The Sun. — London, England, 1861-09-07 00:00:00

r' , .11••••••..9. , ••••-.•••••,, THE BRITISH ASSOCIATION. MANCHESTER, FRIDAY. Ti. sections all met again this morning. . SECTION F.—ECONOMIC SCIENCE AND STATISTICS. This section met under the presidency of Mr. W. Newmarch, F. It S., and was numerously attended. Mr. D. CHADWICK read a paper on the progress of improvements in Manchester and Salford during the last twenty years. STRIKES. Dr. WATTS read a paper on strikes, of which the following is an abstract :—After some observations on the general nature of strikes, Dr. Waits said — Economic science rules that the price of labour, like that of any other commodity, will be regulated by the supply of, compared with the demand for it, and working men practically acknowledge the truth of the theory even while fighting against it, for they withdraw labour from the market, thus mak ing it artificially scarce, in order to keep up the price. But such an operation, even if successful, is short-sighted. The operatives forget that all increase to the wages fund comes out of the profits of the employer and the invested savings of the workman, and that to arbitrarily pre vent the production of wealth is just as injurious to society, and as certainly lessens the future demand for workmen, as if the employers and workshops and plant had been burnt or been cast into the sea. The main object of trade societies is to keep up wages, and I am not prepared to assert that they do not in some cases succeed, but I wish to inquire if strikes be a necessary condition to that success, or if, on the contrary, any possible success achieved by such process could not equally be arrived at by less objectionable means, and if it be not possible to ar range trade disputes without resort to this fearful sword of strife. The main causes of strikes have been threefold—th e d es i re to li m i t t ra d e , th e intro duction of machinery, and dissatisfaction with the rate of wages paid. Sometimes the strike is against the new machine, and sometimes against the ar rangements rendered necessary by its introduction. A Liverpool shipbuilder in 1859 got the copper for a ship's bottom punched by machinery ready for nailing on, but his workmen struck and obliged him to set the hand punches to work to go over the job, as if it was not already done, and to pay them for the sham. The stay-stitchers of Kettering struck against the employment of the sewing machine, and so strong was the sympathy of trade societies that subscriptions were sent in aid of the strike from the very machine shop which supplied the obnoxious articles. It seems to be very difficult for working men to get out of t e idea that improved machinery will lessen the demand for labour, although both theory and practice prove the contrary. It is quite certain that for a new machine to get adopted it must make a profit to its owner over and above that of the machine which it supersedes. It is equally certain that the increased demand for labour, the increase of population and of material wealth, have been most rapid where machinery has achieved the greatest perfection, as in the cotton trade of Lan cashire. And is it possible, by any strike, to stay the progress of invention? I hope and believe it is not. But most of the strikes which have come under my observation have resulted from dissatisfaction with the amount of wages paid. This dissatisfac tion, so far as the cotton trade is concerned, is sometimes general, and sometimes local, It is gene ral when the state of trade requires a reduction of wages, or when workmen think the state of trade justifies a rise; it is local when the hands of one place think themselves worse paid than the hands in other places. The workmen seem to desire to have a regular standard list of wages throughout each department of the trade, regardless of the ad vantages or disadvantages cf particular localities, the quality of the machinery used, or the materials to be wrought up. If trade always left a large mar gin of profit, these differences might not be impor tant, but when a manufacturer has, to keep up a large establishment upon a single penny per pound between the price paid for yarn, and the price ob tained for cloth, then a shilling per ton extra for coals, or the existence of an extra toll bar, and a few extra miles of carriage to the market, make the difference between profit and loss. The manufac• turer also feels that if he lays out capital on im proved _machinery, or supplies extra good material, and thus enables his workpeople to produce more in a given time, he ought to get a trading profit upon such extra outlay. The price of labour is a bargain between the employer and the workmen, and it is not unnatural that each should put a different esti mate upon the proposed arrangement. Any dissa tisfaction on the silo of the workmen is submitted to the central committee of their society, which ad vises whether to accept the terms of the employer or to organise a strike in order to force the employer to give the price demanded by the society. The dif ference in dispute is sometimes not more than 21, frequently not more than 5, and seldom exceeds 10 per cent. of the wages paid. The duration of a strike varies much. The great Preston strike lasted 38 weeks; the late one at Padiham, 29 weeks; Bolton, six weeks; Ashton and district, six weeks; Clitheroe, six weeks ; Blackburn, three weeks. The strike of the London builders lasted 26 weeks, and the late Caine strike 50 weeks. Let us assume five per cent. as the average amcunt in dispute, and assume that the strike is in every case successful, and we shall then fled the adage which is applied to disputants at law, " that he who wins loses," is equally applic able here. A week is nearly 2 per cent. of a working year, and of course represents nearly 2 percent. of the wages of a year. If therefore a strike for 5 per cent. succeeds, its results will be exhibited as follows: Te e i e ss of one month's wages will require to make it up 1 3-sth of a year of work at the extra rate; two months' wages, 3 I•sth ; three months' wages. 4 4-stlis; six months' wages, 9 3-sths ; 12 months' wages, 19 1-sth. But as money is worth 5 per cent., it follows that if a strike last Phi-- months, and then succeeds, the workman has lost in interest much more than he has gained in wages, and there fore no part of the loss can ever be made up, for if he would have worked for the lower sum during the_ year of strike, and have invested instead of spending the money, the year's wages would have grown into three years' wages nearly by the time in which the gain of the strike would make up for the loss of a single year. Of course a strike for .10 per cent. would require only half the above term to make up the loss, whilst a strike for 21 per cent. would require 41 years. The strike of the London builders in 1859 was for 10 per cent., and 'As it lasted 26 weeks, would, if successful, have re quired 10 2-bth years of continuous work at the extra rate to make up the loss of wages sacrificed, The associated ooliiers have spent about a quarter of a million since 1842, and the amalgamated en• gineers threw away nearly half-a-million in 1852. According to our assumption of capital of £65 per individual, the amount thus lost would have given employment and wages to 17,184 persons. All the above named, except the Preston strike,l have occurred within the last two years and a half, and all have ended unsuccessfully, so that there has been no compensation whatever. To resume, therefore, I conclude that a strike to re- strict a trade, either by limiting the number of ap prentices, or preventing the employment of efficient Workmen who have not teen apprenticed, being an invasion of individual liberty, ought not to succeed ; that the more rigidly such restrictive rules are en forced the sooner will they be destroyed. Strikes against improved machinery are attempts to stay the progress of human intellect and civilisation ; they originate in ignorance of the tendency of such im provements, the displacement of labourers caused by new machinery being an occurrence to be pro vided against by well regulated trade societies in the form ( temporary 'relief twit the labourers can replaced or otherwise provided for. But strikes against