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

167% Iv

Distance from Birmingham to
Brighton by proposed railway 137% „ ,

Saving of distance on the journey
from Birmingham to Brighton 30

Saving of time, exclu-
sive of the time lost
between the arrival
and departure of the
trains in London 4
A preliminary survey of the line has been made, and found to be
highly favourable to the construction of this line, without any engi-
neering difficulty, and at a moderate cost.
The Committee reserve to themselv the right to adopt locomo-
tive power, if it shall become expedient.es
Prospectuses will e read for delivery at the Offices of the COM.
PnY, No. 46, Moorgab
te-strevy t, on Wednesday, the 10th Want.

,------
LYONS and AVIGNON RAILWAY.
(COMPAGNIE SEBASTIANI.)
REPORT TO THE ENGLISH SUBSCRIBERS.
GEITTLEgIiN,—WC regret our not being able to report that we have
succeeded in our efforts to obtain for devotee objects of our Associa-
tion ; our best energies have
the been to the subject, but from
the altered state of the circumstances which has now arisen, our
Company, as at present constituted, is not in a position to compete
for the Lease.
At the time our Company was farmed, it was rindercood that the
Government would provide the land for the line and stations, and
possibly would undertake the earthworks. The capital we then
proposed (60 millions of franci), was considered sufficient to provide
all that the Company, under that state of circumstances, would have
required ; but after much doubt and delay, the Government have at
length dJermined that their lessees should undertake the purchase of
the land, as well as the entiro construction and working of the Rail-
way. The Bill has now pasted the Chambers in that form, and has
fixed the Capital at 80 rdllions (irrespective of the Grenoble
purpose, we are under the necessity of
Branch).
Having, ns we interpret our engagement to the Subscribers,
neither power to undertake', ni their behalf the purchase of land, nor
adequate funds for that larger
announcing the dissolution of the present Subscription, and we have
accordingly only further this head to inform you, that we now
oar attention to the copy of the
hold the deposits subject totale order of the several Subscribers, and
ready to be immeliately retuzned in exchange for the letters of allot-
ment and banker's receipts.
We would now invite 3''
statutes, which have been framed and adopted for the regulation of
a new Company for making 2.nd working the proposed line. Yon
will observe, that It is mainly m ider the same direction, and in many
respects of the same character .as that which we originally proposed.
The capital is necessarily larger. and the powers vested in those who
In particular to articles 4-22-23
ha
We ve theec(olnesdiruect
toot'
rtehfeeruynd of a much more general charac-
ter.e.
24-98-56.ertaking
We are empowered to °Or to each Shareholder in the former
Company who shall, on or be fore the 20th of September next, and
we have prepared such forms as will enable
in the manner we are about to mention, declare his option to accept
them, the same number of withs in the new Company as he holds
in the original Company, or without one additional Share in
respect of every five original Shares, and in order to faciAtate the
any particular allotment of Shares in the
ntheeceS'usabricraiir,rearsngtoemeitenprts their hes with convenience. They are
ready, and may be applied fore at 62, King William-street, City, bo-
or before the 20th of September next, the de-
tween Eleven o'clock, A•M• and Three o'clock P.M.
held subject to the order of the party entitled to
We beg to add, that in the creel of receiving at this office no com-
munication respecting
th
(el oep.spti orne
sws holcuhr wcoenittianvuee
as secured
confidence
thein
thetcooenxvtanenyd.beyond the
opreisgiltnal
thereonC onap
willa ti y
bo
en
pre-
sent Proprietors to join the new_Company.
above-mentioned daY
trbPee:lorimeerwmendation to the it, and it will be entlrelyg;ostumatne,ointt'osoulirir
, your very obedient Servants,
W. J. CHAPLIN.
CHARLES DEVAVX.
J. MOSS.
scribers Sub-
meritslti'Wostfelogt are,irhi etc ewnowenedtul'etihre:ti ratliki
etilinvi
J. MASTERMAY, .}ul3.
M. =ELM.

