The Sun.
London, England, 1846-01-06 00:00:00

SOUTH,

tl-E ASTERN RAIL WAY—EXPRESSES.
The following are regulations adopted by the South-
Eastern for expresses and express engines :
" 1. Charges to be made for special trains for the pub-
lic press:—
" For members of the public press, ss. per mile.
" If any special engine or train is ordered to be in rea•
diness, and be afterwards countermanded, half of the
above charge will be made.
"In addition to the above, a charge for demurrage
will be made upon every engine so ordered and detained
at any station for a longer period than 24 hours, as fol-
lows:

"No charge will be made for the first 24 hours, but
at the expiration of that period the charge for demur-
. rage will, use at the rate of 50a -for every day or
part Of ' - -•
" 2. No person to travel by such engine unlese he be
the known agent of one of the newspapers, or has proper
authority from the secretary of the company.
"3. No agent of the press to be allowed to interfere
in any way with the conducting of such engines.
" The driver to take his instructions from the officers
of the Company, who shall act with the most perfect
Unless towards all parties in enforcing the rules relative
to special engines.
"4. That whenever an express engine is engaged or
ordered to be kept in readiness, the engineer or driver
shall, on no account whatever be allowed to leave the,
station until relieved by some other engineer or driver ;
and that during the time the said engineer or driver shall
be on duty, one or other of them shall remain constantly
on or by the engine, to keep the steam up, and keep the
engine ready to start without the least delay.
" 5. That when two or more expresses arrive at either
the Dover or Folkstone station at the same time, the
to
or mpaorrteies
said expresses shall be forwarded by the same express
engine. The expense thereof to be defrayed in equal
proportions 6
. That by
whentherespective w
.
lexpress engines are
ordered on demurrage, the first express which arrives at
the station shall be forwarded by the engine which
happens to be placed first on the line.
" 7. Much dispute having arisen owing to the vary-
ing capabilities of the engines e mployed. it is now
ordered that no special engine be allowed to follow
within a quarkr of an hour of any other previously
dispatched.
" To enforce this rule a time will be specified as the
period for performing all such special expresses.
" All the Company's drivers being required to make
the run in the specified time, according to these rules.
"8. When any special engine interferes with the
order of the running of the ordinary trains of the Com-
pany, the driver of such engine to pass such regular
trains (on their going into the side lines at a station)
according to the usual signals."

LEICESTER LINES. —On Thursday last, at a meeting
of the Leiceister town council, the clerk read notices
.‘hich he had received from the following Companies :
—The Direct Birmingham and Leicester ; Direct Lon-
don and Manchester • Midland, in relation to the S wan-
nington Extension Junction ; Western Junction ; Lei-
cester and Redford Extensions ; and the Tean and
Dove Railways. The notices were served on the coun-
cil, so as to learn whether that body assented, dissented,
or would remain neuter in regard to these schemes. The
matter was referred to the Estate Committee for their
consideration.

