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N. 6 399 LONDON,

SATURDAY MORNING SUN, MARCH 8, 1845.

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and that the actual average time of crossing is only about six or
/even minutes.
It appears to us, therefore, that independently of the improve.
ments in the present mode of transit which the promoters of the
Cornwall Railway, in conjunction with the South Devon Railway
Company, look forward to Introducing, there is no such objection
to the crossing as should weigh very materially In consideration of
the line.
On the whole, therefore, considering that the proposed Cornwall
Railway from Plymouth to Falmouth affords the only practicable
means of extending railway communication to Cornwall ; that it
will thus afford great benefits to a large and important district;
and that although bad in respect of curves and gradients, it is not
absolutely impracticable as a locomotive line, and not inferior to
any other line that Is likely to be obtained at any moderate ex-
pense;—we have to report our opinion that there are no sufficient
public grounds why it should not receive the sanction of Parlia.
men t.

CORNWALL AND DEVONSHIRE.

REPORT OF THE RAILWAY DEPARTMENT OF TER SOLED OP TRADE
ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION IN
CORNWALL AND DEPONMIRE.
Railway Department, Board of Trade, Whitehall, March 4.
The Board constituted by Minute of the Lords of the Committee
of Privy Council for Trade, for the transaction of railway business,
hiving had under consideration the following schemes deposited
with the Railway Department for extending railway communica-
tion in Cornwall and Devonshire, vie.:--
The Cornwall Railway (Plymouth to Falmouth) ;
The Cornwall and Devon Central (Exeter to Falmouth);
The Great Western and Cornwall Junction (Exeter to Fal-
mouth) ;
The West Cornwall ;
The St. Ives Junction;
The Exeter and Crediton ;
The North Devon (Crediton to Barnstaple) ;
The Torquay and Newton ;
have determined on submitting the following report thereon for
the consideration of Parliament.
First, as regards the schemes proposed for extending railway
communication to Falmouth.
IR this case the question is not so much what is preferable as
what is practicable. Had the question of railway extension to the
westward of Exeter been an open one, and had the nature of the
country admitted of the construction, at any moderate cost, of a
central line through the counties of Devon and Cornwall, cons.
bining the traffics of Falmouth and I'lymouth, and of both coun.
ties over one trunk, we are by no means insensible to the advan-
tages which such a combination would have presented, both as
shortening the distance from the extreme points to London and to
the rest of England, and as affording better accommodation to the
nothern and central portions of the two counties.
The question, however, assumes a very different aspect when
we consider that the Legislature has already sanctioned the South
Devon line from Exeter to Plymouth, by which a large proportion
of the traffic which was calculated upon to support a central line
is irrevocably diverted into another channel; and such an advance
is made towards Falmouth that the construction of 66 miles of new
railway, as compared to 1001 by the central line, will be sufficient
to complete the communication.
As regards the central line the question is therefore reduced to
this—whether the remaining traffic, that of Plymouth and its
vicinity, and probably that of Tavistock in connexion with the
Plymouth line, being lost, is sufficient to resider at all feasible, as
a commercial speculation, the construction of 1001 miles of new
railway from Falmouth to Exeter.
Upon this point we have no hesitation in expressing our opinion,
after a carenil examination of the traffic tables and other evidence
submitted to us, that there would be no probability of such a
dine being supported in a state of solvency, unless it were one
which admitted of being constructed and worked with extreme
economy.
The existing through traffic by land between Falmouth and
Exeter supports only two coaches, both of which are mails ; and
the through traffic both of goods and passengers, which now goes
by sea, will have to be competed for with steam-boats and sailing yes.
sets. For about two-thirds of its course between Bodmin and Exeter
the central line would traverse a barren, thinly-populated country,
hardly passing through a single town, and consequently could not
expect to command much local traffic.
An examination of the traffic tables prepared by the County
Committee in 1841, with a view to the central line then proposed,
and which may be relied upon as es ring in excess rather than in
defect, will confirm this result, and show that if, on the one band,
the Plymouth and Tavistock traffic, and on the other, the various
sources of local traffic which would have been commanded by the
central line then projected, but not by the present line, be deducted,
there will scarcely remain enough to justify the construction of a
line of 100 miles in length, even if it were of cheap and easy exe.
sullen.
But the proposed Central Cornwall and Devon Railway would
be of a most difficult and expensive character. Throughout its
wholelength it has hardly a mile running at or near the natural
surface of the ground. It has nine tunnels, whose united length
amounts to 4,820 yards, eight miles of rutting at depths exceeding
50 feet ; nine miles of embankment of a height exceeding 70 feet ;
and 1,070 yards of viaduct, at heights of 83 and 45 feet.
The difficulty and expense of such immense works are greatly
enhanced by the geological character of the district through which
they would have to be constructed. It appears from statements
submitted to us, that one tunnel of 700 yards, at a depth of 146
feet below the surface, is through granite ; a cutting of I mile,
as deep in parts as 70 feet, is through granite and hard greenstone;
and, generally speaking, a great part of the line runs through gra-
nite, greenstone, silicious slate, and other rocks of a hard deserip.
tion

The West Cornwall Railway is an unopposed
.local scheme in
connexion with the above, and with the Hayle Railway, extending
railway communication through the populous mining districts west
of Truro as far as Penzance. There seems no reason to doubt
that it will be productive of a considerable local benefit, and will
command a large Total traffic, sufficient to warrant its construction,
besides affording a prolongation of the trunk line almost to the
Land's End. The gradients are in part steep, but not imprac-
ticable, and the works are generally easy, the total estimated
capital for a single line of 23 miles being only 180,000/.
Plans have been deposited for a portion of the line up to Truro
common to the Cornwall Railway; but of course this portion
ought to be in the hands of the more important Company, and the
West Cornwall line should be considered as commencing at the
junction.
The St. Ives Railway is a short branch, in connexion with the
above, of three miles in length, from Hayle to St. Ives, intended
to afford access to that port. •
We are aware of no public reasons why this and the West
Cornwall scheme should not recei►e the sanction of Parliament.
In connexion with the question of railway communication west-
ward of Exeter, we have had to consider that proposed by the
Exeter and Crediton, and Crediton and Barnstaple Railways to
North Devon.
No other schemes being actually in the field, the sole queation
has been, whether those lines came within the spirit of the recom-
mendations in the report of the Select Committee of last year, di.

