The Sun.
London, England, 1846-11-19 00:00:00

DO. Fifths ... ... ...... .. 5 ••• • •
D. Sixteenths,.,. 6 lA-- • —, •••
o.
,Extension ............ 425.... '
Manchester and Birmin. 40
Do. Quarters (A),..... 5
o. D••••••
Do. Quarters (B) ..• 5
Quarters (C)...... 1
1% p
Manchester,Buxton,and
p
Matlock..... 423.
Manchester Birrn., and
1
Mould Junction .. •••
127xn
kanchest. &Southampt. 2 ... - • -41,*
midland ...•••....••......100 .....127 i n
Do. Fifths ...............
Do. New ............... 24
OA 3/4
Ditto, Near ..... .
•••
Do•ißirm., and Derbyloo Midlnd& East. Counties 2 % ..-- ---
kidland Great Western
•• ....... ....
Irish .................... 15
34 33% 34M•••
Newesstle and Berwick 20
••
...
Du. North Shield ... 26
s%xn
liewcastle and Carlisle...loo
514 x n —
Xtwnirket kelle,terird 5
._
LCewport&Abergavenny 2% • • ••••
-
Aewry and Enniskillen 7
._
li'ewark, Sheffield, and
........ ..
Boston ... ..
••• MI ....
-
AOrfOlk ...... lOO
..........
_
Do. dalf Shares ••••• 9
381.,i
Do. Extension. • .......
,a 6,
%
3 2 ~,ta;
... 16% sint
North British .• ..... -• " • ••
D. half Shares ...... 11 .....• 17 il ' 7
7
41• At
Do. Fifths .. •
............ 5
4 14
1%
Do. Quarters ...... ll4
,Do Extension ...... 5/ii •••• • ' 13A
_
..
A orthern and Eastern... 50
_
Do. Scrip issd. 45
Do. Quarter Shares... 121,4 —
' ' 3'4 P
_
Do New
.. 1
3i1'24 P —
AorthiStffor*Q;i;e* ........... 423. •••••• 3,
.ISorth Wales 314 — •
•• ........
A orthern and. Southern
Connecting ............ 2
-
N'ortharopton, Banbury,
and Cheltenham 2
Oxford, Worcester, .. a
8 ./t 9 8%
Wolverhampton ...... 12%
Oxford, Witney, and
Cheltsnham..• 1 y
P
• ....... ,
,to . 5
ortsmouth Direct ...... .74
.. •• ..
•
vonPresto and Wyre) .. 25
./ sl, .... 41, —
Rektia 2 .are S......... /2
iip . g, Guildford, and
dis. ..... •••'"
r "Igat4 3/ 12s.
ichruond ..
••
........... 15
Royston ane Hitchers... .....
••• 1%
Scottish Central . * . Pi/2 2O • /
Scottish Midland ....
...
121
helield, Buxton, 'Leek .•e
-
_
Potteries, anderewc... 1%
_
Ebeffield & Manchester 100
_.
bo• Quarter Shares... 3
Do Lincolnshire June. 114
.. ..... ....
_
1)°. & Great Grimsby. 10
...... •••• '''' 4%
Do siarew.sbur)do: Extension 425. •••• —5 4% % ais,
U firm... 3 -- ' 4 (/.' dis
11'01)shire Union ... 42s ... '`' '"
Shrews., Virolverham-P.
4S. Staffordsh. antic.: 21/a --_
Sligo and Shannon ...... Ig, —
Bonth Devon.. • 35 ••• •
path & MidlZi; .J;.. C. 425. ••• •••
South Staffordshire Junc. 21,4
gouth Eastern & D 33% 731,14i ..
over.
Po., ;co 1„
..... 20
.00,, N.,. c,. '
- ............ 12
130., ICo. 3 ........ 15
...........
s,uo. No. 4
........... 2%
•• "Alban's, Ratfield,and .... ... .•
31,4 is ' . ....
•
llertford Junction
... 425.
_taines and Richmond.- 1
Staffordsh. & Shropshire 23/4
South Wales .... - 5
SWa ....... .
s. Ec Loughor & Ca-
.. • .•
... ...
1 raeron's sum. C0a1.... 2
.. .. ..
1,4,1' Vale Extension ..• 2
'r'ilg, Reading, and
364Sin,St k - 51/
.• •
'‘• 1 bt e ............ • 4
__
eof Neath ... ........ 2
Wakefield, Pontefract. &
Goole
2214 — ••••••
. .......
........... - ........
;.,.. rwickshire & London 425.
~ arwich and Virorcester 425. -t ,4 7,
waterf°r'd andralkenny 11 .••• a /11
„,aterford and Limerick 22%
" 'tterfd,WifrdiWicklw•
a, and Dublin ..... .. ..... 1% •••• •--
, atrford, Wexford, and
tt,Valentia
1r
" av
~ .............. 8
__
. enev \ alley 2
\\;"tlA elsh kidland ......
***
2%
2 p .... ...
Riding Union .....
425.
*,eit Cornwall •
... 2 ••• •
-
...
\\_,estLondon,Old Shares 20
-
!),.exford and Carlow 21,4
1(.
w ilts, Somerset, & We...
inoutk
.. Y-15
914 :!,i
wo Via" •... .....
reester,rwick d
, Rugby An
x ork
' —
and _ ..... ........ 425.
york
atdk:ar Isle ....... %
Q9l/, 39x n
.1 g3i, XII
Irtt N.' "veaStle .. 25 ••• • - ''' Ft 133'in .•-•'•'7%
i ',. 4- ear ... 131/2 /4
00.
?ref ........... ... 5
7" 1/2 92%
York sad N'l'ellee ...••• 2 •••••• 14
Ditto %
sooli Midland 50 _
46% ...
Do. Scarboraor;;; ..
" 25
Dn. Selby '