London, September 1,18451

BANKERS.
Messrs. Rogers, Olding, and Co., Clement'o-lane, London
Messrs. Barnard, Dimedale, and Co., Comhill, London
SOLICITORS.
John Owens, Esq., 35, Moorgate-street, London
William Arnold Bainbrigge, Esq., Uttoxeter
ENGINEERS.
Sir John Rennie, F.R.S.
George Remington, Esq., C.E.
LOCAL AGENTS.
Armishaw, J., Esq., itugeley
Bolton, Thomas, Esq., Wolverhampton
Bolton, John, Esq., Dudley
Eggiugton, A. Esq. Lichfield
Green, James J., Esq., Walsall.
This line of railway, which is about sixty-fire miles hi length, is
intended to commence at Uttoxeter (the terminus of the proposed
Derbyshire, Staffordshire, and Worcestershire Junction Railway) and
to proceed to Sheffield and Huddersfield. It will form a direct com-
munication between two of the most important manufacturing and
mining districts in England, viz., South Staffordshire and Sheffield,
and Rotherham in Yorkshire • the South Staffordshire portion in-
cluding Dudley, Tipton, Walsall, Bilston, Wednesbury, and Wolver-
hampton.
This line will also open a direct railway communication between
Leeds, Huddersfield, and the West Riding of Yorkshire and Kidder-
minster, Worcestershire, Cheltenham, Gloucester, Bristol, Taunton,
and Exeter, and with Ludlow, Leominster, Hereford, Brecon, Car-
diff, Neath, Swansea, Llanelly, Caermarthen, Milford Haven,
and with Porthdynllaen, the future outport or
Fish-
Ireland And also the most direct communication between Leefds
and Southampton.
The line will pass nearly along the Uttoxeter and Caldon Canal to a
point near Prestwood, in case the canal be purchased by the pro-
moters of this undertaking. It will proceed thrqugh Ellaston and
Mayfield to Ashbourn. thence near Dovedale, Buxton, and Chapel-
en-la-Frith, Woodhead and Holmflrth to Huddersfield, where it will
join tie Iluddersteld and Leeds Railway, and so to Thirsk. It will
open new mines, in addition to those already In work, of lead, coal,
iron ore, barytes, and carboniferous and magnesian limestone ou the
route, in addition to forming a direct, speedy. and cheap communica-
tion between the important towns above mentioned.
Arrangements have been made with other compherianies to ru
on
Into
this line from Sheffield. This company reserves tght r
additional capital to extend the line to Leeds.
Many of the above-raentioned mineral productions are essential to
the mining districts of South Staffordshire and Sheffield. The North
Staffordshire and Derbyshire Limestone is much superior to that of
South Staffordshire in the fluxion of iron (15 cwt. of the former being
equal to a ton of the latter), and producing a better quality of ma-
terial. At present, the mode of transit is very circuitous and expen-
sive, the line from the Caldon Mines having to go by canal round
by Etruria, Leek, and the Potteries, to the Dudley and surrounding
furnaces, when, by this railway, it would be taken in a straight line
to them ; and the Ashbourne, Cromford, Worksworth, and Bakewell
country would have an entirely new trade opened to them. The
ironstone in the neighbourhood of Sheffield is also becoming very
scarce, and great quantities are introduced from Scotland; the same
scarcity exists in South Staffordshire; and the route of this line
would furnish a gc od supply, at present not worked, and without a
market, both north and south. In addition to these great advan-
tages, a good local market would be opened along the agricultuh
write
and other parts of the district at present very badly supplied wit
lime and coal, and that of an inferior quality, and by expensive car-
riage. It is, therefore, next to impossible to calculate the immense
traffic which would pour down this line and the Derbyshire, Stafford-
shire, and Worcestershire Junction Railway.
The calculations which have been made show a very large profit.
There are large lead and slate quarries on the line which only want
an outlet like the one now contemplated to bring them into fall work.
The coal is of a superior quality.
There are also extensive barytes and paint-works at Ashbourne,
Cromford, and other places on the line. The scenery of Derbyshire
is the resort of vast numbers of tourists; and particular care will be
taken, in passing of the line near Dovedale, not to interfere with or
change its beautiful and romantic character. The convenience,
therefore, which this line will afford must necessarily cause a great
influx of passengers, both on business and pleasure.
Ironstone is not so abundant in the South as in North Staffordshire,
and vast quantities are sent by the tardy, circuitous, and expensive
canal company, which this and other Hues of railway meeting at
Uttoxeter will remedy.
The gypsum formation runs from Staffordshire to the 'Humber, and
the demand for this article for building, agricultural, and manufac-
turing purposes along this line will be great.
The timber from the neighbourhood of the Needwood Forest
Banks, Bagots Woods, and Kingston Woods, upwards of 4,000
acres, chiefly finds its way to the Manchester market by a
like objectionable route of tardy and circuitous canal convey-
ance ; whereas this line would open a direct, easy, and cheap
communication to new markets. The line has been viewed prior to
a detailed survey, and there are not more than ordinary engineering
iifficulties. In consequence of the late Parliamentary decisions, it is
intended to make this line on the broad gauge principle, but the pro-
moters do not pledge themselves absolutely to do so.
Applications for Shares to be made to John Owens, Esq, lA,
Moorgate-street, London ; and William Arnold liainbrigge, Etre,
Uoxeter ; and to the following Sharebrokers :—Messrs. Preece end
Evttans, 39, Lothbury ; Mr. Miles, Worcester ; Mr. Thomas Henry
Wheeler, Worcester ; Messrs. Townley and Whitehead, Liver-
pool ; Messrs. Cameron and Co., Liverpool ; Macclesfield ; Mrorrie Rey-
.
nolds, Liverpool ; Mr. Richard E. Hine,
James Jamieson, Leeds ; Messrs. Welibeloved and Oastler,
Leeds ; Mr. Frederick Stamp, Hull ; Mr. Thomas Boardman, Black-
burn ; Mr. George Clark. Bradford ; Mr. William Mason, Bradford ;
Mr. William Cronhelm, Halifax ; Mr. Charles Spenser, Earls,Nottingham ;
Messrs. Eyre and Shaw, Derby ; Messrs. Grayston and, Cheiten
York ; Mr. E. H. Armitage, Wakefield ; Mr, James Stoakt,e,
ham ; Mr. Joseph Clark, jun., Southampton ; Messrs, T :Ind Nash,
Bristol • Messrs. Beaumont and Langworthy, Exeter Mr. Thomas
Sandford,' Exeter; Mr. J. S. Holland, Coventry; Messrs, Houghland
and Leese, Manchester • Messrs. Cardwell and Sons, Manchester ;
Messrs. A. Birchall and Co., Manchester; Messrs. T. N. Bardwell
and Sons, Sheffield; Mr. W. Collis, Birmingham ;T. Weather-
burn, jun., Huddersfield ; Messrs. Everard and Co., Huddersfield
Messrs. Payne and Freer, Leicester Mr. Nicholson, Edinburgh ;
Messrs. Duncan and Hutchinson, Glasgow ; Messrs. Labertouehe
and Stafford, College-green, Dublin; Mr. Andrew Milligan, Birker
Tread.

