The Sun.
London, England, 1845-10-09 00:00:00

Mr. ARMES and Mr. MAcAuralr followed on the same side
and in behalf of the Lynn and Ely.
On a show of hands the majority were declared to be in
favour of the Watlington line to •Visbeach, and that the
suggested line was not deserving their support.
No opinion was taken on the Boston, Stamford, and Bir-
mingham.

Midland Extension, 304-Cambridge and Lincoln, 5%-
Derby and Gainsborough, 3/. 15s. 3d.-Grimsby and Sheffield,
Quarter Shares, 61/2-Grimsby Railway and Dock Exten-
sion, 1l%-Liverpool and Leeds Direct. OA-Manchester,
Midland, and Great Grimsby, OA-Wakefield and Harro-
gate, 51/2-Wilts, Somerset, and Southampton, 271i-York-
shire and Glasgow Union, 5.
EXETER, Ocr. 7.
STOCK EXCIIANGE.-The sales are-Exeter, Yeovil. an d
Dorchester 1 p.-Exeter and Crediton, 6-North Devons,
p.-Central Cornwall. and Devon, N p -Exeter, Top-
sham, and Exmouth (Daw's line), 3/4 p.-Ditto (Head's),
1 p.-Cornwall, VA-Eastern Counties, 22%. There has
been a good business doing, and the market firm, with a de-
cided upward tendency.
HUDDERSFIELD, OcT. 7.
STOCK EXCHANGE.-The sales are-Grand Union, 4-
2
Huddersfield and Manchester, 231/2-Lancashire, Yorkshire,
3% and North Eastern, 5/. lls.-Leicester and Bedford, 41/2-
- Manchester, Birmingham, and Wel=h Junction, :31 65.-
Manchester and Birkenhead Continuation, 3/ 18s. 9d.-North
Staffordshire, 83,j-North Western, 61/2-Sheffield and Lin-
colnshire, 7141-South Wales, 9-Oxford, Witney, and Chel-
tenham, 3-Wakefield and radford, 71/2-Wexford, Water-
ford, and Valentia, 21. 19s.
HULL, OcT. 7.
STOCK EXCITANGE.-The sales are-Hull and Selby, Half
Shares, 23%-Aberdeen, WA-Blackburn, Darwen, and Bol-
ton, 119-8-Caledonian Extension, 7-Great Grimsby and
Sheffield (Quarter Shares), 61/2-Grimsby Dock Extension,
121/2-Axhohne, 79 p.-Cambridge and Lincoln, 6-Ditto,
New, 578-Chelmsford and Bury, 2/. Bs. 6d.-Derby and
Gainsborough, 525. 6d. p.-Dudley, Madeley, and In n
Bridge, 555. p.-East Lincolnshire, 61/2-East Coast, 311,4,-
Fleetwood, Preston, and West Biding, 4%-Goole, Doncas-
ter, Sheffield, &c., 634-Grand Union, 414-Great North and
South Wales and Worcester, 18s. 6d. p.-Great North of
Scotland, 416-Guildford, Fareli am, &c., -Lancashire,
Yorkshire, and Ninth Eastern, 51j;-Leicester and Bedford,
4/. 125.-Leicester and Birmingham, 31/2-Liverpool and
Leeds, 6%-London and Norwich Direct, 12s. 6d.-Not-
• tinghani and Boston, 41. 145.--North Western, 63i-North
Staffordshire, 8/. 9s. 6d.-North Kent, 4A South Midland,
8%-Shrewsbury and Trent Union, 4-W akefield and Brad-
. ford, 7%-Wakefield and Harrogate, 5%-Welsh Midland,
- 41/2-Yorkshire and Glasgow Union, Si. Bs. 9d.
a YORK, OcT. 7.
STOCK EiCIIANGE.--lhe sales are-Eastern Union Ex-
" tension (Norwich), 51/2-Ipswich and Bury, 41/2-Midland,
New, 281,6-Newcastle and Darlington Junction, New
_ (Brandling), 57-North British, 25-Ditto, New, 63i-
- Ditto. Carlisles, 43/4-York and North Midland Exten-
sion, 30-Axholme, 65/-Caledonian Extension, 6%-
- Coventry, Nuneaton, Birminpam, and Leicester, 4A-
-Derby and Gainsborough, 3,-Grand Union, 4%-Lei-
_ cester and Bedford, 4%-London and York, 7-Manchester.
Buxton, &c., 9/. 16s. 3d.-Newcastle and Berwick, 2034-
- North Staffordshire, 83j4-North Western, 614-Welsh Mid.
5% lands, 4%.
EDINBURGH, Ocr. 4.
STOCK EXCHANGE.-The sales are-Aberdeen, 4/. 165.-
- Aberdeen, Banff, and Elgin, 2/. 13s. 6d.-Airdrie and Bath
- gate, 4/. 17s. 6d.-Arbroath and Forfar, 251.-Ditto, Hal
- Shares, 151.-Armagh and Portrush, 31.-Banffshire, 2/. Ils.
- 6d.-British and Irish Union, 4/. 75.-Belfast and County
_7_ : Down, 3/. 55.-Cambridge and Lincoln, 51. 2s. 6d.-Cale-
donian, 15/. 12s. 6d.-Caledonian Extension, 4/. 17s. 6d.-
Caledonian and Dumbarton, 51.25. 6d.-Clydesdale Junction,
22/.-Direct Northern, 3/. 2s. 6d.-Dundee and Arbroath,
- 37/.-Ditto,: New, 18/.-Dundee and Perth, 81. 10s.-East
- of Fife, 3/. 10s.-Edinburgh and Bathgate, 41. 55.-Edin-
burgh and Glasgow, 741.-Ditto, Half Shares, 14 prem.-
Ditto, Quarters, 191. 10s.-Ditto, New, 151.-Edinburgh,
Glasgow, and Dumbarton, 1/. 12s. 6d.-Edinburgh, Leith,
- and Granton, 261.-Ditto, Preference, 21/.-Edinburgh and
- Northern, 3/. 55.-Ditto, Newport, 1/. 155.-Ditto, Loch-
- gelly, 21.-Edinburgh and Perth, 4/. 13s. 6d.-Edinburgh
- and Peebles, 31. 10s.-Forth and Clyde Junction, 31. IBs. 6d.
2% --Glasgow and Ayrshire, 731.-Ditto, New Stock, 21/. 12s.
- 6d.-Glasgow and Belfast Union, 3/. 175.-Glasgow and
- Garnkirk, 45/.-Glasgow and Greenock, 22/. 10s.-Ditto,
New Stock, 10/. 155.-Ditto, Preference, 21. 55.-Glasgow
and Lesmaliagow, 8/. 10s.-Glasgow, Dumfries, and Carlisle,
2/. 55.-Great North of Scotland, 3/. 155.-Inverness and
Elgin, 1/. 125.--Kilinarnock and Ardrossan, 81. 155.-Lon-
don and Hounslow, 2i. Bs.-London and Windsor, 1/. 95.-
London and York, 71.-Monkland and Kirkintilloch, 33/.
-Newry and Londonderry, 2/. 145.-North British,
ex news, 261.-Ditto, Halves, ex news, 71., 55.-Ditto,
Fifths, 7/. 65.-Ditto, Carlisles, 51.-North Wales Mine-
ral, New, 5/. 7s. 6d.-Perth and Crieff. 3/. 155.-Perth
and Inverness, 31-Scottish Central, 13/. 10s.-Scottish
Midland, 51.-Scottish North Western, 31. 3s. 6d.-Scottish
Western, 2/. 165.-Shrewsbury, Oswestry, and Chester, 71.
55.-Shrewsbury and Hereford, 21.105.-South Midland, 10/.
-Stirling and Dunfermline, 3/. 4s. 6d.-'l'ean and Dove
Valley, 3/.
•12s. 6d.-Wishaw and Coltness, 581.
25% I

