The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1853-03-29 00:00:00

M

It E E S ,

DISTRICT AUDITOR,
ARBITRATOR & ACCOUNTANT,

DRUID-COURT, 6, DALE-STREET,
AGENT
FOR THE BRITISH GUARANTEE ASSOCIATION,
AND FOR THE
PERPETUAL INVESTMENT LAND AND BUILDING

SOCIETY, LONDON.

FRANKFORT, WIESBADEN, AND COLOGNE
RAILWAY ;

PASSING ALONG THE RIGHT BANK OF THE RHINE,
AND CONNECTING THE TAUNUS RAILWAY WITH
' THE COLOGNE AND MINDEN RAILWAY, AND THE
COLOGNE, BRUSSELS, AND ANTWERP RAILWAY.
Length, 110 Miles.
CAPITAL, £2,000,000, IN 100,000 SHARES OF .e2O EACH.
DEPOSIT, ..t,•2 PElt SHARE.
ONE-HALF THE SHARES ARE SUBSCRIBED FOR ON THE
CONTINENT AND BY THE CONTRACTORS.
Societe Anonyme, by which the Liability of each Shareholder
is Limited to the Amount of his Subscription to Shares.
A BRANCH BY THE RIVER LAHN, from the Mouth of
that River to Giessen, may be hereafter joined with this
undertaking..
Interest to bet:4M on Capital during Constnictiout Five per—
Cent. per Annum; the Dividend anticipated from Traffic is
equal to Fifteen per Cent.
CONCESSION FROM NASSAU EIGHTY-FOUR YEARS.

DIRECTORS.
Joseph Christopher Ewart, Esq., Liverpool.
M. M. Hergenhahn, Vice-President of the Court of Appeal of
Nassau.
Richard Hartley Kennedy, Esq., London.
M. M. C. Kalb, Banker, Wiesbaden.
M. M. Jiles Lejeune, Antwerp.
Theodore W. Rathbone, Esq., Liverpool.
J. Sadleir, Esq., M.P., London.
Charles S. Stokes, Esq.. London.
M. M. W. Zais, M.D., Wiesbaden.
ENGINEER.
Charles Vignolles, Esq.. C.E.
BANKERS IN LONDON.
Messrs. Glyn, Mills, and CO.
BANKERS IN FRANKFORT.
Messrs. Bethmann Freres.
BANKERS IN WIESBADEN.
Messrs. Kalb Fils.
BROKERS.

A. A. Iloghton, Esq., Angel-court.Throgmorton-street, London.
Messrs. Price and Brown. 4, Change-alley, Cornhill, London.
Richard Withers, Esq., Royal Bank Buildings, Liverpool.
SOLICITORS.
Messrs. Wilkinson, Gurney, and Stevens.
OFFICIAL AUDITOR.
J. E. Coleman, Esq.
..SCRETARY.
Thomas Green, Esq.
OFFICES-18, CANNON-STREET, LONDON.

THE importance of this Line cannot he overrated.
It will not only join together by Railway the great cities
of Frankfort, Wiesbaden, Mayence, and Cologne, but will com-
plete the long required connexion between the Lines of
Austria and the South Germanic States culminating at Frank-
fort, and the Lines of Prussia, Belgium, and Holland, and the
Great Northern of France, with the traffic from England, cen-
tering at Cologne. It will also necessarily complete a speedy
and advantageous transit for the Indian Mails through the
German States.