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UNDER THE ESPECIAL PATRONAGE OF HER MOST
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Lieut.-Colonel Sir FREDERICK SMITH, K. 11., R.E., Chairman.
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THE OLD- AND NEW TESTAMENT
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other Booksellers.

The general experience of railway construction would not war-
rant us in assuming that a line of this description could be con-
structed at a less cost than 30,000/. or 40,000/. per mile; and even
if we were to make every allowance for the superior economy of
construction which is now expected to prevail, more especially in a
district like Cornwall, where mining operations are so well under-
stood, we should be unable to satisfy ourselves that there was any
reasonable probability for supposing that the line in question could
be completed for anything like the estimate of 1,500,0001.
Neither would the result of these immense works be to attain a

line with good gradients, admitting of econemical and expeditious
working. On the contrary, the gradients of the proposed central
line are very severe. At the Falmouth end there is a gradient of
two miles ten chains in length, at an inclination of one in sixty,
germinating in a eurve of twenty chains radius. In the central
portion of the line there is a continued accent to the summit on one
side of eleven miles, at an average inclination of one in ninety.
two ; and on the other side, of ten miles at an average inclination
of nearly 1 in 100.

It is evident that a line of this description could not be worked
with speed and punctuality, as an important passenger locomotive
line, without Meaning heavy expense for pouer.
Considering, therefore, the unusually expensive nature of the
works upon the central line, the severity of its gradients, imply-
ing additional cost in working, and the comparatively small amount
of traffic that could be expected to pass over it, we have had no
hesitation in arriving at the opinion that it must be considered,
under present circumstances, as altogether impracticable as a com-
mercial undertaking.

The plans and sections of another project for a central line,
called the Great Western and Cornwall Junction, have also been
deposited with this department; and although it does net appear
that the project in question has ever obtained any such support,
either from the public or from local interests, as would warrant
us in assuming it to be a substantive scheme, likely to be sub-
mitted to Parliament ; we have thought it r►ght to inves'igate its
engineering circumstances, in order to ascertain whether there
was any probability of an easier line than that of the Cornwall and
Devon Central being found in a different direction. The result of
this investigation has been, however, to satisfy us that the project
in question was even more objectionable than that already de.
scribed. Although the plans and sections deposited with us are
in such an imperfect state, that the necessary information is net
always to be obtained (the extreme height and depth of the em-
bankments and cuttings being, for instance, frequently omitted),
enough appears upon them to show that the line is one conticued
succession of cuttings and embankments, many of which are of
enormous dimensions. There are 31 cuttings, whose depth ex-

feeds 50 feet, some of them reaching the depth of 90 and 100 feet

i 1 embankments, exceeding 70 feet in height ; 4,380 yards of
unnels ; and nine ♦iaducts, of the length of 3,980 yard's.
We, therefore, are compelled to abandon the idea of a central

recting our attention to the case " where the line taken affords
strong presumption that it does not afford the best means of corn.
munication between the termini, and of accommodating the local
traffic," and " where a Bill of inferior ;merits may be brought be-
fore Parliament, and where a preferable scheme is in bons pie
contemplation, although not sufficiently advanced to come simul-
taneously before Parliament.'

In this case it was strongly urged upon us by representations
from Barnstaple, Ilfracombe, South Melton, and Tiverton, that the
proper direction for a line to place Barnstaple and North Devon in
connexion with the railway system of England, was by Tiverton,
and not by Crediton and Exeter.

line, as altogether impractical, and to confine ourselves to the sole
question of th• coast line from Plymouth to Falmouth. This line
is only 66 miles in length, and the works are not, on the whole,
of a very heavy character.

The advantages of a Tiverton line were stated to be, that it
would save 20 miles in distance upon the great bulk of the traffic
of the district going towards London, Bristol, and the north, as
compared with the Crediton route; while for the much smaller
portion of the traffic going towards Exeter and Plymouth, it would
only involve a circuit of about eight miles. Also, that it would
accommodate a more populous district, retain the traffic in its ac.
customed channel, connect Barnstaple and South Molton with
Tiverton, and require the construction of only about 34 miles of
new railway as compared with S-4 miles.
It is further stated that a Tiverton line would enter the town of
Barnstaple, and admit of an easy extension to the coast of the
Bristol Channel at Ilfracombe ; while the Crediton line would
terminate at a point separated front Barnstaple by a navigable river
nearly half a mile wide.

Although not in a position to express a definite opinion how far
these arguments may be correct, and may outweigh any that can
be urged in favour of a Crediton line. el' whether the existence of
the two lines may be absolutely incompatible, we consider that a
sufficient prima facie case has been established to make it desirable
that the question should not be prematurelydecided by sanctioning
the Crediton scheme before it is ascertained whether a practicable
line can be formed by way of Tiverton. ; and before an opportunity
has been afforded to Parliament of a deliberate comparison of the
advantages of the two schemes.

