The Sun.
London, England, 1845-11-10 00:00:00

THE SUN,rI.ONIDOS, MONDAY EVI4INING, NOVEMBER 10, 1845

deal of excitement in the Market. The flour and grain dealers
were very active. Flour advanced half a dollar per barrel, and
nearly 5,000 barrels were taken, mostly for export. Wheat went
up five cents, and corn was held at an advance. Ashes are a little
quicker. The cotton market is depressed.

4 dis.
63/4

Exchange on England is at least per cent. lower. Sterling is
sold freely at 1091 to 1094.

RAILWAY MARKETS.
SHEFFIELD, Nov. 8.
STOCK EXCHA xGE.--The sales are—Boston, Newark, and
Sheffield, 2).—Grimsby and Sheffield, 13—Ditto, Quarter
Shares, 25.8—Grimsby Railway and Dock Extension, 6
Manchester, Sheffield, and Midland Junction, s%—Sheffield
and Lincolnshire, 31/2—Wakefield and Harrogate, 21. 4s.
• BRISTOL, Nov. 8.
STOCK EXCHANGE.— The sales are—Bristol and Exeter,
New, 7:lll—Great Western, Quarter Shares, :14%—Mail-
cheater and_ Southampton, 314—Midland, New, 18%.
LEEDS, Nov. 8.

STOCK EXCHANGE. —The sales are—Great North of Eng-
land, New, 47—,Midland, 141—Great Grimsby and Sheffield.
14—Ditto, Quarter Shares, 33j.—lluddersfield and Sheffield,
16—Leeds and Bradford, Extension, 38—Leeds and Dews-
bury, 23 c. n.—Leeds and Thirsk, 121/s—North British,
New Carlisle Branch, 4—Oxford, Worcester, and Wolver-
hampton, 15%—London and. -York, 411—Ditto (Bawtry),
414—Grand Union, 12s, p.—Great Eastern and Western,
ss. p.—Lancashire, Yorkshire, and North-Eastern, 4s. p.—
Leeds and York, liar—Leicester and Redford, 15s. p.—Liver-
pool, MancherAr, and Newcastle Junction, 41/—Manchester,
Buxton, blatlock, and Midland, 21.4 p.—North Staffordshire,
41/2—North Western, 3:%—Nottingham and Boston, 255. p.
—N ottingham, Erewash, and Ambergate, 314—South Mid-
-1:-,nds, p.—Wakefield and Bradford, Sc. p.—Wakefield and
Harrogate, 1% p.—Welsh Midlands, 3—York mid Carlisle,
3—Yorkshire and Glasgow Union, 7s. p.
'TULL, Nov. 8.

