The Sun.
London, England, 1852-08-28 00:00:00

LONDON, SATURDAY EVENING, AUGUST 2B, issq

diverted, they bad received new accessions which 1
more than compensated them for the loss they had 1
sustained.—(Applause.) Unfortunately the company
was involved in law transactions, respecting which it
would be impossible for the directors to give any ex-
planation at present, but in a short time he hoped
those proceedings would be amicably settled, and all
would end in harmony and peace.
Mr. WYLES seconded the adoption of the report.
Mr. RONEY wished to ask the directors to give the
shareholders some information as to the nature of the
agreement at present existing between that company
lr(inidautghbattetrh)e matter_anoithis
and
CHAIRMAN
anNc o
rr
yrt he_pe
_ was in the
Mr. RONEY proposed the appointment
Court
explanation he could give.
The
o of
waa s the
only
com-
mittee of shareholders, who, in conjunction with the
directors, should be empoweredmatte to devise some middle
course,
This andwas
objected settle the t 0 _
by r
W.
f
London, and other shareholders. Other similar
po s
ti ti
them
on e were
were
withdrawn, m madeby various Stephensp r
o o!
andrbi Wyles
shareholders, but all
of h
would be obliged to retire. yblreostbsetratdinirgeotthoarst
were they persisted in he
The Chairman (Mr. Norton) was re-elected, as also
were Messrs. Wyles and Beasley, the retiring
directors.

Mr. Samuel Newham was appointed one of the
auditors, in room of Mr. John Swann, resigned.
On the motion of the CHAIRMAN, a dividend of
ls. 6d. per share was declared, and the proceedings
terminated.
EDINBURGH AND GLASGOW.

It appears that the net revenue of this company
for the half-year ending July3l amounts to 34,4621,
and will afford a dividend at the rate of 3 per cent.
per annum on the ordinary capital, leaving 1,1121.
to be added to the reserve fund, now amounting to
43,6371.

BANK OF ENGLAND.
(From last night's Gazette.)
An ACCOUIIt, pursuant to the Act rth and 9th of Vtot.ria. eon - 22 for
the WOOS among on Ratarclay, the 21st day of August, 1852.
ISSUE DEPARTMENT.

Notes i55ued........ 35,425,130

Government debt .. 11,015,100
Other securities .... 2,984,900
Gold coin and bullion 21,406,163
Silver bullion • • .. 18,067

£35,425,130

I
£35,425,130
M. MARSHALL, Chief Cashier.
1852.
)ITAZTXLPTIf T. x

Dated the 26th day of August,

BANICIXG
X.
Proprietorecapital.. 14,553,000
Rest .... • . 3,288,643
Public deposits (in-
chiding Exchequer,
Commissioners of
National Debt, Sav-
lugs-banks, and Di-
vidend accounts).. 5,844,525
Other deposits • • • 12,945,084
Seven day and other
1,336,037

'Government securi-
ties (including Dead
Weight Annuity).. 14,139,333
Other securities •• .. 10.714,100
12,665,018
Gold and silver coin .• 448,836

£37,967,289

--------
X 37,967,289
M. MARSHALL, Chief Casttior•
1852.

Dated the 26th day of August,

The Journal du Tarn states that the rain which
has lately fallen has begun to do much injury to all kinds of
crops, and in particular to the grapes, which are beginnini,
to rot from the effiacts of the humidity.

RAILWAYS.
A report from Captain J. L. A. Simmons to the
Lords of the Committee of Privy Council for Trade
and Foreign Plantations, with regard to such proceed-
ings that have taken place respecting railways in the
year 1851 as have come under the cognizance of the
department of her Majesty's Government entrusted
with the supervision of railways, has just been pub-
lished. These proceedings have
principally taken
place under the more immediate supervision of the
late Board of Commissioners of Railways, whose
functions, by an Act of the last session (14th and 15th
Victoria, chap. 64), were, from the 10th of October,
1851, transferred to their Lordships, We subjoin
the more important passage of this interesting docu-
ment :
" The report (says the Gallant Officer) which I now
have the honour to submit to your Lordships is in con-
tinuation of the annual reports made by the Commis-
sioners of Railways, and is intended to place before your
Lordships a record of the progressive development of the
railway system in the United Kingdom, and of such
matters connected therewith as appear to deserve espe-
cial attention, and more particularly of the proceedings
of the department with reference to the safety of the
public while travelling upon railways.
`INCREASE OF RAILWAY COMMUNICATION.
" The increase that has been made in the railway
communication of this country in the year 1351, has not
been ao great as any of the preceding years since 1844;
commencing from that period, there was a rapidly pro-
gressive increase in the number of miles opened daring
each successive year. This increase reached its mini-
mum in 1848, in which year 1,182 miles of railway were
added to those previously opened for the conveyance of
passengers. The yearly progress has since 1848 been
as rapidly diminishing, the number of miles opened the
last year having only amounted to 269, of which 174
cothtleanrda,ialwnadyBc6ominmlurenliacnadtion
were
Ewn ghloalne d enxitneen noSt
open for traffic in the United Kingdom at the end of
1851 was 6,890 miles, which are distributed in the
different parts of the kingdom in the following propor-
tions •

