The Sun.
London, England, 1845-05-24 00:00:00

PROSPECTUS,

N OTTINGHAM AND-BOSTON RAILWAY.
Registered Provisionally.
Capital 750,0001., in 30,000 Shares, of 251. each.
Deposit 11. 10s. per Share.
Subscribers will not be answerable beyond the amount of their re-
spective Shares.

PROVISIONAL COMMITTEE.
John Rawson, Esq., Mayor of Boston
Sir James Duke, Knt., M.P.
Thomas Gee, Esq., banker, Boston
Sir George Lefcvre, M.D., 60, Brook-street, Grosvenor-square, Di-
rector of the Wells and Dereham Railway Company
John Oldrid, Esq., Magistrate, Boston
Thomas Spaldlng,:Esq., London
Charles Wright, Esq., Alderman, Boston
Thomas Wise, jun., Esq., Banker, Boston
William Porter, Esq., Rochford Tower, Boston
Robert William Stainbank, Esq., Magistrate, Boston
John Noble, Esq., Boston
John Churchill, Esq., Bayswater, London, Director of the Manches-
ter and Birmingham Continuation and Welsh Junction Railway
Company
llerbert Ingram, Esq., 198, Strand
Thomas Reginald, Kemp, Esq., Abchurch-lane, London, Director ofthe
Shrewsbury, Hereford, North Wales, &c., Railway Companies
Sir Jokn Hare, I I, Langham-place, London, Director of the London
and Windsor Railway Company
Nathaniel Wedd, Esq., Merchant, Boston
William Mann, Esq., Banker, Boston
Robert Palmer, Esq., Kennington, near London
John Burgess, Esq., Boroughreeve, Manchester
Captain Douglas Kinnaird Pulteney, 4 Parliament-street, Whitehall
John Elsam, Esq. Magistrate, Boston
Daniel Jackson, Esq., Boston
Charles Wright, jun., Esq., Merchant, Boston
Nathaniel Cook, Esq., Sherwood Cottage, Bayswater
John Sturdy, Esq., Magistrate, Boston
James Edward Tuxforel, Esq., Magistrate, Boston
William Little, Esq.; Eye, near Peterborough
George Bacon, Esq., Nottingham
• William Hannay, Req., Nottingham
Thomas Foster Gimson, Esq., Nottingham
William Bridges Adams, Esq., Adam-street, Adelphl
With power to add to their number.
EANICERs.
Messrs. Glyn, Halifax, and Co., Lombard-street, London
Messes. Garflt, Claypons, and Co., Boston
Messrs. Hardy, Walkington, and Hardy, Grantham
The Stamford, Spalding, and Boston Banking Company, Boston
Messrs. Henry and Thomas Gee and Co., Boston
Messrs. Moore and Robinson, Nottingham
The National Provincial Bank of England, Boston
Liverpool and Manchester District Bank.
ENGINEER—Sir John Rennie.
ASSISTANT ENGINEER—WiIIiam Lewin, Esq., Boston.
SECRETARY (pro tem.)—William Little, Esq., Jun.
STANDING COUNSEL—W. H. Adams, Esq., Barrister-at-Law, Middle
Temple.
SOLICITORS.
Messrs. Ulpkins and Rice, Boston
Thomas and Moore, 7, South-square, Gray's Inn, London
Messrs. Freeth and Rawson, ;NTottingham
T. Winter, Esq., Grantham.

Office of the Company, 14, Birchin-lane, Lombard-street, London.
The formation of a railway from Nottingham to Boston is, un-
questionably, of the greatest importance to the whole of the districts
and towns which it will connect, and will prove highly advantageous
to the manufacturing and agricultural interests. By reference to the
map of England, it will be seen that Boston is only about 48 miles
from Nottingham, while all other sea-ports, on the east coast, are
from 70 to 130 miles distant from Nottingham ; clearly showing that
Boston is the natural sea-port of the manufacturing towns of the
whole of the midland district. An immense traffic already exists
between Boston and Nottingham, which must be increased almost to
an incalculable amount when the facilities of railway transit are com-
pleted. The very difficult and dilatory mode of conveyance now
used is by the River Witham, Canal, and River Trent. On an
average, upwards of 150,000 quarters of grain are carried annually,
at a cost of 2s. per quarter, which, by the railway, could be carried at
Is. per quarter, being a saving of 50 per cent. to the producers and
consumers. The export trade from Boston is now comparatively
limited, by the want of means of conveyanceTrom the manufacturing
districts, which this railroad will supply.
Boston is situate in the midst of the finest land in the kingdom ;
and this part of Lincolnshire may be justly termed the garden of the
manufacturing district of England. The produce of the whole
district, particularly its .wheat, is consumed in the large manufac-
turing towns; and the carriage of corn and cattle to the great
centres of population will alone furnish a constant and certain source
of revenue. In addition, the growth of potatoes in this locality is so
extensive as to supply an important trade.
The time occupied in travelling from Nottingham to Boston, by
fast trains, will not be more than one hour and twenty minutes;
whereas the journey, as at present performed by coach alone, occu-
pies eight hours. The conveyance of heavy goods by railway will
occupy about two hours; by the existing means of convej atice,
goods are from seven to fourteen days before they reach their
destination.

