The Sun.
London, England, 1845-08-12 00:00:00

E. CARDWELL.

take on behalf of this Company solely, or to concur with
other parties in taking such steps respecting the pro-
jected new lines of railway mentioned in their report of
this day, as to them shall seem most conducive to the
interests of this C4,mpany, and to make, or concur in
making, such application to Parliament, with reference
thereto respectively, as shall in their judgment be expe-
dient.

4. That the Directors be authorised and requested to
subscribe on behalf of this Company towards the pro-
jected central railway terminus near Charing-cross,
or to take such other measures with reference thereto,
with the object of obtaining for this Company an ade-
quate share in the use and management of the same, as to
them shall seem most advisable.
Mr. TITS (the architect) and Mr. CHADWICK spoke
to the eAnnate of 1,000,000/. sterling as being amply
sufficient for the London-bridge extension.
The CHAIRMAN advocated the establishment of a
steam-boat company at Portsmouth and Southampton,
in connexion with the South-Western Railway.
Mr. Tut,: proposed a committee for the purpose of
considering the Chairman's suggestions, and reporting
accordingly.
The resolution was carried unanimously.
A committee was also formed for the purpose of con-
sidering and adopting the best means of founding a fund
fur the ben& fit of the workmen and children connected
with the railway.
Thanks were then voted to the Chairman, and the
meeting broke up.

