The Sun.
London, England, 1845-10-07 00:00:00

caster

Edward Doubleday, Esq., F.L.S , Great Surrey-street. London,

Director of the Thames Valley Railway
John Dennis, Esq., Director of the West Midlands, the Thames
Valley, and the Erewash Valley Railways
Joel Edens, E,q., Northampton, Director of the Sheffield, Not-
tingham, and London, and the Midland and Eastern Ceunties
Railways
Richard Edensor, E•q., Road-Meadow, Ashbourne

Francis Ewart, Esq., Temple, Director of the Great Leeds and

London Direct Railway
George Evans, Esq., Milbury-terrace,Regentli-park, Director of

the Direct London and Exeter Railway
John Charles Fcrnihough, Rodney- street, Liverpool, Director of
the Sheffi. Id and Potteries, and the Grand Junction Railways
Samuel Wright Fearne, Esq., Derby, Director of the Derby, Gains-
borough, and Great Grimsby Junction, and the West Midland

Railways
Samuel Fox, Esq., Magistrate of the borough of Derby, Director of
the Rugby, Derby, and Manchester Railway
Benjamin Franklin, Esq., 5, Harley-street, Cavendish •square, Di-
rector of the Great Manchester, Rugby, and Southampton Rail-

way
Thomas Gee, Esq., Nottingham, Director of the Grand Union
Railway
John Grant, Esq., Northampton, Director of the Warwick and
Worcester Railway
Henry Glynn, Esq., Garden-court, Temple
Henry Francis Gisborne, Esq., Derby, Director of the South Stet*.
fordshire Junction, the Leicester and Tamworth, and the Tring
Reading, and Basingstoke Railways
Richard Greenhalgh, Esq., Car Bank, Mansfield, Nottinghamshire
Robert Hancorne, Esq., Euston.square, Director of the Metro-
politan Junction Railway
James Heygate, Esq., M.D. and F.R.S., Derby, Director of the
Derby, Gainaborough, and Great Grimsby Junction, and Mac.
clesfield and Lichfield Railways
F. J. Hall, Esq., Torrington.square, London, and the Grange, Al.
freton, Director of the Bideford and Tavistock and the Erewash
Valley Railways
Thomas Hackett, Esq , Derby, Director of the Great Manchester
and Southampton, and the Warwick, Coventry, and Nottingham
Railways
J. G. Hammack, Esq., Essex-house, Mile.end.road, Director of
the Great Leeds and London and Blackwall Railways
James Hollingworth, Esq., Derby, Director of the Rugby, Derby,
and Manchester Railway
W. H. Halpin, Esq., 23, Grafton-street, Fitzroy.square, Director
of the Tring, Reading, and Basingstoke Railway
T. Piers Healy, Esq., Temple, Managing Director of the Direct
London and Exeter, and the Cheltenham and Brighton Rail.
ways
George Price Hill, Esq., Gowanbrte-house, Hampstead, Director
of the Thames Valley and Ercwash Valley Extension Railways
Isaac Holmes, Esq., Liverpool
James Hopkins, Eaq., Bedford-square, Deputy-Chairman of the
Exeter and Weymouth, and Director of the Warwick and Wor.
crater Railway
Samuel Hurst, Esq., Mansfield, Director of the West Midland
Railway
Richard Edleston Hyde, Esq., Liverpool
Francis Jessop, Esq., Alderman of Derby, Director of the Derby,
Gainsborough, and Great Grimsby Junction Railway
Mr. Alderman Kelly, Director of the London and Birmingham
Extension, the West Midland, and the Erewasti Valley Exten-
sion Railways
James Lamb, Esq., 25, Hyde-park square
James Lassetter, Esq., Uttoxeter, Director of the Derbyshire,
Staffordshire, and Worcester Junction Railway
Richard Lassetter, Esq , Uttoxeter, Director of the Derby shire,
Staffordshire, and Worcester Junction Railway
W. Margetson, Esq., Streatham
John Molladay, Esq., Marble-hall, Warwick, Director of the
London and Birmingham Extension, the Exeter and Weymouth,
and Erewash Valley Railways
Peter Morrison, Esq., Director of the South and Midlands, the
London and Birmingham Extension, and the Great Leeds and
London Direct Railways
William Eaton Mousley, Esq., Derby, Director of the Tenn and
Dove Valley Railway
