The Sun. — London, England, 1853-07-28 00:00:00

RAILWAY LEGISLATION. The following is the fifth report of Mr. Cardwell's committee appointed to consider the principle of amal gamation as applied to railway or railway and canal bills about to be brought under the consideration of Parliament, and to consider the principles which ought to guide the house in railway legislation : In a former report, your committee submitted to the house their opinion, that in conceding amalgamation to the companies who were seeking to obtain the bills then pending for that object, Parliament would "part with a power which it might exercise for the purpose of se curing to the public one of the greatest advantages that a commercial country can enjoy—viz., freedom and economy of transit for persons and merchandise from one part of the kingdom to another; and that so important a step should not be taken unless these advantages be fully secured." In reviewing the whole of the evidence which has been laid before them in the course of their inquiry, your committee have directed their attentions chiefly to the following considerations—viz., how far the most free, safe, convenient, and economical transit from place to place, in respect of passengers and goods, may be secured to the community by means of the existing railways and canals ; what regulations may most advantageously be made for the judicious development of the system by the construction of new lines ; and, subordinately to these considerations, whether the property invested in these undertakings may not be protected from undue de preciation and from unnecessary risk. They have exa mined the principle of amalgamation, for the purpose of determining how far the indefinite extension of that principle may be consistent with these important objects. In favour of amalgamation, it is argued that unity of management will tend to promote the public conve nience ; that the persons responsible will generally direct their attention to the development of the traffic upon the main line and upon the several branches, without any regard to those considerations which induce the managers of rival lines to divert it from the channel in which the convenience of the public would naturally have caused it to flow ; that arrangements will more readily be made for booking throughout without change of carriage, and for the more certain ar rival of trains to meet each other at the points 9f junc tion ; that by the retrenchment of duplicate trains, and by greater economy in th e di s t r ib u ti on o f servants and of working stock, a saving will be effected, and the com pany will, therefore, be enabled to expend money on the improvement of th e i r wor k s , the development of their traffic, and the con s t ruc tion of branches, or to reduce their charges to the public. It may be admitted that all these considerations are entitled to great weight, and the witnesses by whom they have been urged will be found to be am o ng the most experienced and the most able of the gentlemen connected with the management of the railways. It follows from general reasoning, and appear* to your committee to have been est a bli s h e d in evidence, that competition fails to afford to the public the same security in respect of railway accommodation which it gives in the transactions of ordina r y t ra d e. Th e amo unt of capita) required for the con s t ruc ti on o f a rail way, the exclusive possession of the line of country best calculated for the purposes o f economy and traffic, and the time required for bringing into active operation any new competitor, with other considerations too numerous to detail, tend to remove these great undertakings from the sphere of ordinary commercial pursuits, and render it necessary for Parliament to look to other remedies than competion for any mischief which may arise from the abuse of power by railway companies. It is true that the power reserved to Parliament of introducing new and competing schemes into districts inadequately served by the established lines, is a weapon the existence of which will be influential as a moral check; and Parliament may actually resort to it when other measures fail ; hut the main consideration still remains, that for the abuse of power by railway companies, competition, in the ordi nary application of the term, affords to the public no sufficient remedy. In a report recently presented to the American Congress by a committee, this subject is fully considered, and the view of the committee is summed up in the following words : "It would appear, therefore, that the principle of com petition cannot, as a general rule, apply to railroad cor porations, and that the interests of the community should not be left to its operation, as in ordinary business en terprises ; that they must, from their peculiar elements, be, in a greater or less degree, monopolies, and neces sarily liable to the evils of monopoly. These evils are not probably, as great at this time as they may be here after, when the system becomes inure perfectly deve loped, and placed under the management of persons less disposed to show deference to public sentiment ; nor are they as yet very perceptible to the public, from the fact that they are not apparent in any direct loss to the com munity; for railroads under any system must be a great benefit, but consist rather in depriving it of the addi tional advantages it would otherwise obtain. It is never theless due to the community that the tendency to these evils should be checked, and, if the above views are correct, it is incumbent upon the State to place the whole system under such control and supervision as may be deemed necessary to secure the greatest amount of public benefit compatible with a due regard to the pecu niary interests involved in the operations of railroads." Against indefinite amalgamation, on the other side, it is strongly urged by persons engaged in trade, and by the representatives of the property invested in canals, that the amalgamation of companies in an united inte rest naturally leads to an abuse of the power which is thus conferred upon the directors. It is to be observed that many of the advantages which are contended for as belonging to amalgamation, on a moderate scale, do not apply to cases where the extent of the proposed union is such as to exceed the compass of one management properly to direct. On this subject your committee would refer to the evidence given by Mr. Saunders, to the effect that in an erroneously large corporation the variety of details and extent of business is too great to be satisfactorily transacted. When many of the lines in an extensive district are united in one interest, it may become the object of the managers to secure the traffic over the greatest mileage, and, consequently, to divert it from its natural course, if that natural course would have caused it to flow in part only over their own sys tem, and in part over the line of some other railway, or of some water communication in the same district. Such an amalgamated company also is armed, by the extent of its capital, with greater power of destroying competi tion in one part of its territory by the temporary lower ing of its rates to an unremunerative scale, the partial loss being of comparative indifference ; while to the smaller rival, which it is the object of the great incorpo ration to destroy, the traffic in immediate contest con stitutes the whole source of its revenue. The desire of the railway companies for amalgamation may be attributed to two causes perfectly distinct, and requiring a separate consideration. Originally, amalga mation was sought for from Parliament principally on the ground of economy in the conduct of the traffic. Latterly, however, new reasons have influenced the com panies, and amalgamation has become not so much a question of economy in the management of the line, as a matter of offensive and defensive policy in regard to the unsettled relations subsisting between different compa nies. As the practice of Parliamentary legislation stands at present, it is in the power of one rival company ma terially to affect the interest of the other ; or a small number of speculators, with or without the encourage ment of a rival, can injure the position of au established company by laying out a hne within their neighbour hood, and so compel them to bring forward, in self defence, and as part of their own system, schemes which, upon a wider review of the public advantage, it is probable that Parliament would have refused to sanction. Your committee referred in a former report to the circumstance, that about 2,000 miles of railway, in volving an outlay of upwards of 40 millions, have been sanctioned by Parliament, and afterwards abandoned by the promoters without the leave of Parliament. most competent witness has estimated the loss of money to the railway shareholders, unnecessarily in curred in obtaining Parliamentary authority for and in constructing the railways now in existence, and in op posing rival schemes, at 70 millions ; and though it may, perhaps, be considered that this is a high estimate, when taken in regard to the lines actually made, it is no sufficient measure of the loss which has been really sustained, since ninny lines have been constructed which probably are not laid out in the way best calculated to promote the general convenience, and so to develope the greatest amount of traffic. On the other hand, it is