The Sun.
London, England, 1845-08-27 00:00:00

SOLICITORS,

Messrs. Parker, Hayes, Barnwell, and Twisden, Lincoln's Inn-fields,
London
Mr. Samuel Carter, Birmingham, and 37, Great George-street, West-
minster
Mr. William Meyrick, 2, Furnival's Inn, London
Messrs. Rose and Messrs. Tindal, Aylesbury . . _

Messrs. liea;;;liTelsOn, and Mr. Henry Smith, Buckingham
The object of this undertaking is to supply railway communication
to the towns and districts lying between the London and Birmingham,
and the Great Western Railways, giving them the best means of access
to the metropolis, and connecting them also with the Northern and
Eastern lines of railway, as well as with Oxford and the South.
The main line will'commence from the London and Birmingham
Railway, near Harrow, and passing to the north or ]Uxbridge, will
proceed up the Valley by Chalfont, near Amersham and Chesham to
Missenden and Wendover, and thence to Aylesbury ; from which
place it will extend to Buckingham, and passing near Winslow, and
approaching Brackley, will terminate by a Junction with the proposed
Warwickshire and London Railway, near Banbury.
In addition to the line above described, it is intended also to con-
struct a Railway Item the central station of the London and Bir-
mingham Railway at Wolverton to Buckingham, and thence through
Bicester to Oxford; and in connexion with the line here proposed,
the Bedford, and London and Birmingham Company, intend to make
a connecting line between Bedford and Wolverton.
The proposed Buckingham and London and Birmingham Railway
Company (for the construction of a line from Wolverton to Blcester)
is amalgamated with this Company.
Accurate surveys of the country have been taken by Mr. Robert
Stephenson, and it has been ascertained that no engineering difficulty
of importance presents itself.
The undertaking has already received the sanction and support of
a very largo proportion of the Nobility, Gentry, and Proprietors of
land through or near whose property it is intended to pats.
It is proposed that these lines should be made with the co-operation,
and under the direction and superintendence of the London and
Birmingham Railway Company; under a lease, in perpetuity, at
four per cent. per annum on the outlay, with a conditional arrange-
ment as to the surplus profits.

It is intended to offer the shares in such proportion as the amount
of capital will allow of, to the holders of shares in the London,
Worcester and South Staffordshire Railway Company, subject to the
approbation of the Committee of Management, with the exception
of such as may be required for parties having local interests.

BUCKINGHAM and LONDON and BIR-
MINGHAM RAILWAY.
The public are respectfully informed that the Company for con-
structing the BUCKINGHAM and LONDON and BIRMINGHAM
RAILWAY is amalgamated with the BUCKINGHAMSHIRE
RAILWAY COMPANY.

interested, who have applied ibr Shares in the
London and Birmingham Company, and who may
wish to take Shares in the Buckinghamshire Company, are re-
quested to make application on or before the 20th day of August
BuAcnkingphartiamesanlodcallY
instant, to any of the solicitors of the Buckinghamshire Railway.
In consequence of the arrangements with the Buckinghamshire
Railway Company, no Shares can be allotted except to parties locally
interested.

