The Sun.
London, England, 1845-09-08 00:00:00

3,727 0 0

9,00 0 0

'Making .• ... £52,710 0
Deduct 40 per cent. for working expenses• •

Leaving a net revenue of.• •••••• • • •• .• £31,626 0 0
which upon the capital of 400,000!. will make a return of eight
per cent.
The distances will be-as follows :
From Yarmouth to Piss .• .• •
Stowmarket .. •• • • . 43 „
f f
11 Bury St. Edmund's •• • . 54 „
Ipsisiclr .• • • •,• •••• • • • • 53 „
tf
19 ColehePder ••: • • . •
~
Chelmsfortl ••• . • ..... 14; „
• 122 ,
f t
being twenty-four miles shorter `-,y the pres Cut Yorfolk
Railway.

The 'traffic has been taken very moderately, and it slay be
fairly calculated that the_ amount will he very considerably increased
by increasci -trade (particularly is fish, cattle, and grain), when
OP road is opened,' and 'the facilities •whieh railways agora are
developed to a country hitir2Tto totaceommodated with such ad-
vantages. ... • •
The Hue has teen carefully surveyed, sral-no engineering difficulty
presents Itself. It- may be constroetod wry cheap:3. and speedily.
The Waveney Valley terms a natural level channel v. idiot a single
impediment ; end'where the line leaves the v*lley the cuttings are
not hoary, and arc required for the necessary embankments in the
lower lands. •
This railway is brought forward avlilt t 'general concurrence and
approVal of country and towns ;1;7, whieh it passes. It is
now the utiivetsal ojshtlo t'.,-. this ..• ai6o;utelyrequired by the
district, and that with: 71;7 portion of the country
will materially starer. and ly the value of property be
. .

•
by the compotitlon ot those neighbouring towns to
nlilch the gre.lt B,lzanages o' railway communication have been
zrantea.
Powers lv:1.1 Le: takk'n in ` t11:' Act to artii I the marsa taros ut toe
val:cy through which the. lint‘ pass::;.
Applicaticns Sur ;,,.liarcs., to be ma:le to the. Committee (4' Manage-
ment, at the Oft keg of ‘the Company, No. o Nicholas-lane, Loin-
hara-strect an,l Mr. J. W. Scott, share-broker, kc.' 3, hartholo-
mc7,7-tahe.,fvion; to It.let,r,rs. Fisher, LIV.W., and Steward, and
Mr. Samnel Palmer, of Creat Yarmouth; and to Messrs. Margit-
sen aecl Harteup, of Bungay, in the following form, viz.:--
FORM OF APPLICATION roR
To the Committee cf Management of the WaTeney Valley smd

Croat Yarmeuth Railway Compaxy,
Gentlemen,—l refit:est you will allot to me Shares of 20/.
each ht the above Company, and I una.rtake to accept tho same,
or any less number, and to pay (ha deposit of 2/. per Share and
eiitige to sign the Parliamentary Contract and Subscribers' Agree-
mci.t in respect of tho same, it lu n required.
I ar.i, Gentlomen, your obedisnt servant,
amelit Rill• • • • • • .. • . • • • • • • • • • . • • , , • .

Pcsorlplion .• • • • • .. •
Place of ?)I.ISiI:CSS • • •
Melre•..•
of reference

-----;;-
WAVENEY VALLEY ,n 1 GREAT YAR-
MOUTH RAILWAY.
Notice is heichi given that no farther application for Shares in
this Cornpan,y will be received after WEDNEST AY, SErTEMBER 10,
II slant.
_.

M. E. DANIEL, Secretary,

tne. Lombard-street.

THE TE AN and DOVE VALLEY and
EASTERN and WESTERN JUNCTION RAILWAY.
.Nt,ti-Nt is hereby given tkat the Parliamentary Contract will re •
for exe:ntion, hetw Tn the hours of Ten and Four, on the days and at
the places following, namely:—
Burton-on-Trent—From the Ist to the 16th of September, at the
Office of the Company.
Derby—From the !;th to the 9th of September, at the Office of G. 11.
It. Cox Esq., Solicitor.
London—From the 12th to the 17th of September, at the Office of
William, Sharp, Esq., Solicitor, 2, Yerulam•buildings, Gray's inn.
Nottingham—On the 22d of September, at the White Lien Hotel.
Uttoxeter—On the 24th of September, at the White Hart Hotel.
Leeds—On the 26th and 27th of ieptember, at the Royal Hotel.
Birmingham—On the 30th of September, at Dee's Hotel.
Manchester—On the 2d of October, at the Mosley Hotel.
Liverpool—On the 4th and 6th of October, at the Adelphi Hotel.
Glasgow—On the sth and 10th of October, at the London Hotel. --
, Edinburgh—On the 13th and 14th of October. at the _London Hotel.
JOSEPH RICHARDSON, Secretary. pro tem.
Office of the Company, High -street, Burton-on-Trent,
August 30, 1845.

