The Sun.
London, England, 1845-10-22 00:00:00

THE SPN, LONDON, TITESDA Y i_EVPNING OCT01314:11, 91 1845

RELATIVE CLOSING PRICES OF
RAILWAY SHARES
IN TIM
PRINCIPAL CITIES AND TOWNS IN ENGLAND,
SCOTLAND, AND IRELAND.

3 t .1 I.;
NAMES OF RAILWAYS. 3 t

. rg
z:•
A .0 a
.1

-2%
1

5% -
- 1 °

1-2 s pi ---

16-7s6d

22M1-

10%1 -
20 p -

7%1-

-5.141 :

-10%1 :

1434 1 :

-

14%1 --
514

2%1)i -

3 pi -

EXETER, Ocr. 21.
STOCIE E XCHANGE.—The sales are—North Devon, 134 p.
*draw Vale Extension, 4 p..-Devou and Central rn•

wall, 1h p.—Exeter, Yeovil, and Dorchester. 1 p.—Exeter,
Topsham, and Exmouth (Daw's line), IA p.—Ditto (Head's),
1 p.—Exeter and Crediton, G.
HULL, Oct 21.
Our market, in the few lines in which business has been
done, has been more animated ; indeed, in all stocks sellers
are more firm, and the tone of the market much improved.

YORK, Ocr. 21.
STOCK EXCHANGE.-The sales are-Newcastle and Dar-
lington Junction, New (Brandling), 544-North British.
2434-Ditto, Carlisles, 4%-York and North Midland Ex.
tension, 2814 -Axholme, 5-Coventry, Nuneaton, Birming.
ham, and Leicester, 234-Grand Union, 2%-Leicester and
Bedford, 314-Newcastle and Berwick, 174-North Kent
and Direct Dover, 4%.
EDINBURGH, Ocr. 18.
STOCK ExabotoE.---The sales are-Aberdeen, 71.-Aber-
deen, Banff, and Elgin, 2/. 145.-Airdrie and Bathgate, 51.
-Arbroath and Forfar, 251.-Ditto, Half Shares, 151-Ar-
magh and Portrush, 3/. 18.-Ayr and Dumfries, 40s. p.-
Banffshire, 21. 123.-British and Irish Union, 5/. 7s. 6d.-
Belfast and County Down, 31. 7s. bd.-Caledonian, 151. 10s.
-Caledonian Extension, St-Caledonian and Dumbarton,
5/. 2s. 6d.-Cambridge and Lincoln, 6/. 10s.-Chelmsford
and Bury, 2/. 55.-Clydesdale Junction, 221.-Cornwall and
Devon, ss. p.-Deeside Railway, 61. IN.-Direct Birming-
ham and Leicester, 16s. p.-Direct East and West Junc-
tion, 7s. 6d. p.-Direct Northern, 3/. 55.-Dublin and
Enniskillen, 5/. 12s. 6d.-Dudley and Broseley, &c., 455. p.
-Dundee and Arbroath, 36/. 155.-Ditto, New, 181.-Dun-
dee and Perth, 121.-East of Fife, 3/. 55.-East Lothian
Central, Si. 10s.-Edinburgh and Bathgate, 41. 128.-Edin-
burgh and Glasgow, 761.-Ditto, Half Shares, 134 prem.
-Ditto, Quarters, 19/. 10s.-Ditto, New, 141. 10s.-Edin-
burgh, Glasgow, and Dumbarton, 11. 125.-Edinburgh and
Leith Atmospheric, 325. 6d. p.-Edinburgh, Leith, and Gran-
ton, 251.-Ditto, Preference, 19/.-Edinburgh and Northern,
5/. 95.-Ditto, Newport, 2/. 58.-Ditto, Lochgelly, 2/. 103.-
Edinburgh and Perth, 5/.-Edinburgh and Peebles, 3/. lls.
-Forth and Clyde Junction. 4/. 2s. 6d.-Glasgow and Ayr-
shire, 731.-Ditto, New Stock, 21/. 12s. 6d.-Glasgow and
Belfast Union, 3/. 12s. 6d.-Glasgow and Garnkirk, 45/.-
Glasgow and Greenock, 22/. IN.-Ditto, New Stock, 10/.
155.-Ditto, Preference, 2/. 55.-Glasgow, Strathaven, and
Lesmahagow, 4/. 12s. 6d.-Glasgow, Dumfries, and Carlisle,
41.-Glasgow and Dundee Junction, 20s. p.-Great County
Down, 31. 165.-Great North of Scotland, 4/. 10s.-Great
North and South Wales, 11. 10s.-Inverness and Elgin, 1/.
lls.-Kilmarnock and Ardrossan, 71. 12s. 6c1.-Larne and
Ballymena, 17s. 6d. p.-London and Bristol, ss. 6d. p.-Lon-
don and Manchester (Rem.), 51. 2s. 6d.-London and Man-
chester (Ras.), Si. 2s. 6d.-London and Hounslow, 2/. 6s.
-London and Windsor, 1/. 95.-London and York, 71.-
Metropolitan Junction, 10s. p.-Midland and Eastern Coun-
ties, 17s. 6d. p.-Monkland and Kirkintilloch, 33/.-Moray-
shire, 17s. p.-Newry and Londonderry, 2/. 165.-North
British, ex new, 261.-Ditto, Halves, ex new, 71. 55.-Ditto,
Fifths, 71.-Ditto, Carlisles, 4/. 14s. 6d.-North Jamaica,
1/. 12s. 6d.-North Wales Mineral, New, 5/. 7s. 6d.-Perth
and Crieff, 31. 155.-Perth and Inverness, 3/ 2s. 6d.-Scot-
tish Central, 141. 55.-Scottish Central and Caledonian Junc-
tion, 20s. p.-Scottish Midland, 61.-Scottish Northern,
3/. 4s. 6d.-Scottish South Midland, 3/. 10s.-Scottish
Western, 21. 108.-Shrewsbury and Hereford, 2/. 7s. 6d.-
Shrewsbury, Oswestry, and Chester, 71. 55.-South Mid-
land, 91.-Stirling and Dunfermline, 3/. 155.-Strathern
Junction, 355. p.-Surrey Grand Junction, 7s. 6d. p.-Tean
and Dove Valley, 3/. 7s. 6d.-Wishaw and Coltness, 571.