Amongst the numerous advantages thisßailway will embrace,
treating Frankfort and Cologne (Deutz) as its two great ter-
mini, are the following :-
Ist. —The entire traffic from England and Belgium passing
to Frankfort and South Germany and to Austria, via
Ostend or Calais and Cologne, and the return traffic,
must use the proposed Line.
2nd.—All the traffic to or from Frankfort by the Great
Northern Railway of France, via Cologne, will use the
Line.
3rd.—The traffic to Minden and Hanover, and the North
of Holland, via the Paris and Strasburg Line, will pass
by the route of Metz, Sarrebruck, Ludwigshafen, and
Mayence, across to Wiesbaden, or by the Railwayon the
right bank of the Upper Rhine through Frankfort to
Wiesbaden and thence proceed by the proposed Line to
its destination.
4th.—The proposed new Railway will be connected with
the Rotterdam and Antwerp Line. through Antwerp to
Cologne, and with all the Dutch interior Lines, about to
be placed in communication with the Minden and CO.
logne Railway at Oberhausen.
sth.—lt will also be connected with the Duchy of l3aden
Line, from Frankfort to Mannheim, Baden, Carlsruhe,
and Basle; with the Nekar Line, from Frankfort to the
Lake of Constance, through Ulm, Stutdgardt, and Hei-
delberg; and with the Frankfort Line, in course of con-
struction, to Bamberg and Nuremberg.
6th.—Finally, all traffic passing over the Line from Cologne
to Wiesbaden, and thence reaching Frankfort, can pass
by the Saxony route from Frankfort, through Marbourg,
Cassel, Erfurth, Dresden, and Prague, to Vienna,
Trieste, and Hungary; and also by Eisenach and Leipaic
to Berlin, whence there are branches or extensions to
Hamburg, Kiel, Lubeck, Rostock, Stettin, Dantzig,
Posen, Cracow, and Warsaw.
This extended enumeration indicates the vast commercial
conveniences and financial results which must attend the
Frankfort, Wiesbaden, and Cologne Railway. Hitherto the
important link of Railway from Cologne to Wiesbaden has not
been constructed, because the Rhine navigation with Steamers
has been considered sufficient. But the necessity of a Railway
communication has now become obvious; it can no longer be
deferred; and the Government of the Duchy of Nassau has
granted the requisite concession for the Line from Wiesbaden
along the right bank of the Rhine, to Horchheim, nearly op-
posite Coblentz ; and a concession from Prussia has been
applied for to continue the Railway to the Cologne and Minden
Station at Deutz. Every effort will be made to obtain
from those Governments advantages to the Shareholders
in order to encourage the undertaking. The Rhine,
'on the average, is closed one-third of the year from
fogs, ice, &c. ; and it will be easy to go from Cologne
to Wiesbaden and Frankfort by Railway in four hours
and a half, while the fastest Steamers on the rivers
Rhine and Maine are eight to ten hours on their journey down-
wards, and are fourteen hours, and sometimes two days, going
up the Rhine against the stream. The Line from Wiesbaden
to Horchheim will be first constructed, and worked in con-
nexion with quick Steamers on the Rhine; to be followed by
the extension to Deutz when the concession has been obtained.
The Railway can be constructed with great facility on the
right bank of the Rhine with very few heavy works, and will
command all the beautiful views on the Rhine, to which tra-
vellers will more than ever be attracted. The pleasure and
business traffic on and near either bank of that magnificent
and unequalled river will be promoted and increased in an ex-
traordinary degree. The Railway must becmne the greatest,
and by far the most beautiful, high-road in Europe. Each
portion of Railway, as constructed from town .to town, com-
mencing at Wiesbaden, can be at once opened for traffic run-
ning in connexion with the 7'aunus Railway from Frankfort,
and thus become productive of revenue.
The mineral waters of Wiesbaden, Ems, Schwalbach, Schlan-
genbach, Soda, Fachingen, and Selters annually attract to the
Duchy of Nassau foreigners and visitors of distinction, to a far
greater extent than the mineral waters of other countries; and
the construction of this Railway must increase their numbers,
and render their journeys more frequent. In fact, it may be
fairly said that this part of Germany is, during a certain por-
tion of the year, a rendezvous for the whole of Europe.
The Branch Line, through Limburg to Giessen, before-
mentioned, will, it is considered, be a most productive one,
passing, as it will, through a country rich in Minerals, which
have hitherto been very imperfectly worked, owing to the want
of a Railway Communication with the Rhine, and with the
Trunk Railways of Germany. This Branch will furnish that
communication, and become an important feeder to the Main
Line from Wiesbaden to Cologne.
The great traffic of the district is by the River Rhine. The
statistics of that traffic are most carefully collected and re-
corded by Commissioners appointed by the several govern-
ments interested in the navigation. Annually the Commission
prints a Report of the entire traffic in the year, giving the same
with minute details. The Report of 1850 has been obtained,
and by careful examination the following facts are established :
Ist. That the Passengers by the Rhine Steamers, amounted
in 1850 to 919,193 in number between Cologne and Mayence,
the parallel distance of the termini of the proposed Cologne
and Wiesbaden Railway. .

2nd. That the movement of goods from Cologne, or passing
Cologne to or past Mayence up the Rhine was, in that year,
about 461,136 tons ; the movement of goods in the same year
down the Rhine, from Alayence to Cologne, or past it, was
about 331,185 tons. It appears by authentic records for 1852,
not yet printed, that the down goods traffic bad increased
about twenty-five per cent to 412,301 tone; and the up goods
traffic in a much larger proportion.
The whole traffic of 1850 has been carefully analysed, and
having reference to the Railways now constructing, and which
will be opened as soon or sooner than the Line of this Com-
pany from Wiesbaden to Cologne, especially the Railway from
Oberhausen to Lobithe and Rotterdam, it has been carefully
ascertained what will be the probable annual traffic on the
Wiesbaden and Cologne line. A document of great length
and going into details on this subject has been printed, and
may be obtained at the Company's Office, where may also be
inspected the official records and publications from which the
data for the estimates have been derived; and from this
document it will be seen that, while a vast traffic will still be
left upon the Rhine, annually augmenting, the proposed Line
of Railway by the right bank of the river from Wiesbaden to
Cologne must produce at least from

Passenger Traffic
Goods' Traffic

.i'314,437
380,965

Together .€695,402
Deduct for working expenses, forty per cent on the
receipts, equal to £2,540 per mile per annum (110
miles) 278 160
• .....

Balance £417,242
which would (allowing
r e t reductions, which really
are not probable) pay a at least FIFTEEN per cent
edvie‘nidfeonrd_orf R
on the capital of £2,000,000.
srs Fox, HENDERSON, and
Responsible contractors, Mes •
the land, construct the works
Co., have engaged to purchase the stations,. and supply the rolling
for a double line, erectintereston
capital during construction at the
stock, and pay
per annum, as well as the fondateurs
rate of FIVE per cent6daii other expenses; the whole of these outlays
preliminary and all
of the capital.—For the satisfaction of
to be within the
estimates (adding Tenper
cent to cover the
the Directors the
and Interest on
above expenses Capital) are to be ievised b
Sir r ITT
M.P.,
Or some , or ROBERT STEPHENSON, ESQ., M.P.,
WILLIAM CUB
other eminent Engineer, whose decision as to the
aggregate amount to be paid to the Contractors under their
contract for land, works, and rolling stock is to be final and
conclusive on both parties.
The Company is constituted an " Anonyme," or Chartered
Company, with limited liability to the Shareholders, and will
be empowered by its Statutes to purchase or amalgamate with
the Taunus Railway, and to accept concessions for Branch
Railways.
Application for Shares to be made in the form subjoined, to
pany,and to the Brokers.
the Secretary, at the offices of the Com