FORM OF APPLICATION FOR STIARES.
To the Provisional Committee of the Leeds, Hudderafield, Shafted,
and South Staffordshire Direct Railway.
Gentlemen,--I request you to allot me Shares of SQI. each
in the above Railway, and p
ro undertone to accept the same or such
less lumber as yen may apppriate to Ine, subject to the regulation*

Messrs. Glyn and Co. ; and Messrs. Str7hau, Paul, and Co., Strand
'PROVINCIAL BANKERS.
Messrs. Bailey, Greatres, and Co., Monmouth and Abergavenny
The West of England and South Wales Banking Company and
Branches
Messrs. Brornage and Snead, Chepstow
The Monmouth and Glamorgan Banking Company and Branches
Messrs. Williams and Sons, Newport
The Gloucestershire Banking Company and Branches
The County of Gloucester Banking Company and Branches
The Natiosal Provincial Banking Company and Branches
STAIMING Coot:slim—William Hughes Hughes, Esq., Temple, London
SOLICITOR—Mr. W. T. H. Phelps, Newport, Monmouthshire
LONDON AGENTi—Messrs. I Beckett, Son, and Sympson, 7, Golden-
sclustre
LOCAL AGY.NTS..
Chepstow—Messrs. Baldwin and 3forgan, Solicitors
Gloucester—Messrs. Ellis, Elliott, and Swann, Solicitors
51"1311BI7Wm' rr°tll"°e, Lscl..lo, Old JoYa7-elnunbers, London

A s. d.
••••• • • • • • ....from O. 7 6
Tweed Taglionis ..... .• •••••• • • • • • •
....... ••••••••••••••• •....... 0 13 6
facings "' '• '• •• in light and gentlemanly ma-
Do. de.,
dodrington and Chesterneids,
asaperior quality, with silk collar, cuffs, and
terials .• • • • • •
tered Peltees •• • • ..... ••••• • • • • • 12 0
Cohmarette Coats in every style and make, including regis-
Mined Jean, grand Drill, and diagonal Blouses• •• • •••• • • 00
2 I 6 6
splendid Srmuner Vests .••••••••• • • • • • • • • • • • •
Casbraere and Persian, in endless variety. ••••••••• • • • • • • • • .3 4 14
Black and fancy Satins.. •••••• • • • • •
9 •
Cloth Trowsers .. • • • • • • • • • • • • • • • • • • • • • • • • • • • • • •
...from 0
............................................4 6
1 0 0
MAIMS TO xxlstag.
Tweed Coats, trimmed with silk .•
0 12 0
')ashmarette in any shape, handso.niely tri—mrs.• ..
. made ii
the first style of fashion.... . ••• • • • • • • 0
15 0
Saxe Gotha do., handsomely trimmed: .. • • • •
19 0
Quilting Vests, 6s. 6d., or Three for ..
Cashmere in choice patterns ..
Satin do., plain or fancy............................ 0 14 6
Spring Trowsers in great variety • • .
Tweed do., in choice patterns.. ... • • • • • • • • • . • • . • •
• • • • • • • • 0 18
Single milled and Albert plats Doe Trewsers; ..... ......... 0
1 0 19 0
Best quality black or dress dde....... ..
Ditto ,ditto, best numnfactured • • • • • • • •
Frock Coat .• •• • ...... • . .. .115 0
Ditto, the best manufactured .......... •• • • 33 8
Mourning to any extent can be had at five minutes' notice, at the
following prices :
Men's Suits, dress coat, vest and trousers •• .•
Ditto, jacket, vest and trousers • • .• roved of
—from 0 IS 0
IstronTalsT.—Any article purchased or ordered, if not app,
exchanged, or the money returned.
Observe—E. MOSES and SON, Tailors, housemen, Retail
Woollen Drapers, Outfitters, and General Wals4,
ries, and 86, Aldgatc, City, opposite the Church.
Caurton.—E. Moses and Son are obliged to guard the pablie
against imposition, having learned that the untradesmanlike false-
hood of being connected with them, or it's the same concern, by
seen resorted to in many inr
stances, and for obvious reasons.en The
eve no connexion whateve with any other estallishmt, in or out
of London, g and those who deiregenuine Cheap Clothing should (to
pkovent disappointment, &c.)s call or send to 154, Ilinories, or ed,
unse
eVidgate, opposite thnChurch.
N.B. No business transacted at th Establishment from son
iday till gonunset Saturday whenis buslaeas is resumed twc ths
pCtock