AGRICULTURE, COMMERCE, NAVIGATION. TILE
AB. SAVORY and SONS, Goldsmiths, 14,
• Cornhill, London, opposite the Bank, have finished a few
splendid Pieces of PLATE, suitable for presentation to Gentlemen
connected wills either of the above pursuits or professions, to which
they invite the attention of Committees who are in search of valuable
testimonials for such occasions

_ .
A R V E S T 'T I M E.
11. We wish to " glean" a few ideas for rhyme,
From suelta subject as the harvest time.
This topic is deserving special mention,
And, therefore, we bestow our best attentioi.
Seme folks were foarlul lest the recent rains
Should ruin all the corn uron the plains.
But no. The sun WM soon restore the wheat,
And man will have sufficiency t 3 cat.
Nor is this all! While plenty will be had,
Through MOSES' Mart we may he cheaply clad.
Like some " wide field," the mighty Mart of MOSES',
" A harvest" of advantages discloses.
And all who buy, " reap" more advantage here,
ITilioastizasn y.ldwFuosexe,aiiiikleu
brnuissbhafnadrnoierp7aatrne.
ten d
The " show'rs" of public favonts which descend.
They watch the " sun-shine" of the public eye
Like the wise farmer locks towards the sky ;
And that is why the treble house of MOSES',
A "harvest" of advantages discloses.
The New ork, entitled " The Monarch Mart," with direc
W
lions for self-measurement, !nay now he had on Application, or for
wardod, post Free.

LIST OF PRICES.
READY DIADR.

A a. d.

Tweed Taglionis .....••••• • • • • • • • ... .... ..from 07 6
De. de., a saperior Qualitr, vr.th silk
4' collar, cufll,, and
......... 0 13 6
.In..l.l;;iiiand gentlemanly ma-
C ,dringtofancahiligds(2.l.les—iertl..c.l ... ...
Cashmarette Coats in every style and make, inelading regis. 1
2 0
-
teneteltees •• • •• • •• • , • • •
..
.
P
milled Jean, grand Drill, and diagonal 810115C.`8.... ..
C%sPielldchireSaunnr reerrsViaens,t6in.cndless variety .... .... .... ...... 0 4 8
meek and fancy satins• • • • • • , • • • • • • • • • • •
..... „
.......... 0 6 6
Cloth Trowsers .. • • • • • • • • • • • • • • • •
••
................ftem 0 9 ,
0 4 6
Fr0ckett0,ditt................

MADE TO MEASIME.
Tweed Costs, triramol with silk ..........

- 0 12 0

`)ashmarcite in any shape, bandsoinely trimmed, made in
the first style of fa5hi0n....'.......• • • . 1 5 0
Saxe Gotha do., handsomely trimmed.... .. . :•. .. 115 0
Quilting Vests, 6s. 6d., or Three for 0 19 0
Cashmere in choice patterns .... • • • • • • • • • • • • • • • • • • " " • • 6
Sattn do., plain or fancy ....................... ......... 0 14 6
Spring Trowsers in great variety •••••••••••• • • • • • • • • • • • • 9 10 6
Tweed do., in choice patterns. .• ••••• • • • .............. 013
Single milled and Albert
plain Doe Tr0w5ere.............. 0 19 0
Best quality black or dress do ... •. • 1 6 0
• • • 1 12 0
Ditto ,4itto, best manufactured .• .. ••..• • .• .............. 2 15 0
Ditto, the best mannfactered •.••••• • • • • • .• 3 3 0
Mourning to any extent Tan he had at five minutes' notice, at the
following prices :
en's Suite, dress coat, vest and trousers ..........from 1 16 0
M
Ditto, jacket, vest and trousers • • • • •
IstroaTArr.—Any article purchased or ordered, Una approved of,
exchanged, or the money returned.
Observe —E. MOSES and SON, Tailors, Wholesale and Retail
Woollen Drapers, Ontfltters, and eneral Warehousernen, 154, Mino-
ctes, and 05, Aldgate, City, opposite the Church.
Cauvrow.-7. Moses and Son are obliged to guard the public
against imposition, having learned that the untradesmonlike false-
hood of being connected with them, or it's the same concern, hai
teen resorted to in many instances, and for obvious reasons. They
• %ye no connexion whatever with any other estaldishment, in or out
of London, and those who desire genuine Cheap Clothing should (to
Drevent disappointment, !cc.) call or send to 154, Minories, or 86,
Aldgate, opposite the Church.
N.B. No business transacted at this Establishment from sunset on
Iliday till so:nutlet Saturday when business is resumed at twelve
ifelock