LONDON AND MANCHESTER DIRECT INDE-
PENDENT RAILWAY.—REMINGTON'S LINE:
MANCHESTER, FRIDAY MORNlNG.—Yesterday a public
meeting of the merchants, manufacturers, tradesmen, and
others, inhabitants of Manchester, and the surrounding dis-
trict, was held in the large room of the Town-hall, King-
street, to meet a deputation from the London and Manchester
Direct Independent Railway. At the time appointed there
were about 180 g.ntlemen present, amongst whom we noticed
the following :—David Ainsworth, H. Marsden, B. S. Saw-
ler, barrister ; James Consterdine, James Taylor, M. Norris,
Thomas Deane, J. S. Stubbs, Captain Gibson, D. Wadding-
ton, Mr. Braddock, J. Collier, H. Newberry, Mr. Grundy,
Mr. Bingon, Mr. Bowker, Mr. Robinson, Mr. T. Hopkins,
Mr. Worley, Mr. Royle, Mr. Roberts, Mr. Ormrod, Mr.
Davis, Mr. Hyle, Mr. Winsor, surgeon, &c. The following
gentlemen, composing the deputation, were also on the plat-
form :--The Hun. Colonel Stanhope, G. P. Livius, Esq., Bed-
ford ; W. King, Esq., London ; Horace Meteyard, Esq., Lon-
don; John Joseph Keane, Esq., London ; Richard Johnson,
E•q., London ; Sir George Stephen, London Sir John Ren-
nie, engineer ; George Remington, Esq., engineer ; Jere-
miah Clarke, Esq., London and Macclesfield ; Juhn Burgess,
Esq., boroughreeve ; John Holford, Esq., Manchester ; Henry
Wardle, Esq., Macclesfield; Robert Hine, Esq., Macclesfield;
R. H. Wilson, Esq., Manchester; R. B. B. Cobbett, Esq.,
Manchester.
Mr. John Brooks was called to the chair.
The CHAIRMAN, in opening the proceedings, observed that
during the summer of last year a deputation of gentlemen from
London had called upon him to solicit his support in favour of
a direct line of railway between London and Manchester.
They brought with them letters of introduction from several
of his friends in the metropolis with whom he had been doing
business for upwards of thirty years. The introduction was
so respectable that he at once put down his name, arid con-
sented to act as one of the Provisional Committee, and at the
same time offered to put down his money for a number of
shares. He heard no more of the scheme till the present year,
when it was again brought before him. He was always of opi-
nion that a direct line of railway to London was indispensable,
and he believed Sir Robert Peel was of the same opinion,
having pledged himself to support it ; and believing it was pro-
gressing he was very much surprised in a few days after to
learn that another scheme of the sarae sort was projected.
Under those circumstances he thought the vales of the scheme
enhanced, as it appeared of such importance as to ensure a
competing company,'. and therefore when they came before
Parliament he presumed there could be little or no opposition
to the principle of direct communication between Manchester
and London. The two Companies might, however, expend
much money in useless litigation, and therefore it oc-
curred to him that they had better amalgamate
in promoting the undertaking. He had no doubt
upon his mind but that their (Remington's) line was by far
the best, but if the other party could make any improvement
he was sure they would be liberally met. He had called upon
them when in London, and told them this, but they appeared
to possess little or no information upon the comparative merits
of the two schemes. The scheme, he believed, would be fairly
brought before the meeting, and having heard all that the de-
putation had to say In its favour, it would be for the people of
Manchester to give or withhold their support from the resolu-
tions that would be submitted for their adoption. He would
not say more at present, but call on the members of the depu-
tation to explain the object of their mission.
Sir GEORGE STEPHEN, as one of the deputation, complained
of the course adopted by Mr. Ashes, the attorney to the com-
peting line, and then explained the nature of the proceedings
of the Committee. Immediately on hearing that an opposi-
tion line was projected be applied at their office for a plan of
their intended line, but could not procure one, nor any infor-
mation whatever. He was told that in a few days the required
information would be afforded, but it was delayed, and, indeed,
never yet satisfactorily laid before the public until Remington's
line was before the public, and then came out their prospec-
tuses and plans of the very same line of railway proposed by
that gentleman—a proceeding which he (the speaker) consi-
dered a most convincing proof of the eligibility of the scheme.
The engineer they employed was a man of some eminence in
his profession, and yet he could not discover a better route
than the one laid down by Mr. Remington. When he
( Sir George) was on the point of leaving London he met
Mr. Sudlow, a gentleman who took a prominent part in the
opposing scheme. He told him that it was unfair in the
Company to take advantage of Mr. Remington's survey,
and was answered by Mr. Sudlow, that they thought
themselves perfectly justified in taking it up, because :sir.
Remington had abandoned the project. Surely the gentlemen
of Manchester would not allow Mr. Remington to be thus
plundered of the fruits of his labours In the advertisement
put forth by the opposing line, the names of many gentlemen
supporting Mr. Remington were inserted, and letters and
other communications had been circulated, denying the right
of our publishing names upon our list of subscribers. The day
before leaving London he saw a letter in the morning papers,
signed by a Mr. Ogle, recalling the names of Messrs. Jones
Loyd, as bankers to this line. Nothing could be more unfair
than the adoption of such a course. Their connexion with
Messrs. Jones Loyd was this. Some time ago he (Sir G.
Stephen) called at the bank in London to open an account
with them; he saw one of the partners. to whom he commu-
nicated his object, but was informed that the house at Man-
chester must first be consulted. In a day or two after he saw
Messrs. Jones Loyd and Co., of Manchester, attached to the
Company, and believing therefore that they consented through
some other parties, he took no further steps in the matter.
The project was, he said, objected to on account of the extent
of the undertaking ; but that very circumstance he believed to
be one of its best recommendations; and he could with con-
fidence affirm that it was the determination of the Committee
to persevere, and at the opening of the next session bring the
line before Parliament. They did not come to ask the people
of Manchester for money, of that they had already sufficient,
and were resolved to prosecute the undertaking ; but in order
to secure success, it was necessary to have the influence of
the people of Manchester when before Parliament. It wat
absurd to object to the line on account of its extensiveness ;
on the contrary, that was one of its best recommendations.
Parliament had already given direct trunk linPs to Bristol,
Exeter, Birmingham, York, and other places, and yet,
Manchester, the most extensive town in the kingdom, is
still without a direct communication with the metropolis,
by which a heavy tax was imposed on the transmission of

tA Ullllosaart..g.Tt 1,1-i hom,ri dew ikat the i1p110q1.16% -----
line would be so great that they never rould sueeeed, but this
was an idle fear.

Mr. G. P. !AVMs was the next speaker. Ile observed
that there could not be any difference of opinion as to the
propriety of a direct line of railway between Manchester
and London. That being conceded, the question arose who
were the most fitting persons to carry out the scheme. Mr.
Remington and Sir John Rennie having been engaged
in the undertaking from the year 1836 appeared to him to
be best informed as to the hest route of railway. If, how-
ever, another company have discovered a more direct and
easily constructed line, then they were entitled to its advan-
tages; but up to the time he was addressing the meeting
no map or plan of the proposed competing line was laid
before the public. True, it was set forth in the
prospectus that they would find accommodation to
certain towns, but whether by branches or other-
wise did not appear. In reference to the line of
country through which the line was intended to pass, he
would say a few words. Meetings had 11,en held in almost
every town on the proposed line, and they (the promoters)
had received universal support. At all those meetings the
greatest unanimity prevailed, and the resolutions adopted were
of the most decisive character. He b•lieved it would, when
completed, be the most important line is the kingdom, and
the Committee had received the must warm support from
nearly the whole of the landowners through whose property it
was intended to pass. In conc'usion, he begged to inform the
meeting that the Directors were resolved to bring the matter
before Parliament next session, and leave it to the great tri-
bunal of the country to decide upon the comparative merits
of the two lines.

