The Sun.
London, England, 1846-09-01 00:00:00

THE SUN, LONDON, TUESDAY MORNING, SEPTEMBER 1, 1846,

titi --.........-
........am.....
Let, for violin and piano, in brilliant style, and the
'lit
ablerroaccoropaisied all the vocal music in his usually
very tanner, on a pianoforte of Erard, to which
i.that
tittit' P'easing and ingenious invention, the "iEn la%
lea ehment," gave double zest and piquancy. The band,
tansy Mr. A. Mellon, from. London, played two. over-
tb, of Weber and Beethoven with great spirit, and
tfr concert passed off NNith the utmost Mut. It was an
tetive climax to the week's festivities.

6PORTING INTELLIGENCE.
Sir T TATTERSALL'S.—YESTERDAY.
tyroptomatton Sykes, who at first showed unfavourable
ran a, came strongly into favour as the afternoon ad-
Tr Tritt,;' and, although nominally at the same price The
becOcr, left off the better favourite. The Traverser
110,7, la two or three places at 6 to 1. and lago, Fancy
ttea,"l,/draston, and Broc- ardO at 9 and 10 to 1, leaving off
Ca at the odds quoted. Pyrrhus the First and Mount
lair were declared not to start ; and such liberal odds were
t
14,1,1101115 t Dolo that we may fairly look upon him as ou
pir."l race. The field appears likely to be a small one.
'give the last quotations :.•-•
4 I 0 1
LEAMINGTON STAKES.
agst Mr. Mostyn's Camera Obscura—taken
10 to 1 agst Sir J. Gerard's Pantasa—taken
Mongrel quite friendless.
ST. LEGER.
6 to 1 agst Mr. W. Scott's Sir Tatton Sykes—taken
6 to 1 agst Mr. O'Brien's The Traverser—t. and aft. off.
9 to o 1 agst General Shubrick's Brocardo—taken
10 190 t 1 agst Mr. Bleiklam's Fancy Boy
to 1 agst Col. Anson's lago —taken.
gto 1 agst Mr• O'Brien's Grimston—taken
; to 1 agst Meiklam's Poynton
2 tt°l agst Lord Chesterfield's Free Lance
40 o agst Lord E. Russell's Sting—taken
66 to 1 agst Mr. Nunn's Joanna colt
600 to 1 agst Lord Eglinton's Dolo
too even between Grimston and lago
t° 600 on Traverser agst Fancy Boy—laid twice.
GREAT YORKSHIRE RANDICAP.
8 to 1 east Mr. Wormald's Quadruped—taken
to
1 ag
10 to agat Sir J. Hawle
J's Bravissimo—taken
st Mr. L. Fox's une—taken.
The STIRLING RACES.— FRIDAY.
14a ttnn°Cltbllrß Stakes of 20 sovs. each, 10 ft, and 20
St, tor three-yrs old colts, Bst 71bs, and fillies, Bst 41bs.
k i;-'eHer Course..ll'r'ller„„llerltsoa's Inglewood walked over.
ittr,.."o:bgerutsoSnta,skes of 5 sovs. each, and 25 added. Two miles.
Tom Tough, 6 yrs ( W. Parr) 1
kr 14°fuitone's Snake, 3 yrs
The Fsa 'a
Malcolm, 3 vrs.. ....
Stakes of '3
sovs. each, 1 ft, and 25 added.
Or tor/ Qi
Heats, once round.
ealyon,-s Ly-curgus, 4 yrs.
olkr, ve.e,,aedrs b f by The Doctor, 3 yrs 2 0 2
ir.N;44°,11)8 Lillie A.die, 5 yrs ... ........ 1 0 0
Nien?'l4Cameleopard, 4 vrs
-41114 handicap of ssovs. each, and 25 added. One
a • l mile.
kr Lyur ft-st 10lb
~idl"daon's Meserneria, Gst 81b
The °Rthian, Eglantine, Claudia, and The Bashaw, also ran.
Stakes of 5 sovs., each were won by Surety,
'll4gsoadinage, Mesmeria, and another.
The
elirrY Stakes were won by Precursor.
Pl 4, STOCKTON RACES.—FIoinAY.
4'40(1 Stakes of 10 sovs. each, and 15 added, for two
ee. „{ colts, Bst 71b - fillies Bst 31b ; the winner of the
kr. colts,
albs extra. Seven' furlongs.
kott'i Tim Whiffler
44.'441%11's br c by D'E .11e 2
The 6„igreare's Bit . Nibble 1 3
57cepers' Plate of 20 sovs., added to a Handicap of
th(.StISLIN3B,,)e4OII, 3 ft. Heats, once round and a distance.
/14-114°°'s Obscuritv, 5 yrs, Bst 41b (Lye) 3 1 1
gr. spleave's Advice, 5 y 7st 101 b 1 3 2
kr, 4°bings's Bill Pe, rs 6st 101 b
Ives's ety Purvis,
-Yrs 'ist 2 dr
c01t8,3.7 Staltesrgot
e h 3 and 10added; for 2 yrs old
,-4t lb' and filliesys Bstac 491 b • the winner of the 'fees or
%14d Stks 3113,t
petiie,t,t_itTin) w
1.1
.fflexe
rr a . T.T.C. (4 Subs.)
(Holmes) 1
r 3 Pocket Venus
Stebbinges.
Brothe .
ksaateh, oat .....
11rrayivir. weights.—Mr. Harding's Zuleika beat Mr.
..-oss Emma.
Tt,
FORTIFICATIONS OF THE
DOCKYARDS.
4t t:o to; aii-oanrt liv
dAllTenr His Grace the Duke of Wel-
-219;5; evening,. and is staying at the
hlajor vio Plymouth. He was immediately waited on
or os
e -General the Hon. H. Murray, Commander of
n the western district.
j tuo •
1! kb, rntng, about half-past nine, his Grace appeared
01 the hotel, and was greeted by the hearty
I'4 I:3f the few persons assembled. His Grace was
11,114 of YA the Master-General of the Ordnance, the. Mar-
j,,!eht Anglesey, who arrived here on Friday in
.his
(1,-°ttlipte-ne; Pearl- The Noble Duke and Marquis being
-ed by Colonel Rudyard, Royal Artillery, and
Oldfiod
s'evaeko to the' o.
R yalbEnghino-eoedrs, proceeded at once on
(IL gl?e,neigh our of the Blockhouse, at
butaiu Stoke, from whence a bird's-eye view can be
clYtt-ee,,c121 most of the fortifications in and surrounding
tro 'a.
tr,ter jilt thence his Grace went to Keigham magazine,
I.lsPeeting which he proceeded across Hamoaze by
I'4• (1144 to Picklecombe Point, Mount Edgcumbe
eicio,ztilktl returned to the Royal Hotel, Plymouth, at
At
KrtYot this afternoon his Grace entertains a private
d•
The tuner at the Royal Hotel.
:last official visit of his Grace to Plymouth oc
altry,„,l, 4
the year 1819. At that time the Noble Duke
tasfi4oti all the defences, and made some valuable sug•
eatensi; which were adopted. At the present moment
es ivin a alterations and improvements ate in progress,
At 6e seen by the following statement:—
11h, Btaddon Point, which forms the eastern arm of
c4' -,:euth Sound, a half-moon battery is nearly finished,
ttillttke4le of mounting eight 56-pounders. Behind the
cleey it is designed to have barracks for accomrno-
kirg 100 men, and there will be towers erected at each
14.; the S.W. tower to have five stories, and the N.W.
= two stories; each story to accommodate 22 men,
ftLttse of a retreat from the barracks. The
with falling
>r eight to nine feet thick, loopholed, with
etiWt°ers, ball proof ; and. under each tower is a tank,
coo` 41e 01 containing sufficient water for four months'
~quiap Con.
the
Pkir- old battery on Staddon heights has been re.
.ed, the platform relaid, and guns remounted. There
lieilsele idea of constructing fortifications on these
pa, to the cost of 50,0001.
Poi(lt ,he west of Plymouth Sound, at Picklecombe
ett, silt; 'a Mount Edgcumbe Park, a battery is to be
4t Vetecl similar to the new battery at Staddon Point.
4ttl,'."WeYer, to be more ornamental and in the Gothic
hil-hrPin Maker heights the barracks are repairing, a
1. hes:: snot furnace is erected, and traversing guns are
,°llnted.
koutiit- Nicholas, or Drake's Island, which lies under
•',dgetinibe considerable alterations are in pro-
tike
,‘lte „. the left half moon battery is completed; it wil
',4ltia..l',,ut 60-pounders, mounted on traversing plat-
'' tlk, fiche right half-moon battery will be constructed
%int ; in of similar calibre and principle. It is
atreokelY intended to remodel the old battery on the
tl%rtetrineiPle as the new half moon batteries. New
ere
i's for the officers and new barracks for the men
eco,tedf there is also a new hospital and ablution
44% be old canteen is to be converted into barracks,
At pr. canteen built.
-40 be-Pnenth citadel the 24-pounders in the lower fort
led a -en replaced by 32-pounders and six 68-pounders,
Ltpk, 1,4d-11ot shot furnace has been erected. In the
re'„,atterY the 6- pounders used for saluting have
t
h;'°7ed and 32-pounders are to be mounte , no
ti-141 g-nre' htt't lo g the southern face. The sa-
,,'e totp„-114 are nowa lanced in a small battery (betwfoerena
Vttire. and lower Pbatteries), originally intended
-rep -attrY, but latterly used as a garden frthe
a.Q Incas mall battery at the south-wat sally-pogrts
rthe-' Pounders are to be placed.
t. 4 from Whale number of guns thus pointed towards the
6810„1 the citadel will be 55 32-pounders and ninefor
klati-:ra• Of late years only 23 six-pounders.
1101* II; 'aye been mounted on the upper batteriesi!
iletiv;-e olof the south face will be armed with
peal,4l°Pthj: The upper batteries will be furnished with
kned- a-hot shot furnaces.
hams""l-,! the ra parts considerable alterations have for
thaBa time
beem- i p gress. The large store-house
i?nt%lll,converitiedlintornbarracks for three hundfareildrneigeril.,
4°ling the citadel to accommodate a
rac e '4/11 -11:11111.0v d kitchens have been added with ablution
cp:t-couq.The bomb-proofs underf the
gyred repatired &c.
their brick-arched rborocsksunto
asphalte laid over th© i
t,','n paten
!te entrance of water, which formerly saturated
4 vrior.
44:0Pirituai wants o' the military have been andel-
%pet,y a reconstruction and enlargement of the citadel
f At A,
;(I.llow:ionnt Wise, Devonport, the alterations are as
'et .wo furnaces for heating shot have been
`Pe on No. 3 battery, and another on No. 5 bat-
Ztae with regard to guns, No. 1 battery remains the
h,,5, V4lO, eight 24-pounders in the general's garde6n:
rAlticj battery has seven 24-pounders, formerly
011 ere. No. 3 battery has now 11 24-pounders,
tree-
40under guns and on the slope leading to
,Ttide there is new' saluting battery of sevFri
guns. Noa. 4 is the mortar battery. On it are
L-4tl• ioree
sut3rtars, one 8-inch, one 10-inch, and one 13-inch.Ns
I.tioubt are eight 24 -pounder guns ; and 0.4,
lit,-JP which completes the list, mounts eight 9
it,Ne• citie4g_uns ; these guns remain the same, but the car_
e e new and of iron. A battery is building on
%veil over Richmond-walk Quarry. It is to mount
,At I,,,2lounders.
tO be" "tern King Redoubt, Stonehouse Point, there
shotpnew embrasures for two heavy guns, and red-
iA At Eastern King (Old Long Room)
uttte`r.ll,,tlPosed to construct a battery similar to the
barrack
keo„;" Stubborn Point, but with much greater
Iti
etve "'Clition to these fortifications, plans. and estimates,
tlcr etaett made for new works at the Kinerbury.pot-
ofT t clrthle, to cost 212,000 /., and it is said that in t
de
eitv,- war immense floating batteries would be moore
t'atsao"cer end of the breakwater, further to defend the
PLl.,4)Bhis important arsenal.naval,
SATURDAY DrENING, 11 O'CLOCK.
mouth 'the worshipful the Mayor of Ply-
to ?°lllleil 11111111°Red a meeting of the members of the town-
'4l the- ,' Who unauirnously resolved to present an address
Ilqiie„,illke of Wellington provided the same was
the
ascertain Of
Lhis Grace. -Messrs. Sultan and Lockyer,
14e°111sis,13L.1, the corporation who waited on the Duke
informed
`uat he "'swishes, ware, however, courteously
the ,o rau:st decline the proposed compliment, but that
litYin-vcer'L°4 of an address would have been highly gra-
Tbe N.9oolise Grace had time permitted.
r,ciar ..hpsiyraopuuthk)e enhteertained at dinner at the Royal
Marquis of Anglesey, Lord
41‘11riltle: -eolPdafigeeldt
nel rolonel Rudyard, Royal Artillery,
Royal Engineers, and another gentle-
d Ilia Grace leaves this early to-morrow morning,
717111 sleep at A sl house the same night.
4'44 gallant Commander-in Chief left London and k HUD
"31 rail and post•ehaise 236 miles to Plymouth