new machinery can never permanently sue u.efl, and all money thus spent is therefore entirely thrown away ; and when trade is in such a position as to render a union of employers for a reduction or against a rise of wages possible a strike cannot possi bly succeed, for as longas thereis machinery standing, if a lair profit be pos - sible:haii CIS will be sought for that ' 6l inery at a rise of wages if necessary, in order to Mil.M the PrOEt ; that whenever it is possible for a local s rike to suected it must be either becausy wagis n that, locality are below the average, or because the demand for hands being general the local em ployers give way rather than lose their workpeople ; that in all such cases trade societies, by operating as trade agencies, and assisting in the gradual re moval of hands to places already secured for them, would achieve an equal success without a struggle, without wasting a week's wages, and without a thousandth part of the ill-feeling which is conse quent upon a strike ; that strikes are therefore either wholly injurious, or an entire waste of effort to an extent of not less than a million sterling per annum, or the bread of 38,460 each, with the addi tion of 4,000 or 5,000 who would have been called into employment by the profits in strikes ; that a court of arbitration would be able to deal with local misunderstandings and misrepresentations, and heal many differences before they came to an open rupture ; and that co-operative societies, whether they succeed or fail, will find employment for much talent hitherto misdirected, and will teach lessons of wisdom and prudence which will render such a foolish waste of capital as that lost in and spent on a strike for wages almost impossible. Mr. E. Hill, the Rev. Mr. Molesworth, Mr. Faw cett, Mr. Bracebridge, Mr. Tartt, and Mr. E. Ash worth made some remarks approving the paper. Lord MONTEAGLE strongly recommended Arch bishop Whateley's "Lessons in Money Matters," in order to enlighten the minds of the labouring classes on the subject of strikes; the thorough in doctrination of the children of working men with such lessons would eventually tend to prevent the occurrence of these dangerous combinations. The CHAIRMAN referred to the proceedings of the Select Committee of the House of Commons which recently sat on this subject—a committee admirably constituted, consisting of such men as Sir M. Peto, Mr. Mackinnon, and Mr. Walter, which after a most laborious and impartial investigation had come to an unanimous report, recommending the establishment, by way of experiment, of Councils of Conciliation ; a recommendation in which he cordially concurred. MECHANICAL SCIENCE. Mr. Bateman, the president of the section, having taken the chair, Mr. SCOTT RUSSELL laid on the table the third report of the Committee on Steamship Performance This, he said, was a very long document, consisting chiefly of very valuable tables which were obtained from actual experimental trials with various steam ships, most of them in actual practical work, some of them in her Majesty's navy, and some of them employed in the mercantile service. He, therefore, gave a short epitome of the objects carried out by the committee during the last year. On Thursday a paper was read in this section by Mr. Atherton, the chief engineer of Woolwich Dockyard, which had a most important bearing on the subject. Mr. Atherton showed that by a little variation in the shape of a ship, as great a difference may be made on the freight of goods carried by her (that is, in her actual mercantile value), as there is between 100 and 132. In short, the proper shape of a ship for a particular pur pose, as compared with an improper shape, would give as mush as 32 per cent. profit, or loss, upon the performance of a ship. This, coming from such a quarter, was a most important declaration, espe cially, as in Mr. Atherton's case, the result of vast experience. It showed that that was now estab lished as a truth, in the mind of practical men, which this British Association, and this particular section, 20 years ago, was ridiculed for attempting to establish. It was formerly believed that, given the mid-ship section of a ship, her dimensions, and her displacement, there were all the elements of forming a good ship from those data, the form being an altogether immaterial matter, and more a ques tion of taste than anything else. The British Asso ciation, however, instituted a series of most nume rous and costly experiments upon this subject, and carried them on continuously for a great number of years. Those experiments succeeded at last in sates fying the publicof the value of form in a ship, to such an extent that at the present moment there was no steamship in the world now performing 14 knots an hour, which was not a vessel made upon the exact form resulting from these experiments of the British Association. (Cheers.) And, if at this moment 14 knots was as common as 10 knots was before the experiments took place, that 14 knots was due to the change of form that had taken place in steam vessels. He said it was absolutely due to this change, because he would give them this prac tical fact—that those ten knots an hour vessels, which were built on the old form, had as much as I one horse's power to propel two tons, while the vessele now performing 14 knots an hour required as little as one horse's power to three or four tons, and, in the case of the Great Eastern, as one horse's power to nine tons, in order to propel them at 14 knots an hour. This fact was now recognised, he believed, almost for the first time officially, by Mr. Atherton, a Government officer, who, in his report, gave it as the result of his experience that as much as 32 per cent. depends on giving a proper shape to a ship, with the same material. This was a fact which the committee had been very anxious to educe, and they had also desired to ascertain for every pirticular velocity of a ship what was the particular shape best suited to that velocity. They had reason to believe the Admiralty would accede to the request made to them, to arrange for testing the weight of resis tance of every ship by means of dynamometrical traction, so as to enable them to determine for each steamship in the British Navy what was the real value of her form, as distinguished from the value of the propelling power of her engines. This had never been done, so far as he knew, with any ship in the British Navy. The kind of result they now had was different and of inferior value. He was happy to be able to mention that the form which resulted from the experiments of the British Association had now been adopted by the Admiralty; that the hollow water lines, or the form known as the wave line, were the lines on which they constructed their largest and fastest ships, including the Black Prince and the Warrior. The report of the committee, now ready for distribution, contained, in the first place, the performance of a large number of her Majesty's vessels, in the manner he had stated, the indicator diagrams being taken as a measure of the power, and the results accurately recorded. Other tables showed the performance of seven of her Majesty's vessels, and many merchant vessels, under a variety of circumstances, some of them very peculiar. The committee believed they were doing a great benefit to the merchant shipowner in furnishing him with a systematic table of records of the performances of his ships; and this was positively proved by the fact that this system of registration had been adopted with the vessels of the London and North-Western Railway Company for the last eighteen months, and that company having supplied to the com mittee the comparative results before records were kept, and since, it appeared that a great saving had taken place in money, in repairs, and in time, to the owners of the ships, and a greatly increased performance of the ships themselves. The corn mittee were also enabled to furnish the returns of the whole postal fleet of the French empire, con ducted by a company called the Messageries Im periales. Among the tables were given some valuable records of cases where ships had under gone alterations in various ways. After some remarks from Sir E. BELCHER, The PRESIDENT intimated that it was not cus tomary to