The Sun.
London, England, 1852-10-12 00:00:00

EVENING,

60,000 to 2.000 'aid agst Filbert
NEWMARKET, MONDAY NIGHT.
ENTRIES, &C , FOR TUESDAY.
handicap tor three yrs old, and upwards. D.I.
Bordeaux, 5 yrs, Sst 71b—Black Doctor, 4 yrs, Bst 71b
Homburg, 4 yrs., 7bt 91b—Ilarp.ichord, 4 yr.f,
6st 12d).

TIIE iCOYAL STAKES.—AII havo paid Pxcep t King
Pepiu, Longbow, Poedle, Ilex, Martinet, Hautboy, 133 b
Aliijor, Oid Fellow, b f by Touchstone out of Event, and
Glen lueo.

THE CLEARWELL.—The following are scratched:—
May lair, b c by Tcurftwe.y out of Margaret, Urnlrriel,
Nutpecker, Margaret cf Anjou, c by Hainan Platoff out
of Infidelity, Hybla, FreLy.y, Exhibition, b f by Bay
Middieton out of Mangosteen, Sittingbourne, Sir Walter,
Elspeth, Koh-i-noor, Talfuurd, Osiris, and Pharos.
The Selling Handicap; winner to be sold for 1001, &c.
The Moor, aged, Bst Sib—Ploughboy, 6 yrs, Bst
Sophistry, 3 yrs, 7:st 1 lib—Senoritas 3 pis, 7st 71b—
Jewel, 3 yrs, 7st 41b—Snarry, 3 yrd, 63t 101 b.
TUE CESAREWITCII.—The following list includes all
the horses scratched up to nine o'clock to eight:—Chief
Baron Nicholson, Bird-on-the-Wing, Musician, Knight
of G vvynne, Candlewick, Kilquude, Hyacinth, La Guzz-t
Ladra, Harrier, Lady Harriet, Ternaagani, Stilton, Mis-
sive, Cariboo, Cavan, Bit of Blip, Rus!,borough, Sally
Wurtoot colt.

Match—DJve receives from Tormcnt.
Sweepstake::: Rutland Stakes Course.
G by Dromedary, out of Apricot, 2 !rs—Gavotte, 2
yrs—Vivendiere, 4 yr6-4Eolus, 4 yrs—No Chance, 4
yrs—Rob R(;y, 2 yrs—Newport, 6 yrs.
CLOSE OF THE BETTING ON MONDAY NIGHT.

THE CLEARIVELL.

11 to 10 ugst Filbert

6 to 4 agst Orinoco

CESAREWITCH.
11 to 2 agst Weathergagl 12 to 1 agst Ariosto
16 to 1 agstLPrryvvhent
7to 1 agst Lady Evelyn 20 to 1 agstSharravogue
7 to 1 agst Indian Warrioi 20 to 1 agst Ludy Aymott
11 to 1 agst Kuight of the 20 to 1 agstL, (Nit'
Shire 20 to 1 agat Richard Primer
RILL
I 20 to 1 agst Filbert

