The Sun.
London, England, 1844-11-28 00:00:00

By order of the Committee,
FREDERICK Q. SAUNDERS,
Aisistant Secretary.

L_IO,I.VII-tehall, Nov. 21, 1944.

GREAT NORTH or EICGLAND RAILWAY.
TENDER FOR IRON RAILS.
The DIRECTORS are prepare 4 to RECEIVE TENDERS for
the
i opltyof 6,000 tons of IRON RAILS, each rail to be 16 feet
1, length, and weighing 651bs. per yard ; the quality of the iron in
be equal to No. 3. The tender to state in detail the
th~ess of manufacture which it is proposed to follow to produce
quality No tender will be attended to without this statement,
the Company will stipulate with the party whose tender may
to ateeeptecl that the Company may at any time, send an inspector
lt,a„he '''orks to satisfy themselves, that the specified process of
u4cture is fully adopted. To be delivered on the quay of
e ports
Of Hull, or Stockton, or Middlesbrough-on-Tees. free of
th,„ Mtge' or at Darlington, and the deliveries to be extended over
Terri No imperfect rails will be received.
at th:le's to he delivered on or before the flad day of December,
tettt I;es-°l"aPany's office, in Darlington.
ts'etion of the rails to be in accordance with a drawing or
krigtoanse which may be seen at the Company's office at Dar-
eani,„' where also a model of the rail may be seen, and further
' -‘atiorl obtained.
Ilarfh By order,
Nov. 12, 1844

H. PARKER, Secretary.

r°ItISNIOUTI-1 EXTPNSTONof theBRIG lI-
TCP4 d CcIICHESTR RAILWAY, with a Branch 1,114, • "
the South-WesternE Railway at Farehatn.
—l'ital 260,0001., in 5,600 Shares of 501. each ; Deposit 2./. 10s.

The Di per Share.
„ •RP.CTORS of the BRIGHTON and CHICHESTER
ersit.,WAy
tae COMPANY, with the sanction of their proprietors,
,
sure '"used surveys to be made, and are taking the requisite mea.
areat° aPPIY to Parliament in the ensuing session for powers to
tend their line to Portsmouth (with a branch therefrom to unite
);:rtt the e
s•outh-Western Railway at Fareham), in order to coin.
e the coast line of railway from Brighton to Portsmouth, which,
with
a railway now making from Brighton to Hastings, and a conti-
ratazutL-
ern
thereof, projected from thence to unite with the South_
co Railway at or near Ashford, will complete a line of coast
`aoway from Dover to Portsmouth.
The distance from Chichester to Portsmouth is about sixteen
11„ iseM
11a a, and the branch to Fareham about seven miles, making toge.
suer
--y-three miles ; the country is well adapted, and offers no
eliZneering difficulties, to the formation of a railway ; and the
BPosed extension was always looked to by the promoters of the
righton and Chichester Railway as an object to be carried out by
as they foresaw that they must, in going to Chichester, sure
t'e obief d;ffieteties in forming a coast line, by crossing the
avigable tidal rivers the Adur and the Arun.
.ne 'Directors of the Brighton and Chichester Railway Com_
pat
Y have well considered the various projects for the formation of
"'ilways t
lisqbh, Portsmouth, by routes between the London and
~.,•,•'"n and the South-Western Railways; and they feel con-
1-Ctcad that, whichever line may be sanctioned by Parliament, the
str}e,."4l°ll of the Chichester line to Portsmouth and Fareham can-
antail to protect the interest of the Proprietors of the Brighton
d Chichester line.
11'e execution of the works, with a double line of rails, in.
ett,
wording
Parliamentary and all other expenses, will cost 280,0001.,
to ?ding to an estimate made by Hr. R. ;tricks, the engineer of the
%Patty.
It the ,E is intended to take powers in the Act to let on lease or sell
Italiwzatension Line, when made, either to the London and Brighton
Way ot4l e°wipany, to the South-Western Railway Company, or to
4leerued er Company or party, should any such arrangement be
„advantageous to the Shareholders.
sh l: threctors have great satisfaction in stating, that they have
thei,- lcom the inhabitants of Portsmouth strong assurances of
approbation of the proposed extension being made by the
therng 'len and Chichester Company, which was communicated to
the resolutions of a public meeting, held at Portsmouth,
the requisition of nearly 3,000 persons.
e
lin he °Noing of an extended coast line, taking over it, as this
Pon Must do, the great proportion of the traffic from London to
ra,!atuouth, will ensure such an extensive revenue that a return
thest be p
roduced sufficient to pay a very satisfactory interest upon
caPital subscribed.
1,040 Directors have submitted their views, as regards the pro-
Laed extension, to the Lords of the Committee of Privy Council
see: rade,
and fully expect that the strength and justice of their
ipr
latoene will ensure a favourable report from their Lordships, the ap-
val °Cthe Government and the public, and the sanction of Per.
Further particulars may be obtained from, and applications for
4 hia, es may be made to the Secretary, at the Office of the Company,
• ',street, Tooley.street, London-bridge.
ortn of Application for Shares (which inay be had of the Secrei.
"Y" •tY) :
To the Directors of the Brighton and Chichester Railway Com-
pany.
_ I
torequest that you wilt allot to me Shares of 501. each in
she Brighton and Chichester Extension Line to Portsmouth ; and I
agree
accept such Shares as may be allotted to me, and to pay
sthublitrpeiobsdeitrtheethLreon, and to sign the Parliamentary Contract and
greemdzieyntowf required.
red .
1844,
Name
Residence
Trade or Profession
By order of the Directors of the Brighton and Chichester
Railway Company,
FRED. OTLEY, Secretary.
Brighton and Chichester Railway-office, 4, Dean.strcet, Tooley-
street, Nov, 19. 1844.

