The Sun.
London, England, 1845-09-29 00:00:00

G. SEPTEMBER 20, 1845.

I Pan! re.sdinsnd Tri Esn.. Alderman of the Borough of Man ,F. Valentine Lee, Esq., Chester-terrace, Regent's Park, London,
c.easany
1, . L , N,a-iliomp.onshire
chester _hallway
Sian- Ch.o Lavors, The Park, Nottingham
Morris Were, Esq., Moorlands, Southampton
iaani e E 0 srqd
Christopher Markham, Esq., Northampton
llowolcidomPpaarny, Director of the John Woodcock, Esq., banker, The Elms, Wigan, Director of the 4Vliellaianms, Tours, d,ll 'auLxivßeralayai
Or-
Liverpool
and Bury Railway
James Morrison, Esq., St. Mary-at-Hill, London
John Yorke, Esq., banker, Thrapson, Northamptonshire G. Marshall, Esq., Goalming, Surrey
George Turner, Esq., Hunton Hill, Director of the South Stafford, E. W. Morris, Esq., Grovehurst, Pembur y, Kent
Oxford, and Southampton Railways
Samuel Oxenham, Esq., Chester-terrace, Regent's Park, London
William Halliday, Esq., Chad Valley, Edgbaston, Birmingham, Di- Samuel •
Percival. Esq., banker, Northampton
rector of the Birmingham and Lichfield Railway Mr. Alderman Porter, Northampton
Captain James Johnston, R.N., Director of the Birmingham and The Rev. Thomas Price, Rector of LI h 1 •
anrot e , Herefordshire
Lichfield Railway
Edwin Pell, Esq., Syweil Stall, Northamptonshire
William Jameson, Esq., Shelton, Staffordshire, Director of the Staf- James Watts P eppercorne, Esq., Old Broad-street, London, and Dul-
fordshire Potteries Railway
with, Surrey
Char•es Goldsmith, Esq., Friday-street, Diretor of the Great Leeds Vaughan Prause,
Esq., Nether Stowey, Somersetshire
and London Railway Henry Pywell, Esq., Northampton
Williams Banks, Esq., Honey-lane Market, Director of the Great John Phipps, Esq., Northampton
Leeds and Londen Railway Benjamin Payne, EsQ, Leicester
Thomas Challis, Esq., Enfichl, Alderman of the City of London Mr. George Rands, merchant, Nottingham
Charles Higgins, Esq., Bedford, Director of the Manchester, Bedford, The Rev. John Lucas Sutton, Rector of Weekly, Northamptonshire
and Cambridge Railway F. Curwen Smith, Esq., Frognall Hall, Hampstead
The Hon. M. W. B. Nugent, Higham Grange, Leicestershire
John Gardner Thomas Sharp, Esq., Northampton, Director of the Northampton,
, Esq., Southampton, Provisional Director of the Bir- Banbury, and Cheltenham Rallwa Cy om
mingham and Oxford Junction Railway Henry Lenton Stockburn, Esq., J.P., Northampton
, Edward Waddilove, Esq., Leamington, Director of the Reading, William Spooner, Esq., Chapel-street 1
e B grave-square, London
Guildford, and Reigate Railways James Robert Spitler, Esq., banker, Northampton
Edward Welch, Esq., Leaming,ton Provisional Directors of William Strong, Esq., Northampton
William Hunter, Esq., Leamington the Rugby, Warwick, George Tate, Esq., Tewkesbury
Captain George James Hunter, Leamington and Worcester Rail- Benjamin Williams. Esq., banker, 4, Whitehall, London
J. M. Cottle, Esq., Leamington way Major James Waller, St. James's street
James Weld, Esq., Archers Lodge, Southampton Mr. Alderman 'Williams, Northampton
Charles Greatrex, Esq., J.P. Walsall • Mr. Thomas Woodhouse, manufacturer, Nottingham
William Holcomb, Esq., Poulton
House, Marlborough David Wheatcroft, Esq., Buckland-hollow, Derbyshire, Director of
Cornelius Randall, Esq., Director of the Manchester and Sheffield the Nottingham and Gainsborough Railway Company
Railway George Willis, Esq., Hungerford, Berks
R. A. Thicknesse, Esq., Beech Hill, Wigan John Wheelton, Esq., Meopham Bank, Tonbridge, Kent, Director of
George Hunt, Esq., Southampton the Leicester and Bed.ord Railway Company
Pierce Bevan, Esq_, Frickleton Hall, near Wigan Charles Thomas Warde, Esq., Clopton House, Stratford-on-Avon,
John Lamprey, Esq., Marchwood, Southampton and Luton Hoo, Bedfordshi: e
Major-General Smith, Rugby The Rev. C.F. Watkins, Vicar of Brexworth, Northamptonshire
James Fearnley, Esq., Longsight-abbey, near Manchester Mr. John Woolston, jun., merchant, Wellingborough
Joseph Brook Esq., Greenhead, Huddersfield, Director of the Leeds Mr. J seph Wykes, merchant, Northampton
and Newbury Railway - Mr. Alderman Walker, Northampton
Reece Bevan, Esq., Freckleton Hall, near Wigan, Director of the Mr. Marmaduke Wetherell, merchant, Northampton
North Union Railway Charles Loxda'e Warren, Esq., the Lodge, Market Drayton, and
George Royle Chappell, Esq., Alderman of the Borough of Manches- Consali Hall, Staffordshire
ter, and Director of the Manchester and Rirmiugham Railway Allen Allicocke Young, Esq., Oriingbury, Northamptonshire
Thomas Cross Esq., Mortfield, near Bolton I'. Bonvick Yzern, Esq., HerneHill, Surrey.
E. R. Langworthy, Esq., Manchester, Director of the Liverpool, Man- BANKERS.
chester, and Newcastle-upon-Tyne Railway. Northampton—The Union Bank
Edmund Peel Thomson, Esq., Leigh Lodge, near Manchester, Di- f
f • The Northamptonshire Banking Company
rector of the Clitheroe Junction Railway Kettering—Messrs Gotch and Sons
Edward Shawcross, Esq., Moorfleld House, near Manchester Stamford—The Northamptonshire Banking Company.