T. C. Newton, Esq., Bruton- street, Berkeley-square, Director of
the Isle of Man Railway
B. Oliveira, Esq., F. R.S , Upper Hyde-park-gardens, Director of
the Thames Valley and Erewaah Valley Extension Railways
Thomas -Paul, Esq., Director of the Direct London and Exeter
Railway
Samuel Parsons, Esq., Sackville.street, Piccadilly
W. Pastow, Esq., Surrey.place, Director of the Oxford and Wor-
cester Extension and Chester Junction Railway
R. Joseph Parsons, Esq. Highfield-house, Mansfield
Lawrence John Parsons, Eaq., St. John's College, Cambridge
James Peet, Esq , Alderman of Derby, Director of Rugby,
Derby, and Manchester Railway
George R. Peppercorne, Esq., Bexhill, Sussex, Director of tha
Chatham and Portsmouth Railway
R. B. Phillipson, Esq., Director of the Rugby, Leamington, and
Warwick Railway
R. Cowley Polhill, Esq., Brompton, Director of the Warwick and
Worcester and Thames Valley Railways
Samuel Pocock, Esq., Bloomsbury-square, Director of the Shef-
field and Macclesfield Railway
Rees Price, Esq., Tyne-hall, Ilford, Essex, Director of the
Eastern and Northern Counties Junction Railways, &c.
R. A. Riddell, Esq., Director of the Metropolitan Junction
Railway
Robert Romney Rea, Esq., Waterford, Director of the Weymouth
and Dorchester Railway
Robert Richards, Esq., Temple, Director of the South and Mid-
lands Railway
John Rennie, Esq.
Thomas Richardson, Esq., Derby, Director of the Staffordshire and
North Midland Junction Railway, &c.
John Reginald Riddell, Esq., Bycullah-park, Enfield, Middlesex,
Managing Director of the York and Lancaster Railway
William Robinson, Esq., Manchester
James Russell, Esq , 37, Gloucester-place, Portman-square
Francis Roose, Esq., Upper Montague-street, Montague-square
John Saunders, Esq., Magistrate for the borough of Derby, Direc-
tor of the Great Manchester, Rugby, and Southampton Rail-
way
Henry Savage, Esq., 34, Dorset-place, Dorset-square, Director of
the Oxford and Worcester Extension and the Erewash Valley
Extension Railways
W. Shaw, Esq., Director of the Warwick and Worcester and Ere-
wash Valley Railways
George Thomas Smith, Esq., Oakham, Director of the Peterbo.
rough, Wisbeach. and Lynn Railway
William Smith, Erg., Clipton, near Ashbourne, Director of the
Derby, Stafford, and Worcester Railway
Thomas Kemp Story, Esq., Ditchley-park, Oxfordshire
W. Sloane, Esq., Wimpole-street, Cavendish-square, Director of
the South and Midland, and Erewaah Valley, and Belfast,
Larne, and Ballymena Railways
Wm. Henry Swinton, Esq., 49,: Moorgate.street, and Sussex.
gardens, Hyde-Park, Director of the Northern and Southern
Connecting Railway
T. Taylor, Esq., Director of the Leeds, York, and Midland Rail.
way
Wiliam Taylor, Esq., Derby, Director of the Derby, Gainsbo-
rough, and Great Grimsby Junction Railway
William Taylor, Esq., Nottingham, Director of the Wolverhamp-
ton, Birmingham, and Nottingham Railway
James Templer, Esq.,•Brixton, Surrey, Director of the Great Leeds
and London Direct, and the Derby, Uttoxeter, and Stafford
Railways
James Thompson, Esq., Wray, Lancaster, Director of the Liver-
pool, Manchester, and Newcastle Junction, and the Leeds and
Liverpool Direct Railways
Samuel Tudor, Esq., Upper Thames-street, and Gorbala,
Director of the Derby and Stafford, and Great Leeds and Lon-
don Railways
Edward Starkie Tutors, Esq., Liverpool, Director of the Wolver-
hampton, Birmingham, and Nottingham Railway
Charles Waite, Esq., M.D., Willesden, Director of the Welsh
Midland Railway
James Smith Walters, Esq., the Hayes, Bakewell, Director of the
Birmingham and Manchester Direct Railway
John Williams, Esq., 4, Furnival's Inn, Director of the Rhondda
Valley Railway
Thomas Wright, Esq., Derby, Director of the Derby, Gainsbo-
rough, and Great °tinier/ Junction Railway

