The Sun.
London, England, 1845-02-27 00:00:00

N. 1 - -
•FE R UAR X -
,B 1845.
NO, 1.6391. LON TLIURS .4 . •
• I INT ••,,
-_,

THE SUN is Published EVERY MORNING at FIVE O CLOCK, in Time for the EARLY TRAINS and TOWN DELIVERY ; a SECOND EDITION (Even:ng Sun) is Publishtd in Tinle f r the Al 7 EIIVCCN TRAIN
and a THIRD EDITION at SEVEN O'CLOCK, for POST, containing PARLIAMENTARY and all other NEWS in LONDON up to that Hour.

ADVERTISEMENTS INSERTED is ALL THE THREE PAPERS, Morning, Noon, and Night, thereby insuring a TOWN and COUNTRY CIRCULATION at ONE CHARGE.

GRE A T BRITAIN STEAM-SHIP at
BLACKIVALL.

Tickets, enabling persons to go on board this magnificent Vessel,
with a free passage down the ltlackwall Railway, and including
steam boat fare to and from the Vessel, can be obtained between
the hours of HALF-PAST EIGHT and FOUR (Sundays excepted), at
any of the Stations on the Railway, except those of Limehouse,
West India Docks, and Poplar, at the . following prices :—Second
Class, Is. Bd.; First Class, Is. 10d. Tickets to view the engines
can be obtained on board at an extra charge of Is. Parties walk
directly from the pier on board the steamer, which starts on the ar-
rival of each train.

BULL And WILSON are now fully preparH-1
to SUBMIT their SPRING ASSORTMENT of FANCY
WOOLLEN GOODS.—Wholesale Parcels as Ist April.
Notice—Warehouse Entrance is No. 52, St. bfartin's•lane.

PARIS AND LYONS RAILWAY.
LAFFITTE'S COMPANY.

The Provisional Committee of the Paris and Lyons Railway Com-
pany beg to state, for the information of their Proprietors, and ia re-
ply to numerous inquiries, that the only LINE OF RAILWAY to
Lyons is that adopted by the Government, for the working of which
this Company has been, for more than two years, in a position to
tender. In the event of the Government determining to lease the
Railway, on the condition of the Lessees executing the earth works,
a considerable increase in the capital will be speedily required.
Further particulars respecting the distribution of the new shares
will shortly be announced.
By order, ED. AIME, Secretary.
62, King William-street, Feb. 17, 1845.

GREAT PARIS AND LYONS RAILWAY.
Capital, 200,000,000 frs. (8,000 0001.) in 500 fra. (201.) Shares.
Deposit, 50 fra. (21.) per Share, to be repaid in full without interest,
in case the Company should not obtain the Lease.

PROVISIONAL COMMITTEE.
(With power to add to their number.)
_ . _ _

M. Le Comte do la I'insonniere, Pair de France, Membre do Conseil,
General d'lndre et Loire.

Le Lieutenant-General Comte de Rumigny, Ade-de-Camp du Rol
Administrateur du Chemin de Fer de Lyon a St. Etienne.
M. Gilber Coubaycai, de Lyon, Entrepreneur General de Trautports
du Gouvernement.J
Oudet, Administrateur des ➢iessageries Lallitte, Caillard, et

Cie. _
111,11arbier Ste. Marie, Administrateur des Messageries, Laffitte,

Calßard, et Cie.
W. T. Copeland, Esq., M.P. and Alderman,
Sir Arthur de Capell Broke, Bart.

John Gillyatt Booth, Esq.
Honourable William Ashley,

Jelin Griffiths Frith, Esq,
Henry Lewis Smale, Esq.

Andrew Spottiswoode, Esq.

John Rawson, Esq.
Captain Chamier, R.N.

hankers in Pitris—M. A. Gouln (Depute) et Cie, late Jacques
Laftitte, et Cie.
Bankers in London—Messrs. Burnett, Hoares, and Co. ; Messrs.
Cocks, Bidduiph, and Bidduiph; Union Bank of London; the Com-
mercial Bank.

Standing Counsel—M. Chain d'Estange, Depute et Avocat ; Hon.
John Ashley.
Engineers—M. Le Major Poussin, du Corps Royal du Genie ;
George Rennie, Esq., F.R.S.
Solicitors—Messrs Parkes, Smith, and Co., 12, Bedford-row.
Secretaries—N. Jules Maresehel, 58, Rue de Provence ; Mr. Irwin,
63, 3loorgate-street.
CHAMBER OF DEPUTIES, SESSION 1844.
Extract from the Projet de Loi, presented by N. S. Dumon,
Minister of Public Works :

" The railway from Paris to Lyons is, of all lines, to establish one
of those to which the country attaches most importance; to unite
the ocean and the North Sea to the Mediterranean, Paris, the capital
of the kingdom, with Lyons, which is its second town, and with
Marseilles, the first of its seaports ; in fine, to connect the north and
south of France. Such are the principal results to be realised by
the railway from Paris to Lyons ; at the same time, by a branch from
Dijon to Mulhouse, this railway will connect Marseilles with Stras-
bourg, the Mediterranean with the Rhine, and will thus secure to
France the continuance of the commercial transit which Austria and
Italy seek to take from her." _