Miles.
In England and Wales ... 5,306
In Scotland... 960
In Ireland ... ••• 624
Total miles open for public traffic
in the United Kingdom... 6,,890
" The principal communications by railway which
have been opened during the past year have been that
part of the South Wales and Forest of Dean Railway
which extends from Gloucester to the left bank of the
river Wye, opposite Chepstow (27 miles), and the Vale
of Neath Railway, from Merthyr Tydvil to the South
Wales Railway, near Neath (19 miles). The bridge
across the Wye, which is a work of considerable magni-
tude, is not, however, yet completed. When this bridge
shall have been completed and opened for traffic Swansea
and an important part of South Wales will be brought
into connexion with the general railway system of
England.
" I have also to observe, that a very important line of
communication has been opened during the past year in
Ireland by the completion of the Midland Great Western
Railway from Mullingar to Galway (76 miles), thus
connecting that important port on the west of Ireland
with Dublin. The speedy completion of this railway is
in a great measure to be attributed to the advances of
money which the company have received from the Im-
perial Treasury, under an Act passed in the year 1849
(12th and 13th of Victoria, cap. 62), by which half a
million sterling was authorized to be advanced from the
Consolidated Fund on mortgage towards making the
portion of this railway which extends from Athlone to
Galway."
[An elaborate table is then given, showing that at the
enu of 1851 there were 5,101 miles of railway, the con-
struction of which had been authorised by Parliament,
which still remained to be completed. It appears from
this,table that the length of line authorized to be opened
at the end of 1843, and during subsequent years, was
11,991 miles, projected railways to the extent of 326
miles having been abandoned under the authority of
Parliament. 2,036 miles of this communication were
opened previously to December 1843, 204 miles during
1844, 296 miles during 1845, 606 miles during 1846,
803 miles during 1847, 1,182 .miles during 1848, 869
miles during 1849, 625 miles during 1850, and 269 miles
during 1851.]
" It appears, however, that a very considerable por-
tion of these lines will never be constructed, in conse-
quence of the lapse of the powers conferred upon the
companies. A table compiled from the various Acts of
Parliament conferring powers upon the companies, and
from returns presented to Parliament, shows that the
powers, both for the compulsory purchase of the neces-
sary lands and for the construction of the works, had
ceased without having been exercised with respect to
645 miles, and that the powers for the compulsory pur-
chase of lands had been allowed to expire previous to
the end of 1850 (to which date the returns had
been made) to a further extent of 571 miles, reducing
the number of miles of railway not now open
for traffic, for making which the powers were in force at
the end of 1850 from 5,101 to 3,885.
" From examination of the various Acts authorizing
the construction of railways, and of the warrants issued
by the Commissioners of Railways under the Exten-
sion of Time Act, which was passed in 1847 (11th Vic-
toria, chap. 3), it appears that the power for the com-
pulsory purchase of the necessary lands have been al-
-1 wed to expire during the year 1851 to a further extent
of 2,418 miles.
or could be
" The other powers necessary to enable the companies
to proceed with the construction of these 2,418 miles,
con-
struct the railways ;
however, are still in force, so that if the land had been
land has not been
therefore
rhe
froersepthe probability, however, is that
nearly the whole of these railways, the
purchased,e and that the railways will
oensstructed under existing Acts of
ehetetueorrehbaesed, the companies might still
Parliament. If this b
,317 miles wePrewersare
1,500
4it would appear that there do
not remain more than 1,
()miles for the construction of
which full Parliamentary
now in existence;
and as the 12
6,890 have been opened, and eel authorized3,,6 by Parliament,
the authority of Parliament, it wouyld appear-abandoned
thu u byu
3,600 miles have been abandoned without the direct
sanction of Parliament, and without a corresponding
reduction by the authority of Parliament of the capital
which the companies are empowered to raise for their
construction.
From the latest returns which have been presented
to Parliament relative t end capital of railway companies,
that at the of' 1850 railway companies
it appears,
by shares or loans, a sum equal to
had raised, either
0 -46/ and that they ined o
wers to raise a
240,27 reta p
further sum of 1220
,431 900/. It appears, also, that at
the same date there were
6,621 miles of railway commu-
nication open, 867 Miles in course of construction, and
d This sum of 122,431,9001.
4,472 not then cammence—
ofthe •
t what remained
would, therefore, represent
authorised to be raised by Act of Parliament to complete
e 4,472
thethe 867 miles in course of construction, and
miles not then commenced. But, as it appears by what
has preceded that 3,600 miles, the construction of which
has been sanctioned by Parliament, have not been, and
will probably never be, constructed under existing Acts
Of "IliMent• it may reasonably be inferred 02;4 9f this,