THE GREAT WESTERN RAILWAY OF
CANADA.

(Chartered by Act of Legislature.)
Capital 1,500,0001. currency-1,350,0001. sterling.
In 60,000 Shares of •2.51. currency-021. 10s. sterling.

Deposit 31. ss. per Share, on account of the three first instalments

provided by the Act.
DIRECTION IN CANADA.

Sir ALLAN NAPIER MACNAB, Speaker of the House of
Assembly, President.
William M. Shaw, Esq. James B. Ewart, Esq.
John 0. Hatt, Esq. Peter Carroll, Esq.
L. Lawrasen, Esq. George S. Tiffany, Esq.

CORRESPONDING COMMITTEE OF ENGLISH SHAREHOLDERS.
William James Chaplin, Esq. John Masterman, jun., Esq.
Charles Devaux, Esq. John Moss, Esq.
Henry John Enthovcn, Esq. Thomas Smith, Esq.
Abel Lewes Gower, Esq. Matthew Uzielli, Esq.
George Hudson. Esq., M.P. Gregory Seale Walters, Esq.
Samuel Laing, Esq.
SOLICITORS IN LONDON—Mcssv. Bircham and Dalrymple,
15, Bedford-row.
RANKERS.

London—Messrs. Masterman and Co., Nicholas-lane
Liverpool—Messrs. Moss and CO.
CONSULTING ENGINEER—Joseph Locke, Esq., F.R.S.

SECRETARY TO THE CORRESPONDING COMMITTEE IN LONDON.

E. Aime, Esq , 62, King William.strcet, pro tern.

This important line of railway was sanctioned by the Canadian
Legislatute, in the last Session.
The line of the Great Western Railway of Canada, as authorised
by the Act, is 245 miles in length, commencing near Fort Erie,
opposite to the town of Buffalo, and terminating at Windsor, on
the Detroit river, opposite to the town of Detroit. Its whole
course lies within the British territory ; and it traverses the most
fertile and populous portion of the province of Upper Canada,
passing through the town of Hamilton, at the head of the navgiga.
tion of Lake Ontario, and intersecting the Niagara, London, Gore,
and other districts, containing numerous towns and villages, with
a rapidly increasing population.
_ _ _

The importance of such a line for national purposes, and for
the interests of Canada, is so obvious as to have ensured the
favour and support of the Government; while at the same time, it
forms a direct trunk line br the traffic of the principal towns and
districts of tipper Canada with one another, and with the seat of
Government ; and for the stream of passengers and emigration
which flow from this country by way of the St. Lawrence to the
upper province.

The principal feature of the undertaking, however, as a commer-
cial enterprise, consists in its uniting this character of a main
artery for the local and provincial purposes of Upper Canada with
that of a completing link in the great system of thorough commu-
nication between the North Western States of America and the
upper Valley of the Mississippi on the one hand, and the cities of
New York and Boston, and the Sea Board of the Atlantic, on the
other.

