The Sun.
London, England, 1845-08-23 00:00:00

RAILWAY INTELLIGENCE.
TAFF VALE.
On Wednesday the half-yearly general meeting of the
proprietors was held at Bristol; Sir J. Guest in the chair.
Mr. MORCON (the secretary) read the Directors' re-
port, in which were the following statements :
" The receipts during the past half year amount to
24,8941. 19s. I Id., being an increase of 2,202/. 12s. 9d., as
compared with the last half year, and of 6,4801. 18s., as
compared with the corresponding six months of 1844.
The profits of the past half year (after payment of the
working expenses, the interest on bonds and capital
sto dr, and a dividend equal to 5 per cent. per annum on
6,000 qu irter shares) amount to 6,3091. 25., which, with
579/. Bs. 101., undivided last half 3 ear, will give a dis-
posable balance of 6,8881. 103. 10.1., from which your
Directors recommend a dividend to the holders of original
shares, at the rate of 3L 14s. 6d. per cent. per annum on
the amount of capital standing to the credit of each
old share on the 31st of December last, or 2/. 6s. I Id. per
share for the half year. This will leave 3s. Id. per share
to he added to the capital of the original share, viz.:—
Amount. of each old share on 31st

distance from Edinburgh to Carlisle.—(Hear, hear.)
The line from Dalhousie Mains, southward, had already
been staked off, and as contracts had been entered into,
the works would forthwith be commenced.
NORTH BRlTlSH.—Subequently a meeting of Pro
prietors in this line was held, when a resolution of
transference of the Hawick line was agreed to, together
with resolutions authorising the Directors to raise
400,0002, by the issue of 32,000 new shares, to be divided
amongst North British holders—ore share for every 251
share.