STOCK EXCHANGE.-The market continues exceeding de-
pressed, there being few buyers but plenty of sellers. The
sales are-Hull and Selby (10 per cent. guaranteed),
Half Shares, 19-Leeds and Bradford, 45-North British
(Carlisle), 31/-Armagh, Coleraine, and Portrush,
Cambridge and Lincoln, 31. 13s. 9d.-Coventry, Nuneaton,
&c., 1%-Derby and Gainsborough, 1 %-Nottingham and
Boston, 2%.
YORK, Nov. 8.
STOCK EXCHAXGE.-The sales are-Newcastle and Dar-
ington (Brandling), 45-York and North Midland Exten-
sion, 2614-London and York, 4%-Newcastle and Ber-
wick, 1314-North British, New. Carlisle Branch, 3%-
Wakefield, Pontefract, and Goole, 48 cum all-Coventry,
Nuneaton, Birmingham, and Leicester, IN-Grand Union,
1 %-Leicester and Bedford,l:l4.-Liverpool, Manchester, and.'
Newcastle Junction, -Manchestar, Buxton, Matlock, and
Midland, 3% p-Welsh Midland, 2/. 18s. 9d.
EDINBURGH, Nov. 7.
STOCK EXCHANGE.-The sales are- Aberdeen, 71. 155.-
Aberdeen, Banff, and Elgin, '2l. 7s, 6d.-Airdrie and Bath-
gate, 3/. 10s.-Arbroath and Forfar, 25/.-Ditto, Half Shares,
151.-Armagh. and Portrush, 21. 12s. 6d.-Ayr and Dumfries,
31.-Ayr and Galloway, 2/. 18s. 6d-Banffsliire, 2/.155.-Bel-
fast and County Down, 3/.-Britlsh and Irish Union, 4/-
Caledonian, 11/. 155.-Caledonian Extension, 3/. 155.-Cale-
(-lonian and Dumbarton, 31. 95.-Caledonian and Northern
Direct, 3/. Os. 6d.-Cambridge and Lincoln, 5/. 7s. 6d.-
Carnwarth and West Linton, 2/. 31.-Chelmslord and Bury,
1/. 17e. 6d.-Clydesdale Junction, 20/.-Cornwall and Devon,
21. 10s.-Deeside Railway, 6/. 2s. 6d.-Direct Northern, 21.
18s.-Dublin and Enniskillen, 51.-Dundee and Arbroath,
361.-Ditto, New. 171.-Dundee and Perth, 101.-East of
Fife, 2/. 155.-East Lothian Central, 4/.-Edinburgh and
Bathgate, 41. 10s.-Edinburgh and Glasgow, ex pews, 721.-
Ditto, Half Shares, 181.-Ditto, Quarters, 18/...-Ditto, Ditto,
New, 131.-Edinburgh, Glasgow, and Dumbarton, 1/. 35.-
Edinburgh and Leith Atmospheric, 31.-Edinburgh, Leith,
and Granton, 24/. 10s.-Ditto, Preference, 191.-Edinburgh
and Northern, 4/. 3s. 6d,-Ditto, Newport, 1/. 75.-Ditto,
Lochgelly, 1/.145.-Edinburgh and Peebles, ex new, 2/. 19s.
-Edinburgh and Perth, 51. IN.-Edinburgh, Portobello, and
Musselburgh, 2/. 25.-Forth and Clyde Junction, 3/. 175.-
Glasgow and Ayrshire, 721.-Ditto, New Stock, 23/.-Ditto,
Quarter Shares 21/. 12s. 6d.-Glasgow and Belfast Union,
31.45. 6d.-Glasgow, Dumfries, and Carlisle, 3/. 55.---Glas-
gow and Dundee Junction, 31.-Glasgow and Garnkirk, 451,
-Glasgow and Greenock, 22/. 10s.-Ditto, New Stock,
10/. 155.-Ditto, Preference, 2/. 55.-Glasgow Harbour Mine-
ral, 3/, 55.-Glasgow, Strathaven, and Lesmaliagow, 51. 15s.
-Granton Junction, 15s. p.-Great County Down, 3/.-Great
North of Scotland, 3/. 18s.-Ditto, Extensions, 5/. le.-Great
North and South Wales, 11.-Inverness anti Elgin, 2/. 2s.
6d.-Lanark and Lothians, 5.'.-1-artie and Ballymena, 2/. 2s.
-London and Hounslow, 21.-London and Manchester
(Rem.), 3/. 55.-London and Manchester (Restriek) 5/. 10s.
-London and Windsor, 1/. 55.-I.oodon and York, 5/.-
Midlcnd and Eastern Counties, '2l. 17s. 6d.-Morayshire,
11.55.-Newry and Londonderry, 2/. 10s.-North British, ex
news, 23/. 2s. 6d.-Ditto, Halves, ex news, 51. 101-Ditto,
Fifths, 61.-Ditto, Carlisles, 3/. IN.-North Wales Mineral,
New, 5/. 10s.-Perth and Crieff, 31. ls.-Perth and Inver-
ness, 2/. 95.-Scottish Central, 16/. 17s. 6d.-Scottish Cen-
tral and Caledonian Junction, 2/. 155.-Scottish Midland, 4/.
10s.-Scottish North Western, 2/, 145.-Scottish South
Midland, 21. 165.-Scottish Western, 2/. 125.-Shrewsbury
and Hereford, 11. 10s.-Shrewsbury, Oswestry, and Chester,
6/. 10s.-South Midland, 81.-Stirling and Dunfermline, 3/.
3a.-Stirling anti Midland, 365. p.-Strathern Junction, 3/.
10s.-Surrcy Grand Junction, it. 7s. 6d.-Tean and Dove
Valley, 2/.-Tyne Valley, 31-Wishaw and Coltness, 571.
GLASGOW, Nov. 7.
STOCK EXCHA.NGE.-The sales are--Airdrie and Bathgate,
745.-Ardrossan, 57-Ayr and Dumfries Junction, 618.- Ayr
and Galloway, 555.-Banffshire, 505.-Bridge of Weir, 525.
-British and Irish Onion, 795.-Caledonian, 1014-Cale-
donian Extension, 765. 6d.-Caledonian and Ayrshire Junc-
tion, 545.-Ditto and Dumbartonshire Junction, 695.-Cord-
wall and Devon Central, 508.-Dnndee and Perth, 10-East
Indian Railway, 605.-Edinburgh and Perth, 5%-Glasgow
General Terminus, 12-Glasgow and Belfast Union, 625. 6d.
-Glasgow, Kilmarnock, and Ayr, New, 19 4-Glasgow, Kil-
marnock, and Ardrossan, 6i-Glasgow and Dundee Junc-
tion, 60z.-Glasgow Harbour Grand Junction, 545.-Glasgow
Harbour Mineral, 685.-Great North of Scotland, 80s.-
Great
Eastern and Western, ss. p.-Inverness and Elgin, 2%
-Kilmarnock and Ayr Direct, 80s.-Lanark and Lothians,
4/. 18s. 6d.-Lesmahagow, 4/. 168.-Paisley, narrhead, and
Hurlet, 7%-Perth and Inverness, 475. 6d.-Perth and
Crieff, 555.-Sanquhar and Muirkirk Junction, 43s 6d.-
Scottish Western, 515.-Scottish North Western, 505.-
Scottish South Midland Junction, 548.--Stirling and Dun-
fermline, 585.-Strathern Junction, 70s.
DUBLIN, Nov. 8.
STOCK EXCHANGE.-The sales are-Cork and Waterford,
114-Cork and Yougbal, 2%-Dublin, Dundrum, and Ennis-
killen, 2-Great Southern and Western, 21-Killarney Junc-
tions, 2-Waterford and Limerick, 81,5-Waterford, Wexford,
, and Dublin, 1%.