on Friday, rode on horseback 20 miles on Saturday, and
retraced the 236 miles on Sunday.

WESTMINSTER BRIDGE.
The ;yid, of demolition proceeds rapidly, and there
is e( rtainly but little trouble required in taking down
the front walls that fill the hollows between the arches
and carry the balustrade; the wonder is that the mass of
bose sand that is filled in behind these walls to support
the footways should not have pushed them into the
river. "To what base uses we may return!" Here are
the cornices and carved work, and other ornaments of a
structure which was at one time (as the Select Com-
mittee's report states) " the largest bridge in Europe
that covered water, all the year round, and was con-
sidered wonderful, " bundled, without respect or dis-
tinction, into carts and barges with rubble and rubbish
of all kinds. According to the present rate, the piers
will in a short time have less to carry, and, should the
bridge fall into the river, there will be less to
fall—both very sufficient reasons, we think, for
the great activity. That the workmen at the
sides of the bridge may not be interrupted,
the road for foot passengers is now between temporary
fences near the middle of what was lately the carriage-
way. The stoppage of footway communications, and
the loss to shopkeepers and tradesmen, as well as the in-
convenience to the multitude of passengers, would be
very great if they were deprived of a foot passage at
Westminster. 'The evidence before the Select Com-
mittee is not yet published. By the report which we
gave in our journal there appears to have been an
opinion that the present might be used as a temporary
bridge while the new one was being built, but that " Mr,
Walker urged, in the spring of 1845, the erection of a
temporary bridge as at that time desirable, and that he
urged it again with increased earnestness before the
late Committee." To secure a passage withci!t danger
may be presumed the principal reason for this recom-
mendation ; the objection was probably the expense, and
the opinion that the oil bridge might be made to answer
the temporary purpose. The water-bailiff has visited
.he bridge, and is in communication with the Lord
Mayor as to the means of removing the obstruction to
navigation that might be caused by any sudden failure.

