The Sun.
London, England, 1865-10-10 00:00:00

rHE SUN, LONDON, TUESDAIP:t EVEINING, OCTOBER 10, lEEE.

language, consult his tastes, and humour his whims.
Wherever he goes, from Calais to Naples, an Eng-
lishman travels through a little England, along an
English highway, through a succession of more or
less comfortable and sumptuous English homes.
Hence it is, I should think, that with all the volu-
minous foreign correspondence in his newspaper—
nay, even with his long sojourn at Nice, Rome, or
Naples--John Bull understands so little of Conti-
nental politics, that he passes so easily from partia-
lity to his "natural Austrian ally" to the most en-
thusiastic devotion to ranting Mazzinianism. Hence
it is that he sometimes evinces so little discrimina-
tion with respect to the virtues of a patriot and the
chivalry of a, brigand.
With all these little deficiencies, however, your
English tourists, taken in the mass, are a well bred,
inoffensive, civilised set ; they have become very
affable, companionable, and genial of late, and
their love of cleanliness, their gentle undertone,
their unostentatious urbanity, exercise a beneficial
influence among their more excitable, more fussy
and boisterous Continental and Transatlantic
fellow-travellers.

National Association for the Promotion of

Social Science.

SHEFFIELD, Oct. 7.
ECONOMY AND TRADE-RAILWAY MANAGEMENT AND

CONSOLIDATION.

In this department, which met in the School of Art, and
over which Mr. Chadwick, C. 8., presided, a paper was read
from Mr. E. Hill, of the Inland Revenue department, on the
official inspection of railways and the management of the
traffic thereon as a means of preventing accident and loss.
In this paper he said that it had been often proposed to call
upon the Legislature to make regulations to have the force
of law. But the fatal objection instantly arose that by such
a course the responsibility of the railway authorities would
be destroyed, and responsibility without power was a mere
delusion. Some had even proposed that the Government
should take the whole administration of the railways into
their hands. He did not attempt to discuss this proposition,
his object being to suggest an intermediate course—one
which was easy of trial, and which if adopted would be ad-
vantageous to continue, let the administration of the rail-
ways ultimately devolve upon whomsoever it might. He
suggested the propriety of adopting a system of official
inspection analogous to that in operation with regard to
factories, mines, schools, poor-law unions, and prisons.
The inspectors should have every power to obtain
full and correct information upon all matters af-
fecting the public safety and convenience, both
directly and indirectly ; but no power whatever to
interfere in the management, the inspectors to be simply
held responsible for the discovery and the bringing to light
of everything in the management of the lines under their
charge that experience had shown, or that they might
deem to be detrimental to the public safety or obstructive
of the public convenience. He urged the superiority of a
continuous, systematic, and thorough examination and in-
quiry, conducted by men of ability and knowledge of the
subject. The official inspection should be wholly inde-
pendent of the administration of railways, and therefore
unbiassed. It would be highly economical to the railway
companies themselves, the loss from accident in one half
year on one line only having been officially estimated at
£50,000. The expense of the necessary staff need not be
great, and, if his anticipations were realised, the expense
ought to be cheerfully borne by the companies.
In the discussion which followed, Mr. TEULON, a director
of the South-Eastern Railway, said that no railway could
be too often inspected by persons competent to form an
opinion as to tho mode in which the traffic was worked.
Mr. G. Huxsv said he considered that they ought not to
stop with the mere inspection of railways. There ought
to be a court of appeal to which any person aggrieved in
any way might apply for redress. Such a court would also
bo a great protection to the companies. It frequently
happened that exorbitant demands were made for compen-
sation, and if there were a board to settle such questions
there would be a great saving.
Mr. EDGAR said the idea of a railway board settling the
amount of damages was entirely out of the question, and
he thought there was no possibility of such a plan being
carried out.