The total length of cutting exceeding 30 feet in depth, is only
four miles, and it has only one cutting of half a mile, at a depth
exceeding 50 feet, at and beyond which depth the central line had
eight miles of cutting. It has only 2i miles of embankment at a
height exceeding 40 feet, and only half a mile, as compared to
nine miles of the central line, at a height exceeding 70 feet.
There is but one tunnel of 580 yards, and 739 yards of viaduct,
at heights varying from 20 to 106 feet. . .

We have to state our opinion, therefore, that, upon public
grounds, it appears to us to be desirable that the Crediton and
Barnstaple, and Exeter and Crediton schemes should be postponed
until a future period; and we are fortified in expressing this opinion
by the consideration that, until it is known what decision Parlia-
ment may come to with reference to the Cornwall and Devon
Central line, the question of railway communication for North
Devon can hardly be properly entertained.

The only other scheme in this district is the Newton and Torquay,
a short line, of ei miles in length, to Torquay from the South
Devon Railway. This line is proposed to be constructed by an
independent Company, but it is manifestly too short to support
it
it lf,' and must be considered as a branch of the South Devon line.
As the South Devon Railway is not yet completed, and it is not
certain whether the atmospheric or locomotive system of pro-
pulsion may be ultimately used upon it; and as the branch in
question has heavy works, severe gradients and turves, and a ter-
minus apparently not very well adapted for local convenience, and
is moreover strongly opposed by a respectable body of residents in
the town and neighbourhood, as uncalled-for, and calculated to in.
jure the place ; it appears to us in every respect desirable that the
construction of it should not be at present intrusted to an inde-
pendent Company, but that the consideration of the scheme should
be postponed until the South Devon Railway is Rather advanced
towards completion, when it will be better seen whether a branch
for the accommodation of Torquay may be properly undertaken by
the South Devon Company.

In conclusion, we beg to draw attention to .the passage of the
Fifth Report of the Select Committee of last year, in which it is
stated, in recommending that reports should be made to Parlia-
ment by this department upon railway schemes, "That so such
report should be held to prejudice the claims of private persons, the
examination of which should be altogether reserved to the Houses
of the Legislature."

There does not appear, therefore, to be any material difficulty in
the way of the coast line, as regards expense of construction. The
probabilty of a sufficient traffic is also greater upon this line than
upon the central line ; since, in the event of the latter not being
constructed, it will command the greater part of the same through
traffic, while it will probably obtain a much larger local traffic
in proportion to its length, passing as it does through a more po-
pulous district, and connecting Cornwall with the large and im.
portant towns of Plymouth and Devonport.
We are of opinion, therefore, that the extension of the coast
line from Plymouth to Falmouth may fairly be sanctioned as a com.
mercial speculation, and that, in this point of view, it affords the
only practicable means at present of extending railway communica.
Lion to the county of Cornwall.
The principal objections to the line arise from the nature of its
curves and gradients. The ruling gradient of the line is lin 60,
at which high inclination there are no fewer than 28 planes, whose
united length amounts to very nearly 26 miles. There are four
planes even steeper than this ; one of a mile in length, being at 1
in 45, and three others at lin SO. Generally speaking, these
steep inclines are for short lengths, and undulating, the longest
being an incline of 1 in 60 for two miles six chains.

In submitting to Parliament, in conformity with the recommen.
dations of that Committee, the results at which we have arrived,
with a view to the information and assistance of Parliament in
forming a judgment upon the schemes in question, in so far as our
report may be available for that purpose, we are anxious that it
should be distinctly understood that we have arrived at these re.
sults solely upon public grounds, and to the exclusion of all consi-
derations how far such results might require to be modified by a
due regard for private rights and interests.

DALHOUSIE.
D. O'BRIEN. G. R. PORTER.
T. CODDINGTON. . & LAING.

NORFOLK AND SUFFOLK.

The curves of the line are also very severe, there being above
60 curves, of 15 chains radius, and several others approaching the
same degree of curvature, and many of these curves are upon steep
gradients.

REPORT OF TAE RAILWAY DEPARTMENT OP THE BOARD OF TIWILDL ON
THE SCHEMES FOR EXTENDING RAILWAY C•MM VINICLTION IN THE
COUNTIES OP NORFOLK AND SUFFOLK.
Railway Department, Board of Trade, Whitehall, March 4.
The Board constituted by hfinute of the Lords of the Committee
of Privy Council for Trade, for the transaction of railway business,
having had under consideration the different schemes deposited
with the Railway Department for extending railway communication
in the counties of Norfolk and Suffolk, have determined on submit-
ting the following report thereon for the consideration of ?arils.
ment

The promoters state that the line has been laid out with a view
to the adoption of the atmospheric system, upon which system the
gradients and curves might not be objectionable.
In ow report upon the Newcastle and Berwick schemes, to
which we must here refer, we have fully stated our views with re..
gard to the atmospheric system, and the reasons which make it
impossible for us at present to assume its complete success in making
a comparison between competing schemes. In the present
instance, these considerations might be somewhat modified by the
circumstance that, in our opinion, the central scheme cannot be

It is necessary to premise, that in the year 1936 the Eastern
Counties Railway Company obtained an Act to make a line from
London, by Colchester and Ipswich, te Norwich and Yarmouth,
but owing to circumstances, which it does net appear to us ne-
cessary to enter upon, they were unable to proceed beyond Col-
cheater, a distance of bl miles. To complete the dropped portion
as far as Ipswich, powers were granted by Act of Parliament, in
1843, to the Eastern Union Company, whose line is now in course
of construction.

In 1842 the Norwich and Yarmouth Railway Act was obtained
his railway is now in use.