STEAM-BOAT COLLISION IN
CANADA.
We regret to state that one of those melancholy
steamboat accidents, from which our waters have been
hitherto most happily exempt, occurred about 1 o'clock
this morning, off Three Rivers. We have as yet been
able to obtain but a very imperfect statement of this
disastrous affhir, but from various sources have gleaned
the following details connected with it:—The Rowland
Hill had reached Three Rivers on her way to Quebec,
and after discharging a portion of her freight and taking
on board several passengers, had just left the wharf, and
was proceeding into the middle of the stream, when the
Quebec, on her upward trip, came into collision wit'a
her with such force that the whole of the larboard wing
of the Rowland Hill was carried away. The wheel on
that side, and the shaft, were borne on to the deck of the
Quebec, and lay there at a distance of about t.-n feet
from her bow. The Quebec suffered little or no injury.
A gentleman who was a passenger in the Rowland Hill
stated to us that it appeared to him as if the Quebec would
have passed completely over the unfortunate vessel. The
shock naturally drove the freight of the unlucky craft
to one side, and thus canted her over, and she began to
fill. Some barrels of flour, we understand, were pitched
through the skylight into the cabin. The alarm and
confusion consequent upon the accident may be better
imagined than described. Many of the passengers (and
we hear there were between 50 and 60 in the cabin)
were in their berths. The gentlemen in the upper
(deck) berths on the side highest out of the water were
unable to force open their doors, and had had to escape
by the small windows of the berths. Many of them
emerged in their night clothes. The cries of the ladies
and children are said to have been heart-
rending. Fee,' ing death from drowning, they
rushed pell-mell from the cabin, with hair, untressed,
and half clad ; those excepted who had but
a few minutes before embarked at Three Rivers.
To add to the general alarm the cry of fire was
now given on board the Rowland Hill. The coals and
fuel wood near the furnaces had ignited, but were
speedily extinguished by the prompt assistance of the
parties at hand. There has undoubtedly been loss of
life, but to what extent is not yet known. Some accounts
represent that two of the crew alone perished ; others
that several passengers were victims, some crushed to
death, snd ethers drowned. This feet connected with
the sad tale cannot be made out for a few days to come.
The Quebec checked her speed immediately after the ac-
cident occurred, and drew alongside the Rowland Hill
(which floated down) to take on board her passengers.
The latter finally stranded off the Black River, where
she now lies. The Lord Sydenham, Captain C. L. Arm-
strong, arrived at Three Rivers, about five minutes after
the collision took place. When nearing the wharf, theper-
sons on shore called to the captain not to come- to, as there
were perso-rs in the water. He immediately laid his vessel
alongside the upper wharf, lowered his boat, and went
in search of the persons supposed to be immersed. Not
finding any near the wharf, he rowed down towards the
Black River, until he fell in with the wreck, when he
rendered every assistance in his power, and that of his
men, in saving the passengers. He finally brought
down the Sydenham, and ran in between the Quebec
and Rowland Hill, and received on board the travellers
coming to Quebec. Captain Armstrong, with the
laudable desire of aiding his unfortunate rival, remained
by her altogether about three hours. It is difficult, in
the absence of fuller information, to account for this
melancholy affair. It seems to us, however, and the
same opinion is very generally entertained, that great
mismanagement or want of attention is attributable to
one or both of the chief officers of the boats in question.
We trust an ample inquiry into the circumstances will
be made, and hope that some proper steps will at once
be taken to call to account and punish the guilty party
or parties, if any there should prove to be. It is high
time that this system of racing should be put an end to;
and that steam-boat captains and owners should be made
to feel the serious responsibility attaching to them.—
Qucbec Mercury, July 30.

A VIUTIMISER.

On Saturday, at Guildhall, Henry Thompson Perry,
alias Alfred William Percy. alias Burgess, alias Smith, a
journeyman tailor, who goes about victimising the
licensed victuallers, after the fashion of Dando, the
oyster-eater, was brought before Mr. Alderman Sidney,
charged with defrauding the keeper of a coffea-shop in
St. Martin's-court, Ludgate-hill.
It appeared that he went into the coffee-room, and,
assuming a haughty tone, called for a nice rum-steak
and a cup of coffee. He attempted to slip away as
soon as he had finished his meal, but the waiter
rushed after him and brought him back. He at
first impudently asserted that he had already paid
his reckoning, and next that he had unfortunately
lost the only shilling he happened to have about him
through a hole in his trousers' pocket. The landlord
thought he was one of the bilkers who go about, and
gave him into custody. At the station-house he was re-
cognised as having bean in custody several times on like
charges. He made his first appearance at this office in
May, 1844, having bilked the landlord of Dick's coffee-
house, in Fleet-street. He was then genteelly dressed,
and described himself as a provincial actor. In less
than a month he was in custody again for having regaled
himself with a dinner and et ceteras, to the amount of 4s.
6d. He was committed for a month for assaulting the
policeman, and on the day he was released he went to
another tavern, and regaled himself to the amount of 6s.
6d., not having a farthing to pay the score. After com-
mitting several frauds of the same nature, he fell into the
clutches of Mr. Jardine, at Bow•street, for bilking a pub-
lican, aid he was sent to Westminster bridewell for four
months, in default of retiesto be of good behaviour during
that term. He was liberated on the 15th instant. The
prisoner, on being now put to the bar, protested against
the jurisdiction of the magistrate. He had protested at
the coff,e-house against being given into custody, and
at the station against being detained there ; and, in fact,
dealt out his protests at every step. He said his deten-
tion was perfectly illegal. He had contracted a debt,
and that was the most that could be made of it. If he
had resisted the policeman, and even killed him, it would
be in law only justifiable homicide, because he was not
in lawful custody, and his detention was an audacious in-
fringemeut of the liberty of the subject. He had the
opinion of Sir T. Wilde and the Recorder of London that
his apprehension was unlawful. The inspector knew
it was so, and in reply to the protest said, " We don't
care about the law—we do as we please." And this
seemed to be the fact, for he was detained two hours
without any charge, and then the police absolutely insti-
gated and instructed a fellow (for he overheard it) to
make a false charge, that he believed he was in the
coffee-house to commit felony. The man could not
comprehend it, and bungled the charge after all. The
city police had a spite against him, because he had ex-
posed their turpitude ; and a constable named Butler
frankly told him if he came upon his beat he would im-
mediately lock him up on a pretended charge of assault
upon him. He was a victim of conspiracy, and
the under clerks hunted up alleged old sta-
tutes to meet the case, when no such thing
could be found. It was said he went about living idly
and faring well, and could not give a good account of
himself. It was false. He could prove he worked daily
at his trade as a tailor, and was unable to fare well. The
City was a lawless place, especially the Compter, where
he, an unconvicted prisoner, had been absolutely set to
work. This was a grossly illegal act, and there was not
another prison in the metropolis where it was done.
(This admission of a personal knowledge of the matter
elicited a roar of laughter.)
Mr. Alderman Sidney said he admitted the Giltspur-
street Compter was badly managed, but it was a mistake
to suppose that only persons sentenced to hard labour
could be set to any work. The law sanctioned the
practice, whatever the custom might be at other prisons.
The alderman asked if there was any further evidence
against the prisoner, or in his behalf ?
Butler, the policeman, said he could yrove the pri-
soner had played off the same tack at a dozen houses in
the City.
Michael Harrington, of Dorset-street, Spitalfields,
tailor, deposed to the prisoner having worked for him as
a tailor, from the day he was discharged till he was taken
again.
Mr. Alderman Sidney said he did not believe the
prisoner had lost the shilling, but that this was a con-
tinuation of the old series of barefaced fraud, and he
should require him to find sureties for his future good
behaviour.
The prisoner asked his employer to become surety.
He said it was only a form, and he would promise that
he should have no cause to regret it. The master shook
his head and refused. The prisoner called him aside,
but could not alter his opinion of thedanger of becoming
surety. The prisoner then appealed to the magistrate
for mercy, and promised that he would never be seen at
the bar again.
Mr. Alderman Sidney ultimately took his own recog-
nizance to be of good behaviour, and discharged him.