tion :of the points we have endeavoured to illustrate.
These are:-
1. London and Manchester Drect (Remington's).
2. Derbyshire, Staffordshire, and Worcestershire
Junction.
3. Sheffield and South Staffordshire.
4. East and West Junction.
5. Leeds, Huddersfield, and South Staffordshire.
6. Chester and Manchester.
We consider Remington's London and Manchester
Direct Independent Railway to be one of the most im-
portant projects ever brought before the public. It
will pass through or near to St. Alban's, Bed ford, Ket-
tering, Market Harborough, Leicester, Ashby-de-la-
Zouche, Burton, Uttazeter (with a branch through the
Staffordshire Potteries to Crewe), Leek, and Macclesfield,
to Manchester, The places which we have marked in
itatcs have now no direct railway communication. Lo'i-
don is the starting point, and Manchester the terminus—
the actual capital of the country, and the real capital
of the great manufacturing districts, being thus brought
into direct and rapid communication. The district of
which Manchester is the centre comprises the important
towns of Bury, Bolton, Rochdale, Ashton, Oldham, Mac-
clesfield, Stockport, &., and the population is nearer
1,500,000 than 1,000 000. It cannot be denied that a
district so important requires other than a circuitous
and dilatory railway communication with London, and
the centre of the kingdom. Yorkshire, Lancashire,
Staffordshire, the Northern, Eastern, Western, and Welsh
counties, besides Scotland and Ireland, must inevitably
feed such a line, by an abundant supply of goods and
passengers. The branch through the S affordshire Pot-
teries (a district yet without a railway) must be im-
mensely productive.
The direct East and West Junction, although a com-
paratively short line, will possess commanding advan-
tages. It is to commence at Kidderminster (at the sta-
tion of the Oxford, Worcester, and Wolverhampton
Railway), proceed through Tenbury, and Leominster,
and Hereford, where it will join the Hereford and
Monmouth, and other lines converging from Here-
ford, and running through the west of England into
South and Central Wales. It has been decided that
Port Dynllaen shall be the terminus and port of the
communication line from London to Dublin. The direct
route of that railway will be through Wales, by Ludlow,
and into Tenbury ; whence goods and passengers
brought by it can have the shortest and quickest transit
by East and West Junction to the midland and eas-
tern counties. On the other hand, a new and direct
communication will be opened, through this line, be-
tween South Wales and the west of England, and the
great manufacturing districts of Lancashire and York-
shire, with ready access to the more nor. horn parts of
England and the whole of Scotland.
The Derbyshire, Staffordshire, and Worcestershire
Junction Railway is intended to continue the line of
railway which we have just described. It will run from
Uttoxeter through Rugeley, with a fork to Dudley on
one side, and to Wolverhampton on the other. At
Dudley it will join the short line to Kidderminster. To
Wolverhampton it will give the incalculable advantage
of direct communication with the agricultural district of
the Dove Valley, of which Uttoxeter is the capital.
East Staffordshire, with its immense agricultural, min-
ing, and manufacturing wealth, will thus be brought
close to Wolverhampton ; while the rich mineral dis-
tricts of Derbyshire will, for the first time, b-) thoroughly
opened. From Uttoxeter, by Remington's Direct
London and Manchester, there wilt be communication
with these great termini, south and north. Wolver-
hampton, which has hitherto gained so little by the
railway system, cannot fail to benefit immensely by this
line, which will plaee it in a very commanding position,
by opening new outlets for its important manufactures.
It will thus be placed in advantageous rivalry with
Birmingham.
Another section of this great project is the Leeds,
Huddersfield, Sheffield, and South Staffordshire Direct
Railway, commencing at Uttoxeter—which seems in-
tended, by position, to be the key-stone, as it were, to a
most extensive series of railway communication—this
line will proceed through Huddersfield to Leeds. The
line, passing through the most picturesque part of Der-
byshire (and opening that beautiful county to tourists),
will give Leeds a direct railway through South Stafford-
shire to Wales, and the West of England ; and what is
no less importance, to Southampton—thus saving a
great circuit which must now inevitably be made, owing
to the want of direct lines. The mineral produce to
which it will give a ready outlet, north and south, is of
incalculable value. New markets will also be opened for
agricultural produce, for building materials (with which
the district abounds), and for a supply of wood from
Needwood and other places. We would venture to sug-
gest the great advantage of carrying a branch from Ash-
bourne into the Derby and Gainsborough line near
Belper, which would introduce the traffic of at least
200.000 inhabitants.
The direct line from Chester and Birkenhead to Man•
chester, also belongs to the series. The effect will be to
restere Chester to the commercial station she once held
and should still occupy; to bring that city into direct
communication with the manufacturing districts, and to
unite Manchester with the ducks of Birkenhead. Holy-
head will continue to be a considerable port of transit
and intercourse between England and Ireland ; this
line places it in connexion with the great manufacturing
towns of the north of England ; and connects North
Wales, Shropshire, Hereford, Gloucester, South Wales,
and the West of England, and, superseding the dr-
cuitous route° tsj- crow. wad Dti Ketili-aa, will save
tga.teen miles in one instance and twelve in another.
Anotther line has been started connected' with arken-,
head ; TWO cannot answer, though one would yield large
profits, and we would recommend an amalgamation as
likely to benefit the projectors and the public.
Indeed, we are inclined to think that the principle
of amalgamation might be advantageously brought to
bear upon some of the other lines. We think that the
Derbyshire, Staffordshire, and Worcester Junction.
the Sheffield and South Staffordshire, the East and
West Junction, and the Leeds, Huddersfield, and South
Staffordshire lines, shoUld properly be combined—and
thus the great series we have described would consist
of two lines instead of six. One line, that from Lon-
don to Manchester Direct, the other from the West of
England to the manufacturing districts of the North.
Taking a general glance at the statements which
we have thus made, after close examination of the dif-
ferent lines now proposed, we perceive that if they be
carried out, not only Manchester and Leeds, but the
North of England and Scotland, will have the most di-
rect communication that can be made with Lendon—
with Southampton and the south of England—with
Bristol and the great clothing districts of the West—
with South Wales and the agricultural counties which
border it—with North Wales—with Ireland—with Ches-
ter and Birkenhead—with Worcester, Gloucester, and
Cheltenham—with Wolverhampton and the Midland
manufacturing districts--and with the yet unopened
Staffordshire Potteries and the rich mines of Derby-
shire.

ABERDEEN.—On Monday a meeting was held at Mont-
rose, when resolutions were passed requesting the
Aberdeen Company to delay for a short time the execu-
tion of their plan of entering the town by the east,
being satisfied that, by a mutual arrangement, a line far
more natural, shorter, and less expensive, may be de-
termined on, without detriment or prejudice to the
interest of the company, avoiding numerous level cross-
ings, the links to the dock, the house of refuge, and the
race-course.

GLASGOW AND AYR, BARRHEAD AND GLASGOW, AND
ARDROSSAN LINES.—The proposal for an amalgamation
of the above lines, which was broken cif some time ago,
has been again revived, and is likely to be brought to a
favourable termination. The amalgamation of these
railways would be mutually beneficial, as it would lead
to a large saving in the management. The united limn
would be the most profitable in the kingdom.—Glisgow
Chronicle.