difficult to estimate the amount of benefit which is de rived to the public even from railways which are not re munerative to the shareholders, by the facilities which are afforded for transit, and by the saving of capital which arises from the shortening of time required for the transmission of goods, and the diminished necessity for holding considerable sums locked up in the stocks of tradesmen. Amalgamation (that is to say, the consolidation of greater capital and of greater power in the hands of an united heird of directors) is sought for as a protection against The risks to whi c h the proicerty,invested in the existing z-,ilway is exposed and this amalgamation con templates, in the mind of Sir W. Cubitt, and other wit nesses, the eventual union of all railway property in a c ommon stock ; while in the mind of others it is limited to what is called territorial division ; th at is, to the groupin,g of the several railways into a small number of great incorporations, perhaps seven for Great Britain, to each of which should be assigne a regulated 'tuated. monopoly of the district in which it is si With regard to the first of these plans, the union of rty present all the railway property, and futur e , i n one stock, it seems to your committee that the following considerations would require to be carefully weighed b y li a a t . Parliament before so important a change could be p er . witted. The railway property held in the end of 1851, the latest period to which great Bai rn the r P t a mentary returns are complete, was 2 , 18,240,8971., and will receive continual and ,indefinite additions as the traffic of the country is from tim • e to time developed. on account of The amount received by the companies _ _ passenger t ra ffi c f or th e year 1851 was 7,940,7641., and on account of goods traffic 7,056,6951., making a total gross revenue of nearly 15,000,0001., which appears to be steadily increasing. The number of persons directly employed in the service of the existing companies in June, 1852, was 67,601, while the number employed in con structing new railways at the same date was 35,945; and the numbers whose living is indir • ctly depen dent upon them in the various trades employed for the service of the railways is probably greater. There is no political division of the kingdom in which they might not be expected, through the medium either of their sharOolders . . qr otf their patronage, or of special wpvantages which they might render to particular indi viduals, to, exercise an influence, while, if they were all united in one common stock, it is no injustice to the railway directors as a body to suppose that they would wield their ,extensive powers rather for the promotiOn of I the interests epecially entrusted to thei r charge than with a comprehensive regard to the more general wel fare of their community. "If you allow," said Mr. Edmund Denison, in evidence, "a very large amalga tion to take plae, I do not know what sort of political feeling might arise, which might be felt in the House of Commons. That is an argument against amalgamation." It has been proposed to render general amalgamation consistent with the just requirements of the public by a system of audit, of maximum dividend, and revision of tariff, whenever that maximum dividend is exceeded. On the subject of audit, your committee have taken evidence tending to establish the possibility of subject ing the accounts of railway companies to a general system of audit, if at any future period it shall appear to be desirable for public purposes. BUt an audit which would be sufficient for the purpose now more particu larly referred to, would necessarily comprehend some of the most difficult questions of railway management ; as, for instance, the propriety of charging to capital par ticular items of expenditure ; and it will not be neces sary to institute it, since your committee are not pre pared to recommend the general scheme of amalgama tion with which, in the mind of the witnesses examined before them, the proposal of an audit has been con nected. As regards territorial division, in the high meaning attached to those words by some of the witnesses, amounting to an assumption that a concession of a cer tain territory should be made to a particular company, and the faith of Parliament be pledged against the in trusion of any rival within the circle so prescribed, your committee are satisfied that no such engagement can in reason be asked for from Parliament ; nor would it be of any enduring value if it were given. The only security which any company can obtain for th e undi vided possession of a particular district in the mainten ance of such relations with the inhabitants of that dis trict, and with Parliament, the guardian of the general good, as may render the continuance of that exclusive possession consistent with an enlightened regard to the wants and interests of the public. Your committee consider that the principle heretofore established at law, that an oct of Parliament constitutes an engagement between the promoters on the one side and the public on the other, is a principle deserving of more consideration than it has hitherto obtained as a guide to future legislation. This principle, rightly understood, conveys to the promoters no right that their privileges shall be exclusively maintained when they cease to be consistent with the general advantage ; but it does imply, that having been authorised by the legis lature to construct expensive works for public use, the resources from which their just remuneration was to spring shall not be taken away upon any other than clear grounds of public policy. The observance of such a principle is valuable to the public as well as to share holders, since it is of importance to the whole commu nity to develop by every judicious means those commu nications on which the freedom and facility of trade, and the safety and convenience of personal locomotion now depend, and therefore to ensure, to a reasonable extent, the stability of the property so invested. It is also to be observed, that while actual amalga mation requires the consent of Parliament, combination of interest, under private agreement, is a matter of constant occurrence, and produces, to a certain extent, the same results as regards the public convenience ; establishing a community of purpose between two or more companies, and enabling the managers of those companies to exercise over the traffic a combined con trol. It has been contended by some of the witnesses that since it is not possible wholly to prevent this kind of combination, it is idle to refuse the formal sanction of Parliament to the principle of amalgamation. But your committee are of opinion that there is a wide difference between arrangements of this nature and ac t ua l amalga mation by Parliamentary enactment. The latter once conceded, no change can be made, if at any subsequent time, either from a change of circumstances, or from a change of management, it becomes desirable again to divide the companies which have been thus united. But if working arrangements, not now valid in law, shall be sanctioned by Parliament, under definite conditions, and for limited periods, capable of being renewed by the same authority when approaching the term of their existence, it will be in the power of the companies to contract alli ances useful for the conduct of traffic, while it will be open to Parliament to interfere for the prevention of permanent public mischief. Your committee, in a former report, took occasion to remind the house that the bills promoted in the present session by one company (the London and North-West ern) have been stated to your committee to involve the union, under one control, ofa raised capital 0f60,000, 0001., between one-fourth and one-fifth of the railway property of the king-don', an annual revenue exceeding 4,000,000/., and an extent of railway communication of upwards of 1,200 miles, or more than one-sixth of the railways in the United Kingdom, forming, from the importance of the towns with which it is connected, a key to the prin cipal communications of the country. It was not sur prising that the chairman of the Great Northern Com pany should inform your committee that, if this amal gamation were permitted to proceed, it would be impos sible for the company over which he presides (though possessing a raised capital of 500,0001., and an extent of 283 miles), to maintain an independent existence ; and it is manifest that before legal validity is given to work ing arrangements, the effect which they will have upon neighbouring companies, and upon that portion of the public whose interests these neighbouring companies subserve, should he duly and carefully considered, and an opportunity afforded to all such parties to be heard. In coming to a conclusion on this branch of the subject, your committee have borne in mind that the system of railway communication ought not by any means to be considered as having attained its full maturity, but that, on the contrary, much is yet to be learnt, both as regards the legal effect of Par liamentary enactments and the practical consequences of improved management. They attach great weight to the following opinion expressed, in the course of his evidence, by Mr. Baxter, the eminent railway solicitor : " Is it your opinion that the power of the companies is large enough already, and that that power would be raised to a dangerous height if it were allowed to absorb other great companies ?