In addition to this, a large traffic will be carried along the line in
manufactured goods, and in coal and lime from the Nottinghamshire
and Derbyshire coal fields, to rural districts through which it passes,
and to the shore of the German Ocean ; the bitter traffic is yet
to be developed, and with the cheap transit provided by this line, the
important article of coal will compete at a great advantage to the
consumer with the present supply, which is now brought by sea from
Newcastle.

A very considerable amount of the vast staple proeuce of Not-
tingham, Derby, Loughborough, Leicester and the neighbourhood,
which is exported to Belgium, Holland, Denmark, Germany, and all
other parts of the Baltic, is now conveyed by a circuitous and expen-
sive route to Huil and London, and thence, after repeated removals
by ship or steamer, to its destination : whereas, on the completion of
this line, it would be transmitted direct to Boston, and thence to the
before-mentioned places, in much less time, and at a much less
expense.

Boston is not only the nearest seaport town to Nottingham, but
is also the most convenient, safest, and best situated on the eastern
coast, for the shipment and transhipment of merchandise. By recent
improvements the river, or arm of the sea, which runs through the
centre of the town, has been widened and deepened, thus affording
means for vessels of from three to four hundred tons burden to take
in and discharge their cargoes at the wharf side, without risk or
damage, an object of importance not only In point of security to the
goods, but also in the saving of expen.s3 usually incurred for lighter
charges.

•
A short detail of the present amount of traffic on a small part of
the proposed line, will prove that the expectations of high remune-
ration are well founded. Between Grantham and Nottingham alone
there are annually conveyed more than 60,000 'tons of goods, con-
sisting of corn, coal, malt, flour, oil, linseed-cake, timber, &c. ;
there is also a considerable road traffic by waggons and carts. The
above estimate is founded on returns which give the following detail
of the quantities :—Wheat, barley, and beans, 12,000 tons; malt,
3,500; flour, 5,000; coal, 35,000; cake, 5,000; timber, 1,500; gene.
ral merchandise, 10,000; giving a total of 62,000 tons. The present
charge for this large traffic is, in canal dues, 4s. 43 d. per ton ; Trent
charge, 2d. per ton ; freight to boatmen, 3s. 6d. per ton ; making Bs.
per ton, for a distance by water of thirty-six miles. By railway this
freight could be conveyed for the same distance for less than one-
third of the present cost, at a fair profit to the undertaking, and a
great saving to the public. It must be remembered that this is the
present amount of traffic; but experience has proved that wherever
a railroad has been carried, the consequent cheapness and rapidity of
conveyance have trebled it.

To the above items of traffic may be added a large and important
trade
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when
caught in large quantities on the whole east coast, and sold at a low
price, to this supply of food the railway will give the inhabitants of
the manufacturing towns a ready access. There are many other
important results which may be anticipated from bringing the eastern
coast into easy communication with the manufacturing towns of the
midland counties, and of the north and west.
The nature of the country through which the line will pass is
most favourable in its facilities for construction : it is nearly all a
dead level, passing along the Valley of the Witham and the Vale of
Belvoir ; and the expensive tunnelling, excavations, and embank-
ments, which have caused so large an outlay on other lines, will not
be necessary on this. The cost of construction will be as Sew as that
of any line In the kingdom ; and the Company will not have to
encounter the opposition of the owners of the land and estates
through which the line will pass, they being, as far as can be ascer-
tained, most favourably disposed towards the undertaking.
It wil be seen that the proposed line combines all the elements of
a profitable railway; it has a sea-coast and sea-port town as one of
the termini ; it passes through a rich ttnd productive agricultural
district, to tke great seats of manufacture and consumption, each be-
ing a certain source of traffic ; and it affords ready communication
with the southern, northern, and midland counties.
Ai the Act cannot be applied for till next session, there will be
am* time to make all the surveys and estimates, and to comply
with all the standing orders, without that precipitancy, haste, and
conAequent imperfection, which have caused the miscarriage of so
many Bills in the present session, to the great expense and loss
of the shareholders.

The exact map of the intended line will be published as soon as the
Great Northern Trunk line has been decided on by Parliament.
Power is intended to be reserved in the Act to allow four per cent .
Interest upon the deposits, until the completion of the line. No fur-
ther calls will be made until the Act of Parliament is obtained, and
the future calls will not be more than 21. on each share.
Tables aro now preparing, which will give an exact statement of the
passengers and all other traffic on the line ; they will appear in an
amended prospectus.

Applications for shares may be made on the subjoined form, ad-
dressed to the Provisional Committee, at the office of the Company,
14, Ilirchin-lane, Lombard-street, London ; or to the Solicitors for the
Company, at Nottingham, Boston, and Grantham.

se No person need apply for shares unless the application is ac-
companied by an unexceptionable reference. A certain slumber of
shares will be reserved for owners of land on the line, and for parties
resident In the locality through which the line will pass.