Dec., 1844, as per last report...
Sum authorised to be placed to the
credit of each cld share half

£125 16

yearly
Less dividend now recomaiendtfd 2 6 11 0 3 1

£126 0 0
In pursuance of the resolution of the special general
uieeting, held on the Ist of April, the Directors took
measures for obtaining an Act of Parliament to enable
them to carry out the agreement made with the Mar-
tinis of Bute on the 14th November last. The period
of giving notices of applications to Parliament fixed by
the standing orders of the House of Commons having
elapsed before the agreement with the Marquis of Bute
was made, and the Committee of that House refusing
to suspend the standing orders, as in many other in-
stances they had done, your Directors regret to say that
the Bill was thrown out. The formation of a double
line as far as Navigation House is in progress, one-
fourth of the distance (from Cardiff to Llandaff) '
being nearly finished, and arrangements made fur
the completion of the remainder. During
.the last
session of Parliament, the Aberdare Railway Com-
pany obtained an Act f►r joining your line at Navigation
House, distant from Cardiff sixteen miles. When the
great extent of the coal-field thus opened, and the pre-
ference the Aberdare coal has obtained all over the
world for steam-packet purposes, are taken into con-
sideration, it may safely be asserted that the increase of
trade which will be thus brought on the Taff Vale Rail-
way can hardly be overrated. The erection of blast
furnaces contemplated by Mr. Crawshay Bailey on his
very extensive mineral estate, through which the
Aberdare line passes, holds out the prospect of still
increasing revenue to this Company."
The CHAIRMAN, in reply to inquiries from Mr. Price
and others, said the 76 forfeited shares would be sold in
the market.

IRISH LINES.
DUNDALK AND ENNISKILLEN.
DUBLIN, AUG. 20.—Yesterday the first meeting of
this Company was held at their offices. in Talbot-street,
in pursuance of the Companies Clauses Consolidation
Act.

G. HOYTE, Esq., who presided as chairman, stated that
the meeting should be attended by proprietors holding
at least one-twentieth part of the Company's shares. lle
regretted that representatives of the necessary amount
of capital were not present, so that in point of fact the
meeting was not legally constituted to do that which the
Act of Parliament directed them to perform. The Di-
rectors, however, were most anxious to afford the
Proprietors every information in their power ; and they
had prepared a report on the state of the concern,
which, together, with Sir John Macneill's report,
relative to the engineering department of the line,
should be read. Constituted as the meeting was, they
could not transact the business contemplated by the
Act cf Parliament, which was of an unimportant nature,
so far as regarded the stability of the Company, namely,
the salaries to be paid to the Directors and secretary,
and the appointment of auditors to audit the Company's
accounts.
Mr. G. V. PORTER asked the solicitor how many
shares he thought were represented at the meeting?
Mr. KANE replied that there were representatives of
478 shares in attendance, and the Act of Parliament
required that there should be 750.
After some conversation relative to the shortness of
time allowed by the Companies Clauses Act for the in-
dispensable preliminary arrangements,
Mr. KANE, solicitor of the Company, read the report
froin the Board of Directors, in which they "con-
fidently anticipate that the total outlay for legal,
engineering, and parliamentary expenses to the
time of the passing of the Act, will be co-
vered by the sum of 13,0001., an amount which,
considering the circumstances under which the Act
was obtained, and the late period of commencing the
preparations for Parliament, is more moderate than
might have been anticipated." The report proceeds,
In the progress of the Bill through Parliament, an ar-
rangement was made, at the suggestion of the Parlia-
mentary Committee, with the Newry and Enniskillen
Company, regarding the competing portion of the
two lines which run from Clones to Enniskillen,
by which the construction of that part is to be executed
by the Newry and Enniskillen Company, who are bound
by the terms of their Act to complete it within three
years, and on its completion this Company is to pay one-
half its cost, and to become joint proprietors, paying half
the expense of maintenance, Bse , thus having the free use
of the line for the whole of their traffic for an outlay equal
to only one half its cost. Your Directors consider that, in
every point of vie w,this arrangement is a very advantageous
owe for this Company. Sir John Macneill, the Company's
engineer, is proceeding with great expedition in the
detailed survey of the line in order to the purchase of
the land ;, and by his report it appears that the expense
of construction will in many instances be considerably
less than the estimate made from the former surveys for
Parliament." The report concludes by stating that the
works will be urged with great expedition, and it is ex-
pected that the whole may be completed for public traffic
in 18 months from the time that the contracts are made.
On account of the legal impediment referred to, the
report could not be formally adopted at this meeting,
but several shareholders expressed themselves highly
satisfied with its contents.
Mr. KANE also read the report of the engineer, Sir
John Macneill, who says—" I have no hesitation whatever
in stating that the line may be completed and opened under
my original estimate. The experience I have had in
such undertakings, and the fact of more than eighty miles
of the Great Southern and Western Railway having been
lately contracted for considerably under. my Parlia-
mentary estimate, justifies me in giving this opinion,
the accuracy of which the shareholders and the public
will soon be able to test, for I am in expectation
of having all the plans and specifications of the two
rea .y oy the ems of this rn0..0.,
as to advertise for tenders ; and as the Earl of Roden
has been most liberal in the arrangement made
with him for the purchase of the land required for
the railway and the terminus and station at Dundalk."
In conclusion, Sir John Macneill says :—" The large
steamers plying between Liverpool, Glasgow, and Dun-
dalk now come up close to the quays, and will be
enabled, as soon as the railway is completed, to load and
unload to and from the railway carriages without a
second transhipmect ; and when it is considered that
the west coast of Ireland will be thus brought within
three hours or three hours and a half of the
eastern part, and within fifteen or sixteen hours
of Liverpool, it is, I think, a fair presumption that a
railway which will effect such an object must prove re-
munerative to the shareholders, more especially if con-
structed cheaply, and worked economically, which I have
no doubt will be the case in this instaece. Besides the
line from Enniskillen to Sligo, I have surveyed another
line from Ballybay to Cavan, which is also about to
be undertaken by an influential and powerful Company
(the North Midland), and which' will also prove a
most beneficial feeder or branch to the Dundalk and
Enniskillen Railway, as it will open the whale of that
country to the nearest seaport, where the agricultural
produce is at present sent by common carts, the number
of which on market days is extremely large. On the
whole, therefore, and considering the increased trade of
Dundalk, the prospect of most important branch rail-
ways and extension of the line being constructed, and
the certainty of its being cheaply made, I have no hesi-
•tation whatever in stating that I consider the Dundalk
and Enniskillen Railway an excellent and useful under•
taking, likely to prove beneficial to the country and re-
munerative to its proprietors."
ULSTER.—The traffic on this Railway (25 miles
opened was, for the week ending 17th August, 1845:
Passengers, 13,009, amount 4611. 14s. Id. ; goods,
1311. 11 s. 4d.-59.31. 54. sd. Corresponding week of
last year :—Passengers, 11,373, amount 409/. 12s. 4d.;
goods, 1221 12-4 3d.-5321. 4a. 7d.
THE PROPOSED AMALGAMATION OF COUNTY DOWN
LINES.--Difficulties have arisen in the way of the above
measure, such as seem very likely to prevent its aecom
plishment. A meeting of the shareholders 'if the Belfast
and County Down, and the Newry, Banbridge, and
Belfast Junction Railway, is called to consider and decide
upon the subject.
GREAT SOUTHERN AND WESTERN.—The Directors
have made a call of 51. per share upon the Extensions to
Limerick and Cork.