The CIIAIRMAN said that considerable service had been
rendered by the mining inspectors, who, seeing what was
done in different parts of the country, imparted the infor-
mation they acquired for the general benefit, and the min-
ing proprietors had voluntarily adopted many suggestions
which were made by independent parties. Any one who
reads the evidence on railway matters must be struck by
their independence of each other as to modes of working.
For example, one company had an entirely different code
of signals to another. He thought Mr. Hill's suggestion
was valuable apart from the question of unity of manage-
ment. It would greatly benefit the railway interest, and
the expense was comparatively trifling when they consi-
dered the good that might be obtained from the promul-
gation and independent authentication of successful expe-
dients on particular lines.
The next paper was read by Mr. S. Pustsoin, of
Whiteley Wood Hall, near Sheffield, on the question.
" Is it desirable to consolidate the existing railways of
the United Kingdom into ono system under Government
control ?" He said that the railway system was capable of
yielding a vast augmentation of service to the country, at
a scarcely appreciable increase of cost, and, therefore,
all were deeply interested in the most careful conside-
ration of this subject. In 1803 the direct cost per
mile of working all the trains was is. 4/1, and the indirect
cost was ls. 21d. or a total of 2s. 7d. The average number
of passengers carried per train during the year was 50, 7
first, 16 second, and 27 third class. The average weight
of goods carried in the merchandise and mineral trains was
70 tons. That both of these results might have been mul-
tiplied many times, without adding appreciably to the ex-
pense, may be inferred from the fact that an engine is ca-
pable of taking 1,000 people instead of 50, and that about
300 tons is now the usual weight of load of a mineral train
on the Great Northern Railway. Whilst it is clear that the
railway companies could not by any means do with a less
revenue than is now collected by them, it is obvious that
for a very slightly increased one they could renderthe pub-
lic, with positive advantage to themselves, treble or quad-
ruple the service. Was there reason to think that the reduc-
tion of present fares and freights would be followed by the
increase of business necessary to place the companies in as
good a financial position as that in which they now stand ?
He quoted three cases, one of which was the contest be-
tween the North-Western and Groat Northern Companies
for the traffic to Manchester in 1857, and argued that no
loss could accrue to the companies from a reduction of
fares. He proceeded to consider the case of the share-
holders, as, in the event of the provisions of the Act of
1844 being carried into effect, their property would be
paid for at the rate of 25 years' purchase of the average
of the three years' dividend last preceding the transfer;
and as this was the only mode advocated by Mr. Galt, Mr.
E. Chadwick, and other writers who had yet handled this
subject, they (the shareholders) would have no grounds of
complaint, nor would they be likely to complain, as such a
price would constitute a very handsome bonus upon the
present market value .f their shares. He thought that that
act had operated mischievously in putting the question at
rest, and stifling its consideration, so to speak, for a dan-
gerously long period. That its solution has not become more
more difficult was more attributable to the course of events
than to the wisdom of its framers. It did, however, at this
juncture servo two good purposes: it preclued any idea
even of injustice in case its provisions are called into action,
and its expiration invites a more general and simultaneous
consideration of this important subject than it would pro-
bably otherwise have received. He referred to the amalga-
mation of the Great Northern system, and said there could
be no question but that the unity of interest and manage-
ment of those as a whole is a vast improvement and a great
economy, as against the separate and often clashing admi-
nistration of 14 separate boards, yet he was not sure that
that process could be safely carried further. It was open to
doubt whether the system might not become too cumbrous
for one executive, just as there was reason to think that of
the Great Western has become. He also suggested that
there was great reason to doubt the ability of even that ad-
ministration to manage the Midland or the London and
North-Western or the Great Western, or all of them in
addition to their own line. It appeared to him that the re-
spective executives of each and all of the great companies
have now quite as much business as they can manage, and
that, therefore, although amalgamation increases efficiency
and promotes economy up to the point to which one exe-
cutive can manage, the aggregation of the whole would
tend to confusion, inefficiency, and stagnation, the whole
resulting eventually in the business drifting, instead of
being managed and controlled. The Government would
appoint some adherent to the posts of honour, and the real
work would devolve on subordinate officers. None who had
any knowledge of the subject would suppose that men who
were now eminent in the railway world for great ability
would be content to fill subordinate positions, and the ser-
vice would soon fail to attract those men whose great ta-
lents had rendered it so really effective. So far as he could
see all the advantages of cheapness obtainably from unity
of management are already achieved by the process of amal-
gamation as to at least three-fourths of the railways now
constructed, and any further progress in this direction
would not be economical but wasteful in the highest degree,
since it would probably result in decreased efficiency of
management. Ile did not think it impossible still further to
cheapen fares, nor in order to that end did he think it es-
sential that Government should purchase the railways. Ho
suggested that a Government guarantee, securing the com-
panies against diminution of revenue during the period of
transition necessary for the growth of traffic to as high a
revenue from a diminished rate as that now obtainable
from the high ones, is all that is necessary. To reduce the
fares of second and third class pa,ssangers to one third the
present amounts charged would involve, prima facie, a loss
of revenue equal to £4,427,937. But his idea was that be-
fore the end of the first year of the change the traffic would
be doubled, and in two years it would be treble its present
amount. In that case the loss to the Exchequer would only
be two millions and a half the first year, and one Million tho

