The Sun.
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05. 1845,
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N. 16,413 L()ND()N,

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CLARA SEYTON'S NEW ENTERTAIN
MENT.
Miss CLARA. SEYTON will give her ILLUSTRATIONS of the
DRAMA and the OPERA, received with the most enthusiastic tip;
plause, at CROSBY HALL, BISHOPSGATE-STREET, on TUES-
DAY Evenings, and on THURSDAYS, at the MUSIC HALL,
STORE-STREET,
Miss CLARA SEYTON will give RECITATIONS from Ancient
and Moden Dramatists, and sing admired compositions of Mozart,
Weber, Schubert, &c. ; also three new songs, by Mr. T. Cooke. The
.'ntertahunent will conclude each evening with Albert Smith's
luccessfid Comic Medley Scots, "A Musical Scamper *vet'

VISITORS to LONDON, on business or plea-
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At EVANS'S HOTEL, King-street, Covent-garden.
Bed and Breakfast, One Guinea per Week.

R AIL WAY INTELLIGENCE.

which induced us to give a preference to the Cambridge
route at the other extremity, might have inclined us to
recommend the adoption of the existing line into York
as a measure of economy. But the difficulties of con-
structien at the York end of the line by no means cor-
respond to those of the London end ; on the contrary,
the line is of remarkably easy execution, running almost
along the surface of the ground, and being nearly level,
with the exception of the short inclinations i cquisite to
pass roads and rivers ; so that the additional cost
of the independent line to York would probably not ex-
ceed 400,0001.
By this additional outlay the following advantages
would be secured :-
north
andAoe,ri l
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:son:
nnfci
world
t i
tbwhtnieeto u
{imposedbetweensu wouldrhladoi
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di
shortenedcllglti
greatly
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Lincoln,becu ore
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iuseg hu , Lin •
1. The main trunk line from York to London would
be shortened ten miles.
atnhni colaee2dn.
5.
3. The distance between York and Hull, and York
4. The distance to the port of Goole from all places to
prising a population of 20,000 or 30,000, within a conve
ncpoillrol
vided, would be supplied with -railway communication.
These advantages appear to us amply sufficient to
warrant the additional outlay for an independent line to
York ; but in addition, we may refer to the following
recommendation contained in the Fourth Report of the
Commissioners who inquired into the best means of rail-
way communication between England and Scotland, in
the year 1841 :
" We consider it improper that the traffic of any new
line should open up •ii the York and North Midland
Railway, with which se many lines are already ins:con-
nexion as to render delay unavoidable, and collision not
improbable. In consequence of the numerous trains of
luggage and passengers using this line, nearly two hours
are sometimes occupied in passing over a little more
than 30 miles from York."
We may add, that the position of the York and North
Midland line as part of the existing link of commird-
cation, with which a new eastern line between London
and York would compete, renders it peculiarly unde-
sirable that any portion of this latter line should be de-
pendent upin a small length of the former. In the case
of the Northern and Eastern line, the adoption of which
to Cambridge we have recommended, the most thorough
identity of interest exists between it and the proposed
new lines for completing the communication northwards.
But the effect would be very different of placing a short
link of a few miles at the York end of this great scheme
under the cantrol of a Company having distinct, and, to
a certain extent, conflicting interests.
For these reasons, we conclude that the chain of coin-
mueication from London to Lincoln should be completed
by a direct and independent line northwards from Lin-
coln to York.
The only two schemes, as we have said, which present
themselves for this purpose are-the Direct Northern and
the Lincoln, Leeds, and York.
The former scheme has the advantage of having, as
it is stated to us, a subscription deed executed for
4,000,0001. of capital, and the requisite deposits lodged
in the Bank of England.
Independently, however, of this consideration, there
are other reasons which make it obvious that a pre-
ference must be given to the line of the Direct Northern.
This line keeps on the west of the river Ouse, and thus
avoids the necessity of having any swing bridges, while
the Lincoln, Leeds, and York line crosses that navigable
river twice, once near Selby, and again close to York.
Where the navigation of vessels with fixed masts is not
considerable, we are not disposed to think that the ex-
istence of a swing-bridge, under proper regulations and
arrangements, is a very serious objection, and if any
considerable advantage in respect of distance or other-
wise had been attained by crossing and re crossing the
Ouse, we should have been prepared to balance these
advantages against any probable amount of interruption
to the navigation orio,‘the traffic upon the railway. But
this is not the case iethe present instance; the differ-
ence of length of the two lines between Selby and York
is not above a quarter or half a mile, and we are aware '
of no public advantage whatever which is attained by
keeping on the east side of the river. This being the
case, there can be no doubt that the swing bridges are
in themselves a decided objection, since, under the most
favourable circumstances, it is impossible altogether to
avoid delay and some risk of accident.
In another respect also, the Direct Northern scheme
appears to be decidedly preferable. It is the only one of
the proposed schemr•s which complies with the recommen-
dation of the Commissioners above quoted, and which
avoids all interference with existing lines at York. It
proposes to form an independent station for York,
at a convenient spot upon the Taricaster road, a short
distance from Micklegate, and thence crosses with the
main line over the York and North Midland Railway,
running into the Great North of England line, about a
mile beyond York. The advantages of this arrange-
ment for all through traffic from the North are obvious,
face trains may thus be run past York with no more
stoppage than is required at an ordinary first-class
station ~ while in case the whole traffic had to
cross the York and North Midland line on a level,
close to the station, where it is most crowded, the loss of
time could not, under the most favourable circumstances,
amount to less than twenty minutes or half an hour.
With the prospect of a great increase of traffic in the
already crowded York station, from the opening of the
Scarborough and other lines, and with the collision of
interest that must, to a certain extent, be expected to
prevail among some of the Companies using that station,
and whose rails are proposed to be crossed on the level,
it appears to us that such an arrangement would be in
the highest degree inconvenient and even dangerous.
The inconvenience and delay of such arrangements upon
great lines of through communication have been already
felt ; and one of the great objects proposed by the Trent
Valley line now before Parliament, is to get rid of the
delay incurred at Birmingham in the journey between
London and Liverpool, and London and Manchester.
With such instances before us, it appears to us that it
would be unwise to incur voluntarily a similar interrup-
tion of an aggravated character in the great line of com-
munication between London and Edinburgh.
It is also highly desirable, with a view to the coal
traffic from the North, that a through communication
with the country to the south of York should be afforded
without the necessity of passing. the waggons across the
other lines, and interfering with their passenger and
goods traffic. With such a communication it is confi•
di ntly anticipated by the Durham coalovvners that they
will be able to send their coals in large quantities down
to Goole and Selby, and even into the north of Lincoln-
shire.
For these reasons we have arrived at the conclusion
that the line of the Direct Northern, north of Lincoln,
affords decidedly the best means of completing the main
line of communication to York ; and we are glad to be
able to state that the parties themselves have taken this
view, and that the Direct Northern Company have stated
their readiness to enter into arrangements by which, in
the event of Parlianrnt considering that the Cambridge
route should' be adopted, the Cambridge and Lincoln, in -
conjunction with the northern portion of the Direct
Northern, woeld be presented as an integral scheme for
carrying this purpose into effect.
A short interval of abeut, two miles at Lincoln would
remain to be filled up, lout the levels of the two lines,
and the nature of the country, make it perfectly easy to
attain this object, which might be done either by adopt-
ing a short portion of the plans and sections of the
Lincoln, Leeds, and York line, or by an application to
Parliament next year.
Having thus stated our views with regard to the
main trunk line between London and York, we proceed to
consider the lateral communications which are
immediately connected with it. The most important of
these are the lines proposed for connecting the main line
and Lincolnshire with the Manchester and Sheffield, the
Manchester and Leeds, and the Midland Railways, and
through them with the coal fields and manufacturing
districts.
Taking Sheffield as the first point, we find no fewer
than five schemes proposed, with the object of extend-
ing railn ay communications from this town and from the
Sheffield and Manchester Railway, eastwards.
The Sheffield and Lincolnshire; London and York,
Sheffield Branch; and Rotherham, Bawtry, and Gains-
borough, are competing schemes for the same Gains-
viz., that that of connecting Lincoln and Gainsboroughe with
Sheffield.
The same object is also attained by the lines from
Swinton to Doncaster and from Doncaster to Gains-
borough, in connexion with the main line from Lincoln
to York.
The Newark and Sheffield Railway, in connexion
with the Manchester, Sheffield and Midland Junction (er
Sheffield and Chesterfield) effects another communica-
tion from Sheffield more to the south, with Notting-
hamshire and the south of Lincolnshire.
Of these lines we may assume that a communication
between Swinton and miry
is indispensable. It
affords the shortest and best communication between the
two main lines of the Midland, and of the London,
Cambridge, Lincoln and York Rail e ays, connecting the
important town of Doncaster with both. Also it affords
a short rcute from Lincolnshire to Manchester, by the
Barnsley Junction, and Sheffield and Manchester Rail
by Midland, and Manchester and Leeds lines. And
wars, and to Leeds, Wakefield, end the West Riding,
what is even or mere importance, it gives a direct out-
let from one of the best Yorkshire coal fields, thatof
Silkstone, to the east and south.
We assume, therefore, that this communication is one
which, under any circumstances, is necessary to be made.
It may be effected either by a branch from the main
York line to Doncaster (there to meet the Swinton
branch of the Midlands) ehich the Direct Northern
Company offer to pledge themselves to make, and whichf
the branch of the Lincoln, Leeds, and York line, or . y
adopting the Midland line from Seinton to a junction
with the Direct Northern at or near Gainsborough. The
might be obtained by adopting the plans and sections
be
latter alternative would, on the whole, appear to us to be
preferable, supposing the Midland Company to be wil-
t ling to offer satisfactory guarantees for the fair and un-