Mr. DAVID WADDING ON, deputy-chairman of the Man-
chester and Birmingham Company, wi,hed to a•k whether the
gentlemen promoting the competing line had had notice of the
meeting then holding, that they might be present to hear what
had been said of them ?

Colonel STANHOPE said that no formal notice had been

given. The meeting was yublicly advertised, and he hopes'.
Mr. Ashes or some other gentleman was present to discuss the
comparative merits of the two lines.
Sir Joiix RENNIE said that in the year 1836 Mr. Reming-
ton consulted him as to the propriety of a direct line to Man-
chester, and he ( sir John) then gave it as his opinion that it
was a most important undertaking, and ought to be carried
out. lie had, in corjuncticn %Nob Mr. Remington, received
instructions from the Committee to proceed with the survey,
and had no doubt but they would be prepared with the whole
of the plans and gradients by the 30th of November next. lie
or Mr. Remington would b 3 most happy to answer any ques-
tions that might be put to them.
Mr. Jou N BURGESS, boroughreeve of Manchester, proposed
the first resolution—" That the feeling of this meeting is
strongly in favour of a direct and independent line of railway
between London and Manchester, as being the only mode of
obtaining the cheapest and shortest route for carrying the
large passenger and goods traffic between these two important
termini."

Mr. R. S. LAWLEIt, editor of the Manchester Courier,
supported the resolution. Hitherto, he had taken no part in
promoting any railway schemes, but as an inhabitant of Man-
chester, he considered it his duty to assist in the promotion of
direct communication with London. He then read an extract
of a speech delivered by Sir R. Peel in favour of short and
direct communication between large and important towns. He
was of opinion that the whole railway system was a blunder,
and would never be complete until direct trunk lines were
universally adopted. The question for them to consider was
whether they (the people of Manchester) would take from
Mr. Remington the merit he justly deserved, and hand it over
to a person who had fraudulently taken advantage of his labours
and scientific skill.

The resolution was then put and carried with one dissentient.
Mr. DAVID A iliswoicrii moved the second resolution, and
said that hitherto he had taken no active part in the
scheme, because he was not satisfied with the line ; but, since
the arrival of the deputation in Manchester, he had received
such information as convinced him of the merits of the
undertaking. He was, therefore, resolved to support the
prosecution of a work which was of such importance to the
town of Manchester. The only gentleman who had held up
his hand against the first resolution was one of the gentlemen
who had signed in favour of the line at the same time he (Mr.
Ainsworth) signed that document. He concluded by moving
—" That this meeting, having heard the full and explicit
statements of the acting Committee of Remington's line, and
feeling assured of their determination to proceed into Parlia-
ment in the ensuing session, are of opinion that the said line is
the most convenient for the town of Manchester, and the most
worthy of its support."
Mr. Alderman BURD said that he opposed the resolution be-
cause he thought it was pledging the people of Manchester to
a railway scheme which was not fully undentood.
Mr. eOOIZE, of Macclesfield, supported the resolution, and
in the course of his speech complained of the want of railway
accommodation for that town.

Mr. J. P. WESTHEA I), Chairman of the Manchester and
Birmingham line, said he felt it to be his duty to offer a few
observations, more in the way of explanation than of opposition.
It was but that morning that his attention was directed to the
meeting, and, therefore, he came unprepared to say much on
the subject of a direct railway to London. He might, however,
just observe that much distance could not be saved by the
proposed line. The old coach road, which was, of course, the
nearest that could be well made, was ISG miles, and when
the Trent Valley is completed, the distance by railway will
be only ISB miles, and by the Churnet Valley
the distance would be reduced to IR miles, or five miles
less than the coach road, whilst the proposed direct line will, ac-
cording to the statement of its promoters, be 177 miles. lie did
not, therefore, think that the saving of so short a distance justi-
fied the expenditure required for the making of the proposed
line. He would, therefore, caution the people of Manchester
against cominc, to a hasty conclusion, by adopting any resolu-
tion which pledged them to support ,the undertaking then be-