Extract of the Report of the Commission (MM. de Lamartine, Ducos,
Serme, Meynard, De La Toumelle, Le Viscomti Decants, Schut-
zember, Vejux Lebobe) charged with the examination of the
" Projet de Loi :"

"The great railway going from Paris in opposite directions
joining the ocean and the Mediterranean, Havre, Boulogne, Calais,
Dankirk, the frontier of the north, and the great port of Mar-
seilles, uniting Paris and Lyons, our two great centres of popula-
tion and strength, of activity and industry, has always fixed the
attention of the Government, the Legislature, and the country at
large, and should command prompt execution. Already a line is
established from the English Channel, by Havre and Rouen, to
Paris, and the Great Northern Line is being pursued with vigour.
At the other extremity Avignon will soon be united to Marseilles,
and it is high time that the central part of this great line through the
heart of the kingdom, through the midst of its rich population and its
principal towns, should be executed."
Applications for Shares and for Prospectuses to be made to Messrs.
Parkes, Smith, and Co., Solicitors, 12, Bedford-row ; Messrs. Sutton,
Gribble, and Co., Brokers, 8, Cornhill ; to R. W. Carden, Esq.,
Sharebroker, 61f , Threadneedle-street ; or to the Secretary at the
Company's offices, 63, Moorgate-street.
By order,
Feb. 20, 1845. W. IRWIN, Secretary.

JELLY AND BLANC-MANGE.
SCHOLEFIELD'S Original CONCEN TRATED
10 JELLY and BLANC-MANGE require neither flavouring nor
sweetening, producing immediately, by the addition of boiling water
to the former, and boiling milk or cream to the latter, a quart of most
delicious Jelly and Blanc-Mange, equal in flavour, colour, and bril-
liancy to those prepared by the most complicated method.
Sold in pots at Is. 3d. each ; wholesale, at the manufactory, 7,
Trafalgar-place, Kentish-town; Crosse and Blackwell, Soho-square ;
Barclay and Sons, Farriugdon.street. Retail by all respectable
druggists, grocers, Ike.

'EMPLOYMENT.—Persons having a little time
to spare are apprised that Agents continue to be appointed In
London, and country towns, by the EAST INDIA TEA COMPANY,
or the sale of their celebrated teas.

Offices, No. 9, Great St. Helen's-churchyard, Ifishopsgate-street.
They arc packed in showy leaden canisters, from one ounce to a
pound, with the price and weight marked on each packet, and but
little trouble is occasioned by the sale. The license is only 11s. per
nnam, and many during the last nineteen years have realised con-
siderable incomes by the agency without one shilling let or loss.
Application to lie made (if by letter post-paid) as above.

BURGESS'S NEW SAUCE, for general pur-
poses, having gained such great approbation, and the demand
for it continuing to increase, JOHN BURGESS and SON beg mast
respectfully to offer thus their best acknowledgments to the Public
r their liberal patronage of the same ; its utility and great conveni-
ence in all climates have recommended i, to the most distinguished
oreign connections, who have all spoken highly in its recommenda-
tion. It is prepared by them only ; and for preventing disappoint-
ment to families, all possible care has been resorted to, by each
bottle being sealed on the cork with their firm and address, as well
as each label having their signature, without which it cannot be
genuine.
JOHN BURGESS and SON'S long-established and much-esteemed
ESSENCE of ANCHOVIES continues to be prepared by them after
the same manner that has given the greatest satisfaction for many
years.
Warehouse, 107, Strand, corner of Savoy Steps, London.

AUXHALL COMPOSITE CANDLES,
Bs. 6d. per doz.
PRICE'S PATENT CANDLES, 10s. 6d. per doz.
GENUINE WAX CANDLES, 28s. per doz.
These 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, 253, Regent-circus, Oxford-street.

CANDLE CAUTION. -W. S. HALES'
f 'SUPERB COMPOSITE CANDLES, 10d. per lb., are allowed
upon trial to surpass all others of the present day for beauty of ap-
pearance and brilliancy of light. W. S. Hales makes no info for Com-
posite Candles, of which town and country are inundated. To be had
genuine, also the extra-fine Wax-wick Moulds, Gy,d. per lb., for
cash, at DAVIES'S Old Established Warehouse, 63, St. Martin's-
lane, opposite Slaughter's Coffee-house.