large sum of 122,431,9001,, but a comparatively small I
proportion will ever be applied to the railway purposes i
to which, under the authority of Parliament, it was in-
tended to be applied.
" The sums raised annually previous to the year 1318
cannot be ascertained; but since that period Parliament
have required returns from the companies, from which it
appears that the sums rahied for railway purposes in
1848 amounted to 33,234,4181.; in 1849, 29,574,720/ ;
and in 1850, 10,522,967/.
" The returns of the SUM 3 raised during 1851 have not
all as yet been received, and therefore the amount raised
for the last year cannot be stated. Correspondingly
with this great diminution of expenditure upon works of
this nature, there has been, as it would appear from the
returns presented to Parliament, a reduction in the
number of persons employed upon railways to a very
great extent, nearly proportionate, as might have been
expected, to the reduction in the sums raised by the
companies.
From tables prepared in continuation of the similar
table in the reports of the Commissioners of Railways of
preceding years, it appears that the number of persons
employed in making railways was 15,947 less on the
30th of June, 1851, than on the 29th of June, 1850,
while the number employed on railways open for traffic
had been increased by 3,589,
showing the persons em-
ployed upon railways to have been 12,358 fewer in 18. E 1
than in 1850.
As the very rapid extension of railways consequent
on the proceedings of the years 1845 and 1846 appea!-i
now to be drawing to a close, a comparative statement
has been prepared with the view of exhibiting the fluc-
tuations in the employment given by these extensive un-
dertakings.
The general result shown by these tables is, that
on the 30:h of June, 1851, the number of persons em-
ployed upon 6 railways, either in construction or working,
was 197,2 less than at the corresponding period in
1847. It would appear, therefore, that in the interval
which has elapsed this number of persons, who must
have been withdrawn from other industrial occupations
in consequence of the great demand for labour created
by the impetus given in 1845 and 1846 to the construc-
tion of railways, had been again absorbed in other occu-
pations, and obtain a living by other means.
46 The reduction of labour, as divided between the
three kingdoms, is as follows:
The number of persons employed on the 30th of
Juno, 1851, is lass than on the Ist of May, 1847—in
England and Wales, by 123,296; in Scotland, by 49,306;
and, in Ireland, by 22,624: total diminution, 197,226,
" From this it will be seen that the cessation of rail-
) way works has fallen more especially upon Scotland,
where the greatest proportionate reduction in the per-
sons employed has taken place.
) The number of persons employed in each country
on the 30th of June, 1851, was—in England and Wales,
80,612; in Scotland, 8,802• in Ireland, 17,087. Total,
106,501.