Simpson, Esq., Relgaum Villa, Bristol
Joseph Kake, Esq., Bristol ENGINEER—John Urpeth Rastrick, Esq.
(With power to add to their number.) SOLICITORS.
London—Augustus Walter Arnold, Esq., 31, Golden-square
BANKERS. Kettering—Messrs. Lamb and Nettleship
Messrs. Masterman and Co., London. Northampton and Weltbrd—Mr. George Pell, jun.
The Union Bank, Manchester LOCAL AGENT—Arthur Wells, Esq., Nottingham.
PROSPECTUS.
The objects intended to be accomplished by this undertaking are—
Firstly—The supply of local railway accommodation to the impor-
tant districts embraced by the line.
Secondly—The benefit of railway communication with the metro-
polis to a district of country upwards of fifty miles in length at pre-
sent unprovided with that accommodation.
Thirdly—The completion of the chain of railway communication
between the river Severn and the southern and western counties, and
the north-eastern district of the kingdoms and the river Humber and
its ports, including that of Hull.
Commencing at the town of Northampton, in conjunction with the
London and Birmingham, and the lines of railway proposed to con-
verge at that town from Cheltenham, and the west from Worcester
and from Warwick, the line'will proceed in a direct course to the
market town of Kettering, by which place all the companies compet-
ing for the line of railway between London and Manchester propose
to pass. It will then proceed also in a direct course to the market
towns:of Uppingham, Oakham, and Grantham, on to Lincoln.
The country lying between the towns of Northampton and Grant-
ham is wholly withbut existing or even proposed railway accommo-
dation, not only to the south but also to the north.
At Lincoln the line will fork, and proceed, on the one hand, in a
northerly direction to the flourishing port of Gainsborough, and, on
the other, by a north-eastern course to the market town and Market
Rosen, on to the rising port of Great Grimsby.
By an union with the Sheffield and Great Grimsby Junction Rail-
way at Market Rosen, a direct and uninterrupted chain of communi-
cation will be established between all the above-mentioned districts
and the town and port of Hull.
The sources of traffic which this line will secure are various and
very considerable ; some of them only can be here enumerated, viz.:—
Starting from Great Grimsby, the line will appropriate to itself the
whole of the traffic from thence to the metropolis, and also the
southern and western districts of the kingdom, and, in addition, it
will secure the important and increasing local traffic between that
town and Market lta.sen and Lincoln.
From Gainsborough, the termini of several railways from the
north and north-west, this line will carry the traffic to Lincoln, its
county town.
The traffic from Hull to the metropolis, and also to the west, will
enter upon this line at Market Rosen and proceed thereon to Lincoln.
From Lincoln the whole of the traffic passing to the west and the
intermediate towns must pass over this line.
In the event of the Cambridge and Lincoln Railway Company not
obtaining their Bill, then the traffic from Lincoln to the south and
west, and also the metropolis, wiil pass along this line of railway; the
former the whole distance, and ;he latter in any event to Grantham,
a distance of about twenty-five miles ; and should the London and
York Company not succeed, such traffic will proceed on to Kettering
or Northampton.
The entire district between Grantham and Kettering, a distance
of more thin forty miles, and including the market towns of
Oakingliam and Uppingham, is without a railway or water-carriage
accommodation, and the whole of its traffic therefore will travel over
this line of railway, which will be to the direct course not only to
the west but also to London.
At Kettering this line will unite with that one of the now com-
peting schemes passing that town from Manchester and Leicester to
London, which shall be successful before Parliament.
The country is free from engineering difficulties, with one or two
exceptions only, and those are more than counterbalanced by the
very favourable gradients of by far the greater portion of the line;
'indeed for many miles the line will run upon a water level.
The line will not interfere with any ornamental property.
The landowners on the line are favourable to the undertaking.'
The' promoters reserve power to alter acid vary the route, to ex-
tend the proposed line of railway, and to increase the amount of ca-
pital as may be necessary or advisable.
Prospectuses and plans will be ready for distribution in a few days.
In the meantime, applications for shares, in the undermentioned
form, may be addressed to either of the solicitors :
FORM OF APPLICATION.
To the Provisional Committee of the Northampton, Lincoln, and
Hull Railway Company.
Gentlemen,—l request you to allot me shares
of 201. each in the above Company, and I undertake to pay the depo-
sit of 21. 2s. on each allotted share, and to sign the necessary deeds
when required.

