The Sun.
London, England, 1847-01-13 00:00:00

THE SUN, LONDON, WEDNESDAY EVENING, JANUARY l3, 1847

' feature of the whole. I think, as regards placing the
bridge to the southward of the Victoria Tower, if that
were the bridge which was to give communication be-
tween London and the North, it would be a very incon-
venient thing to :the courts and the Houses of Parlia-
ment, from the crowd of carriages that would be con-
stantly passing in front of them ; and I do not see, as
far as regards the public accommodation, much benefit
that would result from it, because, a little further to the
southward is Vauxhall-bridge ; and also in the streets
which bound Westminster-bride, on either side, par-
ticularly on the Surrey side, there is a great mass of pro-
perty which would be very much injured if the bridge
were taken from them. There is also a communication
into the parks. I think Westminster-bridge, leading
directly into St. James's-park, is an important feature in
it; and as regards the Houses of Parliament themselves,
I do not know whether Mr. Barry prefers the north end
or the south end of the Houses of Parliament, for the
position of the new bridge, but certainly, to see the
Houses of Parliament to perfection, I think the bridge
should not be far removed from them. I think a great
deal of the beauty of the Houses of Parliament consists
in detail, which would be very much lost if the spectator
were far removed from them.
And it would subject a vast mass of property to great
deterioration?—Yes, there can be nothing more direct
than the present line from Westminster-bridge.
Looking to the traffic that comes to Charing-cross, do
you think that the bridge would be conveniently situated
if it were on the south side of the new Houses of Par-
liament, as compared with the present position?—No,
but the Hon. Chairman put the position of a bridge
being built from Charing.cross for the accommodation of
that traffic.
As regards position, a position southward would not
be so convenient for the general traffic as the bridge
in its present position?—No; and the traffic passing in
front would be a great nuisance to the Houses of Par-
liament. _ _ .

—Do you know the object :at all of the enlargement of
the Charing-cross bridge ?—No.
You do not happen to have heard that it is connected
with railway communication from the south-east of
England with Charing-cross ?—No ; I do not know the
fact. lam aware that there are very few bridges by
which a railway has not been proposed to come across
the Thames to London, but I was not aware that this
projected bridge at Charing-cross was particularly in-
tended for railroads.

If that should be the object of the parties, it would be
fatal to the use of the bridge for general traffic ?—Yes ;
unless it were made available for both purposes.
If you changed the position of Westminster-bridge
you would have to buy property on both sides of the
river ?—Yes.

That would not be the case if you retained the position
of the present bridge, whether it were repaired or re-
built 7—No.

Therefore it would be more economical to repair or
rebuild than change the position of the bridge 2—Yes.
Is the river equally wide further up, south of the
Victoria Tower ?—No, the river is narrower there. The
narrowest part of the river almost is just opposite the
Penitentiary ; it gets narrower as you go upwards from
Westminster-bridge to the Penitentiary,
But the extent of navigation is the same ; as many
barges and lighters pass under the bridge now as would
pass under a bridge further south 2—Very nearly the
same.

Therefore it would be more inconvenient to the navi-
gation building the bridge over a narrower part of the
river?—Yes ; and then I presume that the new bridge
would not be built without a road being made leading to
the westward to the parks.
The approaches to the bridge would involve the out-
lay of a considerable amount of money?--Yes.
If the bridge were built from Lambeth-stairs there
would be no expense of approaches there, except en-
larging the street that comes down to the ferry ?—lf it
were simply a foot bridge, the expense would not be
very great ; you would let the present streets take their
chance, but if you were to make a substitute for the
present Westminster-bridge, you must, I apprehend, have
approaches to it.
Might it not be connected with the present proposed
street which is determined upon ?—I do not know the
particular line of the street which is determined upon.
Across Westminster, near Westminster Abbey, and
running up to Belgrave-square ?—That would be a fine
opening.
Then, on the other side, at Lambeth-stairs, there
would be no expense in approaches except enlarging the
Palace ; the traffic across Westminster-bridge at the
present has two streams, one going to the parks and
to that immense community living about Belgrave-
square, the other to Charing-cross ; if the terminus of
two railways is to be established on the Surrey side of
the Charing-cross-bridge, and Charing-cross-bridge
is to be converted into a commodious carriage bridge
fur communication with the termini of the railways on
the southern side of the river, all the traffic upwards to
Charing-cross will never pass by Westminster-
bridge, but will go direct by the bridge at Charing-
cross ; in that case would it not be expedient to
build estminster-bridge on the south of the Palace, so
as to open a more direct communication for all the im-
mense community coming from the Borough, and Kent,
and Surrey roads, with all the great community spring-
ing up at Belgrave-square and Eaton-square, and on to
Knightsbridge and Kensington, and at the same time
with the lower part of Westminster ?—With this under-
standing, that I suppose if there be not a bridge at
Charing-cross, Westminster-bridge had better remain
where it is. If I were to state the objections to the re-
moval of Westminster-bridge to the south of the new
Houses of Parliament, they would be these two—the de-
terioriation ofproperty which is now the great thorough-
fare, and inflicting upon the Houses of Parliament a
great deal more passage in front of them than there is
at present. _

