The Sun.
London, England, 1845-11-20 00:00:00

THE SUN, LONDON, THURSDAY EVENING, NOVEMBER. 20, 184:5

then announced, and he reproaches Cathttitie, wtto
confesses her for !bk.` Mel), V.ith ter conduct to Fits ti4V I";
belieVing that she still intends to wed the old roan; ,Thiz
mistake, however, IS:Sthin the Ilifel-V6`;',-
tion of the Maiden aYtWt, vho urges the lovers to instant
ffight ke Must as they are about to obey her injunction
Ptter Wilmot enters, and, locking his daughter up in
her room, turns her lover out of his house. Their good
genius, however, is present in the person of the maiden
aunt, whose injunctions Perc.y promises iifipl citly b
obey. The fifth art °petit With the arrival of the guests
to the wecldilik. Percy arrives with them, and congra•
tttlates his uncle on his good fortune, and willingly re-
signs the lady to him. Old Sir Simon is rejoiced at this
sudden change in his &phew's sentiments, but he is
observed to be fidgetty and uneasy. The priest comes
not\ hha the bride has not yet made her appearance.
Peter goes to seek the priest, the guests withdraw, and
the maiden aunt goes up to Sir Simon, asking him what
is to be done. Now Sir Simon has, the night before,
received a very mysterious letter on the subject of his
marriage, which had given him some uneasiness. Di-
vers strange inuendos had been whispered into his ear
by divers of ' the guests, and this question from the
aunt puts the poor knight into a regular pucker,
She draws him to question her, and at last, after much
hesitation, she tells him that her niece is mad, and has
vowed to do him some grievous harm, and raves of
aconite and secret ways of death, and insists on wearing
deep mourning at the wedding. Catherine herself ap-
proaches him, and attempts to remonstrate with him on
his folly in insisting on the marriage, while Sir Simon,
who is convinced of her madness, watches her with fear
and trembling. At length he consents to renounce his
project of marriage with her ; and when she gratefully
endeavours to seize his hand to kiss it, he roars out for
help, believing himself in the grasp of a madwoman.
Percy and the others enter, and of course Percy and
Catherine are made happy, and so are Sir Simon and
aunt Sarah, but after a different fashion. Sir Simon
would fain wed the maiden aunt, but she wisely deter-
mines to remain single, replying to Sir Simon's offer—
" No: you and I shall live
Good friends unmarried—wedded in the wish
And constant care to see these young ones happy!"
The play was well received throughout • but towards
the conclusion there were some slight expres-
sions of disapprobation ; they were, however, imme-
diately drowned in most vociferous applause ; the non-
contents gave up the contest, and the play was announced
for repetition every evening without a dissentient voice.
The principals were called for at the conclusion, as was
Mr. Brinsley Knowles himself, who bowed his acknow-
ledgments from what we may be almost justified in
calling the author's box. In the production of this his
maiden effort, Mr. Brinsley Knowles was most efficiently
supported by the arthtes and by the management.
Farren and Mrs. Glover were perfection ; Hudson made
a very spirited Percy ; and Mrs. Seymour gave a light.
agreeable, though somewhat sketchy, version of the
spirited and volatile Catherine. The play was put upon
the stage with the greatest attention to the scenery and
decorations ; its mounting was superb. The house was '
a bumper.

IkPoar.PANT itAik,WAy NtETING
'`.4T

guidance of did, m eting and which was hung up in
Vie. room; ,liad edit somewhat unfaifly Vkith S very im-
potant Raft of„ the Voncldn •and Tea krtown as
" eettittigds 4,liferf Wneld
result to Cambridge, Lincoln, and other towns, were thus
thrown into the background, and would render it quite im-
possible for the meeting, without, previous information, to
arrive at a proper decision with respect to that project. He
(Mr. Pym) was very well aware that he had undertaken a
btild pdTt itt &Ailing into Cambridge to advocate the London
and York line, inasmuch as it lid dome to his knowledge
that many gentlemen of influence in that toNvn had been
decried as inimical to the interests of Cambridge, simply be-
cause they had supported that scheme. One word With
respect to the advantages which the town of Cambridge
would derive from the construction of the London and York
line. He thought that the public would admit that in rail-
way speculations competition Alfas desirable, and' likely to
conduce to the general interests. The London and York
was a line of that character, and therefore ought to be en-
couraged. It had already obtained the sanction of one
branch of the Legislature. They were aigate that a line
had been granted from Cambridge to Huntingdon l 9f that
line were not carried out by its projectors, the London aud
York Company would adopt it in compliance with an
assurance they had made to Parliament towards the close
of the last session—(Cheers)—thus offering the greatest
advantage to Cambridge in this respect. The Cambridge
and Oxford line, if carried out to Hitchin, would there
join the London and York, and would form a shorter route
to London than at present existed. He knew, as he had pre-
viously stated, that the London and York was not a popular
line in Cambridge, and he would not therefore, on the pre-
sent occasion, ask for a vote in its favour. Mr. Pym then
entered into a long statement to show that the London and
York would be advantageous, in a variety of respects, to
Cambridge. After which he adverted to the speech of Mr.
Hudson at a late meeting of the Eastern Counties, at Lon-
don, and said that gentleman had stated publicly that there
was not a single individual of experience in our direction.
Surely the Hon. Gentleman had not seen our list; for it con-
tained the names of persons of the greatest experience. But
as he had said there was not one in the directory of any ex-
perience, he would name a gentleman who had worked upon
several lines under Mr. Hudson's own management—he
alluded to Alderman Meek, of York. He hoped, therefore,
that Mr. Hudson would reconsider his statement. The Lon-
don and York line would be nearer by thirty miles than the
present distance, and ten nearer than the contemplated Cam-
bridge and Lincoln. Mr. Hudson at the Eastern Counties
meeting had said he intended to make an offer to tke London
and York Company. He (Mr. Pym) had only to say that he
had not yet heard of one having been made. Mr. Hudson
had also overrated the expense of carrying out the London
and York. In conclusion Mr. Pym complained that the
cost of forming the line from London to York had been
overrated.