8%

6%

81%

20
131,4

3714
23q
14%

3%

4%

2p

78%
_
=arch. 25
3834 an
,lelby
..... 40
38% xn _ _
..• 12%
Do. Extension .......
20
121/8% 12A
Ditto, Preference ..... .......• 2
18 Ys'll
y 2 .
Do. East and W est Rid-
_. ,o- xn..
18% 1°
mg Extension ...... 5
-
FOREIUN RAILWAYS.
_
_
Anglo-Belgian.... ......... 4
_
_
B arbadoes .............. •••• 1
...
133 A xd
lielgian Eastern Junctn. 2%
13 %xd
Boulogne and Amiens... 16 -•••-
-
....
13ordeauz & Mediterran. 2
_
Bordeaux. Toulouse, and
-
CetteMackenzie's)- 2 -
baoi. (Espelete's)
-
,Al
\ bo„,
andwest .
..• _.
,PlandeW; a 2 •
s'alcittta and Diamens.
.....„ --
vAiliarbour 7s.
••
T •--* • ".... .... .
%li--"'"' `....qta, and Pacific .
... _
•••
V4lltat•
.......... 1 •
.... _
....
r, trEa of g.,,-;:,;;••
.... 2 .... 1
,`AYlon . - "'
••• ss. .... . 31.4 4
ttherara••••• ..... • "Z._ 2% -"' . _ .. ......
b,lldra Valley" .............. .. 4 •••••
..• ••
.....
._, •••
btrec..., t lionibay and
, .aadras
....... ss. ...... 5 ... • "'
,J.,,uteli itheasi;:.'. ”...••••• _
..
......
Fop dian
••
•• •
•••, ss•
-
....
........
,x & flaz.e.broak 4
- ..
..........
turreeat Inrdian peni„ular ss.
- ....................
,at \t, estern Bengal... 55.• -
Its ea t Westena Canada... 34 '''...
:illait and Aun. ..• 4 - lie 2 lA3' .....
autaica S Mid. Junction 1
Jersey .
Lo • ••••••
..... ••• 6
•••.•• .
ttvain it la Santbre ••• ••• • - .........
" .
l'lxernbourg. ....... 4
...
..... - ....
-
1 Y°43411(1 AN, ...
2
.14(1 ras ign°ll
......
- 1 - . ..... ...
...
.....
11 ..... ..............
......
adra% 1\;e11
(I
111acaren.. ore, an _• .. .........
,s',, • .................. I/ 8 _
.........
1z414'-t,., and Valentia.... 2 ... "
•Narit'ar'"
~. . • ....... 1 3ILA
•North J 441
1.,,,
la
of
1,
rktlq Lit ..
..... 8 ......
illleaSl`,Qonztituted ••••••
......
Orh:ans ao, ',..••••• .... . 1,-
oriearic3a;i,v terzott
„. itl "....
7 % .. - • - - -
pOver 1.8,`!,n -uordeimix... 6 •••• •• _
ari,
„,,e., ............ 4/ 3s 4d
4%
p4,4,°Liseonatituted 5
_
1, and Orleans ......... 20
41'9 and Itollen 20
Paris and Str 1; ....
Constit t as
"rg
_
11 ed 5
-
14311 en aad tlavr e........: 20
allllare and Meuse :.... 10 •- • -
trso,
••••••
Bt. ---, u°llrg and Bale ... 14
...0 aurene gr Atlantic - -
I 'ars and Nantes Con-
., stituted
, 5 - ..
°_,tirtlaY, Jurli.se,..ta. ..-
uen, and 1:1 lt n 8
ad . 4se ' .....
Amt viaii,r;
............ 2L/2
. ..... .... 6
KS.
JOINT STOCK BAN-
.O.
Atistralasta
•
British Nortli.krneri;jr; t)
tonirnercial of London 20
Real del Monte
'Unread MINES _
.3%
3
.--

