The Sun.
London, England, 1846-11-17 00:00:00

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vein, and Cheltenham, and to purchase the Hereford-
shire and Gloucestershire Canal Company, and to
make a junction with the Shrewsbury and Herefoid
Railway.
7. A Railway from the Erewash Valley line at Pinx-
ton to Mansfield, to the Nottingham and Mansfield Rail-
way, with a branch from the Erewash Valley branch at
Claycross, to the Alfreton Iron Works.

This company also apply for powers-
1. To make a deviation in the Syston and Peter-
borough line, between Melton and Ashwell, and the
Barnack and Elton branch is to terminate at the Wans-
foid-station of the Peterborough line.
2. To purchase the Gloucester and Hereford Canal.
3. To enlarge Masborough and Normanton stations.
4. To purchase the railway from Nuneaton to Leicester.
5. To enlarge the Leicester and Swannington station,
and to make divers short branches to coal-pits, &c.
The following projected lines are connected with one
or other of the companies whose projects have been given
above :

1. The Manchester and Southampton, from South-
ampton to Cheltenham, with connecting lines to the Ox-
ford and Cheltenham and Great Western ; the Midland
Counties and the South-Western companies to subscribe.
2. The Royston and Hitchin (late Cambridge and
Oxford) extension from Royston to Cambridge, with
power to sell or lease to the London and York.
S. Eastern Counties Railway From Hertford to
Hitchin, with power to sell that part between Hitchin
and Broadwater to the London and York.

4. Leeds, Delvsbury, and Manchester—Extension to
Wakefield, and junction at Methley with the Wakefield,
Pontefract, and Goole line.
5. Leeds, Wakefield, and Midland Junction—From
Leeds to the Wakefield, Pontefract, and Goole lines at
Wakefield, with power to incorporate a company, and
sell or lease the same to the Midlands.;, (This is a new
company.)
6. Manchester, South Junction, and Altrincham—
Branch to the Manchester, Bolton, and Bury Railway at
Salford, Manchester, Buxton, Matlock, and Midland.
Deviation between Stockport and Matlock. Two minor
deviations, and power to the Manchester, Sheffield, and
Lintolnshire Railway to subscribe.

PROSPECTIVE POSITION OF THE LARGE

LINES.

From various circumstances that have recently occurred,
we think we are now:able to form something like a true
estimate of the relative positions which the great Eng-
lish railway companies will ultimately maintain in sup-
plying the public with railway accommodation. Let us
state the facts, and draw a few practical inferences.
The London and North-Western evidently aims at
securing the principal traffic between London and John
o'Groat's. To accomplish this the main lines to Scotland
have been leased, and the key to the command of 'the
traffic farther north has thus been secured. We have
the best authority for stating that arrangements are
nearly completed, by which the London and North-
Western will extend directly to Aberdeen. Now, ob-
serve what a powerful hold this gives to that company.
The Caledonian will form a continuation of the Lan-
caster and Carlisle in a straight line northward to a
point midway between Edinburgh and Glasgow,
branching off right and left to both these cities, while it
joins the Scottish. Central, and continues right on by
Stirling to Perth, and thence by the Scottish Midland
to Friockhem, the southern terminus of the railway
from Aberdeen. At this point the Grampian-hills practi-
cally shut out any other project on the east side thus
far north, and consequently the great stream of
traffic in this direction to the southward and northward
must pass over the Aberdeen line. From Aberdeen the
Great North of Scotland conducts to Inverness, and the
Northern Counties to the seaport and inland towns of
Caithness. The Great North of Scotland, being an ex-
tension of the Aberdeen line, if the London and North-
Western command the fornier it is bound also to lease
the latter, and hence the whole of the east coast and
central district of Scotland will be linked in the great
iron chain. Having got access to Edinburgh by the most
direct route, it will, no doubt, be a comparatively easy
matter to secure as many links in that direction as will
serve to strengthen the position of the company in that
locality, so that the east coast of Scotland may be fairly
• said to be now in its hands. The branch of the Caledonian
that leads to Glasgow will give the London and North-
Western a perfect command of the west coast traffic.
The Caledonian leased the Caledonian Northern Direct,
for which a Bill was obtained last session, and as this
line is joined" by the Scottish Grand Junction, which
leads from Dumbarton to Oban, and thence by the Cale•
donian Canal and Great North-Western to Fort William
and Inverness, both of which projects, if made, would
no doubt come under the same management, the com-
mand of the whole traffic on the west coast would
thus be secured. It is clearly evident that this is what
the London and North-Western is driving at, and
if it secure such a position, what a tremendous
power will be in its hands ! First, it will have a main
trunk line direct from London to Scotland of upwards of
300 miles; then a right arm encompassing the whole 'of
the east coast, and a left arm embracing the entire
circuit of the west, joining hands at A point that enables
it virtually to include the whole country, auel practi-
cally to defy opposition. Within the territory of this
giant monopolist, when once he gets a chartered right
to govern, there will be a power exercised, either for
good or evil, of which no real estimate, can at present be
formed.