NAVAL INTELLIGENCE.
ADMIRALTY, AUG. 27.
PROMOTIONS.
Cernmqnder Arthur Forbes, to be Captain.
Atsibtant-Surgeon John Forbes (c) to be Surgeon.
Assistant-urgeon John Findlay, ditto.
AUGUST 28.

APPOINTMENTS.
Commander Hugh Goold, to the Ocean.
Lieutenant C. B. Stockdale, ditto.
Lieutenant John Dewar, ditto.
Lieutenant Charles Haydon, to the Poictiers.
Lieutenant Thomas Strover, ditto.
PLAN OF RETIREMENT FOR THE NAVY.
The following plan of retirement for the officers of the
Royal Navy is different from those previously issu-.d :
Parliament having thought proper to make provision
for the retirement of 200 captains of the Royal Navy, my
Lords Commissioners of the Admiralty hereby give no-
tice of the conditions upon which officers may take ad-
vantage of this grulat.
PLAN OF RETIREMEET FOR 200 CAPTAINS.
First.—The rank of retired rear-admiral to be given
by seniority to such applicants from the 14s. 6d. half-pay
list as may be willing to accept it, with the pay of 11. sa.
per day, and the corresponding pension to their widows,
under the usual restrictions.
Second.—An addition of 7s. 6d. per day to be given
to applicants by seniority from the 12s. 6d. and 10s. 6d.
half-pay lists, being captains of not less than twenty
years' standing and 55 years of age. Officers from
both lists to be permitted to assume the title of retired
rear-admiral at the period when they would have ob-
tained the flag by seniority had they remaine,l upon the
active list. Their widows to be entitled to a pension of
101. per year, and to the pension of rear-admiral's widow
when the rank of retiredrear-admiral has been attained.
Third.—The vacancies upon the 1/ list to be filled up
in turn of seniority by officers now accepting the 18s.
per day ; but no new admission to the 1/. list to be
made until it is reduced below the number of twenty-
five, which it is not to exceed afterwards. The perma-
nent retired list to be reduced tO 100, by making one
appointment for every two vacancies—the first 25 offi-
cers upon the list receiving 1/. ss. per day, and the
remaining 75 1/. per day, with the right of assuming
the rank of retired rear-admiral, when entitled to it by
seniority.
Fourth.—The active list of captains not permanently
to exceed 500. A proportionate reduction to be made
in the 14s. 6d. and 12s. 6d. half-pay lists—the first to
consist of 70 captains, and the latter 100.
Fifth.—Good service pensions to be retained by cap-
tains until they reach the rank of rear-admiral or retired
rear• admiral.
Sixth.—The promotions from the captains' lists to the
admirals' list in future to be continuous, reserving always
the undoubted right of the Crown to select officers for
promotion in the higher as well as the lower ranks,
whenever the public interest requires such an exercise of
the prerogative.
Seventh.—The admirals' list not permanently to exceed
150 in number, and to be thus distributed:-30 admirals,
or 10 of each squadron ; 45 vice-admirals, or 15 of each
squadron; and 75 rear-admirals, or 25 of each squadron.
But there will be a flag promotion in the course of the
present year, in which the 20 senior officers upon the
captains' list will be included.
Eighth.—This plan to come into operation on the Ist
of October of the present year, and all letters relating to
it to be treated as strictly confidential.
Officers not in Europe, who may be desirous of accept-
ing the retirement, will not e excluded in consequence
of their letters not reaching the Admiralty before the
Ist of October next, as a reasonable time will be allowed
for such applications.—By command ofHr
WAR Lordships,
. Gthei . D.

THE SQUADRON OF EVOLUTION.
PORTSMOUTH, SUNDAY.—Vice-Admiral Sir William
Parker, K.C.8., Commander-in-Chief of the Channel
squadron, put to sea from Lisbon on the 18th inst., in
the Hibernia, 100, Captain Richards, with the St.
Vincent, and all the other ships of the s.quadron except
the Trafalgar and Superb, which are for the present left
at Lisbon. It is said the squadron proceeds to Lagos
for water, thence to Gibraltar and Tetuan, where
Sir W. Parker will part company, and proceed to
Malta, when the squadron will return to Cork, and
finally to Spithead.
The only trial of sailing of any interest since we last
mentioned the squadron was, on the 10th inst.. between
the St. Vincent and Hibernia, the ships of the Vice-
Admiral and Chief Commodore :
CLOSE HAULED.
Under double reefed topsails and courses, topgallant
sails, jib, and spanker. Hibernia no mizen topgallan
sail. Wind from N.E. by N. to N.E. Rate of sailing,
six to eight knots. Angle of inclination of St. Vincent,
6 to 9i.
BEARINGS AND DISTANCES OF HIRERNIA.
At 11h Om. A.M. At 3h. 45m. P.M.
N. 22 E. S. E. 8,121 yards.
To windward of St. Vin- To leeward of St. Vincent,
cent, 1,600 yards. 7,162 yards.

_
RESULT.
St. Vincent, in 4 hours and 45 minutes, weathered
Hibernia 4 miles and 662 yards.

OFF THE WIND.
Under the same sail as above. Wind, N.E. by N.
Course, S.E. Distance run, 26 miles.
- •

BEARINGS AND DISTANCES OF HIBERNIA.

At Bh. 50m. P.M. At 6h. 35m. P.M.
S. 6E. 0.23. 8,121 yards, S. 79, W. 0.25. 7,471 yards,
or a-head of or astern of
St. Vincent, 6,312 yards. St. Vincent, 4,178 yards.

