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

THE SOUTH and MIDLANDS JUNCTION,
11 and BICESTER, SWINDON, MARLBOROUGH, DEVIZES,
and SALISBURY RAILWAY, with Branches to. POOLE and
BCUTHAM PTON.
Capital, 1,280,0001., In 64,000 shares of 201. each.
Deposit, 21. 2s. 6d. per share.
(Provisionally registered, according to 7th and Bth Vic., c. 110.)

PEOVISIONIZ COKKITTIN.

The lien. Captain William Gore, Director of the Great Western of

Pleigal Railway.
William BoMalay Hellas, Isq„ /11. P.. Chairman et the Welsh Mid-
hued Railway
Richard Price. Esq., 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
Sir John R. de Beauvoir, Bart., Chairman of the London and Bir-
mingham extension
William Bacon Johnston, Bart., Hilton, Aberdeenshire
Sir George William Prescott, Bart., Theobalds, Harts, Director of the
Chester and Manchester Direct Railway
Sir William Hyde Pearson, Hanover-square
Sir John Key, Bart., Alderman of London. Director of the Landon

and Manchester Direct Railway
Sir 7.llllara Wynn. Maesynewadd. Chairman of the North Wales

Railway -
Sir John Hare, Dart., Langham-place, Director of the London and

Birmingham Extension
Brigadier-General Sir Henry Pynn. Bart•. Director of the Direct

Western Railway
Admiral J. Ayscough, Prospect-place House, Southampton
Edmund Francis Dayrell, Esq., Lilllngstone Dayrell, Backs, High
Sheriff of tte County, and Director of the Backs and Oxford and

Wolverton Junction Railway
Thomas Sid.hey, Esq., Alderman and Sheriff of London, Director of
the L,rdon and Manchester Direct Railway
Thomas Farncomb, Esq., Alderman of London, Director of the Lon-

don and Westminster Bank, and Namur and Liege Railway
.John Khmersley Hooper, Esq., Alderman of London, Director of
the London and Manchester Direct Railway
Thomas Kelly, Esq., Alderman of London
The Mayor of Buckingham
Donald Maclean, Esq., Deputy-Chairman of the Trent Valley Con-
tinuation
Major Oliver Liudarn, K.H.. Chairman of the Gloucester, lberys-
t with and Central Wales Railway
(chard Hartley Kennedy, Esq., Chairman of the Coventry and
Leicester and Warwick and Cheltenham Railways
Archibald Spens, Esq., Manor House, Invereske, Director of the
Warwick and Cheltenham Junotion 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 MWoughall, late Bengal Royal General Stall,
Fir-grove, North Brixton, Director of the Chester and Forest of

Dean, &el, Railway
Dtephen Lewis, Esq., Director of the South Wales Railway
W. ♦. Wilkinson, Esq., Director of the WaTemp Valley and Great
Yarmouth Railway
George Lawton, Esq„ Ditchley, Essex, Director of the Manchester
and Birkenhead Contivation, and South Midlands Railway
William James Bailey, Esq., Shenley House, Bucks, Director of the
Racks Railway
Joseph Brown, DN., Director of the Manchester and Birmingham

_
Continuation
Peter Morrison, Esq., Managing Dirootor of the Britannia Life luu-

rance Company
Richard Iteaviside, Req., Director of the Great Luxemburg Railway
Joseph Gill, Esq., Chapel Tywn, Leeds, Director of the Lincoln,
York, and Leeds Railway
James Clay, Esq., Brompton, Director of the Furness and White-

haven Railway
Joseph Thompson, Esq., Direotor of the London and Brighton

Riilway
William Fechney Black, Esq., Wilton-place, Belgrave-square, Diret-
tor of the Italian and Austrian Railway
William Cole, Esq., Bicester, Oxon, Director of the Wilts and Berks
Canal
William Shaw, Esq., Director of the Thames Embankment, and Ma-
naging Director of the Farmers' Life Insurance Compaay
Major-General Parlby, C. 8., Rutland-gate, Director of the Worcester,
Shrewsbury, and Crewe Union Railway
Richard Carpenter, Esq., Magistrate of the county of Middlesex, De-
puty Chairman of the London and Birmingham Extension, and
Director if the Leicester and Bedford Railway
John Stewart, Esq., Portman-square, Director of the Rust Indian

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

Birmingham ExteasiOn
Major Grubbe, Eastwell House, Potterne, Ants, Magistrate of the

county
Edmund Phillips, Esq., Avon House, Melksham, Wilts
Captain Edward Dewes, Buckingham, Director of the Buekl and Ox-
ford and Wolverton Junction Railway
Charles Thomas Ward, Esq., Luton Heo, Beds, and Clapton House,
Stratford-on-Avon
Joseph Brook, Esq., Greenhead, Huddersfield, Director of the Leeds,
Dewsbury, and Manchester, and Huddersfield and Sheffield Junc-
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., Eleester, Director of the Wilts and Eerks
Canal
Frederick James Hall, Esq., Torrington-square, and Alfretoa, Derby,
Director of the Treat Valley Continuation
Major Waller, K. 11., Director of the London amid Manchester Direct