20 to 1 agst Umbriel

SPIRIT of the PUBLIC JOURNALS.
CHRONICLE.—We sincerely trust that a case
lately decided at the Southwark Polimasourt, on an im-
portant point of railway administration, has not been
lost upon our readers. We reported the corcplaint on
Wednesday, and the magistrate's decision appeared in
our number of Saturday last. The case was this:—
The driver of a cab refused to take a fare within the
railway terminus at London-bridge, and was summoned
by the proposed hirer. The railway company de-
fended the cabman on certain special grounds. They
first asserted that a railway terminus is not a pub-
lic street, road, or place, but a private curtilage, we
suppose. They next contended that a cab
at a railway station ceases to be a public
vehicle; and finally, that a cab, under such circum-
stances, could not be held to be plying for hire. These
last averments are, of course, mere pettifogging sur-
plusage; because, it they can stand at all, they go to the
extent of showing that a cab is, pro lisle vice, not a
hackney carriage, but a private car of the directors;
while, if it is not plying for hire, any person using it
might, at the end of his journey, refuse to pay his fare.
lawyers ask us to believe that
In other words, the railway
a cab is not a cab, and that vehicles of that description
are merely ranged at the stations by generous directors
and charitable cabmen in order to carry railway
travellers home gratuitously. Tho insolence of this
plea betokens its parentage. A railway official alone
could have ventured upon so flagrant an affront to
common sense. The points raised, it is needless to say,
were dismissed, end, we trust, with indignation, by Mr.
A'Beckett. It deserves notice, however, that the rail-
way company had the unparalleled indiscretion to ven-
ture on the subterfuges we base stated in the teeth of
provides that:—" Every hackney car-
the law, which
riage standing in any . . . place, . . . unless hired,
shall be deemed plying for hire;" and which defines
a hackney carriage to be, " every carriage .
standing on hire at any place—i. e., the South-
Eastern directors plead that a cab is not a hackney car-
riage, and that their station is not " a p!ece." This,
however, is mere legal chicanery. The plea, however,
advanced by the company is of the most formidable de-
scription, and of the largest bearings. Is or is not a
railway station a public place? Can the Queen's writs
penetrate Euston-square? Are the metropolitan sta-
tions sanctuaries or Alsatiss, privileged with feudal or
canonical rights? How far do their immunities ex-
tend? Can they shut their gates, which they boast of
erecting, and exclude the Queen, her men and horses?
Have they recsived any letters patent which give
them monopolies? Are the old days recurring, and
have exclusive licences been conferrel on these com-
panies? What is a railway compan:? Very serious
constitutional questions are beginning to bo mixed ep
with railway administration. The Queen's highway is
practically extinct. Every British subject who quits
his home takes out a licence to travel from a board of
directors. This board has created a large trading mono-
poly. It excludes the public from licensed inns and
hotels, and compels us all to eat and drink, at com-
pany's prices, at company's hostelries. A railway
board deals in books, rugs, refreshments, adver-
tisements, cabs, carriages, post-horses and in
every case by a monopoly.
They first take
and next sell an exclusive licence to supply the public
with the necessaries of travelling, and at their own
prices. Station-trading is, no doubt, a public conve-
nience as it is called, but it is no public conve-
nience to be forced to buy our goods at the company's
tarifa sixpence is tort mush to pey for a cup of bid
tea or of worse coffee; and yet such is the extent of
railway monopoly that we must either pay this
or go without both ihroueh a journey of five hundred
miles. When railway Acts were passed, did
the Legislature ever contemplate investing the
companies with monopolies as odious and es
monstrous as ever disgraced a Tudor or a Sena
patent? Once more we ask, what is a railway com-
p ny? it a hewsesgent? or an advertising agent? or
a bookseller?—is it a dealer in p!aids and ILlecy hosiery ?
or in stale
, mutton ties and poisonous soup?—or does it
invest in cabs and posthorses?—or are railway compa-
nies public carriers, and are their roads public roads
—their stations public stations? Mr. A'Beckett's deci-
sion has settled this latter point. The first
fair blow at railway tyranny and irresponsible
despotism has sncceeded. The Catilino of the rail
has sufficiently abused public patience. Tho claim last
set up by the companies was perfectly intolerable—they
Will only permit such hackney carriages as pay for the
privilege to enter their stations. With the proprietors
of these vehicles they enter into a league to plunder the
public. They permit, nay they encourage, the mono-
polist drivers to make what charges they please ; and
the company lays down as its law—in direct contra-
diction to the statues of the realm—that its cabmen
may demand extra fee for luggage, and may refuse
a fere when, and for whatever reason, they please.
No matter whether the privileged and monopolist ve-
hicles are foul, dangerous, or rickety, the company en-
forces its imperious llobv.en's choice. The cabs must
be hired in succession—either the next rotten vehicle
tad blind horse, or none. Nor is it in any single de-
partment of railway business that this trading monopoly
is enforced against the public. The companies claim
the right to plaster their walls and carriages with
advertisements. Here is a direct breach of the
spirit of the law. What right has a railway
to put into its coffers advertisement duty instead of
the Government? Why should the second-class passen-
gers be insulted, as they are, by being forced to travel in
an advertising van? Why, for ten or twelve hours, are
we to be compelled to stare upon the typographic and
polychromatic abominations which are stuck up its these
" public carriages?" What a total disregard for decency
and feeling is displayed by offending our eyes in this
scandalous way. Non olet—wherever a board can turn
a penny it will. It acts as a general commission agent—
it will take a per tentage on every sale. The company pro-
claims itself huckster and broker as well as carrier; the
boards nosy, and doubtless will, try to admit only their
own tradesmen into their stations; and, by putting an
exorbitant rent on the privilege, they force the public to
submit to any prices that the patentees choose to demand.
We trust that Mr. A'Beckett's decision will introduce
some measure of free trade into railway management.
The principle now laid down by authority is, that bye-
lows are for the public convenience, and not merely for
the exclusive trading rights in literature, marine stores,
and public vehicles, hitherto claimed by the companies.
Certain regulations for the conduct of trace at stations
may reasonably be enforced, but these must be for the
convenience of travellers, not for the profit of
shareholders. If we are reduced to the condition that
we must either travel by rail or not ell, the companies
must be compelled to furnish such conveniences and
facilities for reasonable and necessary trade as an ordi-
nary public road would efferd. Railroad rights entail
railway duties. It is an invasion of public right to corn-
pel us, in a public place,
to deal with a certain trades-
man and to pay him a vast profit, which he is forced to
charge in order to reimburse himself for the monopoly
which lie has purchased from the company. It is some-
thing, however, to find that the monopoly in cabs is ille-
gal. We shall probably find that the other monopolies
established at the stations are equally illegal.

