The Sun.
London, England, 1845-11-12 00:00:00

`Ay INTVLLIGENCE.
;,,lON, LEWES, A-4 ND HASTINGS.
ipteial meeting of tb.e proprietors was held at
Ake terminus, for the ,Durpose of confirming a
on the 30th of Junk' last, relative to the
—to the London and Brigi,ton Company.
• _,Norr 116,0m/iv HILL, the chairman of the Company, pre-
: ~e.„>,sidtoKab& \s that the meeting, which was a matter of
It; tre purpose of confirming a resolution passed
Sr a ith reference to the Act for extending the
or and also for the purpose of confirming a
reso u on, transferring the rights of the Brigitton, Lewes,
and Hastings line to the Brighton Company. He moved—
" That 'the Keymer branch, and also the HasLewes,tings a
and
nd
Ashford line, be made over by the Brighton,
Haitings Railway Company to the London and Brighton
Railivay Company, if (and when) Acts shall be obtarranainedged
for
making the same or either of them ; it having been
at the London and Brighton Railway Company are to re
paylo the Brighton, Lewes, and Hastings Railway CoM-
papy all expenses ingirred by them in relation to the said
Rymer branch and ?fie Hastings and Ashford, whether such
Acts shall pass or not, be and are hereby confirmed
to the tr. And
ansfer, that
the corporate seal of the Company be affixed
and. the London and Brighton Railvra Company have all
y
the powers granted to the Brighton, Lewes, and Hastings
Railway Company by the Act passed in the last session of
Parliament, enabling the Brighton, Lewes, and Hastings
Railway Company to make a branch railway from South-
over,- _Lewes, to join the London and Brighton Railway at
Keymer:; and also the powers of another Act, also passed in
the last session of Parliament, to enable the said Brighton,
Lewes, an& Hastings Railway Company to make a railway
from Balverbrittle, in the county of Sussex, to Ashford, in
Kent, so far as the same relate to such portions of the rail-
way authorised by the said last-mentioned Act as has not
been transferred to the South-Eastern Railway Company,
pursuant to the provisions in the said Act contained; toge-
ther with all the rights and privileges of the Brighton,
Lewes, and Hastings Railway Company, in or over so much
and such parts of the said railway and works authorised by
the said last-mentioned Act, and the stations and conve-
niences connected therewith ,as have been transferred to the
aid South Eastern Railway Company, in pursuance of the
provisions of the said Act."
Mn CROWLEY, the deputy-chairman, having seconded the
confirmation of the resolution, it was put and unanimously
agreed to.