way of Normanton, thirty-one miles ; and by way of Oskenshaw,
twenty-eigbt miles, between two and three of which are by omni-
bus. Besides this saving of actual distance, the tedious stoppages
at Masborough and Normanton, the delays of which are often equal
to twenty miles of travelling, will be avoided,
A careful survey has been made, by an experienced surveyor,
who reports that the line ftom Wakefield to Silkaton will
run with easy gradients nearly on the surface of the ground for
the greater part of the way; and that the only work of any mag-
nitude will be a tunnel, about six hundred yards long, at Woolley.
common, which will occasion in the approach to it from Wake-
field an ascending gradient of 1 in 105. The works between
Silkaton and Wortley are of a heavier character, but in no
part will the gradient be more than lin 112. The ruling
gradient will be about 1 in 180.
This undertaking, in connexion with other railways, is in-
tended to accomplish the following very important objects :—First,
a direct line of communication between London and Leeds, the
Northern Counties and Scotland. Secondly, the opening of the
extensive and valuable coal. fields of Silksten, Dodworth, Barns.
ley, and the adjacent districts, to the manufacturing and other
towns of Yorkshire, the ports of Hell, Selby, Goole, Great
Grimsby,and Boston, and also to the Metropolis, and the Mid-
land, and Western counties. Thirdly, the accommodation of the
inhabitants of the places through which this railway will pass,
with those facilities of conveyance for passengers, of
which, from the almost entire absence of good roads,
as well as railways, they have hitherto been destitute.
An examination of the Map will show how well these objects
will be attained by means of this railway. At its northern termi-
nus, Wakefield, it will be connected with the Leeds and Manches,
ter Railway, continued to the Midland and the lines extending
from it to the north and east, with the projected Wakefield and
Harrogate and Wakefield and Leeds lines (the latter a branch of
the Leeds and Dewsbury from Churwell), and through it with
the Leeds and Thirsk, the Leeds and Bradford, and other railways,
to the north-west and Scotland. And at Wortley, its southern
terminus, it will be connected with the Sheffield and Manchester
Railway, the projected Manchester, Midland, and Great Giimsby,
and the Sheffield and Lincolnshire lines, the Sheffield and Great
Grimsby Railway, the projected Sheffield and Chesterfield Railway,
and the various new projects from Sheffield to the northern parts of
Derbyshire, Staffordshire, and the west.
The quantity of coal which this railway will make directly
accessible to all parts of the kingdom may be estimated from the
following statements given in evidence before a Committees of the
House of Commons:—The township of Barnsley contains 2,010
acres of coal bed, Barughs 5,080 acres, Dodworth, 6,219 acres,
Silkston, 4,040 acres. The quantity of coal in the Silkston main
alone is thirty-seven millions three hundred and fourteen thou-
sand tons, and the quantity likely to be raised from the entire dis-
trict through which the railway will pass, is not less than seventy.
eight millions of tons.
Pits may be sunk close by the railway, and will require only
an engine to lift the coals perpendicularly, and pour them into the
trucks.
In -addition to this, an opportunity will be afforded of turning
to better account a bed of iron-stone underlying a space of 5,080
acres.
The construction of this railway would so cheapen the transit
of coal to York, Hull, and all intermediate towns to the north
and east, and westward to Glossop, Ashton,. Manchester, Stock-
port, and other towns in Cheshire, that the owners of this valu-
able mineral would be able successfully to compete with those of
Durham and Lancashire.
The inexhaustible mineral traffic which will thus be developed
—the means which this railway will afford of improved transit be.
tween Leeds and Sheffield, so long a desideratum to the inhabitants
of these, the two largest towns in Yorkshire—the opening of direct
railway communication with Barnsley, from which that important
manufacturing town has hitherto been excluded—its con-
nexion with the line projected to Harrogate, whither
so many thousands of visitors annually resort in pur-
suit of health and pleasure, constitute a summary of
advantages which cannot fail to recommend this project to
public favour and support. It is calculated that the traffic in
minerals alone will yield a lucrative return to the Shareholders;
while the extraordinary increase of travelling which every ad-
ditional facility creates, and the surprising influx of trade which
every new railway brings to the district through which it passes,
adding largely to the profits of the undertaking, render it pro.
bable that the advantages which will actually be realised by this
project will exceed the most sanguine expectations of its pro.
moters.
Applications for Shares may be made, in the subjoined form,
to the Solicitors ; and also to Messrs, Ridsdale, Myers, and Bailey,
Messrs. Smith and Perfect, Messrs. John Everard Upton, Share.
brokers, Leeds; Messrs. Ridsdale and Rogers, Sharebrokers,
Wakefield; Messrs. Garton and Wright, Mr. George Eadon, jun.,
and Mr. John May, Sharebrokers, Sheffield; Messrs. C. Wilkin.
son and Earle, Sharebrokers, Hull; and Messrs. Peet and Son,
Sharebrokers, Nottingham.
FORM OF APPLICATION FOR SHARES.
To the Provisional Committee of the Sheffield, Wortley, Silkston,
and Wakefield Railway Company.
Gentlemen,—I request you to allot to me shares of
25/. each in the above.named Company, and I undertake to accept
the same, or such less number as you may appropriate to me, sub.
ject to the regulations of the Company, to execute the Parlia-
mentary Contract and the Subscribers' Agreement, and to pay,
when required, the deposit of 2/. 12s. 6d. per share.
I am, Gentlemen, your obedient servat,t,
Name (in full)
Profession, trade, or occupation
Residence (in full)
Plate
and d
of
business
ds of
re f any)
Name Referee