ENGINEER• IN-CIIIEF.
ACTING ENGINEERS.
Messrs. J. B. and E. Birch, Westminster
Brackstone Baker, Esq.. C.E.

SOLICITORS.
John Bethell, Esq., King William-street, London.
Messrs. Joseph and William Heron, and Messrs. Higson and Robins,
Manchester

1 That another and a more direct line of railway is necessary between
the metropolis and the manufacturing districts around Manchester, is
now fully admitted, and the question is, which is the best line to be
adopted ?
The above proposed railway will form the shortest and most di-
rect route from London to Manchester, and will therefore complete
the direct communication with the metropolis at a much less expen-
diture of capital than by either of the projected London and Man-
chester lines (Remington's and Ashurst's), the actual distance to be
constructed being only 73, instead of 170 to 180 miles.
A careful preliminary survey has determined the promoters of this
railway to adopt nearly a straight line from Rugby to Macclesfield, as
an increased expenditure of 200,000!. or 300,000/. judiciously applied in
the present perfected state of civil engineering, and at the reduced cost
of the execution of earth works, will prove in the end a far greater
real economy, both to the Company itself in the saving effected in
the annual expense of working, and also, what is of more importance,
to the country in general, by accomplishing, at a much less cost, the
same end proposed by au entire and distinct line from London to
Manchester.
These considerations have not been sufficiently kept in view by
other parties who have also proposed to make a railway from Rugby
to Macclesfield, but who, by deviating from the direct tract to pursue
valleys and to avoid the irregularities of the face of the country,
obviously lose the advantages proposed by this Company.
The Parliamentary decision on the choice of the London and Brighton
Railway is a parallel case, the direct line, although presenting more
difficulties to overcome, and involving a greater outlay, having been
adopted by Parliament in preference to the many competing projects,
in a more or less sinuous direction, which were at that time supported
in the House by very influential parties.

