The Sun.
London, England, 1845-11-13 00:00:00

LLOYD'S SHIPPING.

24q

914

14
114
7
21-41

-
'3%

3%

0%

23/4
2%
33%

21A
1%

LonnoN, Nov. 12.—Wind W.S.W., light airs and cloudy.
DEAL Nov. 11.—Wind S.W., moderate.—Arrd. from the
River, Tread, Lyell, Hobart Town ; Sarah Bell, Miller, Port
Natal; Lavinia, Keller, Halifax.

DON"ER, Nov..ll.—AiTd. Six, Bainbridge, Quebec.
PORTSMOUTIT, Nov. 11.—Wind E. to N.W.—Arrd. Harriet
and Jane, Sheeham, Younghall, struck heavily on Hamil-
ton's Bank. Sld. her Majesty's ship Juno, Valparaiso
Alfred, Adair, Victoria, &c. ; Britannia, Bowes, Aden ; Berke-
ley, Trimer, St. Kitt's ; Black River packet, Baker, Jamaica.
Cowes, Nov. 11.—Wind N.E.— Arrd. Norwegian, Rio Ja-
neiro, in 43 days; Anna, Wessels, Porto Rico; Gustaf, ditto.
PLYMOUTH, Nov. 11.—Wind S.E.—Arrd. Emma, Spicer,
Quebec. Sid. Mary, Wardropper, Quebec. Part of the
windbound have put back.
FALMOUTH, Nov. 10.—Arrd. Jessie Anderson, Morrison,
Saldanha Bay.
BRISTOL, NOV. 11.—Arrd. Augusta, Face'', St. John's
New Brunswick.

GLOUCESTER.—Arrd. British Queen, Quebec.
CARDIFF, Nov. 10.—Wind N.E.—Arrd. Emma Searle,
Ascett, Quebec ; Maria, Evans, Quebec.
SWANSEA, Nov. 11.—Wind S.S.E.—Arrd. Alexander
Harvey, Roper, Cuba.
FRASERBWRO, Nov. B.—A large brig, about 18 keels,
abandoned, was passed 70 miles from the Naze of Norway,
by the Christian, arrived here. Part of the cargo of the
brig Hero, of Dundee, wrecked on this coast, has been saved.
KIRKALDY, Nov. 9.—A new brie, apparently English, with
eight hands on board, was seen to founder off the Naze of
Norway, 23d ult., by the Sophie, Sturm, arrived here. .
PLYMOUTH, Nov. 11.—The Edward Protheroe, from Liver-
pool to Dordt, which put in here 6th instant., leaky, must
discharge.
SWANACE, Nov. 11.—A carved and gilded billet-head,
apparantly of a large vessel, but a short; time in the water,
and several pieces of plank, have wash, id ashore.

RAILWAY INVENTION.—We are informed by one
of our subscribers, that a machine has 'been invented by an
ingenious man in this county, the object of which is to
supersede the use of gates on railways, where they cross the
public roads. It is so constructed, that an engine or car-
riage approaching it at the distance oft sixty or seventy yards,
will cause it to open, in case of the accidental absence
of the attendant ; and when closed, it entirely conceals the
railway from the sight of horses, an( I thus prevents the
annoyance and danger too often inc cured in crossing the
lines. The mechanism, it is further 8 gated, is very simple
and ingenious, and the invention in th e hands of some men
would ~p,;7.d!!:,* 1,k3 bour.-.:e
rent. if the contri.‘ahee possesses tl it merit attributed to
it, we cannot but express uur hope th; it the inventor will, in
some substantial form or other, reap ' e jeCOmpeace of hie
iDgelauity,..eorfolli Firm

RAILWAY INTELLIGENCE.

