The Sun.
London, England, 1845-04-23 00:00:00

in fact, be a competing line with the proposed Cam-
bridge and Lincoln Railway. Under these circum-
stances we think there are sufficient public reasons why
it should not receive the sanction of Parliament.
EASTERN COUNTIES—BRANDON AND
PE TERBOROUGH EXTENSION.
In explanation of this scheme, it is necessary to
remark that the Eastern Counties Railway Company
obtained last year an Act for making a line from Ely to
pass midway between Chatteris and Doddington, by
Whittlesea to Peterborough. The object of the present
scheme is to make a deviation which, avoiding Chatteris,
may accommodate the town of March.
The length of the line would be thus increased by
about three miles, but the promoters allege that the
outlay would not be augmented thereby, and that the
contractors who had agreed to make the original line
now undertake to construct the deviated and longer line
at the same cost as the shorter.
The first eight miles from Ely of the proposed devia-
tion are coincident with the same portion of the Ely
and Uncoln proposed Railway ; and if the latter
scheme were carried into effect, a proportionate reduc-
tion in the expense would result. We must add, how-
ever, that we have reported our reasons why the Ely
and Lincoln proposed railway ought not to receive the
sanction of Parliament.
The project is objected to by the inhabitants of Chat-
teris, who will suffer inconvenience if the line, as it has
already been sanctioned by Parliament, should be re-
moved from them.
If the line could be considered as a main trunk line, a.
deviation involving an increase of three miles in distance
might be considered to affect unreasonably the general
convenience of the public ; but the project in question
must be dewed more with regard to local-accommoda-

tion than to through traffic. -
March is a place of greater population than Cbatte-
ris ; the former containing by the last census 5,706 per-
sons, and the latter 4,813. March also contains 1,163
inhabited houses, while Chatteris has but 956. Consi-
dering, therefore, that the new line may be made as
cheaply, that it will afford rather more local accommoda-
tion than the original line, and that the through traffic
is not likely to be very great, there are no public rea-
sons which, in our opinion, ought to be decisive
against it.
At the same time, we deem it our duty to suggest
whether; as the direct line has received the sanction of
Parliament, the company should not be required so to
regulate their fares as to charge no more on the extra
distance, on the through traffic, than they were em-
powered to charge on the direct distance.
EASTERN COUNTIES—FINSBURY EX-

TENSION.
This is a prolongation of the Northern and Eastern
Railway, through the terminus near Shoreditch, across
that street and several others, to the City-road, near
the north side of Finsbury-square, in length 600 yards.
This scheme partakes something of the character of the
Tottenham and Farringdon extension project, which
has already been reported upon by this Board in con-
nexion with the London and York schemes; that is to
say, the object of each is to obtain a more central me-
tropolitan terminus. The distance is only 800 yards be-
tween the present and the proposed terminus of the
Eastern Counties Railway; yet the cost of making the
extension will be considerable, and it may not, there-
fore, be to the interest of the Company to incur such an
expense, if the Tottenham and Farrmgdon-street project
should be carried out,.
It is further very important that so essential a part of
the communication between London and York as is
afforded by the Tottenham and Farringdon-street
branch, should not be interfered with by any minor pro-
ject of this description.
On the other hand, it appears desirable, with regard
to the counties of Norfolk, Suffolk, and Essex, which
are supplied by the Eastern Counties Railway, that it
should have a more central terminus than that at present
in use at Shoreditch.
Therefore, although we think that the Finsbury FA"
tension is inferior to the Farringdon-street terminus as_
regards the northern traffic, and that it should not by
any means be sanctioned in lieu thereof, we are of opi-
nion that, having respect to the eastern traffic, no publics
reasons exist why it should not receive the sanction of
the Legislature.
EASTERN COUNTIES.—CAMBRIDGE AND
BURY ST. EDMUND'S EXTENSION.
This line would run in a direct course between the
,towns of Cambridge and Bury, a distance of twenty-five.
miles and fifty chains, through a level country, present-
ing no engineering difficulties of consequence ; but, on
the other hand, offering very small inducement for the
outlay of capital on even the most economical scale.
The district through which it would be carried is but
thinly inhabited ; the population of all the parishes
lying between Cambridge and Bury, and which it
would traverse, being under 12,000, and Newmarket
being the only town on the route. There is at present
little or no traffic between the terminal towns, both of
which will be amply supplied with railway accommoda-
tion by means of projects now before the Legislature,
and which will bring them into connexion: Cambridge
with Londen, Norwich, the north of England, and
Scotland ; and Bury St. Edmund's with London,
Norwich, and Ipswich.
There are, no doubt, at certain times, a considerable
number of persons repairing to Newmarket; but the
(Toning of lines that would convey them to Cambridge
would sufficiently answer their purpose. Newmarket
has little or no trade, or other means of supportipg a
railway, even of the cheapest construction.
Under these circumstances, we can see no public
reasons to lead us to recommend this extension line to
the favourable consideration of Parliament.
DARTFORD AND RUMFORD RAILWAY AND
STEAM FERRY.

