The Sun. — London, England, 1847-01-07 00:00:00

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It would be a fair conclusion that the more railway termini are concentrated in the heart of the City, the less the traffic in the immediate heart of the City will be eased in its great arteries?—Just so. The traffic will not go on?—1 am quite satisfied that, upDia the evidence, you would, as you proceed, arrive at the conclusion, that it is impossible for the to -mini to be in the City of London. The traffic will come in conflict at particular times? — Yes and there is another thing—you will not require omnibuses for it, which would take away ten people at a time, but you must have cabs ; therefore, you will have about eight vehicles to take eight people instead of one, and you cannot help it. So that these passengers distributed will occupy more space ?—Yes. I will give an illustration of it. The Only railways which we carry but few passengers to and from by omnibuses are the Brighton and the Dover. Now, i n 26 t i mes a-day in and out of the Brighton and Dover station conjointly, we do not average much more than four passengers a trip for the 365 days, five is the most; in fact, we cannot average fire. The omnibus which starts from Oxford-street and Charing-cross and Fleet street will not produce five passengers in going to the London-bridge station or from it. T. what do you attribute that?—The station 'being there ; it is so close to the City that a man takes a cab, and the result is, that though he would pay me sixpence to ride, h e would rather pay a shilling, because he can start five minutes later, and goes direct to the City. Therefore, I would not be one to run an omnibus, on any consideration, in and out of the London-bridge station, except that I am bound to do so. That does not apply to the Great Western?—With the Great Western we make better trips ; we have nearly three times the quantity of people to and from it. Therefore, for the omnibus proprietor, the further off the terminus is the better ?—There is no question about that. I only show that, as respects those who have to be moved t o and from the London-bridge station, that you do not move them by omnibus, but by cabs. Which is a more ctimbersome way ?—You want more "ace, and it is dearer. The commissioners can have from_ me any i nformation which they wish. When they f i ' l t a n v e e c r e e s a sa d r ul y they my evidence have.cethrough, anything that they think Will you let us have the details of what you have just mentioned? --To and from the South-Western our traffic is very great, and in the case of the London and Bir mingham it is only moderate, because the position of that railway is such that people can convey themselves for ls. 4d. from there at once anywhere to the door by a cab. And in your omnibus for sixpence?—We must take the high streets. We do not go by our omnibuses all the W ay. Persons going by our omnibuses ride to the main street, and then walk to their destination, which is close at hand. If you take our London and Birmingham om nibus from the station, we come into Piccadilly, Oxford street, and Charing-cross. We take the three leading streets. If you take the City omnibuses, we take Hol born, Fleet-street, Cheapside, the Bank, and Grace church-street, and extend any of them to the Dover and Brighton Railways when required. Last night I made an estimate of the traffic of the London and Birming ham absolutely for a month, that you might have an opportunity of working it out for a year. The seasons of the year of course will increase and diminish the passenger communication, but I have taken up to the 11th of April in this present year from the 11th of March, giving for the thirty-one days the absolute num ber of passengers moved by ourselves to and from the station of the London and Birmingham, both City and West. By omnibus?—Yes. From the Golden Cross only ?—No, the whole of Lon don. You will fiad by our books that we moved to and from the City by omnibuses 7,741 passengers; to and from the West end, 3,386; that forms the total of omni bus passengers that we moved; but we had from the station to the City 3,185 cabs, and we had to the West, 6,989 cabs. Taking the average of each cab at one pas senger and a half (for none go with less than one, and many with three, and sometimes four„ that will make, for the omnibus and cab traffic together 17,296 people moved by us to and from the City, and 24,353 West. We also moved 141 carriages. Private carriages?—Private carriages; post carriages. of which we had 11 carriages to the City, and 130 to the West. Taking the average of the passengers using those carriages at three (generally speakin g it i s t wo an d a servant, and in many cases it will be more, and occa alonally only one), it will make it that the total estimate is 17,329 City, and 24,743 West. In addition to the above statement, we have to consider the cabs that drive to the station more than from, which is to be accounted for by the omnibuses loading better from the station— for they do load better from the station than to the sta tion—and that is easily accounted for, because a man in going to the station has to go to the omnibus; therefore the calculations might be estimated as follows, which, by bringing the aforesaid figur es , ma k es i t i n favour of the City, ere being less from the City by omnibuses and more by cabs than from the West-end, in proportion to the reduction by the omnibuses. I have taken 1,563 extra to and from the City, and 1,043 West. Then you have to add a double quantity of passengers by the car riages from the City and from the West-end in the pro portion which I give, which then brings the total for the City 18,925, and for the West 26,176. Now you may assume that each up-train has on an average three pri vate vehicles to meet it, either carriages or hired cabs c t t s their own, which we do not take co gn i sance o f, or hackney coaches, glass coaches, and so forth, a n d w hi c h the public use by their own orders, and th ere b e i ng twenty trains a day, an average of only three passen gers to each of those vehicles will give 180 persons, that will make a total of 2,430 people to and from the and will give you 7,290 people to and from the West, because it is a known fact, that three carriages out of four will go to the West. You must take into consi deration the omnibus, cab, and carriage traffic together, anti if you draw a comparison upon the whole figures, You will find that it is not quite three to the West-end against one to the City ; that brings you to a total finally of 21,355 people to and from the City, and gives ou 33,465 to and from the West-end. If you want to now where the division takes place as regards this comparison, it is thus—what I have given you as in tended for City people, is much in favour of the City. We drive first to the George and Blue Boar, Holborn, and those who get out there will naturally go West. We pass down Holborn ; we then go down Fetter-lane or Chancery-lane, and drop people who take the Temple, and then into the City. In the estimate, I give you every one of those as City persons. Now, the West-end traffic does not go nearer Holborn than this, that it goes to Griffin's Green Man, Oxford-street ; comes from Griffin's Green Man down to Piccadilly, and from Pic cadilly to Charing-cross ; that is the way in which it is estimated for the west-end, so that in truth the divi sion of traffic is more in favour of the City than it is of the West. Have you thought of the advantage of bringing the terminus of the London and Birmingham Railway nearer to the City than Euston-square ?—I have done so. As regards benefit to the public, no doubt it would be a benefit so far as the City is concerned, but it would be a great disadvantage to the West-end, for this reason—at the Euston station the fare by omnibuses to Gracechurch-street, Fleet-street, the Bank, and to Charing-cross, and all the other places, is only six pence. Of course, in taking a cab, the fares are restricted by our arrangements with the cab people, BO that they do not, as they usually do, charge more than their fare. You may go to Holborn for Is. from the station. You may go to the Bank, which perhaps is the heaviest, for 2s. ; and so on. You may go to Regent-circus for ls., and to Charing-cross for ls. 4d. Now, supposing you took people from Euston-square and brought them to Farringdon-street, what would be the consequence ? First of all they would have to pay an additional toll for the Railway ; for that I should make a calculation, looking at the expense, amount ing to 2d. per mile per passenger, taking the average of the first and second class ; therefore, taking that as a criterion, you must add to that the cab fare from that station to the same points. If, therefore, a man wanted to go to Holborn, he would have to pay 4d. extra to get to Fartingdon-street, and Bd. by cab, that makes ls., which is precisely the same as from Euston-square, If a man went to Fleet-street, he would pay nothing but the extra charge of 4d. by railway ; that is in favour of Fleet -street. Then, on the other hand, to the Bank, I admit it would be but Is., say Bd. for the cab and 4d. for the railway, instead of 2s. To Gracechurch•street it would be Is. instead of 2s. To the West end of the town it would be thus ; that if you went to Regent Circus, Oxford -street, you would pay Is. from Euston-square; if you went from Farringdon-street it would cost you Is. Bd., Bd. more, and so on i n proportion; the West-end is hupon the ca b-f ares, as the City is reduced. u taking the whol e , will find thamtand striking the average, you amore t b h c a n 4 fide cost to the public will be considerably every the way they now go. Then I would say, th at passenger using our omni buses, either City or wouldWest,ypr be subjected to a charge of 6d., besides the extrapresumed 4(1. by the railway. If, therefore, a man wanted from the terminus, he wouldgo p od, 6to the Dover Railway, d. for bus to take him there and the for the an railwaomni y, that would be 103. ; therefo re the public at large would be krireatQarbsolute cost to tra c; the whole. in the next place, so far as the est will be lost upon the 33,000 passengers, ass goes, time must be consumed at the division of the trainsoir e time t Euston-square, or even if it goes direct to the if you have to supply the Euston district, indeyend ently of the difficulty in progress to and from thePCity station. If you take a cab from Euston-square they go to Charing -cross in a quarter of an hour, but you will not get from Farringdon-street in the same time for certainty. So that really it is a loss of time and a loss of money. as far as regards the west-end?