CAMBRIDGE, WEDNESDAY EVENING.—To-day a meeting
of the inhabitants was held at the Town-hall, in pursuance
of a requisition to the Mayor, to take into consideration. the
numerous railway projects in irpmediatq connexion with the
ttatii. Mr. unison, accompanied by Mr. Waddington,
puty-Chairman of the Eastern Counties Company; Mr. R.
W. Kennard, Mr. Routh, Mr. Duncan, the law clerk, and
ether getitletlien tontiected with the Company, arrived by
the train which reached Cambridge at half-past ten, A.M.
The Town-hall was filled, and amongst the gentlemen pre-
sent were many of the members of the University.
Mr. J. J. Deighton, the Mayor, took the chair. He was
accompanied by Mr. Hudson, Mr. Waddington, Mr. Pym,
Mr. Cobbold, and the other gentlemen who attended as de-
putations from the respective Companies.
Mr. Harris, the Town-Clerk, acted as Secretary.
The following gentlemen were present representing the re-
spective Companies
EASTERN COUNTIES.—Mr. George Hudson, Chairman ;
Mr. David Waddington, Deputy Chairman ; Mr. E. Fisher,
Mr. S. Anderson, Mr. R. W. Kennard, Mr. W. Routh, Mr.
Duncan, the law clerk.

1 LINCOLN AND EASTERN COUNTIES JUNCTION (from Hull
through March to Cambridge).—Lord C. Bentinck, Mr.
Winckworth, Mr. Lyston, Mr. E. Breary, secretary.
WISBEACH, ST. IVES, AND CAMBRIDGE JUNCTION.—Messrs.
J. Fryer, Norton, R. Ward, Cooke, F. Lumsden.
CAMBRIDGE AND OXFORD.—Mr. W. Wiltshire, M.P., Rev.
H. Arlett, Messrs. E. Forster, C. Cobbold, W. Ekins, Henry
Hope, secretary.
MIDLAND AND EASTERN COUNTIES (from Cambridge by
St. Neot's and Northampton to Worcester).—Messrs. John
Chevallier Cobbold, of Ipswicb, Chairman of the Eastern
Union Company, and of the Ipswich and Bury St. Edmunds;
Francis Pym, of Biggleswade ; Captain Page, of Somerton ;
the Rev. Francis Hall, rector of Fulbourne, near Cambridge;
William Gee, of Bishop's Stortford ; John Hill Day, St. Neot's ;
John Carrington, St. Neot's ; Thomas Elgood, St. Neot's ;
Marion Welstead, Stonely Hall, Kimbolton ; Cuthbert Cur-
tis, George Abbey, Northampton ; and John Allan Ransome,
Ipswich.
BEDFORD AND CAMBRIDGE EXTENSION.—Messrs. T. J.
Greene, Mayor of Bedford ; Captain Newland, T. Barnard,
T. A. Greene, J. Elger, H. Parker, H. Pearson, secretary.
NEWMARKET AND CHESTERFORD, WITH A BRANCH TO
CAMBRIDGE.—Lord George Manners, Messrs. James Fairlie;
Timothy Tyrrell, Francis Fuller, W. P. Isaacson, T. Caldecott.
BURY ST. EDMUNDS AND CAMBRIDGE UNION EXTENSION.
—Messrs. J. Chevallier Cobbold, J. Allen Ransome, J. F.
Saunders, secretary.
CAMBRIDGE AND COLCHESTER JUNCTION.—Lord Sussex
Lennox, Messrs. Halpin, J. S. Christopher, secretary.
On behalf of the London and York Company there were
present, Mr. Francis Pym and Mr. John Nathaniel Foster.
The MAYOR, in opening the proceedings, said enly
.those