" .
" On the subject of accidents t 9 is to be observed that
36 passengers have been returned as killed, and 375 as
injured, during the year 1851; those numbers showing
a very great increase as compared with the preceding
year, when only 32 passengers were killed, and 183
injured. It must not be assumed, however, that all
of those accidents to passengers were accidents
arising from causes beyond their own control,
and are therefore to be considered as attributable to the
dangers of railway travelling; for, upon examining the
returns, it appears that during the year 1851 no less than
17 passengers were killed and 20 injured owing to their
own misconduct or want of caution, leaving 19 killed
and 355 injured as the total number of sufferers from
causes beyond their own control. With respect to the 37
passengers either killed or injured by their own miscon-
duct or want of caution, it appears that no fewer than 24
of these accidents (9 killed, 15 injured) arose from pas-
sengers either attempting to get into or out of trains
while in motion. On this subject it may be worthy of
observation, that during the same period (the year 1851)
8 servants of railway companies—persons, therefore,
it may be presumed, in the habit of moving about more
or less upon engines and trains—were killed, and seven
injured, from the same cause. Such a statement ought
to operate as a caution to passengers not to leave their
seats or to attempt to get into carriages while the trains
are in motion; for, if experienced officials constantly
employed upon railways meet with such frequent disas-
ters from this cause, it is naturally to be expected that
inexperienced people, in making similar attempts to get
either upon or off trains in motion, will be much more
subject to accidents of this character. Proper caution
on the part of the public in this respect would produce a
very material diminution in the list of casualties; and it
may deserve consideration whether it might not conduce
to this caution if notices were posted conspicuously in
stations and carriages, warning passengers of the danger
to be apprehended from this improper practice.
" After deducting the numbers of those killed or in-
jured by their own misconduct, or want of caution, it
would appear that during the year 19 persons were
killed, and 355 injured, from causes beyond their own
control. This result, giving a total of 374 sufferers,
when viewed with reference to the number of passen-
gers conveyed during the year, which amounted to
85,391,095, appears not unsatisfactory, being about four
in 1,000,000; but, when campared with the returns of
the preceding year (1850), it appears that the traffic
has not been conducted with nearly the same degree of
safety in 1851 as in 1850, for while the number of pas-
sengers convoyed has increased in the ratio of about 17
per cent., the number of passengers injured by causes
beyond their own control, which may be considered us a
measure of the relative safety upon railways during dif-
ferent periods, has more than doubled, the ratio of in-
crease being 104 per cent.
" I will be found also, upon reference to the last an-
nual report of the Commissioners of Railways, that the
casualties in 1850 more than doubled those that occurred
in 1849, so that, relatively, the risk of danger in travell-
ing upon railways appears to have considerably in-
creased.
It is; matter of observation that this in-
crease of accidents has taken place concurrently with
the extension of the system of excursion trains,
which has been principally developed within
the years; and it is also to be observed,
thataa
in two
e s
period the number of persons employed
upon each mile of railway open for traffic had de-
creased,uthhlest ame
as shown by the returns presented to Perlis-
rraht, hich
are made up for the 30th of June in each
ew
year,
at which date it may be presumed that the excur-
sion
traffic 13 in full operation. The average number
of persons employed upon all the railways in the United
Kingdom open for traffic were, on the 30th of June.
1849
per mile; 29th of June, 1850, 9.56 per mile;
30th
'oli9 27 per
1851, 9.49 per mile.
attributable
number of
"It is, however, right to observe, that this reduction
in the avers(;© r e
persons employed may be in
some degree g to improvements in the
management of the railwayvraego
s, and to the consideration
that the railways which have been opened in late years
have traversed less populous districts than the railways
first constructed, and have therefore required fewer
persons to conduct the traffic upon them. It has been
desirable, with
thought a view to ascertaining the
causes of these accidents,
and to the consideration of
the question whether any remedial measures might
not be adopted, either by Parliament or by the
companies; themselves, to analyze the reports that
have been made . by the inspecting officers ap-
pointed
either by tho Commissioners of Railways or
Lordships to inquire into such of these fuel-
by your _
e-eed to call for investi • These reports
dents as see— gation,
he A
will bo found in t pleendix (Nos. 25 to 64), and have
reference to 41 accidents, comprising the whole of the 19
passengers before stated to have been killed during the
uses beyond their own control, and 319 of the
year by ea - d as th
355
before state e whole number of persons in-
jured during the year from like causes.
"In addition to these casualties to passengers, 9 ser-
vants of railway companies were killed and 4 injured by
the same accidents, so that it will appear that the 41 re-
ports, which are analyeed in the following observations,
embrace all tho more important accidents which have
during the year u
occnrredpon the railways of the
United Kingdom.
.. These accidents may be classified under two heads:—
" 1. Those
which arise from accidental failure of ma-
chinery, or from defects in the roadway or works.
_
" 2. Those whichrise frome defects in the establish-
mentand management of the railways.
`` Thisa bead may be further subdivided into—.
. A, Inherent defects in the system upon which the
traffic is conducted.
.. a Defects in regulations.
" C.
Inattention to regulations, or inexperience of ser-
vants.
e nunetuality.
,•D, Want e -• r .
Of these 41 sect dents that h been ayereported upon,
to belong exclusively to the first class,
while only appear
the second class, and in 14 ass'
while 25 belong to - .. are in-
s falling under both classes In le
volved circumstances g
' '
circumstances aff e•
of the 41 accidents were
of
the
.. et, „mg
works
the machinery or
therefore under the
first head. Two of them only, so far
to have
traced, appear been purely ac •
as they could b©
exclusively under that head• in el-
dental, and to fall .
A circumstances affecting
cu., the
the estab-
lishment
other 14 are involve.
t of the railways. In of
and ma
involvednr"m"mistakes, either from fiva--
these latter were
at
what are commonly careless-
nesstreee or inexperience,
oints at junctions or sidings,
meeting or facing
Pce of reducing, as far as pracgtis,
showing the importan
these useful but otherwise ob-
jectionable the number of s As at present generally jectionable contrivance •
self-acting; that is, when not
con-
structed these points are _,
d they are always '
in one
held otherwise by hand,
,_.
it by weights, and the
position, being retained in
trains then pass over
them always in one direction ;
after being used to turntrains in another direction they
by the action of the
resume their original position by
they© points act weights.
It is to be observed, that
but if
risk in trains properlypassing
there ought to be other hard
over them; but if a stone or ahney
moveable points substanceno the
should chance to get between t
ray open; or if the Points
should, from a jerk of a passing is great reason to fearr
cause, shift theirosition,
Cher©len on 1. d
e. ine an partly
that the train may pass partly a - a.
happened to three of the along the other. This actually
cases referred to, producing most dangerous accidents.
It some means *
It is worthy of consideration whether should
t. or facing not be provided by which all race lug points
which ere p a -
constantly by passenger trains
..sed over
shall be fixed at all times, the means provided being
applied before the
such that the fitetening could not be a
points are coin fetal y closed. It is believed s believed that means
for this plirpos °a
might be provided of a very simple and
inexpensive nature.
the first head it appeared
" In four of the cases under
chiefly in tho locomotive stock was deficient,tasked; in two of them
conse-
quence of the. engines being over
that the permanent way was out of repair; in one case a
f
bridge had been partly taken down for alteration, with-
out
proper precautions having been taken to warn the
drivers of coming engines; and in one case the station
accommodation was inadequate for the requirements of
the traffic which had developed itself upon the railway,
" Under the 4iviaion of what has above been termed