GREAT WESTERN •AND FALMOUTH JUNCTION.
EXETER, MONDAY AFTERNooar.—A meeting of the Great
Western and Falmouth Junction Company was held to-day
at the Old London Hotel, in this city, for the purpose of
receiving the engineer's report of the survey of the line, and
other business.
At eleven o'clock the attendance was both numerous and
respectable.
Mr. JAMES GOLDSWORTHY, having been unanimously
called to the chair, commenced the procedings by at once
calling on the engineer of the Company, Mr. George Han-
, son Julian, to read his report, which he did as follows :
" Having been directed to make a survey for a line of rail-
way from Crediton to Falmouth, keeping as near the princi-
pal towns on the route as may be practicable, I have the sa-
tisfaction to report that a line has been laid down, which for
gradients and general engineering qualities cannot be sur-
passed. The Committee will remember that what is called the
central line was long since surveyed, and it was my intention
to hava adopted it, with such variations only as might be
found necessary to obviate the formidable objections which
had been made by the Board of Trade. In proceeding to
du so I discovered a very superior line was obtainable,
in a direction which appears to have been hitherto entirely
overlooked. The line I have adopted leaves the station of
the Crediton and Exeter Railway at Crediton, thence pro-
ceeds by the valley of the Yco to-Colebroke, thence by Bow
and North Tawton to the lowest point of the ridge at
Sampford nioor,_ thence along the valleys of the Lew and
Carey rivers to Launceston. Arriving at Launceston in the
manner described, the line passes along the valley, close
to the west side of the town, and the station will be within
a few chains of the market-place and the principal hotel
near the centre of the town. Upon making exploring sur •
vet's between Launceston and Bodmin, it became obvious
•to me that the lowest attainable summit between those
towns was at Doz Mare; I therefore decided on taking a
survey of the country in that direction. From Launceston
the line runs by South Petherwin and. Trebartha to the
summit of the Doz Mare, from--which it immediately de-
scends to Warleggan, along the Cardenham valley to the
south, and close to the county town of Bodmin. The chief
difficulties and heavy works of the late central line, which
were so strongly condemned by the Board of Trade, were
encountered in the district of country between Launceston and
Bodmin. I can safely assert that through this district the
line I have described will be constructed at much less
pense; with far better gradients, and across a summit of 130
feet lower than the old central ine. From Bodmip the line
continues near to the Tretoil and Lanivet Consols Mine,
and the town of Lostwithiel, to the valley of the Luxulian
waters, along which it passes for three miles to the centre of
the large village of Roche. Crossing the lowest part of the
ridge at Roche, with a gradient of about 1 in 200, the line
emerges into the valley of the river Fill, along which it
runs within a short distance of the towns of Grampound,
Tregony, Probus, diverging therefrom to Ladock on to
Truro, where there would be a station adjoining the town.
From Truro the line will pass near Killion, across the Carnon
streanf, along the valley to Burnt House, close to the borough
town of Penryn, and terminating near Killegrow-street,
Falmouth, with a branch for heavy traffic to the water's
edge, near Green Bank. The whole of the line thus de-
scribed has been most carefully and thoroughly surveyed,
and will be about four miles shorter than any line yet pro-
jected from Exeter direct to Falmouth, and about twenty-
four miles shorter tnan the late coast line. Our active sur-
veyors, a large and efficient stair of whom have been
employed for six weeks past in making the surveys, have
engaged to complete their work before the 20th instant, and
from the forward state of their survey and plans, I have no
doubt they will be able easily to fulfil their undertaking,
thus ensuring to the company the ability to comply with the
Standing Orders of Parliament.
"I am, gentlemen, your obedient servant,
"G. 11. JULIAN."
Mr. JOAN STOODEN wished to ask the engineer in what
direction this line would proceed, taking it in reference to the
late central line, and showing the difference of the summits,
gradients, Sic.
The iLNIGINEER replied, that the late line passed from
Launceston, s:d in its progress towards Bodmin crossed
the range of hills pro::eeding west from Launceston. It had
a tunnel at Piper's Pool, ,-.4h the heavy gradient of one in
eighty, which began to rise a: that place; this gradient
extends for several miles. Here IL was proposed
a sort of table-
proposed to have
a tunu.l of 700 yards in length, and there :..
land ex tending for about four miles, the descen: from which
would be by a gradient of one in eighty towards 2.lochnin,
passing the turnpike-road at Ponsconcer. The aunOit
level, however, which he (Mr. Julian) had taken, was at
Doz Mare Pool, where he rose to the summit and imme-
diately fell. He had no table-land to contend with, because
he got into the leading valleys which took him with the
easiest possible gradients which streams of the character he
had alluded to could do in a direct line towards Bodmin;
and the stream from Tretoil, which he had taken to arrive at
his summit level, was also a leading stream. Here he
got a level along the valley for three miles in extent, with-
out any cutting, and in which it was only requisite to turn
up the land for the purpose of laying down the rails. It was
at this point that they had to overcome what had hitherto
Leen considered the most difficult part of the country, viz,
the cutting through the Bodmin moors.
Mr. HARVEY—You are speaking of the difficulties of the
old Cornwall and Central Devon scheme.
The ENGINEER said he was so, and he felt satisfied that he
bad chosen the lowest possible summit, and that the line
which he had laid down would cross the moors in the best
possible manner.—(Cheers.) It would be found that he had
taken the lowest practicable summits, and the easiest gra-
dients that could be had. All the streams rose in the micclle

