The Sun.
London, England, 1845-08-13 00:00:00

PROSPECTUS OF 'THE

DUBLIN and ENNISKILLEN RAILWAY.
(Provisionally Registered.)

Capital 1,000,0001., in 26,000 shares of 501. each.
Deposit Si. per share.
As required by a Standing Order of the present Session of
Parliament.

*4* It has been arranged, that, in the event of an Act of Parliament

not being procured, the expenses will not exceed 1/. per share.
PROVISIONAL COMMITTEE.
Lord Farnham, Cavan

Hon. James P. Maxwell, M.P., county Cavan
_ _

Sir R. A. Ferguson, Bart., M.P., Londonderry
John Boyd, Esq., M.P., Coleraine
Alderman Thompson, M.P., London

Colonel Saunder;on, Deputy-Lieutenant of the county Cavan
William Henry Thomas, Esq., Director of the Chester and Holyhead

Railway Company
William Edmund Ferrers, Esq., Director of the Chester and Holy-
head Railway Company
James Digges La Touche, Esq., Dominick-street, Dublin, Director of
the Dublin and Mullingar Railway Company
Charles Fox, Esq., D.L., Rutland-square, Dublin, Director of the
Dublin and Mullingar Railway Company
William F. M'lntire, Req., Directot of the. Londonderry and Ennis-

killen Railway Company
John Leathern, Esq., Director of the Londonderry and Enniskillen
Railway Company
John Griffith Frith, Esq., Director of the Londonderry and Coleraine
Railway Company
George Tyrrell, Esq., Director of the Londonderry and Coleraine
Railway Company
John M`Donnell, Esq., Merrior square, Dublin, Director of the Bank
of Ireland.
Thomas L. Kelly, Esq., Gardb er-street, Dublin, Director of the
Bank of Ireland
Chas. Wye Williams, Esq., Director of the City of Dublin Steam.
packet Company
Francis Carleton, Esq., Director of the City of Dublin Steam-packet
Company
Sir John N. R. Campbell, Director of the Peninsular and Oriental
Steam-packet Company
James Hartley, Esq., Director of the Peninsular and Oriental Steam-
peeket Company
George Bomford, Esq., J.P., Oakley Park, county Meath
Alexander Dickson, Esq., Belturbet, Cavan

John Farrell, Esq., J.P., Kells, county Meath
William Garnett, Esq., Donore House, county Meath

George Garnett, 'Esq., Dells, county I%feath

Major Humphreys, Milltown House, Strabane, county Tyrone
Alderman Kinahan, Merrion-square, Dublin
The Rev. William Prior Moore, The College, Cavan

Ninian B. 111.`Intire, Esq., Cloverhill Dublin

William Newton, Esq., St. Paul's, London
Valentina 0. B. O'Connor, Esq., Sackville-street, Dublin
William J. O'Driscoll, Esq., Fitzwilllam-street, Dublin

James A. Saunderson, Esq., Leamington

Perrott Thornton, Esq., J:P., Killeshandra, county Cavan

Samuel Winter, Trim, county Meath

ENGINEER—Robert Stephenson, Esq.
SECRETARIES.
Fredrick H. Hemming, Esq., Secretary in London.
Charles Trouton, Esq., Secretary to the Dublin Committee,
SOLICITORS.
Timothy Tyrrell, Esq., Guildhall, London.
Messrs. James L. O'Beirne and Co., Dubin.
James Malley, Esq., Dublin.
LONDON BANKERS.
Messrs. Puget, Bainbridges, and Company.
IRISH BANKERS.

The Bank of Ireland, and its Branches ; the Provincial Bank, and its

Branches ; and the London and Dublin Bank, and its Branches.

OFFICES OF THE COMPANY.—Moorgate-street Chambers, London.
Power will be taken by the Act to allow Four per Cent. interest
on the Calls.

The services of the Provisional Committee are gratuitous, and their
flinctions will cease so soon as Di.ectors shall have been appointed
under the Act incorporating the Company.
The Management of the Company will be conducted in London.

A preference will be given to Shareholders in the following Rail-
way Companies i—" The Chester and Holyhead," " The Londonderry
and Enniskillen," " The Londonderry and Coleraine," " The Wewry
and Enniskillen," and "The Dublin and Mullingar."
The proposed railway, which is intended to afford a direct and un-
interrupted comunication between Dublin and Enniskillen, by the
way of and embracing the important towns of Trim, Navan, Kells,
Cavan, and Belturhet, was recommended by the Railway Commis-
sioners, in rhe year 1838, as the great arterial line for the North-
Western Districts of Ireland.

A company having been formed during the last year (called " The
Great North Western Railway Company,") for the purpose of bring-
ing the merits of the line before the public, the necessary surveys,
plans, and sections were made, and afterwards deposited, in order to
apply for a Bill during the present session of Parliament ; but the
Board of Trade having reported in favour of the Kells branch of the
Belfast Junction Line, which to a certain extent, was a competing
project, the Provisional Directors abandoned the intention of apply-
ing for a Bill this session, and preferred to bring the merits of the
line before the Select Committee, to whom the rival schemes were
referred as competing projects.
After a searching investigation, which lasted for several days, and
the examination of Lord Farnham, General Sir John Burgoyne,
Chairman of the Board of Public Works in Ireland, and several other
witnesses, from whose evidence the merits of the proposed line, in an
engineering and remunerative point of view, were fully substantiated,
the select Committee rejected that portion of the competing line
comprised in the branch to Kells, on the ground that it might inter-
fere with the more important inland line then under consideration,
w) ich is the line projected by this Company.