.

THE SOUTH and MIDLANDS JUNCTION,
and BICESTER, SWINDON, MARLBOROUGH, DEVIZES,
and SALISBURY RAILWAY, with Branches to POOLE and
SOUTHAXPTON.
Capital, 1,280,0001., in 64,000 shares of 20/. each.
Deposit, 21. 2s. 6d. per share.
(Provisionally registered, according to 7th and Bth Vic., c. 110.)

PROVISIONAL COMMITTEE.
The Hon. Captain William Gore, Director of the Great Western of
Bengal Railway.
William Bulkeley Hughes, Esq., M.P., Chairman of the Welsh Mid-
land Railway
Richard Price, Req., M.P., Director of the Welsh Midland Railway
David R. Ross, Esq., M.P., Chairman of the Belfast, and Director of
London and Manchester Railway
Bir John E. de Beauvoir, Bart., Chairman of the London and Bir-
mingham Extension
Sir William Bacon Johnston, Bart., Hilton, Aberdeenshire
Sir George William Prescott, Bart., Theobalds, Hertz, Director of the
Cheater and Manchester Direct Railway

Sir William Hyde Pearson, Hanover-square
Sir John Key, Bart., Alderman of London, Director of the London
and Manchester Direct Railway
Sir William Wynn, Maesynewadd, Chairman of the North Wales
Railway
Sir John Hare, Bart., Longhorn-place, Director of the London and
Birmingham Extension
Brigadier-General Sir Henry P Bart., DirectOr of the Direct
ynn,
Western Railway
Admiral J. Ayscough, Prospect-place Nouse, Southampton
Edmund Francis Dayrell, Esq., Lillingstone Dayrell, Bucks, High
Sheriff of the County, and Director of the Bucks and Oxford and
Wolverton Junction Railway
Thomas Sidney, Esq., Alderman and Sheriff of London, Director of
the London and 3lanchester Direct Railway
Thomas Farncomb, Esq., Alderman of London, Director of the Lon-
don and Westminster Bank, and Namur and Liege Railway
John Kinnersley Hooper, Esq., Alderman of London, Director of
the London and Manchester Direct Railway
Thomas Kelly, Esq., Alderman of London

The linyor of Buckingham
Donald Maclean, Esq., Deputy-Chairman of the Trent Valley Con-

tinuation
Ma;or Oliver Lindatn, KIT- Chairman of the Gleuceiter, Aberys-
t with and Central Wales Railway
R !chard Hartley Kennedy, Esq., Chairman of the Coventry and
Leicestsrand Warwick and Cheltenham Railways
Archibald Spens, Esq., Manor House, Invereske, Director of the
Warwick and Cheltenham Junction Railway, and of the Great
Western of Bengal
James Brancher, Esq., Chairman of the Liverpool and Bury and
Manchester and Bolton Railways
Major Morse Cooper, Director of the Great Western of Bengal Railway
Captain James Patrick WDougnall, late Bengal Royal General Staff,
Fir-grove, North Brixton, Director ot the Chester and Forest of
Dean, &c., Railway
Stephen Lewis, Esq., Director of the South Wales Railway
W. A. Wilkinson, Esq., Director of the Waveney Valley and Great
Yarmouth Railway
George Lawton, Esq„ Ditchley, Essex, Director of the Manchester
and Birkenhead Contluation, and South Midlands Railway
William James Bailey, Esq., Shenley House, Bucks, Director 01 the