THE' SOUTH and MIDLANDS JUNCTION,
and BICESTER, SWINDON, MARLBOROUGH, DEVIZEH,
and SALISBURY RAILWAY, with Branches to POOLE and
SOUTHAMPTON.
-Capita, 1,280,0001., in 64,000 shares of 201. each.
Deposit, 21. 2s. 6d. per share.

(proyligalally registered, according to 7th and Bth Vie., c. 110.

PROVISIONAL CONMITTIN.
The Ron. Captain William Gore, Director of the Great Western of
Bengal Railway.
William Bulkeley Httghas, Esq, M.P., Clsairman of the Welsh Mid-
land Railway
Bictuerd Price, 7A n., M.P., Director of the Welsh Midland Rana's,
David R. Ross, Eaq., M.P., Chairman of the Belfast, and Director of
London and Manchester Railway
Sir John E. do Beauvoir, Bart., Chairman of the London and Bir-
mingham Extension
Sir William Bacon Johnston, Bart., Hilton, Aberdeenshire
Sir George William Prescott, Bart., Theebalds, Herta, Director of the
Chaster and 3fanehester Direct Railway
Sir William Hyde Pearson, Hanover-square
Sir John Key, Bart., Alderman of London, Director of tke London
'and Manchester Direct Railway
Sir William Wynn, 3facsynewadd. Chairman of the North Wales
Railway
Sir John Hare, Bart., Langham-place, Director of the London and
Birmingham Extension
Brigadier-General Sir Henry Pynn, Bart.. Director of the Direct
Western Railway
Admiral J. Ayscough, Prospect-place Mouse, Southampton
Edmund Francis Dayrell, Esq., Lillingstone Dayrell, Bucks, High
' Sheriff of the County, and Director of the Bucks and Oxford and
Wolverton Junction Railway
Thomas Sidney, Esq., Alderman and Sheriff of London, Director of
the London and Manchester Direct Railway
Themes Parncomb, Esq., Alderman of London, Director of the Lon-
don and Westminster Bank, and Namur and Liege Railway
John Kinuersley Hooper, Esq., Alderman of London, Director of
the London and Manchester Direct Railway
Thomas Kelly, Esq., Alderman of London
The Mayor of Buckingham
Donald Maclean, Esq., Deputy-Chairman of the Trent Valley Con-
tinuation
Major Oliver Lindam, Chairman of the Gleuceater, Aberys-
tvrith and Central Wales Railway
Richard Hartley Kennedy, Ewe, Chairman of the Coventry and
Leicester and Warwick and Cheltenham Railways
Archibald Spens, Esq., Manor House, Invereske, Director of the
Warwick and Cheltenham Junction Railway, and of the Great
Western of Bengal
James Brancher, Esq., Chairman of the Liverpool and Bury and
Manchester and Bolton Railways
Major Morse Cooper, Director of the Great Western of Bengal Railway
Captain James Patriek M`Doughall, late Bengal Royal General Staff,
Fir-grove, North Brixton, Director of the Chester and Forest of
Dean, tic., Railway
Stephen Lewis, Esq., Director of the South Wales Railway
W. A. Wilkinson, Esq., Director of the Waveney Valley and Great
Yarmouth Railway
George Lawton, Esq„ Ditchley, Essex, Director of the Manchester
and Birkenhead Contluation, and South Midlands Railway
William James Bailey, Esq., Shenley House, Bucks, Director of the
Bucks Railway
Joseph Brown, Esq., Director of the Manchester and Birmingham
Continuation
Peter Morrison, Eaq., Managing Director of the Britannia Life Insu-
rance Company
Richard Weaviside, Esq., Director of the Great Luxemburg Railway
Joseph Gill, Esq., Chapel Tuwn, Leeds, Director of the Lincoln,
York, and Leeds Railway
James Clay, Req., Brompton, Director of the Furness and White-
haven Railway
Joseph Thompson, Esq., Director of the London and Brighton
Railway
William Fichney Black, Esq., Wilton-place, Belgrare-square, Direc-
tor of the Italian and Austrian Railway
William Cole, Esq., Bicester, Oxon, Director of the Wilts and Berke
Canal
William Slam, Esq., Director of the Thames Embankment, and Ma-
naging Director of the Farmers' Life Insurance Company
Major-General Parlby, C. 8., Rutland-gate, Director of the Worcester,
Shrewsbury, and Crewe Union Railway