Mr. OvEnroN said he considered that the Directors
were exceeding the - powers vested in them by the Act
of Parliament, by expending their capital in making a
double line before they had accomplished the purposes
for which the Company was formed. It was intended
that a branch should be made to Dowlais. This had not
been made, nor, as far as he could ascertain, were there
any preparations for making it. He had no doubt
that if the Company were to make that branch
t at it. would yield a large profit. Indeed, be
had no hesitation in saying that it would not only
return five per cent. on the outlay, but it would yield
from 3,0001 to 4,0001. a year to the present line. For
some strange reason this branch had never been made,
and he (Nlr. Overton) insisted that the Company were
bound to ,nake it before they could expend money in
making a double line.
The Cnnams.n. said, if the Hon. Proprietor would
look at the Act of Parliament, he would find that the
Dowla;s Company had taken powers to make the line
themselves whe iever it might suit them to do so. With
the great capital which that Company possessed, there
could be no doubt that if it had appeared to them de-
sirable they would have made it. At present the Di-

recturs did not deem it judicious to recommend the
Sharehulderi to do so.

Sir J. Gue.t, Mr. C. James, and Mr. R. 11. Webb were
re elect. d Directors.

At the close of the meeting the forfeited shares were
pit up to auction, and real•sed from 1401. to 1411.

MIDDLESBOROUGH AN!) REDCAR.