the etablishmeut of the railways, including its manage-
ment and staff of servants, it appears that in 27 cases
are involved circumstances which come under the Class
A, in 13 cases are involved cirenineiancee which come
under the Class B, in 23 cases are involved circum-
stances which come under the Class C, and in 23 cases
are involved circumstances wteien come under the Class
D. Out of the 27 cases in Class A, in which are in-
volved defects that are inherent to the system upon
which the traffic is conducted upon railways, it appears
that in two cases the luggage placed on the roofs of car-
riages had taken fire; in 24 cases collisions between
trains had occurred, and of these 19 were cases in which
trains convoying passengers had come into collision with
passenger trains convoying goods; four were cases iu
which passenger trains had come in contact with pas •
senger trains; in one case a goods train with a goods
train; and in ono case a passenger train with a return
engine unaccompanied by a train. The facts as stated
above appear to point to the principal defect in the
system, viz., that merchandise and minerals are con-
voyed over the same lines of rails that are used for the
conveyance of passengers.
" One remedy for this principal defect of the system
would he the addition to existing railways or lines to ha
used exclusively for the heavy traffic of goods and mi-
nerale. This would mitigate the evil and much reduce
the chance of accident of this nature, but would be ge-
nerally inapplicable on account of the vast expenditure
that would be requisite to carry it into effect, and, after
all, it would only partly remove the chances of collision,
which would remain, to a certain extent, so long as pas-
senger trains traverse railways at different speeds.
Another remedy that suggests itself is tho separation of
the two descriptions of traffic, goods and passengers, and
conducting thorn at different times. This practice has
been adopted to a great extent on many railways. the
goods being conveyed as much as possible by night, so
as to interfere with the passenger trains to the least
practicable extent, Tha third remedy that suggests it-
self is, that all trains, whether goods or passengers, and
all engines which traverse railways, should be worked
to well-adjusted time-tables, and that punctuality should
be enforced. In twenty-three of the accidents as to
which inquiries have been instituted it has been ascer-
tained that the trains have been unpanctual or irregular
as to time. In twenty-ono of the collisions it appears
that irregularity of the trains was one of the concurrent
causes which tended to produce them. Upon considera-
tion of the reports it appears wonderful that more of
these accidents do not occur; for it is recorded that in
some instances goods and mineral trains are sent along
railways under the direction of engine-drivers whose
only instructions are to proceed to the destination in-
tended for their charge, dropping trucks at stations
where necessary and taking up others, without any in-
structions at all as to time, but with the understanding
that they aro to got to their journey's end as best they
can, so that they deliver the goods at the required
places. This understanding or instruction is, however,
subject in most cases to certain general regulations, such
as, that no train is to follow another within a given time,
and that goods trains are to be shunted or moved off the
main line when a passenger train is expected within a
stated time. Experience, however, shows that these re-
gulations are not sufficient, and the principal guarau tee
of safety when the traffic is conducted on this system is
the vigilance and superior intelligence of the drivers and
persons to whom is intrusted the conduct of tho trains.
"It is found on many railways that a largo proportion
of the goods traffic is as regular and capable of as
much exactitude in respect of time as the ordinary
passenger traffic. There can be no valid reason why
goods traffic of this regular nature should not be
conducted upon the same principle as the passenger
traffic, with carefully adjusted timestables and with
punctuality. As to other traffic which is in addition
to the regular or ordinary traffic, and is of a more
fluctuating nature, including goods and passengers
conveyed by what are commonly termed excursion
trains, or special goods trains, it may be well ques-
tioned whether a general instruction to an engine driver
to proceed on his journey to his destination, taken in
conjunction with the regulation above alluded to, is a
sufficient security to the public that the traffic will be
conducted with a duo regard to the safety of the tra-
vellers conveyed by railway.
" It is to be observed that an improper use of the dis-
cretion allowed to the driver not only endangers the
safety of the train which he himself is conducting, but
in a greater degree that of the trains in front and rear
of his own train. It might be impossible to provide a
time-table for theta trains for any length of time before
the trains are run, but it is worthy of consideration whe-
ther the responsibility as to the hours at which trains are
to pass along each railway or part of a railway in either
direction should not be placed upon one person, who
should be a responsible officer of the company, without
whose permission no engine or train should be &lowed
to pass along the railway."
The report then states that the occurrence of acci-
dents to an excursion train on the Great Western Rail-
way, and to a train on the North-Western Railway at
Bicester, had led the Commissioners to urge upon the