Mr. HUDSON then rose, and was received with loud cheers.
He said—The Hon. Gentleman who last addressed you began
his observations by saying that in offering this line to the
public he offered them a great boon, inasmuch as he offered
them a competing line. Sir, if I thought competition in
railway matters a boon to the public, I would then feel with
him that it would be a great advantage to the public to con-
struct another line from north to south.—(Cheers.) But, as
the Committee of the House of Commons, after a most care-
ful consideration of the subject, have almost unanimously
determined that a competition in itself is not good, but the
contrary, and that the application of such powers as Parlia-
ment possesses, for the regulation of railways and the pro-
tection of the public, is much better than competing lines,
I am of opinion that the circumstance of the Hon. Gentle-
man's project being a competing one will be no recommenda-
tion of it whatever when it comes before Parliament.—
(Hear, hear.) But if the Hon. Gentleman be consistent in
his advocacy of competing lines, I would, with all due respect
and regard to what he said, ask him why the London and
York Company commenced their proceedings by anni-
hilating competition, by purchasing the Witham and Foss-
dyke Navigation, thus showing that they thought competi-
tion not so very desirable, and not of such great ad-
vantage to those Companies ?—(Cheers.) I think that they
were not favourable to competition is a fair inference from
such conduct.—(Cheers.) I have been charged with over-
rating the estimates for the construction of the London
and York line, and for this purpose the Hon. Gentleman
has referred to an address of mine to the Midland share-
holders at Derby in January last. I did then, on the autho •
rity of one of the most eminent engineers of the day, give a
statement of the probable cost of that line, supposing the
whole line to be of the same character as that part going to
Grantham. If any gentleman has heard or read the evidence
of Mr. Cubitt, I appeal to him whether my statement has not
been borne out by the evidence of that engineer—the engineer
of the London and York. His evidence before Parliament
was that the cost of the line, including the carrying stock '
and station, would be 8,500,000/.—(Cheers.) I ask you, then,
as fair and impartial men, whether I have been guilty of any
exaggerated statement ?—(No, no). At the Eastern Come
ties' meeting I said that I knew, from my own knowledge of
those works, and from the information I possessed
from having made large contracts latterly, that since
tho estimates were made there was an advance in the
price of labour, materials, and everything connected with
they making of railways, of twenty-five per cent. Is not
that so, gentlemen 2—(Hear, hear.) The estimate of the
engineer of the London and York for his rails was 101. a
ton. I can testify that the other day I was obliged to con-
tract for rails at 12/. a ton—(Hear, hear)—and Lord Worsley
told me that he had contracted for them at 121.105. a ton.
The wages of stonemasons and bricklayers were estimated
at 1L Is. a week; they are now estimated at 30s.—(Cheers.)
Gel:Memo!, I should be ashamed of myself if I exaggerated
the probable cost of the London and York line, but my be-
lief is that it Will be 12,000,000/. ' In my career through life
I have endeavoured that all my statement§ should be based
on truth, and on truth I am ready to stand in this case.—
(Applause.) Gentlemen, I know the taunt of the Hon.
C-entleman respecting the Board of Trade having adopted a
„ part of the observations which I made at Derby. If
the Hon.
l'ines • tlein an means that I had anything to do with
the revert of the
Ttoard of Trade, I hurl back the imputa-
tion. The nobleman ay.—
preside over that department of
hle of adopting the opinions
the Board of Trade Is ineap..„ansideration. But be-
of any gentleman without due
' • truth, surely he
lieving my statements to be founded•sethey fell
could not be expected to reject them beca.— --e is no
from an humble individual like myself. But the..
reason for supposing that the Government of the coun...
adopted those observations because they were mute. Because
there were bad gradients on the London and Brighton Rail-
way,t b
was e
nconstructedott h e
most ?
egregious
I egi
was that a reason why this London and York line
shouldn t o appealu
sof t
engineering
the
blundersw o rl d I e
vr
ap-
peal to any person acquainted with railway matters—whether
h
committed in this country?—(Cheers.) I tell the parties .
promoting the London and Fork line that it will be as great
a blunder as ever disgraced a railway management.—
(Cheers.) The Hon. Gentleman tells you his line will effect
a saving of ten miles • but he ought to have measured that
ten miles by time, and not by distance. A railway ought
not to be measured by distance, but by the time it takes
in accomplishing that distance.—(Cheers.) Any one know-
ing anything of what railway travelling is must be fuljy
aware of what it is to get bad gradients and a large quan
tity of tunnels. There may be a parallel case (but I hope
there are not any) in which there is a tunnel having
gradients of one in a hundred.—(Hear, hear.) I have not
an opportunity of referring to the speech I made at
Derby, in which speech I went more particularly into this
question ; but to the best of my recollection, my belief is
(and I do not believe there is any great passenger line in
this country furnishing a parallel case), that you have one
tunnel in which the gradients are one in a hundred. Well,
gentlemen, that is an evil which I am sure cannot be over-
rated. I have no interest in any line that may be made be-
tween London and York, except as a citizen of the world, nor
do I care, if the line be advantageous to the public, whether
the line be constructed by the London and York Company, or
by the Lincoln and Cambridge Company. I hope my sole
object hitherto, and in appearing here in connexion with
these railways, is to get a good line, and one that will prove
advantageous to the country in every respect.—(Cheers.) I
do say it would be unfair for this large district—it would
be unfair for the whole north of England, and not treating
them and Cambridge properly, to put them on a branch
rather than on the main line.—(Cheers.) As to the dis
tance, I dare any engineer of reputation, or any manager of
experience to deny that we can perform the distance to
London by Cambridge, in conjunction with the Eastern Coun-
ties line, sooner than they can by the London and York.—
(Cheers.) By going in the way we proposed, you avoid
tunnels, and you have a fine, open, plain country ; and if you
wish to get another communication with York, the metropolis
of the north, and Scotland, let us have a line of such gra-
dients that the journey may be performed, under all circum-
stances, and in every description of weather, with perfect
safety and advantage to the public. As to mercenary feelings,
I deny their existence on our parts. I appeal to any gentle-
man if it would not be a vast advantage and honour to the
country to bring distinguished foreigners direct from London
to Cambridge, instead of taking them round by a number of
small branches, as proposed by the London and York Com-
pany. As to the population, rbelieve that the population of
all the towns between Peterborough and London is not so
large as the population of Cambridge. Then what have you
beyond Peterborough ? to which' we go off as to a
common point. Why, Doncaster becomes the next in extent
of population. Then there is another argument in our favour,
which I think a fair one for the invested capital of the
country, and that is, that by adopting the London and York
line, you put Cambridge and Lincoln at a greater distance
from the Midlands, and all the towns—Grantham, Newark,
and Bedford included—will be only supplied by the lateral
branches, and Bedford by one of the most direct
communications that can possibly be made. Gentle-
men, I thank you for the kind hearing you have
given me. I have only just now been connected with the
Eastern Counties.—(Cheers.) I became connected with that
Company on public grounds, and with an anxiety, I can
assure you, most unfeignedly, to benefit the shareholders of
that Company ; and I feel that, in benefiting them, I can
also benefit the town of Cambridge and the country at large.
—(Cheers.) The Hon. Gentleman (Mr. Pym) says I said
there was not a gentleman connected with the Board of the
London and York Railway Company] that had any expe-
rience in railway undertakings. I do not recollect using any
such language. I believe the exact words which fell from
me were, that I scarcely knew a man on that board who had
any experience in railway matters. The Hon. Gentleman
referred to my excellent friend Mr. Meek; but if the Hon.
Gentleman had left the decision of the point at issue to my
friend Mr. Meek and me, it would be soon settled that we
should come to Cambridge.—(Cheers.) I know my friend
Meek's sensible views on those matters, and that he cannot
plunge intoigreat works that cost such vast sums without
great deliberation. He would not sanction a line which would
occasion a deviation of ten miles to accomplish a distance of
210 miles. According to the statement of the Hon. Gentleman,
the loss in distance was not compensated for by a savingin time
and other advantages. However, we save that time by the po-
sition of our station. Mr. Kennard, who is perfectly well ac-
quainted with these matters, is ready to bear me out by
calculations, that time alone, and not distance, is the way to
measure railways. He says that, measuring by time, there
will be a saving of twelve miles on our line, as compared with
the London and York. I had the honour to see the first
sod turned up of the Trent Valley Railway. On that occa-
sion I listened with pleasure to some observations which fell
from the Right Hon. Baronet, the Premier. These observa-
tions made, as every observation which fell from that distin-
guished individual should make, a deep impression on my
mind. I could not help, when I heard him descant on the
advantages Tamworth would derive from being put in a
direct line, running through it rather than eighteen miles
from it, as the line advocated by the Hon. Gentleman does
from Cambridge—(Cheers)—when I heard him descant—
and] I wish every gentleman here had heard him—with a
force and a power which it would be impossible for any pee-
son here to endeavour to imitate or attain,
on the good advan -
tages that would accrue to Tamworth front being put on the
main line, I could not, I say, help thinking that the arguments
the Right Hon. Baronet employed in favour of a direct line from
Tamworth were peculiarly applicable to our liracc.ed o
committedeto a
Isnittnot an
advantage to the town of Cambridge too
be be p h d -
bra line ?—(Hear, hear.) Are ynch line eighteen miles from your t own, rather than to a
direct line passing through your town ?—(lsio, no.) Are we
to lose the advantages of the great communication taking
ou
red
place between the north and south of England, forsooth, to
nary line?—(Hear.) Are we to be taken eighteen miles out
please the whim and fancy of the projectors of some imagi-
of our way to subserve such a project ?—(No, no.) But the
Jionourabin Gentleman ?Aye he got a decision of the Howie