The Directors of this line celebrated the passing of
the Bill for this line by a public dinner at Redcar. The
line having been staked off preparatory to obtaining
the contract, the Directors and several of the
Shareholders walked over the course. and visited the
dock brunch of the Darlington and Stockton Railway,
on a convenient patt of which the Middlesborough
station-house is intended for the Redcar line. The
latter, we may here state, branches off the former line,
near the docks, and skirts the Tees and the sea banks,
p 'swing Orinsbv Hall. Normanby Hall, Wilton Castle,
Kirleathom, add other places of interest, which were
pointed out to the company as they went over the line.
On nearing Coatham, a village about a mile from Redcar,
the Directors were met by a number of influential
gentlemen belonging to the neighbourhood, and escorted
into the town by instrumental music, banners, and a
considerable number of the inhabitants, who evinced
an enthusiasm in the proceedings that has never, we
(-; aqa-r, ueen wunesseu
R01m"... The town had quite a holiday appearance.
The inhabitants, to a great extent, suspended all busi-
ness for the day, and flags and colours were displayed
from most of the houses. On reaching the site in-
tended for the station, where, by the way, a tent was
erected, and tea supplied to about 500 females, the direc-
tors proceeded to the lied Lion Hotel, where they partook
of a sumptuous entertainment, Mr. Wilkinson pre-
siding ; supperted by Mr. C. Dryden, as Vice-Chairman ;
Messrs Pease, jun., Henry Pease, B. Flounders, J. C.
II ipkina, Natl..oiiel News, Edw. Oxley, H. Birkbeck, of
Norwich ; John Harris, Thomas Newham, of Yarm ; F.
Meal barn, ten., F. Mewburn, jun., J.W. Pease, J. Middle-
ton. C. C. Oxley, Dr. Harper, T. B. Gommersall, John
Dolphin, of Hunter House ; Thomas Macnap, John
13tker, of Thirsk, and others. - The dining-room was
decorated with flags, on which were inscribed " Mid
dleshro' and liedear Railway—Cursu pernir at littora
It t" (swift in its course it tends to the shore), and
" 5,,r.---ss to the Bishop-Auckland and Weardale Rail-
wa: O npauy—Fit via vi" (it becomes a way by force).
va ,r):y oe tqa,t, were proposed and responded to,
an rag. others, " The Directors of the Middleborough
au.. ,;car Ittilway."
The Cr:wax:am returned thanks. The undertaking
in which they were concerned must, he said, be deeply
interesting to the commercial classes. Looking to the
various channels of communication by various rail-
ways already formed or in progress, and to the
connexion speedily to be firmed with Lancashire
avid the West Riding of Yorkshire, no one could fail
to sr() the great b-ncflt this district would derive from
the railiva--. When they c msidered how completely
it stood proved that the improvement in agriculture
had gone hand in hand with railways, they must agree
that both were inseparable interests. When they saw
m ,mire,, mineral, ve .:et..ble, and chemical, and the pro
duce of the land thus maoured brought from one plane
tv alothcr with such facility, and when, above all, they
saw that of mind which enabled one farmer to
co np :re his position with an ,they in a different part of
the country, they saw enough to show the advantages of
railways to the agricultural interest.
OXFORD. WORCESTER, AND WOLVERHAMPTON. -- A
public dinner was given in the Market place, at Stow-
on the-Wold, last week, to H. G. Busby, Esq., of More-
ton, and Rob-rt flemati, Esq., of Donnington-house, to
c monemoraie the passing of the Oxford, Worcester, and
Wolverhampton Railway Bill. The Rev. R. W. Hippes-
ley presided, and several addresses were delivered, the
respective speakers concurring in the conviction that the
proposed line would he of incalculable alvantage ao the
districts through which it passed. The staking out of
the line is being proceeded with, and the ground will
shortly be broken.

An essential point connected with these lines remains
to be noticed—the respectability of the Direction in
each case. When we see men of wealth, judgment, in-
fluence, and character, heartily aiding such projects, and
not sparing personal exertions and money to advance
them, We cannot entertain a doubt of the stable grounds
upon which they are based—the sound principles upon
which they have been formed. On the other hand, the
companies formed to carry those lines into execution,
and confer permanent• benefits upon the public, have
been most fortunate in having, as their " right-hand," a
solicitor with that energy and judgment which unite
boldness in design with caution in action. We have had
personal knowledge of that gentleman for many years,
and have often had occasion to admire his grasp of mind,
his untiring devotion to business, and his comprehensive
ability in carrying out whatever objects he might have
in view.

We shall take an early opportunity of showing what
railway lines, whether in operation or in course of
formation, directly bear upon and must serve as feeders
to the great direct trunks which we have been describ-
ing. The traffic which must flow from these sources is
considerably beyond what may be imagined, and will
show that those projects have not been lightly entered
upon.

