The Sun.
London, England, 1846-10-22 00:00:00

out and —BOO in. Mr. Hayward passes over the rail-
way about 85,000 tons a year, is one of twenty carriers
working at the same station. The whole business
of the railway is, perhaps, about ten times this amount.
The greater part of the traffic from this station
is for the City. At least three-fourths of the whole
traffic is destined for the City, the docks, and places
eastward of the station. The cost of cartage is dependent
upon the nature of the commodity conveyed. Iron goods
are moved at a very low rate; from ss. to 6s. per ton.
There is no charge less than ss. a ton. The Manchester
pack and goods of that description are charged higher.
Leicester goods being in small consignments are charged
7s. per ton. If all goods were taken to Euston-sivare,
instead of from Camden-town, a saving of from ls. to
ls. 6d. per ton on cartage would be effected by the
diminished distance.
RAILWAYS AND THEIR MILITARY USES.—General
Sir James Willoughby Gordon, Bart., G.C.B ,
and Major- General Sir John Fox Burgoyne, K.C.8.,
gave evidence on this subject. Sir J. W. Gordon gives
his opinion generally upon the advantages to be derived,
militarily speaking, from a connexion between the rail-
ways on the north bank of the Thames and those on
the south bank of the Thames, and also as to the best
means of connecting these railways for military
purposes. The different metropolitan termini at pre-
sent executed are, he thinks, all well situated, and
exceedingly well adapted for facilitating military
movements. Does not see any advantage that would
arise from a change. If anything like a central termi-
nus is intended, should say it would be attended with
inconvenience. The different termini now are all
central, in a circle of somewhat large diameter, but still
in a circle. If the circle be contracted, for military pur-
poses it might be attended with very serious incon-
venience. In assembling large bodies of troops with
their necessary accompaniments, equipments, and bag-
gage of all kinds, women and children, it is difficult to
put them in regular motion from any given place at any
time ; but when these are all brought from different
parts to one central place, and under different command-
ing officers, can conceive nothing more calculated to
create a very great confusion. Cannot see that the
formation of a connecting line, or a railway joining all
other lines in and round the metropolis, will facilitate
military movements. The only inconvenience occasioned
by the present termini is the time lost in moving bodies
of troops from one station to another. It would be a
saving, probably, of three or four hours between Nine
Elms and Euston-square. To this extent connecting
lines would undoubtedly be some convenience. The
necessity, for military purposes, of a continuous con-
nexion between railways north and south of the Thames,
altogether a question of time. In the last four years
there have been moved by railways 250,000 people, of
which about 12,000 have been women, and some
14,000 children ; and these have been moved with-
out an accident of any kind. Knows of no other
conveyance which would show this result. Rail-
ways, therefore, are not only the more rapid, but
also the more safe mode of conveyance. In the
event of invasion or threatened invasion, it would doubt-
less be very desirable for the defence of the country to
form a communication between the northern and southern
lines of railway. An unbroken connexion be-
tween the northern and southern railways particu-
larly desirable for the purpose of moving cavalry and
artillery. In moving troops generally, the more con•
tinuous the line the better. Cavalry and artillery seldom
removed by railway on account of the great expense at-
tending it. Whatever description of military force may
be moved by railway, a continuous line always better
than a broken one, Anything that requires to be taken
from a railway at one point, and moved to another, is
very inconvenient; and the more this can be avoided the
better for the public service. In private life the incon-
venience and the risk in transporting horses is much
greater than that of transporting human beings. The
establiihment of central stations in the metropolis, for
the different railways, not necessary, and when so placed
might be productive of great inconvenience. If large
bodies of people are brought to one centre, there will be
a confusion in getting them out of one place and into
another; and if there were horse and artillery, the con-
fusion will be much greater. Can conceive nothing more
convenient. Considers that the present termini are
quite central enough. The less interrupted the line of
movement is, the more convenient; whether the move-
ments be made on foot, or on horseback, or by railway,
the principle is the same. Is at present using the
railways for the purpose of moving troops. To the
extent of 60,000 a year. Troops are usually moved
by railways when the public service requires
celerity of movement. Connecting Woolwich with
Portsmouth by railway very desirable. Sir J. F. Bur-
goyne stated that he has turned his attention very much

