The Sun.
London, England, 1845-02-11 00:00:00

4111,

PRELIMINARY PROSPECTUS,

The proposed line (which has long been projected, and is now
brought forward on the rejection of the London and Norwich Direct

line by the .Board of Trade), is intended to form a connecting link
between the Norwich and Brandon railway at Thetfoni, and the
Eastern Counties line, at or near Hatfield (about four miles from
Chelmsford), whence it will be continued to the town and port of
Malden, ti,cennnotlating in its course the important and populous
towns of Bury St. Edmunds, Larenham, Long Meltbrd, Sudbury,
Halsted, Hocking, Braintree, and Ntahlon, and forming at once the
most direct and economical line to Norwich, and opening a communi-
cation between the fertile agricultural interior of Essex and the Sea.

Reference to the map of the district through which the lin.~ passes
at once suggests that the communication between Norwich and the
Iletropolis should follow the old coach route through the populous
towns which that traffic has contributed to -fester, and it can hardly
be imagined that existing interests will be permitted to be entirely
sacrificed by its diversion into other channels.
In this point of view, therefore, this line may be considered of vital
importance to the varlow towns near which it passes, but to the
public at large it also offers considerable inducements as a means of
invegtMent. " '

This line will secure both the traffic between the interior of Essex
id the port of Maldon, and between that town and the Denjie
llun-
red, and Chelmsford and London—the distance between those places
being less than by the old coach road.
the towns of Bucking, Braintree, and lialsteati, are all con-
nected with he silk trade, and the intercourse existing between
them and the port of Maldon is even now very extensive.
To these places the Maldon branch (which is an integral
part of the present scheme) is of great moment, as it will re•
duce the price of carriage from about Ss. 6d. to 2s. per ton, thus
giving a stimulus to trade, and materially augmenting the imports
of coal, coke, iron, oil-cake, tar, slates, and other general mer-
chandise; and the exports of corn, flour, wool, and other agricultural
produce, while the distance to London will be only lengthened about
half a mile.

The borough of Sudbury is also connected with the silk and
hunting manufacture, but Is supplied with heavy goods by the Stour
navigation, to which this line will prove an important feeder.
Every line hitherto proposed crosses the valley of the Stour below
. _

Ballthgdon-bridge to the east of the town, by a long and expensive
viaduct, thereby entailing a heavy outlay, and risking an opposition
from the navigation, and the great probability of penning back the
floods on to the town of Ballingdon. The present line (with a sta-
tion at North-street), crosses the, valley to the west of the town, at
the narrowest point, on a short timber viaduct, avoiding all possi-
bility 'of a-collislon with the navigation (Which does not extend above
bridge), and saving a serious expenditure, and all danger (rota the
floods.

The towns of Long Melford and ,Lavenham are engaged in the
horse-hair manufacture, and in woolstapling, &c., and would enjoy
the benefit of a quick communication both with Norwich and Lon-
don, find a cheap supply of coal and other heavy goods from the
river St..ur.•

• To the town of Bury this line affords at once the most direct commu-
nication w.th Norwich and London, and with the port of Lynn, with
which. it already maintains a considerable intercourse ; and it will
also pieve, the shortest route from. Yarmouth and Norwich to the
metropolis, thereby securing a large portion, of that traalc in con-
nexion With the Norwich and Branded Railway.
• Instead of -passing through a thinly inhabited district, as is the
case with• the London and Norwich direct line, this Railway will
accommodate .a population of upwards of 150,000 souls, seven
market towns, and three boroughs,, returning each two Members
lo Parliament. The intermediate traffic, therefore, particularly
on market-days, will be very considerable, and will form a consi-
derable source of emolument, not possessed by any other line to
Norwich. • '• • • _ _ •

• Independently of passengers, a considerable income will be de-
rived,.not .only from silk and other manufactured goods, but from
the vast quantities of corn, flour, wool, malt, &c., beasts, sheep,
and pigs, dead meat and poultry, which_are annually sent
from the entire district ; and from East :Norfolk, to the London
markets: •

The-promoters have carefully revised the traffic estimates, and
the following Summary of actual Existing Traffic may be relied
upon :
„Coach traffic, including passengers by coach to Lon-
, don direct, coach parcels, passengers; by gigs, &q.,
and 'intermediate between the stations, horses and
carriages, and conveyance of malls •• • • ..... ••• • • £48,766 3 10
'Goods traffic, including coals between Afaldon and
Braintree, and Malden and Halstead, manufactured
goods, groceries and shop goods, corn, Spur, malt,
wool, &c., cattle, beasts, carcases, poultry, 84c• •• • 35,719 1 11

Total traffic .• • • •••
Deduct 40 i er cent. for maintenance or way,
working power, management,• and other •
expenses .• ••• • .