ATIONAL S's I'E vi-of RAILWAYS.
(From the Railway Express of yesterday.)
The advantages of the direct lines of railway corn•
munication are so obvious as to require neither com-
ment nor recommendation. The whole system of tra-
velling has undergone a great organic change within the
last twenty years. Instead of creeping on at the snail-
pace of eight miles an hour—the mails did not average
more than ten and a half—we have learned to complain
of thirty miles as too dilatory. Nor is there any doubt
that even double that speed will be readily and safely
accomplished within the hour, ere we are much older.
The word is " Forward," and Science is busy, even now,
in devising means by which that advance may be car-
ried out. We are by no means sure—so great have
already been the triumphs of science—that, in the ful-
ness of time, some mode of travelling will not be dis-
covered by which even 100 miles per hour may be ac-
compliAed. Meantime, let the public have the full ad-
vantage of all the "aids and appliances to boot" now at
their service.
The acceleration of speed, great as it is, has not yet
done for the public all that it could and ought to have
done. Our lines of railway have been so formed that
they do not take the shortest routes. In almost every
instance they take ciecniteus routes, and thus, whatever
speed may be obtained, the proionged distance is a bar to
the qtai :ked transmission of goods and passengers. If
this object be sought, the means must be DIRECT INDE-
PENDENT RAILWAYS. 0,1 the Continent, this principle
is universally recognised, and hence the admirable re-
-viz., the she test lines rom place to place. In this
,-, hitherto, the formation of railways has been
almost independent of control or check from the powers
that be, and the natural issue is, our main lines of rail-
way run zigzag, take a bend here, and an angle there,
and have been made, in fact, to accommodate particular
districts and towns rather than the community at large.
When we speak of " direct lines," we do not
mean
that a projector is to take the map draw a line from
one terminus to the other, and declare fiat to be the un-
deviating course of the future rail vay. But we do
.say
that a direct line so drawn,should be ever held in view
by the railway projector, as that which should be the
guide-track as far as possible. No occasion, if a mountain
be in the direct way, to cut through it, or to run a via-
duct over an extensive valley, when hill arid hollow can
be avoided, with lessened expense, and very slightly in
creased distance, by the skilful divergement of the rail-
road to the right or t.) the left ; but the straightest line
should ever be adhered to when it is in the power of the
engineer to do so. His aim should be to "annihilate
both time and space," by taking the shot test 'route and
using the most rapid means of transit
So universally is this principle in course of recogni-
tion, that we venture to predict its adoption to the fullest
by the Legislature. Our opinion, formed upon no light
grounds, is, that in the next session the Parliament will
take a decided line for the public advantage, and give
the preference to such Bills as have for their object
direct and independent railway communication between
important termini. The great trunk lines must be the
shortest that can be made.
One great chain of direct independent railroads has
been laid before the public, and the favour with which
the series has been received affords the best etlnfirma.

GREAT EASTERN AND WESTERN.—We learn that this
Company is prepared to adopt the wide gauge from
Birmingham to Swansea, and to meet the wishes of the
inhabitan•s of Great Malvern and Ledbury to the fullest
extent, by making communication with these towns
either by the main line or branches therefrom.-- Kr-
may Chronicle.

[ADVERTISEMENT.]
LONDON AND MANCHESTER
DIRECT RAILWAYS.
Sir,—Amid the hosts of railway schemes intruded on
the public attention, I have been much struck with the
prominence the two direct independent, London and
Manchester lines, commonly called Remington's and
Ashursts, have assumed. The daily, the weekly, papers
seem to be crowded with advertisements of these
schemes, sometimes as many as five or six in one paper
expatiating on their respective merits—why is this ? Are
the public at the present time so devoid of railway excite-
ment—so little disposed to gambling, that it is only by
dint of published meetings and accumulated advertise-
ments, repeated, ai has been the case in-reference to
these projects for months, till the eye and ear are
wearied with them, that the great railway speculators
and the public are to be induced to take'shares ? Or is
it that these lines are in truth so vast, so little trusted
to by sensible capitalists, so marked by want of real
strength in their committees, or of sterling merit in
their object ; so late in the day, and so little likely to
be successful in the inevitable contest with existing
interests, that they require lengthened and inordinate
puffing, evt n in present times, to force them upon the
market. Looking at the matter as a
plain person, I
cannot but think the latter is the fact, and I will adduce
some few of the many reasons that have struck my mind
with conclusive force in reference to these projects.
Take, for example, Remington's line. If the weight of
London and Manchester really supported it, would
months have elapsed before the shares were taken, when
in ordinary schemes the shares are allotted and paid for
in as many weeks. How many of the landowners are
on the committee ? Without something of landed sup-
port, can they hope to get through the standing orders
in any reasonable time ? Will their surveyors even
have permission in all places to survey ? This is
doubtful, especially when it is considered that in many
of the district schemes the owners of miles and miles of
the land through which the lines would pass are on the
committees. Again, look at the absurd opposition of
Remington's line to existing railways, take, for instance,
the Manchester and Birmingham Railway, already made
from Manchester by Stockport to Macclesfield, though
not opened fur part of the distance. Why, Remington's
is laid out as an independent and competing line from
Macclesfield to Manchester, consequently it must pass,
not at the distance of a mile or two from the' Manchester
and Birmingham, but ab3olutely parallel with it at
the distance of a few hundred yards most part of the
way, at times almost running against it, in a manner
unknown in the annals of railways ' • another viaduct
would probably be required through Stockport, and
fresh mills and houses to be cleared away. The expense
of the present line from Manchester to Macclesfield has
been stated, and, I believe, not understated, at 40,0001.
or 50,000/. a mile, and it has been questioned whether
the Macclesfield Branch would pay, at any rate it has
not yet been opened. How absurd, then, to suppose
that rarliamanS will -mid= inialtuheArd of compefi