RESULT.
St. Vincent, in 3 hours and 45 minutes, headed Hiber-
nia, 5 miles and 375 yards.
Nautical mile, 2,025 yards.
The Queen is improved on a wind, in fine weather ;
the St. Vincent is equal with a head sea—on a wind the
St. Vincent the best—off the wind the queen has the ad-
vantage. Both these ships superior on all points to
Rodney, which is not improved from what was done to
her when in dock. Trafalgar very bad, and the Hiber-
nia not much better ; the latter has no guns on her
quarter-deck or forecastle. Superb, Vanguard, and
Canopus much alike. The Cyclops and Polyphemus,
no chance, either sailing or steaming, with Rattler—she
is quite perfection.
Of the steamers the only members of that portion of
the squadron remaining at the above date were the
Cyclops and Polyphemus, paddle-wheel sloops, and the
Rattler, screw propelled, which latter is pronounced by
Sir William Parker as the most perfect man-of-war
steamer that ever came under his notice.
The Fairy royal yacht, Captain Crispin, conveyed her
Royal Highness the Duchess of Kent from Osborne to
Gosport yesterday, en route to London, after visiting her
Majesty and Prince Albert, and will to-morrow convey
her Majesty the Queen Dowager from Gosport to Cowes,
to pay a similar visit, prior to her Majesty the Queen's
departure on her next marine excursion, which (weather,
84c., permitting) is fixed for Wednesday next. Various
places are rumoured as likely to be honoured with a visit
by her Majesty, and first on the list stands the Chateau
d'Eu. The royal squadron will be composed, as before, of
the two royal yachts, the Black Eagle and Garland
packet.
The America, 50, Captain the Hon. John Gordon,
was officially inspected, and her crew mustered, yester-
day by the Port Admiral, Sir Charles Ogle, prior t 3 her
sailing for Plymouth. She went out of harbour under
all plain sail in a most beautiful mariner, and anchored
off St. Helen's ; she sailed at nine last night for Ply-
mouth, but whether to refit for further service or to be
paid off is still very problematical. She was fitted out
at Plymouth in the most perfect style by Lieutenant
Lindsay (the gentleman who was so hardly treated at
the late court-martial). and never having had the oppor-
tunity of refitting whilst on foreign service she requires
some few repairs, but which would not take longer than
a fortnight to complete, when she would again be un-
doubtedly the most effective ship of her class afloat.
The Hound, 6, Lieutenant• Commander Wood, arrived
at Spithead from Sheerness yesterday afternoon. She is
a new brig, of the Rapid class, on the design of the sur-
veyor, and a very pretty model she is.
The Lightning steam-vessel arrived this morning
from Woolwich, is supposed to be in attendance upon
the Lords of the Admiralty during their official visit
this week, their own yacht, the Black Eagle, being en-
gaged to form one of the royal squadron during he,.
Majesty's next marine excursion.
The Falmouth navy lighter arrived with stores from
the Eastern yards this morning.
SHEERNESS, AUG. 29.—The livand, 10, Commander
G. Wood, hauled out of the basin. on Saturday, and
was towed to the Nore on Wednes.day, where she was
masted and inspected by the Commander-in-Chief, and
on Thursday sailed for Portsmouth to be paid ad-
vance wages and receive her final orders.
The Recruit, 12, Commander Adolphus Slade, hauled
out of the basin on Wednesday, and. sailed on Thursday
for Greenhithe, to have liar compasses adjusted.
The Raven cutter, Lieutenant Stephen, returned yes-
terday from Portsmouth, with supernumeraries.
The Sinbad lighter arrived yesterday from Wool.
wich, with stores for the dockyard.
' The following vessels occupy the basin:—Dragon
' steam-frigate, ready for commission; and the Wor-
' cester and Chichester, 50-gun frigates, fitting for ad-

Vance ships.
In Dock—Horatio, 44, fitting for a block ship; Eu-
ryalus, 44, fitting for a convict hulk at Gibraltar;
Birkenhead steam-frigate, for o)nimission ; and the
Dart, 3, brigantine, building.
In Harbour—Ocean, SO, flag sbdp, pro tern.; Raven,
3; African and Wildfire steamers..

On Sunday morning a sermon on. behalf of the funds
of the Hospital for Consumption and Diseases of the Chest,
was preached by the Lord Bishop of Jamaica, before his
Royal Highness the Duke of Cambridge, at the parish church
of kew. At the conclusion of a very eloquent discourse, a
collection was made to the amount of all. 10s.
THE CONVICT SMITH.—The Sheriffs of the City of
London have, in the case of Smith, fixed the period for his
execution at the utmost limit allowed by law, on Monday,
Sept. 21. There will be at least four pe:tit►ons presented to
the Home Secretary, praying for a commutation of his sen-
tence—namely, one from Mr. Waite rs, of the Guildhall
Coffee-house, signed by himself, family, and servants; a
second one, signed by the public in general ; a third one from
Norwich, where his family are well known; and a fourth
from the members of the Society of Friends. In addition,
several affidavits from the late fellow-servants of Smith
relative to minor details, will be forwarded to Sir G. Grey.
The Sheriffs have put themselves in communication with
Mr. Baron Platt, who said that he saw no reason why an
application should not be made to the Crown, but declined
saying anything further on the subject.
CONSIIMPTION.—Died, on Sunday morning, soon after
three o'clock, Mr. James Thomas, in the Richmond Ward of
the Hospital for Consumption, at Chelsea. Mr. Thomas had
for many years attended the Marlborough-street Police-
court for this journal. It is gratifying; to learn that all that
medical science could effect was rendered to him, and his pas-
sage to the grave was soothed in every kindly manner that
could be suggested or effected. It is added, with regret,
that his poor widow has not the remotest means of burying
him ; his only son is at sea, and probably little dreams of
the early fate of his poor father. Mr.. Thomas was highly
respected by all who had his acquai,u4anee, and he has died
universally regretted.

RAILWAY LEGISLATION. .

TO THE EDITOR OF THE TIMES.

Sir,—l ob,erve in the Tinics of to-day, with some
suprise, a copy of a draught report which I prepared, as
Chairman of the Committee on Railway Legislation, for
the consideration of the Committee ; but, on showing it
t ) the few members who remained in town, it was not
thought possible 'n ts,e short interval that remained be-
fore the prorogation of Parliament, for members to give
it due consideration, or even to get a sufficient number
together for that purpoe : it was, therefore, not consi-
dered by the Committee, bat simply laid before them.—
Years obediently, J. MORRISON.
Basildon, Aug. 29.