Net annual profit, being about Per cent. on the

capital required .• . .
The abeve is without calculating upon any anticipated increase
from the sources before-mentioned, which there is no doubt would
augment the dividend to at least 10 per cent.
The total length of the line, as at present laid down, including the
branch to Maldon (51, miles in length) is—to Bury, about 41 nines;
to Thetford, 53 miles. • • _ .

The line does not interfere with any ornamental property; there
are no engineering difficulties, a•.d _the gradients arc remarkably
good; and the total cost, including stations, Sec., is not expected
to exceed 13,0007. a mile, leaving a considerable balance for Engines
and Stock, Parliamentary and incidental expenses. Its claims to
public support, therefore, rest as much upon its intrinsic merits, as on
the recognised principle of protection to vested interests—while, so
• far from being inimical to the lines .t Joins, it must act as an impor-
tant feeder -to the Eastern.Countles Railway, and will b. the means
of preventing a diversion of the greater part of the Norwich and
Brandon traffic to the Eastern Union llne. •
No Subscriber liable beyond th amount of his subscription. Four
per cent: interest will be allowed on deposits and calls until the com-
pletion of the line.
Applications for shares to be made, in the anneted fbrm, to the
solicitors or local agents, and to D. M'Nell, Esq., Angel-court, Throg-
morton-street,• and Messrs. SuttOn, (Tribble, and Sutton, itoyal
Exchange, London ; Messrs. Cardwell. and Sone, Manchester ; J.
Greaves, Esq„ Liverpool ; Messrs. Collinson and Flint, Hull ; James
Jamieson, Esq., Leeds ; and Messrs. Tate and Nash, Bristol.

Form of Application for Shares.
To the FrovialOnal Committee of the Essex and Suffolk Railway.
I request that you will allot me shares in the pro-
posed Essex and Suffolk Railway, on the terms mentioned in the
prospectus ; and I agree to take all such shares, or so many thereof
as may be allotted to me, and to pay _the, deposit thereon, and to
execute the Parliamentary contract and Subscribers' agreement,
when required so to do

Name

Desciiption
Residence—

Late

Witneee

Refeience to

HALSE ON MEDICAL GALVANISM.
" Mr. HALSE, late of this county, but now of 5, Pelham-
crescent, Brompton, London, has lately published a pamphlet on
MEDICAL GALVANISM, the contents of which have really asto-
nished us. If it be true that galvanism can accomplish such cares 04
are there stated, the galvanic apparatus must take as commanding a
position over medical science as the steam-engine does over mecha-
nical science. It is true that galvanism has long been resorted to as
a remedial agent, but the old form of batteries were so uncertain
Min
their action I 1 to almost do as much harm as they did good. r.
liaise, like a true philoaopher, conceived that it may be possible to
select the good and discard the evil effects of the apparatus, and after
years of intense study he has accompllshed *hat he desired—viz., to
regulate the power of the galvanic apparatus to the greatest nicety.
We consider this to rank as the greatest Improvement which has ever
been made In the galvanic battery. In the }amphlet we noticed an
extract from the ` Shipping And Mercantile Gazette' of March 14.
We extract this article for the benefit of invalids Our readers may
have noticed several extracts we have given from Mr. Halse's
pamphlet on Medical Galvanism. We have reason to believe that
every case stated in that pamphlet is perfectly true, wonderful as they
cert inly are; for, a short time since, we called on Mr. liaise, and
were introduced to him by a gentleman who was undergoing the
Operation. The patient informed us that it was not at all an unplea-
-840 estisat ion, indeed we felt it ourselves, and there was not ti
and least
unpleasaattesa lbeut it. This gentleman's case was paralysis,
he de-lared to uA Cot lgore ho came to Mr. liaise one leg had
withered away to mere akelemitilf 1)4 11,Rw2 )irtid " you perceive
it Is both stout and healthy. 7 Sited, tri4o WO' the gge: I,N
can judge by the number of patients Mr. liaise has, we shoidet say Ile
is making some very wonderful cures, for his house is crowded from
morning till night. Persons wishing to have Mr. Halse's pamphlet
are informed that it will be forwarded free, on receipt of two postage
stamps. Ills residence Is at 5, ratting:rem:at, Mon-loon, Loudon."
—Exeter Flying Post.