. .
lines that have been advertised in the -Gazette, as being
ready to be brought before Parliament at the ensuing session,
will be considered at this meeting: In the next place, it is
not intended to come to any decision at the present meeting
upon any of those lines, but merely to hear whatever may
be brought forward in favour of or against them, and also
any explanation that may be offered about them; after
which resolutions will be proposed to form Committees for
various purposes in connexion with these projects, and to
make arrangements for another public meeting, to take place
on sonic day subsequently to the 30th of this month, by
which time all the companies who purpose going to Parlia-
ment in the ensuing session must have deposited their
plans.
The first group consists or the Eastern Counties, Cambridge
to Lincoln; Lincolnshire and Eastern Counties Junction
(from Hull, through March to Cambridge) ; Wisbczich,,St.
Ives, and Cambridge Junction. Group ll.—Cambridge 'and
Oxford ; Dildlarid and Easttin Counties (from Cambridge, by
St. Neot's and Northampton to Worcester) ; Bedford and
Cambridge Extension. Group lll.—Newmarket and Ches-
terford, with a branch to Cambridge ; Bury St. Edmunds and
Cambridge, Eastetti Union Extension. there is besides a
ninth line, the Cambridge and Colchester Junction.
Mr. PRYME—I. beg to say that the Harwich, Birmingham,
and Central ;unction line is not there.
Another Gentlemati retilarked that the Harwich, Cam-
bridge, and Stour Valley Company did not intend to apply to

DICTIONARY of DATES and UNIVERSAL
REFERENCE, RELATING i 9 ALL AGES and
NATIONS. By Joseph Haydn. Third Edition. To
which is added a copious Index qf Lvadiny Names.:
The author tells us in his preface that his " design has
been to attempt the compression of the greatest body of
general information that has ever appeared, and to pro-
duce a book of reference, whose extensive usefulness may
render its possession material to every individual." In
this design he has completely succeeded. The work
contains fifteen thousand articles, alphabetically ar-
ranged, and is a resume of universal history. There is
not a remarkable occurrence, ancient or modern,
whether relating to arts or arms, to science or literature,
but what is here chronicled, its date giveil, and its salient
features described. It is the Directory of History. No
house can be said to be properly furnished in which the
" Dictionary of Dates" is not found ;,and our advice to
all who are engaged in the purstilt of knowledge is, if
you are so poor that you can only afford to purchase
one book, let that book be the " Dictionary of Dates ;"
for it is a library in itself, and will save the necessity of
purchasing many most expensive works.

Parliament nest session.
Mr. Smmr, one of the deputation from the Harwich Docks
and daiiihridge tlothpany, complained that although that
Company had been invited to send representatives to the
meeting, there was no mention made of their line in the list
submitted to the, meetiggf.
The MAtort then reterfed to R large diagram hung up in
view of the Meeting, and on which were delineated the va-
rious projeCted lifteS toughing at Cambridge.
Mr. Rout% as one of the repreSetitaiiitee of the Eastern
Counties Company, said the Eastern Counties Company had
already made a line from Cambridge to London.—(Htar,
hear.) He might further state that they were prepared to go
to Pararnent far a line through Peterborough and Lincoln
to York. They had also taken up a line from Bedford to
Cambridge ; and further, they had determined on forming a
line from St. Ives to Wisbeach. He need riot dilate on the
importance dl thost branClipi tQ (Ambridge, they must be
appatnult 4u sir Parties ; at tne saiE6 time he admitted that
there might be other schemes which might aerie the town
better. It was the initiation of the Eastern Counties COM-
pany to deposit their plant, ttid apply to Parliament for a
line between Waltham-cross direct to the town of Bedford.
These Wert the Objects the t attar! Coutities Company had
in view ; and it would be satisfactory tti all Voiles to know,
that the Com any had the means to carry therii tiuti And
that their projects went through districts that might be W.,
versed with dispatch. Within last year they had constructed
nearly one hundred miles of cot titfy, anti opened them to
the public Within tWeiVe tdtliiths front the dine their Bill had
passed. If their line was sanctioned by Parliament, it would
pass through a country affording great facilities, and the
people of Cambridge tiiight depend on it that the same energy
would be exerted to carry the project into execution that had
been hitherto manifested with respect to similar projects by
the Eastern Counties Company.—(Cheers.)
Mr. FOSTER said if the Eastern Counties line to Hull
was adopted, it would Obviate the necessity of making the
proposed line from York to London.
The Bayou then called upon any gentleman who ap-
pfianrectdion (from Hull
onbehalfoftthheroLuignh Marchcolnshir t
Lincolnshire and
cndamEasbrtid) to stateerugeCounties
Junction
his views.