lIERNE BAY, CANTERBURY, AND FAVERSHAM
ATAIOSPHERIC.
Yesterday a meeting was held at the Pier Hotel, Herne
Bay, which was attended by the Commissioners, and many
of the principal landed and house proprietors in the town and
its vicinity, for the purpose of considering the propriety of
supporting this project.
Dr. Stokes, the Chairman of the Commissioners, presided
on the occasion.
The CHAIRMAN, in opening the business, said it was mani-
fest that a railway communication to that healthful spot
must be calculated to render an infinite benefit not merely to
the town itself, but to every one connected with it. The
plan, as proposed upon paper, appeared to him to carry out
all that could be desired. For whilst it offered the facility of
a rapid communication from and to the metropolis at a very
trifling cost, so it would create a medium of transit to Can-
terbury, Dover, and the Continent.—(Hear, bear.) He was
satisfied there could be no opposition offered to the project by
the owners of property in Herne Bay or by its inhabitants,
because, as he had stated, the greatest advantages in every
point of view must result to Herne Bay.
Mr. WILSON, the Secretary to the Company, said it was
proposed to run a line from Herne Bay to Canterbury, Whit-
stable, and Faversham, at which point it would form a junc-
tion, or connecting link, as it were, with one of the many
lines which were projected to that place. There would then
be a direct railway communication with London—(Hear,
hear)—on the one hand, and through Herne Bay to Canter-
bury, Deal, Margate, Ramsgate, and the Continent. Herne
Bay would be, as it were, the main focus, because not only
would it have the advantage from the metropolis by the line
to Faversham, but it would in consequence of its line to
Canterbury and facile communication to Dover, be a consi-
derable gainer by its connexion with the celebrated Herne
Bay boats—the City of Canterbury, the Red Rover, and
Herne.—(Hear.)
A discussion then ensued, in the course of which it was
several times stated that the project would meet with every
support from the parties living in and connected with Herne
Bay.

ANDOVER CANAL ANI) MANCHESTER AND
SOUTIIAMPTON.
ANDOVER.—A meeting of the Directors of the Manchester
and Southampton Railway Company, and a Committee of
the shareholders of the Andover Canal, took place at the
office of the Railway Company on Thursday, when the Com-
pany agreed to purchase the canal from Redbridge to An-
dover at the sum of 30,0001., of which 10,0001., part thereof,
is to be paid as a deposit to the Canal Company in January.
next. This arrangement, if carried into effect, will be of ad-
vantage to the shareholders of the canal, as hitherto the
original shares have been considered of little value, but fur
which they will then realise nearly 40/. It will also increase
the value of the railway shares.

DIRECT LONDON AND EXETER.
A meeting of the inhabitants of Hammersmith was held
ast evening at the Albion Hall. There were present as a
deputation from the Directors, Sir Henry Pym, Mr. Healy,
Dr. Costelloe, with Messrs. Columbine and Ty roan, solicitors,
and Mr. Uomm, one of the assistant engineers.
Dlr. HEALY took the chair, and explained in an able ad-
dress, which want t•f space compels us reluctantly to omit,
the merits and advantages of the line.
Mr. COLUMBINE followed, and the other gentlemen of the
deputation, whose statements appeared to give satisfaction.

The delegates of the Luxembourg Railway Companies
have been to Luxembourg, in order to open negotiations
with the Grand Ducal Government to obtain the concession
of a council, which should traverse the territory of Luxem-
bourg, and then he continued to Treves. The Courier of
the Grand Duchy says. that these negotiations have failed,
and that the delegates of the Company have I:ft Luxembourg
without having concluded anything with the council of the
Government.
RAILWAYS VERSUS COACIIES.—The advantages of railways
over the old system of travelling are daily becoming more
apparent. At first economy of time was the great feature in
the improvement, now economy of money is as strikingly
evident. The Brighton Ilailw y Company ha again re-
duced its fares. The first class fare, 10s., is now less than
the outside fare heretofore charged by the coaches, to say
nothing of the shillings (or rather half-crowns) and six •
pences charged by the coachmen and porters.
MADRID AND VALENCIA RAlLWAY.—Yesterday, William
Chadwick, Esq, the chairman, and others, forming a deputa-
tion from this company, had an interview with his Excellency
the Spanish Ambassador. at his residence in Cavendish•
square, in order to make arrangements for the payment of
the caution-money required by the concession—amounting
to 3,000,000 of reals, equal to 30,712/. 17s. 10d. sterling.
The deputation was received with the greatest courtesy by
his excellency, who 'expressed himself favourably of the
engineering character of the country through which the line
will pass. The secretary of the Legation, by the direction of
his Excellency, afterwards accompanied Mr. Chadwick and P.
B. Volney, Esq., the concessionnaire, to the Bank of England,
where the full amount was deposited in strict conformity with
the conditions of the concession.

