The Sun.
London, England, 1845-07-25 00:00:00

VALUABLE MINES,

REAT LUXEMBOURG COMPANY,
'4;LX Capital 3,000,0001., in Shares of 500 francs, or 201. each.

Deposit 50 francs, or 21. per Share.
PROVISIONAL COMMITTEE.
BELGIAN.

Monsieur Francois d'iloffschmidt, of Resteigne, Ancien Depute,
Commissaire Royal de l'Arrondissement do Bastogne, Chevalier de
l'Ordre de Leopold at de la Croix de Fer.
Monsieur Nicolas Berger, President du Tribunal Chef-Lieu de la
Province de Luxembourg a Arlon, Ancien Depute, Chevalier de
l'Ordre de Leopold, et Administrateur de la Societe d'lndustrie,
Luxembourgeoise.
Monsieur Emmanuel Vandewalle, Ancien Negotiant at Bruxelles.
Monsieur Jules Lo Jenne, Directeur de la Banque d'lndustria at
Antwerp.

ENGLISH.
Sir W. Magnay, Bart., late Lord Mayor and Alderman of London.
F. F. Clossmann, Esq., Director of the Sedan Railway, &c., &c.
John Masterman, Jun., Esq., Director of the Northern and Eastern

Railway.
Thomas lienry Pluck, Esq., Chairman of. the Sedan Railway, and
Director of the Great Eastern and Western Railway.
Richard Heaviside, Esq., Brighton
Henry Symonds, Esq., Director of the ("rent Western Railway
Charles Lyalt, Esq., Director of the Irish North Midland and the
Aylesbury and Mame Railway
Wm. Evans, Esq., late Sheriff of the City of London and Middlesex
James Henry Attwood, Esq.
James Brand, Esq., Director of the Cambridge and Lincoln Railway
William Crake, Esq.
Robert Watkins, Esq., Director of the Chichester and Brighton
Railway

(With power to add to their number).
BANKERS IN LONDON—Messrs. Masterman, Peters, and Co.
BANKERS IN LivEapooL—Messrs. Moss and Co.
BANKERS IN BaussELs—Messrs. J. P. Matthieu and Son.
SOLICITORS—Messrs. Reed and Robinson, 31, Moorgate-streat.
CONSULTINS ENGINEER—JOSepII Locke, ESQ.
ACTING ENGINEER—F. N. Dudot, Esq.
Szcarri.ar—George W. Dills, Esq.

The Railvray for which this Company has obtained a concession, will
join the main Belgian line from Charleroi to•Nainur and Liege, at
some point near or between 'the two fOrmer towns, and will run
through the whole province of Luxembourg, in the Direc,ion of
Distant, Neufchuteau, and Arlon, to Luxembourg, with an extension
to Thionvillo and Metz,-.at which latter city it will join the Paris and
Strasbourg Railway. The whole will be about 140 miles in length.
It will thus unite all the Belgian railways with those of Francs ; and
• .

if the direction of the various great lines in those two countries, from
Ilelgimin to Lille, Valenciennes, Dunkirk, and Calais be examined, it
will be seen that the Luxembourg Railway will thui form by far the
shortest, and, consequently, the quickest and cheapest route from
those countries, and from England to..Metz, Strasbourg, Rhenish
Prussia, the Rhine (South), Baden, Wurtemburg, and the other im-
portant districts of the-North-East and East of France, and of the
South -of Germany, and also to the Eastern parts of Switzerland
aneltaiy. At its northern extremity, this railway must receive
a large proportion of the immense goods' traffic proceeding from
Holland, Belgium, and the other countries north, by the river Meuse
and the Belgian railways and canals which centre in that district
from Antwerp, Ostend, Brussels, Ghent, Bruges, and other Belgian
provindes, and join-those of France on one side, and on the other
those; of Germany and Holland ; thus 'formihg continuous lines of
communication with them all. Looking next to -the-south, a railway
is to be .made (as a branch to the Paris and Strasbourg Railway)
from Metz to the extensive coal-field at Sarrebruck,. and another is
projected to Manheim, on the Rhine. At Thionville and Met., the
Luxembourg line will meet the large passenger and goods traffic on

the Moselle; to and from the Rhine at Coblentz, which the establish-
ment of steamers on the Moselle, is daily and rapidly increasing.
Much of the great transit trade now going by the Rhine through
Holland is also likely to take this route through Antwerp or Calais,
in consequence of the treat difficulty, delay, and expense of ascending
the Rhine between Strasbourgh and Bile.