Epronfoirser R 4 ELSEAEDNETNISIAV
/1 EuCSIEI
manufactured G
E L E
Ao n Ct
the
STREET, near the India House, London, Wholesale, Retail, and
for Export. Ladies and Gentlemen's Dressing-cases, in leather,
wood, and papier mache, from 100 guineas down to 255. Writing-
desks, 25 guineas down to 12s. Work-boxes, 20 guineas to 10s.
Ladies' Cabinet and Jewel-cases assorted ; Tea-caddies, the most
elegant in the world, 121. to 61. each, down to 7s. 6d. Ladies' papier
mache Work-boxes, 101. each down to 31. Netting-boxes, 30s. to
235. Card-boxes, 51. ss. to I ls. Set of Tea-trays, 20 guineas to M.
Bottle-cases, 30s. each. Companions, 2/. 10s. to 10s. 6d. each. Poll-
screens, 9/. the pair. Hand-screens, .50s. to 20s. the pair. Card-
ricks, 40s. to 255. per pair. Note and Cake-baskets, 50s. to 20s.
each. Bagatelle-tables, 101. 10s. 'to .3/. 10s. Leather Writing-cases,
containing a complete Dressing Apparatus, 151 10s. to 5/. 10s. Pearl
and Fancy Card-cases, 31. 10s. to 10s. each. Ivory Hair-brushes, 41.
to 21. 10s. per pair. Splendid Cases of Seven-day Razors, 101. to
2/. 10s. the set. Ivory-handle. and other highly-finished Strops from
255. to 3s. each. What-m.llff Penknives, Sporting Knives, and fancy
Scissors, 3!. to ss. each. Splendid Case of Agate, Pearl, and Ivory
Dessert-knives and Table-knives, from 42/. to 4/. 4s. the case. A rich
variety of Plate, Bronze, Gilt, and Papier )Lathe and Table Ink-
stands, from 6!. to 7s. 6d. each. ..
The quality generally of Mechi's Manufactures-the elegance of
their display, and the rare combination of excellence and economy,
with a yew extensive choice of Stock-win amply repay the trouble
of visiting his Depot, 4, Leadenhall-street.

This day is published, price 35., No. VIII. of the New Series of
rIIIIE JOURNAL of AGRICULTURE, and the
TRANSACTIONS of the HIGHLAND and AGRICUL-
TURAL SOCIETY of SCOTLAND.
The TRANSACTIONS contain Proceedings of the Agricultural
Chemistry Association, 1845 ; and the Premiums of the Highland
Agricultural Society for 1545.

Blackviood and Sons, Edinburgh and London ; and sold
by all Booksellers.

Just published,
TRAITS AND STORIES OF THE IRISH
PEASANTRY.

By WILLIAM CARLETON,

A new Edition. With an Autobiographical Introduction and Illus-
trative Notes, by the Author. In two vols. medium Bvo., price 265.
cloth lettered, with forty highly finished Etchings on steel, and Illus-
trations of characteristic scenes and scenery en Wood, by Phiz,
31•11Isnus, Harvey, and other artists.

" Mr. Carleton has caught most accurately the lights and shades of
Irish life. His tales arc full of vigorous picturesque description and
genuine pathos. They may be referred to as furnishing a very cor-
rect portrait of the Irish peasantry."—Quarterly Review, Oct. 1841.
W. S. Orr and Co., London ; and W: Curry, jun., and Co., Dublin.

Pocket Edition (500 pages), in an envelope, price 2s:, by post 3s.
O N M ARRI A•GE-
its Hindrances and Obligations.
" Of grietb concealed, and disappointments keen,
Which young and gentle—the matured and sage,
The lonely and the mated—all sustain."
By R. J. CIILVERWELL, M.D.,
_ _

Member of the Royal College of Surgeons of England, . Licentiate of
the Hall, and twenty-three years Resident Practitioner In London.
Also, companion to the same (72 Engravings), price Is., by post Is. ed.,

.ON MA sTrry—its Abuses and Diseases.
" Whereon doth hinge the dignity of wan,
The health of offspring, and domestie love !"

These publications are free from ompyricism and mawkish senti-
mentality—they abound in stern truths, and are addressed to the in-
telligence of the times. . .
•

RAILWAY DEPARTMENT OF THE
BOARD OF TRADE.

the question of interfereice with private property, from the consi-
deration of which we arc expressly precluded, there can be little
doubt that the arrangement proposed by the Newcastle and Ber.
wick line is decidedly preferable. the advantage of a junction of
the different lines leading to Newcastle in a central st.ition must
be admitted to he very considerable, snore especially when it is
considered that many of them carry a very laws local Willie for
short distances. The number of local passengers entering and
leaving the present Gateshead station is stated to t e not leis than
500,000 annually ; and on the Newcastle and North Shields
way not less than 550,000 passengers are conveyed annually. It
has b en objected, that this amount of local traffic might interfere
with the through traffic of the Newcastle and Berwick line, which
proposes to use the line of the Newcastle and North Shields for a
short distance; but, as the two lines will be united under one ma-
nagement, and as the number of through trains will not be great,
we do not think that any injurious amount of interference, either
in respect of public safety or convenience, need be apprehended.
The connexion with the Newcastle and North Shields Railway also
affords a ready means of access to the shipping quays at Newcastle,
which is very desirab'e.

REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE
ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION
FROM NEWCASTLE TO lIHRWICK.
(Ordered, by the House of Commons, to be printed, 24th Feb. 1845.)
Railway Department, Board of Trade, Whitehall.
The Boarl 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 two competing schemes-for
extending railway communication from NeWcastle to Berwick,iiz.,
the Newcastle and Berwick, and the Northumberland, have de-
termined on submitting the followiug report thcteon for the comi-
deration or Parliament.

In this case there can be no doubt that the object of completing
the eastern line of communication by the construction of the sole
remaining link between Newcastle and Berwick is one highly de.
sirable to be attained ; and as there are two companies in the field
to effect it, and the returns of traffic appear sufficient to show an
expectation of a fair though moderate return on the capital re_
quired, we may at once assume that the question is reduced to one
of preference between the competing schemes.
The Newcastle and Berwick scheme is promoted by the same
parties who have carried out the remaining links in the east coast
communication between Darlington and Edinburgh.
The abandonment of the portion of their line beyond Darlington
by the Great North of England Company, owing to the expensive
nature of the works upon the line selected between Darlington and
Newcastle, and the difficulties arising from the state of the money
market, rendered the attainment of this object for a considerable
time exceedingly problematical. At length, by the aid of a gua-
rantee of six per cent, given by the several Companies interested in
the Eastern route, the requisite capital was raised for completing
the communication as far as Newcastle. The success of this pro-
ject led to the formation of a Comff,iny, promoted by the same In_
terests, to construct the North British line from Edinburgh to
Berwick, which was sanctioned by the Legislature last sear. As a
natural consequence of the sanction of the North British line, the
prrject of a line between Newcastle and Bernick, for which sur-
veys hut' been previously mad?, was brought for ward under the
auspices of the united eastern Companies, north of Rugby ; as d
from a corre•pondence which has Wen mate pub ic, it ap-
pears that there would have been no likelihood of opposition to
had net the line, as originally laid out, threatened to interfere in
a particular instance with private property in a manner considered
so objectionable, that an opposition Company was got up fur the
express purpose of averting the injury. Upon the details of these
proceedings we shall not further enter t fur we think it sight to
state that, except In so far as the actual position and relations
of Companies formed for the promotion of particular schemes may
affect the general question of public advantage, we have not
thought ourselves warranted in allowing circumstances wi.ich may
have led to the formation of these Companies, or which may have
take.' place previous to the submission of their schemes in a defi-
nite form, in compliance with the standing orders of Parliament, to
enter as an clement into our consideration. We proceed, there-
fore, to compare the two schemes now before us upon their public
merits, altogether irrespective of the circumstances which may have
led to their formation,

It is proposed also to render the railway-bti:ge across the Tyne
available for the general traffic of coaches, carts, and foot.pas-
sengers, which will be a considerable benefit to the town of New-
castle, the opinion of whose inhabitants, as expressed by resolutions
of the town.council, appears to be decidedly favourable to the mode
of traversing the town ad, ptid by the Newcastle and Berwick
scheme, as compared to that of the competing scheme.
A similar preference appears:to be given to this scheme by the
inhabitants of Morpeth, on the ground that it affords them a better
station and preferable local accommodation ; and generally speak-
ing, both in the above respects, and in giving a communication to
Alnwick, Blyth, and to the populous mining district of Killing.
worth, Benton, Seghill, &c., the Newcastle and Berwick scheme
appears preferable to its competitor as a local line.
The superiority of its gradients also renders it a better line for
the important local object of the cheap transport of coal from the
mineral field of the Tyne to the more northern parts of the county,
and the Kelso branch has in this respect a similar advantage over
the corresponding branch of the Northumberland scheme.
We have already referred to the circumstances in which the
two schemes originated, and to their relations to the other existing
railways in the great eastern line of communication, for the
purpose of stating that such considerations could only be en-
tertained by us in so far as they had any bearing upon the
question of the comparative public advantage of the schemes
themselves as finally submitted to us. In this point of view,
however, it becomes impossible to overlook them. On
the one hand, it is claimed as one of the strongest ground
of preference by the promoters of the Northumberland line, thas
their scheme is entirely independent of all existing railway inte-
rests; while, on the other hand, the connexion between the Newt
castle and Berwick scheme and the lines already completed or
sanctioned to the north and south of it, is urged by its promoters
as a valid reason, on public grounds, for giving it a preference.
The argument of the Northumberland Company is, that such
an identification of interest as amounts to a virtual monopoly
exists among the different lines forming the eastern line, and that
this monopoly would be consolidated by giving a preference to the
Newcastle and Berwick scheme all the way from Edinburgh to
Rugby. It is therefore urged that it is highly important, on
grounds of public policy, to break up this monopoly by placing
the important link between Newcastle and Berwick in the hands of
an independent Company, to a certain extent in opposition to the
existing interests.
After having given the subject all the consideration which its
undoubted importance merits, it does not appear to us that any-
thing that cats be called monopoly; in the proper sense of the word,
exists at present, or would be extended or consolidated by giving a
preference to the Newcastle and Berwick scheme.