—Just so ; what may be called the fighting powers of railways have been much de veloped, of late years, by the contests that have been going on with great companies ; and those fighting powers are of a Most serious description. "By fighting powers you mean the inclination of a company, the source of whose revenue are gene-' rally diffused, to lose revenue in the particular place where they desire to direct the edge of competition ? —Yes ; where a company with an income of 70,0001. a week is competing with another company whom it desires to reduce into obedience, it will make its mind up to lose 2,0001. or 3,0001. a week for six months, knowing that it can afford to lose that sum and the other company cannot afford to lose that sum. The effect on the larger company may be a very small fraction of a dividend ; the effect on the smaller company will be a very serious reduction of the dividend, and the consequence of that is, that in the feverish state of all railway shareholders, the company whose income is greatly reduced would immediately be revolutionised, and the shareholders would in all probability quarrel with the directors, and in the midst of the revolution other arrangements would be proposed, and those, most probably, would be sonic union or agreement with the larger company. "Then do you lay down as your chief principle, that amalgamations should not be allowed to go to so great an extent as to to create single corporations, whose power is able to overhear all the other corporations in its neighbourhood 9—Clearly so ; and because the pre sent system of Parliamentary regulation, if we may sup pose that there is a regulation at all, is to allow compe tition generally between companies merely stepping in upon certain occasions to interfere with that competition s and such competition could not co-exist with the com pany beyond a certain scale of magnitude. "Are you of opinion that the universal fusion to which you have referred in your formal answer could be carried into effect with a due regard to the interests of the corn munity?—l am clearly and strongly of opinion that such a measure could not, at the present moment, be Carried into effect, because there is no public department sniff- ciently educated to take the command which would be necessary in such a state of things. The science of rail way government is one of a most intricate character. Gentlemen of the greatest talent and general business, when they come to apply those talents to railway man agement, are perfectly at a loss. I have met the most acute minded public men upon railway subjects, and found that when we descended into the details of rail way management, the subject is too intricate to allow them to exercise a safe judgment upon it ; and I con ceive that no man, whatever be his powers, can take up such a subject newly and understand it for two or three years at least ; he must have two or three years' expe rience before he is competent safely to deal with it. "You have spoken very justly of the want of experi ence and knowledge that a public department might be expected to bring . to the task of railway management ; now, extending the nature of that observation, do you think the general progress of science, with respect to railway management, has been such that we may sup pose it has already arrived at perfection, or, on the con trary, may we not reasonably expect that new improve ments will from time to time be made, and that the progress of science in railway management in affording facilities for railway communication will hereafter be very great ?—No doubt, the science of railway manage ment is by no means perfected ; you can scarcely say it has yet attained manhood, either if you regard the gene ral policy of railways, as to which most incredible mis takes are still made under railway management, or if you regard the particular mode of transmitting your traffic and your passengers ; improvements will be made in both departments without a question as experience goes on, and there are no means of educing these im provements so satisfactorily as leaving the matter to a modified competition. universal that W there wer e a un i versa l fusion, and that al fu s i on was regulated by an executive depart ment, a great barrienraw would, in y our j u d gmen t, b e create d in the wy railways a ? of the natural only utlral progress and improveme n t o f that, but I believe railways would go Withk a tli a ga v in view, therefore, , of securhw to the railway companies and to the public, as far as% bepossible, all the advantages of amalgaination, facilities to and yet ofret ' retain- In in the hands of Parliament all the power wh'eh a l . be necessary to employ in future for better securing from time to time the application of railway the general good of the community, your would advise that working arrangements, for a time to he limited, confirming intimate relations between diffe. rent companies on the subject of the regulation of their traffic and the division of the proceeds, may with pro priety be sanctioned. In immediate connection with this subject, your com mittee would advert to that of running clauses, or powers conceded to one company of using, without per mission, the line of another. This whole subject of the intercommunication of traffic between one railway sys tem and another, is a subject encircled with difficulty. THE SUN, LONDON, THURSDAY EVENING, JULY 28, 1853. In theory, the railway is open to all comers, like a com mon highway, on payment of toll ; in practice, no one can carry upon a railway but the owners of the stations, water-tanks, and other accommodations along the line ; in other words, the owners of the line ; except for short distances, and in particular cases, where special powers have been given by Parliament, enabling one company to use the accommodations of another. The exercise of these powers is attended by many objections on the score of safety to the passengers conveyed in the trains of both the companies ; and it is in evidence before your committee, that when obtained from Parliament, these powers are sometimes employed, not in the way which Parliament designed, to create for the public a means of communication which would not other wise exist, but for the widely different purpose of obtaining for the company to which they have been granted a pecuniary concession from the other com pany. In speaking on this subject, Captain Huish says— " I conceive that in almost all cases the result would be an arrangement between the companies ; running powers aro granted over a particular portion of a line, in order, it is said, to save the construction of a duplicate line ; they are asked for on the plea of public interest, and are obtained on that ground, and they are then sold as a matter of bargain almost as soon as they are obtained ; that is the real object in obtaining them ; it is not to use but to sell them ; I could give numberless instances of it." If a company which has obtained its powers on public grounds resolutely refuse to admit upon its line, with facility and convenience to the travellers, the traffic of an independent company, it appears to your committee es sential that some remedy should he found for such a re fusal. In the case of Salisbury, it has been stated to your committee by the mayor, that the line from that city to Warminster is left uncompleted, because the Great Western, whose line it is, have a .greater interest in conveying passengers by a more circuitous route ; that the line would of itself be remunerative, and that the capital could be raised for its completion • but that the interest of the South-Western at Salisbury adverse, as that of the Great-Western at Warminster, the line, when constructed, would be comparatively useless with out powers being secured to its promoters for the free transmission of its traffic over the Great Western and South-Western Railways respectively. As regards the transmission of goods, it appears from the evidence of Mr. Stephenson that salt raised from the mine in Cheshire, and intended for alkali works at Newcastle, is carried round to Hull, and thence by shipment to New castle ; and that cotton from Manchester for owners at Newcastle is also sent to Hull, because it serves the in terest of an intermediate company to divert the traffic in both cases from the channel in which the convenience of the owners would have directed it to flow. To the concession of running powers of a limited cha racter in cases like these, there seems to be in justice no ground of objection, and yet considerations of public safety are decidedly opposed to the concession. It is therefore most important to consider whether there be any mode by which justice can be done to the public, without the introduction or extension of a system, ob jectionable on the score of danger. It has been much discussed in evidence, and seems to be generally recommended by the witnesses, that the railway department, as now constituted, or some other department to be especially created for this purpose, in short, that the Executive Government should be invested with strong powers for compelling companies so situated to give to each other and to the public every reasonable facility. The following is the carefully considered opinion of Mr. Denison, the chairman of the Great Northern Rail way Company : " Do you think that general amalgamation would be desirable, or otherwise ?