discuss reports printed in the " Transac tions." Mr. JAIIES HEYWOOD, F.H.S., read a lengthy re port from the Committee on the Patent Laws. It appeared that the Committee of the National Asso ciation for the Promotion of Social Science, recog nising the general feeling which existed among persons interested in manufactures that further reforms were required in the law relating to patents for inventions, and deeming the subject within the scope of their association, appointed a committee to investigate the question, inviting the assistance of several gentlemen conversant with this branch of the law, and who had given considerable attention to the question. The result of the committee's delib erat i ons was em b o di e d i n the following reso lutions, and reasona stated in the report for their adoption. The resolutions were : " 1. That all application• for grants cf Lltters patent should be subjected to a preliminary investigation before a special tribunal. "2, That such tribunal shall have power to decide on. THE SUN, LONDON, SATtTRDA.Y EV-gNi the granting of patents, but it shall be open to inventors to renew their applications notwithstanding previous refusal. " 3. That the said tribunal should be formed by a per manent and salaried judge, assisted when necessary by the advice of scientific assessors, and that its sittings should be public. " 4. That the same tribunal should have exclusive juris diction to try patent causes, subject to a right of appeal. "5. That the jurisdiction of such tribunal should be ex tended to the trial of all questions of copyright and regis tration of design. "6. That the scientific assessors for the trial of patent causes should be five in number (to be chosen from a panel of 30, to be nominated by the Commissioners of Patents), for the adjudication of facts, when deemed necessary by the judge or demanded by either of the parties. "7. That the right of appeal should be to a Court of the Exchequer Chamber, with a final appeal to the House of Lords. "8. That for the preliminary examination the assessors (if the judge requires their assistance) should be two in number, named by the Commissioners of Patents from the existing panel; the decision to rest with the judge. "9. That the committee approve the principle of com pelling patentees to grant licences on terms to be fixed by arbitration, or in case the parties shall not agree to such arbitration, then by the proposed tribunal, or by an arbi trator or arbitrators appointed by the said tribunal. " 10. That a report be drawn up in conformity with the resolutions passed by this committee, and that the council, if such report be approved by them, be requested to allow it to be read at the meeting of the British Association to be held at Manchester this year." In the report it was observed that the objects the committee had in view were to devise means by which those evils that had sprung from the changes lately introduced into the Patent Laws might be remedied, and better protection secured to property in inventions. Many matters of detail were dis cussed, but the minds of t he committee were chiefly directed to the best means of preventing grants for worthless or frivolous inventions, and to the con stitution of a tribunal for objections and infringe ments. A preliminary examination was considered essential, since the cost of patents had been so much reduced and the facility of obtaining them was so great. The notion that an inventor had a right to a patent for any invention, whatever its merits or want of novelty, leaving to subsequent investiga tion the question of validity, was founded on erroneous views of the principle on which patents were granted. The object of the Legislature in excepting inventions from the law against mono polies was to benefit the public, who being thus restrained from the exercise of a right must receive some advantage in return, which advantage was to be found in the invention for which a patent was granted. The assessors referred to would vir tually discharge the functions of a jury, and they would find all such facts as were necessary under the direction of the judge. Mr. HUGHES read the resolutions passed at a meeting of the Manchester Patent Law Reform Association, held the 30th of August, 1861. Sir W. G. ARMSTRONG then read the following paper " On the Patent Laws :"—Having lately on a public occasion expressed my opinion on the impolicy of the law of patents for inventions, I will take the present opportunity of amplifying my remarks on that subject, and in so doing I feel that I can pursue no better course than to relate in the first place some of my own personal experiences of the operation of that law. Soon after I began to direct my atten tion to artillery the late Mr. Brunel consulted me upon a plan of constructing a cannon by enveloping an internal tube with wire. In theory the idea was perfectly sound, but there were various practical difficulties and objections to be removed. After fully considering these Mr. Brunel determined to have a gun made upon this plan at his own expense, and I undertook to carry out the experiment for him. But just as I commenced to do so it was dis covered that only a few weeks before a patent had been taken out for the same idea, and Mr. Brunel was in consequence precluded from proceeding with his project. Now, with great respect for the ability of the gentleman who in this instance was enabled to acquire a monopoly of the idea, I must be allowed to observe that if Mr. Brunel and myself had remained at liberty to pursue the experiment the public would have had at least a double chance of realising the possession of such a gun. As it is, the practical objec tions to the plan are still unremoved. This ex ample, which is not an exceptional one, exhibits both the impolicy and the injustice of the law. It was impolitic to prevent Mr. Brunel from applyieg his talents and his money towards the attainment of an object of public importance, and it was un just to give the monopoly to another without proof of priority of idea. Cases of this kind must neces sarily be of frequent occurrence, because similarity of circumstances will constantly suggest similar ideas to different minds, and the man who first applies to the Patent-office puts a stop upon all others who are directing attention to the same sub ject. I will give another example of a different kind, but equally cogent as the last. In 1849 the Great Northern Railway Company proposed to use for their railway carriages a solid wrought iron wheel—that is to say, a wheel in which the spoke, nave, and rim were made of wrought iron, welded into a continuous piece. Among others I sent in a pattern which was one of those chosen, and contracts were entered into by the comyany with the suc cessful competitors. I had no suspicion that any patent existed applicable to wheels of this nature, and I believe the other makers were equally igno rant on the subject But after the contracts had been completed and the wheels delivered, a claimant , appeared who produced a patent tak e n ou t in 1835, and which had been lying dormant for upwards of 13 years, waiting until other persons had succeeded in rendering a wheel of that description practi cable. This example shows in a strong light a vice which runs through the whole patent system, viz., treating the mere scheme as the essential part of the invention, and the working out as a matter of minor importance. In the present instance the scheme, or so called invention, amounted to nothing. No one wanted to be informed that such a wheel would have to be made by welding separate pieces of iron in the centre and at the rim as described by the patentee. There could be no difference of opinion on that head. The only question was how Ito proceed in order to produce the wheel of a good quality and at a marketable price, and on these points the specification was useless. The patentee therefore did not advance the art of wheel making one jot. • In all probability he never made a wheel or tried a single experiment, and yet he suc ceded in levying a tax upon those who, by their outlay and labour, had surmounted the real and only difficulties of the case. I will mention one other example, which, though a very ridiculous one, is pertinent to the present subject. During