The first and most material point of difference between the two
schemes is, that the Northumberland Railway is projected as as
atmospheric line, by parties who profess the utmost confidence in
the success of the atmospheric system, and are fully prepared to
adopt it, unless the contingency, which they consider extremely
improbable, of an unforeseen failure of the experiment now about to
be tried on the Croydon and Epsom line, should compel them to
resort to the use of locomotive engines.

It becomes necessary, therefore, that we should state, both in
regard to this and to other schemes similarly circumstanced, how
far the conclusions at which we have arrived have been formed or
modified by reference to the atmospheric system.

The experiment at Dalkey may be considered, to a great extent,
conclusive as regards the success of the atmospheric sy..tem, con.
sidered merely as a mechanical problem. It is demonstrated that
trains may be propelled by means of it at high velocities, with
safety and convenience to the public; and there appears not suffi.
cient reason for doubting that, as far as mere mechanical
arrangements are concerned, the same result may be at.
tained when the separate consecutive portions of line
over which the trains have to pass are multiplied indefinitely.
This, however, is a point which will soon be brought to the tent of
experience by the experiment about to be tried on the Croydon and
Epsom line.

It is impossible, therefore, not to feel the highest interest in the
progress of an experiment, whose success hitherto has been suffi-
cient to induce eminent authorities to entertain strong hopes that
the result may be an acceleration of speed in travelling, combined
with the general introduction of a system of very frequent trains
and low farts.

The question, however, assumes a different aspect when we are
called upon, in forming a judgment upon competing schemes, to
assume the complete success of the atmospheric system, not mere!)
as a mechanical theory, or as applicable under peculiar circum-
stances, but in a practical and commercial point of view, as appli-
cable to railways generally.

While we wish to guard ourselves against being supposed to express
any opinion whether the atmospheric ssstem may or may not be
found ultimately to be so applicable, it becomes necessary for us to
state a few obvious reasons why we shou d not be iustifiel at pre-
sent in allowing the assumption of such success to enter as an ele.
went in the comparison of such lines as are now under conside-
ration.

Assuming for the moment all mechanical difficulties to be over-
come, the question still remains by which the practical success of
any system of propulsion must be tested, viz., that of expense.
Under this head the important question is not yet lully solved, whe.
then a double line may not be equally required with the atmo.
spheric as with the locomotive system for the convenient working
of a large and mixed traffic over an extended line. Upon this
point the opinion of some eminent authorities has been strongly
expressed to the effect that a double with double tube,
&c., would be indispensable, unless upon a short line,
where the traffic should consist of a certain number of trains
starting at regular intervals fiom each en.l ; mar is there anything
in the experience of the atmospheric systan, up to the pres.nt
time, that would warrant us in assuming this opinion to be alto.
gether unfouniled. But it we were to assume a double line to be
necessary, the first cost of construction under the atmospheric
system uould be so greatly increased, that a o reduction in the rate
of workit.g expenses con d compensate for it, uaLss the traffic was
exceedingly large The curt of the atmospheric apparatus ►s esti.
mated by Messrs. Earnuda, in their evidence last year Mora the
Croi don and tpsom Committee, at 4,0004 per mile of single line,
independently of the cost of static nary engines, which is estimates
at abouts,oool. fur every three miles, or 1,7001. per mile. The
actual cost of the propelling power by the atmospheric system was
stated by the manager of she Dalkey Ike, in his evidence before
the Croydon and Epsom Committee, last year, to h.►ve been a frac-
tion over 7d. per mile ; and, Including tt e cost of maintenance of
way, the comparison was stated, by the same gentleman, to stand
as Pd. per mile under the atmospheric system, against ls. 4id. per
mile unaer the locomotive system. It is evident, therefore, that
even if we could assume the sufficiency of a single line under the
atmospheric system, we should not be warranted In assuming the
success of that system, in a commercial point of view, as an esta-
blished fact, especially when the traffic is not likely to be large.
It is also the opinion of many practical men, that the atmospheric
system could not be applied with advantage when the traffic is
of a mixed character, consisting, In a great measure, of heavy
trains of goods and minerals, and there are, as yet. no sufficient
data to warrant us in assuming this opinion to be altogether with-
out foundation.

Under these circumstances, and considering that, on the one
hand, a good locomotive line can always be rendered available for
the atmospheric system, should that system be found to succeed;
while, on the other hand, a line laid out expressly for the atmo.
spheric system might not, in the event of its failure, admit of being
readily converted into a good locomotive line, we have not thought
ourselves justified, when comparing two rival projects presented to
us, in assuming the complete success of the atmospheric system,
which is still under experiment, but have thought ourselves bound
to form our opinion upon them with reference to the present and
not to the future or possible state of the science of railway loco-
motion.