—Yes; out of the 11 carriages that we had to the City, there were eight which went to the Eastern Counties Railway, and three only went to London -bridge for the Brighton and the Dover railways. There were but three carriages during the whole month that went on to the South-Eastern or Brigh ton Railway. reml'raorklusthb,ev n m er e t r h el ? —From the no r th. I will finish my tr a dera ilway to and from a the the Birmingham Y making this statement, that the Rway cannot be heavy ; that is, that persons do not in the thirty-one go direct ; and the fact ofeleven arriags to the City follows. Where days shows that even those went as do you think they went ? It happened to be the Newmarke t races, and nine of those car riagesconveying t h e horses for the races ;con sequently it i s fair to assume that only three carriages went to the City, and 130 to the West -end. There is am - O ther thing to be observed, which is, VIDA the Dover Its,il 34% - it,i - 114 --- , 1 3 ... ~ 24 1 .. .0 3 8 12 I •••' . 4 ...• THE SUN, LONDON, THURSDAY . MORNING-, JANUARY 7, 1847. Sir Alma Napier Macnab, on behalf of the company, and the corresponding committee of the company in London. SPORTING INTELLIGENCE. DEATH OF A DERBY FAVOURITE. Mr. Jardine's colt, Johnny Armstrong. died at twelve o'clock on Monday night, at Mr. Daw•son's stables, Mid dieham. , way Company, finding the inconven i ence o f two stations ( (namely, the Bricklayers'Arecs and the London-bridge), c used to spli: the trains at Deptford, and now run alter , riae!y, for this very reason, that a man never knew which station he was going to in London ; and the!ef re, if he said to his servant. " You will meet me at the Dover Railway, on Friday ;" he said, " Which station am I to go to, the Bricklayers' Arms or the London-bridge?" Supposing you split the train at Euston-square, and brought it partly here and partly there, the difficulty would be just this, that unless a man always knew which stationihe was coming to, as a west-end man, his servant would never know which station to go to, b, sides the inconvenience as to luggage. In fact, you think a double station an inconvenience to the public ?—Yes ; the present Dover Company run one train now to the Br: cklayers' Arms, and the other to London-bridge, on purpose to obviate this very difficulty, independent of saving time and safety. Is there not now this difficulty, that a man may go to the wrong station?—lt is right enough now ;if a man goes there he is told that no train is coming in, and that he must go to the Bricklayers' Arms ; but before a gen tleman mu:t wait, if he was undecided, till both trains were in. Another thing is, that you lessen the accommo dation to both, because, if you only start at the Euston square alternately, you only accommodate the Euston square man that once, and in the same way you only accommodate the other once. And it is an increased cost to the company, and con sequently an increased cost to the public, by having two passenger stations ?—Yes ; I do not think the South- Western can do what I believe they can at London bridge ; they take the number of the vehicles outside the gates daily that pass through their gates. At the South-Western they do that, and also the place to which each cab is going?—Now they do at the London and Birmingham, that is exactly what we do, and the estimate which I have given is taken from such data. These details are from Mr. Creed ; we keep the account for the London and Birmingham ourselves, therefore this information must come from us. The next question is, is it necessary in the estimate to take a season of the year when there are many more persons ? I have taken from March to April. If you take from July to August, instead of being 26,000 people, we should bring it up to about 40,000 for the West, and about 20,000 for the City. If you toke March and April, and July and August, or about that time, you will have the average of the two seasons, which will be better. Do the proportions differ much?—Oh, yes. The proportions, not the numbers?—Oh, yes. With regard to the proposed goods station on the Southwark side of London-bridge, on the Southampton line, can vessels get up there?—No, only lighters. How will vessels get through London-bridge 7—A lighter from London-bridge to the docks would be a very trifling expense, and there would be a very ready access, and by going to the docks in a lighter, you save the charge of the docks themselves when by land. You would not calculate upon coasting-vessels getting up to that station ?—Coasting-vessels can get up there ; hoys can ; they can get there if it is put where I pre sume the station will be ; somewhere about Mr. Hum phrey's wharf. How will they get under the bridge : the billy-boys and things of that kind ?—I apprehend what will go principally will be from the docks, the same as we have to fetch things, and take things to and from the Cus tom-house, and not vessels. What will be the difference of the expense, instead of coming to Vauxhall, as is done now ?—They would be taken for ls. a ton. Then there is this saving, that if we take them by our waggons iuto the docks, they have to pay dock charges, but not if they go by lighters. What will be the difference of expense?—About 3s. per ton, and .the saving of time will make some differ ence; it will be about three hours in time. Why should it be so?—lt takes about three or four hours now, and would be less to London-bridge. It is only a tide after all. What is the advantage of going up to London-bridge, as you have a station at Vauxhall?— It makes a great difference upon the horse draught. I do not mean to say it makes all that difference that is necessary as for a commercial district. The pas sengers, no doubt, would receive an immense benefit by coming into the city, because the amount of traffic is so very large. As regards the London and Birmingham Railway Company, I understand that they wish to get to the Docks direct from Camden-town ; of course, if they do that, it will lessen our cartage very considerably. By coming under the City?—By the outer line, I think we carted sixty tons in one cargo only the day before yesterday from the Docks to the Birmingham Railway. I can furnish the Commissioners with the absolute num ber of the passengers moved for twelve months by omnibus from the Great Western, from the South- Western, the London and Brighton, the London and Dover, and the London and Birmingham. And by cabs, too?—Yes, we can give you it partially by cabs, not all by cabs, but pretty near the mark. You will see the small quantity which we take to and from the Brighton and Dover Railways. But that does not include all the people who are moved from that station by omnibus?—We take the whole district by Charing-cross, and no other omnibus goes to the station but our own, excepting the London Convey ance Company omnibuses, which go by Holborn to Ox ford-street ; I believe they go to Paddington ; beyond that there is no other. There may be passengers by the London Conveyance Company omnibuses ?—They go to Holborn, and up Ox ford•street. We want to take out the Charing-cross omnibus, but the Railway Company will have our omni bus in as a matter of regularity in connexion with them. You say we shall see the very small number of pas sengers which you have conveyed from the Brighton and Dover Railways?—Yes, you will find that they go by cabs; they do not mind the additional money; they pay the additional money, and thereby produce six vehicles to one. It is not so with the London and Birmingham quite in proportion. RAILWAY INTELLIGENCE. THE SOUTH-EASTERN AND LONDON AND BRIGHTON AND SOUTH COAST RAILWAY COMPANIES. The following communications have passed between the authorities of the above corporations:— (Copy.) London, Brighton, and South Coast Railway, London Terminus, Jan. 4, 1847. Dear Sir,—l am instructed to transmit to you a copy of a resolution of the directors of this company, passed to-day, which please to bring under the immediate notice of your board.