Should it be found necessary, arrangements have been made by
which additional lines of rails will be laid between Rugby and Lon-
don on the London and Birmingham Railway, whereby the surplus
trans northwards will be abundantly provided for.
This line also possesses the singular advantage of affording the
shortest and most direct route from Manchester to Southampton,
Gosport, and Portsmouth, a feature presented by no other proposed
railway. By adopting the Rugby and Oxford branch of the Great
Western as far as Didcot, and thence the proposed Oxford, Southamp-
ton, Gosport, and Portsmouth line, the distance from Manchester to
Southampton will be twenty-three miles less than by any other route,
and on this account the project has been warmly supported by the
Oxford, Southampton, Gosport, and Portsmouth Railway Company.
The deviations from a perfectly straight line between Rugby and
Macclesfield to avoid high ranges of hills, ornamental parks, or
valuable buildings are very slight, and the line in general offers no
engineering difficulties of any magnitude. The towns more directly
interested as a local line are Nuneaton, Hinckley, Atherstone, Market
Bosworth, Burton-upon-Trent, Tutbury, Ashbourne, and Leek.

The Company has made arrangements with the North London
Junction Railway Company, whereby it has secured the use of their
station (of the extent of six acres) in the centre of the City of London,
at the bottom of Moorgate-street, which will prove of the utmost
mportance to this line.
Amidst the many railway projects that now occupy the public
mind, and involve a vast outlay of capital, it will readily be conceded
that a line that will attain such important results at so small an
outlay of capital, and the time required for its construction, and
without interfering with any existing vested interetts, must meet
with general approbation, and at the same time offer a very exeellent
investment for capital.
The shareholders in the Oxford, Southampton, Gosport, and Ports-
mouth, in the London and Birmingham, and in the Manchester and
Birmingham Railways, will Nave a preference in the allotment of
the shares.

The deeds will provide that no call shall be made on the share-
holders beyond the deposit now paid, until the Act of Parliament is
obtained, and power will be taken in the Act to allow 4/. per cent.
interest in all calls.

Dated this

day of
Usual Signature..........
Name in full . •
Business or Profession ..........
Place of Business
Name, Residence, and Business or
Profession (if any) of Reference j

1845.

Application for detailed prospectus, maps, and shares, may be'
made to the Secretary, at the Offices, 78, King William-street, City,
London, and at 22, Cross-street, Manchester; and the following
sharebrokers :—Messrs. R. Sutton, G: ibble, and Sutton, 22, North-
side Royal Exchange, London ; George Burnand, Esq., Cornhill;
Messrs, Mackenzie and Laurence, 38, Cornhill ; Messrs. Bareay,
Allsop, and Co., Royal Exchange; Mr. William Marshall; Messrs.
Houghland and Leese, 51, King-street, Manchester ; John Wills, Esq.,
Royal Bank-buildings, Liverpool; Messrs. Wellbeloved an I Oastler,
Leeds ; Messrs. Edwards and Son, and W. H. Land, Esq., Bristol ;
J. R. Lane, Esq., Birmingham ; Messrs. Garton and Wright, Shef-
field ; J. G. Kershaw, Esq., Huddersfield ; F. C. Spencer, Esq.,
Halifax; Messrs. Han, Brothers, and Co., Cheltenham; Henry
Beaumont and Co., Exeter ; R. P. Lemon, Esq., Bath ; Joseph
Clark, Esq., Southampton ; and Messrs. Flint and Tootal, Hull.