fore the meeting.
Mr. AIETEYARD, of London, next addressed the meeting,
and said that Mr. Westhead appeared to be perfectly ac-
quainted not only with the meeting, but also with the merits of
competing railways, and, therefore, ought not to complain of
the shortness of notice. He thought that Mr. Westhead had
very much injured his case; for he showed that the opening
of the new lines, to which he directed attention, would leave
the passengers and traffic to be carried by four companies be-
tween Manchester and London.
Mr. DAVID WADDINGTON said that having seen the adver-
tisement calling the meeting yesterday, he called on Mr. West-
head and requested that he would accompany him to the meet-
ing, that they might give such information as might be required
in reference to the lines now in progress, which he hoped they
had done. He suggested the propriety of the meeting with-
holding its decision until the latter end of the year, when the
plans would be depcsited with the Board of Trade.
Mr. JOHN \ViIVATT supported the establishment of com-
peting and direct lines, on the ground that the inhabitants of
.tlanchester and London would receive at the hands of the

railway servants a little more civility than they were accus-
tomed to. He was so satisfied with the scheme of Mr.
Remington that he felt justified in calling oil his fellow-towns-
men to give it their support.
Sir GEORGE STEPHEN thought the town of Manchester
was fairly represented by the ISO gentlemen, who constituted

the meeting.
Mr. NEWBERY, one of the Directors of the Manchester and
Birmingham Railway, ➢rotested against the statement made by
the last speaker, that the meeting was a fair represenation of
the town of Manchester. If Sir George Stephen knew as
much of the town of Manchester as he (Mr. Newbery) did, he
would not have ventured su -11 an opinion. He did not see any
gentlemen on the platform who were known to take an active
part in the promotion of railways for the accommodation of the
town, except a few gentlemen who simply moved and se-
conded resolutions without remark. He did think that the
Chairman ought to pause before he gave his support to such
an undertaking. That gentleman had already lost so much
money by the Manchester and Crewe speculation that he Lt
all events should pause before lie again embarked in such
undertakings.
The CHAIRMAN said that, having been personally alluded to,
he thought it tight to admit that he had lost large sums of
money in a previous scheme ; hut he thought a direct line of
railway was necessary for the trade of Manchester, and, there-
fore, instead of taking up 50 shares, as he originally intended,
he wou'd now take 200, it he could get them.
The resolution was put and carried with four dissentients.
The thanks of the meeting were then voted to the Mayor
for granting the use of the room. and also to the Chairman ;
after which the meeting separated, having occupied upwards
of three hours.

CHESTER AND BIRKENHEAD RAILWAY.
The adjourned half-yearly general meeting of the share-
holders in the Chester and Birkenhead Railway was held on
Saturday, in the Clarendon Rooms, South John-street, Liver-
pool, William Jackson, E,q., Chairman of the Board of Di-
rectors, in the chair. The report stated that the increased
traffic had enabled the directors to recommend a dividend of
13s. per 501., and 6s. 6d. per •251. share, and that the same
be payable on and after Monday, the 18th August inst. ; but
there would have to be a deduction trade of 3s. per share
on the new 50/. shares, for interest on the calls unpaid at
the period of closing the accounts. The Bill for the exten-
si.n of the line from Grange-lane to the Birkenhead Docks
had received the royal assent, and the rapid advance in the
price of property had induced the Directors to7anticipate that
assent by purchasing a considerable portion of the land which
would be required for the extension ; awl to raise the neces-
sary capital to complete these purchases it was recom-
mended that 15,000 new shares, of 201. each, should be
created, and that the holders of one 501. and two 251. shares
be entitled to one of such new shares at par. The Chair-
man announced that their disputes with the projected Birken-
head, Lancashire, and Cheshire Junction Railway had
been adjusted, by an arrangement by which the two com-
panies mutually agreed that 250,000/. worth of capital in the
Birkenhead, Lancashire, and Cheshire Junction line should
be allotted to the shareholders in the Chester and Birkenhead
Railway, and the Manchester line were to be entitled to the
same terms as were agreed upon last year between the two
companies, the Chester and Birkenhead Company undertaking
to amalgamate with no other line. With a view of increasing
the accommodation, the Directors had determined upon laying
down a new and additional set of rails, but whether upon the
broad or narrow gauge they were not at present prepared to
say. The report having been unanimously adopted, resolutions
in accordance with it, and the statement of the Chairman, were
agreed to, the Directors being authorised to make a call of 5/.
per share on the new shares about to be issued on the 15th of
September, and the meeting terminated with the customary
vote of thanks to the chairman.