Backs Railway
Joseph Brown, Esq., Director of the Manchester and Birmingham

COntlnuation
Peter Morrison, En., Managing Director of the Britannia Life Insu-
rance Company
Richard Heaviside, Esq., Director of the Great Luxemburg Railway
Joseph Gill, Esq., Chapel Town, Leeds, Director of the Lincoln,
York, and Leeds Railway
James Clay, Esq., Brompton, Director of the Furness and White-
Xtevr.n railway
William F ecnney Black, Esq., Wilton-place, Belgrave-square, Direc-

for of the Italian and Austrian Railway
William Cole, Esq., Blcester, Oxon, Director of the Wilts and Berks

Canal
William Shaw, Esq., Director of the Thames Embankment, and Ma-
na.gine Director of the Farmers' Life Insurance Company
Major-General Parlby, C.B , Rutland-gate, Director of the Worcester,

iihrewsbury, and Crewe Union Railway
Richard Carpenter, Esq., Magistrate of the county of Middlesex, De-
puty Chairman of the London and Birmingham Extension, and
Director of the Leicester and Bedford Railway
John Stewart, Esq., Portman-square, Director of the Zast Indian

Railway
Colonel Robert Douglas, Royal Artillery, Director of the London and

Birmingham Extension -
Major Grubbe, Eastwell House, Potterne, Wilts, Magistrate of the

county
Edmund Phillips, Esq., Avon House, Melkslaam, Wilts
Captain Edward Dawes, Buckingham, Director of the Bucks and Ox•
ferd and Wolverton Junction Railway
Charles Thomas Ward, Esq., Luton Hoo, Beds, and Clapton House,

Stratford-on-Avon
Joseph Brook, Esq., Greenhead, Huddersfield, Director of the Leeds,
Dewsbury, and Manchester, and Huddersfield and Sheffield June-

tion Railway
George Henry Brook, Esq., Edgulin Lodge, Huddersfield, Provisional
Director of the Huddersfield, Halifax, and Bradford Union Railway
Vero Clarke Kemball, Esq., Chester-place, Hyde Park-gardens
John Helbert Helbert, Esq., Gloucester-place, Portman-square
James Beech, Esq., 15, Grosvenor-place, and Brandon Lodge, near
Coventry, Director of the South Midland Railway
Wm. Watson Prole, Esq., Thurloe-square, Brompton, Director of the

_
. _ .
Jersey Railway
Edward Deakins, Esq., Bicester, Director of the Wilts and Berke

Canal
Frederick James Hall, Esq., Torrington-square, and Alfretos, Derby,

Director of the Trent Valley Continuation
Major Waller, K.H., Director of the London and Manchester Direct

Railway
Captain Seth N. Fisher, Director of the Warwick and Worcester

Railway
Joseph Crockett, Esq., Alderman of Devises, and Director of the
North Wilts Ranking Company
Colonel Fitch, York-terrace, Regent's Park
Joseph Underwood, Esq., the Hall, Blackheath, Director of the Me-
tropolitan Life Insurance Company, and Director of the London
and Birmingham Extension Company
W. A. Hill, Esq., Director of the Gloucester and Aberystwith and

Central Wales Railway
William Marriott Freeman, Esq., Stoney Stratford, Blinks, Director

of the Bucks Railway
William Sloane, Esq., Wimpole-street, Cavendish-square, Chairman
of the Church of Englan4 Life Insurance Company
Richard Dutton, Esq., Director of the Lincoln, York, and Lee,Ls
Railway, and Director of the Legal and Commercial Life Insurance
Company
Captain C. W. Tyndale, Director of the South-Eastern Railway
Frederick Jones, Esq., Lincoln's Inn, Director of the Warwick and

Worcester Railway
Colonel Olivier, the Manor Rouse, Potteme, Wilts, Magistrate of the
County, and Director of the Wilts, Somerset, and Weymouth
Railway
William Turner, Esq., Shipton-on-Churwell, Oxon
T. C. Norbury, Esq., Director of the Leicester and Bedford Railway
James Reeves, Esq., Director of the London and Manchester Direct