HULL AND HOLYHEAD DIRECT.
A meeting of the committee of management in this under-
taking was held on Saturday, at the offices of the Company,
2, Winchester-buildings, Winchester-street, Lord Viscount
Ingestre, M.P., presiding. •
His Lordship having briefly introduced the proceedings,
te report of Mr. W. H. Smith, the engineer, was laid before
e meeting, and read by Mr. William Tyler, the secretary
to the Company.
It commenced by stating that it became his (Mr. Smith's)
duty to report to the Committee on the practicability of the
Hull' and Holyhead Direct Railway, from the surveys
which had already been made, the state of forwardness of
those surveys at the present moment, and generally upon
the probability of remuneration to the shareholders here-
after. From the rumours which had prevailed as to the
practicability of the line, he felt called upon to spare no
pains or detail, and he wished to be able to prove that it
would not only, commercially speaking, be highly ad-
vantageous, but in an engineering point of view, of an
extremely satisfactory character. The formation of the line,
in tunnels, gradients, or curves, and cost of construction,
would be much more favourable than he at first anticipated,
and much under his original estimate. There would be no
curves so quick, or gradients so severe, as on railways at
present in existence ; and, strange as it might appear, there
would not be so great a total length of tunnelling, or any
one so long, as those upon an equal distince either of the
London and Birmingham or of the Great Western Railways,
while on the projected line there existed the advantage of
passing throughout a fine building-stone of the best pos-
sible quality fo'r tunnelling. There were many reasons,
based upon the result of local inquiry and information,
which were amply sufficient to warrant the construction of
this line. 1. Taking as termini the towns of Chester and
Northwich, Northwich and ICnutsford, Altring.ham and
Manchester, Manchester and Holyhead, Northwich- and
Sheffield, Sheffield and Macclesfield, they were in themselves
of sufficient importance to demand direct lines ; this line
embracing the whole of these important towns amongst its
other enumerated advantages. 2. Railways, being proved to
be the cheapest of all communication, the great agncultnral
produce of Ireland would be conveyed by the Holyhead line
to (Mester, and by the Hull and Holyhead direct to the port
of Hull, and other great eastern outlets of the kingdom,
bringing in return the produce and manufactures of those
district's, the manufactures of Sheffield and Manchester, and
the large trade in rock salt from Northwich to the northern
ports of Europe. 3. For the vast mineral wealth of Derby-
shire and Yorkshire, including some of the oldest mines in the
kingdom of iron, coal, and lead, and the finest stone and lime-
stone, increased facilities of transit would thus be afforded.
4. The great accession of traffic arising from the numerous
feeders, consisting of the Sheffield and Great Grimsby and
numerous other lines, as likewise the branches already pro-
posed from Castleton to Buxton, and the potteries on the
south, and to Stockport and Manchester on the north. Mr.
Smith proceeded to say that he had considered the relative
merits of the atmospheric system, against which he thought an
undue amount of prejudice existed. He had adopted curves
and gradients, and also a line generally applicable with
advantage to either. 'The Hull and Holyhead line would
form the shortest from the new American packet station,
Galway, Dublin, &c , to Hull, the Baltic, and the northern
parts of Europe, and would have for its feeders numerous
existing and projected great lines of railway, running north
and south, from Sheffield, Chester, Macclesfield, &c. It
would likewise facilitate the shipment of manufactures,
which are at present conveyed to Chester, and thence, by a
circuitous route, to the interior, and ultimately to the port of
Hull, at great loss of time and expense, the latter amount-
ing in itself almost to a prohibition. The surveys would be
complete in time for deposit for going before Parliament in
the approaching session.
The CHAIRMAN remarked that but one opinion could pre-
vail as to the satisfactory character of the report, the adop-
tion of which he would move.

The motion was put and carried nem. dig.
Mr.t.TYLF.R anneameed that the noticc of the intended ap-
plicati n to Parliament, in the ensuing session, would appear
in the Gazette of Friday next.
Arvots of thanks to the Chairman, which his Lordship
briefly acknowledged, concluded the business of the meeting.

GREAT WESTERN AND FALMOUTH JUNCTION.
EXETER, MONDAY ArrEnsoox.—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 have 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
do 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 Croditon and. Exeter Railway at Crediton, thence pro-
ceeds by the valley of the Yeo to Colebroke, thence by Bow
and North Tawton to the lowest point of the ridge at
Sampfcird Moor, 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 expronng
veys between Launceston and &drain, it became obvious
to me that the lowest attainable summit between those
towns was at Doz Mare; I therefore decided on taking a
survey or 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.Waeleggan, along the Cardenham valley to the
south, and,close to the county town of Bodmin. The chief
ditlicultiee.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, .1 can safely assert that through this district the
line I have described will be constructed at much less ex-
pense, with far better gradients, and across a summit of 130
feet lower than the old central line. From Bodmin the line
continues near to the Tretoil and Lanivet Consols Mine,
and the tpwn of Lostwithiel, to the valley of the Luxulian
aters, rang 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 Fal, along which it
runs within a short distance of the towns of Grampound,
Tregony, I'robus, diverging therefrom to Ladock _on to
Truro, where there would be a station adjoining the town.
Frcon Truro the line will pass near Killion, moss the Carnon
stream, along the valley to Burnt House, close to the borough
town of l'enryn, and terminating near Killegrow-street,
Falmouth, with a branch for heavy traffic to the water's j
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 tndin the late coast line. Our active sur-
veyor;, large and efficient staff of whom have been
employed for six weeks past in making the surveys, have
engagtd to complete their work before the 20th instant, and
from the forward state of their survey and plans, I have no
dodlet 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. VI. JumAx.”