GLASGOW, DUMFRIES, and CARLISLE
REPORT OF THE ItAILWAY.
PROVISIONAL COMMITTEE TO THE
SHAREHOLDERS OF THE GLASGOW, DUMFRIES,
AND CARLISLE RAILWAY.
Your Committee have delayed making any Report of their pro-
ceedings, until they could lay before you sufficient information to
enable you, not only to form a correct opinion of the merits of your
sown line, but to understand the various schemes more or less con.
tested with it, for which Parliamentary notices have been given.
The number of these schemes, and their complex bearing on the
interests of your undertaking, render it necessary to preface this
ePort by some general observations.
The four existing railways of greatest importance in Scotland, in
rell
Ptet of length, Capital, and traffic, are—the Edinburgh and
cti
, allgour Railway, connecting the two largest cities in Scotland, as
t"," as the two seas; the North British Railway, forming part of
great trunk line from Edinburgh to London, by way of Berwick,
Newcastle, and York ; the Glasgow and Greenock Railway, an im.
Portant link in the communication between the manufacturing and
I..hifcline loans of the west of Scotland; and the Glasgow, Paisley,
•mirnarnock, and Ayr Railway, connecting the western metropolis
(4' Scotland with one of the most thriving mineral and manufac-
turing districts in this country, including the seaports of Ayr,
,1
\-°°o. Irvine, and Ardrossan, from the latter of which there is a
it, inlar steam-boat communication with the North of Ireland—a
ter'waY destined, by means of your projected line from its southern
,era onus at Kilmarnock to Dumfries and Carlisle, to become the
high-road between the north and west of England, and the
t equally important district known under the general name of
the'is vest of Scotland." The only link awanting to complete the entire
!to 'rcl e oil railways leading down the east coast of England and Scotland
.
ort".,t Inburgh, across to Glasgow, and up the west coast of Scotland
eltlan,d, back to London, is from the terminus of the Edin.
2t a rid Glasgow Railway in Glasgow to the joint terminus of the
nonGk and Ayrshire Railways in the same city. Parliamentary
e" have bean given for this short line, which is not above half
4 ta •
fiattest—ele
Pam
Ile in length, and which will pa-s, partly in tunnelling, and
Y MI arches, through a portion of the city.
4 d, as
:t: t,han
existing and projected railways, which intersect the
might be expected, the richest and most populous
aR lets both .of England and Scotland, almost the whole of the
tot Ural, manufacturing, mining, mercantile, and shipping in-
"" of Great .Britain will be connected, and a direct, rapid, and
notnical means of transit secured. The accompanying map will
,sz•
inore distinctly the course of these great leading lines. There
sr,,-11h, remain, so far as Scotland is concerned, only one line of
e unaccommodated, Vie., between Edinburgh and the north_
of • t. °f Scotland and Lancashire. It is true, the existing amount
?ntercourst. between these districts is as yet limited, but still, in
la,3'.'hg out the tines of communication between the two countries,
is essential to keep it in view ; and it fortunately happens, that
tarioj
2,,,
schemes promoted for local objects, and for which
fro -'n'ary notices have been given, there is one, viz., a line
ni 'l3lnburgh to Hawick, which, if extended to Carlisle, will
verroz..i,tiarcta.,.uevoentt on this cross traffic the full benefit of railway corn.
at the expense of a' very small additional outlay of
theT° explain this, your Committee again request your attention to
drawn nearly due north from Birmingham, Lancaster, or
lubhilai:icelr:anuYing map. From it you will observe that a straight
uld pass through or close to Ilawick, Edinburgh, and
d"' frmri which last point, by a slight deviation eastward, it
tuld reach Aberdeen. Now, it so happens that this straight line
°MY passes through the most practicable country for a rail.
t."baY between its north and south termini, but opens up by much
coos, and thriving of those districts in the south and
t Scotland, to which the great trunk lines would not them-
• tnentary n
