The Sun.
London, England, 1845-10-21 00:00:00

SOLICITORS.

ness.
But it will be apparent that, a large proportion must be concen-
trated at the Langston Docks, when it is considered that a great por-
tion of the goods ivaportcdSis housed and bonded for exportation ; that
such goods cannot be deposited so advantageously as at Langston, to
which the privileges of a bonded port are already accorded by
te
Treasury; and that thence merchandise may bo re-shipped and dis-
patched to sea more speedily and at far less expense than any other
port in the United Kingdom.
In connexion with the extreme eligibility of Langston for bondod
warehouses, it should be mentioned, that by the railway to be son-
s now in operation
structed as indicated on the plan, and by railway
and in the course of construction, mercantile samples may be as
regularly exibited in te offices of the Londcn brokers, as
all from the
East or West India Dockhs. By this mode of conve y ance descrip-
tions of light goods may be forwarded to the metropolis, while a most
economic transit to the same destina is secured to heavy mer-
andise, by the canal already openedtion between the harbour and the
ch
Thames.
An important source of emolument may also be anticipated frosts
the large home market in colonial produce and goods borne coastulse,
IIONY furnished by a circuitous and expensive route to the populous
towns of Portsmouth, Havant, Foresee, Gosport, Fareham, and Chi-
chester, and the Sculls snd the South Midland counties. Of these
places LADZSIOTI will naturally have the exclusive supply; and the
population whose wants in the consumption of these commodities will
be thus admiuistered to, amounts to considerably upwards of one
million, of whom 120,000 are engaged in trade and commerce. This
result is obtained by Laing merely the counties of Hants, Sussex,
Wilts, and Dorset, though a much more comprehensive area mayges
reasonably be included, as certain to participate in the advantages
which Langston, of all harbours on the southern coast alone ,re-
gents. Thus this depot for articles consumed within the limited
circle described, is in itself sufficient to create a market that would
warrant the construction of the proposed docks and bonded ware-
houses.
The combined advantages of the locality for all purposes contem-
plated by the Company or required In a national or mercantile point
of view, leave no doubt of the complete success of this great commer-
cial project, which, while it disturbs no existing interests, is calcu-
lated to develope fresh resources of the country, and stimulate indivi-
dual enterprise to a degree to which no mere private speculation af-
fords a parallel.
At present, the rate of interest is estimated at 71S per cent. ; but
de-
t
the most cursory analysis of the merits of this undertaking must
monstrate that such a calculation is considerably below the average
Of mercantile probabilities.
Until au Act of Parliament be obtained, the affairs of this Com-
pany will be under the control of the Provi.donal Committee of Ma-
nagement, which shall have full power to effect arrangements with
the projectors of this undertaking for the purchase of their interest in
the site for the docks ; and to effect any other arrangements whatso-
ever in anywise relating to the said railway and docks).
Copies of the Prospectus and Forms of .Application for Shares to
had of Messrs. Coverdale and Lce, solicitors., 4, 13cdford-row, London ;
Messrs. Johnson, Longden, and Co., 22, '1 okciffionse-yard ;, Messrs.
Lynill and Berlyn, and Mr. J. Fern}-hough, aian9icstsr ; Mr.
Hampson, Messrs. Powell and Lowndes, and Messrs. Neilson, Laver-
-1 • Mr John Watson, Messrs. Kirk and Co., and Messrs. Ridsdale
poo , s
Leeds ; Messrs. Lucas and Co. Birmingham ; Messrs. Tugg and
and Mr. Hull; Mr. Peter Dixon, Glasgow Mr. James Nicholson
and 'Mr. Charles Couper, Edinburgh ; Messrs. Camplin, Dubin ; Mr.
T. R. Evans, (South Mall) Cork ; Messrs. Edwards and Son, Bristol ;
Mr. W. Bolton, Stratford-on-Avon; Mr. B. Cowdcroy, Reading;
Messrs. Warburton and Crossland, and Messrs. Bardwell and Son,
Sheffield ; Messrs. Hall (Brothers) and heltenham ; Messrs.
Wilkingson, and Mr. T. Sandford, Exeter; Co.,'Messrs. 11. S. Easty and
Co., Southampton ; Messrs. Cape and Son. Derby ; Mr. Charles
Wakens, Northampton; Mr. Samuel Collinson, and Messrs. Potts
and Levick, Nottingham; Mr. Mason, Bradford, Yorkshire ; Mr.
Mills, Worcester; Messrs. Hopwood and Palmer, Plymouth; Mr.
Richard Hine, Macclesfield; Mr. W. Crowell, Halifax; Mr.
Boardman, Blackburn; Mr. E. Armitage, Wakefield ; Mr.j T
.S:
Holland, Coventry ; Mr. S. Weatherburn, Huddersfield ' • Messrs
Payne and Freer, and Messrs. Windrarn and son, k Lester • and a
the Ca:Pallet; =COI 46, DictorgAltitroet, Loudon, e