SECOND REPORT FROM THE SE-
LECT COMMITTEE ON RAILWAY ACTS
ENACTMENTS.
The Select Committee appoined to inquire whether,
without discouraging legitimate enterprise, conditions
may not be embodied in Railway Acts better fitted
than those hitherto inserted in them to promote and
secure the interests of the public, and who were em-
powered to report their observations and opinions
thereupon from time to time to the House, have con-
sidered the several matters to them referred, and have
agreed to the following rt port.
Your Committee have examined several witnesses, and
received documentary evidence on the state of railways,
and the legislation respecting them, in this and other
countries; and have called for returns from the British
railway companies illustrative of their past and present
condition : they have also to regret that the delays ex-
perienced by them in obtaining various returns, on
subjects connected with their inquiry, have not allowed
them to present these observations at an earlier period.
It appears to your Committee that, without discourag-
ing legitimate enterprise, the railway legislation of this
country may be materially improved by the adoption of
a better sy stem of control and supervision applicable to
all railways at present existing or to be constructed
hereaft r, and by changes in the course of procedure ne-
cessary to obtain railway Bills.
The line between public and private legislation has
seldom been correctly drawn in this country. Indi-
viduals and associations have in all times been allowed to
assume the exercise of powers which properly belong to
the Executive, without being subjected to due respon-
sibility ; and in a large class of Bills, private in name,
but often affecting important public interests, the exist-
ing mode of procedure before the Legislature supplies
no adequate means for obtaining a knowledge of the
real merits of measures to other parties than those who
promote or oppose them. Without entering on an in-
quiry into the relative advantages or disadvantages of
such a state of things at differant periods in the progress
of' a nation, your Committee conceive that the time has
arrived when it can no longer be continued with safety,
and that a regard to the best interests of the community
requires the adoption of a very different system. Among
those public objects which hitherto have been the subject
of legislation in private Bills must be included the
means by which the communications between the dif-
ferent parts of a country are effected.
The roads of a country, from the very nature of
things, are public concerns; they are as necessary to a
people as the air they breathe. The very nature of
society implies that men should have access to each
other for the supply of their respective wants, whether
they live in towns, or are scattered over the face of a
country ; and the common sense of mankind tells them
that the roads and streets should be free from obstruc
tun. In this country, from the remotest times, the title
of the Sovereign, as representing the nation, to the
control of its roads, has always been allowed. The
designation of King's highways, by which the public
roads were known, sufficiently indicates the right which
the Crown possessed and exercised over them. The
practice of entrustirg to associations locally interested
the making and repairing of roads, with the power of
levying tolls to repay the outlay required for that pur
pose, which first became general towards the middle of
the last century, amounted merely to a delegation for a
time by the Legislature, on certain conditions, of a por-
tion of the powers of Government to meet a public ex-
igency, but never to a permarent transfer of them. The
public have always possessed the right to control the
trustees, and to withdraw from them the management of
the highways included in their trusts ; and there are re-
peated instances, in our own times, of the exercise o'
this right.
The period is not remote since an extensive Parlia-
mentary inquiry was instituted into the state of the
turnpike trusts of the country, when the right of the
nation to regulate and control the management of its
highways was practically vindicated, and, among other
results, a number of toll-gates in the neighbourhood of
the metropolis, felt as an inconvenience by its inhabi
tants, were ordered to be removed.
But of all the means of communication between dif-
ferent parts of a country, that by railways is by far the
most important. If it be necessary for the public wel-
fare that a country should never divest itself in per-
petuity of its right of property in its ordinary highways,
it is still more important that it should not part with the
right to control its railways. On an ordinary road there
could have been no monopoly of the means of conveyance;
a man might travel by it at all hours, and in any manner
he pleased ; but on a railway he can only travel et
such times and under such arrangements as those who
are entrusted with its dii ection may choose to adopt.
If one coach on a road charged too much, travelled at
too slow or too quick a rate, or failed in other respects
to give satisfaction, another might have been started ;
but on railways there is no option ; the passenger must
either submit to the regulations fixed by its directors or
abstain from using it. It has now been ascertained that
the hope of relief from the objectionable course pursued
on one railroad, by having recourse to a competing line,
must in a great measure be abandoned. It is confi-
dently stated by nearly all the witnesses examined by
your Committee that the public cannot count on being
relieved by competition from the consequences of an
abusive exercise of power on the part of railway com-
panies. From the very nature of things, therefore, a
railway company exercises a complete monopoly ; but a
monopoly subject to no responsibility, and under no
efficient check or control, is necessarily an intolerable
abuse ; and it can only be rendered iunoxious by sub-
jecting it to rigorous control and supervision.
But besides, as a railroad is so supe.rior to all other
means of communication that it must necessarily super-
sede them, and confers the greatest advantages on the
localities through which it runs, it becomes of the
greater consequence that the lines for railways should
be wisely selected, and that railway companies should
not be suffered, by an injudicious choice, to inflict in-
jury either on the public in general, or on the owners of
property. That these objects were not at first suffi-
ciently attended to in this country can hardly be a mat-
ter of surprise, when we reflect on the ignorance with
respect to the nature of the change about to be effected
by the new power thus brought into action, which then
generally prevailed. The Liverpool and Manchester
R.,ilwey, executed under the greatest discouragements,
first demonstrated the possibility of realising projects
which to the minds of most men had before appeared
chimerical. But even after the success of this experi-
ment, the consequences to society which would result
from the adoption of this new means of communication,
were seldom correctly appreciated, even by men of
the best
it understandingsis
the
less and, under such circum-
stances,
be wondered at that extensive
to
powers should have been given to railway companies,
without the accompaniment of such safeguards as sub-
sequent experience has proved to be necessary for
the protection of the public. The foreign Govern-
ments which profited by our experiment, with
one exception, were at first misled by it into
an imitation of our practice ; but they soon became
aware of the evils that might result to the public from
parting in perpetuity with the uncontrolled property in
them. Belgium, the configuration of a great part of
which, namely, the Western, highly favours the con-
struction of railroads, is the only country of which the
Government from the first laid down a systematic plan
respecting its railways, which it afterwards strictly ad-
hered to ; that plan embraced the whole kingdom, and
it had exclusively for its object to communicate, at the
cheapest possible rate, the benefit of railways equally to
every part of the population. The lines in Belgium
were till lately begun and completed by the Govern-
ment itself, through the means of loans ; and it was en-
abled to fix the fares at an exceedingly low rate. The
original system has been so far departed from of late,
that several lines of railway have been conceded to
private companies, for terms of years, on conditions ex-
tremely advantageous to the public, but none of these
roads are yet open to the public.
France did not proceed so systematically. The first
railroads were constructed solely with a view to the
conveyance of coals to the places where they were con-
sumed. The success of the Liverpool and Manchester
line suggested the idea of conveying passengers, and
the line from Paris to St. Germain was conceded
to companies in 1835, the two roads of Ver-
sailles, and that from Montpelier to Cette, in 1836.
Other lines were undertaken by private companies, and
some by the Government itself. But at length the in-
convenience of numerous undertakings without order,
without any common plan or general design,
began to be felt ; and the Government occupied
itself seriously with the formation of a plan in which
these means of communication should be created and
connected with each other according to a system pre-
viously adapted. This system is explained at consider-
able length in the report of the commission charged
with examining the Projet de Loi relating to the estabe
lishment of the great lines of railway presented to the
Chamber of Deputies on the 16th April, 1842. The first
general rules was, that the great lines should all run from
Paris in the direction of' the frontiers by land and sea ;
Belgium, Germany, Switzerland, the Mediterranean,
Spain, the Ocean and the Channel. In these directions,
the points of Lille, Strasbourg, Lyons, Marseilles, Bor-
deaux, Nantes, were to be touched on. The next object,
as France was not a vast plain like Belgium and Prussia,
was to select the directest and shortest lines, except
where the height of mountains might render it advisabl
to turn them ; and the plan of conceding the lines to
private companies on leases was recommended. The law
of 1842 is considered the basis of the French system.
In the speech of M. Dumon, in the Chamber of Depu-
ties on the 31st .January, 1846, an account is given of
the manner in which the views of the Act of 1842 have
been carried into effect. In 1842 there were voted
3,481 kilometres of railway. In 1844 the number of
kilometres of railways to be constructed had increased
to 4,250. Hitherto extensive assistance by the State
had been granted ; but the successful results of the lines
to Orleans and Rouen led to offers by private companies
to construct some lines at their own expense, and on
these terms the Amiens, Boulogne, Montereau, and
Troyes lines were conceded. In the session of
1845-6 additional lines were decided on, making
a total of 4,998 kilometres, or about 3,100
English miles. Of the new lines, the Lyons,
and Lyons and Avignon, were conceded without any State
assistance, and the lines of Tours and Nantes, and Stras-
bourg with assistance, but considerably less than was
granted by the law of 1843. At the present time the