-
31,2

4%

1%

10%

7%

4%

81:„,, -
4itYrING INTELLIGENCE.AT CHESTER.—TTESDAY.
33 to DERBY.
1
agst Old Port—taken freely.
erg to back the field a st twelve.
gotluno else
mentioned.
g

CHESTER CUP.
1000 to 15 agst m Cn—taken.
1000 to 15 apt Erin-o-o Bragh.
THIE AENVPORT PAGNEL STEEPLE CIIISE.
9 to 2 agst Discount—offered.
5 to I agst any other.
low no-vpo CopRT PAGNELL STEEPLE CHASES.
AGINTELL, WEDNESDAY EVENING.—The fol-
*rid4 horses have arrived for their engagements to-day and

„,3
thmoTreh,e Annual Steeple Chase.
I...korri tra s
Switcher,l2st 61b (including extra
Islet 4 • Powell's Sauce an 12st—Mr. Lambden's Discount_
II lb-_
iivott EalgrieTlilibutrL'tpCu'lverthorpe list 61b—Mr. E. U.
NVinillb"--Mr. 'P. Ro—lt'Mr. s
eStkeirrvisnimg'psle,Chlritto—phmerr.N
orth,
trelltittitso.seiNimble Harry (late Why, -not), llst—Mr. J. El-
, . <let (h b), Ilst—Mr. Elmore's Everton
Andenon's Cigar, lOst 121b—Mr. Pembe'rton ns
llst—
k ats lOst 121 b Marmeluke, lOstl2lb—
lOat. Smith's Tranip, lOst 121b—Mr. Jeffrey's Grenade,
:1141 C. Turner's SL Swithin, lOst 81b ; Mr..Jessop's
01 b), lOst 71b—Mr. Bruce's Sir William, lOst-7-
'T i. tsy
at tr's it
101 b. tle Tommy, 93t 101 b—and Major Boyle 's
9st
Or
dQ, The Aristocrat Steeple Chase.
'tratlitnore'c Eugene Sue—Lord Strathmore's S7R-
Petui Z
socsitit: Peeyl nss The Retured—Mr. C23er's L!tte
' -aptain. Bo d' Mahomet n
—and Captainp Gambier'ls