directors the great necessity of working their excursion
traffic with the utmost regularity. The report then wont
on to state that, independently of the absence of time-
tables for goods and mineral trains, which existed on
many lines, another circumstance which tends alike to
produce danger is, that when time-tables are pro-
vided, the trains aro not worked with punctuality to the
times denoted in them. This want of punctuality may
arise from several causes:—
" 1. From an improper arrangement of the times in
the tables, either from not taking sufficiently into ac-
count the character of the line itself or the detentions to

which particular trains arc subject at particular stations.
The remedy in this case can always be applied by re-ad-
justing the time tables experimentally, until they suit
the conditions of the line and requirements of the traffic.
" 2. From the motive power not being sufficient to al-
low of the appointed times being kept. The deficiency may
arise either from the excessive weight of trains or from
atmospheric causes, such as damp and frost, by which a
bad state of rails is induced and the adhesive power of
the engines diminished, or it may arise Leoni very bois-
terous weather. The remedy in this case is equally evi-
dent, no engine should be tasked to do more than it has
adequate power to do with certainty at all times and in
all ordinary conditions of weather.
" 3. Want of punctuality may arise from purely acci-
dental failures of machinery, such as tho fracture of some
part of the engine. These causes of delay appear to be
of comparatively very rare occurrence.
" It only remains to advert to the cases in which in-
attention to regulations or carelessness of the servants
of the company are involved. It would appear that in
23 out of 41 cases, into the circumstances attending
which investigations were made, considerations of this
nature wore involved.
" These may be divided under two distinct denomina-
tions:—
" Ist. Occasional—Those caused by
inexperience or
carelessness of individuals.
" 2d. Ilabitual—Those caused by general inattention
to regulations on the part of tho servants of the com-
pany, exhibiting, as a natural consequence, a laxity of
discipline throughout the whole management of the
railway.
" On this subject, as to which it is very difficult to
give any accurate statement, and to separate the two
classes,
hension that on some railways the disregard of regula-
it appears that there is much ground for appre-
tions is habitual, and the general discipline lax, from the
fact that breaches of the regulations issued by the direc-
tors of railway companies for the guidance of their ser-
vants are of very frequent cccurrence under the imme-
diate supervision of the superior officers of the railways,
and in which many of them participate, or of which at
any rate they are cognizant. This may bo induced by
the regulations themselves not being very explicit, as
appears to have been the case in some of these accidents,
as, for instance, the collision that occurred onj the
Eastern Counties Railway at Ponder's-end, on the Bth of
January, 1851; or by defective supervision and inspc
Lion on the part of the railway companies over their
servants, such as would appear to have been the case
upon the Midland Railway, as shown by the accidents,
the reports and correspondence relative to which aro to
be found in appendices 48 to 53. Discipline upon rail-
ways is of the greatest importance, both to the public and
to the companies who are subject by the occurrence of
serious accidents to great losses, and to the nayment of
compensation to injured persons; but, notwithstanding
the direct interest which the companies thus have in
maintaining discipline and enforcing the regulations
which they themselves have considered necessary for the
safe conduct of the traffic upon their lines, it has been
the duty both of the Commissioners of Railways and of
the Lords of this Committee, to animadvert in some cases
in very pointed terms upon the neglect of these regula-
tions. It is a subject to which it is desirable that the
attention of railway companies should be especially called,
both as affecting the safety of the public and the profits
of their undertaking, as the only security the public can
have in this respect is in the companies themselves, who
alone have the power, by the adoption of carefully con-
sidered regulations and careful supervision, to enforce an
efficient state of discipline.
" It appears advisable, in considering this question,
that some few observations should be made upon a pro-
position which is considered by many as holding out a
prospect of obtaining a greater degree of safety upon
railways, viz., to prescribe an interval of time to be ob-
served upon all railways between succeding trains, and
which should at all times be strictly enforced. This
proposition has been adopted on some railways, but does
not appear alone to afford a sufficient security for the
safe working of a railway. Tho object to be gained in
fixing an interval of time between the trains following
each other upon the same line of rails is, that upon an
accident occurring by which the stoppage of a train is
occasioned, and the lino of railway obstructed, there
shall be sufficient time to admit of a signal being sent
out to protect the rear of the train that is stopped.
This time must depend on the nature of the signal. In
fine weather a light or a flag is employed, according as
the necessity for its use may arise, by night or by day,
which may be eeen for a considerable distance, provided
the view be unohatructed either by curves or objects in
the vicinity of the railway. In foggy or thick weather
a detonating signal is attached to the rail, which, upon
being exploded by the passage of an engine, gives a
loud report, and thus communicates the required signal
to the driver. This latter signal requires that the man
whose duty it is to fix it should actually have arrived at
the place where the signal first becomes available, and is
therefore the most unfavourable condition under which
signals can be applied. Upon thoeo
pple in charge of
the train receiving a signal to stop, it is their duty to
apply the means provided upon the train, for arresting
its progress with the greatest alacrity. Tho distance
to be traversed by the train before it will come to rest
will depend, first, upon the alacrity with which the
and, secondly, upon the extent of
those means as compared with the weight and speed of
upon the line,
also into consideration the incline-
miens are applied,
ttihoen
st r a king also
and the con-
dition of the weather. The distance, therefore, from
any obstacle at which a signal must be given in order to
secure the safety of the traffic requires to be pacer-