RAILWAY INTELLIGENCE.
NEW SCHEMES.
Last week was unusually unproductive of new railway pro-
jects. The following appear to be the few that have been
ushered t', to the world in spite of the extreme pressure which
.ha_s lately been perceptible on the money market :
DIRECT WESTERN.—A public meeting of the inhabitan's
of Wells, was held on Thursday, the Mayor presiding, for
the purpose of taking into consideration the various lines
of railway proposed fur the accommodation of that city and
its neighbourhood. After the merits of the many competing
schemes had been strongly advocated by their respective
supporters, and considered by the meeting, it was resolved
by a large majority, that the Direct Western Railway offered
more advantages to that city and its neighbourhood, both as
regarded local accomodation and communication with the
metropolis, than any other line, and the meeting pledged
themselves to give to that Company their fullest support and
co-operation.
WELSH SOUTH MIDLAND. The shares in the Welsh
South Midland, or Chepstow, Forest of Dean, and Glouces-
ter Junction Extension, were allotted on Saturday. The
Committee state that they delayed issuing the letters of
allotment in this undertaking, until they were perfectly satis-
fied that the surveys, &c., would be perfected in time to
proceed with their Bill in the ensuing session. Mr. Gravatt,
their engineer, had now assured them that the plans, sec-
tions, and books of reference, would be ready to be deposited
according to the Standing Orders of Parliament by the 30th
instant.
GREAT KENT ATMOSPHERIC.—The Committee of Manage-
ment have issued a notice to the shareholders, informing them
that in consequence of the non-receipt of letters of allotment
within the time specified for payment, they have extended
the time for paying the deposits until the 17th inst. Up to
this date upwards of 100,0001. have been received.—Steam
Times.
FALMOUTILHFILSTeN, AND PENZANCE.—The surveys upon
this line of railway are in a very forward state. The plans
and sections will be duly deposited with the proper authori-
ties before the 30th instant, and every step will be taken to
ensure an application in the eheiiing session of Parliament
for an Act of Incorporation. The proof that this line is
much needed is, that the Corporations of the towns through
which it passes, and the entire of the landowners in its route,
are in favour of the undertaking. At present all the
immense productions of the mines and granite quarries
are transmitted to the ports over the uneven turnpike
roads in carts, thereby enhancing the price of articles in the
public markets. This railway, when completed, will effect
a great reduction in the cost of transit, and will enable new
ground to be opened which at present is prevented being
worked by the enormous charge for carriage.—Railway
Herald.
SOUTH WESTERN.—Henry Charles Lacy, Esq. (the pro-
moter of the Manchester, Southampton, and Poole Railway),
has been invited to join the direction of the London and
South Western Company, to which that gentleman Shaving
assented, a resolution to that effect was passed at a full board
' of the London and South Western Directors, held at Nine-
elms on Fridsy
REGENT'S C,ettAL,—The allotriient letters in this line were
issued on Saterdttyy and contained an announcement which
might be imitiated by other new Companies with credit to
themselves and to the comfort of the pi.iblie, namely, " that
the committee gharantet the rethrh of the deposit, less a sum
not extetding 7s. 6d. per share, "hould the application to
Parliament not succeed in the ensuing session."—Railway
Examiner.
The Whitby, Pickering, and Great Netth of England
Junction have resolved on throwing oil a branch from the
main litte at Molten.
IibIICESTER, HEREFORD, ROSS, AND GLOUCESTER, AND
GREAT EASTERN ANb 171::4;titi-i.--111'6 Great Eastern and
Western Company have 011ie to the deteminatim. 011 li
yrin"
cloning the line hetweOti Wbrcester and Hefetord, and as an
equivalent for this sliffeildeti they are to have an interest in
the Worcester, Hereford, Ross; and Oloitcester line: 'this
arrangement, it is eonfidehtlY atiticipatech *ill be mutually
advantageous. 'the line from Hereford to Merthyr Tydvil,
to join. Olt, *,ale of Neath, is Still in the hands of the Great
nisiern and Western i and it is said they are to hate the
support of the Great Westetti Company.
Yoait AMD 13RADFORD.—This line is intended to take as
direct a course as possible from Bradford tit the city of York,
which can be accomplished by tfooetting by the why of
Shipley, and paSsiiig near to Belida', Esholt, Gtilseley,
Yeadon, Otley; Peale; and Arthingtoii, and there crossing
the beedS and Think Railikiy, kind thence eontinued ill an
iliteetien Here-KAM Midge; Coliiiigbaiii, tititeti
to iv etherby, where it will 'oceanic connected with such rail-
! wa'lolll, ret.laerby ta.i.ork, #ut,,y, be. WO kliCa
byyr.ertiattlen, the ensoiiig session; tner6.;,
the important trading towns of Leeds and Bradford, on an
equal footingwith t4C city of York, and, the Forth pf Eng-
land,. as, ((km b:4; give dOot,4lliiiii of edixiiiietilea-
fiat with l kb Afeicieettei- and reeds, Mancnester anh Liver-
pow, and Huddersfield Canal Railways, by means of the
West Riding Union and other projected railways, to the
important town of Bradford. The present route from Brad-
ford to York, via Leeds, is about 45 miles, and by the pro-
posed line the distance will be about 33 miles, thus reducing
the distance 12 miles. The project, it is said, interferes with
no vested interests. Messrs. Butterfield and Piccup, of Brad-
ford, are the solicitors of the Company..
'MANCHESTER AND SOUTHAMPTON EXTENSION,—The Ob •
ject of this railway is to afford local accommodation to the large
population lying between Dreitwich, Stourbridge, and Wol-
verliampton, and at the same time to improve the chain of
direct communications between Blanchester, Salisbury and
Poole on the one hand, and between Manchester and south,
ampton on the other. The line will commence by a junction
with the Birmingham. and Gloucester Railway, near Droft-
wick, and passing by the Salt Works' at that place, and
through or beam tano of Bronogroye fuel •gtotahridge;

.'r ~:ai...~ :-i....-.->

- • -
I
will fall into the intended grand contra! station at Wolver-
hampton, whence run connecting lines with all parts of the
kingdom. The length of the line will be about twenty-four
miles. Capital 00,0001., in 40,000 shares:
LEEDS, MIDLAND, AND LINCOLNSHIRE JUNCTION.—This
line is intended to commence A Swintein on the Midland
Railway, and terminate A Retford by a junction with
the London and York and Sheffield and Lincoln Railways.
By the former access is obtained in the shortest time to
Nee-ark, Grantham, Nottingham, Peterborough, and London ;
and by the latter, the most direct road is secured from Leeds
and the neighbourhood to Gaineborough, Lincoln, Horncastle,
Spilsby, Wainfleet) Boston, Spalding, &c. It will accommo-
date not only its own locality, but will also reduce the dis-
tance between Leeds and the metropolis from 205 to about
180 miles, or a saving of 25 miles. The distance between
Lond,;,•il and the other great seats of the woollen trade, Dews-
lortry, Bradford, Huddersfield, &c., will also be lessened full
30 miles in each instance. Capital 500,000/., ill 2,500 shares.
SHOREHAM AND CHICHESTER.—The line from Shoreham
to Chichester is rapidly approaching completion. The rails
are laid down to within half a mile of the city, and a number
of stonemasons are busily employed in the works fur the ter-
minus and other parts of the line.
Blifs'rof, AND Ex-M1.12 RAILWAY COMPANY.—From an ac-
cidental omission in our report of the proceedings of this
Company at Bristol, on Friday, a slight confusion appears in
the reading. The last sentence should have run thus—" The
motion for the non-confirmation of the agreement was carried
by an overwhelming majority."
SOUTII-EAsTERN.—We understand that the Directors of
the South-Eastern Railway Company have resolved to place
at the option of the Postmaster-General the opportunity of
sending mail bags, by every one of their trains, without
making any additional charge for the facilities given.—
Railway Standard.
EASTERN COUNTIES.—Mr. Bulkeley has resigned the Se-
cretaryship of the Eastern Counties Railway. Mr. Bulkeley's
courteous mariners had deservedly secured for him a " host
of friends."—Railway Record.
NEW LINES ABANDONED.—Amongst the railway com-
panies which have notified the absolute or temporary aban-
donment of their undertaking are the following:-Direct
London and Manchester, vid Bedford, Railway Company; the
Stourbridge, Dudley, and Birmingham Railway Company;
the Salisbury and Dorchester Railway Company, and the
Torquay and Newton Abbot Railway Company.— The Share-
holder.