Would the Charing-cross-bridge relieve the Houses of
Parliament of a great deal of the inconvenience ; the
traffic proceeding across the present bridge, and going
up Parliament-street to Charing-cross, is very inconve-
nient to parties going to and returning from the Houses
of Parliament ; that traffic would be carried across the
bridge at Charing-cross ?—Yes, but they have the
Waterloo-bridge now, and if that were made free, that
would relieve the traffic a good deal.
Do not you think that the traffic across Westminster-
bridge, going in two directions, the one up to Charing-
cross, and the other to the lower part of Westminster, to
Belgrave-square, is so immense, that it requires two
bridges instead of one, to supply it conveniently ?—I
must say, I do not think so at present. I think the
traffic wants a wider bridge, but not two bridges.
Do you think that Westminster-bridge can be made
wider with safety?—l have stated how far I think it can.
You have known several bridges built in the metro-
polis in your time, across the Thames, by private sub-
scription 7—Yes.

you know any of them that has paid the subscri-
bers ?—No ; none has so nearly paid as the bridge
which I built, Vauxhall-bridge ; and that has not paid
well to those who paid NU for their shares.

THE REIGNING SOVEREIGNS OF
EUROPE.

We extract the following from the Deutsche Allge-
meine Zeitung :
Of the fifty-two sovereigns reigning in Europe, two
of them have reached their 70th year—the King of
Hanover, the oldest sovereign in Europe since the de-
cease of Gregory XVI., and the King of the French.
Of the other sovereigns, thirteen are between 60 and
70 years of age, fourteen from 50 to 60, eleven from 40
to 50, eight from 20 to 30, and two have not yet reached
their 20th year, namely, the Queen of Spain, who is
only 16 years 3 months, and the Prince of Waldeck,
who is not yet 16. Of all the sovereigns the Prince of
Schaumbourg-Lippe has reigned the longest of the time,
if his minority be counted. He has reigned for nearly
sixty years. Two have reigned for more than forty
years equally counting their minority ; four from thirty
to forty years ; nine from twenty to thirty years ; twenty-
one from ten to twenty years ; the fifteen other sove-
reigns, of whom three ascended the throne during :1845,
have not reigned more than ten years.
By counting the reign from the date only of majority,
not counting the years in which a sovereign was still a
minor, the longest reign is that of the Duchess of Parma
(32 years 7 months), as the Princes of Schaumbourg-
Lippe, of Lippe and Schwarzbourg-Rudolstadt and the
Duke of Saxe-Meinengen, reigned many years before
they reached their majority. Six sovereigns are un-
married, namely (independently of the Pope), the Grand
Duke of Mecklenburg-Schwerin, the Duke of Bruns-
wick, the Princes of Reuss-Schleitz, Reuss-Ebersdorf,
and of Waldeck. The King of Hanover, the Grand.
Dukes of Hesse and of Oldenburg, the Duke of Nassau,
are widowers; the Duchess of Parma is a widow. The
Sultan is a polygamist. The Elector of Hesse has con-
tracted a morganatic marriage. The thirty-nine others
contracted marriages suitable to their rank; two have
been married thrice, eight twice.
Of the forty-six sovereigns married or widowed, thir-
teen have no children. Of the thirty-three others, after
the Sultan, comes Prince of Lichtenstein, who has nine
children. The King of Bavaria and the Prince of Lippe
have each eight ; the Grand Duke of Baden seven ; six
other sovereigns have each seven—three only one. Fif-
teen sovereigns have grandsons ; the King of the French
has fifteen ; the Emperor of Russia, the Grand Duke of
Hesse and of Saxe Weimar, and the Prince of Hohen-
zollern Sigmariagen have each six. As the Duke of
Saxe Altenburg has only daughters there are thirty-two
sovereigns who have heirs presumptive ; fourteen have
collateral branches for successors—twelve have brothers;
the Queen of Spain, her sister ; the Prince of Hohen-
zollen-Ilechingen, the son of his grand uncle.
Six sovereigns have no fixed successors ; they are, in-
dependently of the Pope, the Duchess of Parma, the
Dukes of Brunswick. of Anhalt-Bernberg, of Anhalt-
Cohen, and the Prince of Reuss-Ebersdorf. Of forty-
six hereditary princes and heir-presumptives, the eldest
being the the Prince of Reuss-Schleitz, 57 years and 2
months, the youngest the Prince of Reuss-Greitz, only
9 months of age; 20 are married ; one has contracted a
morganatic marriage, one is divorced for the second
time, sixteen have hildren ; Prince John of Saxoeiy
has nine.
Gregoryeir.
Ins the course of last year, eighteen deaths took pla
families ; three reigning Princes, Poi ta
VI., Francis IV., Duke of Modena, the
hialoof Hesse-Homburg, one ex-sovereign,
Duchess (properly' ex-king
of
Landgray,
Anhault Dessau, motheraking
Louis Buonap
of
the
iPrussi
Holland ; the Dowager
princess hereditary) of
of the reigning duke and his,
sister, Princess William
years, both sisters
the Netherlands, aged
a, aged 72 and 71
am
of the
of Hesse-Philipp-
Homburg ; Prince Henry to Landgrave of Hesse-
king, aged; 65 ; :if at uncle of the present
10 and a half ; the hereditary
that-Barchfield, aged 21 ; Prince Charles of Waldeck.
uncle of the reigning prince, aged 43 ; Co of
gem
Reuss Kostritz, aged 78 ; Count Ferdinoaund of L-pypc
Blesterfeld, aged 74 ; the Grand Duchess Maryi
Russia, daughter of the Grand Duke Michael, aged.
22 ; Princess Augusta of Nassau-Usingen, married- to- .
the Count cie Bismark, the divorced wife of the