The proprietors of the Somersetshire Canal purpose to
convert it into a railway.
A rumour has reached ns that Mr. Hudson has avowed
his intention to bring out a new line of railway between
Hull and !Manchester, passing through Howden, and
saving 26 miles in the entire distance between the two
termini. This act of hostility to the Manchester and
Leeds gornpany is said to have followed an intimation
that the later Company intend to divert, so far as it is
possible' the Manchester export goods traffic from Hull
to Goole, by means of the Wakefield, Pontefract and
Guo Itailway.—Eastern Countiew Herald. ,
The system which many bankers have adopted, of ad-
vancing money upon railway shares as security, has con-
tributod much to the diffusion of the mania for specula
lion, and to an unnaturally high state of prices. Two-
thirds of the quoted value, it is understood, is (generally
lent, and the money, as long as it lasts, is in all proba-
bility employ. d in fresh speculations.—Sat'ne/.
WIIITERAvEN JUNCTION.—That portina of the White-
haven Juecti Railway, extending from Maryport
across the I)erwent to Workington, is expected to be
()pried for tl.e con v:yance of goods and passengers be-
fore the close of the present year.—Cumberland Pacquet.

countr

• SCOTCH LINES.
EDINBURGH AND HAWICK.-1-A special general meet-
ing or the Proprietors was held on Monday, at Gihts's
Royal MAO-, Edinburgh, Mr. J. L,arrnouth, of Dean,
in the chair, when, on the nvition of the chairman, se-
con(l,!d by Sir James Forrest, a requisition concurring
in t'le sale of tie lino to the North British Railway
Comp Ley, was carried unanimously. • The chairman
slid the holders of shares of the Hawiek line would now
bveome h dd,rs in the North British, the former being
hereafter an integral part of the latter. He might
mention that it was intended to form the line all the
way to Ca I:s!e, and that there was the proTect of ar-
range ncnts being made with two of the principal pro-
prietors in the district of the country through which the
Err! C) that town would pas.s, by which arrangement the
form iti in or the lino all the way to Carlisle would be
proceedei with previous to obtaining an Act of Par-
liament. lie trusted they would arrive at Carlisle as
soon as the Caledonian line, and by that means
keep the traffic in this district of the country
on their own line. People would take ad-
vantage of the I-lawick line in preference to the
Caledonian Railway, as the country was much more popu-
lous, m re beautifnl, and in every respect much more
attractive. Millar, the enyineer, was desirous that
the Ci-inpany should get possession of the land as soon
as p ),s bk., in order that the more expensive and tedious
portion of the line might immediately be proceeded
with, so that within a year of obtaining an Act of Par-
Lament, the hue might tze open for traffic for the whole

THE SUN, LONDON, SATURDAY EVENING, AUGUST z 3, 1845.

' tion as this. Besides, the London and York line has
almost passed through Parliament ; this proceeds in its
course from London to Bedford, and here would be
another competing psrallel like the former, (quaily
out of the question. The independent line, of course,
do
amalgamating, or its very fundamental
propositions
o
would fall to the ground.
notsti intendn
of
f
Again, look at the capital as an evidence of weakness,
this was first stated at 3,000,000/., but this being too
palpable it is now stated at 5,000,0001. It is well
known, however, that the London and Birmingham cost
near 8,000,000/. Is it conceivable then, even with
modern improvements, that a line of nearly twice the
length will cost much less ? Besides this, as I have
sometime seen noticed, the Manchester and Buxton,
Midland Counties, Leicester and Bedford, and London
and York, would form one complete line, and
the London and Birmingham, Trent Valley, Chur-
net Valley, and Manchester and Birmingham, another
complete line. from Manchester to London ; these
would surely be sufficient for the Manchester
traffic, which, according to the late returns of the
Grand Junction, was only 17,0001. a year on their
line, and do away with any necessity for the vast
undertakings alluded to. And I have good authority
for believing that the London and Birmingham and the
above lines in connexion with it will be absolutely
nearer, as between London and Manchester, than
Remington's project.
One more remark, and I have done—l cannot but
confess my surprise that some of the inhabitants of the
intermediate towns seem to have been induced to sup-
port the independent lines, which seems especially
absurd as regards them, for the very .pecial object
and distinguishing intent of the above schemes, is to
give the great termini of London and Manchester a
direct line independent of the district towns ; there is to,.
be little or no stopping for cross or luggage-trams, or
waiting for local traffic, nothing materially to interfere
with the unimpeded transit from end to end. And yet
these are the projects, those very intervening places
(which are professed in some measure to be neglected),
think it well to support

Surely, alter what has been said, it will appear to any
person exercising reasonable reflvction, that it did not
require that the chances of success should be divided
between Ashurst's and Rentington's projects, to detract
anything on their respective ineritv.

I am, Sir, your obedient bumble servant,
AN OBSERVER

London, August 21, 1845.