Richard Carpenter, Esq., Magistrate of the county of Middlesex, De-
puty Chairman of the London and Birmingham Extension, and
Director of the Leicester and Bedford Railway
John Stewart, Esq., Portman-square, Director of the But Indian
Railway
Colonel Robert Douglas, Royal Artillery, Director of the London and
Birmingham Exteasion
Major Grubbs, Eastwell House, Potterne, Wilts, Magistrate of the
county
Edmund Phillips, Esq., Avon House, Melkshaus, Wilts
Captain Edward Dewey, Buckingham, Director of the Bucks and Ox-
ford and Wolverton Junction Railway
Charles Thomas Ward, Esq.; Luton Hoo, Beds, and Clapton House,
Stratford -on-Avon
Joseph Brook, Esq., Greenhead, Huddersfield, Director of the Leeds,
Dewsbury, and Manchester, and Hudderafield and Sheffield Junc-
tion Railway
George Henry Brook, Esq., Edgulin Lodge, Huddersfield, Provisional
Director of the Huddersfield, Halifax, and Bradford Union Railway
Vero Clarke KembaO, Esq., Chester-place, Hyde Park-gardens
John Heibert Helbert, Esq., Gloucester-place, Portman-square
James Beech, Esq., 15, Grosvenor-place, and Brandon Lodge, near
Coventry, Director of the South Midland Railway
Wm. Watson Prole, Esq., Tburloe-square, Brompton, Director of the
Jersey Railway
Edward Deakins, Esq., Bicester, Director of the Wilts and Berks
Canal
Frederick James Hall, Req., Torrington-square, and .Alfeeton, Derby,
Director of the Treat Valley Continuation
Major Waller, K.H., Director of the London sad Manchester Direct
Railway
Captain Seth N. Fisher, Director of the Warwick and Worcester
Railway
Joseph Creekett, Esq., Alderman of Devizes, and Director of the
North Wilts Banking Company
Colonel Fitch, York-terrace, Regent's Park
Joseph Underwood, Esq., the Hall, Blackheath, Director of the Me-
tropolitan Life Insurance Company, and Director of the London
and Birmingham Extension Company,
W. A. Hill, Esq., Director of the Gloucester and Aberystwith and
Central Wales Railway
William Marriott Freeman, Esq., Stoney Stratford, Bueka, Director
of the Bucks Railway
William Sloane, Esq., Wimpole-street, Cavendish-square, Chairman
of the Church of England Life Insurance Company
Richard Dutton, Esq., Director of the Lincoln, .York, • and Leeds
Railway, and Director of the Legal and Commercial Life Insurance
Company
Captain C. W. Tyndale, Director of the South-Eastern Railway
Frederick Jones, Esq., Lincoln's Inn, Direetor of the Warwick and
Worcester Railway
Colonel Olivier, the Manor House, Potterne, Wilts, Magistrate of the
County, and Director of the Wilts, Somerset, and Weymouth
Rail way
William Turner, Bsq., Shipton-on-Chnrwell, Oxon
T. C. Norbury, Esq., Director of the Leicester and Bedford Railway
James Reeves, Esq., Director of the London and Manchester Direct
Railway
Henry Lewis Smale, Esq., Willoughby House, Tottenham, Director
of the London and Dover Railway
Themes Gooch, Esq., Director of the Fidelity Guarantee Society
Henry Gerard Ohrly, Esq., Director of the Trent Valley Continua-
tion Railway, and of the Legal and Commercial Life Insurance
Company
John Anderson, Esq., E.1.C.5., Director of the Church of England
Life Insurance
The Rev. Henry John Possand, rector of Shepton, rector of Cherwell
W. P. Courtenay, Esq., Temple, Director of the Legal and Commercial
Life Insurance Company
John James, Esq., Secondary of the City of London. and Director of
the Legal and Commercial Insurance Company
William S. Potter, Esq., Sussex Gardens, Hyde Park. Director of the
Oxford, Witney, and Cheltenham Railway
William Hallett, Esq., Kemp Town, Brighten
William Singleton, Esq., Chapel Town, Leeds, Director Of the Lin-
coln, York, and Leeds Railway
Robert Richards, Esq., Inner Temple, London
George Robert Colman, Esq., Director of the South Midland, and
Northampton and Banbury Railways
John Brocke Walbanke, Esq., Director of the South Midland Railway