SCOTCH LINES.
Eprienunerne. WEDNESDAY.—An extraordinary general
meeting of the shareholders of the Caledonian Company was
held within Gibbs's Royal Hotel, Edinburgh, this day, Mr.
J. J. Hope Johnstone, in the chair.
The CHAIRMAN, in opening the proceedings, said, ftom the
nature of the country in which some of the heaviest works
of the Caledonian occur, considerable time has necessarily
been required in order to provide accommodation for the
workmen, but for some weeks past 2,500 men have been
employed, and at an early period a large addition will
be made to this number. The Directors have also been
much engaged in effecting settlements with the landowners
along the line. They have accomplished _this in a great
many cases, and they feel justified in stating that they
see no reason to anticipate any difficulty in bringing the
whole of these negotiations to a conclusion, or to fear that
the works will not be finished within the time originally an-
nounced.—(Applause.) The Directors have been, and still
are, engaged in negotiations with other companies; and they
hare hopes of bringing most, if not the whole of these, to a
satisfactory issue.—(Cheers.) You have heard of the union
which has just taken place between the London and Bir-
mingham and Grand Junction Companies, and know that
now, substantially, the whole line from London to Carlisle
will be under one powerful body.—(Applause.) The Cale-
donian Company have hitherto been always cordially sup-
ported by the Grand Junction Company. With a view to a
still more intimate connexion, I am happy to announce that an
arrangement has been made, by which, as soon as pos-
sible, an honourable friend, of high standing, now a director
in these united Companies, will take his place as one of the
Directors at the Caledonian Board. As a general principle, I
feel that the progress of railway enterprise has been too rapid.
(Hear, hear.) But good may come out of seeming evil; and
I shall not regret it if the result shall be to induce Govern-
ment to take a comprehensive view of the whole railway
question, and lay down some sound principles to guide our
railway legislation in future.—(Applause.) Meanwhile, with
every one moving around us, we cannot stand still. We
have given the best consideration in our power to various
proposals that were submitted to us, and the result is that
we have come to the conclusion that the schemes which we
now bring before you will materially tend to the advantage
of this Company.
The SECRETARY then read the following report :—" The
time having arrived when it becomes necessary to make
preparations for bringing before Parliament, in the ensuing
se: sion, such additional works or projects as the company
may think expedient, the directors called the present meet-
ing for the purpose of determining upon them as notified,
and with that vieese they beg leave to offer such an ex-
planation of each object as appears necessary to its being
sufficiently understood. With respect to the first two, the
acquisition of the Garnkirk Railway and the Clydesdale
Junction Railway, these lines hate been always regarded
as :the best modes of access of this railway to Glasgow,
the former on the north and the latter on the south
side of the river Clyde, which divides that city, and
also as the means of connecting the Caledonian Rail-
way with the projected Dumbartonshire and West High-
land lines, and with the various existing and projected
railways in Renfrewshire and Ayrshire; and the direc-
tors feel assured that the terms upon which they have
been acquired, and Which are detailed in the agreements
now laid before the meeting, are such as will be profitable
to the Company, even although they were viewed merely as
separate investments, without reference to their utility as
essential communications for the through traffic of this rail-
way. The objects embraced under the third head am—
t. A deviation of the main line at Carlisle. This is for the
purpose of reaching a joint station, which has been fixed
upon by the Lancaster and Carlisle Company and* the
Newcastle and Carlisle Company, as being in a very
superior situation to that which was originally con-
templated, 2. Branches from Dumfries to the main
line northwards and southwards, with a subsidiary
branch to the port of Annan. These were suggested
by the Committee of the House of Commons last session
as necessary portions of the Caledonian system. 3. A
branch from the main line to Langholm, which would
have a considerable traffic in minerals. 4. Branches from
the Edinburgh branch to Granton and Leith, and to
Queensferry and the Union Canal. The importance of the
two former branches, for communication with the shipping
of the Forth, is obvious, but if satisfactory arrangements
could be made, that communication might be sufficiently
attained by means of a junction with the Edinburgh' and
Glasgow Railway, and thereby with the existing Leith and
Granton Railway. The brands to Queensferry will supply an
advantageous connexion with the Edinburgh and Perth
Railway. The branch to the Union Canal will be only about
200 yards in length, and is expected to command a consider-
able traffic. 5,6, and 7. Branches from, and improve-
ments upon, the Pollox and Govan Railway. One of these
branches is intended to lead, by means of a bridge across
the Clyde, to 'the principal passenger station in the centre
of Glasgow, which will be one of the.best in the kingdom in
every respect. The others are intended to improve the
connexions with the harbour, and with the other railways
on the south side of Glasgow, and to afford to those rail-
ways an access to the passenger station above referred to.
8. A branch from the Castlecarry branch of this railway to
the Garnkirk Railway, to shortern the distance to Glasgow
for the northern traffic. 9. Branches from the Clydesdale
Junction Railway to the Garnkirk Railway, near Dundyvan
and Coatbridge, which will have a -very large mineral and
passenger traffic, 10. A branch from the Garnkirk Railway
to Airdrie, which will also have a great traffic. 11. Such sta-
tions as may be found necessary in connexion with the
various branches. These are all the objects which the Di-
rectors consider it necessary at present to recommend for the
approval of the. meeting ; in order to bring the Caledonian
Railway into full operation, it has been computed that the
capital which their completion will render necessary is about
1,275.0001. That sum the Directors propose to raise by
creating one new share of 25/, for each original share of 501.
of the consolidated Caledonian and Clydesdale Junction Rail-
way Companies, and to allot the ncwshares among the share-
holders of the two Companies, in proportion to the original
shares held by them respectively, and to issue scrip for the
same on a deposit of ten per cent, being paid, and the Parlia-
mentary contract being signed."
Mr. P. M. STEWART, M.P., in moving the adoption of
the report, said—Notwithstanding the magnitude of the
plan, which, in my view, always appeared as the first of our
great national lines from England to Scotland, I never met
(notwithstanding the various duties which devolved on the
Board) with a more satisfactory report from those to whom
such duties were entrusted, than I do on the present occasion.
—(Applause.) It gives me pleasure to refer to one point
mentioned In the report, and that is the proposed branch to
Dumfries. When the original Bill was before Parliament, the
Committee regretted that they could not sanction the whole
of the Caledonian scheme then submitted to them, being
obliged to reject the branch to Dumfries. They said, on in-
specting it—l thought they said with truth—that there had
been some haste in projecting the branch from the main
line to Dumfries ; but it was suggested by the Committee
that, to complete the scheme then before them, and which
met with their sanction, there should be branches, as now
projected by my friends Mr. Locke and Mr. Errington,
from the south, coming from Carlisle to Dumfries,
and to the north, in going to Dumfries, thus completing
the plan prospectively sanctioned by the ommittee. There-
fore, I feel that we have a claim, and I have no doubt that
we shall succeed in our application, and get that most im-
portant part of our scheme completed in next session.
With regard to the operation of this great line in the neigh-
bourhood of Glasgow, I do think we should be satisfied
with the report now read, for I know the struggle going on
there, from the competing interests of the different rail-
ways. I know also the great wealth and influence, and
the importance of that district to every line, but in par-
tpi ur
el
ca
tr tr os
ialavger et
acted leading a
wiselyd n g
te
eC a
pointsl e o n i a
f. Our
com-
munication of Which they have now become possessed in the
neighbourhood of Glasgow, in getting under their control
the Garnkirk nail Way to the north of the river, and the
earnest of the sagacity with which these great points were
wC liys
ed eces dita
in that
utnhcatti onatt o
ourth the
nseoxutthmoefe
ttihneg
river. Ia
we shall hmavelikane-
grappled with and settled ; although there may exist in the
minds of some of the shareholders a desire to ask why so
much money should be laid out in acquiring them. But let
them wait and see to what purposes these additions to our
est,
find cause to oe -tot mentioned by our Chairman
`- rtes are
.to. ligetiasppfieldiewd,itahndthlisampaqrtuoitfetc.heertraehpsortth._ey(Awpil-1
plattee.) There is one -^ the Company; and
also upon which I beg to congratuu.— —;nz direct
that is, that by means of the Caledonian line cuse..._,, -
from the heart and centre of England, and from the railway
Wealth and power of the neighbouring country, we shall reap
the benefit of these companies identifying themselves with
our lines in this part of the country. We have already in the
state of things which now exist—by their holding of stock—
we have already an earnest of their intentions to this end.
Our Chairman had alluded to other steps which they mean
to take to identify theniseives with us; and I do say that
not only to the Caledonian line, but to the Scottish interests
in general, it
:6 a etlirjett of 'neat congratulation that this is
one of the Maley fruits 6. the improved communication
aopniatialanadndcotinhemeenrecrigz
of
Eainterestsg
of our eoiiiitiy..,--(Hear, beer.) I will not trespass longer
upon your time on this occasion, except to say, that I feel
in4h Orati tied in Whig permitted to move the adoption of the
nthgreisnh national
report.—(Rear.
Mr. CASs BELL of BlythsvrOod seconded the adoption of
the report.