THE RAILIV AY SHAREHOLDERS"; POCKET-
BOOK AND 4LI!ANAC for 1846.
This will be found a convenient book for persons inte-
rested in railway property. In addition to the matter
usually published in almanacs, it 1...A4.i:hi11s a list of autho-
rised railways, comprising the names of the chairman,
secretary, and engineer, tables for calculating the value
of shares and commissions, and a diarx_for entering the
kale or purchase of railway shares. Tile tables have
been prepared expressly for the work; they are warranted
by the publisher mathematically correct, and will afford
means of ascertaining with facility the amount of
brokers' commissio:is On any number of shares, and also
the price of a..dy number of shares at any given rate.
Te the work is prefixed a little elegant map of England,
with all the lines of railway completed, and many of
those promised rer consideration in the ensuing session.
It is to Oa regretted that those who have the arrange-
ment of minor details in publications of this kind do
not bestow a little more care in order to make them
(7orrect. The following instance in proof we give as a
specimen of the grossest negligence :—ln the list of her
Majesty's Ministers we find the name of Lord Geo.
Somerset, Chancellor of the Duchy of Lancaster, said
to be "of the Cabinet," and only three lines further
down is Lord G. Somerset, Chancellor of the Duchy of
Lancaster, "not of the Cabinet."

THAMES EMBANKMENT and RAIL-
WAY JUNCTION COMPANY.
REPORT OF PROCEEDINGS.
The Provisional Directors, referring to the objects of the Company
as stated in their prospectus, have now to report the result of a de-
putation from the Board, to the Earl of Lincoln, First Conunissloner
of Woods and Forests, and Chairman of the Commission for Metro_
politan Improvements.
One of the objects of the Company being to co-operate with the
Government in carrying into execution the plan of her Majesty's
Commissioners for an embankment of the north shore of the Thames,
it became the duty of the Provisional Directors to seek an early in-
terview with the Chief Commissioner, with a view to the immediate
arrangements required for the realisation of this great public im-
provement; and an appointment having been obtained (September
26), the following proposal was submitted:—
That the whole expense of the embankment should be defrayed by
the Company, subject to the stipulation that the Company should be
at liberty to connect with such embankment an atmospheric railway
viaduct, of ornamental construction, and to continue such viaduct
eastward of Blnckfriars-bridge to the present Blackwell terminus, in
Fenchurch-street, and also across the river by a railway bridge, or
by one of the existing bridges, to join the Greenwich, Dover, Croy-
don, and Brighton Railways.
In accordance with the usual practice, this proposal was subse-
quently transmitted in writing; to which communication an official
answer has been received, addressed to the Earl of Devon, Chairman
of this Board.
The reply of the Earl of Lincoln, bearing date the 10th of October,
1845, Is to the effect that a correct judgment can only be formed upon
the proposal of the Company after a careful examination of the vari-
ous details of construction involved in a river line of railway, as
affecting public and private interests connected with the navigation ;
but it concludes, as will be seen by the following extract, with stat-
ing that his Lordship is ready to enter into such examination, and
that the projected railway shall be the first subject brought under
consideration at the ensuing meetings of the Commission
It will also, I have 110 doubt, be evident both to your Lordship
and the Company, that, at the present period of the year, with many
members of the Commission oat of town, and some probably out of
the kingdom, any effort that I might make to have the subject now
taken up and satisfactory disposed of would be unavailing. If, how-
ever, after the statement I have thus frankly submitted to you, the
Company should feel disposed at once to give the usual Parliamentary
notices, such notices having reference to the embankment and rail-
way combined, I can only assure your Lordship and them that I
feel it my duty to obtain a meeting of the Commission early in
the ensuing year, and to make the construction of the projected rail-
the first subject for consideration ; and I have no doubt, that
having reference to the importance of an early decision, the inquiries
of the Commission may be closed in ample time for any necessary
proceedings of the Company in Parliament."
This promised reference to her Majesty's Commissioners, is re-
garded by the Provisional Directors as a most important advantage
to the Company ; affording an assurance to the shareholders that
their funds will net be wasted, as in the case of many unsound pro-
jects before the public, in fruitless and expensive Parliamentary con-
tests. Should the report of the Commissioners be favourable, and
the Provisional Directors have strong grounds for anticipating such a
result, the Company will proceed with their Bill under auspices which
must ensure success ; and, in the event of the plan not being recom_
mended to the immediate adoption of Government, the Company
will be placed in a position to meet the views of the Commissioners in
the following session, or to return the deposits, with comparatively
but a trifling deduction for the cost of preliminary survey.
The interview with the Earl of Lincoln, although confined to points
of explanation, was in the highest degree satisfactory, from the ob-
vious interest taken by the Noble Earl in the structural improve-
ment of the metropolis ; and the object of this Company is that of a
greater metropolitan improvement than has hitherto been compre-
hended in any plan based upon available resources;—one combinleg
the advantages of railway transit with architectural erabellishmet.t,
the means of healthful recreation, and the removal of existing fn:
-
pediments to commercial traffic.
The Provisional Directors have only to add, that the necessary
steps have been taken by the Board for compliance with standing
orders; that Mr. Barry has accepted an engagement from the Com-
pany for the architectural elevations connected with the river front
of the embankment, especially in reference to the most effective
mode of passing the Temple gardens ; and that the Board, having
endeavoured with success to cultivate a friendly understanding with
the Companies most interested from their position in a railway em-
bankment of the river, are now assured that no competing line will
be presented to Parliament during the next session.
The deputation above described was accompanied by deputations
frem the Central Terminus Company, and the Great Western and
Breatford Company—co-operating with this Board to complete the
1 connexion of the line with the whole of the metropolitan railways.