RAILWAY INTELLIGENCE.

7756,1

DEVIZES, TuEsnAY NIGHT, NINE, r.M.—A public meeting
of the corporation and inhahitants of Devizes took place this
day, convened by the mayor (pursuant to a numerously
signed requisition) for the purpose of giving consideration to
the subject of railway communication.
Mr. Henry Butcher, the mayor of Devizes, took the chair
at one o'clock, at which hour the hall was densely crowded
by the most respectable inhabitants. Amongst the gentle-
men present we observed L. Bruges, Esq., M.P. for the
borough; Sir George Prescott, Bart. ; Admiral Sir Deans
Dundas, M.P. ; the Rev. Sir Erasmus Williams, &c.
The following lines, nine in number, were represented at
the meeting :-
1. The London, Newbury, and Bath Direct Railway, pro-
moted by the Kennet and Avon Canal Company, represented
by a deputation headed by Admiral J. W. Deans Dundas,
as the chairman.
2. London, Devizes, and Bridgwater Direct Western
Railway.
3. Bath' Wells, and Exeter Junction.
4. London, Bristol, and South Wales Direct Railway.
5. South and Midlands Junction, and West blidland
12%1 D

Date . . .....

T LIE SHEFFIELD, WORTLEY, SILKSTON,
and WAKEFIELD RAILWAY.
Notice is hcriby given, that ne further APPLICATIONS for
SHARES in this COMPANY can be received after TITURSDAI,
the 9th day of October instant, immediately after which the al-
lotment will take place. _ _

