boroughs, returning each two Members
to Parliament. The intermediate traffic, therefore, particularly
on market-days, will be very considerable, and will form a consi-
derable sonrce of emolument, not possessed by any other line to
Norwich.
Independently of passengers, a considerable income will be de-
rived, not only from silk and other manufactured goods, but from
the vast quantities of corn, flour, wool, malt, &c., beasts, sheep,
and pigs, dead meat and poultry, which are annually sent
from the entire district ; and from East Norfolk, to the London
markets.
The promoters have carefully revised the traffic estimates, and
the following Summary of actual Existing Traffic may be relied
upon :
Coach traffic, including passengers by coach to Lon-
don direct, coach parcels, passengers by gigs, &c.,
and intermediate between the stations, horses and
carriages, and conveyance of mails -•••••• • • • • • • • £48,766 3 10
Goods traffic, including coals between Maldon and
Braintree, and Maldon and Halstead, manufactured
goods, groceries and shop goods, corn, flour, malt,
wool, &c., cattle, beasts, carcases, poultry, &c• •.. 35,719 1 11

Total traffic ...._• ••••• • • • • • • • ••••• • •• • • £94,435 5 9
Deduct 40 ) er cent. for maintenance of way, '
working power, management, and other
expenses •

Net annual profit, being about 6U per cent. on the
capital required .. •• • • ....... •
The above is without calculating upon any anticipated increase
from the sources before-mentioned, which there is no doubt would
augment the dividend to at least 10 per cent.
The total length of the line, as at present laid down, including the
branch to Maldon (5% miles in length) is—to Bury, about 41 miles;
to Thetford, 53 miles.
The line does not Interfere with any ornamental property; there
are no engineering difficulties, aTal the gradients arc remarkably
good ; and the total cost, including stations, &c., is not expected
to exceed 13,000!. a mile, leaving a considerable balance for Engines
and Stock, Parliamentary and incidental expenses. Its claims to
public support, therefore, rest as much upon its intrinsic merits, as on
the recognised principle of protection to vested interests—while, so
far from being inimical to the lines it joins, it must act as an impor-
tant feeder to the Eastern Counties Railway, and will be the means
of preventing a diversion of the greater part of the Norwich and
Brandon traffic to the Eastern Union line.
No Subscriber liable beyond th- amount of his subscription. Four
per cent. Interest will be slowed on deposits and calls until the com-
pletion of the line.
Applications for shares to be made, in the annexed form, to the
solicitors or local agents, and to D. M'Neil, Esq., Angel-court, Throg-
morton-street, and Messrs. Sutton, (Tribble, and Sutton, Royal
Exchange, London; Messrs. Cardwell and Sons, Manchester; J.
Greaves, Esq., Liverpool ; Messrs. Collinson and Flint, Hull ; James
Jamieson, Esq., Leeds ; and Messrs. Tate and Nash, Bristol.

Form of Application for Shares.
To the Provisional Committee of the Essex and Suffolk Railway.
I request that you will allot me shares in the pro-
posed Essex and Suffolk Railway, on the terms mentioned in the
prospectus ; and I agree to take all such shares, or so many thereof
as may be allotted to me, and to pay the deposit thereon, and to
execute the Parliamentary contract and Subscribers' agreement,
when required so to do.
Name
Description -
Residence

Date

Reference to

Witness

ALSE ON MEDICAL GALVANISM.
" Mr. HALSE, late of this cottnty, but now of 5, Pelham-
crescent, Brompton, London, has lately published a pamphlet on
MEDICAVGALVANISM, the contents of which have really asto-
nished us. If it be true that galvanism can accomplish such cures as
are there stated, the galvanic apparatus must take as commanding a
position over medical science as the steam-engine does over mecha-
nical science. It is true that galvanism has long been resorted to as
a remedial agent, but the old form of batteries were so uncertain in
their action as to almost do as much harm as they did good. Mr.
liaise, like a true philosopher, conceived that it may be possible to
select the good and discard the evil effects of the apparatus, and after
years of intense study he has accotnplished what he desired—viz., to
regulate the power of the galvanic apparatus to the greatest nicety.
We consider this to rank as the greatest improvement which has ever
been made in the galvanic battery. In the pamphlet we noticed an
extract from the Shipping and Mercantile Gazette' of March 14.
We extract this article for the benefit of invalids Our readers may
have noticed several extracts we have given from Mr. Halse's
pamphlet on Medical Galvanism. We have reason to believe that
every case stated in that pamphlet is perfectly true, wonderfUl as they
cert. inly are; for, a short time since, we called on Mr. Heise, and
were introduced to him by a gentleman who was undergoing the
operation. The patient informed us that it was not at all an unplea-
sant sensation, indeed we felt it ourselves, and there was not the least
unpleasantness about it. This gentleman's case was paralysis, and
he de •lared to us that before he came to Mr. 'llse on, leg had
withered away to mere skeleton ; " bnt now, said he, "you rerceive
it is both *WO and healthy." Such, indeed, was the case. If we
can judge by the fittrater of patients Mr. liaise has, we should say he
is making some very wonderful Wes, for his house is crowded from
morning till night. Persons wishing to have Mr. Halse's pamphlet
are informed that it will be forwarded free, on receipt of two postage
stamps, His residence Is at 5, relhsUA-crescent, Brumptgn, I:ond9p.”
-Facets; Flying PM.