the Crimean war, when the attention was naturally much directed to the improvement of artillery, a certain inventor brought to the Ordnance Select Committee a collection of about 100 schemes, which, embraced every form of gun that could possibly be invented. If, therefore, the co mm itt ee wou ld on l y make terms with him they need never be troubled with any future claimants. The committee was overwhelmed with the multiplicity of the designs, and begged the inventor to make a selection of those tee considered the best. He acc or di ng l y p i c k ed out a large number for a first exami na ti on, and, these were handed over to Mr. And er i on, at that time the inspector of machinery, for his report. Mr. Ander son, of course, found them a collection of those crude ideas which pen-and-ink inventors can produce in unlimited numbers, and which are almost worthless until reduced to practice. The committee, there fore, by his advice declined to entertain them. Now, whether this fertile inventor had sufficient confi dence in his schemes to induce him to take patents far them, I do not know, but the law would certainly have permitted him to do so, He had only to pay his fees and invest his ideas with a semblance of practical detail, in order to take possession of a wide field of invention, to the exclusion of all persons having the means and qualifications necessary for arriving at practical results. This readiness to give protection to mere schemes is the bane of the sys. tem. Tho obstructive tendency of the patent laws is aggravated by the fact that, in addition to the patents which are legally valid there are an enor mous number incapable, if properly opposed, of being enforced at law, but to which people quietly sehmit rsther than incur a tronblesorne and expert. hive iitigatioc. This is a necessary conbequeue patents being indiscriminately granted to all ap plicants, without investigation of their claims ; SEPTEMBER 7, 'lB6l and it would be difficult to remedy the evil by any preliminary inquiry that it would be practi cable to make, The number of patents, valid and invalid, is becoming perfectly frightful, and it is im possible to make out with any certainty what one is at liberty to invent or to use. Teem is probably not one patent in twenty of any use, or likely to be so, unless, as in the instance of the railway wheels, they should happen to be rendered practicable by the labour of others, and then the patentees would step in and carry off the profits. Under the present state of things every inventor is compelled to become a patent., in mere self-defence. If he omit to do so, he may fare like Mr. Brunel in the case of the wired gun, or he may have his invention taken from him entirely by another person patenting an improve ment and rendering the original unsaleable without it. On the other hand, if the original invention he patented, then the public suffers because no one will make improvements to be absorbed by a patentee. The system is full of crookedness. As an argument for patents it is urged that the product of a man's mind should be deemed his property. But who can say that the invention of a patentee was not con ceived by other persons as well, or that he had the priority ? If the invention be his property, why take it from hien at the end of 14 years ? It is said if copyright can be supported why not patent right also ? But the two cases are widely different. Copyright does not enable the author of a book to prevent other persons from writing on the same subject, or using his ideas. There need be no fear of two persons writing independently the same book —but they may easily happen to invent the same thing. Copyright, therefore, can create neither impediment nor injustice, but patent right does both. It cannot be disputed that the Patent Laws, by restricting the free use of ideas, do in that respect at least obstruct inventions : and if, on the other hand, it be contended that, by means of the re wards they hold out, they also encourage it, the most that can be said is that they pull opposite ways. But surely, if this be all, there can be no sufficient warrant for such arbitrary interference with liberty of action as is exemplified in the first of the three cases I have related, and which may be regarded as typical of a large number of similar cases. For my part, I believe the efficacy of these artificial rewards is much overrated. The eagerness with which persons contend for the mere honour of an invention, and the zeal - vith which investigations in science are pursued where no money reward is attainable, show how little cause there is to anticipate that men would volun tarily consign their inventions to oblivion in the absence of pecuniary recompense. Like all other faculties, that of invention gives pleasure in the exercise, and no factitious stimulus can therefore be necessary to insure its activity. Although the Pa tent Laws ought to be discussed solely in reference to public policy, it would seem harsh to exclude from consideration the interest of the inventor. Let us examine, therefore, what advantages would naturally accrue to him, supposing monopoly to be withheld. In the first place he gets the start of all competitors. The presumption is he will understand his subject better than other people, and therefore be able to keep the lead in improvement. The public have great faith in a name, and when he once gains a reputation he will obtain a preference not easily to be lost. If he be a poor man to begin with he must be content to struggle with difficulty, whether there be a patent law or not. How successfully he may do so without the aid of patents and with what beneficial results to himself is exemplified in the career of George Stephenson and many others of the same class. In my own case I became an inven tor before I had capital at my command or was engaged in suitable business. In some instat-ces I have availed myself of the patent laws and in others not, and I am satisfied if those laws had not existed I should have been substantially in the same posi tion as at present. I will mention one case of my unpatented inventions, because the circumstances happen to be known to Mr. Bateman, the chair man of this section. I allule to certain valves of a novel construction, which were first applied to the aqueduct pipe of the Manchester Waterworks. Those valves, though not patented, and though afterwards extensively used in other great water works, have been, I believe, exolueively supplied by the firm of which I am a member: , They are at the same time open to all the world to improve upon, and the only thing I complain of is that in the event of a patented improvement being ingrafted upon them they would be taken out of my hands and monopolised by the patentee. Under any state of the law cases will occur of hardship and inade quate reward, and these ought to be met by grants from the State. The public could well afford to be liberal in this respect if they escaped the imposts of the present system. At all events, haalship and injustice are not prevented by th e existing patent laws, but rather the rev erse . Th e man, for example, who was mainly instrumental in bringing into use the screw propeller, one of the most important inventions of the age, was unable to obtain any advantage from the law, while another person who conceived the simple idea of enabling one postage stamp to be easily separated from another by punching a series of little holes between them is placed in a position to obtain an exorbitant recompense from the Government. The system is lavish in its rewards, and is easily put in force in cases of small inventions, which would qnickly come to light without the aid of protection, while it is seldom of much avail in the case of great inventions, requiring long investigation and gra dual and laborious advance from step to step for their development. I readily admit that the law of patents for inventions is capable of amelioration. A special tribunal of legal and scientific men to decide all questions of patent right and to exercise discrimination in the granting of patents would be attended with much good, although not free fror , objection. Compulsory licences and the abolition of the right to patent foreign inventions would also be