WELSH SOUTH
STOW, FOREST 0
JUNCTION EXTENSION RAI
(Registered
Capital 900,000/., in 45,
Deposit, 21.2:
Shareholder to be liable bey,
PROVISIONAL
The Right Hon. Lord Rossmore
The Right Hon. Col. Dawson)
Darner, M.P.
The Hon. C. PelhamVilliers, M.P.
The Hon. Robert Gore, M.P.
The Hon. Col. Westenra, M.P.
Sir Henry Hunleke, Bart.
Sir Henry Webb, ISart

IDLAND, or CHEF-
DEAN, AND GLOUCESTER
SWAY.
'rovisionally.)
.000 Shares of 201. each.
s. per Share.
-ond the amount of his Share.
COMMITTEE.
William Hughes Hughes, Alder-
man of London
Cal. Hugh Caldwell
George Lawton, Esq.
W. P. ♦ndrew, Esq.
C. R. Colman, Esq.
Joseph Davies, Esq.
John Wheaton, Esq.
Edward Hall, Esq.
Major White
Captain J. P. Macdougall
William Shelford Fitzwilliam, Esq.
William Frederick Beadon, Esq.
(Richard Hartley Kennedy, Esq.
James Beech, Esq.
James Morrison, Esq.
(With power to add to their number.)
COMMITTEE OF MANAGEMENT.
Edward Francis Dayrell, Esq., Chairman
Edward Hall, Esq., Deputy-Chairman
Sir William Bacon Johnston, Bart. W. P. Andrew,. Esq.
Sir William Twysden, hart. C. B. Colman, Esq.
Major White W. S. Fitzwilliam, Esq.
Wm. Hughes Hughes, Esq. W. F. Beadon, Esq.
George Lawton, Esq. James Morrison, Esq.

FORM OF APPLICATION.

Sir William Twysdeu, Bart.
Sir William Bacon Johnson, Bart.
Sir Henry Seale, Bart
William Collins, Esq., M.P.

. _
Edmund Francis Dayrcll, Esq. ,I
High Sheriff of Buckinghamshire'
William Strahan, Esq.

ENGINEER.
William Gravatt, Esq., F.R.S.
LONDON RANKER".

Messrs. Glynn and Co.; and Messrs. Strahan, Pall, and Co., Strand.

PROVINCIAL RANKERS.
Messrs. Bromage and Co. Chepstow

Messrs. Balley,Greatres, and Co., Monmouth
Messrs. Williams and Sons, Newport _ _

The West of England Banking Company and Branches
The Monmouth and Glamorgan Banking Company and Branches
The National Provincial Banking Company and Branches
The Gloucestershire Banking Company and Branches

The County of Gloucester Banking Coinpany and Branches.

SOLICITORS.
Mr. W. T. M. Phelps, Newport. Monmouthshire
Messrs. A'Beckett and Sympson, 7, Golden-square, London
LOCAL AOHNTS.
Chepstow—Messrs. Baldwin and Morgan, Solicitors
Gloucester—Messrs. Ellis, Elliott, and Co., Solicitors
SECRETARY.
Mr William Prothero, 10, Old Jewry Chambers, London.

Thls Line will join the Chepstow, Forest of Dean, and Gloucester
Junction Railway at Chepstow, and extend westward near to
Piercifield, the far-famed Windcliff, and Thatem Abbey, to the towns
ef Usk and Pontypool, and over the centre of the great iron and coal
field of South Wales, passing near to and Ulm& the midst of the
extensive iron works and collieries of Monmouthshire and Glamor-
ganshire, to join the Aberdare branch of the Taff Yale Railway,
which connects Merthyr Tydvil and Aberdare with Cardiff—thus
forming a much more direct and almost straight Line—by means of
the railways already made and projected between those immensely
populous districts, and the centre of the kingdom and London, by
means of which the journey by land will be shortened between the
metropolis and this great seat of industry to four and a half, and
between Newport and Cardiff to I•ve hours, which at present, even by
the aid ef existing railways, cannot be performed in less than ft om
ten to twelve hours.