There is likewise a considerable local traffic in passengers and
goods in the districts through which the railway will pass, and nu-
merous fairs are held there. They abound in timber, corn, wine,
mines of every description—iron, copper, lead, manganese, antimony,
&c.; rock-salt, limestone, plaster, slate quarries (which supply the
whole province, and export to a large extent to other countries)—and
they contain numerous tanneries, salt-works, and ull the smelting
aid other establishments to which mineral productions give rise.
There are 28 blast-furnaces in the province of Namur, and 41 in
that of Luxembourg, which all draw iron-ore from the Luxembourg
mines. Besides the local consumption of iron, about 70,000
tons are annually exported. On the other band, Luxembourg
imports from Belgium large quantities of glass, manufactured
goods, colonial produce, spirits, zinc, =tide, and building-stone,
kc. The importation of coal from the Belgian coal-field, at the

north end of the line, and from Sarrebruck, at its southern extremity,
would increase to a very large extent, both for fuel and for burning
lime, smelting ore, and other manufactvring purposes, as soon as an

improved means of conveyance is introduced, instead of the present
slow and expensive one of carting, which keeps that article at a high
price: One part of these districts contains fine limestime, while the
other wants it ; and the slates would find a largely 'increased sale in
Belgium, Holland, and France. The wealth, fertility, and population
of the department of the Moselle, In which the southern terminus of
this railway will be situated, are too well known to need.comment.
In'
.1828 a powerful Belgian and Dutch Company, called the
. . .

" Societe du Luxembourg," undertook to carry out the great national
objects--Ist, ofuniting the rivers Mouse and Moselle, dad of thus af-
fording a pirfect and continuous means of communication through
the whole length of the province of Luxembourg, by completing the
line of navigation from the Meuse at Liege to the Moselle, near Lux-
embourg and Trevcs ; and 2dly, of bringing into active production
the great mineral wealth of this province, which had remained dor-
mant for want of proper means of conveyance: For these purposes
the Luxembourg Company was endowed with a perpetual grant and
almost unlimited powers. In accordance with this project, the Com-
pany commenced operations at the Liege end, and proceeded
with great vigour and success, until all was stopped by the Belgian
revelution of IS3O. National jealousy or other circumstances
'have since prevented the resumption of the scheme. The river
Ourthe, which flows into the Meuse, and was the commencement of
the proposed line of navigation, had, however, been considerably im-
proved by the Company, and au important local traffic, amounting io
about 70,000 tons perannum, is now established there, fromwhich the
Luxembourg Company has derived a handsome and increasing return
for the money expended. This Company had blio obtained the
grant of three valuable mining localities, previous to the revolution
of 1830; namely, the grant of the lead, copper, and 'iron mines at
Durbuy, of the lead mines of Maizeret, and of 'the manga-
nese mines of Itlhain. Several other grants had been applied for,
and were pending, but the matter has since remained in abeyance
from the' circumstances already mentioned. The grant of Durbuy
extends' over seven parishes, and 19,308 statute acres; 24,000 tons
of ironore had already been extracted previous to 1830, and about as
much iron in .1839 and 1640, when the works were resumed. In
1842 these mines were let for twenty years to another company,
who undertook to produce at least 1000 cubic yards of rough ore per
annum, and who are actively working the mines. The Luxembourg
COmpany roceives a royalty or farm-rent of the tenth of the produce.
The grant of the Maizeret lead mines extends over 630 acres: From
the result of the borings and excavations made, these mines are con-
sidered very valuable, and they have the advantage of being close to
the Meuse river and to the high-road from Namur to. Liege. The
concession of Biliain extends over 1614 acres, and promises to be-
come -one of groat value; 600 tons of Manganese had already been
extracted when the works had to be suspended in• 1830; The com-
pany hadalso already expl red several valuable mining localities, pro-
ducing baryte,(trom one of which mines 530 tons were extracted,) rock-
salt, antimony, lead, copper, iron, and other minerals, of which it
had ;quilled for grants under the powers and intent of its charter. A
large number of quarries were likewise opened by the Company, and
continue to be worked. It possesses property in -Brirssels; including
a large -mansion and premises, where its offices are situated.
In order to become possessed of the extensive :powers granted to
the Luxembourg Company, and thus to obtain the entire command of
the' intercourse and mining property in that province and the ad-
joining'distriets, this Company will have to purchase the shares and
rights of the Company above-mentioned, including of course the
canal, mines, and all its other property, interests and privileges, for
the sum of 260,0001. As the railway will effect the purposes of con
veyance and communication through Luxembourg, for which the
canal was projected, it is now intended (and it is in accordance with
the charter) to complete the line of navigation only from the Meuse
at Liege to La Roche ; of which the estimated cost is under 400,000/. ' • by
this means the railway and navigation cannot clash, as they will
start from and run through quite different districts: It will be reserved
for future .consideration whether the canal shall eventually be joined
to the railway .by a branch canal or railway from La Roche, or
whether it shall be continued in any other direction. In the
meantime the local traffic alone will be sufficient to produce a hand-
some return on the capital to be invested; it being estimated upon a
careful and moderate calculation to yield a net profit of about eight
per ,cent, on the capital required. It may not be generally known
that the Belgian canals give a net profit of from six to fourteen per
- cent.; Mid" the Charleroi and Brussels Canal, which was conceded to
a company in 1826, is paying ten and a half per cent. on the capital.
In addition to the great mineral traffic above described, the canal
will cross several extensive forests; whence large quantities of tim-
ber and wood will be sent for ship and house-building, fhel, and other
purposes, for which it Is constantly in great demand. .
The concession of the railway is already obtained from the Go-
vernment, for a lease of ninety years from the date of its completion.
The other conditions are equally favourable. The tariff Is about
thirty per cent. -higher for passengers than that of the Belgian
railways, being about the same, both for passengers and goods
as that of France, while it is much more advantageous in many other
respects.

