The Sun.
London, England, 1853-04-05 00:00:00

RAILWAY,

ROYAL DANISH
(FIRST SECTION.)
Tonning and Hasum to Flensburg and Rendsburg (sixty-nine
English miles.)
Capital 540,000/., in 27,000 Shares, of 201. each. Deposit 31. per Share.
TRUSTEES.
The Right Honourable the Earl of Yarborough.
George Carr Glyn, Esq., M.P.
Lelia Louis Ricardo, Esq., M.P.
DIRECTORS.
John Anderson, Esq.
Captain W. S. Andrews.
Edward Cropper, Esq.
John Ellis, Esq.
Charles Ge ach, Esq., M.P.
George Grenfell Glyn, Esq.
(Five Danish Directors to be added.)
BANKERS—Messrs. Glyn, Mills, and Co., 67, Lombard-street.
ENGINEER— George Parker Bidder, Esq.
SECRETARY—Mr. Carl Severin Moller.
OFFICES-84, King William-street.
BROKERS—Messrs. Laurence. Cazenove, and Pearce, Auction Mart,
Bartholomew•lane.
A concession has been obtained by Messrs. Peto, Betts, and
Brassey, from the King of Denmark, for the construction of a system
of railways to be called the Royal Danish Railway, which shall
gradually be extended through the whole of the peninsula, affording,
with the lines already completed in Holstein, a continuous rail way
communication from Hamburg to Frederikshaven, opposite to Gothen-
burg, whence a line Is in course of construction to Stockholm.
he terms of the concession are peculiarly favourable, the line
being secured in perpetuity, with a guarantee against competition ior
a period of a hundred years.
The first section, consisting of a line from Tonning, on the Eyder, to
Husum and Flensburg•, and extending southwards to Rendsburg, has
been already surveyed by Robert Stephenson, Esq., M.P., and George
P. Bidder, Esq., and contracted for by Messrs. Peto, Betts, and Bras-
sey, and the works are in course of construction. The extent of the
line, with its branches, will be 69 English miles ; and the cost, includ-
ing all stations, -land, and rolling stock, will not exceed 7,5001. per
mile. The line will be completed within 15 months from this time.
It has been thought desirable to complete, with as little delay as
possible, this important link in the chain of Danish railways, as it
will, in conjunction with the Nor th of Europe Steam Navigation Com-
pany, at once esi ablish a communication with the Baltic by the
shortest possible transit.
I•assengers will be able to go from London and the principal ports
ofs
iTo ncluding
ciitilozTeotnhnnei
overland
landahnoduF
journey
(on the Baltic), in 30 to 34
,arinnecyluld7nrgailtwayocerland journey by
railway;
And to Hamburgh in 36 hours, including the overland journey by
railway.
Tonning, a port on the Ryder, possessing all the advantages of
depth of water, and being 60 miles nearer the sea than Hamburg,
will thus become the principle western port—the Liverpool, as it were,
of Denmark—while the advantages of Flensburg, as an entreptit on
the shores of the Baltic, cannot be overrated. Situated in the bight
of a deep gulf running 20 miles inland, completely land locked, so
that ships of the greatest draught of water may lie in safety, having
no rise and fall of tide, and therefore requiring no docks for the load-
ing and unloading of cargoes, the natural advantages of Flensburg
render it second to no port in the world for commercial purposes.
Already there is a considerable foreign trade, upwards of twenty
large vessels clearing annually for the West Indies ; but when the
overland route is established, and to a saving of more than 500 miles
of dangerous and, in winter, impracticable navigation by the Heaw
and Cattegat, is added the economy in the charges (the Sound dues
alone being equal, on fine goods, to the whole expense of the transit
by the railway), it is clear that a very large portion of the trade of
the Baltic will be poured through this channel.
Some idea of the enormous trade of these countries may be formed
from the fact that upwards of fourteen thousand vessels pass the
Sound annually. Their cargoes, independently of those that pass in
ballast, may be roughly estimated at one million five hundred thou-
sand tons. The Sound dues levied thereupon at atoll varying from
one to one-and a-quarter per cent., produce a revenue of one hun-
dred and fifty thousand pounds ; we may therefore safely calculate
the value of the same at fifteen millions sterling.
For the purpose of calculating the probable return on the outlay
in constructing the railway, a careful estimate has been made of the
amount and description of goods, both import ..nd export, that may
be expected to pass over the line, and the aggregate amount has been
ascertained to be little less than 200,000 tons. This is exclusive of
passengers, and of the large additional traffic that cannot fail to be
created by the establishment of th s safe and economical mode of
transit. The local traffic alone, as given in Government returns of
to Is receivsd on the ordinary road, amounts at the present tints to
35,000/. a year; and assuming the usual increa e through the im-
proved facilities, that is to say, doubling it, we have a gross annu .1
etum of 72,000/. ; so that making the largest a lowance for working
expenses, this branch of income alone will suffice to pay an interest
of 6 per cent. on the entire capita. [The Kid and Altona of
which this is a continuation, earned last year, on a cost of near
9,7001. per mile, upwards of 7 per cent ]
It is confi 'eatly expected that the revenue from all sources will
ensure a return of 10 to 12 per cent. upon the outlay, but, to reduce
it to a certainty, the contractors, Messrs. Peto, Betts, and Brassey,
engage to take a lease of the line for fourteen years from the open-
ing for traffic, paying the shareholders a minimum rent of 6 per
cent., and dividing equally with them the profits beyond that
amount, allowing during the construction an interest of 5 per cent.
upon the deposit and subsequent instalments; the lease to be ter-
minable at the expiration of five or ten years, by the Directors, on
giving twelve months' previous notice.
As a substantial security for the fulfilment of these engagements
by the contractors, a sum of 100,100/ will be invested in the names
of the trustees, in Consols, or in such manner, and in such secur. ties,
as they shall deem advisable.
The payment of the capital will be required at the following
periods, viz.:—

31. per share on the allotment.
31. let July, 1853.
31. Ist October, „
31. Ist Tanuary, 1851.
31. Ist July, ~
5/. Ist October „

Shareholders will be allowed to pay up the amount of thar shares
between the calls, uuder discount of.their respective maturities, at
5 per cent.