lines in operation extend to 1,000 kilometres (about 620
miles), and the whole number of kilometres to which the
railways will extend i❑ six years is estimated at nearly
4,030 (about 3,760 miles).
All the lines of France, with one or two exceptions,
before the introduction of this system, are conceded for
terms of years varying from 99 to 25.
In Germany, divided as it is into a number of inde-
pendent states, the adoption cf a systematic plan of rail.
ways was attended with greater difficulty. The nature
the country, however, especially of Prussia, for the
most part level, suggested the construction of them at an
•aarly period. The choice of lines was at first the work
3f chance, but the different Governments soon became
convinced of the necessity of regulating by treaties the
direction of their lines, and proceeding according to a
systematic plan.
In Austria, Prussia, and the other German States, the
construction of lines has generally been conceded to pri-
vate companies. In A ustria the concession is for fifty
years, and in Prussia until the capitals of the companies
have been extinguished by sinking funds, with a right of
purchase, and revision of tolls and fares. The minor
German States generally concede the lines on lease.
In this country alone were companies allowed the
possession of lines in perpetuity, subject to no available
conditions.

That France should have concluded arrangements for
the construction of her railways on so much be' ter terms
than have been obtained in England, cannot fail to strike
with astonishment those who reflect on the superiority
of this country in wealth, industry, density of popula-
tion, and number of great towns, and OR the readiness
which has always been evinced to embark capital in un-
dertakings promising a fair return, while France has no
superiority over England in the means of construction.
But not only were our advantages not turned to due
account by the Government in the outset, for which
some excuse was perhaps to be found in our inexpe-
rience ; the opportunity for imposing suitable conditions
on railway companies was not seized when that excuse
no longer existed.
Year after year companies obtained Acts for the con-
struction of lines through the most important districts
of the country, characterised by the same disregard for
the interest of the public. Companies still obtained lines
in perpituity ; the maximums for fares were still fixed
at far too hig a rate ; and the conditions imposed were
of so vague a character, and so utterly inapplicable to
the subjects which they professed to regulate, that they
could hardly ever be enforced or made available to the
protection of the public.
The first material attempt on the part of the Legisla-
ture to place the public in a more advantageous position
with regard to railways was not a very successful one.
The 7 and 8 Vic., c. 85, provides that after a lapse of
twenty-one years, when the dividends shall equal or ex-
ceed 10 per cent., the Lords of the Treasury, on giving
three months notice, may revise the scale of tolls, fares,
and charges. The hope of revision held out by this
clause, was, however, quite illusory, for no precautions
had been taken to settle the principle on which dividends
should be calculated. The capitals on which dividends
were declared exceeded in many cases by large sums the
actual outlay ; and there existed no efficient system of
accountability by which Parliament could obtain any-
thing like an accurate knowledge of the net profits of
railway companies. By the Companies Clauses Conso-
lidation Act of 8 Victoria, certain rules were laid down
with respect to the augmentation of capital by the crea-
tion of new shares, but your Committee are given to
understand that this Act does not prevent companies
from allocating shares among the proprietors at par when
actually at a premium, in order that they may pocket
the premiums.
It is established by the most satisfactory evidence,
that in the case of many companies large additions have
been made to the nominal capitals, beyond what has
been required by the actual outlay, through the creation
of shares, not at the current market price, but at par.
To take one of the most common operations of the suc-
cessful companies, if fi r instance, shares being at cent.
per cent. premium, a million were required for an un-
dertaking, and to raise that million shares for a million
were created in order to enable the proprietors to divide
among themselves another million in the shape of pre-
miums, it is clear that the nominal capital exceeds by
500,0001. that of which the actual outlay required the
creation, and, consequently, that a dividend is made on
a sum exceeding by so much that outlay. In this way
the object of Parliament, in subjecting companies to a
revision of fares when the dividends should equal or ex-
ceed ten per cent., could always be defeated. Mr.
Hudson, a Member of your Committee, specified several
instances, in companies with which he was connected,
bwyh et
hr ee
sl
ea ragned additionse
awnesr.e ma
For
ei
nto s
ttahe nc
en, ohmines
taal
tcapitals
t
by an arrangement between the Great Northern and
he Great North of England Railway, it was stipulated
that the latter should receive 10 per cent. on every 501.
share till 1851, when they had a claim to be paid cabin
our per cent. stock at 250/. a share ; thus creating a
new nominal capital of 2501. for every 501. He states
also that, to meet a purchase by the Newcastle and
Darlington Company, new 25/. shares were issued to the
proprietors at par, when they were at a premium of 201.
It is obvious that the money required could have been
obtained by a much smaller issue of shares, had the.2o/.
premiums, as well as the 251. shares, been applied to the
purposes of the company, and not divided as a bonus
among the proprietors.
This practice of swelling the nominal amount of
-tocks beyond the actual outlay on the lines, which has
extensively prevailed, was recently noticed in reports
presented by Mr. Ellice from the Select Committee on
Group (58) of Railway Bills, in which it is stated that
in the Hull and Selby Purchase Bill the actual outlay and
estimates for further works is 955,363/., while the money
to be raised by the Bill is two millions, extending the
outlay and engagements of the Hull and Selby proprie-
tors by the large sum of nearly a million, and that in
the Great North of England Purchase Bill, the actual
outlay and estimate for additional works is 1,496,7961.
18s. 4d., the proposed capital 4,000,0001., exceeding the
actual outlay and engagements of the Great North of
England proprietors by the sum of 2,503,003/. Is. Bd.
The Committee in question add the observation that, in
their opinion, " It would be greatly for the public inte-
rest that some fixed and uniform rule should be clearly
laid down by the House for the guidance of their Co u-
mittees with respect to the whole system of raising ca-
pital, loans, the conversion of loans into capital, the pay-
ment of rents and profits on separate lines and branches,
not from the actual traffic on such separate branches
and lines, but from the surplus receipts of old com-
panies, in all cases where new powers for raising money
are applied for, of extension, purchase, or amalgamation
Bills." These illustrations of a system extensively pre-
valent, which are taken from numerous instances brought
before the notice of your Committee, are sufficient to
prove that so long as it is suffered to continue, the in-
tentions of Parliament in passing the 7th and' Bth Vict.
must be defeated.
This practice of issuing new shares to the present
shareholders at par has not been allowed in any other
country. Mr. William Reed, a director of the Paris and
Rouen Railway, states, that when the exigencies of the
company rendered it necessary for them to raise money,
they applied to the Government to be allowed to issue to
the then shareholders new shares at par, in the propor-
tion of one new share for every five shares they held.
This application was rejected by the Ministry, and they
borrowed the money required, for which no authorisa-
tion was necessary. The French Government contended
that the rights of the future proprietor would be com-
promised by the issue of shares at par when at a pre-
mium, but it has been maintained by some of the railroad
proprietors in this country, that it is immaterial whether
the money required by companies be raised by the crea-
tion of new stock or by loans ; and whether the share-
holders received increased dividends on smaller capitals,
or smaller dividends on larger capitals. But if the rate
of dividend is to determine whether the scale of fares
shall be subjected to revision by the Government on
behalf of the public, it is of the very first consequence
that the capitals should correspond with the original
outlay. It may be the same thing to proprietors whether
they pocket large bonuses, and increase their capitals by
sums exceeding the money laid out on the roads by the
amount of such bonuses, and receive proportionately
smaller dividends ; but it is a very different thing to the
public, if the scales of fares are to Le governed by the
rate of dividend, whether they pay high fares or low
fares.
But by another section of this Act, the second, the
Lords of the Treasury are empowered, after the expira-
tion of twenty-five years, to purchase the railways,
whatever the rate of divisible profits may be, upon giving
three calendar months' notice in writing of their inten-
tion, on payment of a sum equal to twenty -five years'
purchase' of their profits, estimated on the average of the
three preceding years.
This power to purchase on such extravagant terms,
and under such limitations, held out small hopes of
relief ; so that, upon the whole, the position of the pub-
lic with regard to railways was not thereby materially
improved.
Whilst your Committee thus express their regret that
the public interests were so little consulted in the ar-
rangements with railways for so long a period, they have
seen with satisfaction the commencement of a better
system. In consequence of sessional orders of the House,
both in this and the previous session, clauses have been
introduced into all Acts relative to railways, either for
the construction of new lines or the extension of' old lines
by branches, reserving the power, whenever it should be
deemed necessary, to revise and regulate the scales of
fares and charges ; and as nearly all the great com-
panies have either obtained or applied for Acts for the
construction of branch lines, and the extension of old
lines, they have thereby enabled Parliament to place
them under such control or supervision as it may be
deemed expedieut to adopt ; and thus the hope may at
length be entertained, that means for securing the public
against oppressive and extravagant charges will yet be
adopted.
Your Committee wish here to dwell a little on the im•
mense importance to the community of a judicious sys-
tem of railways, both with reference to the selection of
lines, and the rates at which the fares and charges are
fixed. It is hardly possible, indeed, to exaggerate the
importance of a railway, not only to the great cities
which are connected by it, but to the districts through
which it runs. It has been generally assumed that rail-
ways are better suited for the seats of commerce and
manufacturing industry than for agricultural districts;
but a highly respectable and intelligent witness, Mr.
Samuel Morton Peto, who has had considerable experi-
ence in the construction of railways in manufacturing
districts, and is deeply interested in the Norfolk lines as
a proprietor, states, as the result of his experience, that,
"the people in manufacturing districts do not travel any-
thing like so much as an agricultural population;" and
that "he would rather, if he could get a moderately-
priced line, have it in an agricultural district than in a
manufacturing district, as far as the population of the
district is concerned." Mr. Peto adds, that the experi-
ence of Belgium furnishes a striking corroboration of the
soundness of these views, as it has been proved by the
report of M. Desert, in whose hands the Belgian
Government placed the whole of, its railway statistics,