Landgrave Louis of Hesse-Homburg, who died in
1839, aged 68 ; Maria Luisa, Prineess of Spain, wife of
the Duke of San Fernando, aged 67 ; the Princess
Dow ager Leopoldine of Liechtenstein, born Princess
Esterhs zy, aged 58 ; Princess Louisa of Hohenzollern
Hechingen, widow of Baron Her von der Burg, aged
72 ; Princess Caroline Louise, of Schaumburg Lippe,
sister of the reigning Prince, aged 60. Among the
births, 16 are especially worthy of notice ; those of the
sons of the King of Naples, of the Queen of Portugal,
of Prince Luitpald of Bavaria, of the Prince-hereditary
of Reuss-Greitz, of the Prince-hereditary of Sardinia,
of the Prince-hereditary of Schaumburg Lippe, of the
Duke Eugene Erdunams of Wurtemburg, of the here-
ditary Prince Charles of Hesse-Philippthal, and of the
Count Jules of Lippe Blesterfeld ; then those of the
daughter of the Queen of Great Britain, of the Duke of
Nemours, of Prince of Liechtenstein, of the Princes
Louis of Naples, Peter of Oldenburg, and Augustus of
Saxe-Coburg-Gotha.
In 1846 the following marriages took place in Sover-
eign Housec—that of the Queen of Spain with her
cousin the Infant Don Francisco; of the Duke of Mont-
pensier with the Infanta Louisa of Spain; of the Prince
Royal of Wurtemberg with the Grand-Duchess Olga of
Russia; of the Princess Mary of Holstein Blacksburg
(widow of Colonel Lasperg) with Count Alfred of
Hohenthal-Kiinigsbruck; of Count Henry 11., of Reuss-
Kostritz, with Countess Clotilda of Castell; of the Here-
ditary Prince of Monaca with Countess Antoinette of
Merode. We may notice, in conclusion the divorce of
the Prince Royal of Denmark from, his second wife, a
Princess of Mecklenberg-Strelitz.

LONDON AND BLACKWALL
RAILWAY.