whether there have been
' •'ere have

l‘fr.4l,l7tr.aoN wishect to .
surveys made of these varlottl lines 4 whetuvA
been any estimates nude de their toat ; and whether any idea
had been formed of the probable traffie
The CHAIRMAN, in answer, said—The lines have been ac-
curately surveyed; by the end of the month the plans will
be quite ready to be lodged in the proper quarter ; and I hold
in my hand a detail of the estimated Cost. The liariltimentarY
estimates are of eourse not yet made out, and cannot be,
uhtil the different sections are completed ; it is' therefore,
only an approximating estimate; but, it is well knOwn that
the accuracy of Mr. 'Locke is remarkable, and that his esti-
mates are rarely, if ever, exceeded. I have Also td state that
traffic tables are in progrtss of
re ration, And, looking to pa
the intercourse waste betweeh the dittNro fpohite to
p

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which the branches lead, I have no doubt that we shall be
able to present tables that shall be quite satisfactory to all
the shareholders. Of Course if the directors shall find upon
Further investigation that any of the lines are not likely to
pay, they will not go on with them ; and I hope the share-
holders will have that contidence in the directors as to be-
lieve that they will run into no expense which they really
think will not be justified.—(Hear, hear.)
The report was then unanimously adopted.
The CHAIRMAN then moved the adoption of a series of
resolutions, authorising the directors to proceed with the
undertaking, which were also carried unanimously.
On the motion of Colonel ➢I'DoNALD, of Powderhall,
seconded by Mr. MACONOCIIIE, of Meadowbank, the thanks
of the meeting were unanimously tendered to the chairman
and directors, for their great and successful exertions in pro-
moting the interests of the company.

