The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1844-08-06 00:00:00

14* London—Messrs, Masterman, Peters, Mildred, Mas-

.
terman and Co.
Dublin—Messrs. Boyle, Low, Pim, and Co.
Liverpool—The Liverpool Banking Company.
Manchester—Sir Benjamin Heywood, Bart. and Co.

THIS Railway is proposed as a direct and uninter-
rupted line of communication from London-bridge to
Woolwich, Gravesend, Chatham, Ramsgate, and Mar-
gate, passing through the populous part of North Kent—
a rich district, intimately connected with the metropolis,
but at present altogether unprovided with railway accom-
modation.

Several incomplete plans for railways in this direction
have of late been brought before the public. The present
line, as far as Chatham, was surveyed four years ago ; but
it has been considered that, in the present advanced state
of the railway system, a complete communication through
one of the most populous districts of the country is best
calculated to meet the wants and wishes of the public and
of the Government—bringing not only all the favourite
watering places of North Kent within a close proximity to
London, but embracing in its course some of the most
important military and naval arsenals of the empire.
The railway is intended to commence at London-
bridge, and pass by the London and Greenwich line to
Deptford ' • then to proceed outside of Greenwich-park, by
Blackheath, Charlton, Woolwich, Plumstead, Wickham,
Bexley-heath, Crayford, Dartford, Stone, and Northfleet,
to Gravesend ; from thence (north of Cobham-park) to
Frindsbury and Strood, and crossing. the Medway by a
permanent bridge, through Rochester, Chatham, and
Brornpton ; then by Rainham, Sittingbourne, and Milton
(within a very short distance of Sheerness), to Ospringe
and Faversham, continuing to near Whitstable, (inter-
secting the railway already made from that port to Can-
terbury,) and along the north coast of Kent by Herne-bay
and Reculver to the Isle of Thanet, and either falling into
the South-eastern branch from Ashford to Margate,
Broadstairs, and Ramsgate, or continuing the proposed
railway to those places ; thus coming within a short dis-
tance of Sandwich, and only ten miles from Deal.
The length of railway to be made will be about 60 miles
in the first case, or little more than 70 miles in the latter
alternative.

The mode of passing by Greenwich-park and Woolwich-
common will be the same as was required by the Govern-
ment authorities for the projected London and Chatham
Railway, the plans and sections whereof were prepared by
Mr. Vignoles, and lodged for Parliament in the session of
1840.

It is not necessary here to go into any very close com-
putation of the extent to which a railway communication
may compete with that by steam-boats. It is sufficient
for the purposes of the estimates connected with this un-
dertaking, to assume that the railway will obtain about
one-half of the existing traffic by steam-boats, with the
whole of that by the present modes of land conveyance—
not to mention the undoubted increase of intercourse,
which in all cases has been found to result from the esta-
blishment of a railway communication, and of which this
line is largely susceptible. For the longer distances pro-
jected by this line, and especially during those times of
the year, and of the day, which are unfavourable to water
communication, the increased speed, facility, and safety
given by railway travelling, must operate largely in favour
of the latter. With a population of 2,000,000 in the me-
tropolis, having access to Gravesend in little more than
half an hour; to Chatham in about an hour; to Herne
Bay in less than two hours; and to Margate and Rams-
gate in two hours and a half, at moderate fares, with con-
stant opportunities, to and fro, at every hour in the day,
late and early, such an increase of the existing traffic may
reasonably be expected as will give ample occupation to
both means of conveyance. It is impossible to contem-
plate any section of country connected with the metropolis
affording greater scope for an extended and continually
increasing traffic, to an amount not easily estimated.
Independently of the great existing passenger traffic,
there is an almost incessant transport to London of fish,
fruit, vegetables, hops, and other produce, parcels, van-
goods, and merchandise, besides the returns from the
metropolis, for local consumption.
To those accustomed to consider the traffic returns on
railways, the estimated gross receipts averaging only £4652
per week, on this line, extending upwards of 70 miles
through so active a population as that of North Kent,
must appear extremely moderate ; and on this low esti-
mate, after deducting 50 per cent. for working expenses
and for toll to the lines connected with this railway, the
result shows a clear profit of full 8 per cent. on the pro-
posed capital of £1,500,000.
A Deposit of £3 will be payable on the allotment of the
shares, and at the same time the Subscribers' Agreement
and Parliamentary Contract must be signed.
A. detailed Prospectus, containing estimates of traffic
and statistical tables may be obtained of Messrs. FOSTER
and BRAITHWAITE, 64, Old Broad-street; of Messrs.
JOSHUA HUTCHINSON and SoN, 39, Lothbury ; and at
No. 13, Austin-friars, London ; also of Messrs. BoYLE,
Low, Put, and Co,. Dublin; of Messrs. JOSEPH
KING and SON, Liverpool; and of Messrs. Rikivrosztke
Sox, Manchester; where all application for shares must b
addressedin the form annexed to the Prospectus.
Forn t.detailed Prospectus, see this paper of the 30th
instant.