REPORT OF THE RAILWAY DEPARTMENT
OF THE BOARD OF TRADE ON THE
SCHEMES FOR EXTENDING RAILWAY
COMMUNICATION BETWEEN LONDON AND
YORK, &c.

NINETY-SECOND SALE.
C USTOM-HOUSE, London, 27th March, 1845.
FOR SALE, by order of the Honourable COM-
MISSIONERS of her MAJESTY'S CUSTOMS, at Twelve
o'Clock at Noon precisely, on MONDAY, 31st Starch, TUESDAY, Ist,
WEDNESDAY, 2d, THURSDAY, 3d, FRIDAY, 4th, and SATURDAY, sth
April, at the COMMERCIAL SALE ROOMS, Mincing-lane,
The following GOODS for HOME CONSUMPTION :-
319 pieces B ark Silk Hat Plush, 1,823 pieces of Thread Pillow
Lace,.s6 pieces Silk Pillow Lace, 224 cartons Artificial Flowers, 128
dozen Cambric Handkerchiefs, 568 Gold and Silver Watches, 23
Turkey Carpets, 3,893 Figured Silk, Embroidered, Woollen, and Silk
Barege Shawls ; Gilt and Steel Beads, Beggar's Lace, Gold Bronze
Powder, Barege, Printed Bunting, Dutch Clocks, Porcelain, Ormolu,
Marble, and other Clocks, Embroidered Muslin Curtains, Chains,
Cotton Fringe, Copper Matrices, Coral Beads and Negligees, Chinese
Carved Ivory Balls, Confine French Chalk, Chatney Sauce, China
Silk Damask, Embroidery, Cut and Flint Glass, Human Teeth, Hat '
Linings, Table and dessert Knives with Silver Handles, Silver Gilt
Dessert Knives, Lute Strings, Lacquered Russian Bowie, Embroi-
dered Muslin Skirts, Meerschaum, and other Pipe Bowls, Musical
Boxes, Needlework, Opera Glasses, Coloured Porcelain Penholders,
Purse Garnitures and Slides; Pins, Picture Frames, 'Pianofortes by
" Pape " at Paris, Silk Monkles, Purses, Mitts and Gloves, Chinese
Silks, Silk Bandannas, Segar Cases, Snuff Boxes, East India Scarfs,
Spa Warts, Segar Cases, Tea Caddies, Tapestry, Tarlatans, Count-
ing-hors e Table, Inlaid Tables, Toy Prints framed and glazed, Wire,
Watchmakers' Saws and Tools, Watch Springs, Watch Key Pipes,
Gold Watch Keys, manufactured and unmanufactured. Tobacco, So-
gars, Cheroots, Tea, Coffee, Sugar, Wine, Brandy, Rum, &c. &c. &c.
FOR EXPORTATION.
Perfumed and other Spirits, Wine, Cordials, common Green Glass,
Spirits, &c. &c.
FOR EXPORTATION or HOME CONSUMPTION, on payment
of the duties:—
Spirits. Tea, Sugar, Wine, Sago, &c. &c.
To be viewed at the Queen's Warehouse, Custom-house, Thames-
street ; at the East and West India, London, and St. Katherine
Docks, on Thursday, 27th, Fri,lay, 28th, and Saturday, 29th March,
1845, from Ten o'clock in the morning until Three o'clock in the after-
noon ; and on the days of Sal,e42oWen O'elOck in the morning until
Twelve o'cloirliriroon.
Take Notice, that the Goods sold at this Sale will not be delivered
until after two clear days of the day they are sold, and that no Lots
can be paid for at the Office of the Receiver of Fines after Two
o'clock in the afternoon. During the days of Sale money will not
be received by the Receiver of Fines after Eleven o'clock in the fore-
nooi