We regret to have to announce the death of Miss
Augusta Charlotte Baillie, eldest daughter of Kerr Baillie
Hamilton, Esq., the newly-appointed Governor of New-
foundland. Miss Hamilton, we believe, had recently re-
turned to England for the benefit of her health, from Gre-
nada, of which island her father was lieutenant-governor;
but the best medical skill of the metropolis, assisted by the
devotion of attached and affectionate relations, was insuffi-
cient to arrest the rapid progress of that fatal malady—con-
sumption. Governor Hamilton arrived in England only just
in time to see his beautiful and accomplished daughter alive,
for she departed this life on the Bth inst., the very day on
which Mr. Hamilton's able and faithful services in the West
Indies were rewarded by the publication in the Gazette of
his prom,tion to one of the most important colonial offices
under the Crown—the governorship of Newfoundland.
IRON Snips.— As a good deal of attention has
lately been given to iron ships it may be interesting to ship-
owners to know that the iron barque Richard Cobden, now
being overhauled in No. 1, Canning Graving Dock, was, on
Wednesday last, bored through one of apparently the worst
and most corroded plates on her, Mr. W. F. Sim, the manag-
ing owner, being anxious to aseertair what the actual dimi-
nution in thickness would prove after eight years' service
between this and the East. The result was that the plate
operated upon turned out to be precisely the same thickness
that it was when the ship was launched in July, 1844,
namely, 9.l6ths of an inch on the sixth tier from the keel.
The only part of the vessel which, on examination, ex hi-
' bited any corrosion, and that only slightly, was the bow,
where the anchor and chain had chafed the paint or coating
with which the vessel is covered as a preservative, and
which appears to perform its office effectually.— Liverpool
Toe old American firm of Timothy Wisin and
Co. has just been re-constructed in London, Mr. Augustus
Wig,gin and Mr. F. B3ykett, formerly in the Paris house of
weiro and Co , having associated theniselves as partners,