THE REGENT'S CANAL COMPANY

MEETING OF OPPONENTS.

Yesterday, at half-past twelve, a meeting of inha-
bitants, owners of, and other persons interested in, residences,
wharves, and other property adjacent to, and in the vicinity
of, that portion of the Regent's Canal bounding the Regent's-
park, was held at the York and Albany Tavern, Gloucester-
gate, Regent's-park, "to consider and determine," as the ad-
vertisement set forth, "upon the most effective and decided
opposition to the above railway recently proposed to be sub-
stituted for the canal."
The meeting. a very full and respectable one, was pre-
sided over by Mr. R. Cumberland.
The advertisement calling the meeting, with the pro-
spectus of the Regent's Canal Railway Company, were
then read.
Mr. DENTON, the secretary of the meeting, said the busi-
ness being fully set forth in the advertisement, he should be
happy to hear any observations on the business advanced
by the gentleman who were present.
The CHAIRMAN intimated that he would be very glad to
hear the sentiments of the meeting. It appeared from the
prospectus of the Company that the idea of compensation to
the residents on the banks of the canal had not been con-
sidered, and hence he thought it was necessary they should
take measures to protect their interests. It was the
usual course for railway companies in making a line to grant
compensation, but in the present instance there appeared to
be no intention of such being done.
Mr. STANLEY took the liberty of saying a few words,
as one of the oldest residents in the neighbourhood. The
question for the meeting to consider was, not so much
an opposition to the construction of a line of railway,
as one of compensation to themselves. They might depend
upon it, that if the Government and the Commissioners of
Woods and Forests decided in favour of the construction of
the line, their opposition would go for nothing; but if those
parties acted otherwise, then their objections would be alto-
gether useless. He considered, therefore, they should confine
themselves, entirely to the damage that was likely to be done
to their own property. Park Village, where he resided,
was one of the places that was likely to suffer the most
from the construction of the railway. Still, he was
against anything in the shape of a general opposition to the
line. He, for one, was of opinion that the railway, in many
respects, would be a benefit to the neighbourhood. It would,
he believed, enable them to be supplied with coals from the
Midland Counties at a much cheaper rate than they could
be abtained from the port of London. Besides, by the line,
and the construction of a central terminus, they would get
rid of the greatest nuisance at present in the locality, the
Camden station. They should, therefore, consider the ques-
tion of compensation alone.
After a pause, Mr. STANLEY said that a resolution had
just been put into his hand which he considered quite in
agreement with the views he had expressed; he would there-
fore propose it. It was, " That this meeting having consi-
dered the project of converting. the Regent's-canal into a
railway, and the effect of that project, if carried into execution
upon the various houses, wharves, buildings, and premises,
commercial and ornamental, along its hanks, is of opinion
that no measure could be more prejudicial to the various in-
terests of owner. lessee, and occupier than the conversion of
the present waterway into a railway."
The motion being seconded,

