The Sun.
London, England, 1864-06-21 00:00:00

THE SUN, LONDON, rUEDAY EVENING, JUNE 21, 1864.

To ?ERSONS SEEKING LANDED
EE ATES, TOWN AND COUNTRY RESIDENCES,
FREEHOLD AND LEASEHOLD INVESTMENTS, AND
PROPER HES GENERALLY—
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giving way. caused a delay of 10 minutes in repairing, and
was very cleverly managed. At 5 33 Marina shifted balloon
foresail for a smaller one, and at 0 40 shifted square-headed
for jib-headed topsail, and at 5 43 passed Volante to leeward.
They were soon beam and boam, and the South Foreland
was passed by Marina at 67, Volante, at 6 10. Blue Bell,
two miles astern to leeward, took in her topsail, Madcap
two miles astern of her, and the rest out of sight. At 6 25,
off Dover Castle, the main sheet strap of Marina's boom
gave way, and she lay to to repair. This considerably
mainsheet during the remainder of the race ; 30 minutes
ltohsrte.w
vher i
atno
te eleeward,nab enabled
tod prevented her from raising the
make aboard to windward and
take second place, Blue Bell came up at 7 p.m , about If
mile astern. Madcap now took the fourth place, Blue Bell
5, Vindex 6, 2 miles astern, wind and tide against them ;
and at 7 25 the position of the yachts was as follows :
Galatea first, 7 miles ahead, Volante 2, Madcap 3 (still with
two jib-headed topsails) going unmistakeably well, Marina
4, Blue Bell 5, Vindex 6, Me lea 7, just in sight. Volante
now began to go ahead again, and at 8 10 the positions of
the fleet were as follows :—Galatea 1, Volante 2, Madcap
3, Marina 4, Blue Bell 5, Viadex 6, wind W. and mode-
rate,main and foresails, jib, jib-
headed topsails, and at 834 stood in fur land. At 838
cutters working under
sighted Dungeness Light, bearing W.S.W. on starboard
oechommtein2g, Vliingdhetx, two miles astern of Marina,
standing
standingtoa wd and sun down, Madcap
quarter, Blue Bell ditto, a mile
astern, Medea and Night Thought out of sight. At 9 5
inwginiindnoVnb her lee
Marina was standing out off Sandgate, and Blue Bell stand-
ing in shore, miles astern—taoonlight. At 11 10 Marina
came up to a fleet of about 299 vessels at anchor under the
Ness, waiting for a fair tide to tho westward, and passed
Dungeness at 11 30 on starboard hand, wind W.N.W., and
an hour and a half flood left. Could discern by the bright
moonlight Volante half a mile ahead and standing out; Ga-
latea second, standing in; Madcap third, having just made
a board inwards ; Vindex five miles astern. It was now
midnight. Marina stood out, wind W.N,W., and at 12 5
stood in, wind freshening. Sounded lead 5i fathoms. At
12 14 Marina tacked again, Madcap and Galatea half a mile
ahead standing in to land; wind dead ahead and the Vo-
lante leading. At 143 the Marina (off Fairlight) passed the
Galatea to leeward. The lights of Hastings and St Leonard's
opened out in the distance. Fine topsail breeze, with bright
moon. At 155 Galatea stood in for land on the port tack.
Marina followed suit at 158, about 150 yards to windward.
Volante two miles a head of her on the same tack ; Madcap
AtA ding
3aBsh Marina r ain
oann td a
he heavy
t asceka sgetting
up. b
giu for Stb tide
Leonard's,
strong.n a
d
second, a mile and a half head, on the starboard tack; Ga-
latea fourth, a mile astern on port quarter. Beachy Head
was sighted at 3 30 a.m., hazy, and at 5 10 Volante stood in
on the port tack and looking splendid—clear blue sky, sun
shining brightly, and a heavy sea on—Marina half a mile
astern of her, Galatea astern of Marina, and Vindex behind
Galatea two miles ; Madcap further out in the Channel,
making a long board to the French coast, wind N.W. At
6 b the Marina passed Beachy Head on the starboard tack,
ew ,
hullVolante
a mile
down;
ahead
Galatea on
on he
leee tack, Madcap on her lee
bow, beam,
three miles astern,
standing off on a long board towards the French coast; Yin-
dex two miles astern of the Galatea ; no others in sight.
Tide strong, two hours' flood. From 730t0 8 30 a.m. the
Marina and Volante were standing in and out, tack for tack,
along the shore, passed the Beachy Head Lightnouse, and
when off the coastguard station Volante about a mile head.
Wind and tide against them, with heavy rolling swell in
shore, the gutta percha vigorously at work on the canvas of
both yachts, the Vindex seven miles astern, and the schooner
somewhere to leeward out of sight. Splendid weather, with
a fair topsail breeze, At 9 a.m. the Marina passed Seaford,
and at 9 17 rounded the red buoy at the entrance to the port
of Newhaven, course W.N.W., wind due W., tide about
an hour to high water. At 918 Marina stood out on the
starboard tack, Volante ditto about a mile to windward, with
a tumbling sea. At 11 4 Brighton Pier was passed on the
port tack, Marina standing away past Shoreham, Volante
two miles ahead, and Vindex six miles astern. No others in
sight. After passing Shoreham Marina stood out for the
land on the starboard tack and took in a reef of the mainsail,
the wind increasing, with a lump of sea, Madcap leading,
Galatea second. At 1 p.m. passed Worthing, and stood
out on the starboard tack; and 1 15 it appeared that the
topsail sheets of the Vindex had given way, and she took in
topsail. At 12 50 a schooner (the Albatross) hove in sight
five or six miles to windward, weather thick. At 150 Vin-
dex set her topsail afresh. Volante now led by a mile and
a half, Marisa second, Vindex third, four miles astern.
Wind had now veered to S. of W., course W.N.W. Bog-
nor sighted on starboard beard at 1 45. At 330 Volante
tacked for the Overs Channel and appeared to hold a good
wind. Tho Nab light and Dean Tail buoy were passed by
her at 5 40, by Marina at 6 6, wind and tide dead against
them, Vindex coming up four miles astern, steering N.W.
Volante passed the light ship at Warner at 6 20 p.m.,
Marina at 6 45 p.m., and both arrived, after a most excite
ing race, within a cable's length of Ryde Pier.
The yachts were timed as follows—