—l am, dear Sir, yours truly, (Signed) T. J. BUCKTON, Sec. G. S. Herbert, Esq., Secretary, South-Eastern Railway Company. London, Brighton, and Soulh Coast Railway, London, Jan. 4, 1847. At a board of the directors, Wm. A, Wilkinson, Esq., in the chair— Resolved,--That the attention of the directors of the South• Eastern Company be directed to the concluding paragraph of the letter of the secretary, of the 31st ult., as follows:—" In conclusion, this board repeat their desire to enter into friendly relations with the South- Eastern Company upon principles explained in tkis letter, or they are prepared to proceed at once to the nomination of arbitrators, to whom the whole subject shall be referred, and to abide by their decision:" and that the South-Eastern board be requested to state, on or before Saturday next, the 9th instant, whether they are prepared to meet this company on the terms and in the mode therein suggested, otherwise this board will consider all negotiations at an end, and will feel called upon forthwith to adopt measures which will render the approaching Parliamentary contest unavoidable. (Signed) T. J. BUCKTON, Sec. (Copy.) South-Eastern Railway, London Terminus, Jan. 5, 1847. Sir,—l have received your letters of the 31st ultimo, and of the 4th instant, with a resolution of your board of the latter date. The board of directors of this company have referred all matters between the South-Eastern Railway a,nd the London, Brighton, and South Coast Railway Company to a committee, consisting of Mr. Macgregor, Viscount Torrington, Mr. Pritchard. Mr. Browne, and Mr. Brog den, who have your letters. —I am, Sir, your obedient servant, __ _ (Signed) G. S. HERBERT, Secretary. T. J. Buckton, Esq., Secretary, London, Brighton, and South Coast Railway -Company: (Copy.) South• Eastern Railway, London Terminus, Jan. 5, 1847. To Charles Pascoe Grenfell, Esq., the Chairman, and the Directors of the London, Brighton, and South Coast Railway. Gentlemen,—We have hal under consideration a let ter from the secretary of the London, Brighton, and South Coast Railway, dated the 31st December, ad dressed to the secretary of this company, and also the copy of a resolution of your board, under date of the 4th instant, proposing the nomination of arbritrators between the two companies. We were appointed by the board of directors of this company a committee to receive your deputation on the 4th November, and we have signed our namei to a state ment of what took place at the interview. We are of opinion that it would be inconsistent with the duty which the directors of this company owe to the shareholders, to submit to the determination of arbitra tors such questions as those at issue between the two companies. We are ready to meet an equal number of your board of directors to discuss these questions, having short-hand writers present, so that, in the event of our not coming to any arrangement, the shareholders of both companies may judge of the way in which the negotiation has been carried on and broken off. We have the honour to be, gentlemen, your most obedient servants, (Signed) J. MACGREGOR. TORRINTON. MARTIN LUTHER PRITCHARD. ROBERT BROWNE. JOHN BROGDEN. THE ABERDEEN RAILWAY. A special general meeting of the shareholders was held within the Royal Hotel, Aberdeen, on Wednesday, to consider and approve of various Bills proposed to be applied for in the ensuing session of Parliament ; Mr. James Hadden, the chairman of the company, in the chair. The CHAIR3IAN said—The first is a Bill to enable this company to make a railway from the Arbroath and For tar Railway, a t F or f ar, i n the Scottish Midland Junct i on Railway, in the parish of Glammis—in other words, to extend the Arbroath and Forfar Railway, which is now leased to this company, to a convenient point of junction with the Scottish Midland, near the village of Glammis. The length of the proposed new line is about two and a hilf miles, and will effect a saving of distance as com , pared with the present intended route of the Scottish Midland, of half a mile. By a reference to the map it will be seen that the present intended junction of the Arbroath and Forfar and Scottish Midland is not only inconvenient, but is is so laid down as entirely to cut off the important town of Forfar ; and to remedy this, and to secure the most direct thorough communication, the present Bill is proposed. The estimated cost is 3.,i,000/. The next Bill to be submitted is one to enable the company, in part, to alter their branch line to Brechiu. The alteration to which this Bill relates was sanctioned by a general meeting of the proprietors, specially called for that purpose on the 30th of May last, by adopting which the company are enabled to carry their terminus considerably nearer the town of Brechin, rendering it more convenient for the inhabi• tants of that town. The works are presently being pro ceeded with ; but it is necessary to procure an Act of Parliament, in order to obtpin a valid title to certain en tailed lands through which the line passes, as well as in other respects to secure the legal rights of the company. The expense is estimated at 3,0001. The next measure to be brought before you is a Bill to authorise this com pany to purchase, and the Aberdeen Harbour Commis sioners to sell, a piece of ground at the upper part of the Inches, and upper part of the harbour of Aberdeen. The ground referred to is close in the vicinity of the terminus at Aberdeen, and is required by the company for the purposes of building workshops and other ac commodation thereon, for which it is very suitable and convenient. The present Bill is rendered necessary, in consequence of the harbour commissioners having no power, by their Act, to dispose of the ground. The last and must important matter to be submitted to this meeting is a Bill to consolidate the Aberdeen and Great North of Scotland Railway • Companies. In bringing forward this measure, your directors are carrying out a resolution passed at a general meeting of proprietors held on the 11 th September, 1845. It is as follows, viz. : " That this meeting recommend to, and authorise the directors to adopt, in conjunction with the directors of the Great North of Scotland Railway, the proper measures for affecting an amalgamation of the two lines at the earliest period which may be found advisable and practicable." And the Great North of Scotland Company having obtained au Act in the last session of Parliament, both companies are now in a position to apply to the Legislature for a Bill for their amalgama tion. Of the desirableness of such an union, I believe there can be but one opiniun among those who know the intimate connexion between the two lines of railway, and the mutual dependence on each other, which, from their position, must always exist. From the very first, the promoters of this company contemplated the ex tension of railway communication north of Aberdeen, in connexion with the Aberdeen Railway, and although it was considered advisable to bring out the Great North of Scotland Company as a separate undertaking, the directors of both companies have all along acted on the distinct understanding that, as the interests of both lines were identical, they could not be kept separate with advantage to either. The question in regard to the terms on which the amalgamation should be made has received the most anxious consideration of your direct. ors, and after maturely weighing the matter in all its bearings, they have unanimously come to the resolution of recommending an amalgamation of the two com panies on equal terms. I do not think it would be judicious on the present occasion to make any com parison of the merits of the respective lines, but I deem it proper to state the following facts regarding the Great North of Scotland Railway, as indicative of the reasons which have induced the directors to recommend such terms of amalgamation. 1. The Great North of Scot land Railway, commencing at the Aberdeen Company's terminus, in the centre of the city of Aberdeen, passes through the important counties of Aberdeen,Banff, Moray, Nairn, and Inverness, and embraces a wide extent of fertile country containing a large population. 2. In ad dition to the counties above mentioned, it forms an outlet to the population and commerce of the more northern counties of Ross, Sutherland, and Caithness. 3. The line will be of singularly easy construction, more so than any railway of similar extent in Britain, as, from the favourable nature of the country, the rails may almost be laid on the existing level, for a considerable portion of the distance; and 4. The traffic on the line which was carefully taken by competent parties, shows a return equal to eight-and-half per cent. on the capital of 1,500,0001., exclusive of the traffic of the counties of Ross, Sutherland, and Caithness. These are a few of the facts we had before us in coming to a resolution on this important matter. By the contemplated mea sures, upwards of 200 miles of railway , will be placed under one management, and the superior economy and advantage of working long, as compared with short lines, are now too well known and appreciated to re quire any commendation. The directors, therefore, earnestly recommend the approval of this Bill as a mea sure which cannot fail to be of the greatest importance to the shareholders.—(Applause.) The Chairman then sub mitted drafts of the various Bills seriatim to the meeting, which were all unanimously approved of, and a resolu tion adopted empowering the directors to make the necessary application for obtaining the Bills in the ensuing session of Parliament. EXETER, DORCHESTER, AND WEYMOUTH.