'A special general meeting of the proprietors of this
undertaking was held yesterday morning, by adjournment
from the offices of the company, at the London Tavern,
Bishopsgate-street, for the purpose of giving the
executive an opportunity of answering a number of
questions contained in a requisition, which had been
forwarded to the directors, upon certain points connected
with the affairs of the company; Mr. J. N. Daniels,
chairman of the board of directors, in the chair.
Captain RICHARDSON, the chairman of the requisi-
tionists, after taking exception to the manner in which
the directors convened the meeting, proceeded to state
the points which the requisitionists wished to
have answered and cleared up. A short while
ago a meeting of dissentient shareholders was
held at the George and Vulture Tavern, when he
was elected chairman, and he took down the questions
which the dissentients desired to have answered by the
directors. Subsequently he addressed a letter to the
directors requesting them to appoint a time for meeting
a committee of shareholders, to have explained to them
fully the present position and future prospects of the
concern. The directors declined to give such an in-
terview, or to answer the questions contained in
the letter requesting it, thinking it would be detrimental
to the best interests of the proprietors. A requisition
was then presented to the directors requesting them to
convene a special meeting of the proprietors, for the pur-
pose of requiring the directors to give full and explicit
answers to thirteen questions, which the committee of
shareholders hacl propounded to the directors.
A SHAREHOLDER wished to know how many shares
the dissentient shareholders held.
The CHAIRMAN replied 300.
A SHAREHOLDER—How many does Captain Richard-
son
hold ?
The CHAIRMAN replied five.
Captain RICHARDSON retorted, that the smallness of
his interest in the concern only showed that he was
actuated purely by a desire to benefit the great
body of the shareholders. The first question he put
was, what amount per passenger is received by the
Blackwell Railway Company, for pier dues and passage
money from Blackwell to London, from the steam-boat
companies which land and embark their passengers at
Blackwell?
Mr. IlicKsoN said that if the questions were to be put
and answered seriatim, they' would be kept there till
midnight, and, as he thought the questions involved
a want of confidence in the executive, he should
move as an amendment, that the meeting considers the
proceedings of the committee uncalled for, and begs to
convey its sense of full confidence and approval to the
directors on their past conduct.
Mr. MARRIOT seconded the amendment.
Mr. LEVY objected to this mode of meeting the ques-
tion, and declared that many of the queries could be put
and answered with advantage to the shareholders. It
was unfair, when a simple and straightforward question
was put, to get up a cry that those who proposed it
wanted to turn out the directors.

Sir ISAAC LIONEL GOLDSMID suggested that it would
save time if each question was put and answered as the
directors thought proper; and if they declined answering
any one of them, it would then be for the meeting to ex-
press an opinion upon the subject.
The CHAIRMAN said it would seem the directors were
being blamed for acts and resolutions which the share-
holders had agreed to themselves. Now this very
question was put at their last half-yearly meeting, but
the meeting refused to let him answer it ; and, was it
likely after that they could disclose to a few what the
many had decided they would not hear? The same
terms which had been accepted by one steam-boat
company had been offered to all ; and he solemnly
declared that the directors had always acted in a way
which they thought was best for the interest of
the shareholders. Since the present _ direction had
been in office the value of their shares had been doubled,
and he promised that, if they were let alone and allowed
to: go on acting according to their' best discretion,
their value would be still further enhanced. He could

not disclose the minutest details of their management, and

he must, therefore, throw himself upon the meeting, and
decline to answer the question. He believed he had
mentioned that they offered the same terms to each
steam-boat company.
Mr. PELLASTER—No, no.
_ _

The CHAIRMAN called upon the Hon. Proprietor to
name the company that had not had offered to them the
same thing.

Mr. PELASTER—The Diamond.

The CHAIRMAN replied that not only was the Dia-
mond Company offered the same terms, but, for the sake
of peace, they were offered better.—(Hear.) He would
now state that they were in communication with parties
connected with both the London and North-Western
Company and the Eastern Counties, and he was glad to
say the negotiations were likely to end in such a way as
to advance their interest and increase their traffic. They
were also negotiating with the East and West India
Docks Company, ant on all points they were strenu-
ously exerting themselves to improve their position and
increase their traffic. Arrangements had been made
with their engineer for immediately' proceeding with
their extension line, and there was a prospect of its
being open and ready for traffic by October next. The
line to the docks would shortly be ready for traffic, and
he could state that its cost would not exceed from
75,0001. to 80,0001. He complained that the requisi-
tionists had not treated the directors with due and
proper courtesy, and, although they only held
a small interest in the concern, they had actually
arrogated to themselves the power of offering the line
for lease or sale to the Eastern Counties Company.
He had now generally answered all the questions which
were contained in the requisition, and he hoped the
meeting would absolve him from going individually or
minutely into each question. It was clear, from the
report of the Metropolitan Commissioners, that their