In LonBon —Thomas Nias, Esq., 5, Copthall.cOurt
In Dublin—Messrs. F. G. Tinkler and Robert T. Cummins, 9,
Upper Gloucester-street, and 11, D'Olier.street.
PARLIAMENTARY AGICNT-.-GeOrge Lewis Smyth, ESQ. 2, Derby.
street, Parliament-street.
Smarr/my—S. T. Jones, Esq.

a

The length of this line will be 80 miles, serving as a direct
main trunk connexion and continuation of two other important
lines ; one in the course of formation, viz.—from Kilkenny to
Waterford, and the other, the Midland Great Western Extension
to Sligo—of whose success next session the requirements of the
country and the intrinsic excellence of that project forbid any
reasonable doubt being entertained. The aggregate of the three
lines will be about 170 miles, traversing, almost in a straight
course, the entire centre of the island, from its principal port
on the North-west, to its principal port on the Southeast ;
intersecting districts whose teeming fertility is proverbial even in
Ireland, and opening up sources of mineral and manufacturing
wealth hitherto neglected, or discredited; because deprived of
those facilities essential to their profitable development, which it is
the object of the present undertakiug to supply. ..
Interfering with no existing interests, and not susceptible of being
itself menaced by future schemes, the Great Waterforrlpailkenny.
and Sligo Railway appeals to public consileration on grounds more
important than probably anfthisl of a like nature yet broached in
Ireland. Without the'slightest increase, the present traffic would
guarantee an unusually lucrative return upon the investment of
the capital called for ; and such is the peculiar nature of the
country, that the completion of the line must be productive of
cast advantages to the nation generally, in furnishing an inex-
haustible home supply of costly and indispensable commodities of
universal consumption now circuitously imported over sea;
while it must also hold out irresistible inducements for the loca-
tion, along its route, of British and foreign enterprise, wealth,
and skill.
This is the only line in Ireland embracing the principal—
almost the exclusive—seats of native coal and iron. At the
southern terminus of the eighty nstica reeaut to )-4, east.
structed, coal in illimitable quantity and of the finest quality.
abounds ;—at the northern terminus the same may be said of
iron, though for want of the means of smelting, the ere
has been turned to little or no account on the spot, and of course a
market at a distance is unattainable by present modes of conveyance.
The advantages of thus bringing these coal and iron mines into
juxta position need not be enumerated ; and it would be equaUe
superfluous to dwell on the pecuniary merits of a line which, in
addition to the distinguishing feature just mentioned, accommo.
dates an agricultural interest surpassing that of any area of the
same extent in Ireland.
Commencing at the Waterford and Kilkenny terminus, in the
latter city, the line will pass, almost midway, through the great
grazing and corn-growing districts of the Queen's and King's
County, Westmeath, and Longford, touching at or near all the•v
principal towns, namely—Freshfield, Ballyragget, Darrow, Balli . • 1
nakill, Abbeyleix, Balleyrowati, Islountrath, Maryliorough, Mount-
mellick, Purtarlington, Geashill, Tullamore, Phillipttown, Kil-
beggsn, Clara, Moate, Ballymahon, and Longford. The population
is upwards of oue million and a quarter, more than one-half of the
inhabitants of the towns being engaged in trades and manufactures.
Hence the passenger traffic, computed with great care, has been
moderately estimated at 90,3371. per annum ; while the live stock
of the district was valued in 1841 at 3,639,035/. the conveyance of
which must devolve upon this Company. A vast increase in both
these items may with certainty be anticipated, for the following.,
among many other reasons :-
Ist. By the junction at Longford with the Midland Great Wes..
tern Extension, much of the produce of Sligo, now going a 554
mile voyage to Liverpool, and much more that hardly pays the cote
of rearing, because of the Isolated position of that county, muse
cornealong this line, directly communicating with so fine a port as
Waterford, the nearest to Bristol, and to the profitable markets of
the south-west of England. All writers on the capabilities of Ire-
land have enforced the necessity of throwing open Sligo to such in -
tercourse as is here offered, and the recent data of the " Times"'
Commissioner more than confirm the propriety of such suggestions.
2d. Being met at Longford by the Limerick and Belfast Union,