~Cabta• The Hurdle Race.
,_aliria' In Campbell's Crcesus, list 121 b —Mr. Smith's
Air. 41, llst 81b- -Captain Gambier's Red Lance, list 61b—
,,1a1b....ra Specta tor, list 21b—Mr. Ehnore's Everton, lOst
'eciin,,l-r• Evans's Redstreak, lOst 131b—Lord Strathmore's
)Ic.e "", lOst 12,93 r. Hawkin's Teresa, lOst 71b—Mr.
-...10 Valeria, 10:At 71b—Sir H. Bruce's Evergreen, lOst 71b
tl* t. Markham's T b lOst 61b—and Mr. Langham's
imea n_,
___b. om op,
LAT ' "1 31
Po theT liErrix'a.—Offers to take 4 to 1 about Discount
the utiZrlenhi!a Sweple Chase, and 4 to 1 agst Redstrea k for

BORGIA.—The princial character in the
aQW
nistori 1 4,4 Borgia," the author
44f a romance, Caesar . by
the
t_otetriars," is Lucretia, the beautiful daughter of
Loured erribl ?ope
Alexander VI., a persona/le w.ho.
Prominently in the annals of the Ecclesiastical
1,,,5t, when the capital of the Christian world was the
itzraSi
ea by h,... quarters of luxury, chivalry, and magnificence.
isa)rtiyoi;
on afhLueretia., her beauty, her adventures, and
t
to the Supreme Pontiff and his equally
ile e
iui:tdeGUei s, p
afford te most p
theower authorsources has availed
eilitt,r, vit.h a rnatact and delicacy that will be fully Appre-
% 4/11%1Q admirers.

RAILWAY INTELLIGENCE.
A.NAITN,77m-z EVTDENCE OF MESSRS.