line was an exceedingly valuable one, and if the
directors were let alone he was confident the
shareholders would eventually have good cause to
rejoice at the course they had pursued. If any share-
holders were dissatisfied with the general statement he
had given, of course he should be most happy to give
any and every gentleman all further information he
might require, if he would only call personally upon him
at the office.—(Cheers.)
Mr. D. W. HARVEY was glad the meeting had been
called, because it had given their Honourable Chairman
an opportunity of clearing up the doubts which pre-
vailed upon the subject of the :negotiations that were
going on with other companies. He was perfectly sa-
tisfied with the explanation,. and he thought, when it
went forth to the world, there would be few share-
holders disposed at present to part with their interest
in the concern.

Captain RICHARDSON also expressed himself partially
satisfied with the statement, and wished to withdraw his
questions.

The amendment was then put, and carried by a very
Large majority. _

A vote of Confidence was then passed unanimously to
the directors.

The CHAIRMAN,having acknowledged the compliment,
proceeded to move that the remaining 106,0001. of the
debenture debt should be converted into capital by the
issue of 16,000 additional new shares of 6/. 13s. 4d. each,
to be offered to the holders of existing stock in the
following proportions, namely, one new share for every six
of the 48,000 old shares upon which all calls shall have
been paid, one for every six of the 24,000 new scrip
shares upon which the fourth instalment shall
have been paid, and one for every two of the
8.,000 251. extension shares upon which the
call shall have been paid, and that a deposit of 11.135. 4d.
*per share shall be paid upon allotment, and the remain-
ing 51. paid by instalments of 1/. per share, at intervals
of three months.

The resolution was seconded by Dr. BOWRING, put
from the chair, and carried unanimously.
The meeting then broke up.

PASSENGERS TO AN!) FROM
LONDON RAILWAY STATIONS.

The subjoined extract from a letter written by Mr.
C. Pearson to the Metropolitan Railway Commissioners
con.tains some curious facts with respect to the above-
mentioned subject. It is from the appendix to the com-
missioners' report :

Heir Majesty's commissioners have power of course to
call for returns from the various railway companies of
the number of passengers which arrive at and depart
from their stations in vehicles and on foot, distinguish
irig those who go to and from the City from those who
go to and from the west-end ; such accounts are kept
at least at some of the stations, and where this informa-
tion cannot be furnished, traffic takers (after the hurly-
burly of Whitsuntide is over) might be-appointed to ob-
tain a week's returns. I do not hesitate to affirm that the
following striking facts will be drawn forth :—Of the
passengers going to the City from the Brighton, Croy-
don, &c., station, much more than four-fifths walk, be-
cause the station is close to the centre of business,
whereas in regard to the distant stations the proportions
are reversed, and of all the passengers coming to or
going from the City to Paddington and the Euston-
square termini, upwards of four-fifths ride, because those
stations are distant from the City.
ta..Trhni,aerdidreikanillgawtyoaeynr;ts, tnAadtriEomnuss at
bear,ot n
-Ns wui
Euston-square.
ooilsnfat,i
naosnftdeatdh distance,eof station at
theo sxa,m9yeerr,elmataliodnettoontoh,echreoayratoonf, tahnedCßityrigahsttohne
estoaintiop:s..
aloawbionugt