tained with reference to eaoh railway, and the weight
of engines and trains in general use upon it, the speed
at which they travel, and the means for arresting their
progress provided upon each mile.
" The intervals bete/Lem succeeding trains should be
made up, therefore—
" 1. Of the time consumed in stoppin,, the first train.
"2. O the time consumed by the guard or man who is
responsible for applying the signals in going out to the
required distance with those signals. This time, in a
case in which considerations of public safety are involved,
should be determined under the most unfavourable con-
ditions in which the signals can require to be applied,
such as a dense fog. A liberal margin should, moreover,
be allowed in each consideration in the interval so cal-
culated, which will seldom be less than 10 minutes, and
may be more. Upon railways where the means provided
for arresting the progress of a train are very powerful it
might be reduced.
" Few companies adopt a less interval than 10 minutes;
all, however, have rules by which it is imperative upon
their servants to exhibit at all signal stations the
danger' or stop' signal for a certain interval after the
passing of every train, so as to prevent at each of these
points, which average a distance of not more than three
miles apart on all the railways in the kingdom, a dimi-
nution in the interval considered necessary by the ma-
nagers of the railways to be maintained between the
trains. In any regulations of this nature, as in all others
that may be adopted, safety would still depend upon the
vigilance of the servants of the companies, and the effi-
ciency- of the machinery.
" From these considerations it appears manifest that
to prescribe a certain fixed interval of time applicable
alike to all trains, taking the responsibility out of the
hands of the companies, would be improper, as each line
with its gradients and curves, and the train arrange-
ments in force upon it, would require separate conside-
ration. To enforce upon all companies a uniform regu-
lation in this respect would, moreover, be unjust; for
upon a line of light traffic, whore trains do not succeed
each other with great rapidity, fewer servants may be
employed upon the trains, and fewer breaks used for
stopping the trains, a longer interval of time being
adopted; whereas upon a line of heavy traffic, railway
companies may find it in their interest occasionally to
station men within signalling distance along the line of
railway, in order to save the time consumed by a guard
in running out with and placing his signal when his
train shall, from any cause, have been obliged to stop.
The prescription of a minimum interval, as deduced
from a line of great traffic, would tend to diminish ril-
-1 ther than increase safety in travelling, as it might lead
those companies which do not use the precautions em-
ployed upon the line of great traffic to adopt the mini-
mum interval without examination of the data and de-

tails upon which it was founded, and so relieve them, in
a great degree, of that responsibility which should attach

to them.

" Probably one of the best means that can bo recom-
mended for promoting the safety of the public upon rail-
ways is an extended use of the electric telegraph, by
means of which the traffic upon a railway may be so
worked that no two trains shall be upon the same line
between neighbouring telegraph stations at the same
time. All lines do not possess this adjunct to their es-
tablishment, which requires a considerable outlay of
capital and a large establishment of clerks. Upon some
lines the telegraph stations are not sufficiently near to
one another to allow of its being used for this purpose,
so that although the use of the telegraph may, no doubt,
be very much extended, its adoption upon all lines, and
its employment in the manner here described, cannot be
enforced.