of the moors, flowing thence in every direction, and the line
he had chosen led exactly from one into the other, in the
direct line of their railway.
After some conversational discussion,
Mr. HARVEY then rose and said he wished to offer a few
observations upon the report which they had heard real,
and upon some other matters connected with the present
undertaking. He had been exceedingly gratified by the
report which their engineer had been able to present to them
that day. The character of the line was so ably delineated
in that report, that it was entirely unnecessary for him to
say more on the subject than to express bow gratified he
was with it.—(Hear.) The contrast between it and every
other line which had yet been projected for connecting the
metropolis and Exeter with the western parts of Devon and
Cornwall was most strongly marked.—(Cheers.) Mr. Julian
had shown that the Great Western and Falmouth Junction
Railway would effect a saving in distance—that there would
be an immense reduction in the cost of construction over
that of the old central line, and that better gradients
would be obtained throughout.—(Hear, hear.) Time would
thereby be saved as well as money, and time, as they knew,
was money in railroad affairs. The line now under their
consideration was one which connected the existing and pro-
jected broad gauge lines from Exeter, westward, throughout
the whole of the dis rict of Devon and Cornwall, and it in no
way competed with any line, existing or projected, at present
before the public.--(Cheers.) Instead of taking up an inde-
pendent position at Exeter, and running down in competi•
tion with the line which was authorised by the last session
of Parliament to be constructed between Exeter and Crediton,
and, instead of also competing, with another projection from
the same great commanding and influential body, the Great
Western Company, and the other parties who projected
the North Devon line, with an arm to Crediton, this
line proposed to connect itself only with the western
point of that junction somewhere near Hatherleigh, and
to pins on to Falmouth, without competing with any line
pr+cted from Truro to Penzance.—(Hear.) It had been
considered necessary, in the absence of any defined plan for
a connection between the North Devon and Crediton
to survey the whole country up to Crediton, so as to be in a
condition to deposit their plans for an entire line from Cre-
diton to Falmouth, showing on the plan a complete connec-
tion, which they could not do if they assumed the curse of
the line from a point on the North Devon line. There had
been a line projected last session for the accommodation of
the whole of Cornwall—the coast line—and which ran
from Falmouth by the coast to Plymouth, and then proposed
to be united with the South Devon line. That bill had
been on its own demerits rejected by the House of Lords,
and in an amended shape it had not yet made its appearance
before the public. A prospectus had been issued by that
company, which stated that Mr. Brunel had been autho-
rised, in compliance with the recommendation of the com-
mittee of the House of Lords, to complete a new survey of
the whole district of country between Plymouth and Fal-
mouth, and he had also been instructed to survey the dis-
trict. between the coast line and the proposed north Devon
line, with the view of effecting a junction between those