—Very undesirable as regards the public, unless the greatest possible precautions were taken by Parliament. Perhaps such amalgamations might be advantageous to shareholders generally, but as regards the public, in my opinion, they would be very disadvantageous, unless very specially guarded. " It may be taken for granted that such amalgama tions, if sanctioned by Parliament, would be specially guarded. Can you state, in a general way, any guards and precautions which might be effectual for the pur pose ?—Nothing short, in my opinion, of the establish ment of a distinct Railway Board of Control, being put in possession of very ample powers, much larger than they ever had, much larger than they have at present, and to such an extent that they should, in point of fact, have the complete control of the machinery of the rail ways. Without that, I should think, it would be ex ceedingly dangerous, as regards the public, to let such amalgamations proceed. " By a complete control of the machinery, do you mean a complete control in the way of authority, or do you mean that the servants actually employed in carrying out the details of railw a y m anagemen should be the servants of the Government ?—No I think it so important a question that for fear - i should make any mistake, I have written down my views upon this particular point. I think, That a Railway Board of Control should be appointed, which should have power to see carried into effect, according to the best of their judgment, the intentions of Parlia ment, and the object of the promoters of every railway ; and to decide, in case of any dispute, how the traffic be tween all places should be conducted, and upon what terms, rates, and conditions. That all agreements be tween companies respecting traffic should be subjected to the approval or disapproval of such board. That the board should have power, and that it should be part of their duty, to send inspectors over the railways for the purpose of seeing and reporting the condition of the railway, the carriages, &c. ; and that the board should have power to make and enforce such orders for amend- ment or alteration as they may think proper. That the board should hear all complaints and answer in open court. That the board should have the power to regu late the time of starting trains. That the board should have power to advise Parliament, from time to time, what legislative measures should be adopted, after hearing all parties in the presence of each other.' That is my opinion in respect to the board. The reason why I have made some strong observations on the parties being heard in open court is, because I am sorry to say that I have a great deal of experience of the greatest possible inconvenience arising from railway board officers, with the best possible intentions, first hearing one party with closed doors, and then hearing the other, and deciding on the case without the parties knowing why. They Laid themselves open to the greatest possible suspicion, and I have no difficulty in stating that that system wa s th e cause o f th e R a il way Board of 1845 raising public indignation against it." But in practice this plan would be attended by diffi culties of a very serious kind. If it were the interest of one company that its trains should arrive at a station at a time calculated to disappoint the train of another company, or to refuse that interchange of carriages which obviates the necessity for a removal of luggage, or by the adoption of other expedients to render that mode of travelling inconvenient and uneasy, it would be very difficult even for an executive body to over come the obstacles which their power, guided by ex perien'e, would enable them to interpose. Your committee, however, think it would be possible in certain cases where the general convenience of a district was in question to raise the dispute between the public and the companies in such a shape as that the interposition of the railway department might be effectually exercised. With the view of preventing this power from being ren dered nugatory by the introduction of small objections of a practical kind, ingeniously created for the purpose of embarrassing the decision, it would be necessary that it should be conveyed in the widest terms. Since, however, this control, when actually applied, must be arbitrary in its nature, and free from all tech nical fetters, and since the exercise of it will always effe,ct the pecuniary interest of the company against which it is directed, your committee feel that the occa sion on which it should be executed must be carefully defined. The constitution of the Executive Government, affording no means of inquiry in presence of the bar and the public, is unfavourable for the determination of such questions, and your c o m m itt ee recommen d t h at the fact of wrong having been done by the company should first be substantiated before a public tribunal, and the aid of the executive department be afforded to that tribunal in framing its decisions with a view to their practical effect. This course of proceeding will be the more con- I venient, inasmuch as the process of the court will in any case be requisite to enforce any decision at which a de partment of the Goverment might arrive. The difficulty, just adverted to, of arranging the in tercommunication of different systems at their points of junction, is much increased where it relates to the sub ject of loca branches constructed for the purpose of uniting small towns or rural villages with the leading lines of railway. In these cases the branch cannot af ford to maintain engines and carriages for itself ; its traffic, counted over its own mileage only, may be unre munerative, although as a feeder to a larger line over the greater mileage of which its traffic will pass, it may not be unproductive ; and in such cases, unless assisted by the trunk line, or empowered by Parliament to in crease its mileage, and thereby maintain its own plant by running powers over the trunk line, the branch could not be made. It is more difficult for your committee to furnish in words any rule for the decision of cases, each of which would present some degree of specialty arising from local circumstances, than it would be to maintain in practice an uniform current of decision in like cases. It seems, however, reasonable to assert, as a principle of railway legislation, that no trunk line should be re garded as fulfilling the conditions of its relation to the district in which it was situate, unless it afforded every equitable facility for the working of local branches when ever the residents came forward to aid in their construc tion. (To be continued.) RAILWAY TRAFFIC RETURNS. THE GREAT NORTHERN RATLWAY.—Traffic return for the week ending July 17, 1853 (283 miles) 11 5,549 0 6 Corresponding week last year (2234 miles) 10,524 19 3 LANCASHIRE AND YORKSHIRE RAlLWAY.—Traffic re turn for the week ending July 24, 1853 ,.£20,028 5 0 Corresponding week last year 18,024 10 10 CHESTER AND HOLYHEAD RAlLWAY.—Traffic return for the week ending July 24, 1853 £5,976 19 2 Corresponding week last year 4,168 3 5 Increase in 1853 £l,BOB 15 9 SCOTTISH CENTRAL RAlLWAY.—Traffic return for the week ending July 24, 1853 £2,489 10 3 Corresponding woek last year . -1 2,145 2 0 Coax AND BANDON RAlLWAY.—Traffie return .for the week ending July 23,1853 £192 14 10 Corresponding week last year 224 15 3 WATERFORD AND KILK ENNI - RAlLWAY.—Traffic return for the week ending July 24 (29 miles) £176 16 10 Corresponding week last year (13 miles)„,,„,„ 98 13 0 j SPORTING INTELLIGENCE. GOODWOOD RACES-WEDNESDAY. As Though to recompense the racing world for the dis appentment caused by the cheerless state of the weather on Ttesday, this morning opened all smiles and sun shine, and tempted many a Londoner to taste the fresh air upon the Sussex Hills. The special and ordinary trains rom London-bridge conveyed during the morning troops if racing amateurs to Chichester and Drayton road Station, from whence to the course - a distance of five mies—visitors usually proceed by public or private vehicles. Considerable delay and inconvenience was, howev3r, occasioned in London by the unexpected strike of theca)) owners, who took this opportunity to show their cissatisfaction at the recent Hackney Carriage Act, by not permitting a single cab to appear in the streets, so that hundreds of persons who had calculated upon reading,- this station by cab in time for the departure of a certain train were unable to procure a vehicle at any price. The Goodwood Stakes, to which, next to the Good wood Cup, the greatest interest atraches, was the most importtnt of the day. A large amount of money had been invested on it, and, contrary to expectation, Adine, an outsider, cut down the favourites, and bore away the prize, b the great delight of the fielders, who thereby netted t considerable stake. The attendance on the course and on the grand stand and enclosures was very numerous, and the extreme fineness of the day enabled the ladies—of whom there was a brilliant assemblage—to display their elegant summer costumes in the reserved portion of the enclo sure at the extremity of the grand stand. The fallowing are the names of the distinguished guests who have accepted invitation to Goodwood House during the rars week :—His Royal Highness the Duke of Cambrit,ge ' his Serene Highness the Duke of Saxe Leiningm,Prince and Princess Edward of Saxe Weimar, the