It will be found by reference to the official census of 1831 and
1841, that the average increase of population of the county of Mon-
mouth exceeded that of any other county in England or Wales ; this
fact is referred to as illustrative of the rising importance of the
country through which this railway is intended to pass, and of
the very large passenger traffic which may reasonably be calculated
upon.

The town of Usk, with Ragland, and the rich agricultural district
for many miles around, are supplied by carts from the vicinity of
Pontypool with coal and lime, which are there obtained at a cheap
rate, and in return cattle and provisions of all kinds, hay, corn, and
pit timber to an enormous extent, are sent to the iron works and
collieries, where the consumption is immense. This traffic alone
must necessarily ensure a considerable revenue to the Company, in-
dependent of the great traffic from the manufactured iron, fire
bricks, and paving stone, which is of esperior quality, and in great
abundance. The present cost of conveying and delivering iron and
tin plates from the works to Londe], including transit to the port,
shipping charges, freight, and insurance, amounts to little less than
20s. per ton, whilst by this railway, and those it is intended to join,
the average cost at the rate usually charged for such goods on rail-
ways will effect a saving of at least 25 per cent., and be conveyed
within twenty-four hours, instead of the average voyage round the
Land's End of three, and not unfrequently six weeks, and with the
very important advantage of delivering the iron free from rust,
which is unavoidable on a sea voyage, in small bars more particu-
larly, causing a deterioration of from 15s. to 20s. per ton at least.
This railway, by means of the Chepstow, Forest of Dean, and
Gloucester Junction, and the Birmingham and Gloucester Railways,
• will open Birmingham as a market for the manufactured iron of
South Wales, from which it has been in a measure excluded, from
the difficult and expensive transit by the River Severn and Canals.
Large quantities ofiron ore, know' as " Haemateto ore,”is imported
into Wales, from Lancashire, Cumberland, Devon, and Cornwall; whilst
ors of a similar quality, and equal productiveness for iron Waking,
exists in abundance in the Forest of Dean, and-may be raised and
delivered from thence by means of this and the Chepstow, Forest of
Dean, and Gloucester Junction Railway to the different iron works
in Monmouthshire and Glamorganshire at an average of from 25 to 30
per cent. less than it costs at present, and at the same time leave a
handsome remuneration to the Railway Companies.
The Committee of Management have gone very carefully into
estimates of the goods traffic especially, and they feel justified in
expressing a decided opinion that the revenue from this source alone
will yield 5 per cent, on the proposed capital of the Company. In
addition to the revenue to be derived from the other traffic.
This Railway will pass close to, and within a few milesonpalthoef
iron and tin works of Monmouthshire, and the Pilodpai
those in Glamorganshire ; and the following short statistic
vast
extent of those stupendous undertakings will give an idea of Me
iworks Cora-
nr.pno,r4, aeantrceot fymPontypool, thepresentoiTainna a
rpderd_ozj
Coal
Thevon
oWorksr k Iron and tin
and Rolling
2. The Blaendare Iron an
54s
3...
The
eef
ilseitnteitnswhs iynvler,oT increwoloVi foprsal:
na
dt rvoarnateagr anlrdonCaiverloerokan
apaCnoy7.
mpany
alvrnaiodnei
ICht b
aon
TTTThihhlee;Nwnolaaialeibtncryletnione

it): The Beaufort
1. The Ebbw Vale
L. The Victoria Company

•
13. The Abbel.carne, Pontymister, and Tydeo Tin Works,
,4. The Tredegar Iron Company
5. The Shirhowey

:6. The Rhymney and Bute Company
.7. The Bowlais Iron Works
Carfartha.

Added to 'which, in the \gitilty, are the extensive works and
collieries in the Aberdare Valley, and on either side of the intended
railway are collieries raising and vending about ono million and a
half tons of coal per annum, which it is not unreasonable to ex-
pect will he greatly extended, by the facilities offered through the
intended railway.
In the districts of Merthyr, Aberdare, and westward, there exists
an inexhaustible abundance of a peculiar description of coal, which,
though inflammable, is nearly smokeless, and is found to be superior
In gttalitf for steam purposes to any yet known. In the Londo4