This line would begin in the High street of Dartford,
and it would proceed in nearly a direct course to the
bank of the Thames, opposite to Purileet. The convey-
ance of the traffic across the river would be by means of
a steam ferry, and from the Essex bank of the river the
line would proceed in a direct course to the Eastern
Counties Railway at Rumford. The entire length of
railway to be constructed would be nine miles and ten
chains.

The construction would not be difficult nor expensive ;
but there is no existing traffic between Dartford and
Rumford, and no good reason has been adduced for sup-
posing that any such is likely to arise whereby a railway
could be supported, and we are of opinion that there are
no public grounds upon which Parliament can be called
on to sanction this project.
EREWASII VALLEY RAILWAY.

This line of railway is intended to issue from the Long
Eaton station of the Midland Railway Branch between
Derby and Nottingham, and to pass with nearly a direct
course up the valley of the Erewash, to join the Mansfield
and Pinxton Railway, in the parish of Selstone. It is de-
signed principally for the accommodation of the numerous
iron works and collieries situated in the district through
which it passes, and to which as many as thirteen short
branches are thrown out to the right and left in its
course. The produce of these works has hitherto been
conveyed to market by means of canals, which being sub-
ject to the various disadvantages of being circuitous and
tedious when in operation, and liable to frequent inter-
ruptions through floods or frosts in winter, and from de-
ficiency of water in summer, a more rapid and certain
and at the same time a less expensive means of transport
is sought through the construction of this railway.
This scheme was brought forward in 1836 as a branch
of the Midland Counties Railway, and was favourably
reported on by a Committee of the House of Commons
at that time, notwithstanding the opposition of the canal
companies, who now again come forward against it.
The statement of the promoters is, " that it was with-
drawn in consequence of expectations which have not
been realised."
The main line is Isi miles in length, and the total.
extent of railway to be constructed, including the 13
branches, is 25 miles 67 chains. The works will be
light, and the curves and gradients favourable on the
main line, the steepest inclination being lin 200. On
the branches the gradients are severe, being 1 in 32i,-
lin 35, I in 50, 1 in 56, 1 in 76, and 1 in 97 ; but as.
they all ascend from the main line to the works with
which they are connected, and will be used for the con-
veyance downwards of coal and iron, there is but little
objection to them. Many bridges will be required for
crossing the river Erewash and the different canals.
The statements of traffic brought forward lead us to
believe that the railway will be adequately supported.
Under these circumstances we feel called upon to
state that we are not aware of any public reasons which
should induce the Legislature to withhold its sanction
from the scheme.
THE EPPING RAILWAY.
This line is projected in connexion with the London
and Blackwall Railway. Its commencement is at the
Stepney station of the railway, and its terminus at the
town of Epping, the length of the line being 15 miles 29
ofth the promoters London
te rims
itnoutsu rinn toF
chains.
moreeir
e nch uPr
cr
fi t aTb hlo-
ae °cl oe ct t
street, by making it available for the convenience
of the
inhabitants of various populous villages lying of the
City of London, Lay tor s',one east
Wunstead, Woodford,
Chicrwell, and Loughton, and who appear from the traffic
traffic
table furnished to have constsnt intercourse
Lon-
don, The population of those places, added
w
added to that of
Epping, amounts to 13,475 persons.
The line would necessarily be very
.costly. At its
departure from the Blackwall Railway, proposed to
carry it upon an arched viaduct 2,40 1t
yardsis in length
—nearly 1 mile—at a heightvaryi •
ne• from 18 to 33
feet, and this viaduct is to be followed
by an embank-
ment miles long, averaging 18 feet in height, which
embankment would, however, be saved by connecting
the line with the Eastern Counties Railway, at the
termination of the arched viaduct, provision for which
is made in the plans lodged by the promoters. Should
this connexion not be made, the line would run for a
mile parallel with and close to the Eastern Counties
Railway, which it then would cross obliquely, and on a
level just beyond the spot where the Cambridge branch
separates from the Eastern Counties line. With the
exception of some heavy cuttings and embankments,
which occur in the last 2i miles, the works are not
otherwise expensive or objectionable.
The experience of existing lines of railway connected
with the same locality will not justify the hope of any
adequate return for capital invested in so very costly an
undertaking as this must necessarily be, if carried through
on the plans now offered.
The proposal to cross the Eastern Counties Railway
diagonally, an a level close to a spot where the traffic
will be the greatest, appears to be highly objectionable
on the score of safety to the public, when no peculiar
necessity can be shown for the adoption of such a course.
The connexion of this railway with the Blackwall line,
the latter being worked by means of stationa parts;
ropes, and pulleys, whi.e the line to Epping
volle °con-
worked by locomotive engines, appears.fto.
it be not also
siderable difficulty, and some delay, I
attended with danger.
The consideration of these various points has led us to
the conclusion that no adequate public advantage could
result from the sanction of the scheme as now proposed,