—On Sa turday a meeting was held under the Dissolution Act, Mr. Neale in the chair, when it was moved by Mr. Po cock, and seconded by Mr. Cohen, " That the company be dissolved, and that the dissolution be not taken as an act of bankruptcy." Scrutineers were appointed to ex amine the votes. Nl' hilst this duty was being performed, Mr.lPocock,las chairman of the shareholders' committee, proposed to read their report, but it was not thought neeessary to do so. Mr. Pocock then stated that they had taken great trouble in looking into the affairs of the company, and the only thing they could complain was the purchase of shares by the company, which, however, they had had the honesty to acknowledge at the first meeting, and the shareholders' committee believed it arose from an error of judgment rather than from any desire to benefit individuals. Mr. Cohen stated that the managing committee had afforded ready access to all papers necessary to be examined in conducting the inquiry, and that the conduct of Mr. Crew, the secretary, had been most assiduous and oblig ing. He had the satisfaction of stating, as the result of the labours of the shareholders' committee, that the sum of 6,0001. had been deducted from the accounts sent in, which had enabled the management to return a guinea per share, and the sum of ls. 6d. per share still remained to be paid to the shareholders. He also stated that Messrs. Chauntler and Westwood, and Mr. Strick, the solicitors, had kindly taken into consideration the posi tion of the company, an d d educted upwards of 1,500 1 . from their accounts. The scrutineers here reported that the number of votes recorded in favour of the dissolution of the company amounted to 6,140, being more than one third of the shares issued prior to the 31st of March last, and the Chairman thereupon declared the company to be dissolved. NOTES ON AMERICAN LINES. Railways in America are still running up the incline of popular favour, not at a pace so precipitate and peril ous as was witnessed in England last autumn, but slowly, unexcitedly, and at easy going grades. The promoters of the Oregon line have been enterprising among the people of the west, and Baltimore, Wheeling, Columbus, Cincinnati, and Louisville, have given voice in favour of the measure, with a view to its advance ment before Congress next session. From the proceedings of the commissioners of the central line it appears, that formal canvasses throughout the country are becoming common to secure subscrip tions of stock. All classes are encouraged to subscribe. The stock is not sought to be established in the hands of a favoured few to the exclusion of the many. Cora mittees call upon individuals throughout the city and country to solicit each to subscribe, from a single share and upwards, commensurately with their means, thus popularising while they plan their railway scheme. DISCONTINUANCE OF FREE PASSES TO MEMBERS OF CONGRESS.—Jonathan has determined to discontinue the free passages heretofore enjoyed by members of the Le gislature, and further to discontinue the Sunday morn ing train between New York and Philadelphia, on and after the new year. This has long been contemplated, but various obstacles have hitherto prevented the ditcon- t►nuance. There is a more friendly disposition at Pittsburg in favour of the Great Pennsylvanian line, the people having determined on a connexion with one or other of the Atlantic bays. A union of circumstances had in duced them to prefer that of the Chesapeake at Balti more. But the Baltimore and Ohio Company hesitate to accept the terms involved in the Connellsville scheme. It is estimated that by making use of the Partage line the route might be completed from Harrisburg for 6,000,000 dolls. Arrangemen'a have been made by which a direct line will be established between Boston and New York, via Springfield, Hartford, and New Haven. The trains will leave Boston daily (Sundays excepted) at 71 A.M.; Springfield at 1 P.M., and New Haven at 4 P.M., in either the steam-boat Traveller, Champion, or New York, and arrive at New York city early the same evening. Re turning, the passengers will leave New York at 61 A.M., New haven at 111 A.m., Springfield at 3 r. DI., and arrive in Boston the same evening at 7. BALTIMORE AND Onio.—At a meeting of the board of directors of the Baltimore and Ohio Railroad, the president (Mr. M'Lane) read an elaborate paper, giving his views at great length on the all-engrossing subject of the advancement of this work to the west. It closed with resolutions for a call to the stockholders, early in February next, and proposing a subscription to the Pitts burg and Connellsville Rail of 600,000 dolls. SAMPLES OF ACCIDENTS.—On Thursday evening an Irishman, named Denis M‘Mahon, was killed on the rail road, opposite the depOt, in the borough of Pottsville. It seems that the unfortunate man, with an Irish corn- panion, had just arrived from Vermont, and were on their way to Pottsville , after work. To btain a cheap passage over the road, they secreted themselves in the bottom of an empty coal car, at Richmond, or one of the stations along the road, and kept such close quarters that the hands on the train were entirely unaware of their presence. As the cars were passing the depot, after nightfall, the deceased, in attempting to jump off, is supposed to have struck the water-pipe between the tracks, which threw him under the wheels, where his body was caught and twisted, and most dreadfully mangled, and finally completely severed in the middle, by the train passing over it. A man by the name of Adam Grim was run over by a coal train on the Reading Railroad, on Satur day evening week, a short distance above Phmnixville. His head and arms were dreadfully mangled, the left arm so bad as to require immediate amputation. As a Long Island train of cars from Worcester for Norwich was passing the depot at Pomfret, Connecticut, under full speed, a young man, belonging to that town, named Benjamin Wheeler, attempted to cross over the track, directly in front of the engine, and was immediately caught upon the " cow catcher," attached to the ti e, e, and dreadfully mangled, and it was feared fatally injured. GREAT WESTERN OF CANADA.--A meeting was held at Hamilton on the 4th ult., for the purpose of consider ing and adopting an agreement entered into between The snow has been fifteen inches deep at Albany, ren dering even the rairimpassable. COMPLIMENTARY TO THE PRESS.—The Long Island train was detained 25 minutes in order that the mail bags for New York city and papers for the New York press might be forwarded. For this favour the New Yorkers were indebted to Mr. Parker, superintendent of the Boston and Worcester Rail. Subsetibers to the new stock of the New York and Erie have been notified, that interest will be paid accord ing to the terms of subscription, on application at their office, on and after the Ist of January next. The transfer books of the new stuck will be closed from the 12th of December to the Ist of January. The Nashua and Lowell have declared a semi-annual dividend of 5 per cent. for the past six months. PHILADELPHIA AND READING.—The receipts of the Philadelphia and Reading Rail appear to be rapidly de • clining. The weekly receipts are now not only small compared with what they have been this year, but the increase compar e d w i t h corres p on di ng we eks last year is much less than in previous weeks. Annexed are returns showing the receipts for the last week in November in each of the past three years : 1844. Travel Freight on goods 1,045 10 Ditto coal 7,976 87 1845. $1,809 14 1,332 99 22,932 87 1846. $2 294 03 2,077 14 30,200 77 $10,595 57 $26,125 00 $34,574 94 Coal transported -tons 7,003 18,319 21,927 One day's work was lost by a suspension of business on Thanksgiving. The amount of coal transported for the above weeks in 1846 shows an increase of but little more than 3,500 tons. At this rate, the estimate for the year will hardly be realised. PHILADELPHIA AND COLUMBIA.--A statement of the receipts at the collector's office of the Philadelphia and Columbia, at Philadelphia, for the year terminating the 30th of November, 1846, and those of the previous year, exhibits the annexed comparative results :- Motive. Months. Railway. Power. Total 1845--Decernber 4,436 90 7,429 50 11,866 40 1846-January 3,302 19 7,667 92 10,970 11 February March April 22,240 88 16.385 98 38,626 87 May June July 9,957 47 11,206 74 21,164 21 August . 16,664 43 11,389 90 28,054 33 September.., 19,419 03 10,757 45 30,176 48 October. 20,840 84 15,601 93 36,442 77 November 11,968 90 9,503 47 21,472 46 Total .. ...150,402 46 125,760 24 276,162 70 Amt. recd. last year 121,641 63 114,087 47 236,629 10 Excs.lB46 ovr. 184.5 28,760 83 10,772 77 30,533 60 MOHAWK AND HunsoN.—The receipts for the last week in November, this year, compared with the corres ponding week in the previous five years, were as an nexed Passengers 52,269 12 Freight 82,578 31 During the same period in 1845 Increase over 22 per cent. being The earnings of the road during the same week for the last five years have been as follows :- 1841 1842 1843 1844 1845 Contracts are being taken for the superstructure of the Montreal and Lachnie line for eight miles. ST. LAWRENCE AND ATLANTIC.—A first instalmenf of 41. 