In 1844 the Norwich and Brandon Railway Act was passed, for
the purpose of connecting Norwich with an extension from the
Eastern Counties Railway, the Bill for which also passed in 1844,
and the line is in course of construction.
The railway projects to traverse the district in question which
have been submitted to Parliament in the present session, Ray be
classed under the following heads
Schemes to connect Norwich and London, vlz. :
Dies and Colchester Junction.
In connexion with the Norwich and Brandon—Dies Breach.
Eastern Union—lpswich and Norwich Extension.
London and Norwich Direct.

Branch Schemes, and Schemes connected with the principal
Schemes; viz.:—
. .

considered as practicable, and therefore not as entering into com_
petition with the coast line. Also, the comparison is ■ot with a
line which offers good locomotive gradients, those of the central
line being also severe, as we have already seen.
At the same time we feel that these circumstances do not
obviate the objections which may be urged against sanctioning any
line which, in the present state of experience, cannot be consi-
dered practicable for the locomotive engine.
Upon this point we have fully stated our views, and the conclu.
sions which experience appears to justify, in our report upon the
Manchester and Leeds district, to which we ►eg to refer.
From these facts it does not appear that experience •would war-
rant us in pronouncing the gradients and curves proposed upon the
Cornwall line to be absolutely impracticable, or dangerous for the
ordinary locomotive engine; and nothing short of this would, as
we conceive, justify us in reporting to Parliament an opinion ad.
verse to a line which affords, in our belief, the only practicable
means of attaining such an Important object as the connexion of
the county of Cornwall by railway with the rest of the kingdom.
The necessity of a passage of the Hamoase, involved by this
line, has been strongly objected to, as calculated to create
delay and inconvenience. Undoubtedly, if the comparison had
lain between this line and one equally practicable in
another direction, the interruption occasioned by the ferry would
have been a strong argument in favour of the competing project.
It does not appear, however, that this passage is in itself so objec-
tionable as to weigh materially in a consideration of the sole prat.
ticable. line proposed into Cornwall. The ferry at the Ilamosse
is in a situation sheltered from the sea, and comparatively little
affected by the tides; and there appears to be no insurmountable
impediment in the way of transporting the carriages and waggons
of railway trains across it, by a moveable bridge worked by ma-
chinery, in the same manner as the ordinary traffic passing the
ferry is now transported. It is certified to us by the treasurer of
the Torpcint Steam Ferry Company, that the present bridge has
been in operation for the last ten years, and has never on any
occasion experienced interruption from the weather. Also, that
the bridge crosses every quarter of en hour for 15 hours a day,

Bury and Ipswich.
Dies, Beccles, anal Yarmouth.
Dias and Colchester—ltedham branch.
Lowestoft Railway and Harbour.
Eastern Counties—Colchester and Bury St. Edmund's Ex-
tension.
Schemes in the Northern part of Norfolk; viz.
Direct East Dereham and Norwich.
Lynn and East Dereham.
Norwich and Brandon—Dereham branch.
Wells and Thetford.

tants •f Norwich, Diss, and kowmarket, and their immediate
neighbourhoods, who may be going to London, will have the means
of travelling by railway to Ipswich, and thence to London either by
railway or by water ; and a.s steamers ply constantly between Lon-
don and Ipswich, the accommodation afforded by them will keep
down the fares on the existing line of the Eastern Counties as well
as on the Eastern Union line, in process of formation, and the
travellers to whom we have alluded will benefit by the competition
to an extent beyond what any other combination of proposed rail-
ways can offer. If the Dies and Colchester Junction line be
sanctioned, ne control of this sort will exist, and the steamers from
Ipswich will be of no advantage to these travellers. The goods
traffic will be affected in the same manner.
The Dise and Colchester Junction gives accommodation to Eye;
but it requires a greater number of villa of railway to be made
than does the Eastern Union Extension : its promoters offer to
charge 'between Dies and Norwich only on a distance equal to the
length of the turnpike road between these two places ; and no rea-
sonable doubt can be entertained, provided they receive the sane.
tion of Parliament, that they will make the line, and work it effi-
ciently when completed.
With respect to the London and Norwich Direct Railway scheme,
an inspection of the map will show that it does not fully acoommo.
date even the thinly-peopled district through which it passes. It
goes through Bury, but the convenience of the entailer towns
between Bury and Stansted is sacrificed to obtain a short line. We
are convinced that the through traffic will not, in this case, be
sufficient to maintain the railway; and we believe that both the
through and local traffic must be called into action to ensure a mo.
derate return on the outlay.
It is necessary, In this part of our report, to advert to a railway I
called the Chelmsford and Bury Railway, projected:but not brought
before Parliament, the plan and section and traffic tables of which
have beers submitted to the Board of Trade. This railway appears
to us to accommodate a more populous district than that intended
to be traversed by the London and Norwich Direct Railway; its
section shows that it may be done at a moderate cost; tbere is a
strong local feeling in its favour, evinced by the memorials which
have been received by the Board of Trade from the inhabitants of
Braintree, Halstead, Sudbury, and other places between Chelms-
ford and Bury, who are of opinion, that if the direct line be sanc-
tioned by Parliament, they will be debarred from all chance of being
at a future time placed on a line of railway : moreover, its pro-
moters allege, that even as to distance it gives as short a commu.
nication to London from Bury as does the London and Norwich
Direct line. However, while speaking thus of the Bury and
Chelmsford scheme, we must guard ourselves against implying
that we have formed an opinion en its merits or demerits, or to
whether or not it is required by the district. We now only advert
to the scheme in order to show, that, supposing a direct and short
line of railway between Bury and London were required, a line al.
leged to be as direct and as short may be formed, which at the same
time will accommodate a more extensive population.
We have carefully examined the traffic tables which have been
furnished to us, but we cannot find evidence that at present two
additional railways between London and Norwich are required.
It is our duty to report, therefore, that as the Eastern Union
Extension line affords a shorter communication between London
and Norwich, by about five miles three furlongs, than does the
Diu and Colchester Junction line; that as it accomplishes its ob-
jects while it requires a fewer number of miles of railway to be
made ; that as it gives accommodation to Ipswich, which the
Disc and Colchester Junction line does not, our opinion is, that
the Ipswich and Norwich Extension is, on public grounds,
prferable to the Disc and Colchester Junction, including the
Die branch of the Norwich and Brandon Railway; and, further,
that as the London and Norwich direct line traverses a district but
thinly inhabited ; that as it does not even afford the best acoommo.
dation to this district; that as the traffic which might come upon
it, supposing the Ipswich and Norwich Extension line were made,
would not be sufficient to support it ; and that, even if it were re-
quired, an equally, if not more useful line might be found, we are
of opinion that there are public reasons which ought to be decisive
against It.
To give railway accommodation to the town of Bury St. Ed-
mund's, to the south and to the east, threet:projects have been
formed :
A branch from the Dies and Colchester Junction from Stow_
market.