Mr. JOHN Rroonitx wished to ask the enginee; in what
direction this line would proceed, taking it in reference to the
late central line, and showing the difference of the summits,
gradients, &C.
The EIMINEER replied, that the late line passed from
Launceston, and in its progress towards Bodmin' crossed
the range of hills proceeding west from Launceston. It had
a tunnel at Piper's Pool, with the heavy gradient of one in
eighty, which began to rise at that place ; this gradient
extends tbr several miles. here it was proposed to have
a tunnel of 700 yards in length, and there is a sort of table-
land extending for about four miles, the descent from which
would be by a gradient of one in eighty towards Bodmin,
passing the turnpike-road at Ponsconcer. The summit
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 Fot 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 bad 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
purpose of laying down the rails. It was
np the land for the
at this point that they bad, to overcome what had hitherto
be considered the most difficult part of the country, viz.,
thigutting through the Bodmin moon.
r. 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
had 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 zniedle
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 read,
and upon some other 'natters connected with the present
tmdertaking. He had been exceedingly gratified by the
report 1010 their engineer bad bees sue to prom:44;44ra

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 how 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 brae gauge lines from Exeter, westward, throughout
the whole of the disaict of Devon and Cornwall, and it in no
way competed with any line, existing or projected, at present
Instead of taking up an inde-
bpeefnodreentth
pose puitbiolinc:
—(at Exeter,Cheer)
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 projeeted
i 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 pass on to Falmouth, without competing with any line
projected 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 lines,
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 course 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 bad 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 appealed of the sort, and the only line which met the
necessities of the country, and which united instead of con-
flicting with existing interests, was the Great Western and
Falmouth Junction line, now under discussion.—(Hear,
hear, bear.) 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 coin-
' 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
. Basingstoke, and with ether 'narrow gauge projects to
Salisbury and Exeter, it could scarcely be consi-
dered as entering into competition with a broad gauge
line, 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 by 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 t objects of Parliament were first to
see that proper accommodationshould be secured
rivrlgid
to every district requi it, and in the next place, that
that communication shoo 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 of 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 had 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
and the northern districts of Cornwall.—(Hear). A very
large portion of traffic also would find its way by Taunton
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 connexion with
the railway amalgamation of the districts in the west of
England was worth mentioning. He ( Mr. Harvey) found
that the London, Salisbury, and Yeovil Company, the
Yeovil and Exeter, and the Cornwall and Devon Central
Company, had become identified in interest to some
extent with another. company having a directly ad-
verse interest—he meant the Manchester and South-
ampton Company.—(Hear, hear.) This was the most ex-
traordinary amalgamation of interests he had ever seen—
(Hear, hear)—for the Manchester and Southampton Com-
pany had been projected, not insidiously, but with the
avowed purpose of taking a certain amount of traffic away
from the western part of England ; indeed, for the express
purpose of diverting the whole of the West and East
India and China trade into the channel of Southamoton.—
(Hear, hear.) He said that their stated purpose was to
take the trade, the export trade of the north, to South-
ampton, and prevent any of it going by, the way of the
Bristol and Exeter Railway, and by the direct line to Fal-
mouth, the best port in the English Channel.—(Hear, hear.)
He took it to be an extraordinary exhibition of weakness,
when they saw men joining with their opponents, and pre-
tending to have a community of interests, when they really
had the most adverse interests to promote. He might, before
he sat down, advert to the traffic carried on from Hayle to
Bristol. It was very considerable, and would never belong
to the Great Western Railway. It was the legitimate
traffic of the• Bristol and Exeter line.—(Hear, hear.) There
were now three steamers from Hayle to Bristol twice a
week, carrying on the average ninety passengers each, in ad-
dition to large quantities of goods, vegetables, &c. Con-
siderable time was occupied in making the voyage from
Hayle to Bristol, compared with the rapidity of railway
transit. Time saved was money gained, and although
it would cost more money to travel from the western
part of Cornwall by railway to Bristol than it would by
steam-vessels, still the saving of time would more than com-
pensate any man whose time was of any value what-
ever to him. He assumed, therefore, that a great
portion of the traffic now carried by steamers would be
taken by railway from Cornwall over the Bristol and
Exeter line. It seemed to him that the Bristol and
Exeter Railway Company need not trouble themselves by
entering into an arrangement three years before the ex-
piration of their lease, for it must be obvious that those who
sought to propitiate them by promises on the one hand, and
to intimidate them by threats on the other, must have in
view an object which they had reasons for not disclosing, but
which the Bristol and Exeter Shareholders would do well
to look to.—( Hear, and cheers.) The Bristol and Exeter had
a right to ask complete amalgamation, or to determine
that they would be altogether independent of the Great
Western Company.—( Hear.) The drift of these observations
was just this—that at present it was the interest of the Bris-
tol and Exeter Company to promote the extension of an in-
dependent line from Exeter through Devon and Cornwall.
If a complete amalgamation should take place between the
Bristol and Exeter and Great Western Railway s, then the
interests of those parties would be to promote the best line
between the metropolis and Falmouth. It seemed to him,
on a review of the whole subject, that no narrow-gauge line
stood any chance of success. lie took it, then, that the best,
the shortest, and the least expensive broad-gauge line would
ke the one most likely to meet with Parliamentary support.
No competing line with the Great Western and Falmouth
Junction had yet been put before the public, and therefore
they had a right to expect, from the position they held with
respect to their surveys of the line, and other necessary
arrangements, that they should be enabled to go to Parlia-
ment with every reasonable prospect of success.—(Cheers.)
The meeting was also addressed by several other gentlemen.
Mr. W. Him then moved " That the report of the engi-
neer be adopted and published, and circulated among the pro-
moters of the undertaking."