EXPERIMENT.s ON THE LONDON
AN!) CROYDON ATMOSPHERIC LINE OF

RAILWAY.

A series of private experiments have been conducted
on this line of railway, and will be continued for the
next few days, far the purpose of testing the powers of
atmospheric propulsion, and the most marked and de-
cided success has attended all the experiments that have
been hitherto performed. The question as to the
power of a-cending inclines was completely set
at rest by an experiment which may be regarded
as an experimentum crud:. A train was brought
to the foot of an incline of 1 in 50, and stopped, so as
to deprive it of any power it might have acquired from the
impetus of its previous progression. It was then pro-
pelled by the atmosphere up the incline, and that
hick many of oar most eminent engineers
have declared an impossibility was accomplished
with the greatest ease imaginable. Among other re-
sults that have been obtained, we may mention that
the five miles' length of tube has been exhausted
in its whole extent, the barometer being at the
time at 271, and that the piston has traversed its
whole length. As we before said, the experiments are
not yet completed, but, as far as they have gone, they
demonstrate not only the practicability but the supe-
riority of the atmospheric mode of propulsion. The
train was frequently propelled at the rate of eighty miles
an hour.

FRIDAY NIGHT S GAZETTE.
ADMIRALTY, Ago. 18.
Corps of Royal Marines—Second Lieutenant C. L.
Barnard to be First Lieutenant in the Artillery Com-
panies of the Corps.

ettirb Wibitton

CRIMINAL COURT.-(THIS DAY

OLD COUR':

THE PRINCE or WALES MARGATE STEAMER CASE.
(Continued from our Afternoon Edition.)
Mr. Baron PLarr summed up at considerable length, and
The Jury, after a few minutes' c,onsultation, returned a verdict
of Not Guilty.
The case did not conclude till past four o'clock, having occupied
the Court six hours.

- BANKRUPTS.
John Sims, wheelwright, Tollard Royal, Wiltshire,
to surrender, Sept. 1, at half-past twelve, and Oct. 3, at
eleven, at the Court of Bankruptcy. Whitmore, official
assignee, Basinghall-street ; Ashley, Shorediteh.
Benjamin Ling, timber-dealer, Fore-street, Limehouse,
Aug. 28, at twelve, and Sept. 26, at half past one, at the
Court of Bankruptcy. Alsager, official assignee, Birchin-
lane,Cornhill; Norton and Son, New street, Bishopsgate.
John Kirkman, butcher, Lupus-street, Pantie°, Sept.
1, at half-past one, and Oct. 3, at half•past two, at the
Court of Bankruptcy. Alsager, official assignee, Birchin-
lane ; Turner, Mount-place, Whitechapel-road.
Edward Thomas Hogg and William Neale Walton,
wine merchants, Duke street, Adelphi, Aug. 29, at half-
. past eleven, and Oct. 2, at two, at the Court of Bank-
ruptcy. Belcher, official assignee ; Shirreff, LincAn's
Inn-fields.
James Mantle Pratt, wine merchant, Berners-street,
Oxford-street, Aug. 29, at half-put two, and Oct. 9, at
two, at the Court of Bankruptcy. Pennell, official as-
signee, Guildhall-chambers ; Lawrence and Flews, Buck-
lersbury.
Thomas Howell, hotel-keeper, Queen's Head-passage,
Newgate- street, Aug. 29, at eleven, and Oct. 9, at twelve,
at the Court of Bankruptcy. Belcher, official assignee ;
Treherne and White, Bucklersbury.
Nathan Solomons and Eleazer Solomons, shoemakers,
Church-lane, Whitechapel, Aug. 29, at two, and Oct. 9,
at one, at the Court of Bankruptcy. Pennell, official
assignee, G uildhall-chatnbers ; Watson, Worship-street.
-Rkbert Sugden, worsted manufacturer, Bugthorne,
Yorkshire Sept. 2 and 25, at eleven, at the Leeds District
Court, Freeman, official- assignee, Leeds ; Williamson
and Hill, Gray's Inn ; Rudd and-Co., Halifax ; Bond,
Leeds.
John Holman Suckling, ironmonger, Birmingham,
Sept. 11, at eleven, and Oct. 7, at twelve, at the Bir-
mingham District Court. Christie, official assignee,
Birmingham ; Jackson, Gray's Inn, London.
PRICE OF SUGAR.
The Average Price of Brown or Muscovado Sugar, for the
week ending Aug. 19, 1845, is 345.10 d. per cwt., exclusive
of the Duties of Customs pail or payable thereon on the im-
portation thereof into Great Britain

BANK OF ENGLAND.
(From last Night's Gazette.)
An Account, pursuant to the Act 7th and Bth of Victoria,
cap. 32, for the Week ending on Saturday, the 16th day of
August, 1845.