The Sun.
London, England, 1845-10-06 00:00:00

Ditto NOV • • • • •,..•

Do. Guarant. t ptn• Cnt.
London and Greenwich •
_ .

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Do. Pref. or Privilege..
London and South Westrn 71
Do. New Cons. Eighths 3.
Do. New, 501 Shares • •
Do. New, 401. Shares.. 1:
London and York . • • • • ..
Ditto (Bawtry) . ......
London and Windsor • • • •
Londn, Salsbury, & Yeovl •
Londonderry & Coleraine. ;
Londonderry & Enniskilln
Lynn and Fly ••••• • • • • • 14
Lynn and Deseham .. • •
Manchester and
Ditto Half Share's • • • --
Dittci Quarter Shares •
Ditto Sixteenths ••• . •
Mancha& and Birkenhead
Manchester & Birminglim 89
Ditto Quarter Shares • 16
Ditto New Quarters . • 13
Do. Con. & welsh June. 3
Manehestr, Boltn, & Bury
Nlnchstr, Biotin, & Matlk 11
Man. Sher. and Mid. June.
Manchestr & Soutliamptn
Midland .. •••••••• • • •• • r• 173
Ditto Fifths
Ditto New ... •• • ....• 29
Do. Con.Dirm. & Derby 13C
Midlnd CLWestrn (Irish)
Do. Extension to Sligo
Newest' & DaringtnJuric 61
It?. New (Brandling)..
Newcastle and Berwick • • 21
Nelvcsstle and Carlisle. •
N,:ftg4.l,e, Durham, & Lan. 4
A.Pergavenny 2
" LllMekiiikep • • 3
Ne".vry at. • jet,.::
Newark and Stu_ I Yf
North Ilritish • • • • • • • • • • -
Ditto New Shares •• •
,orthein and Eastern • •
Do. Scrip (iss. at 5 dis.)
I>o. Quarter Shares • •
N. pill' Devon .•• • • •• • • 3
N..rtk Kent ..
: th Staffordshire
N.., th Eastern . ..... . •.—.
...sat Union (A) • • •
Ditto (11) •• • •• • •
,th Wales Mineral •
Ditto New Shares ...:
Western ........
Wales
s::.wich and Brandon .. 21
:ntto Nevr • • • • • • • • • • • •
••• Belvoir, & Granthm
ttingham and Boston..
:rt., Er wsh. Val. & Man.
~,,rtingliain & Mansfield
....;.)rd and Binning. June
.:Z,rd and Worcester • • 11
ford and Cambridge • •
rth and Inverness • • • •
,„rtsmouth Direct ••• • • • .
. 'estort and Wyre ••• • • • 41
Ditto Half Shares •• • •
Do. Pref. 5 per CL. Guar
Do. Pref. 5 per Ct. &di v.
reston & Wyre Extens.
ezW. End June
itugi,7 and Huntingdon.—
sottish Cjntral •,.• • .. 11
.sottish Midland • • .. .• • •
•Itetlield anti Manchester'
Ditto Quarter Shares..
Ditto ditto (No. 2) . •
Ditto ditto (No. 3) • •
Sheffield and Lincoln •• • •
Sheffield and Rotherham
ihrewsbry& Grand June.
ihrewsb„ Wor., & Crewe 4
ihrws.,Wolv.,Dudl,& Bir I
ihrwabry & Trnt Val. Ue.
Shrws, IlerefLA N. Waies
•'•ia:rtantrian .•• • • .....
Seuth Devon .•• • • •• • • _
South Midland ••••• • . • • • 7'
South Eastern and Dover 4;
Do. New (iss. 32/.) No. I
Do. (iss.33/,65.8d.) „ 2 1

Do. (tae. 301.)

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Staines and ItlehinOnd , • •
Staffordshire & Shropshire
Stirling and Dunfermline
South Wales • • • • • • • • • " •
Tean and Dove Valley • •
Trent Valley . • • . • • . • • • • •
Do, and HolyheadJunc.
i'ale of Neath • • •• • • • • •
West Lontkin, Old Shares
West End & Sottrt: Court.
.Vexford and Carlow . , . •
Warwick and Cheltenham
Waterford and Kilkenny
‘Vatrfd,Wafd,Wick& Dub
Wakefield and Bradford • •
Wakfld, Pontefrct, & Gool
Wakefield and Harrogate
Warwick and London . • •
West' Lancashire
Worcester and Tring •. • • -
,Vidtehaven sad Furness -
Do. New Ilalf Shares.. -
Welsh Mi4anil • • • .
Wet' Cornwall..., ••• • • • -
West Yorkshire • • • • • • • •
',Vilsontwii, M. & Coltness
Somrst„ & Weymtil I
Wilts, Somrst, & tiontharn
Yarmouth and Norwich • . ••••
Ditto New.. •• • •
York and Carlw-
York and ",,-th nd 1,,
;Mtn yam Burn
Ditto Eicorirro'
Ditto Bolbf ••••• • • • • • 8
Ditto ..,,,ension
Yorkshire & Glanow (7n. -

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i•!etT 16%'
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EXETER, Ocr. 4.