Railway
Henry Lewis Smale, Esq., Willoughby House, Tottenham, Director
of the London and Dover Railway
Thomas Gooch, Esq., Director of the Ft lelity Guarantee Society
Henry Gerard Ohrly, Esq., Director of the Trent Valley Continua..
tion Railway, and of the Legal and Commercial Life Insurance

_ •
Company
John Anderson, Esq., E.1.C.5., Director of the Church of England

Lit• Insurance -
The Rev. Henry John Pessar', rector of Shepton, rector of Cherwell
NV,l!.Courteney,Esq., Temple, Director of the Legal and Commercial

- -
111r.algffiranalftflaWirdit tdvuayt...,
William S. Potter, Esq., Sussex Gardena, Hyde Park, Director of the
Oxford, Witney, and Cheltenham Railway
William Hallett, Esq., Kemp Town, Brighten
William Singleton, Esq., Chapel Town, Leeds, Direetor of the Lin-
coin, York, and Leeds Railway
Robert Richards, Esq., Inner Temple, London

George Robert Colman, Esq., Director of the South Midland, and
Northampton and Banbury Railways
John Brocke Walbauke, Esq., Director of the South Midland Railway
Henry Wright, Esq., Brunswick-square, Director of the Warwick
and Worcester Railway
John Fagan, Esq., Gloucester-road, Old Brompton
Erasmus R. Forster, Esq., Director of the Britannia Life Insurance
Company, and Derby and Stafford Railway
William Bardgett, Esq., Winchester House, Broad-street, Director of
We Italian and Austrian Railway
(With power to add to their number.)
BANKERS.
London—The Commercial Bank, Lothbury
Bicester —Messrs. Tubb and Ca.
Woodstock—Messrs. Gillett and Tawney
Witney—The London and County Bank
Devizes—Messrs. Hughes and Co., and the North Wilts
Banking Companp
CONSULTING ENGINEERS.
Sir John Macneill, LL.D. and F.R.S.
James Thomson, Esq., F.R.S E. and M.R.I.A.
ACTING ENGINEER—WiIIiam Mullingar Higgins, Esq.
Sotacrroa—W. B. James, Esq., 5, Basinghall-street, London.
Local. AGENTS—Devizes, J. W. Wall, Esq ; Bicester, W. C. Tur-
ner, Esq. ; Woodstock, Benjamin Hollow; Salisbury, Messrs.
Foot and Radcliffe.

Originating at Bicester, by a junction with the Oxford and Cam-
bridge line through Wolverton, in connexion with the Eastern Coun-
ties, the South and Midlands Junction will afford facility of inter-
course with the metropolis in one direction, with Stafford, the P•t-
teries, Birmingham, Liverpool, and Manchester in tke other ; near
Woodstock, close to which the projected line will pass, the Oxford
and Rugby and Oxford and Worcester Railways cross, presenting
opportunities of entering the two great railway arteries of the king-
dom—the Great Western and the London and Birmingham, the for-
mer at Dudcot, the latter at Rugby.
Proceeding to the manufacturing town of Witney, a line is crossed
communicating with the Stroudwater district of manufactures by the
Oxford and Cheltenham Railway, thence the projected line trends di-
rectly S.W., leaving Bsmpton to the east, until it reaches Lechlade,
A town seated at the odium of the Thames and Severn navigation
with the River Thames, and where a consfderable entrepot for mer-
chandise is established.

Keeping within easy distances of Farringdon, Cricklade, and High-
worth, it reaches Swindon, a rapidly improving vicinity. At this
principal station, where the broad gauge is crossed, the Gloucester
and Cheltenham line falls into the Great Western.
The intersection of the South and Midland Junction with the Great
Western at Swindon opens a most extensive and valuable communi-
cation with London eastward; Bristol, Bath, Gloucester, Chelten-
ham, Stroud, westward ; and, by the Gloucester and Aberystwith
projected line, with the whole of North and South Wales.
Applications for prospectuses, plans, may be made, and forms of ap-
plication for Shares had, at the office of W. IL James, Esq., solicitor,
5, 13asinghall-street ; also of Henry Smith, Esq., solicitor, Bucking-
ham ; and et the following gentlemen:—

London—Messrs. J. Peppeicorne and Co., 9, Old Broad-street ; Ifr.
W. B. Harrison, 8, Bank-chambers ; Mr. Thos. Hanbury, 4, Angel.
court.
Liverpool—Messrs. Mills and Co., and Messrs. Neilson.
Manchester—Messrs. Houghland and Leese, and Mr. Wm. Marshall
Mull—Messrs. Collinson and Flint
Leeds—Messrs. Watson and Co.
Stratford-on-Avon—Mr. William Bolton
Exeter—Mr, Thomas Sanford
Plymouth —Messrs. Heyward and Palmer

Birmingham—Mr. Collis, and Mr. John Wright.
Glasgow—Messrs. Tassie and Co.