" TRAFFIC.

" A detailed analysis of the statistics of traffic upon
railways having appeared in the last report of the Com-
missioners of Railways, including the traffic for a period
of live years, I should have considered it unnecessary to
present any analysis for the present ycar; but consider-
ing the great event of the Exhibition of all Nations
which took place in the year 1851, and which must al-
ways render that year remarkable in the annals of this
country, I have thought it desirable to give a short state-
ment of the traffic upan railways in that year, which
has been, as it would appear, materially affected by that
important event.

It appears that the number of passengers travelling
on railways in England and Wales, which in 1850
amounted to 58,514,435, reached 70,471,179 in 1851,
showing an increase of 20 per cent., while the receipts
from these passengers rose from 5,888,6031. to 6,952,6121.,
being an increase of 18 per cent. The mean length of
railway upon which this traffic was conducted had in-
creased in the same period only 6.6 per cent. It appears
that in the preceding years, for which returns of traffic
have been prepared, the average annual increase in the
length of railways in England and Wales had been 21
per cent., being more than three times tho rate of last
year; and that, while the average number of passengers
has increased annually 11,03 per cent., the receipts from
passengers have increased 6.4 per cent
" Hence it would appear that although the railway
communications in England and Wales have in the
past year increased at a rate much below the
average, being about one-third, the number of passen-
gers has increased at a rate nearly amounting to double
the annual average, and the receipts derived from
them at nearly three times the ordinary rate of in-
crease. Tho number of passengers in the last year
has exceeded the number which would have been
conveyed by railways, if they had only increased at the
ordinary rate, by 5,50'3,602; and the receipts from them
in the same manner 687,1381. This increase is in a
great measure to be attributed to the vast extension of
facilities for travelling afforded to the public by means
of excursion trains, which in 1850 had received a great
impulse, but was developed in an extraordinary degree
in the past year.

If the same reasoning be applied to the traffic upon
railways in Scotland it will be seen that the mean length
of railway open for traffic during the year has increased
in about the same ratio as in England—viz., 6.2 per
cent., while the number of passengers has only increased
from 8,84.4,191 to 9,286,313, or 4.9 per cent.; and the
receipts from them from 600,0821. to 622,5491., or 3.7
per cent. This increase is considerably below the ave-
rageobtained from the traffic returns of preceding
periods; but as the average annual rate of increase of
railways open for traffic in Scotland, as obtained from
those returns, was very high, being nearly 32 per cent.,
it would not appear that any very accurate deductions
can be made from a comparison with their It is to be
observed, however, that the results are very striking as
compared with the previous conclusions respecting Eng-
land and Wales.
" With respect to Ireland, the results of the passen-
ger traffic are of the same nature, when compared with
those in England and Wales, as in Scotland. The mean
extent of railway over which it was carried hasin-
creased 121 percent., while the numbers conveyed have
only increased from 5,495,796 to 5,633,603, or 2.5 per
cent., the sums received from them having risen from
339,0761. to 365,6031., or 7.8 per cent.
"The receipts from goods have increased during the
year, but not in such a marked degree as those from pas-
sengers. In England and Wales the sums received for
the transport of goods have risen from 5,480,771/. to
6,044,1831., or 10.3 per cent.; in Scotland from 721,1761.
to 814,053/., or 12.8 per cent.; in Ireland from 174,9591.
to 198,4591., or 13.4 per cent. This augmentation i
the goods traffic has been in each case in a higher ratio
than can be accounted for by the increase to the rail-
ways opened for its conveyance, although it has not been
comparatively so great as in former years.
" The general results of traffic over all the railways in
the United Kingdom show that the aggregate number of
passengers conveyed in 1850 amounted to 72,854,422; in
1851, to 85,391,005; being an increase of 12,536,673,
or 17.2 per cent. The gross receipts from passengers in
1850 amounted to 6,827,7611.; in 1851, to 7,940,764/4
showing an increase of 1,113,003/.,:0r 16.3 per cent. The
gross sum received for the transport of goods amounted
in 1850 to 6,376,9071.; in 1851 to 7,056,6951.; showing
an increase of 679,788/., or 10.6 per cent.
" The gross revenue of all the railways, arising from
traffic of all descriptions, which in 1850 amounted to
13,204,6681., amounted in 1851 to 14,997,4591., or very
nearly 15 millions; showing an increase in the receipts
for the year of 1,792,7911., or 13.5 per cent."
The report stated, in conclusion, that the Commis-
sioners had found it unnecessary to continue the legal
proceedings instituted to enforce their order requiring
the Great Western Railway Company to complete the
Oxford, Worcester, and Wolverhampton Railway, as the
company established for constructing the latter railway
would be enabled to complete the undertaking from their
own resources.