The Sun.
London, England, 1857-08-27 00:00:00

LONDON, tHURSDAY • EVENINGI AUGUST 27, 18Ea.

~SPORTING INTELLIGENCE.

EGFIAM RACES—WEDNESDAY.
the Egham Stakes of 5 sous each, with 25 added, for
3-yr-olds and upwards. Optional selling weights, &o.
One mils. 7 subs, •
Ur. T. Stevens's SAlollies, 3 yrs (1001.), sst 111 b
(A.. Edwards) 1
Ur, J. IL Wyndham's Dundas, 3 yrs (800, sst 111 b
(Faulkner) 2
Vlr. Angell's Paula Monti, 3 yrs (80/.), sst 131 b)
(Plumb) 3

Rada'Wang and Inspiration also ran.
Betting-7 to 4 agst Salonica, 3 to, 1 each egst Dandas
and Paula Monti. .
Won by two lengths, a neck between the second and
third, bad fourth.
The winner was sold by auction for 155 guineas, and
_toes into H. May's stable.
The Baron's Stakes (Handicap) of 5 soya each, with 40
added, for 2-yr-olds. Winners after the declaration
of the weights 41b extra. The second to save his
stake. T.Y.C. 14 subs.
Mr. Mellish's Little Treasure, 7st 41b (in. 41b extra)
(Fordham) 1
Lord Ailesbury's c. by Alarm—Bribery, 7st 41b (in.
415 extra)
Nlr. W. G..aklwin's Lady Nelson, Est 121 b (Musgrove) 3
The hollowing also ran :—Schoolfellow, Redan Hero,
Stapleton.
Betting-5 to 4on Bribery colt, 4to 1 agst Little
Treasure, 7 to 1 agst any other.
Won by three-quarters of a length ; half a length be-
tween the second and third ; bad fourth.
rtie Queen's Plate of 100 guineas ; 3-yr.olds, Bst 21b ;
4-yr-olds, Oat 51b ; 5-yr-olds, 9A 111 b ; 6-yr-olds and
aged, 134. Two miles and a distance.
Mr. T. Parr'a Fisherman, 4 yrs (Wells) 1
Mr. Hart's Winkfield, 6 yrs.... (Clement) 2
Nir.-Mellisil'a Tame Deer, 4 yrs
Leamington and Weatherglssa also ran.
Betting— 6 to 4 on Fisherman ; 5 to 2 agst Leamington.
Fisherman jumped-off e ith the lead,imade all the run
thing, and won in a canter by two lengths; bad third.
Leamington was last from start to finish. Weatherglass
4.olted soon after starting.
The Magna Charta Stakes of 6 soya each, with 30 added,
for 2-yr-olds and 3-yr-olds. Allowances and penalties.
The winner tabe sold for 200 soya, if demanded, &c.
If entered for 1501. allowed 31b. 1001., 51b. T.Y.C.
10 subs.
Mr. Greville's Grand Duchess by Orlando, 2 yrs (1501.)
(Plumb) 1
Mr. Parker's filly by Joe Lovell_Terpaichor?, 2 yrs
• (100/.%, 64t 111 b .. (Adams) 2
Mr. J. H. Wyndham's Sister to Panpipe, 2 yrs (1501.)
Est 31b (Faulkner) 3
Salonica and Waterer also ran.
netting-7 to 4on Grand Duchess, 4to 1 aget Terp-
,ichore filly, 6 to 1 agat Salonica.
Won by a head, two lengths between the second and
third, bad fourth.
The winner was claimed by Mr. Parker.
The Town Plate of 50 soya (Handicap). Straight half
mile.
Mr. Mellish's Jessie, by Slane, 3 yrs, Est 121 b
(Fordham) 1
Mr. Payne's Mabel, 6 yrs, Bst 81h (Plumb) 2
Mr. Simpson's Inder, aged, Tat 10lb (Musgrove) 3
The following also ran :—Coroner, Spinet, Sorceress,
Wild Honey, Bonnets o' Blue, Out-and-Outer, Weather-
alass, filly by Joe Lovell, Ocean Queen, The Bellman,,
Yeas, The Orphan, and Ibex.
Betting-3 to 1 aget Jessie, 4to 1 agst Weatherglass,
5 to 1 agat Mabel, 10 to 1 agst any other.
Won by a length and a half ; a neck between the se-
cond and third. Weatherglass was a moderate fourth,
Sorceress was fifth, and Spinet sixth.