16s. has been called for to commence the works. The amount of the stock of the New York and New Haven Rail subscribed in the Commercial Emporium, is about 1,500,000 dolls., and about 500,000 or 600,000 dolls. additional have been subscribed in Boston. The whole amount required is 2,500,000 dolls. A case of considerable interest is now prog ressing in the Baltimore County Court. It is an action brought by the city corporation against the Baltimore and Ohio sßeasislmweanyt on theCompan capitaly,torec o s v t e o r ek the o a f mtohuen tcrop of o tax or company—no t o s decided. The capital of the Boston and Providence line has been increased by 3,000 new shares. The effect of the loss of the Atlantic on the traffic of the Norwich and Worcester is likely to be serious, though much less than anticipated, the Atlantic being insured for nearly her full value. The earnings of the road will, for the remainder of the season, be materially reduced by this accident, as travellers will take the most inland routes, for the purpose of avoiding, as much as possible, the navigation of the Sound. The tendency of prices in the New York market is dull and downward, and very little is expected to be done until Congress is convened. The lines about Albany have commenced carrying freight, by the law authorising them, under the stop page of canal navigation. SCOTTISH HOSPITAL. The quarterly meeting of the members of this corpo ration was held yesterday at the offices of the society, Crane court, Fleet-street. The chair was taken at one o'clock by Sir Walter Stirling. The minutes of the annual meeting having b ee n r e ad o v er and confirmed, the meeting proceeded to t a k e i n t o cons id era ti on a re commendation of the committee to suspend one of the bye laws of the society, and to sell out 500/. of the stock in order to meet the pressing emergency of the large amount of claims made upon the funds of the charity. Dr. WEBSTER, in proposing the suspension of the bye law, ye law, said that he feared an erroneous impression had gone abroad that this society was very rich, and did not stand in need of the assistance of its friends, and this would probably account for the present deficiency in the funds of this charity. Sooner, however, than the opera tions of the charity should be brought to a stand-still, he would move the suspension of the bye-law as recom mended by the committee. The resolution having been seconded, Mr. MORRIS said he thought that some explanation of the reasons of the present deficiency in the funds should be given. He disapproved of the recent increase in the salary of the secretary. W . LI NE, Esq., thought that the late grant to the Caledonian Asylum was highly improper, and that at least that society should pay something to the funds of this society, for the use of the rooms and offices. The Rev. Dr. CUMMIN G thought that the circumstance should not be lost sight o f, t h a t there had been a larger number of applicants during the last year, and also that the allowances made to them had been larger than for merly. In answer to a question put by Dr. WEBSTER, The SECRETARY said that the amount of subscriptions to the society was, for the y e ars -18 44, 2,36 r 1. ; 2,691/. ; 1846, 2,761/. ; an d that the number of indivi duals relieved out of th e f un d s o f the society hadincreased since from 2,802 in the year 1837, to 4,611 in the present year. The resolution was th en ag reed to una nimousl y . The SECRETARY then sa id that a matter personal to himself had been obtruded upon the meeting by one of the speakers, containing an insinuation that he ha totall d acted improperly with the fund s of the society. Ile y denied the charge, and hoped the committee would not separate without appointing a committee to inquire into the subject. A warm discussion ensued between several of the members, but, upon the suggestion of the Rev.. Dr. Cumming, the subject was dropp ed, it being finally arranged that the Hon. Gentlemen (Mr. Morris) should go over the accounts with the Secretary lii . mself, and report upn the übject at the next meeting of the GouFt. Several other s matters o f business having been dis- posed of, The CHAIRMAN, having Tacated the chair, then moved a resolution, embodying the sentiments of the society on the occasion of the sudden demise of their respected treasurer, the late Patrick Maxwell Stewart, Esq., M.P. He was a scholar, a statesman, and a man of business, whose energy of mind was equalled only by the amenity of his manners and the kindness of his heart, and who was ever ready to do all that in him lay to promote the interests of this society and of his fellow-creatures. W. DALLAS, Esq., having seconded the resolution, it was agreed to nein. con., and the resolution in question ordered to be forwarded to the Dowager Lady S haw t he signature of the secretary. Stewart, and bearing Mr. LAING then br ou g ht forward the motion of which respect to a grant m a d e he had given notice with to one of the applicants. The circumstance has been brought before the committ ee upon various occasi ons. The g rant complained of wa s, it appeared, recommended bsocilety, but in -) ' Mr. Nisbet, one of the g overnors of the pl con sequence of some ir re g ularit y in the a g rant was reduced from the sum of 101, to 31.. the Nisbet having been tax ed with the ir regularity, 3 all knowledge of the subject, and a committee ac pointed to inquire into this subject, Which reported NI " 2 1 0- cordingly. The object of the present resolution was to set aside the report of the committee, as not founded in fact, the subject. and to appoint a committee to inquire into impugned, Mr. NISBET, whose conduct had been stated that neither directly nor indirectly dld n he know any grant, and challenged thing at all of the a ian or the any person to say hat c he t had ever been guilty of a dereliction of his duty as a dispenser of the funds of the charity. After a few remarks from Mr. Gill Cumming, to the effect that no possible good and R ev . D r . -p good could ar i se from re-opening the ca se, and much might en detriment t o th e interests of the charity sue h y Opening the question, - A warm discussion ensued, but, upon j e et v i dropped, n been ( l tihse. Mr. Gillespie and Mr. D a llas, the subject the motion of original motion having been withdrawn. The of oth the thankser business of the of the meeting posed h a Cour Chairman, and the meeting broke t were giv en t o the up. INFAMOUS TRAFFIC. —Last week eighteen poor Italian boys were landed at Folkestone, from Boulogne, per Queen of the French steamer, in the most distressing and pitiable condition, having scarcely a rag to cover them at this inclement season, and some of them without shoes. One poor boy, about twelve years of age, was observed to have his feet and uncles covered with chil blains and sores, being carried from the fore-cabin upon the back of one of those inhuman traffickers in white slaves, his master. These poor boys are destined for exciting the pity of the English, for the aggrandisement of their inhuman master. The circumstance of their miserable condition and occupation was the general sub ject of conversation by all the passengers.— Sussex EXWeSe. BETTING AT MANCHESTER.—TUESDAY. CHESTER Cue.— 50 to 1 agst Fitzallen (taken)-50 to 1 agst Newcourt (taken)-50 to 1 agst Antler (taken)-50 to 1 agst Crim. Con. (taken)-1,000 to 15 offered against any other. DERBY.-15 to 2 agst Van Tromp (offered)-13 to 1 agst Epirote (offered)-17 to 1 agst Planet (taken)-25 to 1 agst Glentilt (taken)-25 to 1 agst Sister to Cobweb colt (offered)-35 to 1 agst Lunedale-33 to 1 agst Old Port -35 to 1 agst Wanota-40 to 1 agst Red Hart (taken)-40 to 1 agst Miss Martin colt (taken) —ll to 2 agst Scott's lot (taken). DONCASTER, 1847. ENTRIES FOR THE CHAMPAGNE STAKES FOR Two- YEABS-OLD.—Old Brompton—c by Charles XII., out of Morsel, Metadore, Fandango —c by Simoom, out of Per garna— Lismoyne, by Launcelot, out of Maria—De Witt —Eagle's Plume—The Monk—Tim Bobbin—Queen of the May— c by Don John, dam by ,Terry—Lady Mary— cby Charles XII., out of Manilla—f by Cardinal Puff, out of Croton Oil's dam—Weathercock—Loadstone—f by Touchstme, out of Olive—Slug—Panic—Dunrobin --Cavershain—Crusade-- Flatcatcher—Assault Han well—Beverlac c by Charles XII., out of Eveling— Athelstan—Snowball—Lamb's Wool—bro. to Lunedalo Wiasma—Whitewall—Lilling. ENTRIES FOR THE SCARBOROUGH STAKES FOR THREE YEARS-OLD.—Administrator— St; Leon Wild Boy—The Black Dwarf—Meaux. ENTRIES FOR THE Two YEARS OLD STAKES.—The Gonriet—Matadore—De Witt—Eagle's Plume—The Monk—Deiopsia, by Defence—Never Mind, by Theon— c by Hetman Platoff, out of Miss Frill—Gunpowder (late Elvington) —Hatherli y, by Defence—Sybil—Buck stone—f by Cardinal Puff, out of Croton Oil's dam— Manchester—Loadstone—Surplice—Fallow Deer—Vol ley—Caversham—Dunrobin—Crusade—Contessa--c by Quid, out of Speedwell—Flatcatcher—Assault—Miss Norton—The Doe—Hurricane—Otterburn—Snowball— bro. to Lunedale—Springy Jack—Whitewall—Blue beard—The Wise Woman—The Queen of the May. ENTRIES FOR THE GASCOIGNE STAKES, FOR THREE YEAR OLDS.—Van Tromp—The Horn of Chase--Fore closure—Johnny Armstrong—Philosopher—Epirote. CHESTER, 1847. ENTRIES FOR 1 SWEEPSTAKES FOR Two YEAR OLDS. —Matadore—Lucy Ashton, by Tory Boy—The Pnbli can—Lady Mary—f by Morning Star, out of Miss Fitz —Enchantress—Glen Saddel—Buckstons—Beverlac— Miss Norton—The Stinger. ENTRIES FOR THE CHESTERFIELD STAKES, FOR THREE YEARS OLD.—Bruce (h b)—Abdiel—Bannock burn—Susanna—St. Leon—Sagacity—Lady Lurewell— Laneer—Watchdog—Dipthong--Hyderabad—The Horn of Chase—Jovial—Aliwal Cheapside—Moonlight—f by Touchstone, out of Cast Steel—The Premier. ENTRIES FOR THE DEE STAND Cur.—Bannockburn, 3 yrs—St. Leon, 3 yrs—Winchester, 5 yrs—Sagacity, 3 yrs—Wolf-dog, 5 yrs—Master Downes, 5 yrs—Aliwal, 3 yrs—lnfringe, 3 yrs—Princess Alice, 4 yrs—Spithead, 4 yrs. ENTRIES FOR TEE MARQUIS OF WESTMINSTER'S PLATE.—The Premier, 4 yrs—Elizabeth, 4 yrs—Caprice, 4 yrs—Miss Nutting, 6 yrs—Godfrey, 6 yrs—Light ning, 6 yrs—Blackie, 4 yrs—Penkinkindess, 3 yrs—The Magnet, 5 yrs—Lord Harry, 4 yrs—Jinglepot, 5 yrs— Winchester, 5 yrs—Sagacity, 3 yrs—Sharston, 4 yrs— Cherry, 4 yrs—Tom Tulloch, 4 yrs—Farthing Candle, 4 yrs—Osprey, 4 7i•s—Colleen Bawn, 5 yrs—The Jolly Beggar, 6 yrs—Woodpecker, 4 yrs—Sotades, 4 yrs— Dolo, 4 yrs—Arthur, 5 yrs—The Cur (late ironmaster), 5 yrs—Vanish, 4 yrs—Ukraine, 4 yrs—Philip, aged— Kismet, 4 yrs—Mendicant, 4 yrs—Mermaid, 4 yrs. ENTRIES FOR THE CHESHIRE STAKES.—Uranie, 4 yrs—Romance, 4 yrs—Black Strap, 5 yrs—Caprice, 4 yrs—Lightning, 6 yrs—Godfrey, 6 yrs—Diomed, 4 yrs—Blackie, 4 yrs, Lord Saltoun, 6 yrs—Crim. Con., 4 yrs—The Magnet, 5 yrs—Winchester, 5 yrs—Saga city, 3 yrs—Crozier, 3 yrs—Devil-me-care, 3 yrs— Hooton, aged—Smuggler Bill, 4 yrs—Pam, 5 yrs— Cherry, 4 yrs—Farthing Candle, 4 yrs—Sweet meat, 5 yrs Finvaragh, 4 yrs Ajax, aged Antler, 6 yrs—Sir Simon, 4 yrs—Osprey, 4 yrs—Col leen Bawn, 5 yrs—Woodpecker, 4 yrs—Sotades, 4 yrs— Dolo, 4 yrs—Mickey Free, 6 yrs—The Dart, 5 yrs— Regalia, 4 yrs—Newcoat, aged—Refraction, 5 yrs— Doleful, 5 yrs—Flitch, 4 yrs—Golden Bee, 4 yrs— Psalmsiner, 5 yrs—The Lamb, 4 yrs—The Prior of St. Margaret's, 4 yrs—Vanish, 4 yrs—Fitzallen, 5 yrs—sis. to Flambeau, 4 yrs—sis to Pedometer, 5 yrs—Dictator, 4 yrs—Philip, aged—Mendicant, 4 yrs—Morocco, 4 yrs. ENTRIES FOR THE EATON STAKES FOR THREE AND FOUR-TEARS•OLD.