We shall proceed therefore to compare the two lines, apart from
all considerations as to the atmospheric system.
As locomotive lines, the Newcastle and Berwick has a great
superiority over its competitor in respect of gradients. The
gradients of the Newcastle and Berwick line are of a very superior
description, having in the whole course of the line only two planes,
one of 1 in 170 for 31 miles, and the other of 1 in 150 for two
miles, upon which the use of additional power might occasionally
become necessary. All the rest of the line has remarkably easy
gradients, and would admit of being worked over at the highest
velocities.

The Northumberland line has gradients of I in 50, 3 in 59, 1 in
80, and on the whole, a length of upwards of five miles, at an
Inclination steeper than or equal to 1 in 100, and of 81 miles at an
inclination of lin 100 to lin 150. It is true that these gradients
are generally far short distances, and undulating, and are there.
fore not so objectionable as if they, had been for greater lengths ;
still, when compared with the excellent gradients of the other line,
their inferiority is manifest.

Sherwood, 23, Paternoster-row ; Carvalho, 147, Fleet-street ;
Hannay, 63, Oxford-street ; Mann, 39, Cornhill ; and the Author, 21,
Arundel-street, Strand.—At home daily till Two : Evenings, seven
till Nine.

The different Companies forming the links of the line from
Rugby to Edinburgh, i. e. the Midlands Companies, the Great
North of England, the Newcastle and Darlington, and the North
British, are independent of each other. As regards some of these
Companies, it is notorious that this independence is acted upon to
the fullest extent, and that there is not even that unity of manage-
ment and policy which might not unnaturally have been expected
to result from an identification of interest. In regard to other
Companies, again, this unity does exist to a greater or less degree,
founded in a great measure upon sommon interest.
This unity of interest, however, is consolidated by no permanent
tie, and might be dissolved to-morrow by the shareholders of any
one of the Companies named, if they saw reason to believe that
their own interests and those of the public were being sacrificed to
promote the interests of other lines.

There does not appear, however, to be the slightest ground for
alleging that this has been the case, or that the unity of interest,
such as it is, which has subsisted among the different Companies on
the eastern line, has been otherwise than advantageous to the
public. The term " monopoly" cannot be applied with any justice
to such a combination of the different consecutive links of a great
line of railway communication as tends to ensure the whole being
worked as one concern for the purposes of the through traffic.
On the contrary, the objection might be more aptly applied to the
existence of one of such links in a state of absolute independence,
with both the power and the inducement to put the public to in.
convenience, in order to extract an undue proportion of the
profits of the through traffic. Such instances ate by no means
imaginary ; on the contrary, many cases might be quotoi where
the public have been subjected for long periods together to
great inconvenience, and have been heavily taxed, owing to
the absence of that unity of interest between connecting lines,
which is objected to as creating monopoly. It will be
sufficient to refer to one case, that of the interrup.
tion which for a long time existed at Birmingham, whereby
persons who had begun their journey between London and Liver.
pool, or Manchester, as second or third-class passengers, were ire.
quently compelled, either to take out first.class tickets for the re.
minder of the journey, or to incur a serious delay. It is found
also in practice, that unless a very close unity of interest exists
among the different portions of what really constitutes one great
line of communication, it is scarcely possible to introduce that
harmony and accuracy of arrangement which are essential to en.
sure speed and punctuality. Many important branches of traffic
also are apt to be neglected, which can only be properly developed
were a long consecutive line of railway is united in one common
interest. Coals and heavy goods, for instance, c..n be conveyed for
long distances with a profit at rates which would be altogether in-
sufficient to remunerate a Company which had only a run of ten
or twenty miles, and thus many of the most impertant benefits of
railways to the community at large can only be obtained by uniting
through lines in one interest. Nor does it appear that any dis.
advantage can result from such union among the consecutive links
of one through line, similar to that which may be apprehended
where cross lines, sanctioned for entirely different purposes, sup.
ported by different streams of traffic, and united by no legitimate
common interest, combine for purposes of mutual defence. In
such cases it is evident that amalgamations, especially if of a per-
manent nature, ought to be scrutinised with extreme jealousy; but
the case appears to us to be very different as r egards lines which con.
stitute portions of what, for paramount public objects, must be
considered as properly one system.
We are of opinion, therefore, that in the case before us, such
modified identification of interest as exists between the Newcastle
and Berwick and the other eastern Companies cannot be considered
as objectionable on public grounds; but, on the contrary, as
furnishing an additional guarantee for the proper working of the
Me, and full development of its resources in the manner most ad-
vantageous for the public, reference being had to the peculiar cir.
cumstances m which the eastern chain of communication is placed
by the competition both of steamboats between London, Edinburgh,
and all the principal eastern parts, and also of the western line of
railway communication, which will afford a route between Edin.
burgh and London only a few miles longer than any that has been
proposed on the eastern side of the kingdom.
In another respect, this same identification of interest affords an
important advantage, viz , in the additional security which it af.
fords for she completion of the undertaking in its integrity. The
returns of traffic submitted to us show a sufficient but still a
moderate return on the capital that may probably be required ;
and therefore, in the event of any unforeseen accident or change in
the limey market, it is by no means an improbable contingency,
that a new Company, left entirely to its own resources, might fail
to complete the more difficult and expensive portions of the work;
such for instance as the bridges acsoa the Tyne and Tweed. The
united interest, however, of the Eastern Companies would at all
times be amply sufficient to carry out a scheme promoted by them
in such a complete form, as to enable them to contend, at
the greatest possible advantage, with the competition of the
western lines for the Sco ch traffic. This consideration ap.
pears to us also to be a sufficient answer to the of jection which
has been urged by the promoters of the Northumberland scheme—
that if the scheme promoted by the eastern Companies is granted
there will be less likelihood of the present circuitous route of the
line between Newcastle and Darlington being improved. The
engineering difficulties of the country on a direct lice between
Durham and Newcastle are known to be great, having formerly led
to Parliament sanctioning the abandonment of that portion of the
projected line of the Great North of England Company for which
an Act had been obtained; and as the present route of the New.
castle and Darlington Railway accommodates Sunderland, Shields.
and the population of the country better, and will be improved
by cutting off the angle at Brockley Whins, so as to be only a
few miles longer than the direct line, it may be questionable
whether the through traffic will be sufficient to justify the ex-
penditure necessary in order to carry a more direct lice with
tolerable gradients across the difficult country to the south of
Newcastle. Should this, however, appear to be the case, there
can be no reason to apprehend that the combination of eastern
Companies, after completing the communication to Edinburgh,
would hesitate about effecting any improvement which, in
the even balance of distance between the eastern and western lines
of communication with Scotland, was felt to be important. For
the following reasons, therefore,-
1. Because the Newcastle and Darlington is a decidedly better
line than the Northumberland, considered with reference to the
established method of propulsion upon railways, which alone has
undergone the test of experience ;
2. Because it affords more local accommodation, and passes the
principal towns, in a manner considered by the inhabitants to be
more conducive to their interests ;
3. Because it affords more convenient bridges across the Tyne
and Tweed ;
And, 4. Because its connexion with the other railways forming
the eastern line of communication, affords a better guarantee fcr
its completion, and for its being worked in a manner the most bene-
ficial to the public.