A branela from the Eastern Union Extension, leaving the main
line at a point about two miles north of Stowmarket.
An extension of the Eastern Counties Railway, which, com-
mencing at Colchester, is identical with the Dies and Colchester
junction, to a point a little to the north of Hadleigh, where, leay..
ing the Disc and Colchester proposed line, It pursues a north-
easterly direction to Btry.
Should Parliament refuse to sanction the Dise and Colchester
Junction, the branch to Bury necessarily falls to the ground.
After considering the circumstances of the town of Bury, we
are of opinion that one railway towards the coast is as much as the
traffic can maintain. The question is then narrowed into whether
it be better to give to Bury such a communication as shall enable
it to have access by railway to Norwich, to Stowmarket, to the port
of Ipswich, and to London, at the inconvenience of a longer die.
tame to London (see the annexed map), or whether it would be
better to shorten the distance between Bury and London by grant.
ing the Colchester and Bury St. Edmund's extension, at the same
time cutting Bury off fto* railway communication with Norwich,
Stowmarket, and Ipswich. On this point we have had no hesita-
tion in forming our opinion. We believe that shortening the dis.
tance to London:is of lees importance to Bury than giving it a com-
munication with the places which we have mentioned, especially
with Ipswich. If the Eastern Union Extension be sanctioned,
such communication will be affbrded at the smallest cost, as the
branch to Bury is the shortest line by which that town can be can.
ranted with any main line : and we think that the branch will be
efficiently and economically worked by the Eastern Union Corn.
pany. It is therefore our duty to submit that, on public grounds,
the branch from the Eastern Union Extension, called the Bury
and Ipswich Railway, is preferable to the branch of the Diu and
Colchester Junction, and of the Eastern Counties—Colchester and
Bury St. Edmund's Extension.

The Dies, Beccles, and Yarmouth proposed Railway, and the
Dies and Colchester, Reedham branch, arc schemes pursuing nearly
the same course, and having the same objects in view. Proceed.
ing from Dirs, they follow the direction of the River Waveney,
pass near the town of Harleston, and accommodate Bungay and
Beccles—the Diss, Beccles, and Yarmouth line terminating in the
town of Yarmouth; the branch line terminating at Reedham, on
the Norwich and Ifarntouth Railway. The lines would not be
(comparatively) expensive, nor difEcult of construction. We
entertain, however, strong doubts whether such a line of railway
is at present required. A navigable communication runs close to
a large portion of it, with which it would bave to compete. We
believe that the traffic would be insufficient to maintain an inde-
pendent Company ; a line of railway which is not remunerative to
the proprietors is likely to bo inefficiently worked; the publis suffer,
capital is sunk, and a check is given to railway combinations,
which might, in a cheaper, if not in a better manner, meet the
wants of the community.

If the Legislature grant the Dias and Colchester Junction scheme
not so much objection would exist to the Disa and Reedhana branch.
A branch may not be in itself ♦ery remunerative, but so long as
it forms a portion of a thriving concern, it will be worked dn.
ciently, and it will bring additional traffic to the main line. But
if Parliament refuses to sanction the main line, the branch falls to
the ground.

Having weighed all these circumstances maturely, we conclude,
that until a better combination presents Itself, it Is desirable to
postpone the establishment of additional railway communication
between Dies and Yarmouth.

Looking at the number of these schemes, we cannot but remark
on the extent to which railway speculation has gone for the con.
struction of lines In thi: district, and the improbability of the Legis-
lature sanctioning at present morn than a small portion of the pro-
jects which we have enumerated.

The Norwich and Yarmouth Railway Company project a branch
from the Reedham station to Ladden, four miles four chains in
length, of easy construction and moderate cost, to accommodate
that place. There do not appear to us to be any public grounds of
objection to this scheme.