to the system of national defence, and the degree to
which railways might contribute to it. Considers it of
great importance to connect Woolwich with the southern
and western parts of England by railway. The old
mode of conveyance was chiefly by water, round the
coast, and of course was subject to great interruption in
time of war. That communication would be just as
well afforded by railway for military purposes if it did
not come nearer to London perhaps than two miles or
thereabouts. It is not necessary to come through the
heart of the metropolis to effect the object in view. Per-
haps it is better avoided, as in the case of the transport
of ammunition, &c. The same would apply to a con-
nexion between Woolwich, or between the south of Eng-
land and the north ; it might be just as well carried
round London as through it. Imagines that a few miles
increased length would make very little difference in
that respect, the great object is the continuity and non-
interruption of the intercourse. Thinks it very desir-
able to connect all the northern and southern lines for
the purpose of perfecting a system of national de-
fence. The same railway carriages being available
throughout the route of great importance in effecting
a continuous line. 2,000 men require at least 100 car-
riages ; 2,000 men would be a small number for an
emergency upon an invasion, or in any case of that kind,
where it mignt dv aestrauxe uzeumUlt: a laigu uuusber
of troops. 100 carriages is a large number to carry on
one line, therefore it would be of considerable import-
ance to make the carriages on one line available for any
other. With the power that the railways ought to give
to the Government, every soldier in Great Britain might
be assembled on any one point in twenty-four hours, and
even from any part of Ireland within a few hours more.
But in bringing them by the different railways to Lon-
don, and moving them from London, unless all the car-
riages cah,be made available, they will be taken down
by driblets to the point of action. Without a continuous
line, troops having arrived at Nine-elms for Portsmouth,
from the Birmingham line, for instance, would not find
a sufficient number of carriages to take them on to Ports-
mouth. Any communication, though circuitous, that
would enable all the carriages to be applicable,
would meet the point alluded to. Sir J. W. Gordon
suggests, with regard to all lines of road by which mili-
tary supplies of any kind are to be moved, that the
Government should be consulted in tracing the
line and the proper military and civil authorities should
report upon the line before it is made. This is par-
ticularly necessary, as in case of military operations
carried on in the country, the lines which were intended
only for commercial purposes were found to interfere
with those operations, either by impeding our own
movements, or facilitating those of the enemy, the duty
of the commanding officer would be to destroy them.—
Sir J. F. Burgoyne conceives that the facility and ra-
pidity of steam navigation render the country very sus-
ceptible of being attacked on a sudden on the breaking
out of a war, and it is very necessary to improve the
means of defence. The only resources at command are
the navy, fortifications, and the concentration of the
troops. The navy might not be able to come in at par-
ticular periods. The fortifications have all yet to be
made. Therefore it would be of still more importance
to facilitate the concentration of troops. The forces
might be concentrated faster than the enemy could land
them; there is a great difficulty in landing a large num-
ber of troops; it takes a very long time. Witness
attaches very great importance to a line being carried
across the Thames to connect the northern and south-
ern railways; it is of very great importance, more par-
ticularly in London than in any part of Great Britain.

• ',.;11'14
rapt- ,i,V7-141.1-*
•i EXETER, I' EO VIL, A I:\KU
CHESTER RAILWA
•
A general meeting of the shareholdermil"egnithai.:OT
pany was held, at one o'clock yesterday, g mow
Tavern, to receive a report of the past proceedings of
the directors and of the financial affairs of the Company;
to determine on the propriety or otherwise of continuing
the application to Parliament for the Bill next session;
and for the purpose of considering and approving any
augmentation of the capital of the Company, and any
visitation from, or addition to the agreement, with the
London and South-Western Railway Company. E.
Woolmer, Esq., occupied the chair. At the appointed
hour but a small number of shareholders were present.
Ml'. CLENCH, the szcretary, having, shortly after one
o'clock, read the advertisement, convening the meeting,
Mr. WALES' took an objection in limine to any further
proceedings, as the advertisement simply specified one
o'clock, without the addition of the word " precisely,"-and
that any man of business would consider that the meet-
ing was called "at one for two o'clock." lie attributed
the extreme paucity of shareholders to this alone. No
doubt in such a concern as that a great number would
attend either personally or by their representatives—in
fact, many had stated so to him. He was anxious to
take the sense of the meeting on the subject.
The CHAIRMAN could only say that the paucity of
attendance could not be attributed to the directors, as
they had given more publicity to the announcement than
they were required to do. They were only required to
publish it in the London Gazette, and he believed in two
or three of the London newspapers, but so anxious were
they to receive a full attendance of shareholders, that
they had even advertised during the present week in
each of the newspapers. He was told by the gentlemen
of the press present that meetings were invariably com
menced in London at the hour for which they were
advertised.
Mr. WALES' thought the advertisement was calculated
to mislead the shareholders.
Mr. CASH did not agree with the lion. Shareholder.
In his estimation, one o'clock was mentioned.—(Hear,
hear.) It did, however, occur to him that the advertise-
ments were very few indeed. This morning he was very
anxious to know where the meeting was to be held, and
thinking he might be too late, not being able to obtain a
copy of the advertisement, he came there an hour ago.
Some publicity should have been given to it.
The CHAIRMAN explained that it was inserted in ten
London newspapers —in the Times, Chronicle, San,
and the weekly railway papers. It was also inserted in
the Manchester and Exeter papers. They were anxious
to have a full meeting, and therefore they inserted the
advertisement in the papers of yesterday.
Mr. WALEY repeated that it was the intention of a
very large number of shareholders to have been present
whom he did not see. He therefore begged to
move that the meeting be adjourned for a week. He
had been connected with commercial matters all
his life, and that experience justified him in stating that
in order to obtain a meeting at a certain hour the word
" precisely " must be added to the hour for which it
might be called.