nies to have their • station close to the City, they had, I
like the Great Western and Birmingham, been con-
demned to drop their passengers at those distant stations,
it cannot be matter of doubt or speculation, but is matter
of certainty, that, instead of one-fifth, all the five-fifths
of the passengers for the City would have been obliged
to finish their journey in an omnibus or other vehicle,
and the narrow approach over London bridge would have
been encumbered with five times as many vehicles from
the stations as now pass over it.
The erroneous opinion which prevails as to the amount
of vehicles from the railway stations is largely due to the
fact that a vast number of omnibuses have displayed, in
conspicuous parts, the name of some railway, as if they
were engaged in conveying passengers to and from the
stations, whereas they do but pass by the stations in
their passage to and from their own resting and starting
places in the various parts of the suburbs of the metro-
' polls : for example, there are 160 omnibuses, which go
from Chelsea, Islington, and other places, and make a
resting place at the Greenwich station ; " Brighton,
Dover, and Greenwich Railway," is conspicuously dis-
played on the omnibuses, but so little have they to do
with the railway, that upon an average of three days the
whole number of persons conveyed to or from the station
by those omnibuses has not averaged two passengers
each, and they have been almost entirely persons going
from the station to the west-end of the town.
Every omnibus to the Brighton, Dover, Croydon, &c.,
station, goes to and from the west-end of the town ; they
are solely required for the accommodation of other than
City passengers. The same may be said of the Blackwell
station ; the omnibuses from Chelsea, &c., rendezvous
there precisely the same as five hundred omnibuses a day
to and from Paddington rendezvous at the corner of
Princes-street, Lotbbury. It is an incontrovertible fact
that the amount of the passenger traffic in cabs and
ban appreciable proportion to
tohmen wholeuses beamountars scarcely
of the City traffic by similar vehicles ;
and it is a fact equally capable of proof, that [what little
increase railroads furnish is almost entirely supplied
from the distant termini.

From every train there is a vast number of persons
who have to come to the great City establishments to
transact their business and return to the country on
the same day ; by the same token there is a vast num-
ber of citizens who make equally short visits to the pro-
vinces. A carpet bag is the full extent of their equip-
ment, and to and from the Brighton and Dover station
they may be always seen walking over the bridge, but to
or from Paddington or Euston-square they are obliged
I to cab it, racing through the streets of the City to a
great waste of time and money ; if my plan be adopted
they may walk from their place of business to or from
the station in Farringdon•etreet without encumbering
the streets, and each passenger may save half an hour
in time, and half-a•crown in money each trip—objects,
which in this age of competion, are not to be despised.
When last before the commissioners, I ventured to
point out the serious interruption to the business of the
City, which was occasioned by the opening of large
establishments in our confined streets, for the reception
and distribution of goods carried by the railways. I
have since that time pursued that branch of inquiry to
a great extent, and the information I have obtained
does far more than confirm the statement I before ven-
tured to make.

In consequence of the desertion of the old inn-yards
by the coaches and waggons, which aro now superseded
by railroads, many of them have been taken as receiv-
ing houses by the great railway concerns. These
houses and yards are chiefly in the very narrowest and
most confined streets ; they answered well enough when
the arrivals of coaches and waggons were few and far
between ; but now when they are converted into suction
pipes, drawing together the whole trade of the
City to the stations, in carts and waggons, they
create the most serious interruption to regular trade.
These establishments are being magnified and multiplied
in our narrow streets, and the leviathan waggons and
vans of the proprietors are daily to be seen in all direc-
tions canvassing for business, sometimes creeping about
the streets, having a few articles at the bottom of the
waggons with their names as "carriers by railway " dis-
played upon the vehicle, as if by way of advertisement ;
and at other times they may be seen with loads over-
hanging on each side the foot-pavement of the narrow
streets and lanes through which they pass.
I earnestly hope the commissioners will not lose sight
of the fact, that the most inconvenient and expensive
system of conducting the goods department of the rail-
way business is entirely called into action by the great
railway establishments having their goods stations at too
great a distance from the seat of trade to enable parties
to take their goods to the terminus at once. By the ex •
i3ting practice, the goods, whether taken by the carriers
or by private parties to the receiving warehouses or
yards, have to traverse the streets twice; and generally
speaking have to be twice removed before they are placed
in the railroad carriages. If the goods station for the
northern railways were north of Holborn-bridge, where
I propose it should be, once passing through the streets
and one removal would suffice, thus economy of time
and labour would be happily blended with a greatly in-
creased convenience to the public. Goods of every de-
scription would be less exposed to danger by removals,
and they would reach their place of ultimate destina•
ton frequently before, under the existing system, they
can be placed upon the railway truck.