E>

T

PEDIENC Y Olf KETR,OPOLITAIN
George Carr Glyn, chairman of the London and
North Western, states that the surveys for an extension
of the Loudon and North Western, proposed to be made
in the ensuing session, were made for the extension to
the City, and the notices given ; but the Bill not carried
to Parliament. They deposited the first plans, but not
the last. This was done just before the last session of
Parliament. The estimates were all made for the line
from the Camden station to Farringdon-street, the ter-
minus proposed. It was proposed that this line should
go eastward from Camden. town until it caree to the high
level above 'Pentonville ; from thence by a tunnel under
Skinner- street, to Farringdon-street. This plan, pro-
bably the one which could have been executed with the
least inconvenience and the least expense, a considerable
portion of it being carried by tunnelling in that way.
It was found, however, that the cost was so much above
the calculation originally made, that they were induced
to give it up ; the original estimate contemplated an
outlay of from 600,0001. to 700,0001. for the line and
station. The detailed estimates amounted to upwards of
a million, and it was not thought worth while, from the
advantage to be derived from it, to incur such an outlay.
The unexpected increase was to be laid principally to
the station. The idea of a station in Farringdon-street
was merely for goods. They might occasionally have
run a train from thence for local traffic. It was, how-
ever, chiefly intended for a goods station. Mr. Stephen-
son's model is almost entirely appropriated to goods
traffic. They never contemplated working their long
passenger trains from thence, but thought it very likely
that two or three trains in the course of the morning,
and again in the afternoon, just for the people using the
City for business, and living in their villas, might be
convenient and useful. Their passenger traffic into the
City bears a very small proportion to the traffic to the
west-end; even taking the division of London at Euston-
square, the great proportion would be the other way.
The area of the station at Camden-town is about thirty
acres ; this not all appropriated to goods ; the part ap-
propriated to roads is rather more than fifteen acres.
In addition to which, Pickfords have their separate
establishment of about two acres. The area of their
station at Farringdon-street would be two acres and a
half. A project, in lieu of the Farringdon-street exten-
sion, is at present entertaiued, in connexion with the East
and West India Dock Company, and by some parties in
the City, by which a line is to be carried from the Cam-
den station down to the East and West India Docks. As
regards the export and import trade generally in goods,
a better position than that cannot be conceived. The
export dock of the East and West India Dock Company
is very large, as well as their import dock ; there is more
accommodation there than in almost any dock in London,
and they have plenty of space to make a sufficient sta-
tion ; they can give six acres at least for that purpose.
The Dock Company join with the London and Birming-
ham Railway Company in this scheme. It is proposed
to come down to the basin at the entrance of the West
India dock on the east side. This plan will give a
water communication from the City and the other docks
to this point, either through the City basin, or down the
river, as may be most convenient. In addition to the
dock traffic, they also expect a considerable traffic from
the wharfs along the river and the other docks. They
propose carrying passengers down to the docks ; but
that is not the foundation of the plan ; they look almost
entirely to a goods traffic. They will load the trucks
at the docks station, and which will be conveyed to their
destination without breaking bulk. ' There will be no
transhipment, no change from one truck to another ;
but they will come from Manchester, Leeds, and so
forth, straight down to the West India Docks, where
they will be discharged. Consider this a great advan-
tage ; it is one of the best plans for the trade of the city
of London that witness ever heard of. The cost of cart-
age and of transhipment avoided by. this plan ; and also
breakage of the goods and pilfering. They have not
much power of enlarging the goods station at Camden-
town ; they are enlarging the passenger station at Ens-
ton-square very considerably; they have made very large
purchases. They will nearly double the area at Huston-
square ; at present it is about six acres; by the new pur-
chases it will be nearly twelve. From the experience of
the last year, it is quite certain the increased area will
not be too much. The traffic on the London and Bir-
mingham Railway is so much increased, that the York-
shire and Lancashire trade will in future be worked as
two distinct branches of business at two sides of the
station. This arrangement is absolutely necessary from
the great increase of traffic. Inconvenience and delays
in respect of mails described as arising from confined
span of station. The goods traffic going to the West
India Docks will very much relieve the station at
Camden-town. That is one object that they have in
view, as well as to save the merchants and importers the
very heavy expense of cartage. The expense of cartage
in London, compared with the expense of bringing goods
from Manchester to London, is very considerable. Pick-
fords the largest carriers on the London and Birming-
ham line ; Chaplin and Horne next. All the large
carriers using the north of England have establishments
at Camden-town. As far as possible, all goods intended
for exportation, would be loaded at the towns themselves
for their destination at the East and West India Docks.
There must, however, be some re-sorting, but not much.
Their waggons contain something less than five tons.
Five tons the maximum; five tons of goods, besides the
weight of the truck. Decidedly prefers a smaller load
than this; would rather put two tons into a waggon than
incur the risk of re-packing and re-sorting; breaking
bulk, till the good; come to their destination, to be
avoided as much as possible. They like them to be