STANDING ORDERS FOR THE THIRTIETH.
(From the Irish Railway Gazette.)
The time is now at hand when the various projected com-
panies must commence complying with standing orders, and
it is needless for us to warn the promoters that no mercy will
be shown in the ensuing session to any company that has not
strictly, and to the letter, complied with standing orders.
We shall briefly notice the principal standing orders which
must be complied with on or before the 30th inst.
In the first place, the fifteenth standing order of the Com-
mons requires the publication of the Parliamentary notices
for three successive weeks, in October or November, in the
London, Edinburgh, or Dublin Gazette, as the case may be,
and also in some one and the same newspaper of all counties,
towns, &c., through which the proposed railway runs. The
notices must be delivered to the Gazettes three days before
the day of publication.
In the second place, the twenty-third standing order en-
joins that on or before the 30th of November, immediately
preceding the session of Parliament in which application for
the Bill shall be made, a plan, and also a duplicate of such
plan, on a scale of not less than four inches to a mile, be de-
posited for public inspection at the office of the clerk of the
peace for every county, riding, or division in Ireland, in or
through which the worl: is proposed to be made, which plans
shall describe the line or situation of the whole of the work,
and the lands in or through which it is to be made, or
through which every communication to or from the work shall
be made, together with a book of reference, containing the
names of the owners, or reputed owners, lessees, or reputed
lessees, and occupiers of such lands respectively, with a sec-
tion and a duplicate of the railway.
The Standing Order 23 A, also provides that a copy of all
plans, sectims, and books of reference, together with a pub-
lished map, to a scale of not less than half-an-inch to a mile,
with the line of railway delineated thereon, so as to show its
general course and direction, shall be lodged with the Board
of Trade, on or before the 30th of November.
There are other matters to which attention must be paid
on or before the 31st of DKember, such as lodging the plans
and sections, as far as they relate to each parish, with the
clerk of the union within which such parish is included, and
also depositing a copy of the said plans, sections, and books
of reference in the Private Bill-office of the House of Com-
mons, and in the office of the clerk of the Parliaments.

It is also required that before the 31st of December, the
notices enjoined by Standing Order 17 of the Commons, be
served on owners, lessees, and occupiers, and a list made out
distinguishing which of them have assented, dissented, or
are neuter, in respect to the proposed railway.
These are the principal orders which will have to be com-
plied with. There are other particulars, however, to which
we need not advert, as they are mere matters of detail. Any
company that is in a position to comply with the standing
orders, on or before the 30th instant, can experience no diffi-
culty in point of time in complying with all the other orders.