improvements, but I regard the whole system as unnecessary and impolitic, and see no other com plete remedy for its evils than its entire abolition. Before I conclude I must take exception to a pas sage which occurs in our president's inaugur a l address in treating of tbis subject. He says, "it is asserted by those who have done the least to benefit their country by inventions that a mono poly is injurious." Now, to say nothing of my self, those who have taken the same view as I do are not men to be referred to in such terms. It is strange that this question can not be discussed even by one holding the digni fied position of President of the British Association without verging on personalities. If the remark were true, the argument would remain unaffected. Whether it be true the public may judge. (Sir W. Armstrong's remarks were frequently applauded.) The other papers read were by Mr. Thomas Web ster, F.R.S., " On Property in Inventions, and its Effect on Arts and Manufactures ;" by Mr. Macfie, " On Patents considered Internationally ;" and by Mr. W. Spence, " On Patent Tribunals." The discussibn on the whole series of papers then commenced. Mr. FAIRBAIRN, the President of the Association, in reference to a remark of Sir W. Armstrong, as sured that gentleman that " personalities" were a commodity he never dealt in. (Laughter.) He had not intended any condemnation of Sir W. Arm strong, and was exceedingly sorry if any remark of his (Mr. Fairbairn's) had been offensive; but hr maintained that the principles to which he had given expression in the passage referred to were correct. (Hear, hear.) The discussion, which was rather animated, lasted until late in the afternoon. It was shared in by Mr. Fairbairn, Lord Wrottesley, Mr. Grove,' the Mayor of Manchester (Mr. Curtis), Captain Blakely, and the Right Hon. J. Napier, who briefl y expressed concurrence in the report of the committee. Lord STANLEY, in the course of some remarks on the subject, said he did not think it would ever be found that the public or the Legislature were wil ling to say that inventors should not be protected or rewarded. He was quite sure the State could not reward them, and thus we were thrown back on some system of reward, of the nature of a patent. But the practical reforms to which it seemed to him —whether they could be effected or not—attention Ought to be turned, were the question of compulsory licenses, the question of forfeiting patents which were lying idle and not worked out in practice age. age. and the question of a preliminary inquiry, conducted by competent persons, who would be able to pro nounce whether an invention really were novel or not. (Applause.) 2HE FATAL RA ILWAV ACCIDENT A KEN2.IBII TOIVN. The following appeared in a portion of our impression of yesterday evening : At twelve o'clock the Coroner, Mr. Humphrey, resumed the inquiry at the Vestry-hall, St. Pancras-road. Mr. Metcalf, the barrister, appeared far the London and North-Western and North London Railway Companies ; Mr. Lewis, of Ely-place, appeared for the relatives of Emma English; Mr. Charles Watkon for Elizabeth Allen. Captain Yolland, tbe Government Inspector, was in attendance. The first witness called was, Mr. George Greenwood, Allen-terrace, Fairfield-row, Bow, who identified the bodies of the two boys who were killed. The eldest was eleven and the youngest seven years of age. Mr. James Rees, 21, Walcof-place, identified the body of Mary Sellis, as that of his sister. Mrs. Elizabeth Turner identified the body of Mary Clement. The deceased was her cousin and 44 years of Mr. Henry Stacey, Bird-in-hand •yard, Bow, identified the body of Eva Stacey. She was about eleven years of Mr. Thomas Saunders, of Harold-terrace, Bow, engine driver, identified the body of Richard Saunders. James Hills, Portland-street, Stepney, identified the body of Richard Hills, as that of his brother. The de ceased was about 32, and was a telegraph clerk. Mr. William Emmerson, of North-place, Queen-square. The deceased, Elizabeth Allen. was brought to my surgery on Monday evening, about half-past eight, She died in consequence of a fractured neck. Mr. J. D. Hill, house-surgeon to the Royal Free Hospi tal, said—The7deeeased Emma English was admitted to the institution on Monday. She died an hour afterwards from concussion of the brain. Mr. Willis, house-surgeon of Middlesex Hospital, said— The deceased man, Standing, was brought to the hospital on Monday quite dead. The organs of the abdomen were thrust up into the chest, which caused death. The two Greenwoods were admitted at the same time. Both died in consequence of ruptured liver. Mr. S. Ringer, house-surgeon, University Hospital, said —Mary Sellis died in consequence of concussion of the brain Rhoda Oliver died from rupture of the liver; Clara Maria Clements died from fractured ribs and injuries to the lungs ; Eva Stacey died from fractured skull and fractured leg; Richard Saunders died from fractured skull ; and Edward Hills from rupture of the abdomen and other wounds. William Hall identified the deceased, George H. Bolton. He was a fireman on Hampstead Junction Railway. Mr. Ringer (the house surgeon) recalled—He said the deceased died yesterday in University Hospital from scalds. Mr. W. Yeomans identified the body of john Yeomans as that of his brother. Mr. Ringer said he died in consequence of a fractured neck. The C•Toner said he had been informed that there was a witness who it was very desirable should be examined, and as he was in a most precarious condition, he thought it would be desirable for the jury to proceed to the University Hospital and take the injured man's depositions. The jury could then also view the nody of Boulter. This course was agreed to, and while the conveyance for the jury was being got ready, the Coroner said, in order not to lose time, they would proceed with the examination of witnesses. John Perkins, the driver of the ballast train, said—l am an engine-driver in the employ of the London and North-Western Railway. I was employed on the line on Monday evening, the 2d instant, removing ballast from Bushy to Kentish-town. I recollect arriving at about 5 30 p.m. at Kentish-town. I discharged the ballast, and then went to the Camden-road for fuel and water. I returned to the siding. I had a guard with me at that time. It was about five minutes past seven. Juror—How do you come to know the time so exactly then ? Witness—l looked at the clock in the Camden yard. Examination by Coroner continued—When I went on the siding the engine was attached to the trucks. I then opened the whistle for a signal to the policeman at the Kentish Town station. I got an answer to my signal from him. His name is Rayner. He waved his hand, meaning by that that I wa' to leave the yard. 1 came out after seeing both signals, the one at the station and the auxiliary one on the down line for Camden. town. Both signals "blocked" the line. I then came out fremo the siding. The guard detached the engine from the truck. and proceeded on the down line and recrossed again on the up line. My flagman was at the points. His name is Stuart. I mean that he held the points for me to get on the line. There was no pointsman there but my signalman. He held the handle of both points. Having recrossed to the up line the engine was again attached to the trucks by Stuart. The effect of that was that the engine was in front of the trucks; she was in the first instance at the rear. After the flagman had turnoi me on the down line again, I was then driving the train across the line. The train consisted of 18 trucks and break van. The signals when I crossed the line was standing at " Danger." After I had proceeded for a short time, I saw the excursion train. Be. fore I got the engine clear of the np-line I saw it coming. I took it to be an excursion train by its following so closely after the regular train. I had waited for the regular train to go by. I knew there was one due about that time. While I waited for the regular train I was on the down line. As soon as the regular train passed I opened the whistle. I had not the slightest idea that an' excursion train was due about the same time as the regular. We are furnished with infotmation relative to the time and run ning of the regular trains, but not of the excursion