Mr. GREENIIOIV wished to know if any communication
had been made to the officers of the Railway Company to
elicit their sentiments on the subject of compensation. If so,
he should be very glad to hear the result.
Mr. DENTON intimated that such a course had not yet been
taken. _ _ _

Mr. GREENHOW said, if there was no satisfactory prospect
of justice being done the proprietors, he would recommend
each tenant under the Crown to write to the Commissioners
of Woods and Forests. It appeared to him quite certain that
if the Crown was against the conversion, it could not take
place, as a Bill could not be introduced into Par-
liament without its consent. It was therefore one of the
cheapest, and he believed one of the most effectual ways
of opposing the project, namely, the writing individually,
and protesting against it to the Commissioners of Woods and
Forests. _ _

Mr. DANIEL, churchwarden of the parish of St. Maryle-
bone, said he had attended the present meeting simply to
watch the proceedings. He might state that the parish had
an extensive dock on the tonal, which the proposed railway
would seriously injury. Its construction in this respect would
be a loss to the parish of 1,2001. yearly.
After some further discussion, Mr. YATES wished to give
his opinion against the course recommended, as he believed
the conversion of the canal into a railway would be a great
benefit to the locality.
An objection was here taken to Mr. Yates being heard, on
the ground that he was not a resident in the locality, and
the question was put to the meeting, when, on a show of
hands, it was decided by a large majority that he should be
allowed to proceed.
Mr. YATES contended that no injury would be done to their
property by the construction of the railway. He therefore
thought they were taking a very impolitic course. A,.sum-
ing, however, that damage would be done, he considered they
should have first consulted with the Directors, instead of
flying in the face, as they were proposing, of a powerful
body like the railway company. He did not agree with Mr.
Daniel that the railway would cause a loss of 1,200/. a year
to the parish of Marylebone, but rather, he was of opinion,
it would be 1,200/. gain. The railway would be a great
benefit, and therefore he proposed as an amendment that a
deputation of four or six persons, from the present meeting,
be appointed to meet the Directors of the Railway Company,
to discuss the question of compensation.
Mr. HEtivoop considered such a course most advisable,
and would therefore second the amendment.

The amendment on being put was negatived by a large
majority, and the original resolution carried, with but four
dissentients.

After a vote of censure on the proprietors of the Canal for
agreeing to sell it to the Railway Company, without consult-
ing the feelings and interests of the inhabitants on its banks,
and the appointment of a committee to carry out the objects
set forth in the resolutions, the meeting separated.

RAILWAY INTELLIGENCE.
TONBRIDGE AND RYE HARBOUR, AND LONDON
AND SOUTH WEALD OF KENT.
On Monday evening an important meeting of landowners
- and resident gentry of South Kent took place in the market-
room of the Bull Inn, Cranbrook, for the purpose of con-
- sidering the subject of railway cnmmunications projected
through that part of the country.
The meeting was an exceedingly crowded one, and
amongst the gentlemen present locally interested were Lord
Viscount Beresford, Captain King, R.N., Alexander James
Beresford Hope, Esq., M.P., Thomas Law Hodges, Esq.,
Major Curteis, Captain Moneyppany_ Thomas Twisden
Hodges, Esq., Captain Tweedle, Edward Poynder, Esq.,
- Sackville Phelps, Esq., Thomas Walton Roberts, Esq., Major
- Hurst, George French, jun., Esq., &c.
THOMAS Lew HODGES, Esq., was called to the chair. He
said it would be remembered that two or three weeks back a
_ meeting on the important subject of railway communication
- between Rye, Hastings, Tonbridge, and other places of con-
- sequence in the southern weald of? Kent had been held, and
- that in consequence of the plans submitted, and the destruc-
- Lion of valuable property which they involved, the meeting
had been adjourned in order to give the gentlemen employed
. sufficient time to make a more perfect survey of country
- through which it was contemplated these railways should be
- carried out.