' RAILWAY SHARE MARKETS.
LIVERPOOL, JANUARY 12.
' STOCK Excn.ueGE.-The sales are-Aberdeen, % p._
Ambergate and Eastern Junction, 3s. 9d. n.—Birkenhead,
Lancashire, and Cheshire, 1% p. ex int.—Birmingham and
' Dudley, 6% p.— Birmingham and Oxford Junction, 1O
p.—Buckinghamshire, % p.—Chester and Birkenhead, 49t/
—Chester and Holyhead, 1% dis.—East Lincolnshire, 21/3 p.
ex int.—Edinburgh, Leith, and Granton, New, 1 lA p.—Great
Northern (Nos. 108,001 and upwards), •Y? p. ex int.—Hud-
dersfield Canal and Railway, 4 p.—Leeds and Thirsk, 1%
dis. ex int.—London and North-Western, 197—Ditto, New
Quarters, 12% p.—Ditto, Fifths, 171 p.—London,; Man-
chester, and Birmingham, Quarters, (B), 7% p.—Direct
Northern, % p.— Manchester and Leeds, 30 p.—Ditto, Fifths,
61/ p.—Ditto, Halves (late L. and B.), 5% p.—Manchester
and Southampton, ls. 31 dis.—Midland, 129—Ditto, New,
4% p.—Newport, Hereford, and Abergavenny, 11% dis.—
North Union (A), 223—North-Western, % p--Sheffield, Ro-
therham, and Doncaster, % p. —Shrewsbury and Hereford,
Gs. 3d. dis.—Shrewsbury and Chester, New, ls. 3d. p.—
Shrewsbury and Birmingham (A), 2 p.—Ditto (B), p.—
Shropshire Union Railway and Canal, 6s. 3d. dis.—South-
Eastern and Dover, Consolidated Thirds, 2 p.—West Riding
Union, 435. 9d. p.—York and Newcastle, New, 7 p.—Dutch
Rhenish,K
1 dis. —Paris and Lyons, par.
MANCHESTER, JANUARY 12.
STOCK EliixcHANGE.—The sales are—Ambergate, Not-
tingham, and Boston, %
._ p - Birmingham, Wolverhamp-
ton, and Stour Valley, 3% _......
3hN24a4o3es :vlp,c:6a. CalPSnK:d —OldhamlE7Et :a
sllPhA‘ntcr Preference,
1 -Teti :o: Anearn 1 ernfd,decLnae4llEysee. . —Ee -slsp
.Dat L
Yorkshire, —Birmingham
dis.—Glasgow
i ands .
P•--Buckinghamshire, Buckinghamshire, IA p.—
Caledonian, Halves. 7-16 P.—East Lancashire, 3% p.—Ditto,
oe
rn, d
ando and
Birmingham,North-Western 7
31New,an. .
31h p.—Glasgovt and Dumfries, 1
( London and York), ;ris P--Ditto Registered, % p.—Ditto,
4 p.—Great Northern
Extension (scrip), IA p.—Liverpool, Manchester, and New-
dis.—North Staffordshire, 3 13-16 p.-
1 9 16 p.—Manchester, Shef-
field, and Lincolnshire, Eighths, 7-16 dis.—Manchester and
Staffordshire,7Shl,e6Js-kNalles are—Ambergate, Notting-
-IAII-12.
Ctho.nEnastietsernUnaniodn,
D%ovdeirs:
North-Eastern), 14 dis.--Rork and
NSecl ah2oosei7urtl3stti 76—Man-
cheater
ell
Pa-London
—uN
T'apnenLctsdott°iennLor!,l:llllll-61E1 a6dxnipteseh•. dis.—London
to
P•—Northern Ile; no u
p. West Riding_ Union,
11,4 n. p.—East Lancashire (Blackburn and Preston),
New Shares, 3% p.--Ditto, New Scrip,
tion,
14 dis.—Ditto, New, 2s. 6d. p.—Ditto, Pre-
-i a Oxfords
g o wj u andn
-
ifkk'p.—Malton and Drimeld Junction, 295. c. p.-
3D3,l"mfnr.ieps.,-15/DitPt-0:-Great Northern (late London and York),
12s. 6d. p—lluddersfield and Manchester, 4( n. p.—Leeds
P•
-Ditto,
(late
Pre-
ference, de
n cTe h,
ia3,rnitdisLh,eeTdhstiir
dsExtensions,,)....,stp.p_...llidiAi
PDreitfetore,nEcex,t4enl/2-
pM.
—a p.—
Manchester hoerst the r
Carlisle Branch), 2% t7-I"itto, Extension (scrip), 17s. 6d.
p.—Northern Counties mon, 153. dis.—North-Western, 13s.
n. p.—Sheffield, Rotherham, and Goole, 12s. 6d. p.—Wharf-
daleBs Junction, •
sion (late Wak. P. and
6d• dis.—York and North Midland, Pre-
ference, 11 p.—Leeds, , an Midland, gs. 6d. dis.
ford, 2s. 6ifl. dis. —West Riding Union,
4/. 6s.