trains. When I saw the train coming I kept onward to get my train clear if I could. I was not enabled to get it clear, and a collision took place. When I first saw the train coming she was near the Kentish Town station. She seemed to me to be going at quite 40 miles an hour. She was going fully at that speed. She had not passed the station when I first saw her. She did not attempt to pull up at Kentish-town station. It was not usual for excursion trains to stop at Kentish. town without they are tuned to do so. The result of the collision was to knock a great many of my trucks to pieces, and sent them over the right hand side of the embankment. The second truck from the engine was the first struck. The engine and first truck escaped uninjured. The fire man was riding with me. The guard was at the back. The flagman was holding the points at the time. I had been conveying ballast for eight or nine days. Twenty is the regular number of trucks for a train. When I saw the traiu coming I opened my whistle. Not the least notice was taken of it. I foresaw there would be a colli • sion, and to.d my mate there would be an accident. I was not in any way injured by the collision. All I saw of the collision was that the excursion train was coining at a great speed. I did not see the engine run off the line or turn over, because the trucks were across the line. I saw the effects of the collision about ten minutes after it occurred. I saw some of the excursion train carriages on the left hand side of the em bankment. At this time my engine and one truck was on the dewn-line, and the remainder on the six foot and the up-line. I did not, signal after the accident had occurred. I have been seven years in the employ of the company. By Mr. Park, counsel for the Kentish Town signalman —I could not have got back from Camden Town earlier than I did, after taking in fuel and water. There was a signal between Hampstead and Kentish-town stations. If the signal stood at. " danger," the excursion train ought not to have been coming at so great a speed. By Mr. Wyatt—l had to travel about a mile and a half to get• the fuel and water. There had been no unnecessary delay in delivering the ballast. There were other engines beside my own getting water and Nal. I can't say how many—not whether there were two or half a dozen. I did not feel alarmed at the approach of the train. I did the best I could to prevent it. By Mr. Wilson, a juror—We have no particular time for leaving Bushey. We leave as soon as we get loaded. We have papers given to us relative to the ordinary trains, and our orders were to keep clear of them. We have no informa tion regarding other trains, and were never told when they were coming. If the danger signal was on at Kentish-town I should not pass it, as the line would be blocked. That signal was not up when I passed, but as soon as I had passed I knew the danger signal w as placed up. I can't say how long it remained up. I know it was up when I was shunting. When I saw the train coming I did not look at the signals. I did all I could to prevent a collision. The main signal was between me and the coming excursion train. I did not look at it. Mr. Metcalf—He has said be was using his utmost exer tions to prevent a collision. By the Coroner —The engine drawing the excursion train was what is called a " tank engine," and was travel ling in front. By Mr. Lewis—l produce the book of regulations. [Book handed in.] I bring up my own flagman and guard. I saw the flag in the man's hand, while with the other he turned my train across the line. I did not see the train coming when the man first had hold of the points. This was about two minutes before the collision. It was less than a minute from the time I saw the engine that the accident occurred. Mr. Metcalf—The train he has said was coming forty miles an hour. Witness continued—The passenger trains are signalled in the ordinary way when a ballast train is on the line. I always see that the s 4 ghals are at danger before I com mence. shunting. The guards always book the time in shunt,- mg. The book is sent to Mr. Lamb. Everything done during the day is entered in a book. I have giYen a state• meat of the accident to Mr. Bruyers, of the North Western Railway, at Euston station. I don't know that Mr. Bruyers is a policeman. Mr. Lewis—Was your statement written down ? Witness—l shall answer that next time. Mr. Lewis—You must answer it this time. Witness—(after some hesitation)—Yes, it was written down. Mr. Lewis—Why did you hesitate to answer my question at first? Witness—Because I thought you were asking me about things you have nothing to do with. Mr. Lewis—Oh, very well. Were you not asked ques tions when your statement was taken ? Witness—Yes. Mr. Lewis—Were you not asked about the signals 2 Witness—Yes. Mr. Lewis—Although you had previously said they were at " Danger ?" Witness—Yes. Every time I crossed the line I looked at the signals, excepting last time, when I saw the train coming. I did not look at anything but it. I have had the book I produce since the 4th August, 1860. The old rules had been entered in it. I have only been an engine driver about 13 months. I was previously occu pied as a fireman. I had never driven an engine before I did so on this line. Before I acted as fireman I was a cleaner. By Mr. Metcalf—Every station-master has the power to shunt a train when a train is expected. We never come out of the siding without the si, , nal is given to us from Kentish-town. That signal was given before I left it on Monday evening, and I a'so saw that the danger signal was up. There was no appearance of anything being done to stop the approaching train except shutting off the steam. If the danger signal was up at Kentish-town, the driver of the excursion train ought not to have passed it under any circumstances. If the auxiliary signal was up between Hampstead and the Kentish-town station he ought to have stopped. By the Coroner—The train which preceded the excur sion train had no accident light behind it. It ought to have had one to show that an excursion train, not a regu lar train, was following. By Colonel Yolland—The lamps were lit in the station signal and on the down line auxiliary. I could not see the up auxiliary from where I was standing. Before the accident I was driving the tender first, and I had a red light showing to Kentish-town, and a white one towards Cam den-town. The ordinary train was a little behind time, and it was about five or six minutes after that the excursion train passed. This having concluded the examination of this witness the coroner and jury then proceeded to the Westminster Hospital to take the evidence referred to at the opening of the proceedings. When the coroner and the jury arrived at the Hospital it was found that the poor man was 139 ill that his evidence could not be taken in public. He was, therefore, screened round, and the coroner, in the presence of Col Yolland, took his evidence, the jury and the other persons who accompanied them remaining outside. On their return to the Inquest Room at twenty minutes to six, The Coroner read the evidence of Charles Cox, a pas senger in the excursion train, and George Woodley, the signal man. The evidence of Cox was to the following effect. He stated he was a signal-man on the North London Railway. At, the time of the accident he was riding in the break van in front of the train, and next the engine. He did not notice the auxiliary signal, but at the Kentish• town station the signal stood " All right." The danger signal he was quite sure was not on. He was looking out to see all was right, and looked out nearly all the way. The guard had men tioned just before, " We're off to Camden without ~team." He (witness) saw the danger from the trucks being on the line. He could not say at what rate they were going, as he was not in the habit of riding. The white light at the Kentish station was turned on He was sure it stated all was right George Woodley's evidence was to the following effect. He said ho was on the break van with Cox, and saw at the Kentish-town station the signal denoting " all right." He did not notice any light on the ballast train. He saw the trucks 60 or 60 yards before the collision. The excur sion train might have been going a little sharp at