Dule and Duchess of Beaufort and Lady Henrietta Somerset, the Marquis of Exeter, the Earl and Countess of Dear, Lady Emma Stanley, and Hon. F. Stanley, the Ear and Countess of Jersey and Lady Clementina, Villiers, Earl and Countess of Chesterfield, Earl and Counter of Bessborough, Earl of Glasgow, Earl of Ux bridge, Lord and Lady M a id s t one , L or d C an t er b ury , Lord Thfield, Lord George Manners, Lord Villiers, Lord Clfden, Lord Arthur Lennox, Lord William Len nox, Ltd H. G. L ennox , L or d Alexander G. Lennox, Lord George Gordon Lennox, the Hon. General and Mrs. Arson, Admiral ions, Hon. Major Macdonald, Hon. F. Villiers, Mr. Des Vceux and Lady Sophia Des Vceux, X(r. and Mrs. J. Stanley, Colonel Peel, Captain Pettat, Captain Williams, Mr. Payne, Mr. Greville, Mr. Somerset Mr. Sturt, Mr. Curzon. At Mclecomb House (Lord March's) were Col. New ton, Mr. Milner, &c. Besides the above distinguished personages and patrons of the turf there were present the Earl rf March, Captain Thelluson, Earl and Coun tess of Srathmore, Lord Exmouth, Marquis of Water ford, Eari of Wilton, Hon. C. A. Ellis, Mr. Drinkald, Sir Josepa Hawley, Capt. Higgins, Count Batthyany, Sir F. Snith, Sir R. Pigot, Col. Wyndham, Mr. Etrall, Mr. Batson, jun., Capt. Little, Sir G. Armitage, Lord Anson, Capt. Archdall, Mr. J. Stanley, Lord Drum lanrig, Mr. Heathcote, Mr. King, Lord Bateman, C a pt. Bastard, and a h os t o f o th ers , wom the demands made upon our attention by the number of races prevented us from "taking a note of." SWEEPSTAKES of 300 sovs. each, h ft ; for fillies, Bst 71b each. Craven Course. (4 subs.) Gen. Anwea Mayfair by Bay Middleton (F.Butler) 1 Mr. Greville's Exhibition (Flatman) 2 Lord Exeter's Mrs. Nutting (Marlow) 3 Mr. Powiey's Amazon (Mason) 4 Betting-5 to 2on Mayfair. Mrs. Nutting started with the sad ; Exhibition, Mayfair, and Amazon follow. ing in theorder named. When just below the distance the lot cicied. At the stand Exhibition obtained the lead, but ii the last three or four strides lost it to May fair, who 'ushed in and won by half a length. A length between stcond and third. Amazon was tailed off. HANDICAI PLATE of 501., for two-yr•olds and upwards. Half-a-mile. Lord Clifi6's Cheddar by Cotherstone, 3 yrs, Bst 31b (Sly) 1 Mr. Jordai's Jessamine, 5 yrs, sst 71b (Quinton 2 Mr. Y. King's Narcissus, 6 yrs, Bst 101 b 3 The folbwing also ran :—Leybourne, Gold Dust, Home-bresed, Anteverta, Prevention, Janina, Evening Star, Mayly, Anne Page, John o'Brnges. Betting-_3 to 1 sgst Janina, 4to 1 agst Leybourne, 5 to 1 eachagst Anteverta, and Cheddar, 8 to 1 agst Anne Page, 10 to 1 agst Homebrewed. Won cleverly by half a length. A head only between second and third. Leybourne and Janina, well up, were fourth and fifth. GooDwoon STAKES of 25 sovs. each, 15 ft, and only 5 if declared, &a ; certain winners extra ; the second horse to receive 1(0 sovs. Two miles and a half. (105 subs, 65 of whom pay 5 sovs. each). Mr. Greville's Adine, by Slane, 4 yrs, 7st 81b (Flatman) 1 Mr. T. Parr's Trifle (h b), 4 yrs, 7st 41b ..(Aldcroft) 2 Duke of Richmond's Antigone, 5 yrs, 6st 121 b (Ashman) 3 Mr. I'Ansoi's Haricot, 6 yrs, 7st 21b (Uharlton) 4 The folloving also ran :—Kingston, Buckthorn, Gas samer, Joe Adler, Retail, Waterfall, Abdallah, Vindex, Lambton, Eobbyhorse, Ireland's Eye, The Kaffir, na b c by The Em}eror—Coral. Betting a-, starting--7 to 4 agst Hobbyhorse, 3to 1 agst Joe Miller, 12 to 1 each agst Haricot, Vindex, and Kingston, 13 1-,o 1 agst Trifle, 14 to 1 agst Retail, 15 to 1 agst Adine (taken to some money), 28 to 1 each agst Ireland's Eve aed Abdallah. Muscovite was scratched at 12.20 p.m., Little Harry at 12.30, and Father Thames at 1 p.m. After a brief delay, occasioned by the restiveness of Adine, a good start was effected. Vindex, Trifle, and Gossamer were the first to show in advance, but they had scarcely proceeded a hundred yards when Lambton rushed to the front, and in going out of the straight he increased Ms lead several lengths, Joe Miller, Vindex, Trifle, Adine, Hobbyhorse, and Haricot being the nearest portion of the ruck. On rounding the further turn, near the clump, Lambton began to drop off, and by the end of the next hundred yards Joe Miller had passed him, followed by Adine, Trifle, Hobbyhorse, Antigone, and Haricot. As they ap proached the turn into the Hobbyhorse appeared to be gaining ground, but he gradually fell back in de scending the hill, and when just below the distance Joe Miller's change was quite extinguished. The race was now evidentl? left to Trifle, Adine, Antigone, and Hari cot. At the Stand Adine took possession of the lead, which she maintained without difficulty the remainder of the ch.starre, and won by two lengths, the secon d beating the turd by a length ; two lengths between the third and fourth ; Joe Miller was fifth, Vindex and Hobbyhorse sixth and seventh, Abdallah and Ireland's Eye the next two, followed by Waterfall, Gossamer, and Kingston. Tlese, however, pulled up before they reached the post. Coral colt and Retail were in the extreme rear. SWEEPSTAKES of 300 sovs. each, h ft for colts, Bst 71b each. Certain winners extra. Craven course. (4 subs.) Mr. Howard's Eulogist by Birdcatcher (A. Day) 1 Lord Eglington's Vanderdecken (Marlow) 2 Lord Exeter's Cobnut (Flatman) 3 Betting-3 to lon Cobnut. On coming down the hill the latter was passed by Vanderdecken, who obtained a slight lead at the distance. Eulogist, however, quickly regained his position in front, and won rather cleverly by half a length. Cobnut beaten off several lengths. STEWARD'S C' of 300 sovs., added to a handicap sweep stakes of 5 sovs. each. T.Y.C. (55 subs.) Lord Derby'CLongbow by Ithuriel, 4 yrs, 9st 41b (F. Butler) 1 Mr. Drinkald's Nabob, 4yrs, 7st 131 b (Aldcroft) 2 General Ansoa's Nerva, 3yrs, 6st 71b .........(Wells) 3 The following also ran :—Knight of the Shire, Pelion, Redmond O'llanlon, Exact, Pharold, the Deformed, Claverhouse, Snowdon Dunhill, Michaelmas Maid, Mr. Sykes, Octavia, The Black Swan, Old Rowley, Puritan, Beverlac, St. Faith, Jullien, Surprise, Flycatcher, Young Norval, Hybla, Allington, Anne Page, Apostate, Er nestine, and Cyrus. Betting-4 to '1 agst Pelion, sto 1 agst Longbow, 6 to 1 agst St. Faith, 8 t o 1 eac h agst the Deformed and Nabob, 10 to 1 each agst Octavia and Nerva. Beverlac jumped off with the lead, but after running about 300 yards, Jullien, The Deformed, and Surprise took up their positions in front ; Longbow lying about fourth or fifth until close at the stand, when he came out followed by Nabob, the latter made a good effort but failed, and was eventually beaten two lengths. Same distance be tween second and third; the others widely scattered. Soon after starting Pelion blundered and fell, and slipped up several yards before he could recover him self. He trotted in last and did not pass the post. FIRST YEAR of the GREAT NORTH and SOUTH of ENG LAND BIENNIAL STAKES of 10 sovs each h ft, with 200 added, for foals of 1851 ; colts, Bst 71b ; fillies, Bst 41b ; certain winners extra ; horses having started in 1853 and not won allowed 31b. The owner of the second hcrse to receive a sum equal to 10 per cent. on the whole stake, and the third a sum equal to 5 per cent. on the whole stake. (174 subs.) Mr. Knowles's Marsyas by Orlando, Bst 101 b (Basham) 1 General Anton's Scythian, Bst 71b. (Butler) 2 Mr. Thellu%on's King Tom, Bst 71b (W. Day) 3 The following also ran :—Punchbox, Naomi, The Field Marshal, Durindana, Dr. O'Toole, Vignette, b c , by Van Tromp out of Reel, Trump Queen, and f by Robert de Gorham out of Bourra Tomacba. Marsyas jumped off with the lead, but was quickly headed by Trump Queen, who carried on the running to half-way up the distance, when Marsyas went in ad vance, followed by Scythian and King Tom ; an inte resting race in with the three ended in favour of Marsyas by three-quarters of a length, a head only between the second and third ; Trump Queen was a pretty good fourth. DRAWING-1100M STAKES of 25 sovs., with a bonus, &c., for 3-yr-olds ; colts, Bst 71b, fillies Bst 31b. Once round. (12 subs. to the stakes, and Bto the bonus.) Lord Exeter's Nutpecker by Nutwith, Bst 71b (Norman) walked over. SWEEPSTAKE-3 of 10 sovs. each, for 2-yr-olds and up wards ; two, Gst ; three, Bst ; four, Bst 81b ; five, Bst 121 b ; six and aged, 9st ; mares and geldings allowed 31b ; the winner to be sold for 300 sovs. if demanded, &c. Half a mile. (10 subs.) • Mr. Howard's Vaultress by Birdcatcher, 3 yrs (Wells) 1 Mr. Magenis's Maidstone 4 yrs (J. Marson) 2 Lord Exeter's llazlenut, 3 yrs (Norman) 3 The following also ran :--Leybourne, Dear Me, Old Rowley, Dagobert, and John o' Bruges. Vaultress made all the running, and won easily by a length and a-half ; two lengths between second and third. Leybourne was fourth. Flatman weighed for Young Norval, who, however, did not go to the post. LATEST BETTING ON THE CIIP, 3to 1 agst Muscovite. 