Railway Department, Board of Trade,
• Whitehall, March 20, 1815.
(Continued from our Afternoon Edition of ye ,terday.)
In recommending this route we are further fortified
by the consideration that it has already rtceired, to a
certain extent, the sanction of the Legislature ; the
preamble of the Northern and Eastern Company's
Act, passed in 1836, reciting, " that the making of a
Railway from London to Cambridge, with a view to its
being extended hereafter to the: Northern and Eastern
Counties of England, would be of great public ad-
vantage ;" and the Commisioners who- reported in
1841 on the best means ctf Railway communication be-
tween London, Edinburgh, and Glasgow, further state
their opinion, " that the period is not
.far distant who,
a new line will be formed to York, passing near Cam-
bridge, Peterborough and Lincoln."
In arriving at this conclusion, we by no means con-
sid,r that the result of such a course would be to de•
prive the counties of Hertfordshire, Bedfordshire, and
Huntingdonshire of the bent fits of railway Communica-
tion.

tellialtl
Europe.

isno-forte (on this occasion)-3lr. J. L. lIATTON.
Doors open at Ilalf-past Seven, to commence at Eight.
Tickets 2s. and 2s. 6d. each, to be had of all Music-sellers ; at the
ball ; and of Miss Clara Seyton, 47, Conduit-street, Regent-street,
of whom alone Privata Boxes for Store-street (One Guinea each) may
be obtained.

EASTER HOLIDAYS.
ROYAL POLY ITCHNIG INSTITUTION.
Dr. Ryan's first Series of LECTURES on the Chemistry of
Domestic Life daily, and on the Evenings of Monday, Wednesday,
and Friday. Popular Lectures on Natural Philosophy-, with Brilliant
1,7-tperlinents, by Professor Bachhoffner A New Series of Objects,
exhibiting beautiful effects in CHILD E'S CHROMATROPE, hi the
Pll YSIOSCOPE, and the PROTEOSCOPE. The SHRINE of the
NATIVITY is one of the latest additions to the DISSOLVING.
VIEWS. A Curious 'MECHANICAL HAND, exhibiting daily on the
person of an individual who has lost his natural hand. Working
Models of New Inventions explained. Submarine Experiments by
the DIVER. The DIVING BELL, MICROSCOPE, &c. &c.
Admission, Is. ; Schools, Half-price.
N.B. A Working Model of the ATMOSPHERIC RAILWAY, Fifty
Feet long, is expected to be ready by the 24th inst.

HODGSON, DAVIES, and - CO., TEA-
DEALERS. 9, Philpot-lane, - City, have just received a
Choke Parcel of MANDARIN TEA, rarely to be met with, of Full,
Rich, ➢fellow Flavour, selected by Edward Davies, price ss. per lb.