Mr. GILES (the engineer) said, since the last meeting he
had had levels taken over the whole country, with the view
of ascertaining the best line which could be adopted between
Rye, Hastings, and Tonbridge, passing through or near
Cranbrook. From Paddock-wood, at which point it was
proposed to join the South Eastern Railway up to Winchet-
— hill on the south-western side of Cranbrook, he had found
the levels very good and easy, but from Winchet-hill to
Goddard's-green, the rise of the country was found to be
extreme; such as to require an incline of railway to be made
2 at a gradient of at least lin 100. A railway could not be
accomplished through this part at a gradient flatter than
that he had mentioned; and it also involved the necessity
of a deep cutting of from 40 to 60 feet. After having passed
through this point at the depth he had mentioned, the line
would arrive at Minever, and get down to Mill-street Mill
by a similar gradient to that by which they came from
Winchet-hill to Goddard's-green—namely-, lin 100. Now
it was not only passenger traffic, but heavy goods traffic
which would pass on this line, and therefore he need not
impress upon the meeting the necessity of their having a
line as level as possible. This line he (Mr. Giles) must
admit was the most direct line which could be adopted
from Paddock-wood towards Rye, as it was, if not entirely,
next to the straight line. Although this was the case, he
(Mr. Giles) bad felt it his duty to survey another line,
which, although not so straight as the line he had just
mentioned, had other advantages of a better level—(Hear)--
and under all the circumstances, he felt it his duty to recom-
mend the adoption of the latter line to any body of gentle-
men who proposed to carry a railway between Paddock-wood
and Rye, rid Cranbrook.—( Hear.)
The CHAIRMAN, addressing Mr. Kirkman, one of the de-
putation from the Direct London and South Weald of Kent,

Tonbridgei Romney, Folkestone, Rye,
.and Hastings Rail-
way, inquired of that gentleman whether the company he
represented had amalgamated with the gentlemen represent-
ing the Tonbridge and Rye Harbour Direct Railway?
Mr. KIRKMAN said as far as the line from Cranbrook to
Paddock-wood they had amalgamated, but not with the pro-
posed line beyond Cranbrook in the direction of Rye.
Mr. LAMB thought it most advisable that a plan should be
devised for reaching Hastings, by passing through the
Rother level, then through Telsham, wh.ch was also a level,
and thence through the Tillingdon level, and so on to Rve.
This plan would be the means of opening Hastings to Maid-
stone, and the whole of Central Kent.
Captain MONTGOMERY wished to know how Mr. Giles in-
tended to carry the railway on to Rye harbour?
Mr. GILES said he proposed to carry it through the town
of Rye on the north. east, and to the north of the old
harbour.

Major CURTEIS was desirous of knowing the exact route
by which it was proposed to get to Rye, for if it came
through his land, or that way which was likely to be detri-
mental to the property throughout the line, he should op-
pose it, and there were several other landlords ready to do
the same.

Mr. WILSON said the question was whether the Hastings
traffic would not be of paramount importance, as it would be
the most direct means of affording communication with that
most important town and Dungeness.
Captain TWEEDIE said it was the understanding with re-
spect to the proposed lines, that any injury to private pro-
perty should be avoided as much as possible. He wished to
know if that pledge was adhered to by the plan laid down ?
Mr. GILES said it was. The line was intended to pass in a
direct course from Tonbridge vies Paddock Wood, and from
the atter place to the port of Rye, passing through Brench-
ley, Horsmonden, Goudhurst, Cranbrook, Benenden, Hawk-
hurst, Sandhurst, Rolvenden, Newenden, Northian, Beckley,
Peasemarsh, Iden, Ployden, and Guildford, to the town and
harbour of Rye.—(Hear.)
The Hon. Capt. KING said—After the useful statements
which had been made, there could be no doubt of the great
benefit which would result from the establishment of railways
in that part of the country such as those proposed, and he
felt great pleasure in moving " That a railway from Ton-
bridge via Paddock-wood, to the town and port of Rye,
passing through or near the parishes ( f Brenchley, Horsmon-
den, Goudhurst, Cranbrook, Benenden, Hawkhurst, Sand-
hurst, Rolvenden, Newenden, Northian, Beckley, Pease-
marsh, Iden, Ployden, and Guildford, is most desirable, and
the meeting is determined to give such a line their cordial
support."

Captain MONEYPENNY seconded the resolution, which was
carried unanimously.
Mr. BERESFORD HOPE, M.P., moved that the line as
explained by Mr. Giles, passing to the north-east aide of the
town of Cranbrook, is the best line to be adopted.
Mr. TIKE having seconded the resolution,
Mr. JENNINGS moved, as an amendment, "That it is im-
portant in bringing the intended line before Parliament, to
propose a line to Hastings in connexion with the proposed
line to Rye, with a view to such line to Hastings being car
ried into effect or not, as may hereafter appear expedient
with reference to any other line likely to be adopted to
Hastings."
Considerable discussion ensued : ultimately the amendment
was withdrawn, and the motion carried with but two dissen-
tients.