Mr. RICHARDS having-seconded the resolution, it was pu
and carried unanimously.
Thanks were then voted to the Chairman, who briefly ac•
knowledged the compliment.

RAILWAY SHARE MARKETS.
LIVERPOOL, Nov. IL
STOCK EXCITiNGE.—The sales are—British and Irish
Union, 4—Bolton, Wigan, and Liverpool, 27—Glasgow,
Paisley, and Greenock, 201,4—Ditto, Half Shares, 10—Grand
Junction, 230—Ditto, Eighth Shares, 203/4—Great Western,
150—Huddersfield Canal and Railway, 9—Leicester and Bed-
ford, 176—Liverpool, Manchester, and Newcastle Junction,
4%—Liverpool Ormskirk, and Preston, 44—Manchester,
Sheffield, and Midland, 514—Midland, 140—Ditto, Half
Shares, 201,4—Ditto, Consolidated Birmingham and Derby,
108—North Western, 33/4—Sheffield and Manchester, Quar-
ter Shares, No. 2, 12%—South Midland, 55/6—Welsh Mid-
land, 2%.
MANCHESTER, Nov. 11.
STOCK EXCKANGE.—The sales are—Birkenhead, Lan-
cashire, andl Cheshire, 74—Boston, Newark, and Shef-
field, 3%—Cambridge and Lincoln, 4 1-16—Eastern Coun-
ties (Perpetual), No. 2, 3—Fleetwood, Preston, and West
Riding Junction, 23/4—Halifax, Huddersfield, and Bradford,
714—Leeds and Thirsk, 13—Liverpool, Ormskirk, and
Preston, 4—Liverpool, Warrington, Manchester, and Stock-
port, 2%—London and York, 4%—Manchester and Bury
andE
3,
6
ry-1, 2—Sheffield N
wffil Wolverhampton,
y
onarcrtiand
d xici
a
Staffordshire,esnelthe7er—s,t6pevirr
17—Preston
Quarters,l
°
nt
h ENaxd WsofteYrr nrd
and Dover, Halves, 3%—Waterford, Wexford, and Valen-
tia, 2%.
EXETER, Nov. 11.
STOCK EXCHANGE.—The sales are—Exeter and Credi-
ton, 51A—.Exeter, Yeovil, and Dorchester, p.—North
Devon, 3/4 p.— Central Cornwall. and Devon, 1/1 p.—Bristol
and Exeter, New; B—South Wales, 5.
• BRISTOL, Nov. 11.
STOCK EXCISANGE.—The sales are—Bristol and South
Wales Junction, 2%—Great Western, Quarter Shares, 167,6—
Manchester and Southampton, 3%—Portbury Pier and Rail-
way, 2%—Vale of Neath, 3%.
SHEFFIELD, Nov. 11.
STOCK Excmoraz.--The sales are—Sheffield and Mon-
ello/4er, qtartor plume, N0..8., 637-Derby and Ulu,

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