which, like the majority of the Northern railways, finds a common
focus at Clones, the principal markets of Ulster, Central Leinstcr,
and the East of Munster, are rendered mutually available by this
line. And,
idly. No line of any considerable length can be constructed In
Ireland without becoming, in a greater or less degree, an auxiliary
to this line ; nor can any be projected to its material detriment.
unless running precisely parallel from terminus to terminus.
The suitability of the proposed SO miles, for engineering pm-
poser, may be gathered from the fact, that the line vo ill cross both the
Grand and the !loyal Canals, the summit level of the former being
279, and of the latter, at efullingar, only Ze2 feet above the level.
of I
nc sea, and few elevations along the whole route are greater.
while the Midland Great Western
In Longford county, on the Roscommon and Sligo border, the
lEineetesnlisgiohrtil,Yinnireds iiriA)telyglialAtelrk,'ne;nters the valley of the Arigna, the
history of tee iron-works on whose banks so long and fatally iii .
fluenced industrial enterprise in Ireland, though happily even
these prosperity is now rapidly becoming manifest. The extraer.
dinary abundance and unequalled excellence of the iron in this
district are a matter both of history and present notoriety. T xes
centuries ago, when charcoal could be procured for smelting, it
formed a large article of exppjt to London, being prized as we now
prize Swedish and Russian iron—used only for steel, chile cables.
and the like—and of treble and quadruple the value of British
iron. Dr. Kane, in his invaluable volume, " The Industrial Re-
sources of Ireland," adduces ample reason for anticipating that
the transport of coal (especially the anthracite coal of Kilkenny)
into the neighbourhood of Lough Allen, and the improvements lit
the preparation of peat fuel, will restore the superiority in this
article, which the singular richness of the mineral should secure In
the locality. The reader is referred to the foregoing standaut
authority (second edition, 1845) for the fullest and most satistar.
tory information on this point Oind also for a complete confirmation
of what bat already been imperfectly glanced at, as to the results
certain to spring from the contemplated railroad.
Not only does the railroad about to be mode by this Company
couple the iron and coal works of Ireland in a direct and continn.
outline, but the route abounds with numerous other elements r f
manufacturing and commercial gr'eatness, all of which will t o
called into active vitality as this undertaking progresses.
In estimating the magnitude of this project in its entirety, es
extending from shore to shore through the heart of Ireland, it le
hardly possible to exaggerate the importance of the proximity of
the noble harbour of Waterford to the English coast ; and these
advantages must every day increase in proportion as railway corn-
metrication between London and the southern counties improves.
A much extended Provisional Committee will shortly be pub.
lished ; meanwhile the co.operation of all influential residents.
along the line is invited, to whom every information will be
afforded on application, personally or by letter, to the Solicitors,
or at the Offices of the Company, 16, Finsbury-place,' south, Lon-
don, where Prospectu,es may be: had, and also of the following
Brokers,—Mr. James Thomas Berkeley, 18, Threadneedle street,
London ; Messrs Lyuill and Merlyn, and Mr- J. Fernyhough,
Manchester; Mr. Hampton, and Messrs. Powell and Lowndes,
Liverpool ; Mr. John Watson, and Messrs. Kirk and Co „
Leeds ; Messrs. Lucas and Co., Birmingham ; Messrs. Tugg
and Hodgson, lIull; Mr. Peter Dixon, Glasgow; Mr. James
Nicholson, and Mr. Charles Cooper, Edinburgh; Messrs. Ed-
wards and Son, Bristol; Mr. W. Bolton, Stratford-on-Avon;
Mr. B. Cowderoy, Reading ; Messrs. Warburton and Cross-
land, Sheffield; Messrs. Hall Brothers and Company, Chel-
tenham ; Messrs. Wilkingson, and Mr. T. S. Sandford, Exeter;
Messrs. H. S. Easty and Co., Southampton; Messrs. Cape anti
Son, Derby; Mr. Charles Wikens, Northampton; Mr. Samuel Col.
linson, and Messrs. Potts and Levick, Nottingham ; Mr. Mason,
Bradford, Yorkshire; Mr. Mills, Worcester; Messrs. Hopwood
and Palmer, Plymouth ; Mr. Richard Hine, Macclesfield ; Mr.
W. Crowell, Halifax ; Mr. T. Boardmen, Blackburn ; Mr. E. H.
Armitage, Wakefield; Mr. J. S. Holland, Coventry ; Messrs.
Bardwell and Son, Sheffield; Mr. S. Weatherburn, Huddersfield;
Messrs. Payne and Freer, and Messrs. Windrsm and Son, Lot.
cester i and IKr. T. It. Evans, South Islall, Cerk.