On the contrary, the proposed branch from the
Northern and Eastern line at, Hertford, would, at a com-
paratively-moderate expense, afford a communication for
II itchin anal Biggleswade with London, which would
admit of an easy extension, if required, to Bedford,
where it would meet the branch to the London and Bir-
mingham Iteilvvay, which is evidently required to give'
Bedfordshire an outlet to the West, although the Lon-
don awe York line, with its Bedford branch, should be
constructed. The Ely and Bedford scheme also pro-
poses, by an easy line, to continue this communication
northwards through St. Neat's and Huntingdon ; by
which combination the three counties of Bedfordshire,
Hertford hire, and Huntingdonshire would be provided
with railway communications both towards Londan and
to the North, and the manufacturing districts.
We have some doubt bow far the traffic of these
counties may be able to support even this comparatively
inexpensive scheme of communication ; and partly on
this account, and partly because we think that any
lateral communication between Ely and Bedford cannot
be properly decided upon until it shall be ascertained
what trunk line is adopted, we are disposed to recom-
mend the postponement of this scheme until a future
period ; but we may- refer to it here, as showing that
schemes are already proposed for the accommodation of i
the intermediate district, and that the adoption of the
Cainbridge route by no means implies the exclusion of
this district from the advantages of railways.
We have now arrived at the first distinct and definite
result of our inquiry, viz. that Cambridge ought to be
selected as the starting point to the new line to the
north. This almost necessarily implies a preference of
the Cambridge and Lincoln scheme to Lincoln. It might
be possible indeed to form a combination of the Cam-
bridge and Lincoln with the London and York scheme,
by which the northern portion of the latter was adopted
from Peterborough. The same objection, however,
which has appeared to us to be fatal to the southern
portion of the London and York scheme, viz, that it
involves great additional cost without adequate result,
applies here also. By the double line or loop, the
London and York scheme requires the construction and
making of 156 miles, partly of difficult construction,- to
provide for the same traffic, which would be accommo-
dated in some respects better, and in others almost equally
well, by about 100 miles, all of very easy construction,
of the Cambridge and Lincoln scheme, with its proposed
branches to Boston, Stamford, and Spalding.
For Lincoln and Gainsborough, the Cambridge and
Lincoln scheme appears decidedly the best, since—it
places them on the main line of communication, in-
steed of upon a subsidiary line. For Lincolnshire, south
of the Witham, this scheme also appears to be prefer-
able, since it runs through the heart of the county in
the line of the principal population, between the two
rich agricultural districts of the Uplands and the Fens,
and giving bra, ches down to the two shipping ports.
The lines of the London and York schemes, on the
other hand, just skirt these districts on their extreme
verge ; and the Fen line, by keeping on the bank of
the Witham Navigation, confines its benefits to the
districts which are already. provided by water commu-
nication. The amalgamation of this navigation with
the Railway, is also a measure of doubtful policy as re-
gards the public, who are thus deprived of whatever be-
nefits might have been expected to ensue from compe-
tition, and, as regards the Railway. Company, who will
either have to pay interest on an unproductive pro-
perty, or to encourage the canal traffic at the expense of
that of the Railway.
For Boston and Spalding, the London and York
scheme is perhaps preferable, since it places them on a
through line ; but, on the other -hand, having.regard
to their cliaract, r as shipping ports for the export
and import trade of the rich agricultural districts be-
hind, it may be questionable whether a scheme, which
supplies them with branches into the interior to a main
line, through the heart of the districts with which they
are principally connected, may not be better than one
which merely connects them with one another by a
through coast line.
For Lincolnshire, north and east of the Witham
and Fosse, neither scheme affords much accom-
modation ; but the Great Grimsby- scheme, to
which we shall afterwards advert, and which
is proposed for the accommodation of this district,
connects itself equally well with either. The only clear
advantage, therefore, as it appears to us, that is obtained
by the London and York scheme, by the construction of
fifty-six miles of additional railway, is the superior
accommodation afforded to the towns along the Old
Newark, and East Retford. The
population of these towns respectively is—
Nortleroad, Grantham,
Grantham 8,786
Newark 10,218
East Retford 2,650
and they are places of considerable trade in corn and
malt, principally with the manufacturing districts.
Newark, the most important of these towns, will, how-
ever. be provided with an outlet by the proposed Not-
tingham, Newark, and Lincoln line ; and by the
projected Newark and Sheffield line, continued, as is
proposed, to join the Cambridge and Lincoln line at
Sleaford, it would obtain very direct communication
both with Sheffield, Manchester, and the North, with
the nearest shipping port, Boston, and with London.
Grantham also might be connected with this line by
a short and easy branch, and thus all thq principal ob-
jects of the direct line of the London and York scheme
attained, in connexion with the Cambridge scheme, at a
tithe of the expense.
On the whole, therefore, we aro decidedly of opinion
that the London and York scheme, in its central portion
between Peterborough and Bawtrv, affords no such ad-
vantages over the Cambridge and Lincoln combination as
to compensate for the expense of constructing and work-
ing so many miles of additional railway.
We are also by no means satisfied that the practical
effect of the "loop" or second line might. not be to neu-
tralise much of the advantage promised by the direct
trunk line, since, in order to avoid the expense of sepa-
rate trains following each other at a very short interval,
there would be an inducement to detain the through train
at the far junction in order to add to it the carriages of
the train which had parted from it at the other end, and
run round the loop. .
Having thus arrived' at the opinion that the Cam-
br.dgo and Lincoln line deserves a preference up to
Lincoln, it remains to be considered in what manner the
northern portion of the scheme may be most advanta-
geously completed.
For the completion of the trunk line four alternatives
present themselves :
1. To adopt the line of the London and York scheme,
by Gainsborough, Doncaster, and Selby.
2. To adopt the line of the Midland Company, from
Lbrinancoc'hnotfothDoonyc,a)rsitterand
Swinton,andNorthi‘land iid and the Doncaster
Railway.
3. To adopt the Lincoln, Leeds, and York line.
4. To adopt the line of the Direct Northern scheme,
north of Lincoln.
The two former alternatives appear clearly inadmis-
sible, from the consideration that they involve 'an unne-
cessary circuit of 8 or 9 miles out of 57. The point
being once decided that the main trunk line is to go by
way of Lincoln, there is clearly no sufficient reason 'for
bending it so far to the west as Doncaster, when a re-
markably easy and level direct line can be obtained by
way of Gainsborough. and Thorn. The only reason
assigned for this circuit is, -that the direct line
would involve the necessity of a swing-bridge in crossing
the navigable river Don ; but it is stated to us that this
is not the case, and that it can be proved in evidence
before Parliament that vessels with standing masts have
never ascended above Stainforth, where there is a fixed
bridge. Even if this had been otherwise, we should not
have thought, with the comparatively insignificant
amount of navigation that could have been expected to
ascend to Doncaster, that the existence of a swing-
bridge, under proper regulations, would have been an
objection equivalent to that of diverting the great.trunk
hmeisDsiobulec,asotoerlersosuitte
waF,rpeearressotrhteered ftoorewcilteharalyvietwo beto
line from London to York by a circuit of 8 miles.
inadmissible,
save expense, by availing ourselves as far as possible of
the existiug York and North 2lidland line for the through
communication.
In this point of view a o:EuBlde:cable saving might be
effected, since the line frore Teincoln via Gainsborough
to Doncaster and Swinton 'ne •
ing made, at any rate, the
might be completed by the pr -
neh of the York and North, Midland
cpoomgaiimuDnicoaotaisoten
Doncaster
to h forkr..
Railway, the Beni
.gth of which is only eighteen miles, and
the estimateet cost 185,0001., while by the Direct
Northern 'Aherne, 42i miles of new railway from Gains-
laorouto York would be required in order to complete
the sanie communication.
Had these reddi"onal twenty-four miles involved such
a ;serious 87 to compromise or endanger the ad'
"War",l b he maid` -.Theme, the same considerations
• 1r th'in

EMPLOYMENT.—Persons having a little time
to spare are apprised that Agents continue to be appointed in
L'oidon, and country towns, by the EAST INDIA TEA COMPANY,
or the sale of their_ celebrated teas.
Offices, No. 9, Great St. Ilelen's-churchyard. Bishopsgate-street.
They are packed in showy leaden canisters, from one ounce to a
pound, with the price and weight marked on each packet, and but
I.ttle trouble is occasioned by the sale. The license is only Ile. per
imam, and many during the last nineteen years have realised con-
siderable incomes by e
mu agency without one shilling let or loss.
Application to Ve de Of by letter post-paid) es above.

'atalogues may be had at the Queen's Warehouse, Custom-house,
price One Shilling each.

•
NATIONAL LOAN FUND LIFE ASSUR-
ANCF. SOCIETY; - -
26, CORNIIILL, LONDON.
Capital 2500,000.
Empowered by Act of Parliament.
DIVISION OF PROFITS.
The steady success and increasing prosperity of the Society has
enabled the Directors, at the last annual investigation to declare a
second Bonus, averag,ing 60 per cent. on the amounts invested on each
Policy effected on the Profit scale.
EXAMPLES.

THE N. ENV MEDICAL 81EL...-An..AGGItE
GATE MEETING, for the purpose of taking steps to defend
the body of Surgeons from the wrong inflicted by the recent Charter,
and further aggression on their rights threatened by the Government
Bill, will be held TO-MORHONV (Wednesday), at the Literary and
Scientific Institution, Leicester-square, at Six for Seven.—All Sur-
geons are respectfully invited to attend.
THOMAS WYSE, Esq., 31,P., in the Chair.
By order of the Committee of the Defensive Association of Surgeons,
W. B. COSTELLO,/ Hon. Sec.
J. FOOTE,

1 ISR.' OE
7‘l Premium. '4 Bonus Berms in r ..,,wlg.
PI :0 -, added. Cash. 8- g &0 a
o ~,, si 4
1 I . o g.
A £ s. d. ! Z s. d. £ s. d. £ s. d. S - .0. ds
1837 170 9 3 77 5 1 12 3 9 346 2 , 3
wO,lOOO 74 3 4 1838 144 2 2 64 5 6 9 16 4 296 13 4
I 1839 116 16 0 51 5 11 7 11 9 247 4 5

SHEFFIELD AND LINCOLNSHIRE JUNC-
TION RAILWAY.
At a Special Meeting of the Provisional Directors of this Line,
at the Company's Office in Sheffield, on Monday, the 24th instant,
March, 1845, it was resolved unanimously,—
" That in the opinion of this meeting the strongest possible case,
national as well as local, can, notwithstanding the adverse report of
the Board of Trade, be established in favour of the Sheffield and
Lincolnshire Line ; and that, therefore, the Committee of Manage-
ment be requested, and they are hereby empowered, to prosecute the
Bill now pending in Parliament with all the spirit and energy they
can command, at the same time exercising a judicious administration
of the funds of this Company."
By order of the Board of Provisional Directors,
(Signed) JAMES DIXON, Chairman.
J. H. HUMFREY, Sec.