STOCK EXcIIA_NGE.—The sales are—Devon and Central
Cornwall, p.—Exeter, Yeovil, Qui Dorchester, 1

North Devons, 13/4 p.—Exeter, Topsham, and Exmouth
(Daw's line), 3/4 p.—Ditto (Head's), 'IX3 p.—South Wales,
7 IA--.Eastern Counties, New, 71,4.

SHEFFIELD, Oar. 4.
STOCK EXCITANG;;.—The sales are—Sheffield and Man-
chester, Quarter Shares, No. 2, 18 ex new—Derby and
Crewe, s%—Derby and Gainsborough, 414—East Lincoln-
shire, 634—G001e and Doncaster, 63/4—Grimsby and Shef-
field, 2514—Ditto, Quarter Shares, 61,4—Grimsby Railway
and Dock Extension, 11%—Manchester, Midland, and
Great Grimsby, 6%—Sheffield and Lincolnshire, 73/4—Wake-
field and Harrogate, s%—Wilts, Somerset, and Southamp-
ton, 2/. 17s. Gd.

HUDDERSFIELD, Om 4.
STOCK EXCHANGE.—The sales are—Essex and Suffolk,
18 p.—Leeds and Liverpool Direct, 7'%—Manchester, Bir•.
mitigham, and Welsh Junction, 3%—Nottingham and Boa-
ten, 4,!,—Oxford, Worcester, and Wolverhampton, 197 i
Waliefield and Bradford, 6/. ss. 9d.
YORK, OCT. 4.
STOCK EXCHANGE.—The sales are—Durham and Sun-
derland, New (guar. 5 per cent.), 5/. 6s. 6d.—Eastern Union
Extension (Norwich), 54—Midland, New, 274—Newcastle
and Darlington Junction, New (BrawHinz), 581/2—North
British (Car.isles), 51/4—Caledonian Extension, 41/2—Coven-
try, Nuneaton, Birmingham, and Leicester, 4%—Derby and
Gainsborough, 41%—Grand Union, 4!. 6s. 6d.—Leicester and
Bedford, 436—Liverpool, Manchester, and Newcastle Junc-
tion, B—Lynn and Ely, 71/, ex call—Manchester, Buxton,
&c., I()VB—Newcastle and Berwick, 20/B—North Stafford-
shire, 834—North Western, 64—South Midlands, 9—Welsh
Midlands, 41/2—West Yorkshire, 15—Wiits, Somerset, and
Southampton, 124.
EDINBURGH, Ocr. 3.