Our views upon the subject of gradients have been already fully
stated in our report upon the Manchester and Leeds district, to
which we here refer. It will be seen, that while as a general rule,
and more especially for lines of light and frequent traffic for short
distances, in districts where level gradients cannot be attained with-
out an enormous increase of expense, we are disposed to think
that undue importance has often been attached to superiority of
gradients, as compared with economy in the first cost of construc-
tion, we do not fail to recognise the obvious advantage of good
gradients, when such can be attained at any moderate cost, upon
such a line as the present, which forms a great link in a very im-
portant and extended system of national communication.
Perhaps the greatest advantage of decidedly good, as compared
to
punctuality. The chances of delayare considerably multiplied upon steep gradients, occurring too
no
y, inferioro f
ahither
frequently to admit of the regular use of assistant power, espe-
cially in certain states of the weather. Upon short lines, and for
a local traffic, this may be comparatively unimportant, but where
degree of that they admit, consistently with eco-
m
the delay accumulates over 60 miles, and affects the whole system
of trains from Newcastle to London, it may become a formidable
evil. Accordingly, we can have no hesitation in pronouncing de-
cided superiority of gradients a strong feature of preference in a
fine such as that from Newcastle to Berwick, and as sufficient to
compensate for the difference in actual distance, in which respect
the line on inferior gradients has the advantage.
This opinion might have been modified if the superiority of
gradients on the part of the Newcastle and Berwick line had
involved any disproportionate increase of expense. But this
does not appear to be the case. The works of both lines are
remarkably easy, with the exception of the bridges across the
Tyneestimated aildTweed,and passage through the town of Newcastle.
The capital of the Newcastle and Berwick line is
1,400,0001.; that of the Northumberland, 1,000,000/. The latter
estimatertai is fo
far
it
singleight atmospheric line, and it is therefore not very
n how be accurate for a double locomotive line.
certain
r a
might
Assuming this, however, to be the case, the excess of capital,upon
the main line of the Newcastle and Berwick will not be very great,
since out of the 400,000 k additional which the scheme is esti-
rocaatedl actcoormemqrea
well as a much more complete and expensive passage of the Tyne
and through the town of Newcastle, to which we shall presently
require,
ion,
provides eight and a half miles of branches for
ion, not provided for by the other scheme, as
advert. In regard to gradients, therefore, we consider that the
Newcastle and Berwick scheme has a decided advantage, and that
the small additional outlay at which this advantage may be Pur-
chased, is, in a case like the present, well bestowed.
The next important point of comparison is as to the made of
passing the Tyne and the town of Newcastle. The Newcastle and
Berwick scheme proposes to effect this Object by a lofty bridge and
viaduct, forming a direct communication between the high parts
of Newcastle and Gateshead, and uniting in one central station all
the different railways which radiate from Newcastle.
The Northumberland line, on the other hand, crosses the Tyne
at a lower level, by a bridge approached by steep descents, and then
tunnels under the town for a distance of 2,410 yards.
Considered with a view to public advantage, and irrespective of