The division of profits is annual, and the next will be made in De-
nmber of the present year.
This insthution offers many important and substantial advan-
tages with respect both to Life Assurances and Deferred Annuities.
The assured has, on all occasions, the power to bornw, without ex-
pense or forfeiture of the Policy, two-thirds of the premium paid,
(see table) ; also the option of selecting benefits, ~nd the conversion
of his interests to meet other conveniences er necessity. Assurances
Oar terms of years are granted on the lowest possible rates.
F. FERGUSON CANIROUX, See.

LONDON, EDINBURGH, and DUBLIN
LIFE COMPANY,
3, Charlotte-row, Mansion-house, and 18, Chancery-lane, London.
The indisputability of Ea policies granted by this Company ;
The obligation to pay the sum assured, although the debt for which
the policy was taken out may have been paid before the claim arises ;
Whole world policies not con fined to the limits of Europe ; •
Option of half-premium payment for the first seven years--
These form a combination of advantages which can bo obtained
only from the London, Edinburgh, and Dublin Life Company.
ALEX. ROBERTSON, Manager.

GUARDIAN FIRE AND LIFE ASSUR-
ANCE COMPANY.
No. 11, LOMBARD-STREET, at the Entrance of the Old Post
office, London.
DIRECTORS.
JAMES MORRIS, Esq., Chairman.
JOHN LABOUCHERE, Esq., Deputy-Chairman.
Henry Hulse Berens, Esq: Lewis Loyd, jun., Esq.
John W. Buckle, Esq. George Lyall, Esq., M.P.
John Dixon, Esq. Stewart Marjoribanks, Esq., M.P.
Francis Hart Dyke, Esq. John Martin, Esq.. M.P.
Sir Walter R. Farquhar, Bart. Rowland Mitchell, Esq.
Thomson Hankey, jun., Esq. Robert Mittbrd, Esq.
John Harvey, Esq. Henry R. Reynolds, jun., Esq.
George Johnstone, Esq. John Thornton, Esq.
Joins Loch, Esq. James Tulloch, Esq.
AUDITORS.
A. W. Robarts, Esq I Henry Sykes Thornton, Esq.
Samuel Jones Loyd, Esq. George Stone, Esq.
ACTUARY—Griffith Davies, Esq., F.R.S.
In the LIFE DEPARTMENT, a Bonus was declared in June
1829, exceeding one per cent. per annum on the sums insured, on an
average of the different Ages; and two subsqquent divisions of nearly
equal amounts were made up to Christmas 1835 and Christmas 1842.
On an average of the three divisions Ow Reversionary Bonuses added
to the several Policies at the end of every seven years amounted to
about 27 per cent. on the total premiums paid thereon during those
seven years, and the whole amount of Bonuses allotted at the three
Septennial divisions exceeded 530,0001.
In the FIRE DEPARTMENT, a Return of profit was declared
on the sth of June, upon the premiums received on all Policies
which ha€l been in force seven years Fridaytms 1843, and the same
is now in course of payment daily and Saturday excepted)
between the hours of ten and throe o'clock.
Notice is hereby given, that assurances which expire at Lady Day
must be renewed within fifteen days at this Office, or with Mr. Sams,
No. 1, St. James's-street, corner of Paloltherw-mall ; or
the w
yithbecome void.
the Com-
pany's agents throughout the kingdomG,Eise
ORGE KEYS, Secretary.

PRESERVER FIRE, LIFE, AND FAMILY
ENDOWMENT OFFICE,
BOND-COURT HOUSE, WALBROOK.
As an Indemnity to the Assured, a Deed of Settlement has been
executed, whereby Property, producing upwards of Five Thou-
sond Pounds per Annum has been secured to Trustees for the
fliifilment of all engagements entered into at this Office.
The peculiar advantages offered over those of similar Institutions
are, amongst others—
TO ASSURE FROM LOSS BY FIRE EVERY DESCRIPTION
OF HOUSE, CHARITABLE, and CHURCH PROPERTY, Farm-
ing Stock, Goods, &c., at a considerable reduction from the charges
usually made.
TO ASSURE THE LIVES OF INDIVIDUALS OF ALL AGES
the pment of the incipal to be made ON THE
DEATH pr
OF THE ASSURED,sum ON OR A FIXEDEITHER DAY, IF HE
BE THEN LIVING.
ADVANCES OF MONEY FOR LIMITED PERIODS on the
deposit of Title Deeds, without the expense of Mortgage Securities.
LOANS TO NOBLEMEN AND GENTLEMEN of established
position, in conjunction with Life Assurances, upon their personal
responsibility alone.
The ASSURED MAY PASS FROM ONE COUNTRY TO AN-
OTHER without forfeiting their Policies, and MEDICAL EXAMI-
NATIONS are dispensed with.
Vacancies for a few Agents.

*** Prospectuses and Tables, calculated with the greatest pre
cision, may be had at the Office,

JOHN WIDOWSON, Secretary.

MUTUAL ASSURANCE.
NATIONAL PROVIDENT INSTITUTION.
No. 48, Gracechurch-street, London, for Mutual Assurance
on Lives, Sce.
Enrolled under the Acts of Parliament relating to Friendly Societies.
DIRECTORS.
Robert Ingham, Esq.
Joseph Janson, Esq.
S. Hayhurst Lucas, Esq.
Charles Lushington, Esq.
John St. Barbe, Esq.
Richard Shortridge, Esq.
Samuel Smith, Esq.

C. P. Bousfleld, Esq.
John BradburY, Esq.
William Cash, Esq.
Thomas Castle, Esq.
James Crofts, Esq.
John Feltham, Esq.
Joseph Hargrave, Esq.
Thomas Hodgkin,

MEDICAL
F.L.S.

J. T. Conquest. M.D.

DIRECTORS.
I Thomas Bevan, M.D., F.L.S.
ardwiek and Davidson.
the progress of the Institution from
to 20th Nov. last :

SOLICITOR!