the time, but he could not tell at what rate. George Webster, guard of the ballast train, said—l ac companied the train to take in fuel. It was near seven o'clock. The engine was attached to the trucks when it started from the siding. The driver sounded his whistle three times, and the signalman at the station put up his hand to mean " All right, come out." I mean ny the danger signals those used both day and night. The engine brought the trucks out. The train came to a standstill, and the engine was detached and put in front of the trucks. I was holding the points for the ballast train to turn it on the down line. The signal was still up. I did not notice them after. I stood still when I saw a collision must take place, and I saw the up•train run into the trucks. It struck the second one. I don't know how the signal stood at the Kentish-town station when the train passed through. I never noticed the signal before the ballast train came out of the siding. I had a lamp in my hand, not a flag. When I saw the up• train coming I showed my red light. I heard the engine whistle of the ballast train. The ordi nary train was about five minutes late. I should think about 12 minutes elapsed before the excursion came up. I don't know anything about the time the excursion train was due. There were no lights at the back of the regular train or "excursion boards." All was done by both parties, as far as my judgment will allow me to say, to prevent a collision. I did not notice how the signals stood after the accident at the Kentish-town Sta tion. By Mr. Wilson—The guard has charge of the ballast trains. We have IRO list of arrivals or the excursion trains. I first saw the excursion train at the Kentish-town Station. I did not look at the signals at that moment. The driver of the excursion train I should think could have seen the red light I showed him. _ _ _ By Mr. Lewis—l was employed on the line a platelayer before I was engaged as a guard. I did not know that six excursion trains were coming up. I did not know there was one. I don't know that any provision was made for those excursion trains. Our orders were to work between the ordinary trains. I am positive the red light at the Kentish-town station was up before I left the siding. There is no doubt about that. The auxiliary down signal was also up. These were the only two signals I could see. I don't call 7in the evening dusk. I should say dusk is about half-past 7. The red signal is generally put up in the month of Septem ber before seven. It was my duty to see that the red light was up to protect the down line. Charles Cook examined—l am a fireman in the employ of the London and North-Western Company, and acted as such to the ballast-train on Monday last. After going to Camden to take in water and fuel, we came back along the down-road, and crossed to the siding. Before moving the driver blew his whibtle, and the policeman at the Kentish town station gave the all-right signal with his hand, and put up the danger signals to block the line, both the day fn.d night signals, the red arm and signal. They were also put on at the down auxiliary. I could not see the up auxiliary signal beyond the station. The signals put up were to pro tect both the up and the down line. The signals I know were kept up until such time as our engine was attached to the front of our trucks; but if they were up after that time I cannot say. I did not see any one remove the platform signals at the station before the collision. I first saw th e train at the station. As soon as we saw it we could see it was coming at the rate of 40 miles an hour. I waved our side lamp red, and the driver blew his whistle from the moment we saw the excursion till the collision. As near as I could say, the regular train had gone up some seven or eight minutes. I believe that train to be he 635 from Kew. I think she was about her time. I did not notice the tail lights of that train, but I noticed there was no " special" board on it. By Mr. Wilson—l can judge of the speed of a train com irg towards me as well as I could it I was by the side and saw it pass me. It is my firm belief that the excursion was coming at the rate of 40 miles an hour. I noticed the signals up at the Kentish-town station at the time I saw the train coming into the station. Ido not know whether the driver of the excursion train could have seen the danger signals up at the Kentish-town station on the other side coming round the sharp curve from Hampstead. By Mr. Lewis-1 believe I and the engine -driver of the ballast train saw the excursion together, and we put on all the steam we could to get out of the way. I saw both arms of the semaphore up at the station. If any one has sworn that there was but one arm up, it is, I think, a mistake. The driver, myself, and the guard went up to Euston to make a statement. We gave it to Ur. Bruyeres and others, and they wrote down something, but I do not know what they were writing. The driver went into the room first, and me and the guard went into the room together. I only knew they had been writing down my statement when it was read over. The guard did not hear my statement nor I the guard's statement. I signed th at statement. I heard the statement of the driver, the guard, and . over. Ido not remember any questions be;_ng asked when we were all there together. my o wn read George Wightman—l am a police-constable in tho em ploy of the London and North .Western Railway, at the Hampstead station. The 6.35 Kew train passed that sta tion up on Monday evening at two minutes past seven, which was seven minutes behind time. There was only one red lamp behind the last carriage of that train. The regular train had passed ten minutes when the excursion train came up and passel through at the rate of about 30 miles an hour. For about 100 yards on the Loudon side the line is on a level, but as it approaches Kentish-town it is on an incline of lin 101. I was not inf„riLed of the exact time of the specials except that they were to run at 9.30 a.m., or how many, or how long, or what time they would return ; there was no specified time. There were six special excursions that day, four in the morning and two froammof these six excursion half-past one t e i x ll cu tw rs oi n n t t r h e e i ne. afternoon. They I none got of a them tel gr stoppedlat my station. In theevening I received a telegram from Finchley-road at 7.10, that an excursion train had passed there. The needle worked " train on line" and I replied blocked." I then telegraphed to Kentisn town in about a minute the words " train on line" I re peated at Kentish -town to one in reply," train ou lino." fI had had a tel egra ph f rom K en ti s h-t own seven or e i g ht minutes before, saying " line clear." There are twl sidings close to my place, one on each side. If a train were coming out of the siding on the up line I put my own signals down—that is all I do. I mean the danger signal. On the down side I use my own judgment. If the tunnel is clear I do n t block the line, as I can see the Finchley station right through the tunnel, 1,500 yards. If there is shunting going on at either of my sidings, I block both ways, and telegraph to the stations on buth sides. I received no telegram informing me that there was shunting going on there on Monday evening. I have received such tele grams at other times—in bad slippy weather. By Mr. Park—l had received notices from Kew that the excursion trains would be returning that night from - eight till half-past nine. This train was an hour within ten miLutes before the time it was expected. I should consider, if the auxiliary signal on the Hampstead side of Kentish town station had been put on, it would be sufficient to have stopped the excursion train. By Mr. Wilson—The auxiliary signal at Kentish-town was on danger when I received the telegram from Finchley road station "train on line," but I did not again notice that signal till about three minutes after the accident happened, and it was ther. on. By Mr. Metcalf—l got the reply from Kentish-town before the excursion had passed by the station. By Col. Yolland—The Kentish-town auxiliary signal and the signals at Kentish-town are both lighted from my station. They were not lighted at the time the excursion train passed me. The auxiliary