Connected with the Norwich and Yarmouth Railway also is a
project for making a railway about eleven miles long, commencing
also at the Reedham station and terminating at Lowestoft. The
ground is favourable to the undertaking, and we see no public
grounds whatever for objecting to it.
The Norwich and Brandon Railway Company desire to make a
deviation of their original line, which was to have posed in a
straight direction, at a distance of two miles from Thetford, in a
manner which shall accommodate that town more effectually, under
an arrangement with the inhabitants agreed to last year.
Considering that the proposed deviation is made in favour of a
town having four thousand inhabitants, that the distance between
the terminal points thereby increased will be inconsiderable, and
that the Company are willing to bind themselves in their Act not
to make an extra charge upon the public for their conveyance over
the extra distance, we are of opinion that the circumstances justify
the deviation in question.
The Wells and Thetford Railway scheme is intended to pass
than the port of Wells, through Fakenham, Little Walsingham,
East Dereham, and Walton, to Thetford, the whole distance being
forty. two miles. For twenty miles, front Wells to East Dereham,
the earthworks are considerable, if net heavy ; from East Dereham
to Thetford they are less, but will amount to an average in their
magnitude and cost: on the whole, the construction of the line
will be laborious and expensive. The population of the district is
thin : there are scarcely any public conveyances; and the great
majority of the proprietors along the line oppose the scheme, as
being unnecessary, and incapable of sustaining itself.
We here beg leave to draw attention to the following extract
ftom the fifth report of the Select Committee on railways :
" The willingness of parties to expend capital in a new railway
is not to be at once taken as a sufficient ground for granting the
necessary powers, since proprietary rights are not to be set aside,
excep t for adequate and clear public advantage; since there is no
public advantage in the construction of a work which cannot
afford remuneration ; since there cats be no security for the work.
ing of a railway, except its yielding a profit; since there may be
sometimes indirect purposes in the proposal to construct new lines,
tending not to the increase, but to the ultimate limitation of rail.

A main object to be attained is the through communication be.
tween Norwich and London, keeping in view at the same time the
imperative necessity of giving to the intermediate towns the most
convenient railroad to the metropolis, and to each other. Parlia.
went, by granting the Eastern Counties Company's Act, in 1636,
established the proposition that Norwich ought to have a good
railway to Londen ; the present course of the Norwich and Bran-
don, by the Northern and Eastern Railway, cannot be considered
adequately to attain that object.
The Diss and Colchester Junction commences at the present
termination of the Eastern Counties Railway, at Colchester, thence
proceedsthrough Stowmarket,
andrket Brandon line, by which, Eye, and Diss, where
itjoinsthe Diss h
theto
Norwich
branchadl coi gf
traffic may proceed by the Norwich and Brandon to Norwich and
Yarmouth, to the eastward, or by Brandon, to the westward.
The Ipswich and Norwich line is intended to proceed from the
ternalna. ion of the Eastern Union Company's line at Ipswich, to
pass by Stowmarket, to leave Eye nearly three miles to the east,
and after going close to Diss, to enter Norwich on the south side of
that town,

then The proposed London and Norwich Direct line commences at
Elsenham, on the Northern and Eastern Counties Railway, about
three and a half miles beyond the Bishop Stoat-cord station, passes
tworlav er miles
i 1 I andt Clare, . the
westth through Thh aug Bury ited,
St. Ed ea
urnl midway between
and joins the
h
Norwich and Brandon Railway at Thetford.

These lines have no engineering difficulties to encounter, and
may be constructed at a moderate cost.
The lengths of these lines are :

Miles. Chains.
Eastern Union Extension ........ ... .. 45 is,
Diss and Colchester Junction, including
• the Diss Branch .• •
London and Norwich Direct
The distances respectively by 45 11 these proposed lines, between
London and Norwich, aro— _ _

way enterprise, and of public accommodation as connected with it."
After a careful investigation of all the circumstances, we
cannot but conclude that the Wells and Thetford Railway scheme
properly belongs to the class of projects to which the Cora-

mittee have alluded, and that public ;mons seem to be decisive

give the best communication between East Dereham and London ;
that considerable advantage would be derived from it by the district
which it is proposed to traverse, we are bound to report that we
believe it would be far better if Parliament were to postpone its
sanction to this scheme until the completion of such main and
principal railways as are now in course of construction, or may
be constructed under powers granted in the present session,
shall have made it clear that this miner line is needed in the
district.
Another mode of giving railway accommodation to East Dere.
ham is proposed by the Norwich and Brandon Railway Company,
who project a branch from Wymondham, at nearly right angles to
their line, to terminate nearly in the centre of the former town.
Its length is eleven miles and three quarters, and its cost for a
single lice of way, with bridges and works sufficient for a double
line of way, is estimated at 85,000/. The promoters of the scheme
are prepared to admit into their Act a clause to prevent them from
charging on the circuitous route thus proposed between East
Dereham and Norwich for a greater distance than the length of
the present turnpike.road between these two places.
We have stated cur belief that there is not sufficient traffic to
support a direct and independent line between East Dereham and
Norwich ; we entertain doubts whether there is enough to main.
tain a branch, and it is admitted that between East Dereham and
Vs'ymondham there is no traffic at present existing. If either line
were to be made, we should give the preference to the direct line,
for the reasons already mentioned. If the branch were made, we
are convinced that the direct line would never be constructed ;
and then, supposing that eventually a railway were carried to Swan*.
ham and Lynn, the traffic between these towns, as well as East
Dereham, and Norwich and Yarmouth, would be doomed to the
circuitous route by the branch proposed. We beg to refer to the
following passage from the filth report of the Select Committee on
Railways, which beers on the question :
" It is, moreover, to be recollected, that new lines of railway
are sometimes projected for the purpose, not of increasing, but of
restricting railway accommodation. Cases may occur in which a
Company, fearful of the competition of a parallel line, although
at some distance, and calculated to afford so much of additional
accommodation to the public as fully to warrant its construction,
may throw out a lateral branch across the district to be traversed
by such parallel line, which, although affording only a circuitous
communication with the terminus, may, nevertheless, materially
increase the facilities of Parliamentary opposition to the new line.
Such a case would be an example (always presuming that the branch
could not be sustained by its own proper traffic) of Competition of
an objectionable kind, operating by anticipation."
We must, however, in justice to the promoters of this branch,
state our belief that they have not put the scheme forward with any
intention er purpose beyond that which the project bears on its snr.
faee, viz., the legitimate connexion with East Dereham. But we
conceive that the principle here laid down is applicable to the case ;
and en the broad ground, that no determination should be formed
as to these short local lines until the direction of the arterial lines
be settled, we beg to report our opinion that the East Dereham
branch of the Norwich and Brandon Railway, as well as the Direct
East Dereham and Norwich Railway scheme, ought to be post-
poned,.

