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

The benefits thus conferred on these distr:cts, in addi-
tion to those resulting from the means of cheap and ex-
peditious intercourse for passengers, and fur the trans-
port of corn, cattle, and other agricultural produce, being
afford in every direction, and to all the principal mar-
kets of the kingdom, would, we are conviaced, be of the
greatest importance ; and it appears to us, that by the
combination of schemes which we have described, these
great objects would be attainel as securely, as completely,
and as economically as it is possible to expect, and much
more so than would he the case if any of the other com-
binations which How present themselves should be
preferred. _

- In conclusion, we beg to draw attention to the passage
;of the Fifth Report of the Select Committee of last year,
ih which it is stated, in recommending that reports
shou!d be made to Parliament by this department upon
railway scbenus, " That no such report should be held
to prejudice the claims of private persons, the examina-
tion of which should be altogether reserved to tl a [louses
of the Legi lature."
In submitting to Parliament, in conformity with the
recommendations 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 re-
port may bJ available fur that purpose, we are anxious
that it sh add be distinctly und,rstood that we have ar-
rived at these results solely upon public grounds, and to
the exclusion of all considera.io: s how far such results
might require to be modified by a due regard for private
rights and interests.

DALHOU G. C. W. PASLEY. G. H. PORTER.
D. o'l3_ HIEN. S. LAING.

TEIAL CRuisE.—There appears to be sorne:hing
not quite right, or hardly fair, in the late trial cruise
between the Victoria and Albert, the Black Engle, and
the Rattler; which, while it made the trial app
ar very
favourable for the yacht, tended to bring the Rattier and
her screw into disrepute, and very undeservedly so. The
yacht of 1,034 tons measurement. has engines 430 horse
poiver; the Black Eagle of 540 tons, 260 horse power;
while the Rattler of 866 tons has only 200 horse power;
with so much less proportion of power it was impossible'
she could compete with them. Had the nattier, instead
of 200 horse power had 360, which would have Leen in
exact proportion to her tonnage, as the power to the
tonnage is in the yacht, .sbe would have beat both the
yacht and the Black Eagle hollow, not only in heavy
seas, but in smooth water; in no ease would they have
stood the least chance with her. —Devonshire Independent.
The whole of the farming stock, decorations of
the pleasure grounds, portion of the furniture, &c., of
iswitoyal Highness the Duchess of Gloucester, at Bag.
riot Park, where the Duchess's establishment has ben
kolcza up, is to be forthwith brought to the harmer.

time nothing will be created that can be considered as
unfair or injurious competition, or that will tend to de-
preciate the large amount of capital that has been in-
vested (hitherto unproductively) in the existing Eastern
Counties and Midland lines.
The extreme cheapness of construction of the new
lines from Cambridge to York will render it both prac-
ticable and equitable to secure, by legislative provisions,
a lower system of fares and charges, and greater advan-
tages than have hitherto been contemplated. Inde-A,
the parties themselves voluntarily offer such advantages,
and, what is more material, are in a condition to carry
their offers into effect.
The Direct Northern Company have stated their in-
tention of offering to introduce clauses into their Act,
binding themselves to carry passengers at the following
rate :