4to 1 agst Peggy. f to 1 Jouvence. Pelion was friendless, INTELLIGE: WEIGHTS for the CE EXTRA. HESTERFIELD CLIP. Yrs st lb Longbow Ariosto Hobbie Noble Daniel O'Rourke 4 8 6 Knight of the Shire 4 8 4 Little Harry 4 8 2 Frantic Gossamer Pelion Father Thames Lambton Bardolph Zephyr Rattle 3 7 6 Poodle Pharos Nabob Gossip Nutpecker Sextus WEIGHTS for the NURSER St. lb. Wild Huntsman 8 9 Wood cote 8 7 Bribery 8 6 , Ivan 8 5 Queen's Own 8 5 Vignette 8 5 Astolfo 7 13 Jack Frost 7 9 Reel colt c by John o'Gaunt, out of Valentinia 7 7 Student 7 6 Clio 7 6 Royalist 7 6 Village Lass 7 5 Lady Audrey 7 4' Calliope 7 4 Kennyside Hero 7 4 Naomi 7 4 Cable 7 4 , Yrs st Eulogist 3 7' Hunca. Munca Snowden Dunhill 3 6 12 Abdallah Lambay 3 6 11 Lord-Lieutenant 3 6 11 Greyleg Dagobert The Friar King Pepin .. Beverlac 3 6 7 Jouvence Cornelius Golden Plover Catspaw 3 6 2 Allington Phrygia 4 5 13 The Dandy Nerva 3 5 9 ;IC STAKES, for two-yr-olds, Joan of Arc Winkfield Beauty Epaminondas Cyrus The Uncleared Spicey Basquine Caliban Sister to Filius Margaretta Vingt-un The Brigadier Adelaide Remorse Lady Bird Vixen Health Bonnie Bairn Jovial CRICKET. ENGLAND v. SUSSEX (WITH PARR.I, This match was once more resumed yesterday mowing, and brought to its termination, in the presence of some thing like 3,000 spectators. Sussex having only scored 78 in their second innings, were conquered by 197 runs. The scores stood thus : ENGLAND. First Innings, W. Nicholson, Esq„ c and b Wisden 4 run out.. Adams, b Wisden , 2O c Parr, b John Lilly white 43 Second Innings. Guy, b Dean ll b Dean Caffyn, b Wisden l9 c Wisden, b John Lillywhite ...... ..., 41 Caesar, c Taylor, b Js, Lilly white 35 c and b Js. Lillywhite 43 Anderson, b Dean 24 c Wynch, b Js. Lilly white 35 Lockyer, b Dean 1 b Dean 3l Grundy, b Dean. Clarke, c Wynch, b Wisden.... 6 not out 6 Hillyer, not out 3 b Dean 1 G. Yonge, Esq., b Wisden 0 c Wynch, b Taylor... 1 Leg-bye 1 1 Byes 2, 1-b 5, w 2, no ball 1 lO _l 2 B Total 227 SUSSEX. First Innings. C. G. Taylor, Esq., c Hillyer, b Clarke 2 b Grundy . l7 G. Brown, c Clarke, b Hillyer 0 b Grundy 0 C. G. Wynch, Esq., s Locker, b Hillyer. lO c Lockyer, b Hillyer 8 John Lillywhite, s Lockyer, b Hillyer Parr (given), b Grundy 24 c Guy, b Hillycr 0 Wisden, b Clarke 3 run out 8 Dean, b Grundy 8 c Lockyer, b Grundy 9 Bushby, s Lockyer, h Hillyer 8 c Nicholson, b Hillyer 7 Box, c Adams, b Grundy 2 not out 5 1 James Lillywhite, c Adams, b Grundy H. Hoare, Esq., not out Total.. Second Innings. Total BO Total lB First Innings. IMPERIAL PARLIAMENT. HOUSE OF COMMONS—(YESTERDAY.) FACTORIES BILL. On the motion of Mr. COBBETT that the second reading of this bill be postponed for a week. Mr. T. DUNCOMBE expressed a hope that the bill would be at once withdrawn, as it was impossible it could be proceeded with further this session. Mr. COBBETT said he would agree to the discharge of the order, as he found there was no open day for the consideration of the bill ; but he begged to be under stood as only postponing it till next session, not aban doning altogether. The order of the day was then discharged. GOVERNMENT OF INDIA BILL. The house then went into committee upon this bill, the remaining clauses were agreed to, and the report was ordered to be brought up at the evening sitting to morrow. HACKNEY CARRIAGES DUTIES BILL. On the motion for the second reading of this bill, Col. SIBTHORPE said be had been informed of several instances in which persons coming by railways had suffered very great inconvenience in consequence of the absence of cabs, but he trusted the Government would not give way, because he believed the blame rested with proprietors, who required a larger sum every day from the drivers than they were able to pay. The bill was then read a second time. The other orders of the day having been disposed of, the house adjourned at a few minutes to six o'clock. STATE OF TRADE. (Front the Manchester Guardian of yesterday.) MANCHESTER, July 26.—The increase of confidence observable last week in our market has shown itself more decidedly to-day ; and the previous upward ten dency has now become a quotable advance of say id. to id. per lb. upon the prices of ten days ago in the medium and lower counts of mule and water yarns. The transactions are of fair extent. Shippers are but limited purchasers • yet they are doing more than was lately the case . The home buyers continue to be the principal operators. Several counts of doubled yarns, and also of fine single, are commanding higher prices. The scarceness of pin-cops for domestics causes them to be disproportionately dear. Goods still lay behind yarns as to price. With a good demand, however, for printing cloths, 36-inch shirtings, madapollams, and some kinds of domestics, there is a hardening on the part of sellers which is more felt to-day than it was last week ; and, although 40-inch shirtings are still much neglected, " there is certainly a recovery from the weakness lately observable in these articles, which is mainly attributable to the fact that their being among the cheapest goods in the market is drawing the attention of, some speculators to them. In the present state of the relations betwixt themselves and their work people, spinners and manufacturers are extremely chary about entering into contracts of any length ; and the backwardness of manufacturers is increased by the unremunerativeness of that department separately from spinning. We understand that the associated mill owners of this city have had a meeting to-day, which is adjourned to to-morrow, when a revision of the list of wages will be made. At Stockport, matters remain much as they were. _ ROCHDALE, July 25.—We have had a better demand for flannels to-day, and a tolerably good attendance of buyers, with prices much the same as those of the preceding week. The workmen at the fulling mills, who turned out on Monday week last for an advance of wages, have not yet returned to their employment. So long as these men continue out, the pieces made must continue in an unfinished state. These men de mand an advance of wages and shorter hours of labour. It is said that the masters intend to close the mills till the Ist of September rather than submit to the demands of the workmen. The wool market is rather easier, and prices in favour of the buyer. HALIFAX, July 23..—Owing perhaps to the probability of a pacific settlement of the Eastern question, or more probably to a stronger wish for that probability, there is a better tone of feeling; and although we cannot report that more business is - doing either in wools, yarns, or pieces, yet the markets, especially for yarns, may be looked upon as somewhat firmer. HUDDERSFIELD, July 26.—For seasonable goods there has been a fair demand in our market to-day, but the sales have been limited, consequent upon a limited supply of the class of goods in request. Mixture trouserings in borders and dark colours for the home autumn trade have been most in request ; some good orders have been given for border patterns of middle quality, which are new in the market and quickly bought up. RAILWAY SHARE MARKETS. LIVERPOOL, JULY 27. STOCK EXCHANGE.—The share market was better to day in consequence of a scarcity of stock for the settle ment of the account, which takes place to-morrow. Birken head, Chester, and Birkenhead, 20i ; East Lancashire, 181; Lancashire and Yorkshire, 78a ; Lancaster and C ar li s l e , 103 i ; London and North irestern, 116 i 17 16R17 ; Man chester, Sheffield, and Li nco l n , 294 ; Midland, 72A ; South Eastern and Dover 228 ; York and North Midland, 304. MANCHESTER, JULY 27. STOCK EXCHANGE.—There was a moderate business and juices had an upward tendency. Dovers, 21 15-16 Leeds Stock, 78i ; ditto Fifths, 4g d. ; Midland, 721 , Lonlon Stock, 1161. BIRMINGHAM, JULY 27. STOCK EXCHANGE.— Tho transactions were at the fol lowing prices :—London and North-Western, 116 i ; Eighths, ss. and Gs. prem. The occurrences of yesterday at Wolver hampton, and the Shrewsbury meeting of to-morrow with reference thereto, were the subjects of much interest in the share market to-day, but nothing was done in any of the stocks of this company. LEEDS, JULY 27. STOCK EXCHANGE.—There has been a very limited amount of business done on 'Change this morning, an d prices are nominally the same as yesterday. South Eastern and Boyers have been done at 21g. THE SEAMEN OF THE NORTH-EAST PORTS. —The Tyne seamen have long had it under discussion to have some regulations with regard to manning vessels engaged in the coal trade, and this week they have issued notices that it is their intention to sail in no vessels unless they are manned according to the following scale :—Six keels and under eight, master, mate, one seaman, and two boys; eight keels and under 11, master, mate, two seamen and two boys ; 11 keels and under 14, master, mate, three seamen rand two boys ; 14 keels and under 17, master, mate, four seamen, and two boys ; 17 keels and under 20, master, mate, five seamen and two boys ; 20 keels and under 23, master, mate, six seamen and two boys ; 23 keels and under 26, master mate, six seamen and three boys ; and during the past few days they have left those vessels, the owners of which will not comply with their demands. Several shipowners have complied with their terms, and there being also an opinion among the shipowners generally that what the men ask is not unreasonable, if an allowance were made by them for apprentices who have been a con siderable time at sea, it is not probable that the movement will be any great hindrance to trade. The sea men of Sunderland and Hartlepool have held large meet ings this week to oppose the passage through the Lords of the 29th clause of the Merchant Shipping Bill, which clause will give the shipowner the privilege of manning his vessels with seamen of any country he may deem it prudent to engage. The regulations with regard to the manning of vessels have not been adopted by the seamen of Sunderland. [ADVERTISEMENT.]