While the London and North-Western thus seeks to
reign centrevvardly in the foreground, and circumferen-
tially in the *distance, " the Railway King" aims to es-
tablish himself in the east, and there reign without a
rival. Having linked the Great North of England to
the Eastern Counties and Midland line, he pushes on
from Newcastle to Berwick, and from:Berwick to Edin-
burgh, in one unbroken chain. The North British at
one time essayed to get a footing northward, and hoped
to get forward by means of the Edinburgh and Perth;
but the leasing of the Scottish Central and Midland by
the London and North-Western appears to have ren-.
dered
,that prospect doubtful. Had the Edinburgh and
Perth and Perth:and Inverness secured Bills last session,
the North British, it is understood, would have worked
its way to the capital of the Highlands, and thus given
competing lines to Scotland from end to end; but as the
one failed from defective plans, and the other on the
merits, there is not much chance that either will be re-
vived at least for some time again. Mr. Hudson will,
therefore, for the present have to confine himself to the
east coast and .midland counties in which there is
room and verge enough truly for him to reign.
Leaving the Railway King in the east, the London
and North-Western in • the centre, we now .come to the
Great Western, whose territory would now appear to lie
more than ever to the west. With one competing line
from London to Birkenhead the public interests would
be pretty well secured; but while this is so far likely to
be realised by the London and Oxford and Birmingham
and Oxford Junction, the leasing of the Shropshire line
gives command of another district to the London and
North-Western, by which the Great Western will be
again thrown back. To compensate for this, the broad
gauge seeks to betake itself more largely to the west
side, and Wales; and if amalgamations and leasings are
to be worked out there as they are being worked out in
the centre, and on the east coast, the Great Western
will be able to boast of an extensive and important
domain.

Here then we have "great facts" before us in the
railway world—three great companies, all in process of
consolidation, and whose individual and separate interests
cannot be said to be directly under public,control. Were
theyiso situate that publicly " the interest of one" would
necessarily be "the interest of all," and the "interest of
all the interest of each," their consolidation would be a
subject of small concern; but the constituent elements
of the three are not exactly those of the vox populi, and
therefore lex suprema must be administered by other
bands. Whether these will be rightly guided, and by
whom they are to be controlled, are questions yet to be
settled.l
; . .

NELSON RELICS.
TO THE EDITOR OF THE TIMES.

Sir,—There is nothing either foolish or fanatical in the
curiosity and interest which all men feel about relics and
souvenirs of distinguished men, provided they be genuine
and authentic. The sword alleged to have been worn by
Nelson at Trafalgar, and just presented by Lord Saye
and Sele to Greenwich Hospital, would be an object of
well merited interest and worthy of being enshrined in
that noble institution, did it not, unfortunately, lack the
proper evidence of authenticity, and, in spite of the war-
ranty given it by the curiosity-dealer, prove to be more
probably the dress-sword of Mr. Alderman Smith. The
relic, therefore, has been most wisely declined by the
authorities, as a more fitting trophy for Guildhall than
Greenwich Hospital.
By the good taste and munificence of his Royal High-
ness Prince Albert the undoubted coat in which Nelson
fell is in possession of that institution, and forms an ob.
ect of great interest to the thousands who visit the
Painted Hall. It is much to be regretted that the bullet
also which killed him, and which bears an undisputed
pedigree, should not be placed in the same keeping. On
the death of Sir W. Beattie, who extracted it from the
body of the hero, and ever afterwards wore it about his
person, it was natural to expect he should have be-
queathed it to Greenwich Hospital, where he was many
years physician ; but, dying intestate, the relic fell to
his brother, who loyally presented it to the Crown.
There could not be a more popular and graceful accom-
paniment to Prince Albert's gift of Nelson's coat than if
her Majesty should see fit to be pleased to present the
fatal bullet to Greenwich Hospital ; which then, instead
of being locked up at Windsor, would be visited from
time to time by millions of her Majesty's loyal subjects.
I am, Sir, your obedient servant,
GRENOVICENSIS.

THE HOLBORN IMPROVEMENTS.—Circumstances
are favourable at this moment to the improvement of
Ilolborn, and it is to be hoped will be taken advantage
of. The official referees have just now confirmed the
condemnation of some of the houses in .Middle-row,
unless certain specified works, amounting almost to a
rebuilding, be done ; and this, therefore, is the right
time to treat for their purchase, with the view of getting
rid of the whole block of houses which now stand so
much in the way. To suffer them to be rebuilt, and the
nuisance perpetuated, would be really disgraceful. In
Field lane, too, as our readers know, many of the houses
are to come down.

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S TT Ng
NOVEMBER 17, 1846. PRICE SD.

NAVAL INTELLIGENCE.

NOVEDIBER 14.

PROMOTIONS AND APPOINTMENTS.
surgeons —John Moolenhurgh Winter, to the Medea,
Rotors Grigor, to the Albatross; Frederick N. Slight, to
the Rosamond; William Robertson, to the Birkenhead.
Clork in Charge—Herbert Johnston, to the Belvidera.
Master—Richard Read, to the Mutine.
NOVEMBER N.
Masters'. Assistants —Frederick T. Carr, to the Ocean;
William Hewlett, to the Rosamond.

Acting Assistant Surgeons—W. E. O'Brien, to the
Birkenhead; William Crawford, to the Medea.
Assistant-Surgeons—T. J. Urquhart, to the Woolwich
division ; C. N. Wilkinson, to Greenwich Hospital ;
Joseph B. H. Collings, to the Hibernia; W. M. Saunders,
to the Victory ; William Webber, to the Grappler ;
Alexander Armstrong, to the Victoria and Albert.
Naval Cadet—Alexander F. Cambier, to the Ocean ;
Seymour Curtis, to the Hibernia.
Lieutenant—John A. 11. Boyd, to be Chief Officer
Coast Guard.
Commanders Edward Collier, to the Trafalgar ;
Horatio Jauncey, to the Albion ; William Worsfold to
the Imaum.

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