Henry Wright, Esq., Brunswick-square, Director of the Warwick
and Worcester Railway
John Fagan, Esq., Gloucester-road, Old Brompton
Erasmus It. Forster, Esq. Director of the Britannia Life Insurance
Company, and Derby and Stafford Railway
William Bardgett, Esq., Winchester House, Broad-street, Director of
the Italian and Austrian Railway
(With power to add to their number.)
BANNERS.
London—The Commercial Bank, Lothbury
Bicester—Messrs. Tubb and Co.
Woodstock—Messrs. Gillett and Tawney
Witney—The London and County Bank -
Devizes—Messrs. Hughes and Co., and the North Wilts
Banking Companp
CONSULTING INGTNIIRS.
Sir John Macneill, LL.D. and F.R.S.
James Thomson, Esq., F.R.S E. and 31.-R.I.A.
ACTING Erroirraza—William Mullingar Higgins, Egg.
SOLIcITos—W. B. James, Esq., 5, Basinghall-street, London.
Locar. Aemers—Devizes, J. W. Wall, Esq ; Bicester, W. C. Tur-
ner, Esq. ; Woodstock, Benjamin Hollow; Salisbury, Messrs.
Foot and Radcliffe.
Originating at Bicester, by a junction 'with the Oxford and Cam-
bridge line through Wolverton, in connexion with the Eastern Coun-
ties, the South and Midlands Junction will afford facility of inter-
coarse with the metropolis in one direction, with Stafford, the Pot-
teries, Birmingham, Liverpool, and Manchester in the other ; near
Woodstock, close to which the projected line will pass, the Oxford
and Rugby and Oxford and Worcester Railways cross, presenting
opportunities of entering the two great railway arteries of the king-
dom—the Great Western and the London and Birmingham, the for-
mer at Dudcot, the latter at Rugby.
Proceeding to the manufacturing town of Witney, a line is crossed
communicating with the Stroudwater district of manufactures by the
Oxford and Cheltenham Railway, thence the projected line trends di-
rectly S.W., leaving Bampton to the east, until it reaches Lechlade,
a town seated at the efflux of the Thames and Severn navigation
with the River Thames, and where a considerable entrepot for mer-
chandise is established.
Keeping within easy distances of Farringdon, Cricklade, and High-
worth, it reaches Swindon, a rapidly improving vicinity. At this
principal station, where the broad gauge is crossed, the Gloucester
and Cheltenham line falls into the Great Western.
The intersection of the South and Midland Junction with the Great
Western at Swindon opens a most extensive and valuable communi-
cation with London eastward; Bristol, Bath, Gloucester, Chelten-
ham, Stroud,' westward ; and, by the Gloucester and Aberyatwith
projected line, with the whole of North and South Wales.
Applications for prospectuses, plans, may be made, and forms of ap-
plication
5, Basinghall-street ; also of Henry Smith, Esq., solicitor, Backing-
ham ; and of the following gentlemen:—
London—Messrs. J. Peppercorae and Co. 9, Old Broad-street ; Mr.
W. B. Harrison, 8, Bank-chambers ; 3er.Thos.llanbury. 4, Angel-
court.
Liverpool—Messrs. Mills and Co., and Messrs. Nelson.
Manchester—Messrs. Honghland and Leese, and Mr. Wm. Marshall
Mall—Messrs. Colllnson and Flint
Leeds—Messrs. Watson and Co.
Stratford-on-Avon—Mr. William Bolton
Exeter—Mr, Thomas Sanford
Plymouth —Messrs. Heyward and Palmer
Birmingham—Mr. Collis, and Mr. John Wright.
Glasgow—Messrs. Tassie and Co.
Edinburgh —Messrs. Robertson and Co., and Messrs. 3feCulluns and Co.
FORM OF APPLICATION FOR SHARES.
To the Provisional Committee of the South and Midlands Junction
Railway.
Gentlemen,—l request that you will allot to me Shares of 201.
each in this Company, and I undertake to accept the same, and to
pay the deposit thereon, or upon any less number that may be allotted
to me ; and I undertake also to execute the Parliamentary contract
and Subecribers' agreement when required.
Name in inn
Residence...
Trade or profession
Reference • • • ..• . •
Address of Referee