-Fifty Thousand Cures by Du Barry's Food, without medicine, inconvenience, or ex pense (as it saves fifty times its cost in other remedies).— " Twenty-five years' nervousness, const i pa ti o n, indiges tion, and d e bilit y, f rom which I had suffered great misery, and which no medicine could remove or relieve, have been effectually cured by Du Barry's Revalenta Arabica Food in a very short time. W. R. Reeves, Pool Anthony, Tiverton."—" Eight years' dyspepsia, nervousness, debility, with cramps, spasms, and nausea, for which my servant had consulted the advice of many, have been effectually removed by Du Barry's delicious health-restoring food in a very short time. I s h a ll b e happy to answer any inquiries. Rev. John W. Flavell, Ridlington Rectory, Norfolk." — " Three y ears ' excessive ner vous n ess, with pains in my neck an d left arm, and general debility, which rendered my life very miserable, has been radically removed by Du Barry's health-re storing food. Alexs. Stuart, Archdeacon of Ross, Skib bereen."—" 50 years' indescribable agony from dys pepsia, nervousness, asthma, cough, constipation, flatu lency, spasms, sickness at the stomach, and vomitings, has been removed by Du Barry's excellent food. Maria Jolly, `Northam Ling, near Disci, Norfolk."—Copies of Stuart de of 50,000deDeeies, cures c (including neral Thomas inas those King,of Lroorrsd. Ure, Shorland, and Harvey) gratis. In canisters, with full ; instructions, 11b ., 2s. 9d. 2lb., 4s. 6d. ; 51h, 11s. ; 12 1b ~ 225. ; super-refined, , 225. * ; 101 b , 335. The 101 b. and 121 b. carriage free. Barr Du Bar a nd Co., 77, Regont-street, London. ry L AD VERTISEMENTd—THE CAMP AT UHOBIIAM.- 39, Al bemarle -street, Piccadilly.—Observe, opposite the York Hotel. The Royal Exhibition. A valuable, newly-invented, very small powerful waistcoat-pocket glass, the size of a walnut, by which a person can be see n an d k nown one mile and a half distant ; they answer every purpose on the race-course, at the opera-houses, country scenery, and ships are clearly seen at 12 to 14 miles. They are invaluable for shooting, deer stalking, yachting, to sportsmen, gentlemen, gamekeepers, and tourists. Telescopes—A new and most imp6rtant invention in telescopes, possessing such extraordinary powers that some, 33 inches, with an extra eye-piece, will show di s ti nc tly Jupiter's moons, Saturn's ring, an d th e double stars ; with the same telescope, weighing only 3 ounces, can be seen a person's countenance three miles and a half distant, and an object from 16 to 20 miles. They supersede every other kind for the waistco a t-p oc k e t , a a c n e d ord a i re ng o ly. of la o r p ge e r ra a a n n d d rallac ecourse sizes,-cou glasses, with wonderful with in creas i ng powers power; an object can be clearly seen, from 14 to 16 miles distant. Messrs. S. and B. Solomons, opticians, have in vented invaluable preserving spectacle lenses. Immediately they are placed before imperfect vision, every object appears clear and distinct; the most aged, defective sight becomes bright and brilliant, is brought to its youthful, natural, and original state. Deafness—New Discovery— The Organic Vibrator, an extraordinary powerful and newly-invented instrument, for Deafness, entirely different from all others, t o surpass anything of the kind that has been, or probably ever can be, produced. Being of the same colour as the skin, it is not perceptible ; it enables deaf persons to hear distinctly at church and at public as- semblies ; the unpleasant sensation of singing noises in the ears is entirely removed ; and it affords all the assist ance that possibly could be desired.—S, and B. Sojomons, Aurists and Opticians, 39, Albemarle-street o Piccadilly, Observe, opposite the York got tie . 0 st Lockyer, b Hillyer 1 1 c Anderson, bflyer 2 l-b 1, w 1 2 Total 7B THE PUBLIC SCHOOLS MATCHES. The first of these exciting contests was commenced a very few minutes after the above match had been brought to a conclusion, and the schools put forth in the first instance were Harrow and Winchester. At the commencement of the play the betting was 6 to 4 on Winchester, but at the end of the first innings the odds fell to " evens, Harrow for choice." Thus was the score when the wickets were drawn for the day : HARROW. First Innings. Lord Guiles, b Bramly l7 not out.. Hon. It. Stewart, c Awdry, b not out.. Bramly 0 K. Digby, Esq., bA. Robinson 2 W. Davey, Esq., b Bramly 9 P. Knight, Esq., s T. Robinson, Second Innings b A:Robinson 3 V. Walker, Esq., bA. Robinson 10 R. Currie, Esq., c Stephens, b _ . _ . Bramly A. de Bourbel, Esq., b A. Ro- binson 2 A. Park, Esq., run out 1 W. Church, Esq., run out 3 R. Forster, Esq., b A. Robin- 5011 l4 b 2, 1-b 6, wl4 22 1-b1,w5... Total 99 WINCLIESTER. T. Robinson, Esq., b Stewart ll H. Beckley, Esq., b Stewart 0 W. H. Awdry, Esq., b Stewart l3 R. T. Burney, Esq., c Davey, b Stewart 22 H. Gillett, Esq., b Walker 8 A. Robinson, Esq., b Church l2 J. A. Bramly, Esq., c Park, b Stewart 0 C. H. Pilkington, Esq., c Foster, b Stewart 0 F. Stephens, Esq., c Foster, b Park 0 W. Eliot, Esq., not out 6 J. Aldridge, Esq., b Park 1 1-b 1, w 8 9 ... Total B2 The match was resumed this day at eleven o'clo ck. THE FIRST ELEVEN v. THE NEXT EIGHTEEN OF SHEFFIELD. This match was resumed on Tuesday, when the final result of the contest was in favour of the eleven. The total number scored by their more numerous opponents in two innings fell short of that accomplished by them in one. The following is the score : THE EIGHTEEN. First Innings. Second Innings. Prest, Esq.,c Hallam, b Skelton 10 b Wright 37 Thompson J., c Chatterton, b c Rowbotham, b Skel- Wright Shearstone, W. c Ellison, b Skel ton Ibbotson, J,, b Wright 5 b Skelton 1 Woollen, J., b Wright 3 b Wright 0 Moseley, C., b Skelton 1 b Skelton 0 Shaw, G., rim out * 8 b Wright 0 Gillott, R., b Wright 0 b Wright 6 Waterfall, W. ,not out 3 c Hallam, b Skelton.. 0 Ellis, T., b Skelton 0 b Berry l7 Thompson, S., c Berry, b Skel ton 1 b Wright 2l Hall, T. ,1 b wAb Wright 3 run out.. Thompson, J., c Rowbotham, b Skelton 1 Biggins, J., c Hallam, b Wright 7 Martin, J., run out 0 Waterfall, A., b Wright Thorpe, J., c Skelton, b Wright 2 Champion, 11., b Wright 1 wicks.. 3 Total 4B b Wright 0 b Wright 2 c and b Skelton l2 b Skelton 1 not out lO c Sampson, b Wright 9 b 1, 1-b 4, w 5 lO THE ELEVEN. Total 149 First Innings. Ellison, Esq., st Martin, b Thorpe ll Skelton, Esq., c Champion, b Shearstono Sampson, H., b Thorpe ll Chatterton, G., b Moseley Wright, H. c and b Thorpe 3O Smith, P., c Champion, b Woollen 2 Berry, J., c Waterfall, b J. Thompson Coates, G., b S. Thompson 33 Rowbottom, J., b Thompson lO Holism, R., cW. Waterfall, b Thorpe 1 Stephenson, E., not out b 6,1-b 2, w 12.. Total... ~ 20 ...204 KENT AND SUSSEX v. THE ELEVEN OF ENGLAND. This great mat c h—th e score o f w hich by some mistake has miscarried un til yes t er d ay — w as played on the Com mon at Tunbrid ge W e ll s on Thursday and Saturday — Friday being we t i n th e pas t week. In the end the match was "drawn" at 8 o'clock on Saturday evening, the general score bearing the following appearance : Second Innings. b Tinley ................ 3 b Clarke ............... 0 c Caffyn, b Clarke.. 19 c Morton, b Tinley.... 3 b Tinley ..... s : .......... 5 b Arn01d..... 6 c Caesar, b Caffyn .. 12 c Caffyn, b Arnold... 7 D Sl323BBlA.ruoid ...................... •• I°l w Gi i l i b l e sh rt e , r, s e M p o a r r to: b , b o KF A a Bi T i l t : 1 Inn ings.A. d . N . . .. 14 Bushby, s Morton, b Arnold— 41 Hyde, b Clarke:. ... . ..... . 6 Pilch, b Arnold. 0 Box, b Arnold. 9 Wenman, b Clarke 3.0 Sewell, run out 7 A. Mynn, Esq., c T. Parr, b Arnold 2O no tont. Bartholomew, c Morton, b Arnold 6 b Cairyn. . 'Myer, not out bl, u-b 5 6 b 1 , egs 2, wide 1 4 Total 124 ............... 18 Total B9 ALL ENGLAND. First Innings. S. Parr, b Gilbert 59 Guy, b Willsher 1 b Willsher A. Clarke, c Bushby, b Willsher 3 c Box, b Gilbert Parr, c Sewell, b Willsher ...... 5 Caffyn, c Mynn, b Hyde....,. 22 Casar, c Willsher, b Hillyer.... 3 not out Anderson, b Gilbert ............... 4 Tinley, not out ..................... 23 Arnold, s Box, b Hillyer 5 Morton, b Hillyer Clarke, b Gilbert lO byes 3, legs 4 W 00 1,4,4 ., ~,,,,,,, 138 Second Innings. T0ta1„,,,, 90 ... 6 7 ... 6 7 ... 6 7 ... 6 6 6 5 • 6 5 • 6 4 • C 3 SHIPPING INTELLIGENCI CUSTOM HOUSE, JULY 27. ENTERED INWARDS.—The XI. April, from 1 91 9 Judith, Christianstadt ; John, Antwerp; Ida, Leer ; San Roso Bordianski ; Vesta, Bil°, o lll b o ili Intrepido, Galatz ; Ida, Elsinore; Fortuna, •I'" r i am li Cumberland, Dantzic ; Prosperoso, Galatz • Olive vw - gr Leghorn ; Konigsberg, Wissta ; Engelina, ' Nord en : o o, glishman, Gergenti ; Sophia M'Kenzie, Quebec ; Odessa; Waldemar, Leghorn • Friends, Caen; Hound, beg Monte Video. Rebecca, Ibra il. mAri*Cli flt ENTERED OUTWARDS FOR LOADING.—The " — cog , tina, for Altona • Willu3lmine, Altona ; Amalia, tinople % John Wilson, Kurrachee ; Joven Ricardo' and Malaga • Maria, Atona; Seeds, Antwerp; MVO Cherbourg ; ' Sphynx, Boston, TJ. S. ; Nephew, Caen; e s en ; Cherbourg ; Bon Successo, Lisbon ; Elizabeth , , io p, Jenne Louis, Fan n y, R ouen ; Wil l i am an d A nn , An" Polka, Konigsberg ; Ellen, Havre. CLEARED OUTWARDS WITH CARGO.