Madcap Sunday 5d 56:n 45.5
Galatea .... If •• • • 6h 6m 25s

Volante .... If • . 7h 13m 20s
Marina •. • • 71 as es 8h 4m Os

and bore up for
•• • . 9h 10m Oaf Southampton.

Vindex
Blue Bell .. ti llh Om Os
Night Thought not timed.
Medea not timed.
Thus ended one of the most exciting races that it has
been our lot to witness. The whole distance 170 miles, was
performed by the winner in a little more than 30 hours,
being the longest ocean or Channel race ever sailed.

The Railways and the Post-Office,

*4
The Governixtent has just bestowed on Sir Row-
land Hill a substantial acknowledgment of his ser-
vices in improving the postal system of this country,
in the shape of a grant, of £20,000, in addition to
his retiring pension. Whatever may be Sir Row-
land's title to be deemed an inventor, he has un-
doubtedly distinguished himself as a zealous and
enterprising administrator, and no one will grudge
him the reward he lira received. At the same time

.:t is but fair to recollect how much the postal ser-
vice has been dependent on the railways. The
penny post could never have been carried out by
the old mail coach. It was the locomotive which
made it possible, and it was Sir Rowland Hill's
good fortune that the commencement of the new
scheme a.nd the development of the railway system
were contemporaneous. He started, as it were, with
a rising tide, and it was to that as much as to any
skilful steeling or tacking on his part that he owed
his success, It might have been expected, there-
fore, that there would be a friendly feeling at St.
Martin's-le-Grvad towards the railway companies,
and that they would be treated, if not with
favour, at any Ate with justice and reason-
able consideration. Notoriously, however, the
very reverse has been, and, we regret to
say, is still the case. Whether it is that,
the managers have toyer ceas.‘d to lenient their for-
mer splendour, and cannot forgive the rival who
drove from the road the mail-coaches, with their
spanking steeds and royal liveried guard--"grand
and awful-looking in all the composure of a con-
scious superiority ;" or whether it is only that they
have been eager to pinch and pare the expenditure
so that they may boast of a large revenue, we can.
not tell ; yet certain it is that from the very first the
Post Office has manifested a most illiberal spirit to•
wards the railways. At the outset it tried to ig-
nore them, and when at length compelled to accept
their aid, it took care to impose hard and ungracious
conditions. Last week, in speaking of the Irish
mails, we showed how shabbily the London and
North-Western, or perhaps we should r ether say the
Chester and Holyhead, were used ; and that is only
one instance of the way in which the Post Office
deals generally with the companies whom it em-
ploys.