Mr. WINCKWORTII said he appeared under very unfa-
vourable circumstances, in consequence of the illness of
some of the managing committee, and important engage-
ments of the chairman and deputy chairman. He had re-
ceived so short a notice that he was scarcely prepared to enter
upon the merits of the line he was called upon to represent.
The Lincolnshire and Eastern Counties Junction was to
bring by the shortest route the whole traffic of that im-
portant district, commencinc, at Hull, and terminating at
the great town of Cambridge. It was scarcely necessary,
in addressing gentlemen of business—well acquainted With
the district—to inform them that the line would be of great
importance to the south. The promoters of the line were
quite aware that agricultural districts were not so suscep-
tible of so great or so paying an amount of traffic as the
commercial and densely-populated districts. He was old
enough to recollect when large ships from the Baltic and
the Continent came to the port of Hull on account of its
proximity to those ports. A good deal of that traffic had
subsided; but it might be shown that this traffic might
be brought back. He had spoken of the saving of dis-
tance, by which he meant the saving of time. The com-
pany which he represented relied greatly on the passenger
traffic; but on these points he did not think it would be ne-
cessary to trouble them with any details. One of the great
advantages their line possessed was, that it was a very level
one, and would not cost more than 8,0001. or 9,000/. per mile.
That„as they were well aware, was a very small estimate in-
deed ; but still it could be effected for that amount. He had
also to state that the Company were not conscious of any op-
position. They had secured the approval of the landowners,
and not only so, but the most influential amongst them had
spoken in the highest terms of the necessity of the line, and
the immense amount of benefit it would confer on the district
through which it would pass.—(Hear, hear.), It might, in-
deed, be alleged as an objection, that some proposed lines
would intersect that which he advocated. So far from con-
sidering that an objection, he thought it would be highly ad-
vantageous, inasmuch as the lines which might cross it, or
be brought into proximity with it, would act as so many
feeders. This line (the Lincolnshire and Eastern Counties)
would in return prove a very valuable feeder to the Eastern
Counties, which line, next to the one proposed, would profit
most largely if they succeeded in obtaining Parliamentary
sanction, as they confidently anticipated. The line, he
might state, had been very carefully surveyed by a gentle-
man who was well qualified for such a duty. Lord Charles
Beauclerk had also been over the line. The opinion of his
Lordship and the surveyor fully confirmed the views enter-
tained by the Company, and they were now in a position
most positively to state, that they would be quite ready fur
the necessary deposits at the proper period, namely, the 30th
of November.
Mr PRYME said he understood they were constructing
additional docks at Cambridge, and it was certainly desirable
that Cambridge sould be brought into more immediate com-
munication with that port. He had nothing to say which
would detract from the merits of the line which had first
been brought before the meeting; on the contrary, lie
thought it was a most eligible one ; but he just wished to
mention the fact that another line which had been proposed,
and which would connect Hull with Cambridge by means of
the Eastern Counties line, would be a little shorter.
He alluded to the line from Hull and Lincoln, crossing the
Humber, and thus coming to Cambridge.
Mr. E. FOSTER said he had for some years been advocat-
ing, with all the power he could command, communica-
tion with the north, as near the sea-coast as could be effected,
inasmuch as he believed it would be productive of incal-
culable advantages to Cambridgeshire, Norfolk, Suffolk,
and the adjacent counties. They were all aware of the
importance of the Fen districts, both in Cambridge and
Lincoln, and they were also aware that they required an
easy and speedy communication with the London markets,
as well as with the western districts. If the Lincolnshire
and Eastern Counties Junction line was adopted, it would
be well calculated to carry out these great and important
results.—(Cheers.) He might, however, state that the
Eastern Counties Company had already a project for a line
to March, and this might be extended to Hull. This line
would give equal facilities for communication with the
London markets. In the line projected to Lincoln he per-
ceived difficulties which appeared to him almost innumerable.
These difficulties arose from the Bedford level, of which he,
as a commissioner, could scarcely fail to be cognisant. He
firmly believed that the projected line from Cambridge to
Lincoln would be totally impracticable. There were several
rivers to be crossed, and marshes which would baffle engi-
neering skill. If attempted it could not fail to be calamitous
to the country, and ruinous to the shareholders who might
embark in such a Quixotic undertaking. The inhabitants
were aware that there was a line projected from Cambridge
to St. Ives, and thence to Wisbeach, and if that were carried
there really could be no occasion to carry out the Cam-
bridge and Lincoln. Some arrangement might, he thought,
be entered into with the London and York Company
for the settlement of that matter. The speaker con-
cluded by again urging the necessity of a line nearer to the
eastern coast.
The MAYOR inquired whether any gentleman appeared on
behalf of the third line in the first group, namely, the Wis-
beach, St. Ives, and Cambridge Junction.
Mr. JOHN FRYER rose, and said he had the honour of re-
presenting the Company projecting that line. He had only
to say, in connexion with it, that it was generally consi
dered a most important line, and that all the plans were
ready to render it competent for the Company to bring it
before Parliament in the ensuing session. It was a line singu-
larly free from engineering difficulties, and would be construct-
ed at a very trifling expense in comparison with other under-
takings.—(Hear, hear.) Wisbeach was one of the largest
corn markets
they had, and the cattle traffic in Lincolnshire
was very great. Both these interests would be materially
served by the construction of the projected line. Taken in
connexion with the proposed Hull line, it was the most im-
portant that could be adopted for the town of Cambridge.
It would bring all the traffic of Wisbeach and its neighbour-
hood through Cambridge by the Eastern Counties line.
Mr. F. PY3I, as representing the London and York,
L observed that the map which had been prepared for the

MIRACULOUS ESCAPE.—A man named Richard
Sheane, one of the Bath city police, took his place on Mon-
day evening at the Bristol-station of the Great Western
Railway to proceed to Bath by the mail train. Soon after
the train started both he and a boy who accompanied him
fell asleep, and were carried some distance beyond their
destination before either awoke. The rushing noise of the
engine in the Box-tuunel aroused the man from his slumbers,
and he then discovered that he had ridden some miles further
than he wished. His first: impression was, that the train would
stop at Corsham, but it 'was not so. Onwards he was carried
at the rate of 40 or 50 milts an hour. He at last opened the
door of the carriage, alighted on the step, made a spring, and
fortunately he was not dashed to pieces. On the arrival of
the train at Chippenham, the circumstance was made known
through the boy, and immediate search was made for him,
but he could at first nowhere be found. He states that he
recollects nothing but coming in violent contact with some-
thing which he supposes to be a bridge ; but how long he lay
he does not know, but on recovering his senses he crawled to
a house close at hand, where he Ns as lodged for the night.
The next morning he was well enough to walk into Corsharn,
to a medical anon, when it was found that, besides being
much cut and bruised, his shoulder was dislocated. The
man bears a very good character, and it does not appear that
he was the least intoxicated at the time of the rash act. He
had gone from 1 lath to Bristol in the morning, in search of
a man who had Innken into Trinity Church, and the boy in
company with hive was taken to identify the thief..—Devizes
Gazette,