Edinburgh—Messrs. Robertson and Co., and Messrs. McCallum and Co.
FORM OF APPLICATION' FOR SHIRES.
To th• Provisional Committee of the 'South and Midlands Junction

Railway,

Gentiernen,—l request that you will allot to me Shares of 201.
each in this Company, and I undertake to accept the same, and to
pay the deposit thereon, or upon any less number that may he allotted
to me ; and I undertake also to execute the Parliamentary contract
and Subscribers' agreement when required.

Name In Rill ...... • • • .......
Resklence...• .. • ... • • .... • ......
Trade or profession ....
Reference • •
Address of Referee • • • •

RUGBY, DERBY, and MANCHESTER
RAILWAY.
OBSERVATIONS ON THE REPORT OF MR. CHARLES
BLOUNT, ENGINEER TO THE COMPANY.

The Provisional Committee find, by reference to the engineer's
preliminary report, that the tunnels upon the line, as laid down for
the Rugby, Derby and Manchester Railway, are by no means of the
ordinary length or occurrence in lines ef this magnitude, and that the
earth works throughout are not of great difficulty or extent ; the
grolients are easy, and, in many parts of the line, extending to entire
Cdstricts, of a nature exceedingly favourable for the construction of
railways for goods and passenger traffic at high velocities.
The direction of the line, taken integrally from Rugby to Maccles-
field, or Manchester inclusive, or between any intermediate points, is
remarkably free from a circuitous or tortuous character, and it happens
most felicitously that a line so arterially important In a national point
of view, and so certainly to become the great high road between the
metropolis and-the largest manufacturing towns and districts of the king-
dom, is so free from contingent difficulty of all kinds ; while it actually
passes through every important townand place situate upon the old high
road between the metropolis and the part of the kingdom referred to, pre-
serving at the same time the strict integrity of a perfectly distinct
and independent line, of between seventy and eighty miles in extent
considered as a through line, as well as in its local character as a
railway between any intermediate points ef the line adopted : this
principle has been so faithfully followed out as to render these por-
tions of the line of themselves amply remunerative when considered
with regard to local traffic alone ; for example, any such portion of
the entire line as shall be executed between Rugby and Derby, or
Derby and Ashbourne, would be found presenting returns upon the
capital expended in the formation of the line, amply remunerative
for the capital expended on the districts to which they refer. In
short, it may be announced as a fact that the Rugby, Derby, and
Manchester Railway presents the extraordinary feature that any ,
part of its line between any two of its termini would return a profit
as a local line ; that, combined, they will form a highly profitable
chain of communication; and that almost the whole of the returns
for the direct Manchester traffic, both of goods and passengers, to
London may be set down as profit.
It can hardly be wondered at that this unique and happy result
should follow as a matter of course, when we consider that the old
high roads (the direction of which, in a general sense, may be said to
be the index line of the Rugby, Derby, and Manchester Railway)
were made for, existed for, and maintained the whole commercial
intercommunication of the country through which they passed. But
the constructors of the existing and projected railways having little
regard to this intercommunication of the intermediate points of their
termini, have laid down their lines not sufficiently in the vicinity of
these through lines or high roads, and have therefore divested and
destroyed the local traffic of each individual district.

To restore, therefore, the original balance of traffic and intercom-
munication between each terminus of this important line, In its ori-
ginal and natural direction—taking, at the same time the towns,
districts, places, and population—has been the object of the promoters
of this measure ; and a special and laborious inquiry by the en-
gineer, Mr. Charles Blount, has been devoted to this point.
The argument which that gentleman 'Adduces for maintaining the
principle of going directly through the towns or places proposed to
be served by the construction of a railway may be described as fol-
lows—viz., that in the construction of the old high roads, in what-
ever part of this kingdom, the engineers who laid them out of neces-
sity kept in view the shortest possible route lines presenting the
easiest inclinations, and lines, which, in all cases, without exception,
were directed through the towns presenting the greatest population,
and having consequently the greatest need of an easy and a rapid
means of intercommunication. Reference to the best maps of this
kingdom will exhibit the population, and in consequence the mann-
facturiqg districts actually on such lines of common high roads. It
might be matter of curious rather than useful inquiry to ascertain
how far the towns and places may have enlarged or followed the
thread of the direction, or whether their existence and their necessi-
ties had been consulted actually in the original construction of the
roads.