lines, and so to perfect something like a direct communi-
cation between Falmouth and Exeter. Hitherto no project
had appeared of the sort, and the only line which met the
necessities of the oountry, and which united instead of con-
flicting with existing interests, was the Great Western and
Fahnouth Junction line, now under discussion.--(Hear,
bear, hear.) Another line had been projected to pass
from Exeter over a simiiar district of country to Fal-
mouth and Penzance ; but the line was what was com-
monly known ,as a narrow gauge line, and being in
connection with the existing interests of the narrow
gauge, viz„ with the South Western Company, as far as
Bast- 0-stoke, and with ether narrow gauge projects to
Salisbury and Exeter, it could scarcely be consi-
dered as entering into competition with a broad gauge
which was simply an extension of the existing Bristol
and Exeter line from Exeter westward. The Great Western
Company had lately published some statements, and had
declared their intentions to be to construct a direct line from
London to Exeter, by the extension of certain lines autho-
rised to be made 1)y them to Hungerford, and by a new line
from Exeter to Yeovil. That line would of course be a
broad gauge line, and the whole district of country below
Exeter, being clearly occupied by broad gauge projects and
broad gauge lines, it appeared reasonable to suppose that no
narrow gauge independent line could be carried down from
Salisbury and Yeovil and Exeter westward, to compete with
existing and projected broad gauge lines, when it was
known that the great objects of Parliament were first to
see that proper railway accommodation should be secured
to every district requiring it, and in the next place, that
that communication should be carried out, if possible, by
existing interests. And assuming that to be probable, he
regarded the London, Salisbury, and Yeovil project, the
Yeovil and Exeter, and the Cornwall and Devon central line,
as standing no chance whatever of succeeding in obtaining
any Parliamentary authority for their schemes. It was
very clear that to one or the other of the existing broad
gauge schemes the present project must be a matter c f con-
siderable interest.—(Hear, hear.) There had lately been, as
they were aware, a disagreement—a very considerable disa-
greement—between the Bristol and Exeter, and the Great
Western Companies, as to the terms on which the one
should cede, and the other obtain the entire possession of the
former railway. The Bristol and Exeter Proprietors deter-
mined that the terms upon which the Great Western Com-
pany desired to purchase the line were not such terms
as they either could or ought to accept. Hear, hear.) It
appeared to him (Mr. Harvey) that if the Bristol and Exeter
Railway was at present worth to the Great Western Railway
Company six per cent., which was the sum offered by
them at the expiration of the lease—if it was worth
six per cent. to them, with the full knowledge which they had
of the traffic passing over it—information which he believed
they bad not thought fit to disclose to the Shareholders of
the Bristol and Exeter Company—he said, if they were
willing to give this per centage, with a full knowledge of
the amount of the traffic over the Bristol and Exeter line,
and notwithstanding their determination to carry out a
direct line of railway by Hungerford, the Wilts, Somerset,
and Weymouth line, and Yeovil, why then there could not
be a doubt that if the Bristol and Exeter Company main-
tained an independent course, and assisted in promoting
the legitimate extension of their own line, they might
reasonably ask 10 per cent. They might thereby secure the
whole of the traffic now carried from Cornwall by water,
but which they now lost. He believed that the Bristol and
Exeter line, even if a direct line should be carried out
between Exeter and London, would ultimately realise a
greater traffic than the Great Western Railway itself—
seeing that the Bristol and Exeter Railway was the key-
stone to the great highway of traffic to the north, to the great
manufacturing districts, and to Scotland. There was another
important point to be remarked upon here—that was the
proposed extension of the line from the Bristol and Exeter
Railway to the extreme north and north-west parts of Devon
n of enrr.•.‘T.P.—(iie:ir). A
(.1
to London, even if the Great Western Company should con-
struct a direct line from Yeovil by the way of Exeter.—
(Hear.) One very singular circumstance in conue2iieh with