•
STOCK EXCIIANGE.-The sales are-Aberdeen, 4/. 165.-
A bercleen, Banff, and Elgin, 2/. 13s. 6d.-Airdrie and Bath-
gate, 41. 15s-Arbroath and Forfar, 251.-Ditto, Half Shares,
15!-Armagh and Portrush, 31.-Banffshire, 2/. 10s. 6d.-
British and Irish Union, 4/. 95.-Belfast and County Down,
3/. 155.-Cambridge and Lincoln, 5/. 2s. 6d.-Caledonian.
151. 12s. 6d.-Caledonian Extension, 4/. 165.-Caledonian and
Dumbarton, 5/. 2s. 6d.-Clydesdale Junction, 221.-Direct
Northern, 3/. 2s. 6d.-Dundee and Arbroath, 371.-Ditto,
New, 181.-Dundest and Perth, 81. 10s.-East of Fife, 3/.
165.-Edinburgh and Bathgate, 41.55.-Edinburgh and Glas-
gow, ex news, 741.-Ditto, Half Shares, 14 prem.-Ditto,
Quarters, 191. 10s.-Ditto, New, 151.-Edinburgh, Glasgow,
and Dumbarton, IL 12s. 6d.-Edinburgh, Leith, and Gran-
ton, 261.-Ditto, Preference, 21/.-Edinburgh and Northern,
3/. 55.-Ditto, Newport, 1/. 15s. 6d.-Ditto, Lochgelly,
Edinburgh and Perth, 4/. 165.-Edinburgh and Peebles,
31. 1 Is-Forth and Clyde Junction, 3/. 165.-Glasgow and
Ayrshire, 731.-Ditto, New Stock, 21/. 12s. 6d.-Glasgow
and Belfast Union, 3/. 175.-Glasgow and Garnkirk, 451.
-Glasgow, Dumfries, and Carlisle, 2/. 55.-Glasgow and
Greenock, 221. 10s.-Ditto, New Stock, 10/. 155.-Ditto,
Preference, 21. 55.-Great North of Scotland, 3/. 175.-In-
verness and Elgin, 1/. 125.-Kilmarnock and Ardrossan,
8/. 155.-London and York, 71.-Monkland and Kirkintil-
loch, 331.-North British, ex news, 261.-Ditto, Halves, ex
news, 71. 55.-Ditto, Fifths' 71. 65.-Ditto, Carlisles, 4/. 19s.
-North Wales Mineral, New, 6/. 55.-Perth and Inver-
ness, 31 45.-Scottish Central, 12/. 12s. 6d.-Scottish Mid-
land, SL-Scottish Western, 2/. 165.-Shrewsbury, Oswes-
try, and Chester, 71. 55.-South Midland. 81.-Shrewsbury
and Hereford, 2/. 109.-Stirling and Dunfermline, 3/. ss. 6d.
-Tean and Dove Valley, 3/. 12s. 6d.-Wishaw and Colt-
ness, 58/.

REVIEW OF CONTINENTAL
RAILWAYS.
(From the Railway Register.)
The gradual but extensive adoption of the system of
railway travelling on the Continent is one of the most
important features of modern times, the powerful influ-
ence of which, both upon the social condition and the
political relations of the European world, it were now
almost premature to calculate. One fact is very obvious
in the manner in which these great enterprises are taken
up by the enlightened Governments of the Continent—
namely, that they are. not merely considered in the light
of private speculations, for the profit of their immediate
projectors, and the convenience of the travelling public,
but as important elements of national strength and
sation. The French Minister of Public Works so early as
1537, declared in his address to the Chambers that " Rail-
ways arc assuredly next t o the invention of printing the most
powerful instrument of civilisation that the ingenuity of
man has ever devised. It is difficult, if not impossible,
to foresee and &fine the results which they must of
necessity, at some period, produce on the fate of na-
tions." The King of the Belgians, in taking the lead
of all other continental nations in promoting the forma-
tion of a system a railways upon a comprehensive scale
within his narrow territories, set an example which is
now b,ipg. zealously f Mowed by his larger and more
powerful neighbours. The important relations which,
thanks to a lung peace, English enterprise and industry
has with the Continent, and the intimate connexion
which our capitalists have with these peculiar under-
takings, renders a calm review of continental railways ex-
tremely interesting. We therefore proceed to undertake
this important task with the best materials which the

subject.atEtrds.
When France commenced the execution of railways
there was no definitive plan settlel upon by the Go•
vernrnent, and hence straggling lines here and there
were projected, constructed, and worked, as mere expe-
riments for future guidance. As their utility became
more apparent, the Government evinced an anxious
and very natural desire to appropriate to itself a few of
the direct advantages to be derived from them ; and
hence every encouragement was held out to English
capitalists and men of science and skill to enter on
these undertakings. The first railway made by an
English company in France was tha Parrs and Rouen
line. Its completion within two years from its com-
mencement, was regarded as a tolerable proof of the
ability of an English company to perform its engage-
ments. The continuation of the line to the coast at
Havre, called the Rtuen and Havre line, was then en-
trusted to the same parties, who hold out a promise that
it will be opened in the course of the summer of 1846,
thus completing- a line of uninterrupted railway commu-
nication from llavre to Pari,. Tae same company has
Also, a short time back, received the concession of two
branch lines, from the Rouen and Havre line to the coast,