—Susanna, 3 yrs—Bannockburn, 3 yrs—St. Leon, 3 yrs—f by Lanercost, out of L'Hiron delle, 3 yrs—Cheapside, 3 yrs—f by Touchstone, out of Cast-steel, 3 yrs. YORK, 1847. ENTRIES FOR THE PRINQE OF WALES'S STAKES FOR Two YEAR OLDS.—C. by Charles the Twelfth, out of the Cure's dam—Vermicelli--c. by Hetman Platoff, out of Maid of Lune—Urasmi—Springy Jack—c. by Plenipo, darn by Ishmael—sis. to Arkwright—bro. to Auckland —Snowball Wolverhampton—The Goldsmith—The Spaniard—Good-boy—c. by Bay Middleton, out of Lyndhurst's dam—Glen Saddel—Never-mind—Queen of the May—f. by Sheet Anchor, out of lone—c. by Assassin, out of Mistake—Matadore—sis. to Dexterous —Flatcatcher—Assault—Miss Norton—The Doe—f. by Melbourne, out of Skiff—Miss Harrison—Volley—Tim Bobbin—Gilnochie—c. by Hetman Platoff, out of Miss Frill Givendale Atterburn The Prince—Charles Matthews—Tornado—c. by St. Luke, dam by Alcaston —Loadatone—f. by Touchstone, out of Olive—Daughter of Toscar—Old Brompton—Romi—Athelstane—f. by Cardinal Puff, out of Croton Oil's dam—f. by Buzzard, out of Layla—Lady Mary—Whitewall—c. by Touch stone, out of Languish—f. by Pantaloon, out of Sarcasm —c. by Mule, - Moloch, out of Evening Star—Lulling— The Stinger—Fandango—Sweetsauce—Sincerity—Blue Beard —Caversharn. ENTRIES FOR THE CONSTITUTION STAKES FOR FOUR. YEAR OLDS.—Hannah Reine—Grimston—The Conju ror—Princess Alice—Brocardo—Jocose. ENTRIES FOR THE' FILLY STAKES FOR THREE YEAR OLDS.—The Maid of t Saragossa—f by Touchstone, out of Cast Steel—The Alderman's Daughter. ENTRIES FOR A SWEEPSTAKES OF THIRTY SOVS. EACH FOR THREE YEAR OLDs.—Kemblesworth—St. Leon— Philosopher—Wildboy—Executor—c, by Jereed, dam by Pantaloon—Glenwelt—Sir Martin—Administrator— Christopher—Signet (late Galvanic Ring). ENTRIES FOR THE GIMCRACK STAKES FOR Two YEAR OL.S.—C. by Quid, out of Speedwell—Gilnochie—The Wise Woman—Bro. to Lunedale—c. by Plenipo, dam by Ishmael— Snowball—The Spaniard—Paphos—Never mind—Rockley— Beverlac—Chaff—Hanwell—Pet of the Fancy—Volley—Jona than—Blackball—f, by Charles XII., out of Quadron—c, by IL Platoff, out of Miss Frill—Otterburn—Ballenden—The Prince—Charles Matthews—Tornado —c, by St. Luke, dam by Alcaston—Old Brompton—Hurricane—Buckstone—Dun robin— Gunpowder—Tuscan—Whitewall—f. by Inheritor, out of Constance—c, by Touchstone, out of Languid—f, by Pantaloon, eut of Sarcasm —c, by Muley Moloch, out of Evening Star—Lambswool—Lilling—Miss Cobden—The Middledale Maid—Kat zivika. The Chester Cup entries amount to 177. INTELLIGENCE EXTRA.—LIVERPOOL, JULY, 1847. WEDN ESDAY. — Nominations for the Mersey Stakes.— Fandango—De Witt—Eagle's Plume—Propeller—Tus can—Tim Bobbin — Flatcatcher—Assault—Springy Jack —Daughter of Toscar—ch f by Hetman Platoff, dam b Actaeon—Matadore—Crusad e —b c b y Eli s, out of Mant O —Old Brompton—Sister to Wanota—King of Kildare Lahore—br cby Hetman Platoff, out of Miss Frill—b f THURSDAY. — NO f T e,jet i i ß g il di t let i c O sl H at s or e d f b o e r op t nu h be the hi T seh r e a 3d d de on m no f a t n h j s eu ' l .)2, Cup,. 6—th by Cardinal Puff, o u t o f C rotan Oil' s dam. ( o ) r f I j ' l u a n t ofa and for f e it r ; Cossack, 3 yrs—Plaudit, 5 yrs—Dolo, 4 yrs—Eryx, 3 yrs—Burgundy, 4 y rs —l n h er i tress, age yrs 6 aged—Lightning, ey 11nt to — t rn: T ,34 h 3 e y.r rsBLA Best-of-Three, bllei raantcoer, ,43 3y 6 . rr y ss • s yrs — Bannockburn, a o E n b n a Roy,i k Y 13 u 3 0 r ) n . : r , s 3 4 yrs— yrse—d. lam, 7 yrs—Georg e B arnwe ll , 3 yrs— Annandale, B 5 yrs —Sir George, 4 y rs --E nc h anter, 3 vrs—TheDruid, 4 yrs—Blackie, 4 yrs—lnglewood, 4 yrs—Brother to Telemachus, 3 yrs—St. Leon, 3 yrs—br c by Laner cost, out of Leda— Sir Tatton Sykes, 4 yrs —Christopher, 3 yrs—Pilgrim, 4 yrs—Collier, 5 yrs—Whinstone, 5 yrs—Hope, 5 yrs—br c by Lanercost, out of Miss Martin, 3 yrs—b c by Lanercost, out of La Femme Sage, 3 yrs—Jinglepot, 5 yrs—Sweetmeat, 5 yrs—Chersey, 5 yrs—Chartist, 4 yrs —Romance, 4 yrs—lntrepid, 6 yrs—Pal, 5 yrs—Punch, 4 yrs—Kite, 3 yrs—Doleful, 5 yrs—lago, 4 yrs—Tom Tulloch, 4 yrs—Camera Obscura, 4 yrs—Conyngham, 3 yrs—Picnic, 5 yrs—Farthing Candle, 4 yrs—Boarding School Miss, 6 yrs—Wanota, 3 yrs—Marquis of Conyng barn, 4 yrs—Mickey Free, 6 yrs —Comme it Faut, 3 yrs —Alarm, 5 yrs—Jonathan Wild, 4 yrs—Geraldine, 4 yrs—Polka, 4 yrs—Mirmillo, 3 yrs—Cawronch, 4 yrs— Due-an •Dorris, 5 yrs—Flahowlagh, 5 yrs—Brocardo, 4 yrs—Cranebrook, 4 yrs—Projectile, 3 yrs—Queen Mary, 5 yrs—Brown Fly, 4 yrs—Cossack Maid, 4 yrs—Glen well, 3 yrs—Red Robin, 5 yrs—Vanish, 4 yrs—Sheraton, 4 yrs—Prior of St. Margaret's, 4 yrs—Shelforth, 4 yrs— Hannah Reine, 4 yrs—Sister to Pedometer, 5 yrs—Quad ruped, 4 yrs—Pedometer, 6 yrs—Fitzallan, 5 yrs— Fitzwilliam, 4 yrs—Slayer's Daughter, 4 yrs—br c, by Bran, out of Marcella, 4 yrs—Crim Con, 5 yrs—Erin go-bragh, 4 yrs—Queen of Tyne, aged—bl c, by Jaques, out of Ringlet, 3 yrs—b c, by Touchstone, out of Laura, 4 yrs—Moonlight, 3 yrs—Pavilion, 3 yrs— Diomed, 4 yrs—Blackbird, 4 yrs—Ninety-one, 6 yrs— The Premier, 4 yrs—Sister to Flambeau, 4 yrs— The Lamb, 4 yrs—The Conjuror, 4 yrs—Comet, 4 yrs Milkmaid, 4 yrs Helena, 3 yrs Mo rocco, 4 yrs Pantasa, 4 yrs Mermaid, 4 yrs— Woodpecker, 4 yrs Ukraine, 4 yrs Chanti cleer, 4 yrs—Yardley, aged—Gwalior, 5 yrs—Con spiracy, 4 yrs—Lady Wildair, 5 yrs—Pam, 5 yrs— Cherry, 4 yrs—Main Brace, 3 yrs—Chatterbox, 4 yrs— Rowena, 6 yrs—Miss Castling, 4 yrs—Smuggler Bill, 4 yrs—Crown Prince, 4 yrs—Sir Martin, 3 yrs—Lord Saltoun, 6 yrs—So Nice, 3 yrs—Winchester, 3 yrs— Maid of Lyme, 4 yrs—Yaxley, 3 yrs—Princess Alice, 4 yrs—Dictator, 4 yrs—Fleur de Marie, 4 yrs—Regalia, 4 yrs—Newcourt, aged—Mendicant, 4 yrs—b f by La nercost, out of Camp-follow, 3 yrs—Arthur, 5 yrs— Lothario, aged—Refraction, 5 yrs—Tim Whiffler, 3 yrs —The Premier, 3 yrs. The Derby Handicap—Weights on the 26th June.— 47 ,r — s— So u ta g d h e t s . nin , , 6 yrs — G odfre y , 6 y rs—The Best of Three, , 4 yrs—Harley, 3 y .nee, 3 yrs—Plan r d s_ it, 11 5 1 s ) s 'r Nutting, s—pk' 3 icki-, 4 yrs T he Traverser, 4 y rs Lord Harry, yrs—Pilgrim, 4 yrs—Winchester, 5 yrs — Sagacity, 3 yrs—The Cur (late Ironmaster) , 5 yrs—Shars tl Chertsey, 5 yrs—Jinglepot , 5 yrs — Smuggler Bil l, —Merman, 4 yrs — Pri ncess Alice, 4 y rs—Varnish, 4 4 -- yl's Ukraine, 4 yrs—The I'rior of St. Margarets , 4i, 4 y r s — June, 5 yrs — b c , by J ereed, out of Pantomime, 3 yrs— Devil. me-care, 3 yrs — Dipt hon g , 3 y rs—Phili p , a g ed—Queen Mary, 3 yrs—Osprey, 4 yrs—Brown Fly, 4 yrs—Lothario, aged—Refraction, 5 yrs —The Maid of Athens, 3 vrs—Jolly 3 Beggar, 6 yrs—Aliwal, 3 Ts—Spithead, 4 yrs—Cherry, 4 yrs —l'ic Nic, 5 yrs—Tom Tulloch, 4 yrs—Premier, 4 yrs--The Bard, 4yrs—gr c, by Arthur, dam by Langar, 4 yrs. THE UROSYENOR'STAKES OF 15 SOY& EACH.—WMAD, 4 yrs—Bannockburn, 3 yrs—Blackie, 4 yrs —The Traverser, 4 yrs—St. Leon 3 yrs—Burlesque, 4 yrs—Miikniaid yrs—b f, by Colwick, cut of Y Medoro, 3 yrs—Cranebrook, 4 yrs— The Conjuror, 4 yr,—Princess Alice, 4 yrs—Kismet, 4 yrs— Tie Prior of St. Margarets, 4 yrs—Shelforik, 4 yrs. HUNTING APPOINTMENTS. Her Majesty's stag hounds will meet on Thursday at Sat Hill, and on Saturday at Bedfont Toll-gate, at 11. TO THE EDITOR . OF THE SUN. SIR,—In your yesterday's paper, linth)r the head " Money and Commercial New," it is said, The Share Market at Live) p )ol is, in future, to be closed on Satur day." This is a mistake, as there is no intention of closing the Stock Exchange on Saturdays, and the com mittee will feel obliged by your correcting it in your next paper. I am, Sir, your obedient servant. 11. SCRIVENER, Secretary. Liverpool Share Brokers Association, Royal Bank-buikiings, Jan. 5. THE CENTRAL SUN. At the close of the last meeting (on the 14th of De ceml er) of the Royal Irish Academy, after the delivery of the very interesting antiquarian communication from Professor Warsare, of Copenhagen, and in connexion with a new mathematical method of geometrically con ceiving and symbollically expres=ing the Newtonian law of attraction, Sir William Hamilton announced that he had just received from Professor Mii(ll, r, of Dorpat, the extraordinary and exciting intelligence of the presumed discovery of a Central Sun. Professor Miidler's essay on the subject (Die Central Sonne, Dorpat, 1846) was also exhibited by Sir William Hamilton on the same evening to several members of the academy; but as this work may not, for some time to come, be generally known, or, indeed, easily procurable in this country, we believe that our readers will thank us for publishing a sketch of the results which it contains, and which were briefly stated on the evening already mentioned. This course will also serve to correct any misconception on the subject which the unexpected nature of the commu nication, and the consequent absence of many of the members of the academy, may possibly have occasioned, or at least allowed to arise. By an extensive and laborious comparison of the quan tities and directions of the proper motions of the stars in various parts of the heavens, combined with indications afforded by the parallaxes hitherto determined, and with the theory of universal gravitation, Professor Madler has arrived at the conclusion that the Pleiades form the central group of our whole astral or sidereal system,'in• eluding the Milky Way and all the brighter stars, but exclusive of the more distant nebula, and of the stars of which those nebulae may be composed. And within