CHESTER and
RAILWAY MANCHESTER DIRECT
With a Branch to Birkenhead.
(Provisionally Registered).
Capital 1,000,000/., in 50,000 Shares of 20/. each.
•
Deposit 21. 2s. per Share.
COMMITTEE OF MANAGEMENT.
Colonel the Hon. LEICESTER STAN HOPE, Ashburnham House,
London, Chairman
Major JOHN T. CROFT, Regent-street, London, Deputy Chairman
David Ainsworth, Esq., Manchester
Samuel Barton, Esq.' Didsbury, Manchester
Hngh Beaver, Esq., Manchester, and Glyn Garth, Anglesey
John Burgess, Esq., Boroughreove of Manchester
James Farish, Esq., Lancaster-place, London
Major Ford, of Boiondet, Carnarvonshire
Lieut.-Colonel Henry Harmer, Bear-place, Berks. and 7, Devon-
shire-place, London
Fraser B. Renshaw, Esq., Lower Seymour-street, Portman-square.
London, a Director of the Liverpool, Manchester, and Newcastle
Junction Railway
Captain Sir John R. Hilton, R.N., Isle of Wight
J. Harney Higson, Esq., merchant, Manchester
Lieutenant-Colonel Hutchinson, 8.E.F.R.5., Director of the College
of Civil Engineers
T. D. Johnson, Esq., Aldermary Churchyard, London
John Joseph Keene, Esq., St. John's Wood, London, Director of the
National Provincial Bank of Ireland
W. King, Esq., Director of the Freemasons' Life Assurance Com-
pany
George Peter Livius, Esq., the Grove House, St. Cuthbert's, and
Cauldwell Priory, Bedford
Horace W. Metoyard, Esq., 8.C.L., Middle Temple, and Chatham-
place
Benjamin Oliveira, Esq., F.R.S., Upper Hyde Park-street, London, a
Director of the Liverpool, Manchester, and Newcastle Junction
Railway
James Orrell, Esq., Culcheth Hall, Kenyon
James Ogden, Esq., M.D., Manchester
David Price, Esq., Manchester
Major James Waller, K.H., St. James's-square
C. J. S. Walker, Esq., Longford, near Manchester
Sir George William Prescott, Bart., of Theobalds, Herts.
(With power to add to their number.)
ENGINEERS.
• Sir John Rennie, F.R.S.
George Remington, Esq., C.E.
BANKERS.
Messrs. Rogers, Olding, and Co., London
National Provincial Bank of England, Manchester
SOLICITORS.
London—Messrs. Sir George Stephen and Hutchinson, 29, Moorgate-
street.
Manchester—Messrs. Higson and Robinson, Cross-street R. B. B.
Cobbett, Esq., Marsden-street.
Locm, AGENT—Chester---John Walker, Esq.

The promoters of this Railway, encouraged by the favourable sup-
port which has been given to the project, and in compliance with
various recommendations they have received, hare determined upon
the addition of a branch to Birkenhead, which, although it will
manifestly tend to the advantage of the Shareholders and the public,
will be attended with comparatively little additional outlay. The
project will still retain its chief characteristic of a direct railway,
and by its connexion, near Warrington, with the Grand Junction
Company, is sufficiently comprehensive, without resorting to a com-
plicated system of branch lines, or materially conflicting with the in-
terests of existing companies.
The line will commence at the city of Chester, and proceed by way
of Trafford, Frodsham, and Preston Brook, to Warrington, thence
by Lymm and Stretford direct to Manchester. From a point on the
main line, near Frodsham, a branch will be taken to join the Chester
and Birkenhead Railway, so as to unite Manchester in the most
direct manner possible, with the docks now being formed at Bir-
kenhead.

As Manchester, from its geographical position, is the centre of rail-
way communication between Scotland and the most populous dis-
tricts of England, so Chester, from a like cause, is the great centre of
railway communication between the capitals of Ireland and of Eng-
land. To connect these two points by a direct and independent line
of railway must, therefore, be of the utmost importance, not only in
a local point of view, but to the whole commercial intercourse of the
country. _ _

This-line will be the most direct route, by Holyhead, to Ireland,
and will be, in all respects, by far the preferable channel of Inter-
course and transit between Ireland and the great manufacturing dis-
tricts of England. By the railways connecting Chester with Wrex-
ham, Oswestry, Shrewsbury, Hereford, Gloucester, and South Wales,
this will be the nearest route from Manchester to the south-
western parts of England, and to the minerals of Monmouth and
Glamorganshire. The communication with Bristol, Gloucester, and
Exeter will be speedy and direct. On reference to the map, it will
be seen that a very considerable distance will be saved by this line,
as compared with the present circuitous routes by Crewe and by
Birkenhead; the former being 52 miles, and the latter 46 miles,
while the proposed line is only 34 miles, saving in the one case 18
miles, and in the other 12 miles, besides the serious inconvenience, loss
of time, and expense of passing through Liverpool, and crossing the
water at that place.