It is now some fifteen years since a committee of
the House of Commons was appointed to consider
how the services of the railway companies could be
secured to the Post Office. The result was a re-
commendation that commissioners should be ap-
pointed to arbitrate on this subject between the
department and the companies. ILL the debate which
followed the presentation of the report to the house,
Sir James Graham proposed that the arbitrators
should be instructed, in making their award,
to take into consideration the cost o.f the construc-
tion of the line in question. Lord Taunton, then
Mr Labouchere, and President of the Board of
Trade, insisted on the arbitrators being left wholly
free, but gave a pledge on behalf of the Govern-
ment that no attempt would be made to exclude the
cost of construction from consideration. Upon this
the amendment was withdrawn. There seems at
this time to have been, and perhaps there still
lingers, a feeling on the part of Parliament that the
railways have got their bills too cheaply, and that
more might have been squeezed out of them when
they were clients at the bar, and altogether at the
mercy of the two houses. "They ought to have
foreseen," said Sir R. Peel, " that if the railroads
were successful, other modes of internal communi-
cation would almost necessarily fall into disuse, and
they ought therefore to have stipulated, as it would
have been perfectly just and easy for them to have
done, that certain public services should be per-
ft)7med at a reasonable rate." We admit the case,
but we question the justice with which such stipu-
lations could have been forced on the helpless appli-
cants for parliamentary powers. We see no more
reason why railway companies should be compelled
to do work for next to nothing in order to swell the
revenue of a Government department, making a
large annual profit, than why shipbuilders
should supply men-of-war, or ordnance manu•
facturers guns on similar terms. A railway com-
pany, it seems to us, has as good a right to make a
profit if it can out of the Government as out of any
other customer. The Duke of Argyle, however,
seems to have thought otherwise. In 1856 he in-
troduced into the House of Lords a measure for
regulating the conveyance of the mails by railway,
which was really a bill of pains and penalties.
Certain trains were to be exclusively set apart for
postal purposes: there were to be fines for every
little bitch in the working, and although a pre-
tence was made of making a "full allowance for
profit," it is clear that the principle laid down was
that the remuneration was to be "based on the
actual cost of running the trains." Parliament has
never had any scruples about " taking it out of"
the railway when it got a chance ; but we are not
surprised that the duke's bill was found to be
rather too strong, and disappeared, never to be
renewed.

Mr. Lewins, in his very able and interesting work
on " Her Majesty's Mails," touches on this ques-
tion ; but he looks at it through official, and, there-
fore, discoloured glasses. He owns, of course, that
the gain to the Post-office through railways is
enormous, The mails are not only carried more
rapidly, but facilities are given for sorting them
on the journey. " But here," says Mr. Lewins,
" the gain ends ; and the cost of the service
really done is beyond all proportion. The cost of
carrying mails by coaches averaged 21d. per mile;
the average cost of railways is 10d. a mile, some
railways charging nearly five shillings per mile
for the service they render." We are not
quite sure of the accuracy of these figures; but even
accepting them, they involve a fallacy which we are
astonished so acute a writer did not perceive. Mr.
Lewins overlooks entirely the fact that a train
carries twenty, forty, nay, in some cases, even a
hundredfold more letters than one of the old mail-
coaches. On the main trunk lines, such as the North-
Western, in addition to the saloon carriage called
the travelling post-office, several vans are attached
to hold the bags. A quarter of a century since the
aggregate weight of the evening mails despatched
from London in twenty-eight mail coaches was only
4 tons 6owt., or an average of 44 owt. per coach.
Which is cheaper, a mail coach at 2id, per mile
carrying that insignificant burden, or a mail train
of our day carrying its ton upon ton of letters with
punctuality and despatch P Why there is no com-
parison between the two things. Again, Mr Lewins
says " The cost of running a train may be reckoned
in most cases, at 15d. per mile, and thus the Post-
office, for the use of a fraction of a train, may be
said couscantly paying at the rate of from 60 to 300
per cent. in excess of the whole cost of the running."
Here lurks another fallacy. In business the loss on
any transaction must be measured not by the cost
price, bat by the market value. Rails and plant
have a very limited life, which every journey
shortens; and, consequently, the loss on each mail
train must be calculated not by the cost of running,
but by the difference between the amount paid and
that which might be gained by a regular passenger
train. Fifteen pence per mile may be the ordinary
working expenses, but then it should be borne in
mind that the average earning is over ss. per train
per mile. Mail trains, however, almost universally
far exceed the ordinary working cost. The speed at
which they travel involves a larger consumption of
fuel and much greater wear and tear. The limited
night mail between Euston-square and Perth,for ex-
ample, traverses the distance of 451 miles in 11 hours
and a half, or about forty miles an hour,
including stoppages. In that and other cases the
number of passenger carriages allowed to be at-
tached to the train is restricted. At present eight
mail trains are run on the main-line of the North
Western, each conveying poet office carriages and
staff, and, of these, half are run specially, the num-
of passengers being limited. When theB. circum-

' stances are borne in mind, the grant of £82,416 to
that company for the conveyance of the mails ap-
pears by no means excessive, although, no doubt,
a large sum. The conditions under which a mail
train has to be run are usually so stringent and
exacting that they entail heavy outlay on the
company which runs it, and in arbitration not only
the working expenses but the cost of constructing
the line and the rate of its earnings ought to be
taken into account.

Another objectionable feature in the present sys-
tem is that while arbitration is pending the com-
pany has to do the work without receiving any-
thing on account. At this moment, we believe,
this is the case with several of the Scotch lines.
The grossest piece of injustice, however, is the direct
competition wlaieh the Post-office engages with the
railway companies in the transmission of parcels.
Of late 9'ars this branch of business has been gra-
dually extended, and is manifestly unfair, for the
railways are thus made to carry over and above the
legitimate objects of postal delivery, a description
of traffic intercepted from themselves without any
additional payment. We cannot help thinking
that the arrangement most equitable for both
parties, and most beneficial to the public, would be
to give the rail ways a pecuniary interest in the de•
velopment of the postal traffic.—Railway News.