t:

L‘

A SHAREHOLDER thought that their number would re-
ceive but a small accession if they waited until two
o'clock—certainly not more than half a dozen; he hoped
they would at once proceed with the business as it was
probable the meeting would in the ordinary course be
an adjourned one.

The CHAIRMAN was anxious to promote unanimity if
possible. The directors had but one object in view.
Mr. WALEY moved the adjournment of the meeting
until two o'clock.
Mr. LOTT seconded it.
Mr. Stiove said the presence of the gentlemen of the
press, who were well versed in these matters, showed
that they considered the meeting was called for one
o'clock. It would be most unjust to adjourn until
two o'clock to please a few, because the time of those
who wished the business at once proceeded with would
be wasted.

I:

Mr. GOODWIN moved that they should at once pro-
ceed with the business, which was seconded and carried.
The business was then proceeded with.
The CHAIRMAN said—Gentlemen, in meeting you
here to-day I regret that I cannot congratulate
you on the resalt of our application to Par-
liament, which we certainly expected would have
succeeded even at the latest moment. Throughout a
long and tedious investigation, rarely equalled in railway
legislation, we had to contest every inch of the line
against the most determined resistance on the part of a
powerful company, who, reckless of expense, spared no
means to defeat the Exeter, Yeovil, and Dorchester line,
and those in connexion with it, who were desirous to
effect a direct communication between Exeter and
London. It is, however, satisfactory for me to state,
notwithstanding the opposition with which we had to
contend, that we did succeed in passing the Bill
through the House of Commons—(Cheers)—and even
up to that point when the decision of the Lords'
Committee was given, which may be characterised cer-
tainly as being the most extraordinary ever given—
(Hear, hear)—and also unexpected by all parties, who
were completely taken by surprise; they were most san-
guine of success. It is gratifying for me to know that
that adverse decision did not arise out of any failure
on the part of those persona to whom the promotion
of the Bill was entrusted; the whole of the evidence,
whether with reference to the feeling in Exeter or in the
districts traversed by the line, in its favour was most
conclusive, and indeed was not shaken by the severest
cross-examination to which the witnesses were subjected.
Neither was there any error or negligenee proved in the
fulfilment of those pfelimituirMulits
,and particulars
which are required tp lie preyed 'before the Standing
Orders' Committee of ilie-Harlse of Commons; and there-
fore the directors may tako credit for having done all in
their power to promote the interests of the shareholders by
allowing nothing to veinal!! undone Which could promote
the successfulspassmg-ofthi,Bill thieugh Parliament.—
(Hear, hear.). Itawitig seal& my regret at what I trust
will nrove only A
____teranorßre__ is
now my more pleasing- duty to state the
auspicious prospects . which I think await this
undertaking. Lord Beaumont, as the chairman
of the Committee of the House of Lords on the Bill, in
presenting the report of that Committee, pledged him-
self, in the name of that Committee, to accord a favour-
able decision to their Bill when again presented
to them, and therefore I hope this time next
year our Bill will be the law of the land,
and in fact in the course of construction.—(Hear.) I have
great pleasure in informing yon that the directors of the
London and South-Western Company have met
us in the most fair and liberal spirit, but that powerful
body have prepared a most comprehensive and grand
scheme, extending from London-bridge to Plymouth. The
Exeter and Yeovil line will form a portion of that scheme;
but it has been arranged with them that we are to be
an independent line ; and, in order still more to enhance
its value to the shareholders, they have agreed to gua-
rantee that the shareholders shall be secured from any
further expenses whatever with respect to the last or
the ensuing session, beyond the deposit of 24 155., er
that the second deposit of 21. 10s. will remain intact and
whole.—(Cheers.) There is another advantage which
has been offered to us. An additional capital will be
required for branches, and it has been proposed that