BRIEF STATISTICAL SKETCH OF IRISII RAILWAYS.
PROJECTS NOT YET BEFORE PARLIAMENT.
In our last number we gave a brief sketch of the various
Irish lines which are in actual operation, or for which the
sanction of Parliament had been obtained. We now com-
plete our liet by adding to it all those which are projects,
not having been as yet submitted to the judgment of the
Legislature.
ARMAGH-, COLERAINE, AND PORTRUSIL—This line runs
directly northward from Armagh to Coleraine, and thence
to Portrush. Length 68 miles, capital 600,0001., in 24,000
shares of 25/. each.
ARMAGH, COLERAINE, AND PORTRUSH EXTENSION.—This
is a branch from Castledawson, on the Armagh, Coleraine,
and Portrush line, to Randaietown, on the Belfast and Bal-
lymena line. Length 12 miles, capital 125,000/., in 5,000
shares of 251. each ; engineers, Messrs. Rendal and Mackenzie.
BALTINGLASS JUNCTION.—From Baltinglass to Sallins,
through Dunlavin. Length 23 miles, capital 200,0001., in
20,000 shares, of 201. each. Estimated returns, 11 per cent. ;
enineers, Messrs. Taylor.
BANDON AND BANTRY.—An extension of the Cork and
Bandon line, through Dunmanway to Bantry, with branches
to Skibbereen and Clonakilty ; capital 500,0001., in 20,000
shares of 251. each. Estimated returns 8 per cent. ; engi-
neers, Messrs. Leahy.
BELFAST AND BALLYMENA AND LONDONDERRY COLE-
RAINE JUNCTION.—A project to connect Ballymena with Bal.
lymoney, a market town on the Londonderry and Coleraine
Railway. Length 20% miles, capital 180,0001.; engineer,
C. Lanyon, Esq.
BELFAST AND COUNTY DOWN.—From Belfast to Comber,
Newtownards, and Downpatrick. Length 34 miles, capital
400,000/., in 8,000 shares of 501. each, engineer John God-
win, Esq.
CORK, BLACKROCK, PASSAGE, AND MONKSTOWN.—A river
line from Cork to Passage. Capital 120,0001., length six
miles, estimated return 12 per cent. ; engineer, W. A.
Tracy, Esq.
CORK AND FERMOY DIRECT.—A line 191, miles in length.
Capital 240,0001., in 12,000 shares of 20/. each ; engineer,
Mr. Clements.
CORK, BANDON, AND KINSALE JUNCTION.—A branch from
the Cork and Bandon line to the town of Kinsale ; engineers,
Messrs. Leahy.
CORK, LIMERICK, AND GALWAY.—A line from Charle-
ville to Galway, through Limerick and Ennis. Capital
750,0001. in 15,000 shares of 151. each ; engineers, Messrs.
Leahy.
CoRK, MIDDLETON, AND YOUGHAL.—From Cork to
Youghal, through Middleton and Castlemartyr, with
branches to Cove and Fermoy. Length 50 miles, capital
500,000/., in 10,000 shares of 501. each, estimated return
101,4 per cent. ; engineer, Sir John Macneill.
CORK AND KILLARNEY.—A line connecting the above
towns through Macroom and Mill-street. Length 72 miles,
capital 650,0001., in 13,000 shares of 501. each, estimated re-
turn 814 per cent. ; engineers, Messrs. Leahy.
CORK, PASSAGE, AND KINSALE.—A coast line, through
Monkstown and Carrigaline, from Cork to Kinsale. Length
221/2 miles, capital 250,0001., in 10,000 shares of 25/. each,
estimated return from 8 to 9 per cent. ; engineer, R. W.
Townshend, Esq.
Conic AND WATERFORD.—A coast line between these two
cities, through Middleton, Youghal, and Dungarvan ;
branches are sent off to Cove and Fermoy. Length 100
miles, capital 1,000,0001., in 40,000 shares of 25/. each, esti-
mated return 5 per cent. ; engineer, Mr. Brunel.
CORK WESTERN JUNCTION.—This line leaves the Cork,
Passage, and Kinsale, at Five-mile Bridge, and thence runs
to Dunmanway, a distance of 281, miles; capital 260,0001.,
in 13,000 shares of 201. each, estimated returns 8i per cent. ;
eng-ineer, R. W. Townsend, Esq.
DUBLIN AND ARMAGH (INLAND).—This line runs from
Dublin through Trim, Navan, Kells, Castleblayney, to Ar-
magh. Capital 1,000,000/., in 40,000. shares of 25/. each ;
engineer, Henry Lindsay. Esq.
DUBLIN AND ANTRIM JUNCTION.—From Antrim to a point
on the Ulster Railway, near Portadown. Length about 28
miles ; capital 200,000/., in 8,000 shares of 251. each ; engi-
neer, E. S. Barber, Esq.
DUBLIN AND CORK DIRECT.—A continuation of the Cork
and Fermoy Direct Line to Clonmel. Length 33 miles; en-
gineer, Mr. Clements.
DUBLIN, BELFAST, AND COLERAINE JUNCTION.—A line
from Portadown to Coleraine and Portrush, through Castle-
dawson. Length 64 miles, capital 640,000/.. in 12,800
shares of 50/. each ; engineers, Messrs.Annstrong and Barnes.
DUBLIN AND BELFAST JUNCTION EXTENSION.—From eight
miles north of Newry to Hillsborough, and from Navan to
Kells. Capital 475,000/., length 763/4 miles; engineer, Sir
John Macneill.
DUBLIN, DUNDRUM, AND ENNISKERRY.—From Ilarcourt-
street in Dublin to Enniskerry. Capital 200,000/., in 6,000
shares of 251. each, length 1114 miles; engineers, Messrs.
Leahy. It is proposed to send off a short branch to Rath-
farnham.
DUBEIN AND ENNISKILLEN.—This line will extend from
Dublin through Navan, Kells, Cavan, and Belturbet, to En-
niskillen. Capital 1,000,0001. in 20,000 shares of 501. each;
engineer, Robert Stephenson, Esq.
DUBLIN AND SANDYMOUNT (ATMOSPHERIC).—Capital
120,000/., in 6,000 shares of 20/. each. Estimated return 18
per cent. ; engineer, Sir John Macneill.
DUBLIN, TULLAMORE, AND PARSONSTOWN JUNCTION.—A
line, 28 miles in length, from Tullamore to Parsonstown. Ca-
pital 250,000/. ; engineer, Sir John Macneil.
ENNISKILLEN AND Semo.—A line connecting these two
towns. Capital 600,000/., in 12,000 shares of 501. each; en-
gineer, Sir John Macneill.
FEEDLOT' TO MALLOW.—A short line of 16 miles from Fer-
moy to Mallow, on the Great Southern and Western line.
Capital 200,000/., in 10,000 shares of 20/. each; engineer, Sir
John Macneill.
GALWAY AND BELFAST JUNCTION.—Through Roscommon,
Longford, Granard, and Cavan, to Clones. Capital,
1,000,000/., in 20,000 shares of 50/. each ; estimated re-
venue, 10 per cent. ; engineers, Messrs. Leahy.
GALWAY AND ENNIS.—A line between the above-named
towns. Capital, 750,000/., in 7,000 shares of 501. each; en-
gineer, J. A. Galloway, Esq.
GALWAY AND KILKENNY.—CapitaI 1,000,000/., in shares
of 25/. It is now understood that only that portion of this
line which :extends from Ballinasloe to Kilkenny will be
made.
GREAT MUNSTER.—This line separates from the Great
Southern near Mountrath, and is continued through Lime-
rick and Tarbert to Tralee. Length, 120 miles ; capital,
1,300,000/. • engineers, Messrs. Leahy.
GREAT dOUNTY OF DOWN, BELFAST, NEWRY, AND WAR-
BeNrouvr.--From Warrenpoint to Newry, and thence to-
wards Banbridge, near which the line subdivides into two
branches—one runs to Moira on the Ulster line, the other
runs to Comber, where it is met by a branch from Donagha-
dee, and then terminates at Belfast. Capital 1.200,0001., in
24,000 shares of 501. each ; estimated return 7 per cent. ;
engineers, Messrs. Fraser and Ramsay.
GREAT SOUTHERN AND WESTERN, AND WATERFORD AND
LIMERICK JUNCTION, FROM CLONMEL TO THURLES.—A line
from Clonmel to Thurles, through Cashel and Holycross. A
branch will be thrown off to the collieries of Slievardah.
Capital 400,000/., in 16,000 shares of 25/. each; engineer,
Sir John Macneill.
GREAT SOUTHERN AND WESTERN RAILWAY, EXTENSION
TO NENAGH AND THE SHANNON.—A short line from Nenagh
""-mnlemore. Capital 225,000/., in 15,000 shares of 15/.
to -- Sir John Macneill.
each ; enginee.,
""" WESTERN, NENAGH TO KILLALOE.
"" two towns. Capital,
.
—AG"slAiTorSt"liTnieiEntolf Vies. -4neer, Thomas
150,0001., in 7,500 shares of 26L eoth ;
Kearney, Esq.
GREAT HIBERNIAN CENTRAL JUNCTION.—VOM
Lime-
rick, through Nenagh, Parsonstown, Athlone, Longford, and
Cavan, to Clones. Length, 122 miles; capital 2,000,000/., in
80,000 shares of 251. each ; engineers, Messrs. Rhodes and
Nicholson.
IRISH GREAT WESTERN, DUBLIN TO GALWAY.--A line
from Portarlington (on the Dublin and Cashel line) through
Tullamore, Athlone, and Ballinasloe, to Galway. Length
954 miles, capital, 1,080,000/., in 27,000 shares of 401. each ;
engineers. Sir John Macneill and Captain Moorsom ; esti•
mated revenue, 6* per cent.
IRITH GREAT WESTERN, BRANCH TO TUAM, CASTLEBAR,
AND WirsTrofer.—This branch starts from the Main trunk
at Loughrea, and runs up to Westport through 'Diem and
Castlebar. Length, 66 miles ; capital 660,0001., in 53,000
of 20/. each ; engineer, Sir John Macneill. •
•••• WESTERN, ATHLONE AND SLIGO JUNCTION.
to Roscommon. Length 20 riles
' ^Yes of 201. each ; engfLacer,