The Government is to give, without charge, all the laid required
for the railway, wherever it crosses the crown lands, and it is to use
its authority, and: influence to induce parishes and Individuals to do
the same. No government or other tax or duty is ever to be im-
posed upon the railway, nor is any rival line to be allowed to start
front the Belgian railways in the direction of this one through
Luxembourg, fir at least twelve years. The " Concessionaires," or
lessees of this railway, or their representatives are to have the pre-
ference of all branch lines which may hereafter be proposed in con-
nexion with it.
• The cost Of construction is expected to be considerably under the
average of the Belgian lines, the best proof of which is to be found in
the circumstance that tho Government engages to release the lessees,
to returi 'them the caution money, and to pay them 'fit their ex-
penses of surveys, &c., if the estimate of cost now being made by the
Government engineers should exceed the average cost of 800,000
francs per Belgian league (about 10,0001. per English mile), for a
single line of rails, but with the land, earth-works, and masonry for
a double line. The working of the railway is aiso likely to be very
cheap; to which 'a coal-field at each end of it, and the consequently
low price of coke, will much contribute. From all the circumstances
already stated, and careful inquiries into the traffic,, there-can be no
donbt that this line of railway will yield a very handsome return upon

the capital required.
In the allotment, due consideration will be shown proprietors of
shares in the adjoining undertakings of the Sambre and Meuse, Lou-
vain and Jemappe, and Namur and Liege Railway Companies.

FORM OF APPLICATION FOR SHAVES.
To the Directors of the Luxembourg Company.
. Gentlemen,—l request that you will insert my name as a Subscriber
for Shares of 500 francs (200_ each,npon the terms and
conditions of the prospectus of July, 1845, and the. Acte de Societe
slid Statutes ivsulding the Company, aud I hereby undertake to
accept the same, or any less nurnbe*-ou may allot me, to pay the
deposit, and signidLrequired deeds when .I squill be called upon to do
so, and to couform to the statutes and regulations of the Company.
I am, Gentlemen, your obedicnt F \ .1; t,
• • 'Names at full leng-th".... ...... • • . • • • ••• • • •
• Descrirtiou . ...... . .. • • • • • •
Re;sidalee
Reference.... . .. .....

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rosptetuses and forms of application may be hadAt the Temporary
Officea of the Comiiany, 61, Noorgatestreet vitae tray be seen spe-
cimens of POMO ot itie mines.