The following state]
the commencement in

I—.l Messrs.
mutt shows I
t Dec., 1835,

Years ending,

No. of \
Policies
issued.

6\ V N

tr ~./ t)...C......--. i: ,\
,n the handsTof a distinct Company; who as ..' 1?-16:n , ---oa,.e`,:e \`keri
in the canal, must be expected to have aco 4-es,ln .'-'nr:t2nee:o4c..
interest, and we therefore shall at ()nee exc ,i,i;','th*iNsef:l=r 4i
Goole and Snaith scheme from our - consideratio ' ~- 4-,,„,..-,-.;:,- 46.;
With regard to the other schemes, it appe to - '-
that the importance of the import and export t
the Humber fully justifies the construction of some VdsM2rit'
line of railway to the pert of Goole. Although this port
can hardly be considered as a rival of Hull, which must,
in all probability, continue to command the greater part
of the extensive foreign trade to the north and east of
Europe, carried on from the manufacturing districts
through the Humber, it is one of considerable importance,
whose trade, which has suffered much from the advan-
tage afforded to Hull of being the sole point connected by
railway with the interior, is likely to receive considerable
increase when a similar advantage shall be extended to
it. For the .coasting trade especially, consisting in the
import of corn and agricultural produce for the use of
the manufacturing districts and in the export of coal,
the port of Goole offers considerable advantages, and
the trade already carried on is very extensive. .
The corn market of Wakefield, which is one of the.
largest in the kingdom, and the principal Ent, ep6l for the
consumption of a great part of the manufacturing dis-
tricts, is supplied, to a great extent, by corn grown in.
the counties of Lincoln, Cambridge, and Norfolk,
shipped coastwise to the coast of Goole, whence it is
ferwarded!:by the Knottingly and Goole, and Aire end .
Calder Canals. The quantity of grain thus passing
through the port of Goole to Wakefield is stated to be
not less than 15,000 quarters per week, in addition to.
large quantities sent to Le ds, and in other directions.
Wool and other produce of the eastern agricultural
counties is also conveyed by the same channel to the
manufacturing districts in large quantities ; and this im-
port trade is chiefly balanced by an export of coal, lime, .
&c., affording return freights.
Keeping these circumstances in view, it appears to us
that the principal objects to be attended to in laying
down a line of railway for Goole, are best attained by the -
Wakefield, Pontefract, and Goole scheme.
The Barnsley and Goole, and Doncaster and Goole
schemes provide only for the martial attainment of one
of the obi( cts referred to, viz. the export of coals. -They
arc laid out principally with a view of affording an outlet
from the Silltstone coalfield to Goole, and although this
may be a very desirable object, it is hardly sufficient to
justify the expenditure of the large,sums required, when
the same object may be attained almost equally well, in
addition to others equally important, by combination.
The Wakefield, Pontefract, and Goole scheme, in con-
nection with the main line from London yin Cambridge
and Lincoln to York, will accomplish the following
objects :-
1. It will provide a direct and independent line for the'
largest and most important branch of traffic existing at
Gooks, viz. that of corn and agricultural produce to
Wakefield and the manufacturing districts.
2. It will, at the same time, by its connexion with
other railways, afford a good railway communication
from Goolo in every direction, -viz. by the London,..
Lincoln and York line, to the metropolis, and to the
north and south ; and by the Manchester and Leeds,
and North Midland lines to Manchester, Leeds, Brad-
ford, Halifax, Sheffield. and the whole of the manufactur-
ing districts, and of the West of England.
3. It will thus afford a direct communication from the
nearest coal field, that of Wakefield, and one only a few
miles circuitous from that of Silkstone, in addition to a
communication with the Durham coal field, by means of
the north( rn lines.
4. It will accommodate an important intermediate dis-
trict, including the borough of Pontefract, with a popu-
lation . •
of 12,000, and a considerable malting trade ; and -
Knottingly, a place known for its excellent lime quarries,
from which about 65,000 tons of lime are exported -
annually.
5. It will afford a good connexion from Leeds, the
West Riding, and the manufacturing districts, to the
main eastern line from London to York, and will supply
the purpose of a necessary branch from that line.
These objects seem to us abundantly sufficient to jus-
tify the construction of the Wakefield, Pontefract, and
Goole line, the estimated cost of which is only 365,0001.
It is true that the same objects might be attained more
economically, though less perfectly, by substituting for
the Wakefield, Pontefract, and Toole line, either the
branch from the York and North Midland Railway, at
Brayton, the estimated cost of which is Only 105,0001,
or the Leeds branch of the Lincoln, Leeds, and York
line, to Normanton, in connexion with a short branch to
Goole. But the former of thes' schemes would give no
accommodation to Pontefract, and the intermediate dis-
trict, and would involve a considerable circuit upon most
of the traffic in corn and coals
,to and from the interior,
in addition to the delay and inconvenience of compelling .
all this traffic to pass over the most crowded portion of
the York and North Midland Railway, the inconvenience
of which has been already referred to in the Commis-
sioners' Report ; and through the Normanton station, ,
which is already the centre of such a large amount of
traffic, and-where the space is already limited.
The other scheme of the Lincoln, Leeds, and York
Company's Leeds branch, is also open to the latter ob-
jection, and is imperfect for the reasons which have al-
ready induced us to consider the main scheme with which
it is connected as inadmissible, ifiel because no Goole
branch in connexion with it is actually proposed.
Under these circumstances, and considering that the
traffic is likely to be sufficient to support a good line to
Goole, we have no hesitation in reporting our opinion
that the Wakefield, Pontefract, and Goole line, appears
to us to deserve a preference over the other competing
schemes for that purpose.
Two schemes are proposed for extending railway com-
munication in the northern and north-eastern portions
of Lincolnshire, which, although not dependent on the
decision of the main question between London and York,
are in some measure connected with it ; viz.—
The Great Grimsby and Sheffield, and
The. Hull and Gainsborough.
The former of these lines runs from Gainsborough,
by Glendford Brigg, to Great Grimsby, with branches
to New Holland, opposite to Hull, and to Market Rasen,
while the latter runs directly from Gainsborough to•
New Holland. An inspection of the map will show that
these are directly competing schemes, and that the
former is much more comprehensive in its object, com-
prising the accommodation of the important agricultural
district of North Lincolnshire, and the connexion of its
principal market towns with one another, with Lincoln
and Gainsborough, and with the port of Great Grimsby,
which is represented as capable of great improvement,
while the object of connecting the Ferry, opposite to
Hull, with the main, eastern liming railway, is accom-
plished by only a slight circuit. These considerations
appear to us to be decisive, more especially as we do not
think that, owing to the interruption of nearly three
miles of ferry across the Humber, and to -the
great shortening in the railway communication
from Hull to the south, which will be effected '
by the proposed main line . by way of Selby,
any line from New Holland Point is likely
to be of material advantage to the tow of Hull.
The accommodation of North Lincolnshire,n therefore,
appears to us to be the main object ; and as this is much
better effected by the Grimsby line, which is likely to
afford great benefits to an important district, while, at
the same time, there is fair reason to hope, from the
estimates of cost and traffic, that it will be able to sup-
port itself, we have to report our opinion, that it appears
to its, upon public grounds, to deserve a preference.
With regard to the lateral corn munications further to
the south, we have already stated our reasons why the •
Branch of the London and Birmingham Bailee), to Bed-
ford, which at a slight cost, the estimated capital being
only 125,000/., affords a communication both with Lon- •
don and Birmingham, and the manufacturing iistriCts,
appears to us to be unobjectionable on public grounds ;
and also why the Branch from the Northern and-
Eastern line at Hertford to Hitchin and Biggleswade
would appear, in the event of the rejection of any trunk
through that district, to be deserving of sanction.
The Ely .and Bedford line, projected in the same
district, appears to us to be one which at some future
period may be required, but which can hardly be
considered at present until the main question of the
trunk lines in that quarter has been decided, and a
sufficient time has elapsed to consider the effect of that
decision ; and we therefore recommend its. postponement.
The only remaining lateral schemes are those of the •
Midland Counties from Nottingham to Newark and
Lincoln, and Syston to Peterborougi'.
We are not aware of any opposition, on public
grounds, to either of these lines, and they are calculated
to afford considerable local accommodation to the din- ,
tricts traversed ; more especially in the conveyance of
corn and agricultural produce, and of coals. When
lines of this description are thus proposed, for the ao-
commodation of an unoccupied district, by an existing
Company, with ample resources to ensure their com-
pletion and efficient working, and when, as in this in-
stance, they interfere with no other existing or pro-
jected Railway, we are aware of no public reasons which
should lead us to report them undeserving of the sanction
of the Legislature.
There are some points of detail connected with the
passing of the Syston and Peterborough line through The
town of Stamford, and the direct
crossing of public road
there on the level, to which we beg, howeva er, to
the attention of the Committee on the Bill ; and also to
the mode of effecting a junction with the other lines,in
or near Peterborough.
We now proceed to recapitulate briefly the conclusions
at which we have arrived, and the leading results, with
reference to a great national system of railway commu-
nication, which we have had in view in submitting for
the consideration of Parliament the recommendations
contained in this Report.
The adoption of the Cambridge and Lincoln, and nor-
thern portion of the Direct Northern lines in connexion
with the line of the Northern and Eastern, which will
shortly be opened to Cambridge, and with the Totten-
ham and Farringdon-street Extension, will afford an in-
tegral and bidependent trunk line to the north, which,
having regard to gradients, is probably as short, in
point of time, as could possibly be constructed ; with a
first-rate metropolitan terminus ; passing through the
principal towns on the eastern side of the kingdom be-
tween London and York, by the route, the first stage of
which has been already sanctioned by Parliament, and
which has been always considered as the most natural
and desirable.
By this line, from the completion of the portion as far
as Cambridge, and from the extreme facility of execu-
tioe of the rairrintler, all the public advantages that can
reasonably be anticipated from economy of construction
A ill be iustirel. The completion of the whole under-
taking within a moderate period, and whatever may be
the state of the money market, or rise in the price of
labour and iron may, from this
cheapness
of con
of str
peruc-
tion, be rendered certain by he iroduction pro
clauses. The existence of the undertaking in a state of
in...lepcndetioe, affording to the public whatever benefits
Loudon uorthwards, and from
e.couel trunk lice from Lull&
may be justly expected to result from the existence of
IL
5-the indirect effecte of competitiou, will be also rendered
i ouel de
d l
ent ssib
elyapb:blteheof cearasery,if
ameucelsxpmeilosrieveprbobeaeblwe
atshsaannecto
}rig at low fares and sustaining comon. At the salike