of Commons in his favour.—(Laughter) Does the liton
able Gentleman think that that decision carries any weight
with the public mind? I think not. Was that decision
tfattimotisi ritteTrieti I assert that it was obtained by
the Casting vote of the shairman.—(A voice—" Two and two
out of four.") Listen, gentlemen. Do you imagine that
the House of Lords are the mere registers of the edicts of
the House of Commons? I say what has properly been
said before—" Thank God, there is a House of Lords."—
(Cheers.) Gentlemen, the public sympathies will go 'With
the sympathies of Cambridge; and if Cambridge will only
arouse and exert itself, I have no hesitation in saying that
the project of the London and York Company will never pass
into a law, but that a main grand trunk line will pass through
the town of Cambridge.—(Cheers.)
Mr. Wu-smite, M.P., appeared to point out the merits of
the Cambridge and Oxford line. The line would connect
the two Universities, which was a very important circum-
stance; and it would do more than this, it would connect
the eastern and western coast, an advantage which, in case
of a war, would be incalculable, and it would put Cam-
bridge into immediate connexion with many places of great
trade, traversing also the great malting country, including
Royston, Baldock, and putting those places into immediate
connexion with the London markets. All the directors
were gentlemen connected by property with the line, and
the;: engineer, Mr. Locke, had paid great attention to sur-
veys,whlu::with the plans and estimates are all most care-
fully made, and now ready to be deposited. Two places
had been named as des;:.:ble for the station at Cambridge,
viz., Coe Fen and Mr. Hazard;;; premises in Mill-lane. One
of these places will probably be ti.:l,ect.:ed, but the directors
were anxious in all matters of this king to consult the wishes
of the inhabitants. After thanking the meeting for the pa-
tience with which he had been heard, the lon. Gentleman
sat down amidst loud cheers.

Mr. WILKINSON then laid before the meeting the atverlo
bearings of the Midland and Eastern Counties (from Cam-
bridge by St. Neot's and Northampton to Worcester), which,
as a comprehensive line, he argued, was invaluable, espe-
cially as regarded the Rugby and Huntingdon. No line more
than the one he advocated was of easier construction through-
out the country. It was direct from east to west. From the
nature of the produce you get access to the mineral districts
of England. You pay dear for coal, which you would get at
a cheap rate. The manufactured goods also would be gained
with great facility from Birmingham, and such places; salt,
necessary for manure, would be easily accessible from the
Droitwich mines. In fact, this railway gave to Cambridge
the key of England, opening to it most important districts
and places. We shall carry you direct from Cambridge to
Worcester. We have received great local support, and we
supply Cambridge with a nearer central station; for it must
be allowed that the present one was at too great a distance
from the town, and we seek to give you one more in the heart
of it. He trusted he had sufficiently pointed out the mani-
fold advantages of the line he advocated, to entitle him to
ask the inhabitants of Cambridge for their warmest support.
Mr. T. J. GREEN appeared to advocate the claims of the
Bedford and Cambridge Extension, No. 6, which was in-
tended to join the line from Bedford to Bletchley, which
latter line was continued to Oxford. The line was a very
easy one, the capital was subscribed, and they had every
reason to hope they should go to Parliament next session
with success. They would also proceed to Northampton ;
so that they would connect by one line what four and five
proposed to do separately, and which combined the advan-
tages of both; and, if each of their lines paid, the line he
advocated must pay double. The distance was nearly the
same in each case, and being a single line, could be more
economically worked; and, soliciting their patronage for the
line, he begged to thank the meeting for the patience with
which they had heard him.
Mr. PRYME also spoke in favour of this line, and pointed
out the benefit which must arise by affording an immediate
connexion with the manufactures of the north, and the iron
of Birmingham and Sheffield. It is true it did not go to
Worcester, but he never heard that there was or was not
likely to be any connexion between Cambridge and Worces-
ter, and the only benefit would be to allow learned Cantabs
to make a pilgrimage to the tomb of Shakspeare at Strat-
ford-on-Avon. But as to the salt works of Droitwich, this
line would equally put them into communication with the
salt of Cheshire. _

Mr. An= complained that the diagram was, from its
omission, more injurious to the Cambridge and Oxford than
any other; and strongly advocated that line as a link con-
necting a great communication. It would be the direct line
for eastern and western communication.