RADCLIFFE RACES.-WEDNESDAY.

Bury Plate.

Llesperithusa
G SpringuePullet
Jack

. Three ran.
Two-year-old-Stakes.

Maritornes
Mufti
Miss Hilton

- Four ran.
Manchester Cup.

Lord Jersey
Bracken
De Ginkel

Three ran.

shareholders they decided upon asking their consent to
an appl cation to Parliament for a bill to authorise the
return of the large stems deposited with the Accountant-
General preparatory to winding up the concern, should
'that step become necessary, arid it was proposed to sub-
mit a resolution to the present meeting to that effect.
(Elear, bear.) When they arrived at this stage of the
proceedings the directors thought it right to wind up all
outstanding liabilities of the company, knowing that
that could be done much more advantageously while the
company was alive than at the last stage of its existence,
when they would be pounced upon by any creditor and
made to pay to the last farthing. As it was, they had.
been enabled to compromise many of the claims, and he
was bound to say that the compromises they had offered
evidenced great liberality on the part of thegentlemen with
whom they had been made. They had now no outstanding
liabilities, or rather be should say that every remaining
liability might be suet by something short of 1,0001. He-
wopld not d well on theidisturbing circa in- tances which had
contributed so far to the failure of a project which at one
time was so promising. The state of the money-market,
the Russian war, and, in fact, almost every possible cir-
cumstance seemed to have intervened to prevent the
success of the undertaking. The position, too, of the
two great companies, the Great Western and the Great
Northern, had had a depreciating affect on the prospects
of the Metropolitan Railway. As dividends went down
the directors of these companies were naturally averse
from submitting to their shareholders proposals for spend.
ing large sums of money in carrying out other under-
takings which, hewever valuable to them, were not
likely to be regarded favourably at such a time. (Hear.)
He regarded the lose of this. metropolitan line as a na-
tional one. Ho did not believe that another opportunity
would occur of carrying it out upon equally favourable
terms. He did not believe, if their powers of this pre
sent Act were allowed to leseen, that they would ever
again obtain a bill which would be accompanied with so
small an amount of risk, or that they would be able to
aeonte.eo }age enema of land as they Lad now at their
disposal for a terminus in the heart of the city of Lon
don. (Bear.) It was, therefore, with deep regret that
he -had to announce the conclusion at which the board
bad arrived. (Hear.)
The resolution for the adoption of the report having
been seconded,
Mr. W. A. WILKINSON cenfessed he was surprised
that even in these times there was not sufficient confi-
dence on the part of the public in a scheme which ap-
peared to him to be fraught with advantage to all patties
concerned. (Hear, hear.) All railway companies had
made mistakes, but what he would point out was that,
if not the directors, at'all ()yeas the shareholders of the
Great Western were deeply interested in the proceedings
of this company, and that their present position was
owing in a great measure to that want which the Metro-
politan Railway would have supplied. He then
entered into an elaborate-statement with a view to show
that it was not the new branches of the Great
Western Company that bad reduced its dividend so
low as 1 per cent., but the want of a city terminus
such as the Metropolitan Reilway, if constructed, could
afford them.

A very long and animated discussion ensue-1, in which
Mr. Jenest Mr. C. Pearsin, Mr. AYrton, and other
shareholders took part. The utility of the undertaking
in developing the property of the Corporation of London
and the traffic of the Great Western and Great Noithern
Railway Companies was strongly urged ; but it was held
that without the assistance and hearty co-operation of
those bodies it would be a folly for the existing share-
holders to proceed with the undertaking. It was proposed
by Mr. Pearson that the scheme should be divided into
two undertakings, leaving to the Great Western, if they
pleased, to make the extension from Paddington to
King's-cross, there to join the City terminus line.
The report and statement of accounts were adopted.
Mr. W. A. Wilkinson and Dr. Challis were requested
by the meeting to join the board, and on a show of
hands were unanimously elemed directors of the com-
pany, with the understanding that they should be at
liberty to retire from the b, aro whenever they pleased.
On the motion of Mr. AYRTON, a resolution was
passed authorising the directors to take the necessary
steps for ranking application to Parliament in the next
session for power to dissolve and wind up the company,
unless in the meantime they should make arrangements
for the disposal of the company's property.
A vote of thanks to the chairman and directors con-
cluded the meeting.