this central group itself he has been led to fix on the star Alcyone (otherwise known by the name of Eta Tawri), as occupying exactly or nearly the position of the centre of gravity, and as entitled to be called the central sun. :Assuming Bowel's parallax of the star 61 Cygni, long since remarkable for its large proper motion, to be cor rectly determined, Midler proceeds to form a first ap proximate estimate of the distance of this central body from the planetary or solar system ; and arrives at the (provisional) conclusion, that Alcyone is about thirty four million times as far removed from us, or from our own sun, as the latter luminary is from us. It would, therefore, according to this estimation, be at least a million times as distant as the new planet, of which the theoretical or deductive discovery has been so great and beautiful a triumph of modern astronomy, and so strik ing a confirmation of the law of Newton. The same approximate determination of distance conducts to the result that the light of the central sun occupies more than five centuries in travelling thence to us. The enormous orbit which our own sun, with the earth and the other planets, is thus inferred to be de scribing about that distant centre—not indeed under its influence alone, but by the combined attractions of all the stars which are nearer to it than we are, and which are estimated to amount to more than one hundred and seventeen millions of masses, each equal to the total mass of our own solar system, is supposed to require up wards of eighteen millions of years fcr its complete ne scription, at the rate of about eight geographical miles in every second of time. The plane of this vast orbit of the sun is judged to have an inclination of about eighty-four degrees to the ecliptic, or to the place of the annual orbit of the earth ; and the longitude of the ascending node of the former orbit on the latter is concluded to be nearly two hundred and thirty-seven degrees. The general conclusions of Midler respecting the con stitution of the whole system , of the fixed stars, exclusive of the distant nebulae, are the following :—He believes that the middle is indicated by a very rich group the(Pleiades), containing many considerable individual bodies, though at immense distances from us. Round this he supposes that there is a zone, proportionally poor in stars, and then a broad, rich, ring -formed layer, followed by an in terval comparatively devoid of stars, and afterwards by another annular and starry space, perhaps with several alterations of the same kind, the two outmost rings com posing the two parts of the Milky Way, which are con founded with each other by perspective in the portions most distant from ourselves. Professor Midler has acknowledged in his work his obligations, which are those of all inquirers in sidereal astronomy, to the researches of the two Herschels, Sir William and Sir John. The views of Sir William Her schel, respecting the relation of our solar system to the Milky Way, will naturally recur to the recollection of our readers ; and while astronomers are anxiously awaiting the shortly-expected appearance of the com• plete account of Sir John Ilk rschel's Observations on the Southern Nebulae, the following passage of a letter, which was written in 1835 by that illustrious son of an illustrious sire, from the Cape of Good Hope to Sir Wil liam Hamilton, may be read with peculiar interest, from the agreement between the views it expresses and some of those to which Popfessor Miidler has been led. In the letter just referred to (from which an extract was published at the time) Sir John Herschel expressed himself as follows: " The general aspect of the southern circumpolar re gion, including in that expression 60 or 70 deg. of S. P. D., is in a high degree rich and magnificent, owing to a superior brilliancy and larger development of the Milky Way, which, from the constellation of Orion to that of Antinous, is one blaze of light, strangelyin terrupted, however, with vacant and almost starless patches, especially in Scorpio, near a Centauri and the cross; while to the north it fades away pale and dim, and is in comparison hardly traceable. I think it is im possible to view this splendid zone, with the astonish ingly rich and evenly distributed fringe of stars of the third and fourth magnitudes, which form a broad skirt to its southern border, like a vast curtain, without an im pression, amounting to a conviction, that the Milky ‘Vay is not a mere stratum, but an annulus; or, at least, that our system is placed within one of the poorer and almost vacant parts of its general mass, and that eccen trically, so as to be much nearer to the parts about the cross, than to that diametrically opposed to it."—Dublin Evening Post. THE CONDE DE MONTEMOLIN. - The Conde de Montemolin, accompanied by his Excellency the Marquis of Villafranca, Duke of Medina Sidonis, General Don Juan Montenegro, Colonel Merry, and Colonel Garci Martin, honoureci with his presence the performances at the Lyceum on Monday night. The Prince was highly delighted with all that he saw, and at the conclusion was pleased to signify his wish to see the manager, Mr. Keeley, to whom he expressed his great gratification with the performances. A piece of music composed by Mr. Alexander Lee for the occasion was admirably played by the orchestra. Tuesday the Conde was occupied during the whole day in the transaction of business. SOUTH SEA COMPANY.—DIVIDEND MEETING.— The proprietors of South Sea Stock had their half-yearly meeting on Tuesday; C. Franks, Esq., in the chair. The minutes of the last court were read, showing that the half-year's interest on the annuities amounted to 89,8141., and on South Sea Stock to 64.0981.; the general charges for the half year being 3,201/. ; and the Sub- Governor then moved that a dividend at the rate of 1 per cent. for the half-year be paid, which was agreed to. A proprietor asked why the South Sea Stock was rated at the sum given in the account. The Chairman replied, because it must be paid at par if the company were dis solved—that was, the 1001. would hsve to be made 116/. 13s. 4d. for the Government. After some further formal business the meeting broke up. LONGEVITY or Lioxs.—Carter, by training, has reduced these noble animals almost to a state of domes ticity, and would, were it permissible, be followed by one as he is by his dog. There is no doubt that in such a state of comparative freedom they would attain a great age; they generally die of inflammation. The Tower contains a record of the lives of the animals formerly confined there. Dido had been thirty years there when ' she died; her predecessor forty, and whelped several times. Nero (her's) died at the age of ten, Nancy at twenty. The whelps were not suckled by the dam, but brought up on a milk diet. A great favourite at the Tower was Fanny, taken by a negro whilst slaking her thirst at the river Gambia. When caught she was about the size of a domestic cat. The negro boy became her keeper in England, and she shewed every mark of sin cere attachment to him; until it was prohibited, thelboy used to sleep in the same den with her. The Keppel lion and lioness (brought over by the Commodore) were named Zara and Cfesar, the first a very gentle, the second a fierce beast. Old Nero lived for seventy years in the Tower, but fifty is said to be the common duration of leonine existence. It is clear, however, that on this subject naturalists have no certain data. An eagle re mained in the Tower ninety years, dying in 1760. The Benedictine monks of St. Bertin (St. Omer s) had a chained eagle that they averred to have been three cen- turies in captivity. A HINT FOR DRUGGISTS.— P R EVENTED. SUIaCnIDwEente shop —A few evenings ago a young woman ttl of Mr. Fingland, chemist, in V g wyheeorrmtrmeeistarnedssawskaeudtefior to pennyworth of arsenic, say though he knew the young poison rats. Mr. Fingland, woman, refused to sell arsenic to her , unless she brought awitness. About two hours afterwards she returned, having a witness with her, but the chemist, thinking he observed something unusual in the girl's countenance, folded a little tartar emetic in three separate papers, and marked each "Arsenic—poison." Shortly after wards Mr. Fingland heard that that the girl had been ill, upon which he called upon her, when he learned, in reply to his questions, that she had called at a shop in Liverpool, accompanied by a witness, and purchased a pennyworth of arsenic, which she determined to take, in consequence of having quarrelled with her mistress. Finding that she had not procured enough to destroy her, she called at Mr. Fingland's shop, and obtained what she believed to be another pennyworth. She swal lowed the arsenic which she purchased at Liverpool, and finding that it gave her horrible aguny, she =3:kid that which she had purchased from Mr. Fingland in water, and swallowed it also, believing that it would speedily terminate her sufferings. It did so, but in a very differ ent method from what she anticipated. The dose l ten very powerful, brought on violent vomiting, and thus saved her life. She is now doing welt MAGAZINES—CONTINUED. THE RENFREWSI-11RE MAGAZINE. Ifia. 1.,11.,111,apd1V. A new aspirant for public patronage, published at Paisley, and issued at a trifling amount monthly, is lying upon our table. The contents are singularly varied, singularly-well written, and singularly Intel ligent. We are glad to observe throughout, the breathings of a gentle and philanthropic spirit. Many of the contributions are brimming over with an inno cent and agreeable humour, such as the " Passages in the Life of Oliver Nappe," and the "Nights at the Peesweep," a feeble imitation of the glorious" Noctes