I
OUTII and MIDLANDS JUNCTION and
BICESTER, SWINDON,_MA:Iip3OROUGH, and DEVIZHS

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

Dated, Sept. 5, 1843

ILKENNY, CARLOW, and WICKLOW
RAILWAY COMPANY.
Offices, 449, West Strand, London.
The Committee of Management of the above Company have the
satisfaction of stating that the Clonmel and Kilkenny Railway Com-
pany has been united with this Company, and it is now intended to
make application to Parliament, in the ensuing session, for powers
to construct a line of railway from Clonmel to Kilkenny, Carlow,
and Wicklow, whereby the former important cities will be brought
Into direct railway communication with the metropolis of Ireland by
the nearest route.
Negotiations are also In progress with the Waterford and Kilkenny
Company, who obtained their Act of Parliament last session, for
securing the support and co-operation of that Company to the
undertaking, which It is confidently anticipated will terminate satis-
factorily.
A reference to the official traffic map of the railway Commis-
ilioners will show the great extent of the traffic between the several
towns on the line, and the prospect of its proving highly remunera-
tive to the shareholders.

The requisite capital having been already subscribed for, the allot-
ment of shares will be proceeded with forthwith ; and as the project
had received the unqualified approbation of the landed proprietors
along the line, and is warmly supported by the English Great
Western, the Waterford, Wexford, Wicklow, and Dublin Railway
Companies, and the other Irish Companies In connexion with that in-
terest, a portion cf the Directors of the Great Western Company
forming part of the Committee of Management, the sanction of Par-
liament to the measure may be most confidently anticipated.
Applicants for shares in either Company, before their amalgama-
tion are at liberty to withdraw the same, if they desire to do so, before
Monday, the 15th of September, until which time applications for
shares in the Clonmel, Kilkenny, Carlow, and Wicklow Company,
will be received, addressed to the Secretary, at the Company's office,'
449, West Strand, London.
The capital of the Company will be augmented to 1,500,0001., in
75,000 shares of 201. each, upon which a deposit of 21. will be re-
quired, to meet the new standing orders of Parliament.
The designation of the Company will be changed to the " CIO el,
Ilikenay, Carlow, and Wicklow Railway Company."
By order,
lIICiL4.RD M, MUGGERIDGE, Secretary.

Sept. 8, 1843.

RUGBY, DERBY, and MANCHESTER
RAILWAY.
OBSERVATIONS ON THE REPORT OF MR. CHARLES
BLOUNT, ENGINEER TO THE COMPANY.

The Provisional. Committee find, by reference to the engineer's
preliminary report, that the tunnels upon the line, as laid down for
the Rugby, Derby and Manchester Railway, are by no means of the
ordinary length or occurrence in lines of this magnitude, and that the
earth works throughout are not of great difficulty or extent ; the
gradients are easy, and, in many parts of the line, extending to entire
districts, of a nature exceedingly favourable for the construction of
railways for goods and passenger traffic at high velocities.
The direction of the line, taken integrally from Rugby to Maccles-
field, or Manchester inclusive, or between any intermediate points, is
remarkably free from a circuitous or tortuous character, and it happens
most felicitously that a line so arterially important in a national point
of view, and so certainly to become the great high road between the
metropolis and the largest manufacturing towns and districts of the king-
dom, is so free from contingent difficulty of all kinds ; while it actually
passes through every important townand place situate upon the old high
road between the metropolis and the part of the kingdom referred to, pre-
serving at the same time the strict integrity of a perfectly distinct
and independent line, of between seventy and eighty miles in extent
considered as a through line, as well as in its local character as a
railway between any intermediate points of the line adopted : this
principle has been so faithfhlly followed out as to render these por-
tions of the line of themselves amply remunerative when considered
with regard to local traffic alone; for example, any such portion of
the entire line as shall be executed between Rugby and Derby, or
Derby and Ashbourne, would be found presenting returns upon the
capital expended in the formation of the line, amply remunerative
for the capital expended on the districts to which they refer. In
short, it may be announced as a fact that the Rugby, Derby, and
Manchester Railway presents the extraordinary feature that any
part of its line between any two of its termini would return a profit
as a local line ; that, combined, they will form a highly profitable
chain of communication ; and that almost the whole of the returns
for the direct Manchester traffic, both of goods and passengers, to
London may be set down as profit.
It can hardly be wondered at that this unique and happy result
should follow as a matter of course, when we consider that the old
high roads (the direction of which, in a general sense, may be said to
be the index line of the Rugby, Derby, and Manchester Railway)
were made for, existed for, and maintained the whole commercial
intercommunication of the country through which they passed. But
the constructors of the existing and projected railways having little
regard to this intercommunication of the intermediate points of their
termini, have laid down their lines not sufficiently in the vicinity of
these through lines or high roads, and have therefore divested and
destroyed the local traffic of each individual district.
To restore, therefore, the original balance of traffic and intercom-
munication between each terminus of this important line, in its ori-
ginal and natural direction—taking, at the same time the towns,
districts, places, and population—has been the object of the promoters
of this measure ; and a special and laborious inquiry by the en-
gineer, Mr. Charles Blount, has been devoted to this point.
The argument which that gentleman 'adduces for maintaining the
principle of going directly through the towns or places proposed to
be served by the construction of a railway may be described as fol-
lows—viz., that in the construction of the old high roads, in what-
ever part of this kingdom, the engineers who laid them out of neces-
sity kept in view the shortest possible route lines presenting the
easiest inclinations, and lines, which, in all cases, without exception,
were directed through the towns presenting the greatest population,
and having consequently the greatest need of an easy and a rapid
means of intercommunication. Reference to the best maps of this
kingdom will exhibit the population, and in consequence the manu-
facturing districts actually on such lines of common high roads. It
might -be matter of curious rather than useful inquiry to ascertain
how far the towns and places may have enlarged or followed the
thread of the direction, or whether their existence and their necessi-
ties had been consulted actually in the original construction of the
roads.