FOURTEENTH EDITION of the SILENT FRIEND on Human
Frailty, with Coloured Engravings.
Just published, price 2s. 6d., free by post (in asealed envelope) 33.6 d.,
THE SILENT FRIEND ; a Medical Work on
the Infirmities of the 4.euerative System in both sexes ; and
on the loss of the reproductive powers, with means of restoration.
The baneftil effects of solitary indulgence, neglected syphilis symp-
toms, &c., are fully pointed out. Illustrated by Engravings; followed
by observations on Marriage, u ith plain directions for the removal of
certain disqualifications. By R. and L. PERRY and Co., Consult ng
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., 63, Ox-
ford-street ; Gordon, 146, Leadenhall-street ; Purkiss, Compton-
street, Soho; and all Booksellers.
" We regard the work before us, the ' Silent Friend,' as a work
embracing most clear and practical views of a series of complaints
hitherto little understood, and passed over by a inMority of the me-
dical profession, for what reason we are at a loss to know. We must
however confess that a perusal of this work has left such a favourable
impression on 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.
" The authors of the Silent Friend' seem to be thoroughly con-
versant with the treatment of a class of complaints, which are. we
fear, too prevalent in the present day. The perspicuous style in
which this book is written, and the valuable hints it conveys to those
who are apprehensive of entering the 'marriage state, cannot fail to
recommend to it a carethl perusal."—Era.

We arc of opinion that, upon public grounds, it deserves a pre-
ference over the competing Northumberland scheme.
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 should be made to Parliament
by this department upon railway schemes, " That no such reports
should be held to prejudice the claims of private persons, the
examination of which should be altogether reserved to the Houses
of the Legislature."

The CORDIAL BALM of SYRTACUM is exclusively directed to
the cure of nervous and sexual debility, irregularity, weakness, loss
of appetite, indigestion, consumptive habits, and debilities arising from
excess, &c. In bottles, price 11s., or the quantity of four in one
bottle for 335., by which Ile. are saved. The five-pound cases may
be had as usual.

The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi-
litic remedy for searching out and purit)•ing the blood from scurvy,
blotches on the head, face, and body, ulcerations, and those painful
affections arising from improper treatment or the effects of mercury,
removing secondary symptoms, and all eruptions of the skin. Price
I Is. and 335. per bottle.

PERRY'S PURIFYING SPECIFIC PILLS, price 2s. 9d., 4s. Gd.,
and Ile. per box, are the most effectual remedy for strictures, inflam-
mation, irritation of the bladder, &c., without hindrance to business.
Consultation fee, if by letter. It. Minute detail of cases necessary.
3less:s. Perry are in daily attendance, for consultation, at their re-
ridence, 19, Berners-street, Oxford..treet, London, from 11 till 2, and
5 till 8. On Sundays from 10 till 12. One personal visit is only ne-
cessary to effect a permanent cure.

In 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 Parliament
in forming a judgment upon the schemes in question, in so far as
our report may be available for that purpose, we are anxious 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.
DALHOUSIE.
C. W. PASLEY. G. R. PORTER.
D. O'BRIEN. S. LAING.

SERIOUS GIG ACCIDENT.—Last evening a man,
named Charles Denny, was driving a gig at a rapid rate down Pearl-
row, l3lackfriars-road, when, coining in contact with a cart, he was
thrown with fearful violence, head foremost, on the pavement. On
being picked up he was found to be quite insensible and apparently
lifeless. Ile was carried to St. Thomas's Hospital in a dangerous con-
dition. The gig was shattered to pieces, but the horse escaped un-
injured.
THE BISHOP OF ELY.—We regret to state that
very unfavourable accounts were received last night from Ely
Palace as to be health of the Right Rev. Prelate. The favourable
symptoms which had manifested thtlllSelveS having entirely dis-
appeared within the last few days.

HOUSE OF COMMONS.—The new Committee-rooms
are now completed, with one or two trifling exceptions. On Tuesday
the doors were hung, and tires placed in each, to allow them to be
properly aired. The rooms vary in ,size, some of them being very
spacious, with a view of affording accommodation to a great number
of witnesses and others who are engaged on important Bills. The
tables are also so arranged that the confusion so much complained of
at present will be entirely obviated, ample space being allowed be-,
tweea the tables and at the sides for the persons in attendance. The
rooms will be opened for the first time at the approaching sittings of
the general Committees on railway and other Bills.