The inferences are clear, therefore, that a line of railway which
can preserve its own integrity as a through line for goods or pas-
sengers traffic, and also preserve at the same moment the shortest
and most direct course between its starting point and its extremity,
while it at the same time maintains its same value and relationship
between the intermediate places, is manifestly the line to be adopted.
Such a line is the Rugby, Derby, and Manchester Railway.
There are but two efficient reasons (and those are most question-
able) for diverting a main or a trunk line from the lay or dispositions
of the towns, or the wants or exigencies of the districts. These may
be said to be—that the line preSents engineering difficulty in the con-
struction ; for more uniform or better gradients and less costly works,
or otherwise, in an engineering sense, possess some extraordinary ad-
vantages ; or it may be that the second position to which we have
referred shall justify the diversion of the line by reason that it will
greatly, or to an important extent, shorten the distance between the
two great termini. When, therefore, we find a projeet laying claim
to a district simply because it possesses one solitary feature (save
that it may be for a few miles, of no very important number, the
short over lines of communication already existing, or over others
projected in the same direction), studiously pursuing and threading
the long-established stream of population, of manufactures, agricul-
tural and other produce of every kind, it becomes matter of serious
and grave inquiry whether a few miles extra in a line of such extent
as the one projected between the metropolis and the town of Man-
chester, but which avoids and sacrifices the moral and commercial
interests enumerated, be considered as therefore presenting any real
claim to the support of the great communities so largely and so va-
riously interested in this great question.

In times when the means of intercommunication were confined to
canals and common roads alone, a saving of eight or ten miles in a run
or count of from 100 to 200 miles was certainly a matter of sufficient
importance to justify the old road and canal engineers in adopting a
deviation from the greatprincipleswhich we have laid down as having
formed the base or index line of all their operations. The physical re-
volution which railways, in their construction, have worked upon the
commercial relations of this country, and the well-being and the so-
cial conditions of the people, may not inaptly be said to carry with it
its own great means of preying and carrying out in actual practice
the seemingly anomalous position of the furthest way about the
nearest. A short proof of this position of our argument is, that a
small deviation from the direct course to meet and to serve great ends
is proved to be elementally no objection, time, in fact, being consi-
dered as annihilating the position of distance.
We have used this argument as telling decidedly in favour of those
Who
e:s may require its assistance/to carry out the relative or other advan-
tages
of projected lines, rather than that it affords us any other services
beyond a
general exposition of the false theory and the equally false
practice
vhich characterises the maps of our existent railways. A refe-
rence to that portion of the engineer's report on the line of the Rugby,
Derby, and Manchester Railway, which treats of the distances rela-
yrecaotusid satisfactionered, r t the entiretl
i.,i distance as a through line, exhibits, to
lo-
cally interested, and to those to tt
hbeegl
Committee, and to the public I
savingne eri n
deductions have been submittedoo,
rawthcwooninsidheirsabelnge go
of laboursdistance
n
the through line and in the one
the line locally of vast commercial Importance,o moat Important points upon
miles, and to use the expressions of hise a saving of several
for Its carefill and elaborate research thapnorkrnot less distinguished
happy results therein so indisputably worked etuht° satisfactory and
The
Derby, and Manchester Railway passes through everyrb
he Ru gy,
portant town between Rugby and Derby, Derby and Ilanc 'e tal.
ster, as
the leading towns, termini, or places of the railway ; locally '
con-
nects with those and other towns direct railway communication •
traverses the richest mineral, agricultural, and commercial divisions
of the counties through which it passes ; and preserves its character
intact as a through line, and is distinctly shorter than any of the yet
proposed direct lines from London to Manchester."
W. R. SCOTT, Secretary to the Rugby, Derby, and Manchester
Railway Company.

September 5,1545.