the shareholders sl4lll have a rateable proportion,
and in case of failure, which we do not anticipate, but
in case of failure only, 10s. will be deducted from the
21.10=. 6d., or 251. shares. Some of the shareholders
have intimated to the directors that it would be very de-
sirable that the 501. shares should be divided into 251.
shares.—(Hear, hear.) If it should be the pleasure of
the shareholders to recommend this course, if we have
not done so in the report, we should be happy to carry it
into execution. I believe there are no other points be-
yond those I have stated and what are con-
tained in the report. You are aware that
five and a half per cent has been guaranteed
on our capital by that wealthy company, the South-
Western. 13ut it would be useless for me to reiterate
what must be well known to every one else. There is
only one further remark I wish to Take, and it is this,
that the very severe and unprecedented opposition which
we met with in contesting this Bill in Parliament has
involved a large amount of outlay, which under other cir-
cumstances would have been unnecessary; but I can
confidently assure you that no expenses have been in-
curred save those rendered absolutely necessary. The
secretary will now read the report to you, after which I
shall be happy to give you every information in ;my
power. •
The SECRETARY then read the report, which stated
that the directors were happy to say that preliminary
arrangements had been made with the London and
South-Western Company, which have only been con-
cluded within a few days, and which they trust will re-
ceive your approbation. It will be in your recollection
that this scheme was proposed in compliance with the
expression of public opinion of the inhabitants of
Exeter, and of the populous towns situated on the
direct line of communication between that city and
London, who concurred in declaring that the construc-
tion of? railway communication between Loildon and
Exeter, by Salisbury and Yeovil, was an under-
taking of great national and local importance, and
supported this view by petitions to the Legislature. At
the time of the projection of this scheme there was no
avowed, or the least apparent, intention on the part of
any existing company to supply the required necom92o-
dation, nor was it until the subscription of your capital
(the time for which, by the terms of the prpbeectuos,dall
ex-
tended over a considerable period) had placed
doubt the prosecution of the undertaking, that
theirth claims
ttmhe
Great Western Railway Company asserteds
eLstoncdfoyne,
oavnit the
to the whole traffic be.
occupation of the entire twdeeisntrEicxtestoeurtahn-wd
i I scheme 11,41 "
possible period, projected a r va , ca The
support of these pretensions, that company, at the latest
Exeter Great Western, from Yeovil to Exeter," running
nearly parallel a ith your own, 'and by a new line from
Ifungerford to Westbury, and the Wilts, Somerset, and
Weymouth Railway. At the commencement of the
proceedings in the House of Commons the llungerford
and Westbury Extension was rejected on standing orders,
but the Committee of the House determined finally on
considering the question as an integral scheme of rail-
way accommodation between Exeter and London,
and, after a. full and elaborate investigation
into the merits of the competing lines,
and the pretensions of the respective companies to the
traffic of die district, the Committee declared in your
favour, aitd rejected the Exeter Great Western. In the
course of the proceedings, however, the Committee re-
fused P sanction the branch from Wayford to West
Milton on account of residential injury, which, it was
thotlght could on a re-survey be avoided. In the House
olLords, the Bill was fully supported by the same indis-
putable testimony, as to its merits, as in the Com-
mons, which justified your Committee in entertaining the
most sanguine anticipation.of ultimate success, but their
Lordships' Committee, whilst they recorded as their
opinion, that a direct line of railway from Exeter to
Salisbury through Yeovil was desirable, decided that the
Bills for accomplishing these objects should not be pro-
ceeded with in their then existing state, but, in present-
ing the report to the House of Lords, the chairman,
Lord Beaumont, said, " With reference to the question
of competition, there is no doubt that wholesome corn-