THE SHEFFIELD, WORTLEY, SILK-
STON, AND WAKEFIELD RAILWAY.
(Registered Provisionally.)
Capital 500,0001. in 70,000 Shares of 254 each.
Deposit 21. 12s. W. per Share.
PROVISIONAL DIRECTORS.
J. W. R. Atkinson, Esq., Elmwood House, Leeds, Director of the
Leicester and Bedford Railway
William Alexander, Esq., M.D., Halifax, Director of the Liver-
peel and Leeds Direct, and the Midland and Think Railways
Joseph Austin, Esq., Headingley Hill, Leeds, Director of the
Liverpool and Leeds Direct, and the Leeds and York Railways
W. P. Bradshaw, Esq., Woodthorpe Hall, Sandal Magua, Wakefield
Charles Bamford, jun, Esq., Hull, Director of the Direct Western
Railway
William Broadhurst, Esq., Westfield-terrace, Sheffield
Henry Smith Bright, Esq., Hull, Director of the Liverpool and
Leeds Direct, and the Leeds and Carlisle Railways
Alexander Brown, Esq., Headingley, Leeds
Isaac Burkill, Esq., nightield-cottage, Beeston, Leeds
Wm. Clifford, Esq , Hull, Director of the Lincolnshire and Eastern
Counties Railway
&At. Cadman, Esq., Leeds, Director of the Leeds and York
Ysallway
Joseph Clarke, Esq., Sherburn, Ferrybridge
John Priston Cutts, Esq., Sheffield
John H. Coates, Esq., Wakefield
John Alceek Dixon, Esq., Habergham Eaves, Burnley, Director
of the Liverpool and Leeds Direct Railway
Wm. Dawson, Esq., Wakefield, Director of the Peterborough,
Lynn, Wisbeacb, and Boston Railway
John Egginton, Esq., a Magistrate of the Borough of Hull
Thomas England, Esq., Headingley, Lee?.s, Director of the West
Junction and the Leeds and York Railways
Robert John Ellershaw, Esq., Leeds
Ephraim Elsworth. Esq., Sandford-house, Kirkatall, near Leeds
George Earle, Esq , Hull
Jchn Fawcett, Esq., Broomhall, Sheffield, Director of the Wake-
field and Harrogate Junction, the Liverpool and Leeds Direct
and the Direct Western Railways
Wm. Gresham, Esq., Alderman of the City of Lincoln
Augustus G. Greaves, Esq., Derby, Director of the Rugby, Derby,
and Manchester Railway
Joseph Gill, Esq., Fetter Newton, near Leeds
Frederick Hattersley, Esq., West House, Bradford
Robert Herries, Esq., Leeds
William Wilkea Hill, Esq., Bcesten, near Leeds
John Hall, Esq., Hull, Director of the York and Hull, and East
and West Yorkshire Junction Railways
William Hutchinson, Esq , Broomhall, Sheffield, Director of the
Great Grimsby, Sheffield, the Potteries, and Grand Junction
Railway
Henry Paul Harwood, E,q., M.D., Sheffield, Director of the Wake..
field and Harrogate Junction, and the Direct Western Railways
J Hastings Ingham, Esq., Martin house, near Skipton, a Magis.
trite of the West Riding
Jolt, Heard, Esq , Alderman of Nottingham, Director of the Lon.
don and Nottingham Railway
(homes Herbert, Esq., Alderman of Nottingham
'llamas Holmes, Esq., Hull
Henry Hubbersty, Esq., Hull, Director of the Direct Western
Railway
John Jackson, Esq., Alderman of Leeds, Director of the Liverpool
and Leeds Direct, and the Leeds and York Railways
Thomas Jessup, Esq., Claremont-place, Sheffield
Sydney Jessop, Esq., Manchester
Charles Locke, Esq., Shapethorpe.house, Wakefield, Director of
the Wakefield and Harrogate Junction Railway
James Martin, Esq., Wakefield
James Joseph M'Swiney, Esq., Sandal Magna, Wakefield, Director
of the Wakefield and Harrogate Junction, the Rugby, Derby,
and Manchester, and the Leeds, York, and Midland Railways
Robert Mitchell, Esq., the Mount, Sheffield
Joseph Ogdin March, Esq., Beech-grove, Leeds
George Peel, Esq., Horbury, near Wakefield, Director of the
Wakefield and Harrogate Junction, and the Bradford, Wake-
field, and Midland Railways
Sidney Roberts, Esq., Sheffield
John Robinson, Esq., Silcoates Cottage, near Wakefild, Director of
the Bradford, Wakefield, and Midland, and the Leeds, York,
and Midland Railways
E. W. Itudgard, Esq., Lincoln
Edward Rook, Esq., King-street, Leeds
James Reffit, Esq., Leeds
Edward Spence, Ksq., Tilworth, near Hull, Director of the York.
shire and Glasgow and the Rugby, Leamington, and Warwick
Railways
Thomas Sidney, Esq., Sheriff and Alderman of London
Edw. Sidebottom, Esq., Piedwick-hall, Sandal Magna, Wakefield
Benjamin Smith, Esq., Duckmanton• lodge, near Chesterfield, Di-
rector of the North Derbyshire Union, and the Sheffield, Buz.
Taiu
Hullajs
u,
ton, Leek, and Potteries Railway
Richard Sully, Esq ,
Sandon-place, Sheffield
William Starkey, Esq., Wakefield, Director of the Leeds, York,
.d
TJ
John a,oiEsq.,anel Railways
Burdett Ksq., Alderman of Sheffield
John Taylor, Esq., Belle Vue.terrace, Hull, Director of the Direct
Western Railway
George Turton, Esq., Bagden-lodge, Clayton West, near Htlders.
field, Director Si the Bristol and Dove Railway
Joseph Turton, Esq., Brook-hill, Sheffield
Edward Vickers, Esq., Firs-hill, Sheffield
Benjamin Vickers, Esq., West Cliffe, Sheffield
James Wall, Esq., Osg h
et-orpe-hills, Sheffield, a Director of the
Sheffield aid Lincolnshire Railway
Joseph Wood, Esq., Sandal, near Wakefield, a Director of the
Wakefield and Harrogate Junction Railway
George Walker, Esq., Osgathorpe Cottage, Sheffield
George
Wall, Esq. Woodside, Sheffield
Rev. George Atkinson Walker, Alverthorpe, near Wakefield, Di-
rector of the Bradford, Wakefield, and Midland, the Leeds, York,
and Midland, and the Gloucester, Aberysswith, and Central Wales
Railways
John Ward, Esq., Mutton Bank, Sheffield, Director of the Direct
Western Railway
ENGIN EER.IN. Urpeth Rastrick,
F.R.S.,
London.
SOLICITORS.
Messrs. Upton and Clapham, Leeds
Messrs. Smith and Wightman, Sheffield
BANKE,RIi.
London : Sir Richard Carr Glyu, Halifax, Mills, and Co.
Leeds : Messrs. Beckett and Co.
Sheffield : The Sheffield and Halls =shire Banking Company
Wakefield : Messrs. Leatham, Tee and Co.
Barnsley : The Wakefield and Bars,sley Union Banking Company.
SECEIRTARIC.—Hens y Juble, Esq.
The main line of this railway will be about fifteen miles in
length. Commencing at the Wortley Station, on the Sheffield and
Manchester Railway, it wi:l pass through the town of Silkston, and
near to Dodworth, accommodating the whole of that valuable
mining district with the most ready outlet for its celebrated coal to
all parts of the kingdom. It proceeds by Darton, Chapelthorpe,
and Sandal, to Wakefield, where it will join the Leeds and Man.
cheater, and the newly projected railways to Leeds and Harrogate,
and to Pontefract and Goole.
The inhabitants of Barnsley will also be accommodated by a
branch to that town, from the main line, giving then direct and
easy communication with the north at al south.
The drstance from Leeds to Sheffi old by this line, and its con-
nexions northwards, will be only ehirty.two miles; by the present
route it is thirty.eight miles. The distance from Wakefield to
Sheffield by this line will be on 4 /weepy-three miles j it is now, by

By Order,
HENRY JUBB, Secretary.

THE GREAT WESTEIA.N RAILWAY OF
CANADA.
(Chartered by Act of LEgislature.)
Capital 1,600 ,0001. currency-1,350,0001. sterling.
In 60,000 Shares of 251 currency-221. 10s. sterling.
Deposit 34 SE. per Share, on account of the three first instalments
provided by the Act.

irect Railway.
6. Southern Counties Union, Bristol, Bath, and Dover
Railway.
7. Direct Western Railway.
8. Dover and Briitol Railway ; and
9. Rugby, Swindon, and Weymouth Railway.
Admiral Dundas first addressed the meeting on behalf of
the London, Newbury, and Bath ; Mr. C. Bernard, on behalf
of the London, Devizes, and Bridgwater ; Mr. Moreton on
behalf of the Batli and Wells; Rev. E. Williams, on behalf
of the London, Bristol, and South Wales; Mr. Edwin James
for the South and Midlands, and others. Dr. Brabant, Rev.
A. Maingrig, and others, proposed resolutions.
Ultimately the meeting decided in favour of the three
following lines :—The London, Newbury, and Bath Direct,
the London, Devizes, and Bridgwater, and the South and
Midlands Junction.

DIRECTION
Sir ALLAN NAPIER MAC

IN CANADA.
NAB, Speaker of the House of
'resident.
James B. Ewart, Esq.
Peter Carroll, Esq.
I George S. Tiffany, Esq.
OF ENGLISH SHAREHOLDERS.
JOhR Masterman, jun., Esq.
John Moss, Esq.
Thomas Smith, Esq.
Matthew Usielli, Esq.
Gregory Seale Walters, Esq.

Assembly,
William M. Shaw, Esq.
John 0. Hatt, Esq.

L. Lawrason, Esq.

CORRESPONDING COMMITTEE
William James Chaplin, Esq.