PROPOSED GitEAT CENTRAL WEST-
END TI RitINGS.

Every one knows the difficulties experienced in get-
ting to or from the West-end, whether by road or rail.
These difficulties the proposed West-end Terminus about
to be established;will do away entirely. It will purge and
c'

eanse the dirty parts of Pimlico, relieve the monstrous
aggravation of traffic which for years has made London-
bridge a. nuisance, make the lonely neighbourhood of
Victoria-street one of the most important sub-centres in
the metropolis, and giva.such facilities -to metropolitan
communication as have long been wished for, though
until now without a prospect of being realised. The plan
by which all this is to be effected is so simple, so inex-
pensive, and so thoroughly practicable is all its details,
that the marvel is how it has escaped the vision of rail-
way projectors for so long a time. It is nothing more
nor less than the formation of a short line from Bat-
tersea, running tlirough Brixton, Clapham, Dulwich,
Camberwell, and the suburban districts on the Surrey
side of the water and communicating with all the lines
of railway going south. Pram Battersea it crosses the
river on an iron bridge, to be built for the purpose, and
at once enters the bed of the present Grosvenor canal,
along the course of which it continues to the central ter-
minus to be erected on the cite of the Grosvenor basin—
an immense area at the end of Victoria-street, West-
minster, within a stone's throw of Buckiugham Palace
and Grosvenor-place, a quarter of a mile of the Houses
of Parliam,.nt, and less than 1,000 yards from Charing-

Cross.
It is always rather difficult to describe intended build-
ing plans on a large scale, but such of our readers as are
unable to appreciate the advantages of the scheme from
this verbal report will be enabled to do so fully by an in-
stant's reference to the map of London. The short subur-
ban line which we have mentioned is intended to run round
the south of the metropolis, will communicate with the
lines to Brighton, Dover, the Crystal Palace, the mainline
of the Seuth-Western, the Croydon, Epsom, Mid-Kent,
and Ntrth Kent—in fact, with allthe London railways on
the Surrey side of the Thames. The amount of subur-
ban passenger traffic, by this line is estimated as being
of itself sufficient to justify its immediate formation, and
the peculiar advantages which it must derive from being
in connection with all the other main routes are suffi-
ciently apparent. To accommodate the expected in-
crease the whole of this line will he laid down for four
pairs of rails. From Brixton the line will approach the
river along the eastern boundary of the new park at
Battersea, passing above the Crystal Palace Sloane-
street station. The bridge portion of the undertaking
will be the only one presenting any feature of engineer-
ing interest or difficulty along the entire route. It will
run parallel with the handsome new suspension bridge
at Batter?* but only about a quarter of a mile distant
from it en the London side. In consequence of this
rather near proximity to what will undoubtedly be one
of the handsomest bridges about the metropolis-object-
tions may be offered on the part of the Government,
who may stipulate that the span of the centre of the
railway bridge shall equal that of the suspension. This
would repuire an iron arch of nearly 400 feet span—a
rather important engineering work, though nothing
when compared with the colossal tubular bridge which
crosses an arm of the sea at more than 200 feet above
its surface. The promoters of the scheme are, however,
quite prepared if necessary to make the centre arch of
any breadth of span which the Government may Ex
The bridge will run direct to the entrance of the Gros-
venor-canal. As even among the be,t informed of our
readers there may be some not thoroughly acquainted with
the topography of this stagnant' channel, we may men-
tion that its entrance from the Thames is on the Mid-
dlesex side, ebout a quarter of a mile or so from the new
bridge, and thence it runs in an almost straight line
through the shabby parts of Pimlico, terminating in the
Grosveuor-b-asin, a deep and extensive dock near the
end of new Victoria-street. It was made by the
Marquis of Westminster, whose consent it was, of
course, necessary to obtain before the canal could be
converted into a route for a railway. As, however,
the canal has been by no means a lucrative
investment, his lordship at once consented to the pro-
posal, merely requiring to be assured that neither he nor
his property would be injured by the change. This wee,
of course, satisfactorily demonstrated, and his lordship
gave a lease of the property for 999 years, stipulating for
nothing more than the present rental of the canal—a by
no means heavy sum. This great liberality on the part of
the marquis removed the only bar which could have been
placed on the success of the plan, and since that time
the whole undertaking has been carefully matured, and
has advanced the necessary stages towards obtaining a
bill next session.
The canal presents almost unequalled facilities for
carrying out the plans in the most effective and cheap
manner. The operation will be brought about by opening
the lock-gates, letting out the water, and filling in the
bed and basin with dry rubbish, till the whole is raised to
the "low levtron which it is intended that the line shall
be laid. No vaulting is required; no expensive property
bas to be purchased, or engineering difficulties to be
overcome. The line thus made will terminate at the Cen-
tral station, on the site of the basin of thecanal. If this
station is finished as intended, it will undoubtedly be
one cf the finest and most capacious buildings of its kind
in existence, The area of the basin iii 7 times greater
than that of the station at. London-bridge, and nearly 5
times larger than the whole extent of the Great Western
terminus at Paddington. In addition to this large space
the promoters have already secured no less than 40 acres
of grouud round the basin, so as to admit, if necessary,
of the terminus being extended to more than twice its at
present proposed size. There will be more than suffi-
cient space in all for every line south of the Thames. For
the accommodation of these there will be le departure
and 6 arrival platforms. Only a small number of the
latter is requisite, for an arriving train is empty in a
few minutes, while those starting have generally to oc-
cupy the platform nearly half an kour. Each platform
as belonging to a distinct line, will have its own book-
ng and luggage office in the general buildings of the

