The Sun.
London, England, 1867-01-28 00:00:00

FRANCE.

BOURSE, Jan. 26, Two o'clock.—Tho Bourse
exhibits greater firmness, with slightly higher
quotations. Three per Cent. Rentes have gained
Tic.--at 68f. 87ic., and Italian Fives sc.—at 51f.
35c. Credit Mobilier shares are at 498 f. 75c., an
advance of 2f. 50c., and Credit Fonder, 1,447 f. 50c.,
or Bf. 75c. higher. Comptoir d'Escompte have
advanced 2f. 50c.—to 777 f. 500. Mexican Loans
are higher than at yesterday's close, 6 per cents.
of 50c.—at 22f., and Bonds of lf. 25c.—at 148 f.
75c. Railways are also quoted with an improve-
ment of from lf. 25c. to 2f. 50c. English Consols
continue their upward movement ; a rise of i is in-
dicated by the telegraph.
Three o'clock.—The market closed as follows :
ti per Cents 9B 75 i Bank Shares 3380
Do. end month ltalian Loan 54 36
3 per Cents. 6B 00 Do. end month 54 40
Do. end month 6B 85 Mexican Loan 22
Credit Mobilier ... 501 25 Do. Bonds l4B 75
Do. end month ... 500 Spanish Threes
Credit Foncier
_ Home Debt

Do. end month 1415

Deferred
'AIM

RAIL'

For Account.
Orleans
Northern ll7B 75
Lyons and Mediterranean 907 50
Southern SG3 75
Western —
Eastern
Sardinian 95
Austrian
Lombard 3BB 75
North of Spain ll6 25
Saragossa l3i
Ditto to Barcelona —
Roman.. BB 75

LIVERPOOL COTTON MARKET.
(This Day.)

Market opens with a strong demand.
prbably 12,000 bales or more.

THE LATE CAPTAIN MUSH.

Sales

However the autocratic management of railways by mi-
litary men may be now regarded, it is but a very few
years since Captain Mark Huish was the leading railway
manager in the United Kingdom, and this is perhaps equi-
valent to saying the leading railway manager in the world.
Descended from an old Leicestershire family, he entered
the East India Company's service at an early age, and ob-
tained rapid promotion. Returning shortly after the com-
mencement of the railway period, he became secretary and
general manager of the Glasgow and Greenock line,
shortly after its opening in 1839 or 1810. Here his ac-
tivity and his powers of rapid organisation and discipline
soon attracted attention, and that especially of the late
Mr. Joseph Locke. When the Liverpool and Manchester
and Grand Junction lines were amalgamated he was offered
and accepted the post of general manager, and, in conjunc-
tion with his colleague, Mr. Henry Booth, he promoted
the interests of that undertaking with such zeal that it at
one time appeared likely to become the most powerful
of its kind in the kingdom. During the memorable gauge
contest of 1845 46, in which he took an active part, the
Grand Junction sought an independent line to London, an
attempt which led to its amalgamation, in 1816, with the
London and Birmingham Railway. The fusion of these
great companies into one vast undertaking—the London
and North Western—was in a measure due to the personal
influence of Capt. Huish, and he became not only the gene-
ral manager of the whole line, but the first public autho-
rity in railway management. His rule was most arbitraiy,
but it was based upon sound commercial principles as well
as upon an admirable system of centralisation. He en-
forced the utmost responsibility everywhere, and succeeded
by this and other means in securing a regularity, safety,
and cele-.:ty in railway travelling, and a command over
sudden and overwhelming irruptions of traffic, which had
never been known before. The management of the enor-
mous Exhibition traffic of 1851 is a sufficient instance in
point. A few' weeks after his election in April, 1852,
as an Associate of the Institution of Civil Engineers, he
presented to that body an important and suggestive paper
upon railway accidents, in which the causes of 1,000 cases
of engine failures and defects in a lengthened period in the
stock of 587 engines then belonging to his own lino were
m'nutely classified. It has been said that in this paper he
invented the now well-known team "rolling stock." In
September, 1858, Captain Huish resigned his post, in con-
sequence, as was well known, of the course taken by the
leading representatives of the competing lines with which
the London and North-Western Board had to carry out
traffic arrangements. His resignation, which, under the
circumstances, was but an impulse of high honour and
lofty spit, was received not merely with regret, but with
an astonishmentalmost amounting to dismay. After its final
acceptance, Capt. Huish was presented with an address and a
handsome testimonial from upwards of 5,000 of the men,
"from the humblest workman on the line to the leading
officers of the service." His reply to this, the third address
and testimonial of the kind he had received dieing his 18
years' connexion with the undertaking-, was in itself a valu-
able page from a groat railway experience, as well as an
expression of deep and genuine English feeling. Captain
Huish soon afterwards became deputy-chairman of the
Electric Telegraph Company, and he promoted the for-
mation' of the Clifton Suspension Bridge Company. He
also took a warm interest in the introduction of the pneu-
matic system of railways, which gives so much promise in
the future, and he was chiefly instrumental in introducing
railways into the Isle of Wight, his own chosen retreat
being at Combo Wood, Bonchurch, where his last hours
were passed.—Engineer.

A NOVEL WAGER.—On Tuesday, the 17th of
January, 1826, Mr. Henry Hunt, jun., a son of the cola-
brated Henry Hunt, of political notoriety, drove his
blacking caravan and four horses, for a bet of 100 guineas,
over the Serpentine and back without the slightest
difficulty.