sheeted over at the provinces, and not disturbed till they
come to the place of delivery. Does not consider a ter-
minus for passengers at Farringdon-street at all desira-
ble for the Birmingham Company. A central station,
unless with a large space of ground, which it is almost
impossible to command in any central point in London
will do no good whatever. In a central station the
traffic of every railway to the north side, must be pro-
vided for. And unless separate divisions are made, to
allow each company to carry on their own business dis-
tinctly and separately, the confusion will quite mar all
the good effect of the measure. It is impossible to give
every railway a separate division. It is not only start-
ing the passenger trains, but they must have depots of
carriages, of waggons, and booking-offices ; and, in fact,
a whole establishment ; not, perhaps, quite so large as
the parent establishment at Euston-square ; but it must
be a very considerable establishment ; and if that is mul •
tiplied for each railway, it becomes almost an impossibi-
lity. It must be multiplied as regards carriages, and so
forth, though not as regards clerks so fully. In addi-
tion to the difficulty of obtaining sufficient room for
transacting the business of the station, great inconve-
nience would arise from the distribution from a central
point, through the existing thoroughfares, of so much
traffic accumulated in one point. If the London and Bir-
mingham terminus alone were brought to Farringdon-
street, it would greatly impede the present thoroughfares
in the neighbourhood ; but if in addition to this, several
other railways also had their stations there, the streets
would be enti rely blocked up. Ludgate-hill and Fleet street
would not be sufficientregards E
at this moment, from their having the whole traffic there
to themselves, there is little or no impediment to arriv-
ing
'fear of being mista en
ing • a man can calculate
ken
tproaiffintewpirtehsosuest
very much just at this
reachingbutwttnkees sdensetivneartiyoent
witnessed any impediment
e croaui
dw
talc s
late e
to be brought to one focus, no p,
freely and without difficulty.
Paddington. The uncer-
the same remark applies to
alsfs eanl lg
et hr
upon arriving with certainty or punctuality at the point;
thoroughfares in the
to the greatest and the most thronged
tainty would be still greater if that focus were adjacent
metropolis, east d difficult. Conn-
or Fleet street at present are slow an
t. n
and west. The passages along Holborn
for
should be under cover ; it is absolutely necessary
ders it very desirable that the platform at the station
the convenience of a passenger station. It is also very
desireble that all the carriages in the station at night
should be under cover. To provide for this, very large
sheds have recently been erected at Euston-square ; it
is very difficult to find accommodation for them all at
certain periods of the year ; the traffic of a large railway
varies so much according to the season, that it is almost
impossible to provide sufficient space. The number of
trains per diem on the. London and Birmingham Rail-
way is 22 each way, and 10 goods trains.
Mr. George Hudson, M.P., Chairman of the Eastern
Counties and Midland lines, states that the former are
promoters of a project for the extension of that railway
to Farringdon-street. The great object of this extension
it sk teo
wgeestt
-aesntda t ion d atsk
ec ecni tt
)r asA pp
.—Approves
sr soivbel with
se
ofthe rfreloe
c ae
ye toof.
Farringdon-street for their terminus. —They have no in-
tention of abandoning their station at Shoreditch; it
would still be useful for that part of the town.—Should
divide the trains in some cases, and in other cases run
certain trains on to the station at the West-end; some
trains would run to Shoreditch and others to Farringdon-
street.—Believes that their station in Farringdon street,
provided no other termini were brought there, would not
inconveniently crowd the streets in the vicinity.—But if
in addition to the Eastern Counties terminus in Far-
ringdon-street, other schemes are carried out, bringing
the termini of several other railways near the same
locality, i t will undoubtedly cause considerable incon-
venience to the daily traffic of the metropolis.---Any
great central station would be unmanageable in the
centre of London.—The station arrangements could not
be carried out.—The thoroughfares would not be always
passable.--It is desirable, where it can be accomplished,
to have a central station; admits that most fully.—At
Newcastle is centralizing the whole of a number of rail-
ways at one given point ; there it is manageable ; but in
London the traffic is too large; there would be delays in
entering the station ; the arrangements would be too
complicated; there would be delay also in getting away
from the station.—The same objection would apply to a
number of stations brought very closely together, with-
out the confusion of station management which there
would be in one common station. There would, however,
be the same confusion in the streets.—Has no doubt,
that if the Eastern Counties succeed in getting their ex-
tension to Farringdon-street, other railway companies
will also desire to get termini in or nearer to the City
than they are at present. Thinks the case of the Eastern
Counties one really demanding either a West end sta-
tion or something equivalent to a West-end station. The
Eastern Counties have a large quantity of traffic which
must come up to the West-end; and if they are extended
to York, the traffic will be very much increased. As far
as the West-end traffic is concerned, therefore, it is im-
portant, if they cannot get a West-end station, that they
should have one uniting, in a great degree, both access
to the City and to the West-end; and being the traffic
of one set of rails, there would be no difficulty in ma-
naging it. But if the Birmingham and the West of
England traffic is brought to the same point, it would
make a double amount of traffic, and cause the greatest
possible confusion at the station. Is perfectly satisfied
that a central station embracing the whole of the
railway termini, or any great portion of glow, in ono