Mr. TYRRELL, as representative of the Newmarket and
Chesterford, with a branch to Cambridge, said that it was not
intended in the first place only to have a line from Newmar-
ket and Chesterford ; but it had since been thought expe-
dient to have a branch to Cambridge; and from the surveys
and prospects of traffic, there was every reason to believe that
it would be found a very profitable undertaking, and of great
public utility.
Mr. COBBOLD, who represented the Bury St. Edmunds and
Eastern Union Extension line, next addressed the meeting,
and said that the line was intended to be taken south to
Newmarket, andwaking the distance from Ipswich the same
as it was at present by the turnpike road. He then pointed
out some of the incongruities of the diagram. By this line
any gentleman could breakfast in Cambridge and dine at
either France, Belgium, or Holland. In 1836 a plan was be-
fore the public, and received great support, which was the
same as the one now before them, viz., from Northampton
through Cambridge, Bury, Ipswich, to Harwich. In conclu-
sion, he said in the line he advocated the capital was sub-
scribed for, the Parliamentary deeds were signed, and the de-
posits paid np.
Mr. ADAMS SMITH said he appeared on behalf of the Har-
wich Docks and Birmingham Central England Railway
Company. He stated that although this was their titl e
their Company having made a friendly arrangement with
the Northampton and Bedford amalgamated lines, the line
of the Harwich Docks Company would not extend beyond
Cambridge. He then proceeded to say that the line of which
he was the humble advocate fulfilled all the conditions which
could be required to claim the support of the public—namely,
cheapness, directness, and existing traffic, traffic that could,
under the circumstances, be confidently anticipated and cal-
culated upon ; for the first, cheapness, they have the word of
their able surveyor, that few, if any, lines could be accom-
plished at a less cost. For the second, directness, the map
before them would show its merits ; for the third, the position
of Harwich with respect to the manufacturing districts of
central Englandand its most important ports in the west, as
they related, in point of distance, to the ports of northern and
central Europe, would establish the claims of the Harwich Corn.
to the attention and support of that meeting. The Hon.
the representative of the Ipswich and Bury line had
- advantage that the Ipswich Docks would be
spos.ea Else .
Mr. Smith, without wishing to
to the line Caimb:idge roswich Docks, would venture
detract from tile mie .
ritst.:f the
_ -h had in this pointsay,
of view, Harwich possessed them in a idts-.,
Smith then read the following extract from in Wash_
ington'a report to Government upon the harbour o`i• refuge
It is well to bear in mind what this port was du."-ng the
last war, and what it must again become for another ..:Yorth
Sea fleet. It was from Harwich that the Hollesley Bay flee I
was always watered by transports ; it was here that all
vessels, from a frigate downwards, in case of need, came for
a partial refit at the naval-yard still in existence ; here no
less than sixty ships of war have been built, fifteen of which
were two deckers, while the tonnage of the vessels em-
ployed in the North Sea fishery belonging to Harwich, a few
years since, was estimated at 3,000 tons, employing five
hundred hardy seamen. These considerations alone would
more than justify any small outlay to preserve this port from
farther damage, but in addition, it should be remembered,
that this may shortly become the packet-station for all our
mail communications with northern and central Europe ;
that as soon as the railroad already open to Colchester is
completed to Harwich, letters dispatched from the General
Post-offiee might be delivered in three hours direct on board
the mail steam-packet lying waiting alongside the pier; that
passengers could walk on board, and in less than a quarter of
an hour be clear out at sea, in all weathers, and at all times of
the tide, and sixty miles ahead, even in fine weather, of those
mailed at the same time in London, which would probably
make the difference of a whole tide in arriving off Ostend or
the Thiene, or otherbar harbours, while in north-easterly gales
and fogs steamers would often make their passage before
those starting London would get clear of the shoals and
currents of the deep liallph which forms the estuary of the
Thames ; in proof of which, twenty-eight steamers, carry-
ing mails, in spite of strict orders the contrary, have been
compelled to put into this port for iZ 31, or to land their
mails, after contending for upwards of twenty-four hours
against strong head-winds, which prevented ttiZr making
their voyage. Under these points of view, then, but chie2y as
a packet station for all northern and central Europe, the pre-
servation of this port appears to be of national importance."
On reference to the map it will be seen that the railway,
besides accommodating the important and populous districts
through which it will pass (as yet unprovided with railway
accommodation), opens upon, by means of existing and pro-
jecting lines, direct communication been the port of
Harwich and every part of England ;—by the Eastern
Counties Railway. direct with London ;—by its connexion
at Blisworth with the London and Birmingham Railway,
with all the manufacturing districts of Staffordshire ;—from
the same point, by means of the Northampton, Banbury,
and Cheltenham line, with the West of England; and
by the South Midland and Midland Counties Railways,
and all the northern and manufacturing towns. It may
not be generally known that Harwich is nearer than Hull
to the Elbe by forty miles, whilst its situation, as re-
gards the opposite ports of Holland, places it in immediate
communication with all the railroads of Germany, being
nearer, even than London to Rotterdam and the adjacent
ports, (by one hundred miles. Mr. Smith then showed
that their project ought to have the support of the inha-
bitants of Cambridge, as well as of the public, as a whole,
not disjointing • the docks from any part of the line,
as was proposed, nay, insisted upon, by another com-
pany, intending to take a line from Manningtree to Harwich. i
Other plans might possibly make Cambridge the centre of a
great passenger traffic, but the Harwich Dock project would
not only accomplish this, but would, at no very distant
period, make Harwich the channel, if not the centre, of a
great commercial as well as passenger traffic. Mr. Smith
further stated that no extensive commercial traffic
could be brought into the district of Cambridge without
docks at Harwich, as without these docks the trade north
of Birmingham would go to Hull, whilst that south of
Birmingham would go to London, omitting Cambridge in
both cases. Mr. Smith then instanced Southampton Docks
as a proof of their value to the neighbouring districts, and he
concluded by calling upon the meeting to lend their aid to
the plan which stood singular and alone in the advantages
which it offered both to the shareholders, the districts
through which it passed, and the nation at large.
Mr. J. FAIRLIE, of Cheveley Park, attended on behalf of
the Thetford, Bury St. Edmunds, and Newmarket, which, he
said, though it would not enter the town of Cambridge, yet
it would be advantageous to it from its proximity to it. The
line he advocated had the support of the landowners through
whose property it proposed to pass. As the line was a com-
peting line, he begged it might be put on the notices. He
also said that the line Mr. Cobbold advocated was strongly
opposed by the landowners, and he thought the criterion to
be taken with respect to lines was the opposition or the sup-
port they met with from the landowners and localities through
which they were proposed to pass.
Mr. COBBoLD said lie was taken by surprise, and knew of
no competing line. His object was the advantage of the
public; that, he could say, was the feeling by which the
Company lie represented was actuated, and he would mention
the circumstance on his return to the Company, and see if
any arrangement could be entered into with the competing
Company, so that public advantage should be the result.
Mr. FAIRLIE reciprocated the feelings of Mr. Cobbold, and
also stated that the Company he represented was actuated
solely on public grounds.
Mr. RICHARDSON attended for the Cambridge and Col-
chester Junction, which he said would connect Cambridge
with a great agricultural district. It would not enter the
town of Cambridge but at the Thetford station.
The following resolutions were then proposed, and carried
unanimously :
" That the following gentlemen be a Committee to make
further inquiries respecting the different railway projects in
immediate connexion with the town of Cambridge, and to
report thereon at a future public meeting.
" That the Committee be empowed to take into their con-
sideration the practicability of having; a central station in
the town of Cambridge.
`! That the Committee be requested to apply to the secre-
taries and solicitors, and all other parties connected with the
different railway projects for such information as they may
consider it requisite to give.