Railway
Captain seth N. Fisher, Director of the Warwick end Worcester
Railway
Joseph Crockett, Esq., Alderman of Devisee, and Director of the
North Wilts Backing 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, Books, Director
of the Bucks Railway
William Sloane, EA., Wimpole-street, Cavendish-square, Chairman
of the Chum:, of England Life Insurance Company
Richard Dlrcton, Esq., Director of the Lincoln, York, and Leeds
RalllTay, and Director of the Legal and Commercial Life Insurance
C.W.aptain C Tyndale, Director of the South-Eastern Railway
Prederiek Jones, Esq., Lincoln's Inn, Mester of the Warwick and

Worcester Railway
Colonel Olivier, the Manor House, Potterne, Wilts, Magistrate of the
County, and Director of the Wilts, Somerset, and Weymouth
Railway

William Turner, Esq., Shipton-on-Chnrwell, Oxon
T. C. Norbury, Esq., Director of the Leiceitcr and Redford 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
Thema& Gooch, Rao., Director of the Flielity Guarantee Society
Henry Gerard Ohrly, Req., Director of the Trent Valley Continua-
tion Railway, and of the Legal and Commercial Life limarance
Company
Yohn Anderson, Esq., E.1.C.5., Director of the Church of England
_ .

. . .
: Late Insurance . _
The Rev. Henry John Possand, rector of Shepton, rector of Charwell
' W. P. Courtenay, Esq., Temple, Director of the Legal and Commercial
. Life Insurance Company
- John James, Esq., Secondary of the City of London, and Director of
...

the Legal and Commercial Insurance Company
William S. Potter, Esq., Sussex Gardens, Hyde Park, Director at the

Oxford, Witney, and Cheltenham Railway
1111llam Hallett, Esq., Kemp Town, Brighten
William Singleton, Esq., Chapel Town, Leeds, Director 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 Walbanke, Esq., Director of the South Midland Railway
Homy Wright, Esq., Brunswick-square, Director of the Warwick
and Worcester Railway
John Fagan, Esq., Gloucester-road, Old Brompton
X rasmus It. Forster, Esq., Director of the Britannia Life Insurance
Compiny, 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
Biceeter —Mess's. Tubb and Co.
Woodstock—Messrs. Gillett and Tawney
Witney—The London and County Bank
Devizes--Messrs. Hughes and Co., and the North Wilts
Banking Companp
CONSULTING BM:KNURL
Sir John Macneill, LL.D. and I.R.S.
James Thomson, Esq., F.R.S E. and
ACTING) Etioßtasa—William Mullingar Higgins, Esq.
SoLicyroa—W. B. James, Esq., 5, Basinghall-street, London.
Local. Aoawrs—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 Pot-
teries, Birmingham, Liverpool, and Manchester in the other ; near
Woodstock, close to which the projected line will pals, 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 prejected line trends di-
rectly S.W., leaving Bampton to the east, antil it reaches Lechlade,
a town seated at the efflux of the Thames and Severn navigation
with the River Thames, and where a considerable entrepot for mer-
chandise Is established.
Keeping within easy distances of Parringdon, Cricklade, and High-
worth, it reaches Swindon, a rapidly improving vicinity. At this
principal station, where the broad gauge is oroSsed, the Gloucester
And Cheltenham line falls into the Great Western.
The intersectional the South and Midland Junction with the Great
Western at Swindon opens a most extensive and valuable communi-
cation with London eastward; Bristol, Bath, Gleucester, Chelten-
ham, Strfll, westward ; and, by the Gloucester and Aberystwith
projected line, with the whole Griffith and South Wales.
'"lppllcatlollii for prospeetatell, plans, may be made, and forms of ap-
plication tor Shares had, at the office of W. B. James, Esq., solicitor,
S, Basingliall-street ; also of Henry Smith, Esq., solicitor, Backing-
hem ; and of the following gentlemen :
Landon—Messrs. J. Peppercorie and Co., 9, Old Broad-street ; Mr.
W. B. Harrison, Si, Bank-chambers ; Mr. Thos. HanbinT, 4, Angel-
court.
Liverpool—Messrs. Mills and Co., and Messrs. Neilson.
Manchester—Messrs. Houghland and Leese, and Mr. Wm. Marshall
Null—Messrs. Collinson and Flint
Leeds—Messrs. Watson and Co.
Stratford-on-Avon—Mr. William Bolton
Exeter—Mr. Thomas Sanford
Plymouth —Meson. Heyward and Palmer
Binninghani-3fr. Co llLs Joh.w.riabt_
-reps[ UF .1 TION FOR SMARES.
To the Provisional Committee of the South and Midlands Junction
Railway.
Clentleirten,—l request that you will allot to me Shares of 201.
eaoh in this Company, and I undertake to accept the same, and to
pay the deposit thereon, or upon any less number that may be allotted
to me ; and I undertake also to execute the Parliamentary contract
and Subscribers' agreement when required.
Name in full ...
..
Trade or profession
Reference ... •• • • ....... ........
Address of Refers.