Lord BERESFORD having been called on to preside, a vote
of thanks was passed to Mr. Law Hodges for his conduct in
the chair, and the meeting separated.

GREAT EASTERN AND WESTERN RAILWAY.
A few days since a meeting of the inhabitants of Bryn-
mawr, Nantyglo, and other towns in South Wales, took
place at the Griffin Inn, for the purpose of expressing their
approval of the Great Eastern and Western line, which pro-
posed to give the shortest transit to the great markets of
Liverpool, Manchester, and Birmingham ; and whose en-
gineers, contrary t- the published opinions of the engineers
connected with other companies, had demonstrated the prac-
ticability of a railway line between Merthyr and Abergavenny,
accommodating their several extensive works, and connect-
ing them with the agricultural districts.
Mr. KERSHAW, of Brynmawr, moved the first resolution,
" That Brynmawr and its neighbourhood would be much
benefited by having this line passing so close to them, and
giving them such facility of communication with important
places."

Mr. PARRY, of Beaufort, said, that as far as regarded the
trading interests of Brynmawr and the thickly-populated
districts around, the line they were met to consider was de-
cidedly favourable; no other projected line came near them.
It was then their interest and duty to support the Great
Eastern and Western line. He thought the engineering dif-
ficulties of the road were great, but the engineers employed
by the Great Eastern and Western Company had publicly
declared the line practicable, in opposition to the opinion of
those connected with rival lines. The Great Eastern and
Western Company took their line between Abergavenny and
Merthyr, through districts containing a population of at
least 120,000 souls. Commencing at Llanelly, they passed to
Brynmawr, Nantvglo, Coalbrook Vale, Cwm Celyn, Blaina,
Ebbw Vale, Beaufort, Rhymney, the Bute Works, Dowlais,
and Merthyr Tydvil. This part of the line, he understood,
would be 20 miles of trunk and 12 of branches, 82 miles in
all, connecting the largest mineral works in the world with
the agricultural districts. 'Whatever company held forth
such advantages deserved the public support. He was sure
such a line would pay well from its conveyance of minerals,
passengers, and agricultural produce.
The resolution was put and carried unanimously.
Mr. W. UNDERWOOD, in moving the second resolution,
said it was most important that they should have such a
line as that projected by the Great Eastern and Western
Company. It was the best yet proposed to give them a
direct communication with the northern and eastern parts of
England.

Mr. THOMAS DAVIES, in seconding the resolution, said he
considered a line between Abergavenny and Merthyr one of
absolute necessity to the trading interests in the various dis-
tricts through which it would pass, and he also thought it
the duty of every person interested in such trade to support
the Great Eastern and Western scheme.
The CHAIRMAN said the line whose merits they were met
to consider would afford them every possible advantage that
could arise from a direct communication with the great ma-
nufacturing and commercial towns. It would afford also a
shorter means of travelling to London than their present
mode, via Newport, and every one, he thought, would join
with him in appreciating the advantages of having goods by
land. He had no doubt the traffic on the line would be im-
mense.

The resolution was carried unanimously.
The third resolution was proposed by Mr. Thomas Davies.
of Brynmawr, and seconded by 11r. ➢ir. E. J. Williams, and,
like the preceding ones, it was passed unanimously.