Nas•—'The sales are—Hull and Selby (10
17s. 6d. p.
Boston,
al11330:1:11:%--L'LjeA:dus AaßnYcllßlradford, 77—North
P.—Great Grimsby
70 s . —__DAi i tmob, Extension
arsa te,
perSTcOecicnt. Eguxcaril.)A,ll
British, Quarters,
—Ditto, Thirds, 234 P•
a&ncd. ,
Sheffield,
a lffi6es .1
d 6, dE.
20s. dis.—Great Northern (London
itonL,incolnsbire, 2%
and York), 3;4—Leeds and Thirsk, Preference, 28s. p.—
Shropshire Union, 1% dis. scrip—Derby, Staffordshire, &c.,
—East

7s. p.—Ditto (late London and York), %
163. new scrip.
p•' Yorkshire, Doncaster,
SHEFFIELD, JANUARY 12. 4
d Sheffield, 12/. 10s. shares, %
STOCK EXCHANGE.—The sales are—Great Northern (late
Direct Northern),
anchester, Buxton, Matlock, and Midland, 11,6 p.—
dMisa.n—clNieosrttehr-WGeristrnesrbnyjr
New,are— 511.9beeLde are—,Aberdeen, , Caledonian2,st
and
and Callender, 375.
and Goole, Bs. p.
GLASGOW► JANUARY. U.
—Ayr
and STOCK
Gall
oEwxacy7.4lG.
_E. —c
aT
el ideo
ni palesan
Dumbartonshire, 445. 6d. ex int.—Direct Northern (scrip),
60s.—Dundee and Arbroath, 3,s%—Dundee and
Perth, New, 14%—Dunblane,
Airdrie, and Monkland
Kilmarnock, and Ayr. 693/4
East of Fife, 545. 6d.—East Lothian Central, Ms. 6d.—Edin-
burgh and Perth, 57s,—Glasgow, Barrhead, and Neilston
Direct, New,
ern (Direct Northern Keg• )9
71.—Glasgow, DNoeuwn,el, \ rao
n.
85s.—Kilmarnock and Ayr
jnoucnkc,tiaonnd, Ardrossan, 4%—Glasgow,
Glasgow, Dumfries, and Carlisle, 6/. Ms.—Glasgow, Ayr,
North of Scotland, 57s.—Great North-
Direct, 618.—Manchester and Southampton, 38s. 6d.—North
British, New Quarters (scrip), 325. 6d.—Scottish Central,
213/4—Scottish Grand Junction, 29s.—York and Newcastle,
Preference, 7;6.

A LESSON.—A parson, who could better preach of
patience than practise it, was always irritated when he
found his grandchildren in his study. One day one of
these little children was standing by his mother's side,
and she was speaking to him of heaven. " Ma," said
he, " I don't want to
to heaven, no to heaven." "Don't want to go
my
Isa(ylo'n' dent` lo w son !tf 66 No, ma, I'm sure I don't."
" Why not, my son ?,, ~Why grandpa will be there,
won't he ? " " Why, yes, I hope he will," " Well, jut
as soon as he sees us, he will come scolding along, and
these bogs is goinghere forte b?
e'
there." hgeowt 01 heavenwllat areif grandpa

days three carg.es
STORNOWAY, D. 31.—Within the last fourteen
of oatmeal, and two of Indian corn
meal, have arrived at this port. The former is retailing
at the quay at 245. 4d. per boll of 140 lbs., and out of
the: stores at 255. ; the latter at 18s. per boll. The
above, with the large importations still expected, will
dissipate all fears of
a scarcity of food in this island the winter and spring, though, no doubt, many
of tho poorer classes will find considerable difficulty in
procuring a sufficient supply for the support of their
families.—Ross-shire Advertiser.
Pm hum MARKET.—GLA SG OW, JAN. 9, 1847.—
The market has been quiet this week, but prices have
gradually sti&ned—sales having been done during the
week at 765. to 765. 6d. for three-fifths No. 1, and two-
fifths No. 3. We quote the market firm at 775. 6d. cash
,for mixed Nos.—Glasgow Argus. i 1