The:Lynn and EastDereham Railway scheme has for its ultimate
object the completion of a direct line from Yarmouth to Lynn. In
the first instance, however, the promoters purpose, if their project
receive the sanction of Parliament, to confine their operations to
making a railway between Lynn and Swatyham, a distance of about
fifteen miles, dropping for the present the remaining portion of
their scheme, as they are uncertain which of the two lines in.
tended to terminate in East Dereham may be sanctioned, and it
would be necessary for them to bring in their line to that town
to agree with the terminus which wou Id eventually be fixed upon.
The line presents no engineering difficalties ; it Is easy of con.
struction, and its cost Is estimated at 120,000 t.
The traffic tables which have been received at the hoard of
Trade show that a considerable profit might be expected ; but
certain parties who oppose the scheme have flirnished other returns,
showing that the traffic will be quite insufficient to justify the
making of the railway. There is no reason to question the estimate
or the counter.estimate. Between the twe it is difficult to judge ;
and we do not possess the means of procuring such data as might
enable us to give a positive opinion. All we can say on this point
is, that the traffic is doubtfUl.

We do not think that a railway scheme which is confined to the
towns of Lynn and Swafrham has sufficient public grounds to rest
a case upon ; though, as forming a portion of a continuous corn.
tnunieation between Yarmouth and Lynn, we see no objection t•
it. It is also possible that granting permission to make a portion
of the line may prevent the remainder being executed. The
scheme, therefore, as a whole, depends on the fate of other Corn.
ponies. In these circumstances, it becomes our duty to report our
opinion that it is advisable to postpone the sanction of this scheme
until consideration shall have been given by Parliament to the East
Dereharn and Norwich lines, and until the requirements of the
whole district be ascertained, together with its capabilities for sup.
porting railway communications through it.
In conclusion, we beg to draw attention to the passage of the
fifth report of the Select Committee of last year, in which it is
stated, in recommending that reports should be made to Parliament
by this department upon railway schemes, " That no such report
should be held to prejudice the claims of private persons, the exa.
urination of which should be altogether reserved to the Houses of
the Legislature."

In submitting to Parliament, in conformity with the recem.
mendations of that Committee, the results at which we have ar.
rived, with a ♦iew to the information and assistance of Parliament
in forming a judgment upon the schemes in question, in so far as
our report may be available for that purpose, we are anxious that
it should be distinctly understood that we have arrived at these re.
sults solely upon public grounds, and to the exclusion of all eonsi.
derations how far such results might require to be modified by a due
regard to private rights and interests.

Miles. Furlongs.
By the Eastern Union Extension........ 113 1
Dim and Colchester Junction . 118 4
London and Norwich Direct
The Eastern Union scheme accommodates on the whole a
greater extent of population, although it but indirectly accommo-
dates the town •f Eye. The Dias and Colchester Junction scheme
entirely omits the important town of Ipswich, and would leave it
without any reasonable communication to the northward. The
London and Norwich Direct line goes through a district less
populous than either of the others.

DALHOUSIE.
C. W. PASLEY. G. R. PORTER.
S. LAIN*.

against it.

The Direct East Dereham and Norwich projected line is to con-
nect the town of East Dereham with the city of Norwich. The
main line is 15 miles and 111 chains ; the Bowtherpe branch, .5
miles 40 chains; the Lakenham branch, 2 miles 46 chains ; an-
other small branch, I mile 8 chains; in all, 22 miles 24 chains.
The line does not appear to offer any remarkable difficulties in the

RAILWAY BUSINESS IN PAR-
LIAMENT.
THURSDAY, MARCH 6.
Glasgow, Paisley, Kilmarnock, and Ayr Railway,—Report
from Select Committee on Standing Orders read ; 'Jill ordered
to be brought in by Mr. Hastie, and Mr. Alexander Oswald.
Glasgow Junction Railway,—Report from Select Com-
mittee on Standing Orders read; Bill ordered to be brought
in by Lord James Stuart and Mr. Hastie.
Trent Valley Railway Bill,—" for making a Railway from
Stafford to Rugby," presented, and read a first time.
rn Blackbu, Darwen, and Bolton Railway,—Petition for Bill
reported ; report referred to the Select Committee on Stand-
ing Orders.
Oxford, Worcester, and Wolverhampton Railway,—Peti-
tion for Bill ; referred to the Select Committee on Petitions
for Private Bills.

Standing Orders Committee,—Resolutions reported ;
1. " That, in the case of the Heywood Waterworks (No. 1.)
petition, the Standing Orders ought not to be dispensed with.
2. " That, in the case of the Clydesdale Junction Railway
petition, the Standing Orders ought to be dispensed with :
That the parties be permitted to proceed with their Bill, on
forthwith correcting the error on the section deposited in the
Private Bill-office; and that the Committee on the Bill do
examine, in the first place, how far such Order has been com-
plied with, and do report the same to the House on the report
of the Bill."
3. " That, in the case of the Shrewsbury and Birmingham
Railway petition, the Standing Orders ought not to be dis-
pensed with."

construction, and the work to be done is below an average glum-
ti y. The promoters of this scheme hays sent to the Board of

---
Second resolution agreed to.--Report to lie on the table.
London, Worcester, and Scuth Staffordshire Railway,—
Report from Select Committee on Standing Orders read
Bill ordered to be brought in by Mr. Robert Clive, Mr. Tan,
cred, and Mr. Benbow.