RAILWAY SCHEMES—THE TWO DIRECT
MANCHESTER RAILWAYS.
(From the Mining Journal.)
Among the many schemes, which for the last few
months and even now are attracting the public attention,
none are so prominent and important as the two com-
panies, who have started main trunk lines to Manchester.
The first was announced officially to the public under
the title of " The Direct London and Manchester Rail-
way," the second assumed that of "The Direct Inde-
pendent London and Manchester Railway—Remington's
Line." A rival line of railway to Manchester, and an
opponent, too, or the London and Birmingham, Grand
Junction, and other great lines in that direction, needs
for its prospects of success, the countenance and support
of those who can turn into it some of that immense
traffic passing daily between London and Manchester.
It i demonstrable, that if there is to be another main
trunk to Manchester out of London, it must be a TRADE
LINE. This is an opinion, and we are confident that that
opinion will be acquiesced in by all who have thought.
and are interested in the subject, and is the opinion of
the projectors themselves. With the same confidence
, way corn.
that we express this opinion, we express another, which
we hope will be properly weighed by
those who
em-
barking in railway projects—viz, that a rail are
pany, formed to go from London to Manchester, started
for speculation sake, wiafiiih.
Passing by some topics which have been introduced to
the public, as to these schemes, and most properly in-
tne use by one company of names for
d—atitroelrii-Y. had been received from the parties
wtrhodicuhce no na
quoted, b ecau,e such matters, winotit,ect ,
, are apt to tale,
the public (if their gnarl, and tend to ruin many a man
who legitimattly amt honestly employs his capital upon
the credibility and responsibility of the names advt rtised
as the promoters of a scheme, we shall advert, as briefly
• as our space allows, to a few circumstances, which should

. .cti.'i'i'' .`^~i

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and importance. No man, who has :Tell the immaose
woollen and linen drapery establishments in London acid
the large towns, can rail to be struck with the vast
quantity of goods which must come out of Manchester,
and, if we could bring to the eye the shipments of the
Manchester manufactures which are made to all quarters
of the globe, the annual commercial operations between
London and Nlanchest, r would appear astounding. If,
in addition to these, we add the extensive glove and
stocking trade of Leicester, which principally pours it-
self into London, an accumulation of commercial trans-
actions would be developed which no other part of Eng-
land could surpass in extent. The three great termini
of the new main trunk to Manchester, are .Manchester,
Leieest r, and London. We have it on good authority,
that icy one large stocking and glove es:abiislow-nt at
Leicester, no less th.n 25,000 pairs of gloves are manu-
factured weekly I
The inevitable conclusion is, that if the traffic conse-
quent upon the transit of goods from Manchester and
Leicester to London, or any large portion of it, were
thrown into a competing line with the Birmingham and
(;rand Jouction, that ctinpeting line, if leginamb
carried forward, could not but be successful. The pre-
sent route to Manchester is circuitous; that to Leicester
more so. The qdestion which forces it elf, then, upon
us is—which of the two main trunk lines now projected
could approach such traffic ? If one be started by the
masters of that traffic, who pay for the carriage, and
could, if there were two iines, choose which they
pleaae —surely the conclusion would be, that must be
the one, if any, to succeed. It is plain that Mailing-
ton's line is not only not supported by the large ware-
houses and establishments in London, but opposed by
them—while it is as palpable that the Direct London
and Manchester is the project of the Manchester and
Leicester trade, and the addition of " the Trade line "
would have been a proper appendago to it. The
Direct comes forward with the astounding intimation
that " the London promoters only of this line
(the Direct London and Manchester), in their
ordinary commercial operations, now pay for the
carriage of goods a sum equal to 4 per cent.
upon the whole capital ; an amount of traffic which will
pass upon the Direct line when completed. At the
proper time this fact will be proved in Parliament." The
names of this Company's committee are a guarantee of
the truth of the statements published under its title,
and, with regard to the extent of business of its sup-
porters, those who have been in Watling-street, Wood-
street, and the neighbourhood, in the morning, when the
waggons of our great carriers, Pickford, Chaplin, and
Deacon, have been casting their bales of goods from
Manchester and Leicester into the extensive warehouses
there, can doubt the magnitude of the daily dealings of
these firms. While the Direct is announced to the world
as started by the wealthy proprietors of such establish.
ments, there is not on Remington's acting committee one
London tradesman named, engaged in the Manchester
or Leicester trade. These facts and reasons induce us
to give the preference to the Direct Company, of which
Mr. Rastrick is engineer. Our space prevents our going
into this matter further to-day, but there are other topics
to which we shall have occasion again to advert, in con-
nexion with the history of the two companies.