RAILWAY
LIVERPOOL, Nov. 11. d If°
STOCK EXCHANGE.-The sales are-Britis- and
Union, 4-Bolton, Wigan, and Liverpool, "27",-,..00A°
Paisley, and Greenock, 20%-Ditto, Half Shares,
Junction, 230-Ditto, Eighth Shares, 2014-Great a pe.
I 50-Huddersfield Canal and Railway, 9-Leicester and,
fold, 1%-Liverpool, Manchester, and Newcastle .150teri
4% -Liverpool Ormskirk, and Preston, 414-'l°,llo. 111.,
Sheffield, and Midland, 514-Midland, 140--Dt'A-pe111,;
Shares, 20%-Ditto, Consolidated Birmingham an,„e'r
108-North Western, 3%-Sheffield and Man 111
ter Shares, No. 2, 12%-South Midland, 5%-""
Lind, 2%.
MANCHESTER, Nov. 11.
d efr
Srocit: EXCHANGE.-The sales are-Birkeohead,
cashire, an Cheshire, 71/4-Boston, Newark, °,ll (4;
field, 3%-Cambridge and Lincoln, 4
ties (Perpetual), No. 2, 3-Fleetwood, Preston, 113riafej
Riding Junction, 214-Halifax, Huddersfield, and '°y
7%-Leeds and Think, 13-Liverpool, Omit Stocp,
Preston, 4-Liverpool, Warrington, Manchester, so a 13°,,1,
port, 2%-London and York, 4%-Manchester tol(p/t;
Atmospheric, 1 5-16-North' Staffordshire, 5'A ‘V.;
Worcester, and Wolverhampton, 17-Preston an ' ;(/.
Extension, 2-Sheffield and Manchester QuartS,lNsstr
6-Shrewsbury, Oswestry, and Chester, 614-Sntn.
and Dover, Halves, 3%-Waterford, Wexford, an
tia, 2%.
EXETER, Nov. 11. d •
Crecirtj;
STOCK Excuarrox.-The sales are-Exeter an
ton, 54 ~..1311
-Exeter, Yeovil, and Dorchester, P'`
Devon, 3/4 p.- Central Cornwall and Devon, P•
and Exeter, New, 8-South Wales, 5.
BRISTOL, Nov. 11. d and
STOCK EXCHANGE.-The sales are-Bristol an 16,E
Wales Junction, 2%-Great Western, Quarter Silsre'neilfr
Manchester and Southampton, 3%-rottbury pier A
way, 2%-Vale of Neath, 3%.
SHEFFIELD, Nov. 11. A 02'
, Via`'
Srocx EXCHANGE.-The sales are-Sheffield
Chester, Quarter Shares, No. 3., 5%-Derby °no
borough, 1%,-East Lincolnshire, VA-Liverpool 3/1,011
Direct, 214-Manchester, Sheffield, and Midland
534-Sheffield and Lincolnshire, 3 %-Sheffield,Bll3C'd
Portsmouth. and Crewe, 11. Bs. 6d.-Wakefield au
gate, 24-Welsh Midland, 2%.
LEEDS, Nov. 11. 1014
STOCK EXCHANGE.-The sales are-Midland, No' 6100)
Great Grimsby and Sheffield, 121/2-Ditto, Quarter6eld
31,4-Huddersfield and Manchester, 13 %-Hudder,s teWi'p
Sheffield, 21%-Leeds and Bradford, 43-Ditto, rf
obi zf
381/2-Leeds and Dewsbury, 19 c. n.-Leeds on" b,
133/,i-Newcastle and Berwick, 13-North Britis
Carlisle Branch, 33%-Wakefield, Pontefract, and
.0 092
London and York, 4%-Sheffield and, Lincoln, 3 l/g
Northern, 2-West Riding Union, 814-East j,in ire,
25-Grand Union, 7s. 6d. p.-Lancashire, _ Yorks'i perj,
North-Eastern, 2s. 6d. p.-Leeds and Liverpnycli°,
2s. 6d. dis.-Leeds and Yolk, par-Leicester and il/
p,-Manchester, Buxton, Matlock, and midlan S
Manchester and Southampton, 314-North Western/09d
Nottingham and Boston, 12s. 1).-Nottinghatuf /
and Ambergate, 2/. 165.-South Midlands, 3% P.-- 16,1•10
and Bradford, 6s. p.-Wakefield and Harrogate, 00
Welsh Midlands, 2%-Yorkshire and Glasgow Unicil' td,
HULL, Nov. 11.
STOCK ExcANGE.-The business passing is ri c.1,0g 1/030011.104
but the market presents rather a more encourst,-h .
buyers being more predominant than lately, althool,/,. VAI,
rates. The sales are-Hull and Selby (10 SP?
ranteed), Half Shares, 191 A-North sntish, K 8 01111:00
31. 18s. 6d.-Ditto, Carlisle, 3-Cambridge and 111.01'51,
Coventry, Nuneaton, &c., 2-Hull and Barns
158.- Nottingham, Erewash, &c., 2:54-South Un
-Staines and Richmond, 2-Wakefii-ld, and Brael°
YORK, 1
STOCK ExcHANGV.-The sales Nov..areLEastern C 4' 0
-Newcastle and Darlington. 55-Ditto (Brand'omi;ioV
York and North Midland, Selby, 74-Ditto, EXcA 004
-Newcastle and Berwick, 1314-North British, •de ior
lisle Branch, 3%-London an-i York, 43/4-002 'I6A
Lincoln, 4%-Axholme, 3-Coventry, Nuneaton, b, 411
ham, and Leicester, 114-Derby and GainsboroncLii
Grand Union, 11. 18s.--Leicester and Bedford, 7"
Midland, 2/. 18s. 9d. „Of,
GLASGOW, Nov. 10. .....111b,(,
A I,',
STOCK EXCHANGE.-The sales are-Airdrie and /
623. 6d.-Airdrie and Coatbridge, 8%-Ayr and u'_,,,Oe'lo,
525. 6d.-British and Irish Union, 705.-Caledoni'-orbe
Caledonian Extension, 665.-Caledonian and Direct -011,1 eb,
605.-Chelmsford and Bury, 30s.- Clydesdale Junvelgiobil,
East of Fife, 455.-East Indian Railway, 365."-""
Glasgow, and Dumbarton, 235.-Edinburgh and 1'; Ge,,°l
Edinburgh and Leith Atmospheric, 555.-Glaog° GO V'
Terminus, 11%-Glasgow and Belfast Union, 508- goo,,toc,
and Garnkirk, 43-Glasgow and Greenock, 21--61115dee,J40,1
marnock, and Ardrossan, 434-Glasgow and En'e,A.:,7oo'
tion, 575. 6d.-Glasgow Harbour Mineral, 60s:."rion.011
North of Scotland, 703.-Great Eastern and Iv:s/A"
-Kilmarnock and Ayr Direct, 705.-Lanarl: aniia.nd
3:YI-Scottish Central, 1514-Scottish South • Miwri,li,
tion, 515.-Scottish Central and Caledonian junctl
DUBLIN, Nov. 10.
are-Bandon'
-ei
STOCK EXCHANGE.-The sales are-Bando
11A -Cork and Waterford, 1%-Enniskillen
-Great Southern and Western, 20-Great Soll,l'4o'9'
mel to Thurles, 2-Midland Great Western, E'''34,/
Sligo, 2-Irish Great Western, Dublin to Galway,
larney Junctions, 134-Limerick, Ennis, and lill3/00A'
tions, 3354-Waterford, Wexford, and Dublin, 1%9
Waterford, and Valentia, 13/4.