Trade tables of estimated traffic, which show receipts equal to
about 1,7751. per mile per annum, which if proved, would justify
an approval of the scheme. But on referring to the returns trans.
witted to the Board of Trade by the Norwich and Yarmouth Rail.
way Company, we tied the gross amount of receipts from the Ist of
July to the 3lst of December, 1844, to have been 11,3831. I es. Id.,
which, on a length of :20 miles 51 chains, gives an average of about
4001. per mile for the half-year, or 8001. per mile per annum.
We do not mean that the traffic between Norwich and Yarmouth
is precisely analagous to that which would be found on the line
proposed to be made between East Dereham and Norwich, because
both the latter are inland towns; but still there Is sufficient siren.
larity to eatisfy us, in the absence of more positive proof,
that if, between two such important places as Norwich and
the port of Yarmouth the traffic is no greater than what we
have stated it to be, the traffic between Norwich and the
inland town of East Dereham must be much lees. We are
inclined to believe that experience of the actual receipts of a line
worked under circumstances favourable to traffic is a better guide
to the probable receipts of a line In the same district, than any
traffic estimate can be, however carefully prepared. To us, there.
fore, the traffic tables to which we have alluded do not convey any
proof than the line could be, at present at least, remunerative. The
strong probability that the railway, if made, would not pay more
than, if so much as, its expenses, constitutes our chief but strong
ground of objection to the scheme. Its very independence—the
absence of support from any railway Company capable of guaran.
teeing to the public its being efficiently made and worked—is on.
favourable to it. And though we admit that the direction of the
line is good; that opening a communication through the northern
part of Norfolk towards the port of Lynn is desirable ; that in con.
flexion with the Eastern Union Betension It would, in our opinion,

Sheffield and Rotherham Railway,—Pctition fir Bill ; re-
ferred to the Select Committee on Petitions for Private Bills.
Dunstable and London and Birmingham Railway,—Peti-
tion for Bill; referred to the Select Committee on Petitions
for Private Bills.

NOTICES GIVEN AT TILE PRIVATE BILL-OFFICE,
Mancit 6.
Ulster Railway Extension,—Second reading, Monday,
March 10.
Direct Northern Railway,—Committee on petition, Mon-
day, March 17.
Surrey Iron Railway Company Dissolving,—Committee on
petition, postponed from Monday 10th till Friday 14th March.
Cambridge and Lincoln Railway,—Second reading, Mon-
day, March 10.
Glasgow, Garnkirk, and Coatbridge Railway,—Committee
on petition, Monday, March 17.
South-Eastern Rail ways,—Corn mittee on petition, adjourned
till Thursday, March 13.
London and Croydon Railway (Kentish Lines),—Com-
mittee on petition, Monday, March 17.
Northumberland Railway,---Committee on petition, Thurs.
day, March 20.
London and Croydon Railway Enlargement aid Orpington
Branch,—Committee on petition, Monday, March 17.
Taw Vale Railway and Dock,—Committee on petition,
Monday, March 17.
Monmouth and Hereford Railway,—Committee on petition,
Monday, March 17.
Harwich and 'Eastern Counties Junction Railway,—Com-
mittee on petition, Monday, March 17.
Oxford, Worcester, and Wolverhampton Railway,—Com-
mittee on petition, Monday, March 17.
Midland Railway Branches,—Committee on petition, Mon-
day, March 17.
bunstable and London and Birmingham Railway,—Com-
mittee on petition, Monday, March 17.
Oxford and Rugby Railway,--Second reading, Monday,
March 10.
Edinburgh and Glasgow Railway,—Second reading, Mon-
day, March 10.
York and North Midland (Goole Branch) Railway,—Se.
cond reading, Monday, March 10.
West Cornwall Railway,—Second reading, Monday,
March 10.

Rye and Tenterden Railway,—Committee on petition,
Monday, March 17.
Lynn and Ely Railway,—Second reading, Monday
March 10.

Belfast and Ballymena Railway,—Second reading, Monday
March 10.

If the Eastern Union scheme be carried into effect, the inhabi.

Sheffield and Rotherham Railway,—Committee on petition,
Monday, March 17.

SHAFTESBURY ELECTION.

loeocktiopnlafocre ath3ifsemdbaeyr,
SuArrEsnURY, ltiancti
About one o'clock, Mr. Sheridan,
of Parliament for this boroughs.—The et
v.w.hitehnoubtlorp.
opposition. About
Brinsley Sheridan was returned,
friends
wna-nhda
s:.bandher
eo,ftmh
eu music,
alwalke d
from his forms
followed
hb3c:tael
by Mr. Robert Graves, and seconded by Mr. W. Hannen.
having been gone through, Mr. Sheridan was proposed
fetowthfrie
No other candidate being nominated, the Mayor, J. L.
Buck land, Esq., declared that Mr. Sheridan was 4114
Buck
Mr. SHERIDAN afterwards addressed an assemblage of
600 or 700 persons from the balcony of the Town-hall.
In his speech, he expressed his obligations to the Con-
servatives, who had supported him on the ground of
peace. He declared his belief that the Government of
I,ord Melbourne and Lord John Russell was the best
the nation ever had ; he did think the Conservatives
had as much cause to complain of Sir Robert Peel as
they had of Lord Melbourne.—(A voice, " Oh! more."
—Great laughter.) Sir Robert Peel reminded him of
a story of two ladies is a steam-boat on an American
river: one cried " Open the window, or I shall die!" the
other exclaimed "Shut the window, or I shall expire!"