The Sun.
London, England, 1865-12-15 00:00:00

are especial sufferers—small tradesmen who hol

premises without leases, but on the verbal promise
of landlords whose word carries all the authority of

a lease, and artisans locally employed. We recognise
the hardships to which individuals of both these
classes are subjected ; but wishing to be practical, as
is our desire in making these remarks, we dismiss
the first class from consideration at once, after this
mere passing reference. We really do not know what
can be done for such people in regard to circum-
stances as they are. In future the necessity will be
made apparent for the granting of leases in cases
wherein that form of tenure has not been hitherto

adopted. The second case—that of artisans—is one
which to a considerable extent admits of remedy.
,If
an invading railroad only disturbs this community,
driving them from the unhealthy and incommodious
premises which they have been too wont to occupy,
to the suburbs, there to find healthier and cheaper
homes, at a price, railway conveyance included, as
cheap, or even cheaper, than the premises they oc-
cupy at present, then the change will be a blessing.
If, however, the artisan classes are to be disturbed,
driven from the homes which they have found to be
most convenient, and no provision made, no recom-
pense offered; then a monstrous injustice will have •
been done. Coming to practical conclusions, it will
be seen that, in order to effectuate this blessing, one
thing only is needed—viz., that railway conveyance
should be placed at the disposal of the disturbed and
exiled people at a cost compatible with their wages.
This agreed upon, thequestions remain whether rail-
road boards can be either inducedto do it, or obliged
to do it. As regards the power of inducement—or
rather the various influences which constitute in-
ducement—let us see what they are. If it could be
shown that cheap passenger fares would prove re-
munerative, that of course would be an inducement ;
self-interest being in all matters of business the
strongest of all agencies. Having mentioned self-
interest, we believe the sum total of business in-
ducement will have been enumerated. Philanthropy
might be adverted to, but not by any one who knows
what business organisation is. There is a good deal
of philanthropy in the world, but the very warmest
philanthropist merges that feeling so so on as he
enters into a business speculation. Philanthropy is
a private luxury : one that does not comport with
business, which looks only to dividends from cash
invested. Personally, we are far from regretting
this result, seeing that without business unsympathy
—call it, those who prefer, heartlessness—and busi-
ness close calculation, the means of private philan-
thropy would be largely curtailed. It is at least
pleasing to believe in such a harmony and fitness of
things as that according to which it is assumed that
the greatest measure of comfort accrues from the
best applied principles of social economy. In ac-
cordance with this belief the hope must frequently
have dawned that railway boards might ultimately
find their interest consist in a lowering of fares of
special trains, to suit the wants of artisans living
out of town. Mr. David Jones, a Welsh civil engi-
neer of sonic experience, stands forward as the ad-
vocate of a remunerative cheap railway traffic ; and
his proposition, if sound at foundation, has the ad-
ditional merit of solving the problem in respect to
existing lines. His scheme contemplates the esta-
blishment of branch or lateral lines, which, instead
of costing some £35,000 the mile—the average cost
of British railways now constructed—should only
cost £4,000 per mile. If this idea could be carried
out, then it follows that fares might be proportion-
ately less than they are ; still leaving an equal, or
even a better, dividend. The difference between the
past and the proposed cost is enormous ; but Mr.
Jones goes into explanations that tend to convince
any unprejudiced person. On his branch lines he
would do away with express speed ; and in abolish-
ing this an amount of saving would accrue that only
those who have studied the subject can appreciate.
First, the branch roads may attack ascents and
descents more boldly than existing lines, whereon
high speed is attained. There need be fewer tunnels;
fewer viaducts. Dead level or approach to a dead
level, now so indispensable, to favour existing
speeds, would be no longer necessary. With dimi-
nution of speed would follow diminution of wear
and tear of rolling stock ; in short, on examination,
it would be found that the supposed necessity of
high speed has entailed on existing railway lines .
the major part of their expenses. If the cheapening
of railway traffic can be effected on existing lines,
the force of competition will take effect in establish-
ing a corresponding economy on lines to be created.
Thus in the end, it may be expected that full subur-
ban accommodation may be acquired for the metro-
politan industrial classes needing it. We have ,
treated hitherto of amelioration through naturally
arising influences ; and in the operation of these re-
poses the best hope of those Who wish to see the
pressure removed to which we have adverted. A-
good deal of stress has been laid on compulsory
clauses in any future railway bills. Now until it
can be shown that the average railway dividends of
Britain are more than four.per cent., it is clear that
the holders of shares cannot be accused of realising
inordinate profits. The case is to be feared that
the imposition of compulsory clauses would only
have the effect of soliciting a false economy—a cut-
ting down which would eventuate in danger. Far
better, it seems to us, to rely on such an extension
of cheap branch lines as would co-ordinate lower
fares with higher profits.