GREAT WELSH CENTRAL RAILWAY.
On Monday a meeting of the Managing Committee of this
Company took place at their offices in Clement's-lane, Mr.
Ellis, M.P. for Leicester, in the chair. The principal busi-
ness which came before the meeting was the report of Mr.
Galloway, the engineer. The CHAIRMAN, in opening the
proceedings, said he had every reason to believe that the
report would be most satisfactory to the great body of the
shareholders, as well as to every one interested in the pros-
perity of Wales, or the well-being of the kingdom at large
The reports which they continued daily to receive from the
principality afforded the directors in London a full as-
surance that the inhabitants of the district through which
the railway was intended to pass were most cordial
in their support of this great undertaking; that many
of them quitted their harvest work in order to'
assist the surveyors ; and it appeared to be equally
certain that the landowners along the line were quite
as favourable as their tenants to this important na-
tional work. It was with much pleasure he perceived that
the names of several gentlemen connected with the prin-
cipality had been added to the provisional committee
Amongst the most prominent objects of the Company was
that of affording the means of transit for goods and
passengers between Liverpool and Swansea. At present
vessels are often five tit six weeks in passing from the
Bristol Channel to Liverpool—a fortnight was rather a short
passage; whereas by the intended railway ten hours would
suffice for the transmission of any amount of goods from
either of those important ports to the other, and thus a vast
saving would be effected in the expenses of shipping, the
wages of seamen, and the cost of marine insnrance.
The DEPUTY-CHAIRMAN observed that there was not one
project of the many now afloat which had so signally
earned for itself the title of direct" as the " Great Welsh
Central Railway ;" and when the mountainous nature of the
country was considered, it appeared marvellous that a direct
and practicable line could have been traced. Fortunately
that object had been accomplished in a manner which
even exceeded their most sanguine hopes. It was impos-
sible to look at the map, or take into view the statistics of
such places as those between which it would open an inter-
course without feeling that that must be one of the greatest
works in the United Kingdom which facilitated the traffic of
such places as Manchester, Leeds, Sheffield, Birmingham,
Liverpool, the mineral districts of South Wales, and all the
important ports of the principality and of England.
The report of the engineer was then read. It stated that
the line from Liverpool to Swansea would measure about
150 miles, the branches to Warrington and Neath being
11 miles additional. It would join the Liverpool and
Manchester at Blackbow-hall ; then proceed by Overton,
Oswestry, Welshpool, Newtown, to the Neath line, and
onward to Swansea, through Rhyader, Llanphangel, Llan-
gammarch, Llandulas, Llywel, Capel elwyn, Ystradggnlais,
and Clybdydfechan. He described the engineering diffi-
culties as being of very limited extent, and the tunnelling
as very unimportant, only three-quarters of a mile in length ;
that the gradients were easy, and the deviations from a
direct course much less than is to be found in the generality
of long lines.

The report was then received, and the meeting broke up.

HALIFAX AND QUEBEC.
At a meeting held in favour of this line, which is to con-
neet Halifax and Quebec, to settle grants of land upon the
line, and to make branches to St. John, Frederickton, and
other places, Mr John Joseph Sheene in the chair;
Mr. WILLIAM BRIDGES, the secretary and projector
of the line. read the report nf th. -Committee, from which
it appeared that a memorial drawn up by Sir Richard Brown
and Mr. Bridges, was addressed to the Prime Minister,
urging on the consideration of Government the great benefits
likely to accrue from the enterprise; that upon an inter-
view with Lord Stanley, his Lordship referred the deputa-
tion to the local governments, but expressed an opinion
that, in the event of local support being secured, the
Government would not refuse their sanction to the under-
taking. Memorials were addressed to Lord Metcalfe, Lord
Falkland, and Sir William Colebrook, the governors of the
respective provinces of Canada, Nova Scotia, and New
Brunswick, of similar tenor to that submitted to Sir Robert
Peel, and correspondence was entered into, the result of which
was a cordial expression of approval, and promises of sup-
port from Lord Falkland and Sir William Colebrook, who
had also addressed Lord Stanley in recommendation of the
enterprise, from the Honourable Mr. Almon, a member
of the Executive Council and President of the Bank of
Nova Scotia, Dr. Gesner, of Cornwallis, and various
others of character and influence in British North
Amssrica, and that maps and other engineering
information had been transmitted to the colony. That Mr.
G. E. Young, a member of the Legislature of Nova Scotia, had
been applied to, and had used his influence to ascertain the
feeling of merchants in the city connected with the Canadas
relative to the project, and had addressed letters by
the last mail to various correspondents in the colonies,
with the view of eliciting public expressions of opinion,
and a guarantee of local monetary support, if ap-
proved of by the public intelligence. That Captain
Moorsom, who had formerly made extensive surveys for
the Government in the North American territory, had also
assisted the promoters with much valuable information, had
furnished an estimate of the probable cost and returns, and
had consented, in conjunction with Mr. Valentine, to be the
principal engineer. That Mr. Street had been in negotiation
with various persons in New Brunswick, who were desirous to
constitute a company to cons, met a railway from St. John
to the Grand Falls, to connect with the trunk line to Quebec ;
that extensive local and Government patronage had been
secured to the undertaking, and that no less than 100,000/.
of stock would be locally subscribed for that portion ; and
that the Legislature of New Brunswick, in their opinion, are
disposed to give a bonus of 10,0001. to 15,0001. a year for five
Years. Resolutions proposed and supported by Messrs. Sam-
bert, Hoare, Whitney, Moorsom, Spiers, and others, were
carried unanimously for prosecuting the recommendations
contained in the resport.