AYRSHIRE LlNES.—During the past week several
surveyors have been busy at work in Ayrshire, along the
routes of several of the new lines, boring, with the object
of learning the nature of the subsoil—whether rock or
otherwise, and of what mineral character, preparatory
to sub-letting the works to contractors.
THE BRIGHTON, LEWES, AND HASTINGS.—Near to
Brighton the tunnel through Rose Hill is finished, with
the exception of clearing away the rubbish left by the
bricklayers, sc.c. An enormous mound of chalk, carried
from the cutting, has been .raised so as to join the
viaducts forming the approach to the junction of this
with the present line from London to Brighton. In the
erection of this viaduct, upwards of three millions of bricks
will be used. It consists of 27 arches, eight of which are
turned, and the work pointed ; the ninth is about being
fleished, and the finishing layer was put upon the crown of
the main arch over the London-road on Saturday last.
The height of this from the ground to the base of the
sleepers upon which the rails will be laid, is 72 feet, and
the space across the road is 50 feet in width. All the
buttresses, which are of brick, are pierced so as to take
off the weight of the material, and contribute to the
general stability of the erection. The " centres" are
fixed for the formation of several other arches, and it is
now considered that the heaviest part of the work is
finished. It was intended, some time since, to remove
the elegant balustrade from the celebrated Ouse Valley
viaduct, to ornament this one, but this has been aban-
doned, and it is now determined to build a strong wall,
with a plain coping of stone on each side of the railway.
The line at this point terminates in an easy sweep, and
simultaneously with the progress of the works along the
line, there are being erected most extensive warehouses,
engine-rooms, depots for traffic, and store-houses for
merchandise, equal to any built for the purposes of
any yet constructed line in this country. From the
present prospect of the general state of the works, there
is no doubt but that the whole hoe will be opened to the
public by the time intended, namely, in April next.
ADVANTAGE OF JUDICIOUSLY EXTENDING THE EAIL•
WAY SYSTEM.—From a table just published, -showing
the progress of the railway system for the last four
years, it appears that up to a certain period of 1842,
52,380,0001. were expended on railways, giving a profit
of 4•97 per cent. at that time; and that up to a correspond-
ing period in 1845, 71,646,1051. were expended, and the
receipts'show a profit of 5.54 per cent. after deducting 40
per cent. for the working expenses. The great advan-
tage of extending the railway system must be very evi-
dent from the facts stated in the above table, showing
that a further outlay of 19,266,105/. between the years
1842 and 1845 had produced a gradual and firm increase
in the profits of 4'97 to 5.54, or of 0.57 per cent.
Should the 70,000,0001. authorised by Parliament in 1844
and 1845 to be raised for railways now in course of con-
struction be equally as beneficial in producing a further
progressive increase in the traffic of the country,
Hof which there cannot be much doubt, the fur-
ther outlay of the 70,000,0004 may be expected to
increase the profits on the capital of the old an d new
lnunh
railways, when completed and in operation,
as two per cent. more, which, added to the 5.54 as
per cent.
of the present time, would make that amount 7.54 per
cent. But this calculation does not include any ad-
vantage to be derived in future from improvements in
locomotives, or any of the economical changes in the
working expenses of railways which have taken place
since 1842 to a considerable extent upon most of the
great lines; and there can be no doubt that the increase
of traffic consequent upon an extension of the railway
proportion weich the
system will further reduce the
working expenses now bear to the total amount of the
traffic receipts. It should be remarked, that although in
the table the working expenses are assumed to be 40
per cent., there can be no doubt that they have been re-
duced 4or 5 per cent. at least since 1842; and, there-
fore, if the profits were 4.92 per cent. in 1842, those at
the present time should be estimated at 6 per eent.
instead of 5.54, as stated in the table. The result is
also highly favourable to the security, and a proof of
the improving nature of railway property, whether we
consider it as respects the outlay of capital, or the ex-
tension of railways in length; as an instance, 1,520 miles
were in operation in 1842, and 2,040 miles in 1845
being an increase of 520 miles; at the former period
the earnings were 2,8561. per mile per annum, and at
the latter period 3,2421. per mile per annum; showing an
increase in the receipts per mile of 13.5 per cent. instead
of a decrease, as many of the enemies to the extension
of the railway system expected.—Herapath's Journal.

RASTRICK'S MANCHESTER LINE.

TO THE EDITOR OF THE SUN.

SlR,—Will you permit me, through the medium of
your jonrnal, to ask why the Directors of Rastrick's
Manchester Line have not returned the deposit money,
over and above the two pounds firteen paid by Reming-
ton's subscribers ? And also, why do not the conjoint
Directors at once state the plan of amalgamation they
propose ? If they intend to reduce the fifty pound
shares to twenty-five, why not at once say so, and
allow dissentients to withdraw ? If the Directors
were to pursue this honourable course, we should no
longer see this splendid and promising project at such
an unsaleable discount ? but such c, nduct would give a
tone to the market as most assuredly to cause a healthy
reaction. Did I not think the Directors rather neglect-
ful of the great interest committed to their trust, for
they represent 10,000,000 of money, your valuable space
would not be so intruded on by your very obedient
servant„

WARWICK AND WORCESTER.—A competing line with
the " Rugby, Warwick, and Worcester," but in which it
is expected the latter Company will make an arrange-
ment satisfactory to both sides.
WA.RWICE.SHIRE AND LONDON.—One of three pro-
posed lines to bring Warwickshire and East Worcester.
shire in connexion with the London and Birmingham
line at Weedon. This line commences at Weedon, and
runs direct to Worcester, having branches to Alcester
and Droitwich.
WELSH MIDLAND.—A line from Warwickshire to
Worcester, and thence vid Malvern, to communicate
with South Wales. This line is proposed to intersect the
very middle of the Landrom-:st-street, in Worcester
(Foregate-street).
WORCESTER, TENBURY, AND LUDLOW.—A direct line
between these towns of about thirty miles in length.,
WORCESTER AND LEOINSTER.-A line proposer! to fathoms, with topmast struck, was passed about six miles
Word sty
form at WorsteWar- from r a junction with some of theM WELLS, JAN. I.—A sloop, sunk in about three
the land N.N.W. of this port, by the Robert and Cathe-
wickshire lines, and thus to afford through traffic to ' rine, arrived here. The W. S. R., of Boston, which was on
Leominster vid Bromyard. The shares in this under- shore at Brancaster, has been got off with little damage,
taking have not yet been allotted. • after throwing part of her cargo overboard. Norfolk
WORCESTER, HEREFORD, ROSS, AND GLOUCESTER.— Chr•nicle•

JAMES SHEPPARD, a Shareholder.
Stonehonse, Devon.