lOUTH and MIDLANDS JUNCTION and
"MESTER, SWINDON, MARLBOROUGH, and DEVIZES

RAIL WAY.
The Committee of Management announce to the public that no
applications for Shares in this undertaking can be received after
WIDNEEMAY, the 10th inst., immediately after which the Committee
Will proceed to make the allotment. Those applicants who do not
receive letters of allotment wiJ be pleased to consider that it has
been found impossible to comply with their requests.
By order,
W. B. James, Solicitor to the Company.
5, Basinghall-street.

Dated, Sept. 5, 1845.

KILKENNY, CARLOW, and WICKLOW
RAILWAY COMPANY.
Offices, 449, West Strand London
The Committee of Management of the 'above Company=London.
The
the
SatisThetion of stating that the Clonmel and Kilkenny
Com-
pany has been united with this Company, and it is now intended t
Make application to Parliament, in the ensuing session, for w o
to construct a line of railway from Clorunel to Kilkenny, Carlow,Pers
and Wicklow, whereby the former important cities will be brought
into direct railway communication with the metropolis of Ireland by
the nearest route.
Negotiations are also In progress with the Waterford and Kilkenny
Company, who obtained their Act of Parliament last session, for
iecnring the support and co-operation of that Company to the
undertaking), which it is confidently anticipated will terminate satis-
factorily. A
reference to the °metal trafne map of the railway Commis
idoners will show the great extent of the traffic between the /several
towns on the line, and the prospect of its proving highly remunera-
tive to the shareholders.
The requisite capital having been already subscribed for, the allot-
ment of shares will be proceeded with forthwith ; and as the project
has received the unqualified approbation of the landed proprietors
along the line, and Is warmly supported by the English Great
Western, the Waterford, Wexford, Wicklow. and Dublin Railway
Companies, and the other Irish Companies in connexion with that in-
terest, a portion f the Directors of the Great Western Company
forming part of the Committee of Management, the sanction of Par-
liament to the measure may be most confidently anticipated.
Applicants for shares in either Company, before their amalgama-
tion are at liberty to withdraw the same, if they dqpire to do so, before
Monday, the 15th of September, until which time applications for
shares in the Clonmel, Kilkenny, Carlow, and Wicklow Company,
will be received, addressed to the Secretary, at the Company's offices,
449, West Strand, London.
The capital of the Company will be augmented to 1,500,0001., in
75000, shares of 201. each, upon which a deposit of 21. will be re-
et •j'4'Ada*, tckineet the new standing orders of Parliament.
...Thwdesignation of the Company will be changed to the 4, Clonmel,
Kilkenny, Carlow, and Wicklow Railway Company."
By order,
Batt. 5, 1845. RICHARD bf. MUGGERIDGE, secretary.

~•

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 of this magnitude, and that the
earth works throughout are not of great difficulty or extent ; the
gradients are easy, and, in many parts of the line, extending to entire
districts, of a stature 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 'Mints, 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 larger t 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 of 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 ludividual 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 manu-
facturing 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

rtekniatrunt449_4'JA,
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 meet 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 project 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 Mae-
cbester, 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 safficient
importance to justify the old road and canal engineers in adopting a
deviation from the great principles which 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 proving and carrying out in actual practice
the seemingly anomalous position of the fhrthest 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:may require its assistanceito carry out the relative or other advan-
tages. of projected lines, rather than that it affords us any other services
, anchensteofrthßeaielnwgalyne,
to that
pree-yccdeavlZinceral exposition
hpocriattr,acterises the maps of our existent railways. A refe-
rence of the false theory and the equally false
ewehsierhepotrretaotsn
ofth tehliendeisotaf the Rugby,
Derby, and Ai
the great satisfaction ofthe Provisi:
rela-
tively considered,or the entire distancezo Committee, and to the public to
as through line, exhibits, to
call), interested, and to those to
considerable
engineering labours and
deductions have been submitted, a
the through line and in the one or two most important pSaving of distance in
points upon
of several
the line locally of vast commercial importancen- °an an
saving
miles, and to use the expressions of his report, 'not less distinguished
for its careful and elaborate research than for the sa.t4sfahcetok,-
happy results therein so indisputably worked out and
Derby, and Manchester Railway passes through everyugibnya!
portant town between Rugby and Derby, Derby and Manchester, as
ntheectlsea4lnthg
those towns,
othenninir, or places of the railway ; locally con-
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 5,1845,