Chatles Devaux, Esq.

Henry John Enthoven, Esq.

Abel Lewes Gower, Esq..

George Hudson, Esq., M.P.

Samuel Laing, Esq.
SOLICITORS IN LONDON—Messrs. Bircham and Dalrymple,
15, Bedford-row.
BANKERS.
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.street, pro tem.
This important line of railway was sanctioned by the Canadian
Legislature, in the last Session.
The line of the Great Western Railway of Canada, as authorised
by the Act, is 245 mites 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-
lion 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 fir the traffic of the principal towns and
districts of Upper 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 cominu.
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,
ew the New York and
the Erie Raoston
il-
road, 460 miles in length from N York to Buffalo, B
and Buffalo Railroad, 560 miles in length, and various other lines
of railroad which radiate from Buffa different directions
through the States of New England and New lo in
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 instance, 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 200 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 halt the year. Its
importance may be judged of from the fact, that upwards
of 60 large steamtrs, averaging 450 tons burden, and 160 horse
power each, are employed on 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 Erie 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 mice 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 have 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, viz.
I Population in 1810.'Population in 1840.
Michigan
Indiana 24,250 683,314
Illinois
1,500,000
Ohio
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
op, pa
inviting with a view to permanent investment, it may be sufficient
to state, with regard to the present and existing traffic—
!. That the Michigan Railway, which is a continuation of the
line of the Great Western Railway of Canada into aened more remote
and less populous district, although only partially
dividend of seven per cent., and the other railways open in thisys a
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, Suppoing two-thirds.of it cmly to be capied by the railway,

SUPPLEMENT TO IHE MOAN LNG- S THURSDAY. OCTOBER 9, 1845

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,
or the traffic 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
rest, and the whole preliminary expenses which have been in-
curred in obtaining the Act, &c., do not exceed 1,0001.
As a proof of the cheap manner in which railways may be con-
structed in America, it may be instanced that the Michigan
Railway, which, as already mentioned, forms a continuation of the
Great Western of Canada, has been actually constructed at a cost,
including station and working stock, of 2,6001. per mile; and the
various railways centering at Buffalo have been similarly com.
pleted, at a cost averaging from 3,0001. to 4,0001. per mile.
There is no doubt that the Great Western Railway of Canada
traversing an easier country, and with better access to materials,
might be constructed at as low a cost as any of these railways, but
It has been thought prudent to frame the estimate with a view to
a more solid and enduring work, resembling more nearly in
character the railways of this country ; and the amount of capital
has been fixed accordingly upon a revised estimate considerably
higher than the average cost of railways in the United States.
There is no ditlicull in letting the works to respectable con-
tractors in Canada, and as the exeution will be forthwith com-
menced, and the works are of such an easy character, it is con-
fidently expected that the whole line will be opened in the course
of the year 1848.
The concession under the Company's Act is of the most favour-
able description, being unlimited in resrect of tolls and charges,
and also of duration, saint to a right to the Government to pur.
case the railway afar 40 years, upon payment of a sum equivalent
to 20 per cent. upon the capital, provided the railway shall upon
the average of the preceding 40 years have paid a dividend of not
less than 12q per cent.
The Company being incorporated by Act of the Legislative,
tha liability of shareholders is limited to the amount of their
shares in the same manner as in an established English Railway
Company, and will cease upon the shares being transferred.
The capital is already subscribed, and a deposit of 15 per cent.
paid upon it ; and arrangements will be made forthwith, by which
the holders of scrip certificates of shares may be registered as share-
holders of the Company upon signing the necessary deeds.
Further calls of not more than 5 per cent. each will be made at
intervals of not less than two months, and with not less than one
mouth's notice ; and the premium, or rate of exchange to be
obtained on bills or other remittances for transmitting the funds to
Canada, will be accounted for to the shareholders.
Provision will be made for ensuring an efficient control over the
expenditure and general management of the concern to the cor-
responding Committee in England, and periodical meetings of the
English shareholders will be held in England.
A copy of the Act of Incorporation of the Company may be seen
at the offices of Messrs Birch= and Dalrymple, Bedford-row,
London.

Maps and other information may be obtained at the temporary
office of the Corresponding Committee, 62, King William-street,
London.

posed to form a railway on its site, with an extension from the
City-road basin to the vicinity of the General Post-office.
The vast importance of this undertaking, whereby, a junction will
be effected between all existing and projected railways north of the
Thames, combined with the, advantage of a general City terminus,
is too obvious to require comment.
By the proposed railway, passengers and goods will be brought
Into the heart of the City at a great saving of time and expense,
and facilities will be afforded for the more expeditious transmission
of the mails to most parts of the kingdom.
The line will commence at the Great Western Railway ter-
minus, and will follow the course of the canal throughout, inter-
secting the London and Birmingham Railway at Camden-town,
the proposed London and York and Direct Manchester near Pen-
tonville, the Eastern Counties at Old Ford, and the Blackwell
Railway at Limehouse ; traversing the populous districts of Pad.
dington, Camden-town, Islington, City-road, Hoxton, Kingsland,
and Hackney,—terminating at the Regent's Canal Dock at Lime-
house, adjoining the River Thames, to which there is a wharf
frontage of 170 feet.
The basins, wharfs, warehouses, and buildings at the City.road,
Limehouse, and along the line of canal will be equally available
as sit present for the large and increasing local goods traffic now
existing on the canal. -
Surveys have been made of the property required for the pro•
posed extension, which it is found can be constructed at a corn
p.iratively moderate expense.
" "

. .
The object of the Company will be to secure the test accommo-
dation to the public, and to deal impartially with the present and
all future companies who may avail themselves of this line. The
property of the present railway companies will be materially im-
proved. and a great national work effected in a manner and at a
cost which c .uld be accomplished by no other means than by the
conversion of the Regent's Canal.
There are no engineering difficulties of importance to overcome,
the approaches to, and the communications across the line, arc
already established, and a comparatively small extent only of pri.
vate property will be interfered with or require to be purchased,
and the completion of the works and the opening of the line may
be coufldes►tay expected within twelve months after the sanction of
the Legislature has been obtained.
Applications for prospectuses and shares to be made to the se-
cretary, Frederick Collier, Esq.,. at the offices of the Company,
Gresham-rooms, Basinghall street.
Parties who are registered proprietors in the Regent's Canal and
in the existing railways and docks connected with this undertaking
are requested to state the fact in their application.
FORM OF APPLICATION.