second year, whilst in all human probability the end of the
third would see the revenue restored to at least its present
amount, and this enormous boon to the country would thus
have been secured at no greater outlay than from three to
four millions of money. There would be a large item for
additional rolling stock, but it would probably be counter-
balanced by increased goods traffic. He suggested that the
Great Eastern Railway Company (which was the only one
self-contained) afforded an opportunity of fairly trying this
great question and setting it at rest for an expenditure of
less than half a million, and this experiment would be so
conclusive in its results as to fully clear the ground for com-
plete legislation, or for leaving matters as they are with the
well-grounded convietion that they are best as they are.
Mr. W. HAwEs, chairman of the Council of the Society
of Arts, and a director of the East London Railway, ad-
dressed the section on the same subject. He said he
would venture to submit that Mr. Plimsoll's calculations
were perfectly chimerical, and not based on any facts
which came within their knowledge. A very impoktant
effect upon the public generally was involved in this pro-
posed change. Were they to give up that principle which
had been so conducive to the success and prosperity of
this country—the individual management of all the inter-
nal affairs of this country connected with its trade and
commerce ? Were they to allow Government to interfere
more than at present ? He thought there was already too
much Government interference in many matters. If the
Government had to provide not only for a loss of revenue,
but also for a certain amount of interest, it would un-
doubtedly follow that the Government would obtain entire
control over a great mass of property. The transfer of so
large an amount of capital would be dearly purchased at
the difference of interest and the economy that might be
introduced. He held that the Post-office was a striking
illustration of the inefficiency of Government management.
The attempt to put our railways under a minister at the
head of a department was an absurdity, and would tend to
destroy that efficiency of action which nowexisted through-
out the whole railway service of this country. He did not
say that railway management was perfect, or that the pub-
lic were carried at the cheapest rate, but he thought it
would puzzle those gentlemen who advocated a change to
show how the public could be carried more cheaply. The
present fares were the result of competition, and had been
arrived at step by step, Would the Governmen have
risked the expense incurred in increasing the speed from
12 to 40 miles an hour? Would they have fought the
battle of the gauges between Stephenson and .Brunel ? He
denied that foreign railways were an instance of good
management by Government. on tureign lines the speed
was not so great, while the gradients were much more
favourable, than on English railways ; while, in addition
to the fare paid by the passenger, there was a heavy charge
for his luggage, every pound of which had to be paid for.
Could they compare the cost of the construction of foreign
railways with the cost of passing through property in
England ? The Metropolitan railway, the most expensive
line, was enabled to carry passengers at the lowest rate,
because it ran through the densest population in the
country. He had always found from railway accounts that
the expenses increased in proportion to the increase of
traffic. He thought that Mr. Plimsoll's paper showed a
want of practical knowledge of railway matters. If this
question was discussed they would be obliged to come to
the conclusion that they ought to do their utmost to force
railway management into the best 'possible channels, but
that they ought to take the management from the boards
of directors and place it in the hands of the Government.
It was not possible for Government to buy land at a cheaper
rate than the companies paid, and could it be imagined
that Messrs. Stephenson, of Newcastle, would sell their
engines at a less price because the Government purchased
them? Did they think that a minister of railways and a
board would work more cheaply than the present boards
of directors ? He believed that it was beyond the power
of the 20 directors to manage the North-Western Rail-
way, and ho knew that for the management of one rail-
way a gentleman had been offered a salary double in
amount to that of the Premier. He protested against the
principle of charging the public for the conveyance of rail-
way passengers. Competition would drive railway direc-
tors to greater and greater exertions, and by means of the
present system of individual management we should travel
as cheaply, and as well, or better, than under Government
management. (Applause.)
After some discussion,
Mr. PLIMSOLL replied, and the section adjourned.

What the Guards have Done.

---..