It is confidently expected that this line will be the precursor of
another scheme, of no ordinary importance—namely, to render
'hester an efficient port for large vessels.
This subject was entertained by Sir John Rennie in 1835, and sub-
sequently, in the same year, by the late Mr. Chapman, who wrote an
able report upon the capabilities of the river Dee. It was again
nvestigated, in 1837, by Sir John Rennie and Mr. George Remington,
and the practicability of forming a good navigable channel for vessels
of large burden, together with-docks at Chester, was then thlly and
clearly established.
The entrance channel would commence at Dawpool. which is easy
of access (and infinitely preferab'e, in point of access and safety, to
the docks at Liverpool or Birkenhead), for vessels of large burden,
during eight hours every tide, both at springs and neaps ; and the
till of the lock would be sufficiently low to admit vessels drawing 20
feet water to enter at all tides.
This railway, therefore, in connexion with the proposed docks,
will render to Chester and Manchester incalculable advantages. To
the former it will restore the proper position natural to so important
a city ; to the latter it will give another outlet, by sea, to the ma-
nufacturing districts, free of the heavy port charges, dues, and
risks to which the produce is now subject. It has not been thought
advisable to combine the two objects in one company at present,
bat should it be found requisite, the two may hereafter be amalga-
mated. .

Merits of no ordinary degree, therefore, may fairly be claimed ibr
this railway, whether taken in connexion with the proposed docks,
eras standing alone, combining as it does all the advantages of any
other lines, with this great addition, that it will be the high road to
the most convenient outport of Manchester, and will be quite inde-
pendent of any associations or influences that might tend to oppose
the growing desire for a means of direct and independent communi-
cation between Manchester and the port of Chester.
The line has been carefully examined. There are no difficult
earth-works to be encountered ; on the contrary it will be cheap,
and of easy formation. Power is reserved to the Committee to de-
viate from the proposed line in the vicinity of Manchester, should
ulterior arrangements render it expedient.
Applications for shares in the subjoined form, and for maps and
prospectuses to be made to the Solicitors, and to the following Share-
orokers :—Messrs. Shewell and Son, 25,Tokenhouse-yard ; Messrs.
Preece and Evans, 6, Cornhill ; and Messrs. Taunton and Bush, 26,
Austin-friars. London ; Messrs. Houghland and Leese, Mr. Locke,
Messrs. A. Birchall and Co., Thomas Leeds and Son, Henry Benton,
J. B. Lock, and Samuel Slater, Manchester ; Messrs. Neilsons,
Messrs. Healey, Mr. Crisp, and Mr. Morris Reynolds, Liver-
pool ; Messrs. T. N. Bardivell and Sons, Sheffield; Messrs.
Wellbeloved and °ostler, Leeds ; Mr. E. A. Armitage, Wake-
field ; Messrs. Grayston and Earle, York ; Mr. Thomas Board-
man, Blackburn ; Mr. W. H. Collis, Birmingham ; Mr. Francis
Stem p ; Mr. L. Weatherburn, Huddersfield Wm.
Cronheins, Halifax ; Mr. Charles Specer, Nottingham ; Mr.
Samuel Eyre, Derby ; Mr. James Stokes, Cheltenham; Mr. Joseph
Clark, jun., Southampton ; Mr. John Thomas Holland, Coventry;
Mr. William Mason, Braelford, Yorkshire ; Messrs. Payne and Freer,
Leicester Mr. Win. Tomkinson, Newcastle-under-Lyne ; Mr.
Richard E. Hine, MaecleEfield ; Mr. Lea, Cheltenham ; Messrs.
Tate and Nash, Bristol ; Mr. William Miles, Worcester ; Messrs.
Read and Nicholson, Edinburgh ; Messrs. Ross, Perth, N. 8.; and
Messrs. 11. and W. A. Tassie, Glasgow.
Applications for sharps must be accompanied by a reference to the
Solicitors of the Company, the sharebrokers, or some other respon-
sible person.