terminus. The roofing of the space set apart for the
actual arrival and departure of trains will of c mrse be
glass and iron, and upwards of 1,400 feet long by 500
feet wide—another Crystal Palace in its way. The gene-
ral plan of the whole terminus will be that of a huge
quadrangle. The exterior thus forms a noble range of
buillinge, and which, judging from the designs alrsads
prepared, will prove a valuable addition to our not very
ilarge stook of ornamental architecture in London. The
style will be Gothic, and the front elevation in its gene-
ral features is not unlike the terrace front of the new
Houses of Parliament, though, of course, less fl irid and
expensive in detail. Tiais portion will, b.) expressly built
for an extensive hotel—an hotel sufficient, if need be, to
shelter all the multitudinous visitors who daily flock up
to London from the south of England. The courtyard
in the interior of the quadrangle will be 350 feet long by
150 wide, and all roofed in with glass and iron. Into
the centre of this passengers wil drive on coming t'
start per train, and all the various entrances into ths
terminus beyond will be ,marked with the names of the
lines to the platforms of which they dead. Thus the in-
tending traveler drives at once to his point of dep.'''•
tore—Go:port or Windsor, Brighton or Gravesend.
Salisbury or Devon port, as the case may be.
In 'hese few remarks we have, of course, merely given
the "heads" of the scheme, but enough, we think, to
show both its importance and great utility. The extent
of the latter, in fact, can scarcely be overrated, for, is
addition to the West-end and the south side, nearly one-
half of the northern division of London will also be ac.
colon-lodated. A glance at the map will show our readers
a few of the routes• which the weary passengers from
Bayswater, Paddington, or Camden-hill must traverse
ere the Brighton, Waterloo, or Crystal Palace stations
can be reached ; and none can doubt the improvement
of the change, which may be said to make Charing-cross
Vie common centre. It is, in short, the first step
towards making our unwieldy, overgrown metropolis
manageable. with, regard to distances, and diminishing
the inordinate traffic through some of our most crowded,
routes, The idea itself is a grand and comprehensive
one, and, as far as it has gone, it has besn well
and carefully planned. For the rest, we can only hope
that such success may attend it as a scheme so c aducive
to the public benefit and accommodation reaPy deserves.