The course of proceedieg adopted by the Committees of the House
of Commons, upon Railway Bills, has given to this Company an ad-
vantage which has not hitherto been afforded to the public: for the
promoters, notwithstanding they did not present any Bill to the House,
were heard as projectors of a line of Railway—the snaking of which
might influence the Committee in their judgment upon the Bill re-
ferred to them. This arrangement gave the promoters !the oppor-
tunity of establishing their case upon evidence ; and the statement
now made must be regarded as the result of testimony, and not of
mere conjecture.
The Provisional Directors established, to the satisfaction of the
Committee, the snperiority of this Line over the proposed Branch to
Kells, and also the absence of engineering difficulties, as well as the
existence of a very extensive traffic ; and they have arranged to pro-
ceed to Parliament in the ensuing session.
They confidently expect that arrangements will he entered into
with the Directors of The Bublin and Mullingar, The Londonderry
and Coleraine, Londonderry and Enniskillen, and Newry and Ellis-
killen Railway Companies, whereby these lines will become im-
portant feeders to the proposed railway, while the traffic of Bally-
shannon, Lough Erne, and all the North Western Districts, will he
brought into rapid and direct communication with Dublin, by reason
of the town of Belturbet having been selected as a central point for
the concentration of railway and steam-boat traffic. The landed pro-
prietors along the line are unanimously in favour of the scheme, and
county meetings, presidod over by the High Sheriffs, have been held
in Cav es and Meath, at which resolutions of approval were adopted.
Without going into the detail of the evidence given before the
Select Committee of the House of Commons, to whom the Great
North Western Project and Belfast Junction Bill were referred, it is
considered advisable shortly to state some of the facts which were
established by evidence; and after making allowance for the altered
circumstances under which thezchemel is now placed before the
public, they ~lay be considered as correct data, whereby the merits
of the proposed railway may be estimated.
It was proved by Lord Farnham. Sir J. Burgoyne, and others, that
the making of the railv.-ay is an object of primary importance, and
nearly identical with that recommended by the Railway
Corpmissioners in 1538, as one of the great arterial lines best
calculated to afford general accommodation, and to develop
the resources of the country. That it would afford a much
shorter and more direct communication between the north-west of
Ireland and Dublin than any railway in progess, or in contemplation,
aryl was of so much importance, that, even supposing the Kells
branch of the Dublin and Belfast Junction line had been authorised
by the Legislature, the direct line to Enniskillen would have been,
nevertheless, constructed. .

It was also proved that the cattle markets, held twice weekly in
Dublin, were greatly frequented by the large graziers and farmers of
the county of Meath, who, in the absence of sufficiently remunerative
prices in that market, were in the habit of exporting their cattle to
Liverpool,'an advantage which they could not obtain from any other
port in Ireland.
That the passenger traffic between Enniskillen and Dublin is
greater than between Enniskillen and Belfast, Newry, and Dun-
dalk together; and that throughout Ireland passenger traffic has
converged towards Dublin, affording as it does the shortest and most
frequent communication with England ; this traffic must be im-
mensely increased, when the Chester and Holyhead and Londonderry,
and Enniskillen Railways are constructed, as this line will then be-
come the great medium of commnnication between the counties
north and north-west of Dublin, and the metropolis of England.
There are upwards of 300 fairs held annually in the immediate
vicinity of the line of railway ; about thirty corn and flour-mills,
producing annually more than 35,000 tons of flour and meal.
The inhabitants of the country are mostly of altrior class, and
likely to avail themselves of the advantages of ra communica-
tion : from these sources an ample revenue msy be anticipated.
The public conveyances are very numerous, affording evidence of
an existing passenger traffic not exceeded in the whole of Ireland.
There are no le,s than sixteen mail and stage coaches, proceeding,
each, upon an average, forty-six miles along the line of railway be-
tween Dublin and Cavan. The traffic ibetween Cavan and Ennis-
killen, at the present time (also very considerable), will very greatly
increase by the direct means of communication which this line will
afford to the passengers, by the Londonderry and Enniskillen Railway
proceeding to Dublin and the South. The public and private cars, by
which it is well known so great a portion of the passenger traffic
is carried on through Ireland, have not been taken into consideration.
The Turnpike Trust Returns show, that between Dublin and
'Sayan, a distance of thirty miles, 63,439 horned cattle, and 65,105
sheep and pigs annually travel along the public roads.
From the data already in the hands of the Provisional Committee,
taken from the estimate of the Railway Commission in 1838, and ob-
tained during 'the past year from careful observation of the actual
traffic now existing on the lines of road, it may fairly be assumed,
that an income of eight or nine per cent. will be derived from the
railway, after making a liberal allowance for working expenses.
With respect to the engineering, the line presents no difficulty
whatever, wilh the exception of about five miles beyond Cavan, the
country is uniformly level There will be but one tunnel, of less
than 300 yards in length. The gradients are very easy, and the
earthwork light.
Applications for shares, from parties in England and Scotland, to
be made to the London Secretary, at the offices of the Company, and
to the following brokers :
Messrs. Neilson, Liverpool
Cardwell and Sons, Manchester
Thomas Miller, Edinburgh
Buchanan and Aitken, Glasgow
Wellbeloved and Oastler, Leeds,
And, from parties in Ireland, to the Secretary in Dublin, 52, Dame"
street.
Applicants for shares, who are personally known to the Provisional
Committee, are requested to refer to one of such Committee; all
other applicants w:11 be required to give a reference to some banker,
or other person of known respectability in London, Dublin, or the
town through which such application is made.
Prospectuses may be had on application at the offices of the Com-
pany, and of the above-named brokers.