a:ri._he li°rthern nurtion of the line of communication thus described
.Y taken up by Fatties of influe.nce and capitaL Par-
Wh Ole notices have been given for railways extending the
IF°l th o." from Burntisland, on the north side of the Frith
lof
~-"tisite Edinburgh to Perth, Dundee, and Aberdeen. T
the a r'
a'
it is called the Edinburgh and Northern Railway, forms
st,
e r
Lt"lf ,f section of this line to the north of Edinburgh. It avails
th_ improved steam ferry across the Forth, esablished by
Glad tone, of Fasque,
end irks, s
is the
of Buceleuch and Mr.
tket wihtbe rich mineral and agricultGulraaitischooutt;iethys
tohfendfise:
'era, any line by way of Stirling,
hart
~csoo,,faL-olriburgh and the most important towns in the
ion sh —"as from thirty to fifty miles. The section to the
Co) npany ''''-`t_l,..htsmigh is that projected by the North British Railway
tiY the s7anaw'ck' already mentioned.
tics described 'metal system of international railway communication
• ,d ,it will be seen that three principal lines are pro.
The first of these gives the most direct line from London
• .floburgh
; the second the beat line from London through
aahlre to the West of Scotland ; and the third the shortest
Ca er°ss the Island, from Carlisle to Edinburgh and the north.
st 0. r Scotland.
POfar, Y collateral advantages might be pointed out as resulting
la th e above arrangement,
but these will be more properly ex.
Jn tried when discussing the
erits of your line in detail.
• p üblic
sh., Point of view, your Committee regard it as one of
trios t mportant characteristics of the scheme now explained,
that alth ea,'gh in itself more complete than any other, it can be
'effected i'ty a comparatively small expenditure of capital beyond
what is r, squired for those new lines of railway, which are about
to be cons luct,.d solely for the accommodation of existing local
traffic. Th is sta,'ement requires a little explanation.
It has beer mentioned that it is intended to form a railway from
Edinburgh to Hawick. The line has been planned, and is under-
taken by the North British Railway Company. The object is to
extend the Dalkeith Railway, now belonging to that Company
(which is at any rate to be improved and adapted for locomotives),
to the thriving manufacturing towns of Galashiels, Selkirk, and
liawick, situated in the midst of the best wool-growing and
wool-manufacturing district in Scotland. On the other side of the
Island, the Ayrshire Railway Company have intimated their inter.
two (without meaning to interfere with your undertaking) to
execute their long-projected scheme of a Branch Railway to Cum.
stock, for the purpose of bringing into their line the passenger traffic
from that district, and of opening up the large mineral
fields of the
tt arquis of Bute, Sir James Boswell, and Lord George Bentinek,
I which the celebrated blaekband ironstone has been distinctly
•trtained to exist ; and where extensive additional iron-works are
alp, out, it is believed, to be erected under leases recently entered into.
rt, uch being the case, the wholelength of new railway will require
to. be made for the purpose of completing the two trunk lines from
Ettinbs, nrgh to Carlisle, via Hawick, and from Glasgow to Carlisle,
via Dun, 'fries, will be—
Hawick to the Dumfries line, near Carlisle say S 5 miles.
cu,„„C: to Carlisle
Making in all
The capital twired for which may be roughly estimated at
12,000/. per mile; or 1,296,000/,
Your Committee at.
e so satisfied of the capabilities of the line
between Hawick and Car/i„le, and of its importance to you, not
only as a part of the general p:,an to be submitted to Parliament,
but as a branch and feeder to your line, that, with the unanimous
concurrence of a meeting of your extraordinary Committee of
Management, they have undertaken to the Board of Trade, to apply
to Parliament in asubsequent session for pos,,•er to make it, in the
event of the general scheme of internation4 1 communication
ribose-mentioned being adopted.
Another most important characteristic of the scheme Pow de-
scribed is,
that it interferes in no way with the interests of any
existing line of railway, but furnishes new feeders both to the four