impeded transit of all traffic to and from the east over
this and their existing line on moderate terms.
This communication being effected, it seems very
questionable whether any of the other lines, proposed
for the same object, of connecting Sheffield with Lincoln
and Gainsborough, is required.
The Sheffield and Lincolnshire line is 527 miles in
length, with an estimated capital of 700,000/. ; and, with
the exception of accommodating the two small towns of
Worksop and Eest Retford, it appears to offer no very
decided public advantage beyond that of affording a
communication between Lincoln and Sheffield a few
miles shorter than by the Swinton route. It does not
appear to U 3 that this is a sufficient object to justify the
outlay of such a large capital ; neither do we think that
this line, if sanctioned, having to compete with the Swin-
ton, the Newark and Sheffield, and other lines of Rail-
way, and with the Chesterfield Canal, to which it runs
nearly parallel, would be at all likely to afford an ade-
quate return.
The same observation applies to the Sheffield Branch
of the London and York scheme, which is a line of an
extremely expensive character, being estimated to cost
700,000/. for 20i- miles. This branch, if made, would be.
in direct competition with the Sheffield and Rotherham
and, the Midland's Swinton line, and to a certain extent
with the proposed Wakefield Branch of the London and
York scheme itself and it appears evident that it offers
no sufficient public advantage to justify the outlay.
If any direct line from Sheffield eastward were re-
quired, that from Rotherham by Bawtry, to Gains-
borough, would appear to be decidedly preferable. It is
less expensive, being estimated to cost only 400,000/.;
and, by availing itself of the, existing Sheffield and
Rotherham Railway, avoids what appears, under the cir-
cumstances, to be unnecessary competition, as well as
costly and nnnecessary interference with house property
in Sheffield. It affords a better connexion, also, with
the important market town of Rotherham, and with the
North Midland Railway, and gives as direct a commu-
nication as could be desired with Gainsborough and Lin-
coln, accommodating the intermediate towns of Tickhill
and Bawtry.
This line, therefore, appears to us decidedly preferable
to the Sheffield and Lincolnshire, or Sheffield branch of
the London and York ; but, at the same time, we do not
feel that more than one communication from Sheffield,
in the direction of Gainsborough and Lincoln, is re-
quired, or would be supported under existing circum-
stances ; and for the reasons already assigned, we are of
opinion that the Swinton line offers, on the whole, by far
the greatest amount of public advantage.
For similar reasons we do not consider that the line
of the London and York scheme from Doncaster to
Wakefield is required. This is also an expensive line,
having very heavy works for half its length, and accom-
plishing no public object beyond that of shortening the
distance from Lincoln and Doncaster to Wakefield by a
mile or two, as compared with the route of Swinton
and the North Midland Railway. An outlay of upwards
of 300,0001. for this sole purpose would not seem to be
justifiable, and indeed it appears to us that both this and
the Sheffield Branch before referred to, are proposed
mainly with a view to carrying the traffic between Lin-
colnshire and Manchester by an independent route,
without having to pass over any immediate link in the
hands of a different, and, perhaps, a hostile interest.
This obliges us to refer to a question which is of the
highest importance, both with reference to this and to
other instances—viz., the necessity of making some pro-
vision by which the free transit of traffic may be secured
over such intermediate links, and along lines of commu-
nication broken up into several portions. No provision
has been made hitherto for such cases, but each Com-
pany has been placed by Parliament in the uncontrolled
possession of powers, which, if exerted, would enable it
to exact an unfair toll upon, or entirely put a atop tz,
the traffic of its neighbours. There is nothing, legally,
to prevent the York and North Midland Company, for
instance, who hold a short link between Manchester and
Hull, from imposing the maximum charge allowed by
their Act of Parliament upon all Manchester and Hull
traffic, the effect of which would be to give them, for
the transit over about sixteen miles of railway, nearly a
taifeof the total sum which the competition of canals
and other modes of conveyance enabled the different
Companies interested to obtain from the public for the
whole 98 miles between Manchester and Hull. The
existence of such uncontrolled powere, without any tri-
bunal to which to appeal, n order to settle any difference
which might arise, has naturally led to disputes in almost
every instance where Companies have been so connected,
and to those disputes may be attributed a very large pro-
portion of the competing schemes which are now brought
forward throughout the kingdom. The necessity of some
provision by which Railway Companies, principally inte-
rested in particular branches of traffic, may be enabled to
regulate the rates upon that traffic, and to send it without
obstruction or delay over portions of connecting lines,
upon an equitable mileage arrangement, has become
so apparent, both for the interests of the public and of
the railway Companies themselves, that we may venture
to assume that it will be made. The present is not a
proper occasion to discuss the Aetails of such provision,
further than to observe that, while it will be a serious
questik n for the consideration of Parliament in what
manner such provision should be made, it is evident that
the difficulties described can only be completely obviated
by the Legislature providing in some manner or other
an -effectual means of deciding differences in which the
public convenience is involved, and of enforcing, either
by compelling a resort to arbitration or otherwise, such
equitable arrangements in regard to mileages on through
traffic, to the use of the line of one Company by the
carriages and engines of another, under proper regula- '
tions for safety, or otherwise, as may appear to be re-
quired for insuring the full, free, and unimpeded transit
of traffic in every direction over the complicated net-
work of railways with which the country will shortly
be covered.
Assuming such provision to be made, the heavy
outlay of capital and extensive interference with pro-
perty occasioned by such lines as those of the
London and York scheme to Sheffield and
Wakefield, would clearly be unnecessary ; although
in the absence of it, there may be no alternative but to
'allow duplicate and competing lines to be made to com-
plete communications where portions of existing railway
intervene which would answer the purpose equally well.
We have thought it right to state these views, in order
. .