Ambrosianae." Several of the contributions—such for example as "Dr. Nichol's System of the World," " The Province o f I n t e ll ec t," and others, though brief, are of superior merit. "My Old Arm-chair" is an unsatisfactory copy from the ballad composed by Henry Russell. On the average the periodical h gins admirably. SIMMONDS'B COLONIAL MAGAZINE. It is melancholy to observe the lamentable manner in w hieh the rhythmial contributions of the Colonial for 1847 are commenced. Such puerility was scarcely ever perpetrated by the disciples of Bayes as the lines entitled the " Bell Buoy." Neither Swift nor Pope could have discovered among the lucu brations of Catnach a more startling specimen of true Lathos— " Far famed Dalhousie, the great god of war, Lieuterant- Colonel to the L arl of Mar!" was nothing to it. The writer kindly inform us in a foot-note that the production was coMposed after reading the account of the perilous voyage of the Great Western. With the opening of the first stanza the sun is described as having legs; for the author says, that luminary " strode on toward the west." Two lovers are on the deck, looking upon vacancy, and thinking about the same, when they hear the sound of the bell-buoy:-- " 'Tis a voice like a conscience that warms solemnly— 'Tis the toll of the bell-buoy that rings out at sea." Then the bell-buoy is described as having something or other to Po with a " shroudless corse" which it dandles about— " On its many-Lacked courser, the ocean tides." A courser with many backs ! why it must be a kind of equine polygon! This same course is de picted as " tuggling and tussling the white foaming main." Shortly after comes an account of the par tial catastrophe of the Great Western—which is con densed in one charming graphic line— " A rock, and a roll, then mad shrieks of despair!"; 4 7 and afterwards comes the very acme of absurdity, when " Her captain is heard, still undaunted, to shout— Mind the helm, boys Steady ! Look out lads— look out!" , Surely this is the art of sinking in poetry with a ven geance ! Besides which, it conveys to the mind a detestable levity in connexion with a spectacle of real sublimity. One of the most monstrous specimens of this kind of levity is in Tom Ingoldsby's " Old Wo man clothed in grey :" where the soul of the old lady is refused admission into Paradise by St. Peter—" so she tucked up her shroud," and said, " here goes for a fly !" Hardly a jot less monstrous is the tone of this poem on the Belt-buoy. Otherwise the magazine is of its usual merit. GILB ER T's DICTIONARY OF THE ENG- LISH LANGUAGE. Parts XIL and XIIL This extraordinary and laborious work is still con ducted with ardour and intelligence. A few blunders among such thousands of explanations are inevitable, and certain omissions are also at intervals almost un avoidable. Making every allowance, however, for the difficulties of the task imposed upon the editor, he is compiling a work which will, when completed, be altogether invaluable. THE PLoUGH7 As a beginning to the first month of the second year of this excellent publication, the January Number for 1847, is full of promise. Both in the selection of the contributions, and the arrangement of the contents, the editorial duties are fulfilled with much discrimi nation. The principle characteristic of each number of the Plough is seasonableness, and in the promotion of agriculture, the different writers are fully con versant with the latest data derived from chemical analysis. THE SONGS C'HA LES DIBDIN, Chronologically arranged, and the Music of the best and most popular of the Melodies, with Pianoforte accompa niments. Arranged under the Editorship of George liogarth, Esg. Parts I, aad 11. Mr. Davidson is doing good service by the publi cation of this cheap, yet most accurate and beautiful edition of the works of Dibdin. It is a truly na tional work, and should find a place not only in every musical, but also in every Naval Library. PICTORIAL GALLERY OF ARTS. Part XXIV. The miscellaneous collection of wood engravings published under this comprehensive title seems month after month to be fairly inexhaustible. As a serial, the contents are more varied, and sometimes more excellent than those of any similar periodical hitherto issued. In some instances, as in the figure from the House of the Female Dancers, the drawing is admir able, and the engraving accurate. OLD ENGLAND'S IFORTIIIES. Part XII With this, the twelfth part, the volume of " Old England's Worthies" is completed. A sketch of the statue of Sir Isaac Newton at Cambridge, and por traits of Pope, Smeaton, Walpole, Halley, Swift, and llogarth, are the illustrations. The letter-press is of corresponding interest, and the book altogether is an admirable addition to the library of popular works already published by Charles Knight. THE FORTUNE,S OF ORLOGH O'BRIEIV. No. EV. After a marvellously grandiloquent preliminary to an account of the Battle of the Boyne, the author of this serial romance slurs over that account in a few slovenly paragraphs, on the plea, that there is already a good description of the conflict by the writer of the " Boyne Water." There is likewise a very disgusting chapter about thQ inhuman punishment of the " strappado," the excruciating torments of which are dilated upon by the narrator with a hideous zest. The shrieks of the victim are interrupted by the most sickly witticisms, and the scene altogether is rather like an incident among devils than among men. An excellent and spirited etching by " Phiz," pourtraying the horrible death of Garvey, is accornpani'd by another, which we are certain cannot be from his hand. The story is evidently approaching its termination. CONCERT IN AIL) Of THE FUNDS OF THE WESTERN OPTHALMIC TION. To the honour of the members of the Musical Pro fession be it said, that they are ever the foretbobt in the cause of charity. On Friday a Concert takes place at the Hanover-square Rooms, in aid of the funds of the Western Opthalmic Institution. An institu tion which is, from its very nature, of infinite service to the industrious classes, enabling them as it dots, in many instances, to gain a live lihood for themselves and their families by warding off from them that greatest of all afflictions, blindness. On this occasion, Madame Albertazzi, Miss Rainforth, the Misses Williams, Miss A. Hill, Mr. and Mrs. Weiss, Mr. and Miss Lockey, Mr. F. Bodda, and Mr. T. Wil liams, together with Miss Kate Loder, the Messrs. Distin, Mr. Carte, Master Day, and Mr. A. Sedgwick, with Mr. Brinley Richards, as conductor, have volunteered their gratuitous services. There cannot be a doubt but that the rooms will be crowded. The artistes will have the satisfaction of knowing that their exertions have mate rially promoted the prosperity of this most excellent institution. THE LATE ROBERT PLUMER WARD, ESQ.— Among the numerous articles of interest left by this deceased, as heir. looms with the family estates, there are the following :—The pole of the royal standard of Scot land, taken at the battle of Musselborough, tempore Edward VI., by the hand of Sir Ralph Sadlier, his pre decessor in the Standon estate ; the standard of his father-in-law, General Sir George Anson's regiment, 23d Light Dragoons, bearing Peninsula, Talavera, Sala manca, and Waterloo, and other banners ; the helmet, . crest, and coat of arms of Sir John Gore, his prede cessor in the Gilston estate ; many original paintings,to family portraits, and of the nobility and their ancestors, rs the busts and engravings ; the service of pla t e with Sir plate G a t Gilston a ).i c r, a p r a m ri s , ; o s f av tl e ie ral Pl p u e m di e g r family rees,r ; ti a d n e d d the by Garter, connected the Plumer Ward, f w ro i m th C t h h a e rle fa m m a i g ly ne a ; n a d n t n he te p n e d d e l d gr l e e e tt o cr f written by Mr. Pitt on his death bed, a few hours before ho expired, and when his mind was wandering—although Mr. Pitt had torn the raper, he gave it to Sir Walter Farquhar, desiiing he would give it to the testator, Mr. Ward, then under secretary of state for foreign affairs All his printed books, not specifically disposed, he leaves to threethe s aonsof his son Henry grandsons, Charle s, George Ward ar,les,Sainbiairrne: and and Evelyn, leaves all other his furniture, books, busts, pictures, plate, &c., in his severa l houses in Upper Brook street, Chesterfield-street, London, and O'Beover Hall, Stafford shire, his carriages, &c., to his relict, who is his sole executrix. Ile has left liberal legacies and provisions for his servants. All his real estates he has settled on his son Henry G. Ward, subject to his wife's jointure.— Post. IMPORTANT EXPERIMENT.—An interesting and very important experiment was made this week at the Prior Field Iron Works, belonging to Mr. 1-I. B. White house, on some cast-iron girders intended for the steam factory buildings at Portsmouth, now in the course of erection. The experiment was made under the direction of Capt. James, of the Royal Engineers, on the part of the Admiralty, and in the presence of Mr. Peter Rolt, con tractor for the works at Portsmouth, Mr. Henry Smith, of West Bromwich, and several other gentlemen; and nothing could be more satisfactory than the result, as the girders did not break till they had sustained the weight of 30i tons over the weight which the strength of the girders, computed from liodgkinson's rules, was calculated to break with. The mass of iron distributed over these girders exceeded seven feet in height, and showed that the castings were capable of sustaining a very much larger weight than they could ever be loaded with in the factory for which they are iutended._ATM Birmingham Gamat. 22 16 1 2 1122 11 1 / 4 1% P 1% P ,