NEW RAILWAY SCHEivA,---eoiotot
The London Gazette of Tuesday night contains nc"c001411'
plications to be made to Parliament in the ensuing r
Bills authorising the construction of the follovriti'', eti
ways : rbet°P
Junction between the Lynn and Ely and the F„ete,,„,jag
•and Northampton Branch of the London and
lines, with a branch. f
Whitby, Pickering, Thirsk, and Great North
with
Juncti
branches. d tbe riot°
on between the Newcastle and Carlisle VP'
caster and Carlisle lines, with five branches, ell

powers of purchase and lease.
Norfolk -Extensions, with branches. h ebi,
Nottingham and Gainsborough, with one branc-• t Vartitjt
Junction between the London and Birmingham $ t9°
1 d 0
and the Systou Peterborough branch of the Midlah ~e
Lutrenham. P)
Line from Swansea to the Liverpool and Manchester
ton, with a branch from Killybebill to Warringtell* he
Leeds and Bradford—to amend the Act. ec- jot
: h brs eitt
Midland Extensions—Swinton to Lincoln, w,t4.,,,r to ,itlt
Leeds and Bradford—another application for priLleyttfreir
a junction between the Leeds and Bradford at °'",,.`001 P.
the Leeds and Thirsk at Arthington ; also a line -
stone to Adiingliam, with branches.
East Lincolnshire. stors
Eastern Union (Cambridge and Bury). be Ell- 0
To amend the Colchester and Ipswich and t ~pioil
. I.)
Union Companies Acts—line from the Easters'
Harwich. 01c et•
Line from the Norfolk at Thetford to Newt:o
Staines and Henley. a ct'oitb
Great Grimsby and Sheffield Junction—to amen Lion
Manchester, Midland, and Great Grimsby Jim
six branches. •0, GT,
Caledonian—Clydesdale Junction Amalgamati° o,ocl
Ca!edonian—Dumfries and Langholm Branches le
lisle Deviation. Csst
ah •
Caledonian—Glasgow termini, and DunclYvall LIP
• core
cary Junctions, &c.
Caledonian—branches to Granton, Leith and agre.ll
and Junction with the Edinburgh and Glasgow, 4.-
Se .steti
Edinburgh and Perth, with four branches. t )1"
Line from Ashburton to. the South Devon a
Abbot.

Epsom and Dorking
Leeds anti Wei henry.
Reading and Reigate, with three branches.
Swansea Vale—extension and branches.
Exeter, Topsham, and Exmouth. CO
Birmingham, Lichfield, and Manchester. and —Air'
Caledonian—purchase of the Glasw, Garnkiric:
bridge, and junctions with Castlecarygo Branch, ana
drie, &c.
Barnet and North Metropolitan Junction.
Line creln th, and ut
tifo
Manchester and Bury Atmospheric. 1,4'
k
Midland—extensions ; Clay-cra6s to Newar
branches,

itli tl°