A - _
To the Provisional Committee of the Regent's Canal Railway

Company.
I request you will allot to me Shares of 201. each in
the capital of the above-named Railway, and I agree to accept the
same, or any less number, to pay the deposit of 21. 25. per Share,
and to execute the Parliamentary Contract and Subscribers' Agree.
meat when required.
Dated the

day of October, 1845.
Name in full ...,
Address
Profession or Business
Reference

11HE GREAT MANCHESTER, RUGBY, and
SOUTHAMPTON RAILWAY, with a DIRF.CT LINE
from DERBY to RUGBY.
Provisionally Registered, pursuant to 7th and Bth Vic., cap. 110.)
Capital 3,000,000/., in 150,000 Shares of 201. each.
Deposit, 2/. 2s. per Share.
PROVISIONAL COMMITTEE.
The Right Hon. Lord Viscount Combermere, G.C.8., G.C.H., &c.
The Right Hon. Lord Thomas Pelham Clinton
The Right Hon. George R. Dawson
The Hon. Cecil Lawless
Thomas Bateson, Esq., M.P., Albany, and Belvoir Park, county
Londonderry
Major-General Parlby, C. 8., Rutland-gate, Hyde Park
Sir Andrew Pellatt Green, It. N., K. C.D.
Edmond Turner, Esq., M.P., Truro, Cornwall
Sir John Jacob Hensler, F. R.S., F.S. A., &c., Upper Bedford.
place
denry John Enthoven, Esq., 8, Moorgate-street, Director of the
Dutch Rhenish Railway
William Watson, Es.q., t Directors of the Bristol and Exeter, and
William Morgan, Esq., the North Devon Railways
Anthony Dickson, Esq., Edrington House, Berwickshire, late Phy-
sician-General or Bengal
William Shadbolt, Esq., Croom's.hill, Greenwich, Chairman cf the
Greenwich, and Director of the Dendre Railway
Samuel Ellis Bristowe, Esq., Twyford Hall, near Derby
Frazer B. Renshaw, Esq., Lower Seymour-street, Portmanssquare,
Director of the Liverpool, Manchester, and Newcastle-upon-
Tyne Railway
sVilfir to Watson Prole, Eq., Thurloe-square, Brompton, Director
cf the Jersey and South asad Midlands Junction Railway,
cdediah Strutt, Esq Belper, near Derby
John Inglis Jerdein, Esq., 150, Piccadilly
David Montague, Esq., Regent's Park
John Bloor, Esq., Tutbury, Staffordshire, Director of the Sheffield,
Buxton, Lea, and Potteries Railway
Grey Haalerigg, Esq., West Carlton Hall, Leicestershire, Director
of the South Midland Railway
Benjamin Franklin, Esq , 5, Harley-street, Cavendish-square
Jonas Wilics, Esq., Watling-street, London
William Morley, Esq., Blackheath, Kent, Director of the New-
castle, Durham, and Lancashire Junction Railway
Henry R. Downman, Esq., Kidwelly, Carmarthenshire, and 47,
Upper Bedford-place
Robert Chapman, Esq., Coomb Lodge, Hants, and Park-place,
Regent's Park
James Reeves, Esq., Cheapside, and Le)lon, Essex
John Downes, Esq., 6, Bedford-place, Russell-square
George Ashlin, Esq., Mark-lane
Alfred Ricketts, Esq., merchant, Graceuhurch-street
William Lee, Esq., Saris House, Rochester
W. E. Mousley, Esq., Lincoln's Inn, and Derby
John Bowring, LL.D., M.P., Director of the Blackwell Railway
Ambrose More, F.sq., Milk-street, London, and of Derby, Director
of the Dendre Railway
Henry Wright, Esq., Director of the Warwick and Worcester, and
the South Midland Junction Railways
Charles Augustus Tulk, Esq , Totteridge park, Herte
Henry Gosse, Esq., Epsom, Surrey
James Russell, Esq., Gloucester-place, Portman-square, Director
of the London and Birmingham Junction Railway, and of the
Trivg. Reading, and Basingstoke Railway
John Weston, Esq., 28, Woburn.squara
Edward Webster Bullock Webster, Esq., Hendon, Middlesex, Di-
rector of the New River Company
James Hunt, Esq., 21, Parliament-street
James Lye Seager, Esq., Director of the Welsh Midland, and
Shrewsbury and Hereford Railway
Edward 'Furst Carver, Esq., Forest Lodge, Tulse-hill, Director of
the North Wales and Namur and Liege Railways
William De Lannoy, Face, 42, Guildford-street, Russell-square
Archibald F. Paull, Esq., Leadenhall-street, Director of the South
Wales Railway
Francis J. Jessop, Esq., Derby
William H. Allen, Esq., Leadenhall-street
Andrew Spottiswoode, Esq., Millbrook, Magherafelt, county of
Londonderry
J. Mee Mathew, Esq., Mecklenburgh -square, Director of the
Derby, Sheffield, and Worcester Railway
Burton Archer Burton, Esq , Woodlands Hall, Emaworth, Hants •
John Rawson, Esq., Stoney Royer, Halifax, Director of the Man.
cheeses., Liverpool, and Great North of England Railway
John S. Silva, Esq., Crutchcd.friars
Charles James Heath, Esq., 6, London-street
Frederick Clarkson, Esq , Doctors .commons, and Hanger-lane,
Tottenham
James Peard Ley, Esq., Seaton Ironworks, Whitehaven
John Sanders, Esq., Derby, Director of the Derby and Crewe, and
Erewash Valley Railways
Thomas Hackett Massey, Esq., Oxford.square,
Thomas Hackett, Esq., merchant, Derby
Mr. Herbert James Holmes, carriage builder, Derby
Samuel Griffiths, Esq., Director of the Leeds and. Liverpool Rail-
way
James Whiskin, Esq., Director of the London and Croydon Rail.
way
Colonel Henry Dundas Campbell, North End House, Portsmouth
lames Gamin, Esq., 13, Conduit-street, Director of the London
and Nottingham Railway
John Allcock Dixon, Esq., Burnley, Lancashire
John Webster, Esq., 35, Mecklenburgh-square, Director of the
Great Grimsby and Lincoln Railway.
Joseph Bulkely Johnson, Esq., 10, Coleman-street, Director of the
Staffordshire Potteries Railway.
William Bulkely Hughes, Esq., M.P., Chairman of the Welsh
Midland
Robert Wynne Williams, Esq., 29, Bedford-place
Cynric Lloyd, Esq., 7, Lower Brook-street, Grosvenor-square
Henry Burney, Esq , LL.D., Royal Aeademy, Gosport
John Wyatt, Esq., of Stoke House, Gosport
Edward Bold, Esq., Millbrook, near Southampton, Magistrate for
Hants
Josiah Wilson, Esq., of Stamford-hill
Major F. Brownlow, United Service Club
Thomas Roberts Thelluson, Esq., 16, Hyde Park-street
The Hon. Frederick Byron
The Hon. Capt. Percy Evans Freke
John Smith Crosland, Esq., Burbridge-house, near Hinckley,
Staffordshire
Sir John M'Taggart, Bart, Director of the London Joint Stock
Bank
Duncan Dunbar, Esq., East India-road, Limehouse, Director of
the London Docks.
The Right Hon. Lord Charles Beauclerk
he Right Hon. Lord Stephen Chichester
John Wolley, Esq., Leek.
COMMITTEE OF MANAGEMENT.
The Right Hon. Lord Thomas Ambrose Moore, Esq.
Pelham Clinton William Watson Prole, Esq.
The Hon. Cecil Lawless I Robert Chapman, Esq.
William Watson, Esq. Archibald F. Paull, Esq.
Samuel Ellis Bristowe, Esq. I Henry R. Downman, Esq.
William Morgan, Esq.
ENGINEERS—Francis Giles, Esq.; Alfred Giles, Esq.
SOLICITORS—Messis. Thompson and Debenham, Salter's Hall ;
Messrs. Edwards, Mason, and Edwards, 8, Moorgate-street.
BANKERS IN LONDON—Messrs. Glyn, Hallifax, Mills, and Co.,
Lombard-street ; and the London Joint-stock Bank, Princes-
street.
DERBY—Messrs. Samuel Smith and Co.
LEEK AND CHEADLE—The Manchester and Liverpool District Bank
UrroxEYEß—The Burton, Uttoxeter, and Ashbourne Union Bank
LOCAL AGEsils--Derby, Joseph Sale, Esq. ; Market Bosworth,
William Cowdell, Esq. ; Hinckley, Edward Kem Jarvis, Esq. ;
Macclesfield, William Norris, Esq. ; Leek, John Cruso, Esq. ;
Uttoxetcr, Messrs. Welby and Flint; Southampton, Alexander
F. Patterson, Esq. ; Gosport, Robert Crutkshanks, Esq. ; New.
bury, Joseph Vines, Esq. ; Stockbridge, Joseph Waters, Esq.,
Winchester.