signal only showed the danger arm and not the lights. It being now half .past 7 o'clock, The Coroner observed, although he had intended con tinuing his sitting for a few hours on the following day (Saturday), he had reconsidered the matter, and he would relieve the jury till Monday morning a ten o'clock. The inquiry was then formally adjourned till Monday morning at ten o'clock at St. Pancras Vestry-hall. COTIIV 7 Rl' MARKETS. LIVERPOOL-Sm. 6. There was a very large attendance of millers and dealers at this morning's market, and we had an extensive busi ness doing in English wheat, at an advance of 4d to 6d per 100ibs over the currencies of last week. Flour also met a brisk denland, at 6d to is per barrel and sack higher. Oats and oatmeal were still slow of sale, bat maintained their value. Barley brought 2d per 601 b, beans 6d per qr., and peas is per qr over last Tuesday's prices. Indian corn in great favour, and fully is higher. WAKEFIELD-SEPT. 6 The demand for ne‘t and old wheat was very moderate, at an improvement of is per qr over last Friday s rates, but millers extremely cautious New barley is cheaper, with a dull sale. Other articles unaltered. LOUGHBOROUGH-SEPT. 5. At this market to-day there was a middling show of wheat; trade mare active, at 2s per qr advance upon recent rates—white, 60s to 618; red, 50s to 58s per 36 stone. Barley quite as high as in the week previous, malting selling at 37s to 41s per qr., grinding 28s to 30s per 30 st. Oats a steady sale, and m .re money obtained. Beans veva steady, at last week's rates. —SEPT. 6. -day, and may be quoted as EXETE Wheat advanced slightly follows : eV neat, white.. 7s Od to7s 6d Barley .. 4s 04 to 4s 6d I Ditto new .7s 6d to Os Gd Oats .........3s Oa to 3s 6d Flour, fine, 46s to —s; seconds, 41s to —s per sack. CATTLE. Fat beef,p score, 10s to 11s6d Ewes, per lb to —d Pork carcases,do Ils9d to --s Wethers, d 0...... 6d to —d Lambs, per lb 71d to 8d Fat calves, d0...61d to 7u. Rough fat, 3 . (1 per lb. BRISTOL SUGAR-SEPT. 6. We have had a very quiet week in raw sugars, and prices are, if anything, weaker. In refined goods there is only a limited business doing. A few parcels of rum have been taken for present requirements, but the trade must be re ported dull. RAILWAY INTFLLIGENCE. TRAFFIC RETURNS FOR THE WEEK. Miles Opened. Receipts. Railways. , ___....____, ~.-A...___,„ 1861. 1860. 1861. 1860. X X Ballymena and Port Rush - - - - Belfast and N. Counties 136 136 2,093 2,261 Belfast and County Down 49 394 067 637 Birkd., Lanc., & Ches. Juno - ' - - - Blyth and Tyne 2O 20 1,536 1,942 Bristol and Exeter 125 125 7,702 7,128 Caledonian Cockermouth & Workington 83 84 - - Cork and Bandon 2O 20 346 370 Cork, Blackrock, & Passage 64 66 283 297 Cork and Youghal 26 - 254 246 Cornwall 534 534 1,523 1,364 Deeside l7 17 420 371 Dublin & Belfast Junction 63 63 1,419 1,435 Dublin and Drogheda 63 63 1,997 2,023 Dub. & Wicklow(m.Kingst ) 401 401 3,28; 2,640 Dundalk and Enniskillen Dundee and Arbroath l7l 171 927 1,108 Dundee, Perth, & Aber. Jun 3l 31 1,386 1,653 East Anglian 671 671 8 5 937 E.Counties,Nrfk.,&E.Union 499 499 26,318 26.489 Edinburgh and Glasgow Edinburg Dh, Perth,& undee 78 78 4,064 2,750 Forth & Clyde Junction Furness Glasgoc & South-Western 1834 1834 8,952 8,893 Great Northern 283 283 28.915 28,543 Great North of Scotland 3-t.Sout , +%. & Westn.(lrind ) 329 229 10,472 8,301 Great Western I 7 45 1 751 53,7 8 52, 25 Inverness & Aberdeen June 55 55 1,164 1,072 Irish South-Eastern 25 25 326 225 Lancashire & Yorkshire 3954 3951 13,637 4L,702 Leominster and Kingtou Limerick and Ennis. 1 Limerick and Foynes 2 26i 113 123 Llanehy 464 547 I 571 London & North-Western London and Blackwall 5l 54 1,813 1.875 London & South-Western Lond. Brighton, &S. Coast 2344 2234 22,888 20.3.i2 London, Chatham, & Dover 721 291 2,350 734 Lond., Tilbury, & Southend 424 40 2,312 1,980 Slan.,Sheffield, & Lincoln sh 2 94 2911 15,067 15,493 Iflaiach. S.Jun.& Altrincham 94 1,308 1,144 laryport and Carlisle Midland (inel. N.-Western, 614 6 14 4 43,094 43,555 Midland Gt. Westn. of hind. 192* 1771 4,421 4 .63 Mon kl an d Monmouthsh. Bail. & Canal 44 44 2,24 t 2,359 Newcastle and Carlisle 7B 78 3,e69 3,778 North British (incl. Selkirk and Ga,ashiels) •.. 35 7,242 6,819 N or th Devon N-Eastern(Bedale&Leybrn) 764 764 43,387 45,234 North London 9 9 2,720 2,748 North Staffordshire O swe stry and Newton 3O 677 231 Rhymney 194 194 789 862 St. Helen's Canal & Railway 52 52 1,816 2,144 Scottish Central Scottish North-Eastern ll5 115 1,437 4,225 Shrewsbury & Birmingham - - - - Shrewsbury and Chester ~. 48 48 - - Shrewsbury & Hereford Shropshire Union 29-1 291 916 890 South Devon South-Eastern 306 306 171 26,243 28.393 South Wales. 1 7 14 4 7,5t2 8,509 S. Yorkshire and River Dun 118 118 - - Stockton and Darlington Tati Vale 5l 54 4,833 4,961 Ulster Ulverstone and Lancaster . 19 19 755 745 Vale of Clwyd,. Vale of Meath 35 3 5 1,879 1,720 Waterford and Kilkenny 3l 31 400 379 Waterford and Limerick West Cornwall 276 274 -, 59 759 W. Hartlepool Harbr.&Rail 39 39 4,255 5,169 West Midland. - - - W'haven.Cleator,&Egrmnt 7 7 272 482 Whit e h ave n Junction l2 12 632 6/7 Whitehaven & Furness Jun, 35 35 571 727 FOREIGN AND COLONIAL. Antwerp and Rotterdam 52 52 1,451 1,201 Austrian B2B 673 43,145 37,521 Belgian Eastern Junction 266 266 297 288 Butralo and Lake Huron Detroit and Milwaukie lB5 185 2,014 2,760 Dutch Rhenish Eastern of France 1032 1006 59,390 52,60 East Indian Grand Trunk of Canada 970 970 10,186 10,766 Great Indian Peninsula 3504 277 1,554 3,480 Great Luxembourg l2B 128 3,948 3,068 Great Western of Canada 345 345 6,N81 7,004 Lyons and Geneva 142 142 6,714 6,364 Madrid, Saragossa &Alicant 301 284 12,5;8 14,M2 Northern of Canada Northern of France Norwe4,rian Trunk 44 44 1,265 1, ,, t4 Paris, Lyons, & Mediterrn.. 879 840 90,236 76,509 Paris Alld Orleans 922 922 57,359, 55,327 Pernambuco 366 - 461 - 3 Royal Danish 69 69 871 683 Sambre and Meuse ........• 68 68 1,344 1,413 South Austrian ... 1251 917 53,'.14 40,648 Southern of France ...... . 777 773 24,455 19,636 Wetland-. •.....•..,...• •• 25 25 ,, 5 459 303 West Flanders . . ...... -• • ' 75 1,2,4 1,001 W. and N.W. of Fiance.... 7 4 2 7 3 0 54,013 1 48,456 Blk TH B. ABDY.—On the of 6t LL h inst. , . at a d Welwyn, H erts, the wife of J. POLTIMORB.—On the 4th inst., in Grosvenor-square, L a d y T. Abdy, Esq., .D.aughte Poltimore, of a daughter. sTEN ,,, itT .—On the 6th inst., at 13, Belgrave-square, Lady Isabella Stewart, of a son. WAND. —On the sth inst., at Whitkirk, Leeds, the Hon. Mrs. Edward Wand, of a daughter. MARRIA.GES. BOSANQUET7LUTTRELL.—On the 4th inst., at Kilve, Somersetshire, Henry Anstey Bosanquet, Esq., of No. 9, Lower Berkeley-street, an d t h e I nner Temple, to Mary Anne, the youngest daughter of Colonel Luttrell, of Kilve Court. POULTER— WeREA.—O n t h e 4th i ns t., at St. Mary de CaNG uernsey , tro Church, Brownlow Pon'ter, Esq., of Lincoln's-i nn , to H arr i et Amelia, youngest daughter of Rear-Adtniral M'Crea. OBATHS. BEALV 4 .—On the 3d inst., Mr. Samuel Beales, late of 106, Bishopq ate-street without, aged 74. BLAIIL—On the 29th ult., at Senarc leris, in Switze rland, Richard Blair, Esq. , younge st son of the late Alexander Blair, Esq., of Portland . p l ace , aged 78. FRYER.—On the Ist Il 'mot., at ereingford, Abbott s , H un t s, 13 Thomas Skeels Fryer, B q. , formerl y High Sheriff for the counties of Cambridge and Huntingdon, aged 68. HIGGs —On the 6th inst., at Brixton-hill, Luke Higgs, Esq., late of the Home Establishment of the East India. Company, aged 78- PHILLIPS.—On the Bth inst., at Weymouth, Edward W. Phillips, Esq., of M elksham, Wilt s. PAIN. —On the 4th inst., at Dover, Thoma s P a in, E s q., Registrar of the Cinque Ports, aged 84. SALE. —On the Ist B inst., at Ather s t one , W a rwickshire, G. Sale, E s q., aged 5. LoNv ora : Printed and Published by MURDO YOUNG, at No. 112, Strand, Printer, at TUE SUN Othce, No. 112,Strand, in the Precinct of the Savoy, in the County of atiddkeen SatUrClaY, September 7, 1801. I B pan RAI NEN .of al ral C RI Th that quatE able this r the 'V in act an av Cot term: Drlm Pres( Co.; CO. ; Nish: the I R Foul PRE CHAT DEPO The the Di ing tc Dui been Poi Yotk amou shore Banc King Du tutio , the f, now ,wre( the the One for 1 a lai hun