The inferences are clear, therefore, that a line of railway which
can preserve its own integrity as a through line for goods or pas-
sengers traffic, and also preserve at the same moment the shortest
and most direct course between its starting point and its extremity,
while it at the same time maintains its same value and relationship
between the intermediate places, is manifestly the line to be adopted.
Such a line is the Rugby, Derby, and Manchester Railway.
There are but two efficient reasons (and those are most question-
able) for diverting a main or a trunk line from the lay or dispositions
of the towns, or the want 9 or exigencies of the districta. These may
be said to be—that the line presents engineering difficulty in the con-
struction ; for more uniform or better gradients and less costly works,
or otherwise, in an engineering sense, possess some extraordinary ad-
vantages; or it may be that the second position to which we have
referred shall justify the diversion of the line by reason that it will
greatly, or to an important extent, shorten the distance between the
two great termini. When, therefore, we find a project laying claim
to a district simply because it possesses one solitary feature (save
that it may be for a few miles, of no very important number, the
short over lines of communication already existing, or over others
projected in the same direction), studiously pursuing and threading
the long-established stream of population, of manufactures, agricul-
tural and other produce of every kind, it becomts matter of serious
and grave inquiry whether a few miles extra in a line of such extent
as the one projected between the metropolis and the town of Man-
chester, but which avoids and sacrifices the moral and commercial
Interests enumerated, be considered as therefore presenting any real
claim to the support of the great communities so largely and so va-
riously interested in this great question.
In times when the means of intercommunication were confined to
canals and common roads alone, a saving of eight or ten miles in a run
or count of from 100 to 200 miles was certainly a matter of sufficient
importance to justify the old road and canal engineers in adopting a
deviation from the greatprinepleswhich we have laid down as having
formed the base or index line of all their operations. The physical re-
volution which railways, in their construction, have worked upon the
commercial relations of this country, anti the well-being and the so-
cial conditions of the people, may not Inaptly be said to carry with it
its own great means of proving and carrying out In actual practice
the seemingly anomalous position of the furthest way about the

nearest. A short proof of this position of our argument is, that a
small deviation from the direct course to meet and to serve great ends
is proved to be elementally no objection, time, in fact, being consi-
dered as annihilating the position of distance.
We have used this argument as telling decidedly in favour of those
who:may require its ass is tancelto carry out the relative or other advan-
tages of projected lines, rather than that it affords us any otherserviceS
beyond a general exposition of the false theory and the equally false
practice which characterises the maps of our existent railways. A refe-
rence to that portion of the engineer's report on the line of the Rugby,
Derby, and Manchester Railway, which treats of the distances rela-
tively considered,or the entire distance as a through line, exhibits, to
the great satisfaction ofthe Provisional Committee, and to the public lo-
cally interested, and to those to whom his engineering labours and
deductions have been submitted, a considerable saving of distance in
the through line and in the oue or two most important points upon
the line locally of vast commercial importance, a saving of several
miles, and to use the expressions of his report, not less distin uished
for its careful and elaborate research than for the satisfactoryg and
happy results therein so indisputably worked out :---..The Rugby,
portant and Manchester Railway Passes through everyt
portant town between Rugby and Derby, Derby and Manchester,
the n 5;
the leading towns, termini, or places of the railway ; eon_
on
nects with those and other towns direct railway
traverses the richest mineral, agricultural, and commercial
of f
of
yet
intacthteacsoaunthrotiesutghrholuingeh,
anwhdicieh
ditieptahsiscedsy;
eahnedrtperretshervenesanit;
t the Rugby, Derby, and Manchester
proposvred.dßir.ecsct
OTlineAfsr:entreLtaogoen toManchester."
Railway Company.

September 5,1845.