D UDLEY and BIRMINGHAM JUNCTION
RAILWAY.
Combining the broad and narrow gauges, in continuation of the
Oxford, Worcester, and Wolverhampton line.
Capital 200,0001., in 10,t00 Shares of 201. each.
Deposit 21. 10s. per Share. •
(Provisionally Registered.)
This line will commence at the station of the Oxford, Worcester,
and Wolverhampton Railway, at Dudley, and run into the line of
the Grand Junction Company near to Birmingham. It will traverse
or pass in the immediate vicinity of the following populous manu-
facturing towns and places, v;z., Great Bridge, Swan Village, Old •
bury, West Bromwich, liandsworth, and Smethwick, and In its
course it afford railway accommodation to a manufacturing and
mining population of upwarus of a quarter of a million.
The names of the places of the proposed termini, and the above
indication of the course of the intended line, must abundantly sa-
tisfy every one that it presents the certainty of a lucrative traffic
both in goods and in passengers. It is almost unnecessary to speak
further of so plain a necessity as that of railway accommodation for
such a district.
The wonder would be that the proposed line had not been esta-
blished long before, were it not for one very obvious and very poten-
tial reason to which it is owing that this rich district has hitherto
been suffered to remain destitute of railway accommodation. The
district has been up to this time deprived of the benefits of railway
means of transit because it was one of the richest farms of the
Bit mingham Canal Company ; and it is to overcome the depressing
influence of such a destitution that the present plan has been pro-
jected.
' The intended line will not interfere with any existing line of
railway, but it will materially extend the usefulness of the several
lines about to be connected with Dudley, and in particular that
great mining district trunk line, the Oxford, Worcester, and Wolver-
hampton Railway, its also the Shrewsbury and South Staffordshire
Junction ; besides, it will afford to the populous districts around
Dudley and Birmingham the direct benefits of fair and liberal eom-
petition in passenger conveyance and in the transit of their industrial
products to their principal market.
The number of omnibuses, coaches, and swift canal packet-boats
continually travelling between the tninini, afford the strongest as-
surance of the prospect of a far, e passenger traffic : while the bulky
nature and vast extent of the mining and mtnufacturing produce of
this well-known district equally vouch for that in goods; and the
whole leaves no coubt but that the financial returns of such an un•
dertaking must yield an ample remuneration for the capital ex-
pended.
jn an engineering point of view, it has been astertained, by enreful
' eutveye, that the line is highly favourable, and pttielite not the