one of which is to run to Dieppe, and the other to
Fecamp. So that from Brighton or Southampton, as the
case may be, the traveller will he able to reach Paris
in 16 hours from the latter place, and in 14 hours
from Brighton. The object of shortening the distance
between London and Paris is no unimportont one as
regards the intercourse, whether for passenger traffic
or for the transport of merchandise, between the two
greatest capitals of Europe ; and, therefore, we have no
doubt but that everything that capital and skill can do
to effect that object will be done. The packet service,
as now performed by the boats of the German Steam
Navigation Company, between England and the coast
of Norman-Iy, is so well organised as scarcely to be sus-
ceptible of improvement. The distance between Brighten
and Dieppe may be lessened by the construction of float
ing piers, on either coast ; a measure that has long been
in contemplation, is not yet abandone=d, and no doubt
will be resumed in the course of a short time, as the best
means of securing to both those towns not only their
accustomei tragic, but a share in the increase which
must ensue on the opening of the Havre line and the
Dieppe branch. Fecamp, it will be observed, we do not
notice, for this simple reason, that we do not believe it
will be op.ned simultaneously with the Havre and Dieppe.
Its position on the coast, between the two latter ports,
its proximity to them, and, taken by itself, its own insig-
nificance, lead us to the conclusion that it is a branch
that can never give the slightest remuneration to the
shareholders ; and that consequently there is little ex-
pectation that the expense of equipping it with buildings.
stations, locomotives, carriages, and other material
for working it will ever be incurred. The Paris and
Rouen line has since its opening proved to be a bsne-
ficial concern for its shareholders ; and the Rouen and
Hevre presenting as great, if not greater ?advantages,
although not quite so prosperous from various circum •
stances, has always kept a few figures below its pre-
decessor. The low figure of the latter line may be
attributed chiefly to the reports that have appeared,
from time to time, respecting the defective construction
of the works. Whether these reports have been well
couuded or not, they have had the effect of lowering the
Market. would be unjust towards the public, and
the great mass of persons who are in the habit of in-
vesting their money in railways, if we were to with-
hold from theist ear opinions on this very important
branch of railway managewnt. And, as the subject
has first arisen while we were treating of the Havre
line, we deem it ap -epos that our remarks should fol-
low inantediat.ly the notice of the evil.
To piejectop of railways are confided, not only the
preparatory survey, hilt, whefl the coneessisn has been
obtained, the duty of selecting fit and proper persons as
contractors for the execution of 11w Works. How
importot a duty this is in every respect, whether as
regards the snaeabolders only, or whether as regards
the safety and &AinfpfP of the public, from whose
patronage they first are to deriVe Weir dividends, may
be iefsrred from the following observations e•---On the
solidity and durability of the works constructed on a
line of railway depends chiefly the patronage which
that particular line shall receive from the public. If
the conutructions are defective the traffic will be de-
creased in proportion to the alarm thereby created in
the public mind, and a corresponding loss of revenue
aell be the consequence. If the constractions are de-
fective they will be continually demanding fresh
expens s, to repair those defections, and hence will
arise another loss of revenue. We need not add, that
when a public
highway, such as railways have now
become, gets into disrepute from its defective con-
struction or its defective management, and the conse-
quenessa of its loss of character are daily depicted in the
share list, that it is next to hupos.ible to remfuse confi-
denc.l into the public esiesj, Bence it is expedient, that
whenever rumours prejudicial to coy particular line have
currency among the public, the Directors should imtne-
dtately institute an inquiry as to the truth of those ru-
moure, and if unfounded, give them a circumstantial
contradiction ; if well founded, set about to rectify that
which hp produced them; and more still, to give every
os sible publiu.zy to the contradiction or to the rectifi •
1). •
cation, as the case may be. As we have before said,
the public are the patrons of railways, and their pa-
tronage will always be extended in proportion to the
cll4pfth safety they derive in return;
e sake of the shareholders, the
cte;ulTbilocitr'strle:jurtildi should have every
for
ave every means of judging of the condi•
tem of any pirticular line, and how far its construction
and reenagement are calculated to meet those public
wants whiCh She . railway system has created, and must
therefore supply. We hayp not yet alluded to the
danger to which the lives of paaaeageN are subjected
when travelling on a railway whose construction and
initsagament are confided to parties who have nethin
more thaw the immediate pecuniary profit in their
eye. The recp4 InOarteholy and fatal cases of this
nature which have haPPPaeti io B viand justify us
iri
caihng upon all who have the control of railways to
co:no:mime at once an organisation that shall
elfeem
onisally
prevent such occurrences in future, reventi
better than cure.
The railway system is destined to become a power-
ful instrument of social revolution ; it was created to
be the servant of mankind at large, and not, as seems
to be entertained by many, to whom, by the chapter of
accidents,' its management haS fallen, fur the gratifica-
Lieu of a selegt ffiW ; and therefore it is that wo depre,
I eater !hq cooduct of these who, either by supineness or