0D...-

—A braneh from Atna,....
capital, 200,0001., in 10,000 eu.....
Sir John Macneill.
Intact WEST COAST. —F lom Limerick, fbrotig;; Ennis,
Loughrea, 'Nam, and Castlebar, to Sligo. Capital, 2,500,0t;0/.,
in 10,000 shares of 25/. each ; engineer, G. S. Lewis, Esq.
Intsit NORTII MlTil..A.Nl).—This line commences at the
terminus of the .7,:avan branch of the Dublin and #3eVast
Junction, and runs to .1(ellS, where- it Subdivides into two
branches one runs north-west by Longford to Sligo.; the
other runs north-east to Caitan,- and thOncs to DlQuntau

,
.ef
"

and Armagh. Capital, 2,000,0001., in 80,000 shares of 251.
each. Length, 180 miles; engineer, Sir John Macneill.
KILKENNt, CARLOW, AND WICKLOW.—A line 70 miles
long,
eonnettifig the above towns; capital, 1,000,000/., in
50,000 shares of 20/. edch.

KILKENNY, CLONMEL, AND YOUGHAL,--FrODI ratighal to
Clonmel, and thence to Kilkenny. Length, 70 miles; capi-
tal, 800,000/. ; engineer, Sir John Macneill.
KILLARNEY J UNCTION. From Mallow to Killarney,
through Mill-street. Capital, 375,0001.; engineer, Sir John

LARNE, BELFAST, AND BALLYMENA:—This line consists
of two branches—one direst to Ballymena; the other along
the coast to Carrickfergus. Length, 30 miles ; capital,
300,0001, in 15,000 shares of 201. each ; estimated revenue,
51/.. per cent.
LARNE AND CARRICKFERGUS.—A short line from Lame
to join the Belfast and Ballymena Railway at Carrickfergus.
Length, about 17 miles ; capital, 155,0001., in 6,400 shares of
251. each ; engineer, Charles Langan, Esq.
LIMERICK AND CHARLEVILLE.—A branch from Charle-
vile, on the Great Southern and Western, to Limerick.
Capital, 200,000/., in 10,000 shares of 20/. each; length, 20
miles; engineer, Thomas Kearney, Esq.
LIMERICK AND BELFAST DIRECT.—This line runs from
Limerick, through Athlone, Longford, and Cavan, to Clones.
Length 120 miles, capital 1,600,0001., in 80,000 shares of 201
each ; engineers, Messrs. Gough and Roumieu.
LIMERICK' ENNIS, AND KILLALOE JurrcrioN.—From Ennis
to Limerick, and thence to Killaloe. Capital 250,000/, in
5,000 shares of 501 each ; engineer, Sir John Macneill.
MIDLAND GREAT WESTERN, EXTENSION TO GALWAY.—
A line from Mullingar to Galway, through Athlone. Ca-
pital 800,000/., in 32,000 shares of 25/. each; length 77
miles; estimated return six per cent. ; engineer, Mr. Ste-
phenson.
MIDLAND GREAT WESTERN, EXTENSION' TO SLIGO.—An
extension from Longford to Sligo of the Dublin and Mullin-
gar line. Length 56 miles; capital 600,000/., in 12,000 shares
of 50/. each.

NEWRY, ARMAGH, AND LONDONDERRY.—A line from
Omagh, through Fintona and Clogher, to Armagh. Length
35 miles, capital 400,0001., in 16,000 shares of 251. each ;
engineer. H. L. Lindsay, Esq.; estimated revenue, eight
per cent.
NEWRY, BANBRIDGE, AND BELFAST JUNCTION.—A line
from Newry, through Banbridge, to the Ulster line near
Belfast. Length, 553% miles; capital, 900,0001., in 18,000
shares of 501. each.

NEWRY AND WARRENPOINT.—A short line of six miles
between the two towns. Capital, 70,000/. ; estimated revenue,
•11 per cent. ; engineer, Sir John Macneill.
OMAGH, DUNGANNON, ARMAGH, AND BELFAST JUNCTION.
—From Omagh to Portadown ; capital, 300,000 L, in 12,000
shares of 251. each. Length, 36
_miles; engineer, William
Armstrong, Esq.
THURLF-S, CARRICK-ON-SUIR, CLONMEL, AND NENAGH
CENTRAL TIPPERARY RAILWAY.—A line from Nenagh to
Thurles, and thence running into the Kilkenny and Clonmel
line near Fethard ; engineer, D. Henry, Esq.
WATERFORD AND TRAMoRE.—A short line of eight miles
connecting the two towns; capital 90,0001., in 4,500 shares
of 20/. each ; estimated revenue, eight to nine per cent. ;
engineer, Mr. Townsend.
WATERFORD, WEXFORD, AND DUBLIN.—A coast line from
Dublin to 'W aterford, through Wicklow and Enniscorthy; a
branch is thrown off from Enniscorthy to Carlow ; capital
2,000,0001.. in 100,000 shares of 20/. each ; length, 150 miles ;
engineer, I. K. Brunel, Esq.
WEXFORD, WATERFORD, AND VALENTIA.—The MUSE of
this line has not been clearly defined ; capital 1,250,0001., in
50,000 shares of 25/. each ; engineer, William Gravatt, Esq
Dublin Warder.