A reference to the map will show that the town of Buffalo,
which is the eastern terminus of the Great Western Railway of
Canada, is the focus of the various communications by which the
traffic of the interior is conveyed to the Atlantic, among which
may be mentioned the Erie Canal, the New York and Erie Rail-
road, 460 miles in length from New York to Buffalo, the Boston
and BORA() Railroad, 560 miles in length, and various other lines
of railroad which radiate from Buffalo in different directions
through the States of New England and New York.
The western terminus, Detroit, is, in like manner, the focus of
the extensive railway and canal communication of the North
Western States, including Michigan, Illinois, Indiana, and the
upper part of Ohio, of which a large portion are already completed,
and in successful operation.
The State of Michigan, for insta►ce, although the latest settled
and least populous of those States, has already upwards of 700
miles of railway completed or in progress; among which is a main
trunk line of 900 miles in length, in direct continuation of the
Great Western Railway of Canada, from Detroit to St. Joseph, on
the Michigan Lake, of which 110 miles are now open, and upon
which a dividend of 7 per cent. was paid last year.
The stream of traffic between Detroit and Buffalo is now
carried on entirely by the circuitous and dangerous navigation
of Lake Erie, which is closed during hall the year. Its
importance may be judged of from the fact, that upwards
of 60 large steamers, averaging 450 tons burden, and 160 horse
power each, are employed en Lake Erie, in addition to 300 sailing
vessels of the united tonnage of 20,000 tons; and it appeared
from an official return, that the number of passengers entering and
leaving Buffalo, during the summer season, averaged 1,000 daily,
and that upwards of 100,000 passengers were carried by the
steamers upon the Lake during five months.
The passage between Detroit and Buffalo, by first-class steamers,
occupies, under the most favourable circumstances, about thirty-
six hours, and the navigation is suspended during half the year ;
while, during the remainder, it is liable to frequent interruptions
from the storms to which Lake Eric is peculiarly subject; while,
by the railway, the journey will be performed at all seasons in
twelve or fourteen hours.

There can be no reasonable doubt, therefore, that the railway
will at once absorb the greater portion of the traffic, and will be-
come, in connexion with the systems of railway communication
at either extremity, the high road for the traffic of the Western
States with the Atlantic.

No competing line can be made to divert this traffic, as the Great
Western Railway of Canada affords the most direct route between
Buffalo and Detroit ; and any other line, to connect these points,
would bare to wind round the south shore of Lake Erie, increasing
the distance by at least 125 miles.

The importance of these considerations will be abundantly mani.
fest 'from the simple fact, that the population of the provinces of
the United States, for whose traffic the Great Western Railway of
Canada will furnish the principal outlet, exceeds 2,500,000, and
has increased at the following extraordinary rate, via.:—.

Michigan
Indiana

Population in 1810. Population in 1840.
4,528 211,705
24,250 683,314

Illinois

12,282

475,000

Ohio

230,760

1,500,000

And the increase both here and in Upper Canada is now going on
at at undiminished rate.

Without dwelling upon the prospects of eventual traffic which
must result from the rapid progression of population, and the de-
velopment of the resources of the North American States and
Canada, and which render the present undertaking so peculiarly
inviting with a view to permanent investment, it may be sufficient
to state, with regard to the present and existing traffic—
I. That the Michigan Railway, which is a continuation of the
line of the Great Western Railway of Canada into a more remote
and less populous district, although only partially opened, pays a
dividend of seven per cent., and the other railways open in this
State, pay dividends of from six to ten per cent.
2. That the lines of railway in New York and New England,
which complete the communication between Buffalo and the
Atlantic, although competing with the Erie Canal and with one
another for the traffic which will be concentrated on the Great
Western Railway of Canada, pay dividends of from seven to ten
per cent.
3. That the existing passenger traffic between Buffalo and De-
troit, supposing two-thirds of it only to be carried by the railway,
and making no allowance for the increase of travelling which
would be occasioned by the increased facility of communication,
would, according to an estimate taken by the Company's engineer,
in Canada, be sufficient to pay seven per cent. on the cost of con-
struction, without taking into account the local traffic of Canada,
er the traec in goods and merchandise.
The line is of a peculiarly easy character, traversing for the
greater part of its distance a level plateau, and involving no heavy
engineering works. The land will be obtained at an inconsiderable
cost, and the whole preliminary expenses which have been in-
curred in obtaining the Act, &c., do not exceed 1,0001.
Aa a proof of the cheap manner in which railways may be con.