to show that in giving a—preference to the Swinton com-
bination, which avails itself of existing lines, we have not
been unmindful of the difficulties to which such com-
binations have hitherto given rise, but have proceeded on
the supposition that such difficuldes will be obviated in

future.
The next lines which we have to consider are those
proposed for affording a communication from Sheffield to
the south-east, in connexion with the main line through
Lincolnshire, viz., the Manchester and Sheffield and
Midland Junction (Sheffield to Chesterfield), and the.
Newark and Sheffield (Chesterfield to Newark.) The
first of these lines is proposed partly with a view of
cutting off the present extremely. inconvenient and cir-
cuitous angle in the communication of Sheffield with
the south, and partly of opening up an extensive coal
field between Sheffield and Chesterfield. Both these
objects appear to be unexceptionable on public grounds,
and it is stated to us that the advantage to the town of
Sheffield will be considerable, from the introduction of
1 a description of coal well suited for its manufactures, at
reduced rates.
This line is, however, in parts, of a difficult and ex-
pensive character; and as an isolated scheme we should
have some doubts how far the traffic likely to pass over
it would be sufficient to support it; but having regard
to the obvious advantages which it would afford to the
town of Sheffield, and to its position with reference to
the Sheffield and Manchester and to the Newark and
Sheffield line, which we proceed next to consider, we do
not eel that we should be warranted in reporting our
opinion that there are public grounds which ought to be
decisive against the schemes.
The Newark and Sheffield line is projected with a view
of affording a direct outlet, towards Sheffield and the •
manufacturing districts, for the produce of Nottingham-
shire and South Lincolnshire, and also an outlet for the
coals of the Chesterfield, Dronfield, Mansfield, and Pinx-
ton coal fields, towards the east and south-east. It was
originally proposed with a view to join the London and
York Railway at Newark, but its promoters state that
it admits of an easy extension to Sleaford, for which
they would apply in a future session, which would con-
nect it equally well, or better, with the line of the Cam-
bridge and Lincoln. This line, in connexion with the
proposed branch from the Cambridge and Lincoln line
to Boston, would thus form a completea line
oug from a
Man-
chester and Sheffield to Boston, pg through rich
and unoccupied agricultural district, and affording the
shortest communication with several important coal fields
and quarries of the best building stone, besides accom-
modating Mansfield, Newark, and several considerable
towns. NVe are of opinion, therefore, that the scheme
offers considerable public advantages, and that, if no
intermediate line from Sheffield eastward, between this
and the Swinton and Gainsborough line, should be for
the present sanctioned, a fair remuneration might be ex-
pccted upon the capital required for the construction of
these, which W 2 consider to be decidedly the more im-
portant lines for public purposes.
The next important question of lateral communica-
tions in connexion with the main question, has reference
to the extension of railway accommodation to the port of
1 Goole. • Fur this object no fewer than four schemes are
proposed ; viz 3.---
The Wakefiald, Pontefract, and Goole ;
The York and North Midland and Goole ;
The Barnsley and Goole ;
The Doncaster and Goole ;
in addition to a short line from Goole to Snaith, the
plans and sec:ions of which have been deposited by the
Aire and Calder Canal Company, who are the proprie-
tors of the docks at Goole, with a view, however, a 3 it is
~believed, of securing a certain control over
Aso
ctiomned uch of
n to
the terminus of whatever railway may ho
Goole as lies within the property belonging to them, and
which may afterwards be required, may be attained
better by the insertion of clauses in the Bill of the
successful railway, than by the inconvenient ar-
rangement of placing a short link of the line

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