The three regiments of Guards were raised in the
year 1660. We believe that the Scots Fusiliers date
their formation from 1651, but as the " King's Scots
Guards," as they were then called, were cut to pieces
and dispersed after the Battle of Worcester, and
were not reorganised until the Restoration, we
scarcely consider that they have made good their
claim to seniority over the Grenadiers and Cold-
streams. The Guards first distinguished themselves
in the wars of Marlborough, taking a conspicuous
part in the battles of Ramilies, Oudenarde, Mal-
plaquet, and Blenheim. The episode connected with
them which occurred at Fontenoy is probably known
to most of our readers. When the two lines came
within musket shot, the French officers cried' out,
" Gentlemen of the English Guards, commence if you
please." " No, gentlemen of the French Guards,
it is for you to begin," repliei the latter, not to be
outdone in ceremonious politeness. After this in-
terchange of civilities volleys were fired, and the
hostile troops closed together in a hand-to-hand
conflict. The Guards next took part in the battle
of
_Minden. In 1793 they were engaged in the
campaign of Holland, and for their services per-
formed there they were allowed to inscribe the
name of Linceiles on their colours. In 1801 they
formed part of the expeditionary force sent
under Sir Ralph Abercrombie to Egypt. At the
disembarkation of the troops, the Coldstreams
and Scots Fusiliers particularly distinguished
themselves. During the whole of the Peninsular
War the Guards were actively employed.
They were present at the battles of Corunna,
Talavera, and Barossa. At the last of these hard-
fought actions, General Nikes, the hero of Barossa,
au officer of the Scots Fusiliers, retrieved the fortunes
of the day, which had become well nigh desperate,
by leading his brigade up a scarped hill against a
French column infinitely superior in numbers.
Scarcely had the brigade recovered from the losses
it had suffered during this long and trying campaign,
when it was once more summoned to take the field
in the Netherlands. At Quatre Bras, during the
most critical part of the battle, by their steadiness
and gallantry, they contributed greatly towards
enabling the Duke to hold his ground until the
morning. On the 18th June the Coldstream Guards
and the light companies of the Scots Fusiliers were
selected to garrison Hougomont, and well did
they repay the confidence thus placed in them.
Unflinchingly they withstood the most furious
attacks of the French. Unfalteringly they held
the very keystone of the English position, against
which Napoleon in vain directed the flower of his
army. When the last desperate attack was made
on the English right, the Guards, unshaken by the
trying conflict they had sustained, calmly awaited
the assault, and at the command of their chief,
sprang, Minerva-like, from the ground, armed at all
points, and were mainly instrumental in causing
that fight of giants to end so brilliantly for our arms.
In 1854 they proceeded to Turkoy and the Crimea.
It might have been feared that the long preced-
ing period of peace and inactivity would have
weakened the resolution and impaired the
ardour of these soldiers. Any such forebodings
were soon, however, proved to be groundless. The
exploits they performed during the Russian War
are of so recent a date as to render any comment
on them in this brief and imperfect sketch of their
services superfluous ; but we may call to the minds
of our readers how, as tidings after tidings of their
triumphs reached us, we felt that we had indeed
reasons to be proud of our army, and that the
Guards had, if it were possible, even exceeded the
anticipations of their staunchest upholders.—British
Army and Navy Gazette.

THE WEATHER IN THE NORTll.—During most
of last week dense fogs prevailed upon the Northum-
berland coast, which • greatly impeded navigation. The
temperature was gradually falling during the time, but the
weather kept warm for the season of the year. Between
Saturday night and Sunday morning, however, the glass
fall about half an inch, and during Sunday the wind got
round to tho E.S.E., blowing strong, which brought on a
heavy sea, and on Sunday night the weather upon the
N.E. coast seemed broken up, and had a very wintry ap-
pearance. Down to Sunday evening little rain had fallen
in Northumberland during six weeks, but that evening it
rained pretty smartly, and there was every appearance of
a good fall of rain during the night.

I ADVERTISEMENT.]—HoIIoway's Pills.—Dyspepsia, in-
digestion, flatulency, heartburn, biliousness, nausea, want
of appetite.—French philosophers trace the moral feelings
of the mind to the state of the stomach ; and there is much
wisdom in the speculation ' • the stomach to the human body
is more than the kitchen to the domestic establishment ;
be it ever so slightly disordered the whole internal econo-
my is deranged. The young may smile at the simile, and
disbelieve the tremendous sacrifice indigestion exacts from
its victim. The day will come when they will lament over
their dyspepsia, as 'thousands stronger than themselves
have done, when it will be well for their comfort and hap-
piness if they only remember these prophetic words, and
hold in readiness Holloway's pills, a certain safeguard.