--.. p. Odessa ; Fortuna, Copenhagen ; Johanne Maria, Anne Maria, Harburg ; Duchess of Leinster, I r elP ' Koophandel Hobart T own • Alfred, Geelong, Chu n ' a ' tale' and Valparaiso • St. Fort, Stettin • Wider, Alexandrina, Algoa Bay ; Henry Woolly, port Hannah Sophia, Falkland Islands ; Dorcas, Odessa. LIVERPOOL, JULY 27. The Thomas Gowland, s p o k en J u l y 17 , lat. 38 /.1.,1 °'lll' 2 E. 0 N The J. R. Hindson, s p o k en J u l y 17 , 11 at. 38 .11,...°14,0% The Economy, a t A nc h or , s p o k en J u l y 21, nu '''' Vincent. at,l The Teneriffe (s.s.) hence to Constantinople, spoke s 22, lat. 39 N., long. 10 W. The Marmion, Akyab to the United Kingdom, 614° April 19, lat. 12 N., long. 91 E. VESSELS SPOKEN WITH. 0 , The Cameo (ship), with emigrants, July 17, la d , long. 23 W. e P The Clydesdale, Harbou r G race t o Liverpoo l, Jtll/ lat. 52 N., long. 14 W. I°6 The Jersey, bound W., July 16, lat. 46 q W. The American C ongress , b oun d W ., l oss o f o rO to lant-mast, lat. 46 N., long. 28 W. The St. Vincent (ship) outward bound, June 2 ' 2 N., long. 18 W. The Alabama (barque), Bonito, outward boundv . joOt bert Edward, Li verpoo l to Shanghai, 30th, lat. 18 W. 4 614 The Hashemy ( s hip), ou t war d bound, July 22,•• long. 8 W. 10 0 The Chili, Calcutta to Boston, April 10, lat. 18 .0" 89 E. The Asia, Calcutta to Mauritius, 15, long. 90 E. IA The Gymer, No. 8,170, 2d p en d ant, 24th, lat. 1 87 E. The Margaret West, Batavia to London, Mae 36 34 S. long. 17 E. )1 ' The John Guy, Manilla to New Y or k, J une S. long I 2 The Woodstock, Mauritius to Li ver p oo l, 16th, l a .' long. 15 W. 'o l ' The China, steering S., 20th, l a t. 1 N., l ong . 22 031 d ; The Messenger, steering N., 21 s t, l a t. 3 N. l on g. t The Corsair's Bride, M a uriti us t o L on d on , 22d, L 5 long. 24 W. tb The Albert Edward, Li ver p oo l t o B om b ay , 24 ' N., long. 24 W. ; Cathcart, steering S., same day. The Salatiga , Batavia to Amsterdam, July 2. The Mary Ann, Antwerp to New York, July 1 3, N., long. 23 W. The Arvede Ratoit, Rochelle to Boston, U.S., lat. 49 N., long. 32 W. COUNTRY MARKETS. EDINBURGH MEAL MARKET—JULY 26 ; There were in the market to-day, 5 sacks oatn3o3lo weighing 2801bs i m p er i a l, w hi c h so ld t h us : -5 and 0 at 01. Os Od. EDINBURGH HAY AND STRAW MAR ' 0 JULY 26. tie° There was a large supply o f s t raw o f a ll descriP ho market. The prices were as follow : Oat straw, from 5s Od to G s 6d p er k emp l e o f 16P ,ron ; wheat do., 5s Od to 6s 6(1 ; barley do., 4s 671 , Hay from 10(1 to 12(1 per stone. DALKEITH MEAL There were in the market of barleymeal, and 00 of poi Prices same as last week. LI Oatmeal, per sack of 2801bs imperial Barleymeal, per ditto Peasemeal, per ditto Flour, per ditto Pot-barley, per ditto ifARKET—JuLY 2 5 e d,, / , to-day 42 'bags oaten A-barley. Sales were 1 1 ,owest quality 6d Pa First.' Second. nat t )j .l 33g 6d Oct I) : —s Od —s Od r —s Od s Oct ' 4l (4 —s Od —s Oct —s Od —s Od COAL MARK Prices of Coal per ton at t ET—Juix 27. ,he close of the market Russell's Hetton . ..... • " Stewart's ................•• . •11 Plummer .............. Backhonso .............. •••:ii Cassop ................... .• i t Denison . ................ Heugh Hall ............ .."if Ke110e..................... ••• 1 / I South Hartlepool ..... • "11 South Kelloo ............ .. Thornley Hartley •.. . .11 West Kelloe .......... :••" . 18 oes ...... 1 6 . . - Case's We5t...... ".. 1 6 :t. H e l en ' s Tees.... Woodhouso Close .„." 'll / Cowpeu ............ Derwentwater Hart le} Grey's West Hartley 48 ; I Sold s. d. Burnhope l5 0 Holywell .......... . .. 6 Howard's . West liartley Netherton 'l7 li Willington Hartley l7 0 Pelton Main 15 3 West Hartley 18 6 Wallsend, &c. Acorn Close l7 0 Gibson l6 0 Fledley 17 0 Riddell l7 0 Johnson l6 6 Eden Main 17 3 Belmont 17 3 lletton lB 0 Lambton l7 9 Lumley 17 0 Polisher l7 Shi GI p at market ...... 48 SEABORNE MAILS. (N signifies that the mails are sent from the General b 3• the night—and 111 by the namning —dispatch.] _____ - - r —... -0 Day when made up From what .pie 111 C OUNTRIES. in General Post- Port 14rj Office, London.* Dispatched. .•-',/,,, ------ -"--- OF A merica(byßrit.pack)N Every Friday .... Liverpool ... Each America (by United Sts. packet) ..........N Aug. 9 .......... Li v erpool ... Aug . America (by U. States JO' 1 packet) ..........NAug. 3.. • • •...... Southampton Australia (via South-I 4 g• ampton) .. .... .... M 'S ep t. 4 .....• .... Southampton :i t i l i i 31 Ditto (via Marseilles) NlSept. 8 cot o Ditto (via Cape of • Good; Hope) ..........N/August 4 ........ London ... • • -I / fi n '' , 3 6 . Africa (West Coast) ..NJuly 30 Plymouth • • " r - iy 3 7 Alexandria.......... N,B, 9, 24, &30of m Dover ...• •• " a 4 Alexandria.. ...... .. At !4th & 20th of mon Southampton Ana- 1 Bahamas ...........M,2nd of the month Southampton v Belgium ............N Daily ..... Buenos Ayres ........ M I9th of the month Southampton A .. „ . $6 Cape of Good Hope .. 14th of the month Plymouth .• Au Cape of Good Hope ..N i l Plymouth • • Cape de Verde ......N' loth of the mo n th. Plymouth .• Au g , 16 Ceylon (see India) I 0 i Ceylon ..............N 14th of the mo n th Ply mou th .• .An jll. Channel Isles ........N.Mon ~Wed.,&Fr i d. Southampton l a ', I Chill— ........... .. AI ~d & 17th of month Southampton Anb . China (see India) .. 0 Constantinople ......N 7,8,17,24,&27 of m. Dover .... . • d ' I L I , 4Ai Constantinople ........14th & 20th of mon. Southampton Aner Cont. of Europe M & N'Twice daily Dover .....• l'' • Egypt (see India) 0 France ........ M & N Twice daily... — . Dover .... • • ... „,wie ..,.. 3 Gibraltar ...... ....M 4,7, 17, 20, 27 of m. Southampton A" Greece (see India) Greytown M 2nd & 17th of mon. Southampton . 0 0.5 4. , 16J1' Hamburgh . N /Tuesday & Friday,London .....r a I Havanna!' sl,2nd of the monthSoutharopton Allg t ;so Holland MI Wednesday & Sat. London ....•1 14 "„ 1 6 Honduras .........Ml7th of the month./ Southampton A° a' 4 India (viaSouthampt.)M,4th & 20th o f mon./ Southarnpton'3l India (via Marseilles)3(,Bth& 24th of month. Dover .....• l'w lonian Isles (sea India)/ i 64 0 Ireland ........M &NI Twice daily ...... Holyhead .. TW .. „ -C 3 , Lisbon .......• • M '7, 9, 17, &28 of in. Southampton A'.„ . 1 6 Madeira M 9th of the month Southaniptonkku,V4 Madeira N July 39.......... Plymouth .• I J a ''' '• Malta (see India) I,r 29 30 of m. Dover ..... i . _ a l f IN Malta f t a a i u i r r t t ii•tui•s:.:.... N 7,17,19,28 s • • ( sec India ) N 14th o f the monthlPlymouth .. Alt' 9' l Mexico .......... M 2nd of the month., ISouthampton i A a ";% i i .acc a pw l v : zi s 4Ber ' t k a i alie • ans : cti a.. • ... .... ... ... .............. 6 24 t h & l5 i t 7 11 1 2 h M o h r Peninsula .......... M 9th 1711128 thohnon. 1 5th i i Ibt privates thotl i ship o n .. . / n r i m ot7t n h .. S p oU l i e h r an - m • io • ri lA A :*''° ; 3 o .l3l° I 'mub• •"• ••• • • • ....H 2d & 37th of mon. /Southampton, „.. 5 Port Natal .....• N 14th of the month; Plymouth •• itt 5 Sicily .. •• . ... • N sthlsth2sthofmon, Dover ...... A ug ,.'s Tuscany ...... !sp %r oo a t, r , Various . po p. iro.t:lllJuopi: i . . . ....N,sthllsth2sthofmon.Dover ...... Au I Venezuela .... • ... M /2d & 17th of month/Southampton, Atli' Van Diemen's Land (see , Australia) . West Indies ........Ml2d& 17th of month SouthamptoniAa.„,/, Maus 04,0 * When any of these dates fall on a Sunday, the Mau' ( 10 kst dispatched on the following day, with the exception o f the —,„ h ed Southampton), and the Malta, both of which will b e dispaw" day preceding. [ADVERTISEMENT.] —HoIIoway's Oint men t an d 0 l'o have effectually Cured an awful Bad Leg of a, pelt g oti Lincoln, old.—Extract of a letter from Mr. Illsop, dr ii ti n V; Lincoln, dated April 4, 1853 :—To Professor 0 3 ' 4 0 9) , Dear Sir, —Among the numerous cures effected bY,„' for, valuable medicines, permit me to inform you of lowing : Mrs. Mary Jackson, residing in this toviill,V years of age, had a dreadful b a d l eg f or upwards °,foliellt, months ; there were thre e sores on i t, an d i t wa s s- u gh; to an immense size. Every person that saw it tiloa that she would not recover : however your ointrlxtlf pills alone have p er f ect l y cured it.—Sold b y all 051 gists, and at Prof essor Holloway's Establishment' Strand, London. —.4 EIRTIIB. OF A SON. l ip liff t/ ' On the 24th inst., at 15, Dover-street, Piceadi'v' G. Champion, e ll' On the 24th i ns t ., at Phil l i more-terrace, Sena n Mrs- C. R. Winstanley. OF A DAUGHTER. th e f On the 25th i ns t ., a t 12 , G rosvenor-squar e, of Anna Gore Langton. iv,. if ° On the 25th ins t., at 21, Woburn-square, th e Henry Elland Norton, Esq. _.. ersy o f 0; MARRIED. re. Car l On the 19th inst., at St. Georcre's Hanover-sqll3 secoli tain Granville Leveson Proby;'74th Highland son of Admiral the Hon. G. L Proby, and nePh evi. „ eld est Earl of Carysfort, to the Lady Augusta i Maria kW"' : jiff' daughter of the Earl of Listowel, K.P. cs, iogl~ On the 23d inst., at St. James's Church, Pic cadillf• jogl ° William Samuel Woodin, Esq., the celebrated ur r , r9 gli e ' phist, to Frances Susanna, eldest daughter of P. ' , Esq., of Old Bond-street. __.------'-- DIED. On the 21st i ns t. , at Pimlico, Lydia, relict o f ' Stebbing, Esq., late of Clapham ' ... Surrey. nhitec t i On the 23d i ns t. , J . S tan l ey Reilly, E gc l" - a, ,, ed 37. m er, ' On the 24th i ns t., a t D ep tf or d, C a ptain Davi d aged 85 yO lll4 , LONDON : Printed and Published by MI 7I 3 fin ~.- o *To. — g 4 of No. 112, Strand, Printer, at chg Sun vw""' oil' th e c Strand, in the Precinct of the Savoy, in Thursday, July 28,1853. to pa tit of