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

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 brat
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 4d., and by third-
class trains, at 414,per ton per mile."
And they st that they offer these advantages to
the public in the most perfect c 'nfidence that they are
justified in doing so, commercially speaking.
The traffic estimate of the Cambridge and Lincoln
Company has been taken at an average of 1 I. per
passenger per mile ; led, per ton, or id. per quarter
per mile on corn and flour; Id. per head per male 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. o; the estimated capitel.
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
ie curing 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 aesystem 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 men),
other parts of the general railway system. A fair par-
ticipation, also, in whatever further advantages might
result from, the increase of traffic and population, or
from increased economy in working, owing to further
improvements, would be secured to the public by the
option of revision, which, 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 enabled to travel from
London to York for a charge not exceeding 30s. or 355.,
is a time not exceeding six or st Ten 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 gie at food con-
itming 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 Main and Biggleawade branch of the
Northern and Eastern, and the trunk line to Cambridge,
afford a ready outlet for the produce Of Bedfordshire and
Hertfot dshire.
Cambridgeshire and the Eastern Counties are pro-
vided with a double outlet towards the metropolis by the
Cambridge and Eastern Counties lines, and towards the
manufacturing districts by the Norwich and Brandon
and Ely end Peterborough, in connexion with the lines
north and west of Peterborough.
From that point the Systen and Peterborough line
continues the communication through Ifutlandshire 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 across 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
,-,afor-el, and with the Branch of the Cambridge and
Uncoils 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-
bion of Lincolnshire is completed by the trunk line
through its county town and Gainsborough, and by the
,Great Grimsby line; while a double out'et for its pro-
duce is afforded to the west, either by the Doncaster
and Swinton route in connexion with the Midland line,
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
fn. such of the agricultural produce of the Eist as may
have bee collected by water conveyance, to the great
grit, eplt."7 Wakefield, and thence to the manufacturing
disci lets.
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 cheap( n•
ing the price of this important article, it is highly im-
portant not only that the actual charge of transport
should be reduced, but also, that as many sourecs of
supply as possible should he brought into play, in oreeer
that the consumer may enjoy the full benefit of such re-
duced charges, and of competition.
By the schemes now recommended this is provided for
in the following manner :
First, By adopting the most direct line from York,
southwards, and avoiding the inconvenience of passing
through the York station, the coals of the South Dur-
ham coal field will be brought into competition over a
considerable- area to the South of York.
Secondly, By the Wakefield, Pontefract, and Goole
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 Gainsborough line, in con
siexion with the Barnsley Junction, and with the pro-
posed Eastern line, will afford a direct outlet for the
best coals of the Yorkshire field, those of Siikstone and
Elsecar.
Fourth's, By the Newark and Sheffield line, a direct
cornmunicriTion will be given to the south end east from
the nearest coal fields, those of Mansfield and Pinxton ;
and also in connexion with the Sheffield and Chester-
field, and Midland lines, from those of Dronfield and
Clay Cross.
Fifthly, By the Syston and Peterborough line a fur-
ther outlet foiethe Derbyshire coal fields will be afforded
into Leiceste ire and Rutlandshire, and through Stam-
ford and Peterborough to the east, where they will meet
the supplies of sea-borne coal brought upwards by the
proposed railways from Boston, Spalding, and Lynn.
It would be difficult to overrate tho 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 fir
short distances) id. 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 very properly en-
forced. The best Derbyshire and Yorkshire 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 di ,semi-
meted over the whole of the Midland and Eastern agri-
cultural districts at prices proportionably less, accordin
to the reduced distance. g

The benefits thus conferred on these districts, in addi-
tion to those resulting from the means of cheap and ex-
peditious intercourse for passengers, and for the trans-
port of corn, cat!lv: and other agricultural produce, being
afforcl.d in every 'direction, and to all the principal mar-
kets of the kingdom, would, we are convinced, be of the
&Neatest importance ; and it appears to us, that by the
combination of schemes which we have described, these
great objects would be attained as securely, as completely,
and as economically as it is possible to expect, and much
more so than would be the case if any of the other com-
binations which now 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,
in which it is stated, in recommending that reports
should be made to Parliament by this department upon
railway schemes,'" That no such report should be held
to prejudice the claims of pr:vate persons, the examina-
tion of which should be altogether reserved to the Houses
of the Legislature."
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 be available for that purpose, we are anxious
that it should be distinctly understood that wo have ar-
rived at these results solely upon public grouF.ds, and to
the exclusion of all considera•ions how far such results
might require to be modified by a due regard for private
rights and interests.

C. W. PASLEYDALIIOU SIE
. G. 11 PORTER.
D. O'BRIEN. S. LAING.

TRIAL o=lBli—there appears to be something
not quite right, or hardly fair, i i the late trial cruise
between the Victoria and Albert, the Black Eagle, and
the Rattler; which, while it made the trial appear very
favourable for the yacht, tended to bring the Rawer and
her screw into disrepute, and very undeservedly so. 'The
yacht of 1,034 tons measurement has engines 430 horse
power; the Black eagle of 540 tons, 260 horse power;
while die Rattler of 866 tons has only 200 herse power;
with so much leis proportion of poser it was impossible
she could compete with them. Had the Rattler, instead
of 200 horse power had 360, which would have been in
exact proportion to her tonnage, as the power to the
tonnage is in the yacht, -.he 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. Decor 81,i• c 1 nelependott.
The hole of the farming stock, decorations of
the pleasure grounds, portion of the furniture, &c., of
her Royal Highness the Duchess of Gloucester, at Bag-
shot Park, where the Duchess's establishment has been
broken up, ii to be forthwith brought to the hammer.

sie nothing will be created that can be considered es
unfair or, injurious competition, or that will tend to de-
preciate the large amount of eftpital that
,hes 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 systein of fares and charges, and greater advan-
tages than have hitherto been contemplated. Indead,
the parties tletbselves voluntarily offer such advantage 4,
and, what is more material, are in a condition to carry
their of&rs 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