"First class
Second class „ lid. „
Third class
" To run at the least two third-class trains per day
each way between London and York ; that the car-
riages shall be properly seated and covered in, and the
passengers completely protected from the weather, and
that all the ordinary attentions and privileges as to bag-
gage, &c. afforded to the other passengers shall be given
to the third-class passengers.
" To run, besides the through trains, short trains for
the accommodation of the local traffic, at times best
suited to the convenience and interests of the inter-
mediate population.
" To carry coals at seven-eighths of Id. per ton per
mile, and fish, by first-class trains, at 4J., and by third-
class trains, at 3d. per ton per mile."
And they state that they offer these advantages to
the public in the most perfect confidence that they arc
justified in doing so, commercially speaking.
The traffic estimate of the Cambridge and Lincoln
Company has been taken at an average of lid. per
passenger per mile ; lid. per ton, or 4d. per quarter
per mile on corn and flour; Id. per head per mile on
fat cattle, and one-fifth of Id. per head per mile on
sheep ; with rates low in proportion on wool, coals,
and general merchandise, and it shows a profit of nine
per cent. on the estimated capital.
There appears, therefore, no reason to doubt that a
tariff of charges, somewhat similar to the above, might
'be safely and fairly enforced, with ample provision for
securing good accommodation for all classes of passen-
gers, and also for securing the running of one or two
quick trains daily, between London and York, at what-
ever speed was adopted upon other railways, or was
consistent with safety, which would certainly reduce the
time of the journey to less than six hours.
The advantages resulting from the establishment of
such a system of low charges would not merely be con.
fined to the railway in question between London and
York, but would indirectly extend an influence over many
other parts of the general railway system. A fair par-
ticipation, also, in whatever further advantages might
result ft one the increase of traffic and population, or
from increased economy in working, owing to further
improvements, would be secured to the public ley the
option of revision, a hich, in this case, owing to the
smallness of the original outlay, would hold out an un-
usual prospect of becoming the means of insuring im-
portant advantages for the future.
In the meantime. however, the result would be, that
first-class passengers would be eliabled to travel from
London to York fur a charge not exceeding 30s. or 355.,
is a time not exceeding six or s( yen hours, while pas-
sengers, to whom economy was an object, would be con-
veyed in comfortable covered carriages at charges pro-
portionably less.
With regard to the main object, that of affording a
ready communication between the great food-producing
districts of the East of England, and the great food •con-
suming markets, viz. the metropolis and the manufac-
, - turing districts, an inspection of the map will show that
very complete provision is made by the lines whose
sanction we have recommended.
The Bedford and London and Birmingham, in con-
nexion with the Hitchin and Biggleswade branch of the
Northern and Eastern, and the trunk line to Cambridge,
afford a ready outlet for the produce of Bedfordshire and
IL r jot dshire.
Cambridgeshire and the Eastern Counties are pro-
vi led with a double outlet towards the metropolis by the
Cambridge and Eastern Counties lines, and towards the
manufacturing districts by the Norwich and l3randon
and Ely and Peterborough, in connexion with the lines
north and west of Peterborough.
From that point the Syston and Peterborough line
continues the communication through Ru:landshire and
Leicestershire, to Leicester, Nottingham, Derby, Bir-
mingham, and by the Churnet Valley line to the Potte
ries, Macclesfield, Stockport, and Manchester ' • while the
Lynn and Ely, and the proposed Stamford and Spalding
Branch of the Cambridge and Lincoln, complete this
chain of communication acro s to the German Sea.
Further north, the trunk line of the Cambridge and
Lincoln traverses the heart of the rich agricultural dis-
trict of Lincolnshire, while the Newark and Sheffield
Railway, in connexion with its proposed extension to
Sleaford, and with the Branch of the Cambridge and
Lincoln line to Boston, completes another transverse
communication from Manchester and Sheffield, through
"the heart of Nottinghamshire and Lincolnshire, to
that port.
Still further to the north, the railway accommoda-
tion of Lincolnshire is completed by the trunk line
through its county town and Gainsborough, and by the
c.a.* CZ.;mqtiv line; while a double out'et for its pro-
or by the trunk line to York in connexion with the
Wakefield, Pontefract, and Goole.
By the last-mentioned line a ready access is afforded
for such of the agricultural produce of the East as may
have been collected by water conveyance, to the great
ent. epot of Wakefield, and thence to the manufacturing
districts.
On the other hand, the great object of securing a
ready-supply of coal for the eastern agricultural districts
has been equally attended to. With a view to cheapen lag the price of this important article, it is hthly im-
portant net only that the actte,l charge of transport
should be reduced, but also, that ns many sources of
supply as pori'sle should be brought into play, in order
that the consumer may enjoy the tull benefit of such re-
duced charges, and of competition.
By the scemes now recommended this is provided for
in the following manner :
First, By adopting the most direct line from York,
southwards, and avoiding the inct nvenience of passing
through the York station, the ccals of the South Dur-
ham coal field will be brought into competition orer a
considerable area to the South of York.
Secendly, By the Wakefield, Pontefract, and Gocle
line, an abundant supply of coal from the nearest fields
will be provided for shipment and distribution among
the eastern counties.
Thirdly, The Swinton and Gainsborougit line, in con
flexion with the Barnsley Junction, and with the pro-
posed Eastern lino, will afford a direct outlet for the
best coals of the Yorkshire field, those of Silkstone and
Elsecar.
Fourthly, By the Newark and -:.heflield line, a direct
communication will be given to the south an: east from
.the nearest coal fi -Ws, those of Mansfield and Pinxtoe ;
and also in connexion with the Sheffield and Chester-
field, and Midland lines, from these of Dronfield and
Clay. Cross.
Fifthly, By the Syston and Peterborough line a fur
Cher outlet for the Derbyshire coal fields :sill b.i afford,-d
into Leicestershire and Rutlandshire, an I through Stain-
- ford and Peterborough to the east, where they will meet
the supplies of sea-borne coal brought tilswards by the
proposed railways from Boston, Spalding, and Lynu.
It would be difficult to overrate the advantages that
may be expected to result from the establishment of a
system under which coals shall be carried over all this
scheme of railways at rates not exceeding (except for
short distance,) J. per ton per mile for toll and loco--
motive power, a rate which is already adopted on the
Midland Railway, and which might, under the circum-
stances of the lines in question, be vs ry proper y en-
forced. The best Derbyshire and Yo:kshire coals could
thus be brought even to the metropolis at rates which
would allow of their being sold at prices little if at all
exceeding 20s. per ton, while they would be dissemi-
nated over the whole of the Midland and Eastern agri-
cultural districts at prices proporticnsbly less, according
to the reduced distance.