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

EVEN/NG,

60,000 to 2,000 laid agst Filbert
NEWMARKET, MONDAY NICHT.
ENTLIES, &c , FOR TUESDAY.
ll,,ndicap for three yrs old, and upwards. D.I.
Bordeaux, 5 yrs, 83t 71b-131eek Doctor, 4 yrs, Bst, 7lb
—Besse Homburg-, 4 yrs, ist 91b—liarpsichord, 4 yrs,
63t 121 b.

THE ROYAL STAKES.—AII have paid except King
Pepin, Longbow, Poodle, Ilex, Martinet, Hrutboy, Bob
Major, Odd Fellow, b f by Touchstone out of Event, and
Glenluco.

THE CLEARWELL.--The following are icratched:—
Mayfair, b c by Tearaway out of Margaret, Umbria],
Nutpccker, Margaret of Aojou, c by Hetmaa Platoff out
of Infidelity, Hybla, Frenzy, Exhibition, 5 f by Bay
Middleton out of Mangosteen, Sittingbourne, Sir Walter,
Elspeth, Koh-i-noor, Talfourd, Osiris, and Pharos.
The Selling Handicap; winner to bo sold for 1001, &c.
The Moor, aged, Bst 81b—Ploughboy, 6 yrs, iist—
Sophistry, 3 yrs, 7st 111b—Senorita, 3 yrs, 74 71b—
Jewel, 3 yrs, 7st 41b—Snarry, 3 yrs, Gat 10;b.
THE CE,SAREWITCII.—The following list includes all
the horses scratched up to nine o'clock to•night:—Chief
Baron Nicholson, Bird-on-the-Wing, Musician, Knight
of Gvvyntie, Candlewick, Kilquade, Hyacinth, La G:izza
Ladra, Harrier, Lady Harriet, Termagant, Stilton, Mis-
sive, Cariboo, Cavan, Bit of Blue, Russbcrough, Sally
Wartoot colt.
Match-I)jve receives from Torment.
S wccpstakes; Rutland Stakes Course.
G by Dromedary, out of Apricot, 2 yri—Gavotte, 2
yrs—Vivandiere, 4 yrs.—)Ellus, 4 yrs—No Chance, 4
yea—Rob :Icy, 2 yrs—Newport, 6 yrs.
CLOSE OF THE BETTING UN MONDAY NIGHT.

THE CLE.
I 1 to 10 agst Filbert
CESXRE
1 to 2 agst Weathergage
(t)
7 to 1 agst Lady Evelyn
7 to 1 agst India❑ Warrior
1 to II agst Knight of the
Shire

A RWELL.
6 to 4 agst Orinoco
;WITCH.
12 to 1 agst Ariosto
16 to 1 agst Lorry whent
120 to 1 agst S'aarravogoo
20 to 1 agst Lady Aymutt
20 to 1 agst Le 'hut
120 to 1 agat liichard Primer
lIIY.
20 to 1 agst Filbert

20 to 1 agst Umbriel

PHUT of the PUBLIC JOURNALS.
CHRONICLE.—We sincerely trust that a case
lately decided at the Southwark Police-cosrt, on an im-
sortant point of railway administration, has not been
Lost upon our readers. Wo reported the complaint 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 bo plying for hire. These
last averments are, of course, mere pettifogging sur-
plusage; because, if they can stand at all, they go to the
extent of showing that a cab is, pro laic vice, not a
haekney. 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.
In other words, the railway lawyers ask us to believe that
a cab is not a cab, and that vehicles of that description
are merely ranged at the stations by generous directors
and charitable cabmenin order to carry railway
travellers home gratuitously. The 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, and, we trust, with indignation, by Air.
A'Beckett. It deserves notice, however, that the rail-
way company had the unparalleled indiscretion to ven-
ture on the subterfuges we have stated in the teeth of
the law, which provides that:—" Every hackney car-
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 place." 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 Easton-square? Are the metropolitan sta-
tions sanctuaries or Alsatias, 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 mon and horses?
Have they received any letters patent Which give
them monopolies? Are the old days recurring, and
have exclusive licences been conferred on these com-
panies? What is a railway company? Very serious
constitutional questions are beginning to ba 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 ions 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 ut the company's
tariff. Sixpence is too much to pay for a cup of bad
tea or of worse coffee; and yet such is the extent of
railway monopoly that we must either pay this
or go without both through a journey of five hundred
miles. When railway Acts were passed, did
the Legislature ever contemplate investing the
companit s with monopolies us odious and as
monstrous as ever disgraced a Tudor or a Stuart
patent? Once more wo ask, what is a railway corn-
piny? Is it a news-agent? or an advertising agent? or
a bookseller?—is it a dealer in plaids and fleecy hosiery?
or in stale mutton pies and poisonous soup?—or does it
invest in cabs and posthorses?—or aro 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 succeeded. The Catiline of the rail
has sufficiently abused public patience. The 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 5 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—ia direct contra-
diction to the statues of the realm—that its cabmen
may demand extra fee for luggage, and may refuse
a fare 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 Hobson'a choice. The cabs must
be hired in succession—either the next rotten vehicle
end 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 in 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 may, 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-
laws 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 trade 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 all, the companies
must be compelled to furnish such conveniences and
facilities for reasonable and necessary trade as an ordi-
nary public road would afford. Railroad rights entail
railway duties. It is an invasion of public right to com-
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 he 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 promotion 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 ascertain 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, 9-16ths of an inch on the sixth tier from the keel.
The only part of the vessel which, on examination, exhi-
bited any corrosion, and that only slightly, was the bow,
where the anchor and chain bad chafed the paint or coating
with which the vessel is covered as a preservative, and
which appears to perform its office effectually.—Liverpool
Albion.
Tile old American firm of Timothy Wiggin and
Co. has just been re-constructed in Lori don, Mr. Auustus
Wiggin and Mr. F. Boy 111
:formerly in the Paris house of
Welles and C 9., haying associated thowsolYe9 to partners.