that in a given population the traffic of the small
towns and villages along a line is proportion-
ately greater than the traffic between two large
cities at the termini. New branches of industry
are everywhere called into existence by the facility and
cheapness of communication afforded by railways ; and
land previously of little or no value is at once made
productive by cheap access to materials by which the
soil may be improved, and to markets for disposing of
its produce. on the subject of this revolution in the
value of land, some important evidence is given by Mr.
Miller, and by Mr. Smith, of Deanston. Mr. Miller
states that manueactories of sulphuric acid, extensively
used for agricultural purposes, have been established in
suitable situations by the sides of railways in several
districts of Scotland, and that manures arc conveyed on
them at charges lower than the mere tolls on turnpike
roads. Mr. Smith states that upon those lines which
have been in existence for some years, over which he
has had occasion to travel, a very great agricultural im-
provement has taken place, chiefly in consequence of the
cheapness and facility of transport ; and by way of illus-
trating the amount of the benefit, he takes a farm of 200
acres, on a six-course shift, with 15 miles of transport,
and shows that by the old mode the charges of carriage
would amount to 142/. 6s. 3d , while by railway it would
be only 401. Bs. 9d. Mr. Smith states also that land
along the Glasgow and Edinburgh Railway, previously
not worth 5 an acre, is now worth between 30s. and
40s. By way of illustrating the benefit of railroads,
when the charges are sufficiently low, this intelligent
witness further states, that " a low rate would very
greatly tend to the increased consumption of manures,
and to the transport of earth for agricultural purposes ;
that this would give increased produce to the land, which
would enable the agriculturist to furnish his commodity
at a lower rate ; that this cheapness again would increase
the consumption in large towns ; and in manufacturing
populations it would also create a greater traffic upon
the railways, and enable them still further to reduce
their rates • and as the heavier articles are more con-
sumed by the working classes, it would add very much
to their comfort ; and there are great tracts of country
which would be cultivated to much advantage, if
favoured by railway communication, which are now al-
lowed to lie comparatively barren."
With regard to these views of Mr. Smith, as to the
important change which railways might effect in agricul-
ture, by the transportation of manure and earths, your
Committee conceive that as the fertility of soils depends
on the proportion which certain earths bear to each other
in their composition, it is merely a question whether, by
any mode of transport, the proportions of earths can be
so varied as to create fertility at an expense which would
be remunerative. It has been demonstrated by an in-
telligent gentleman, who has devoted much attention to
this subject, that the cost of conveyance diminishes with
every increase of quantity. Taking fixed sums for the
interest on the capital and working the railway, the
charge (which with a traffic of 20,000 tons would only be
remunerative at 10i-d.. a mile), with a traffic of 1,000,000
tons, would be remunerative at about a halfpenny a mile.
It is impossible, therefore, to over-estimate the import-
ance of this new instrument placed at the command of the
agriculturist.

Cheapness of fares may thus create a traffic which
otherwise could not possibly exist. It is, therefore, of
the utmost importance to determine whether fares should
be fixed according to a scale, which while it remunerates
the railway, would allow of the existence of a valuable
traffic, or according to a scale which would prevent it.
These considerations ought not to be lost sight of in
determining how railways may be made most conducive
to the public benefit. The object to be effected by rail-
ways ought to be, the affording, at the least expense, the
utmost facility of communication between different locali-
ties, and the utmost development of the national re-
sources. This object, which hitherto has been little
attended to in this country, where the interests of the
public hare too often been sacrificed to the supposed inte-
rests ofrailway companies, was much better understood by
the Belgian Government. Haring determined to carry lines
through the kingdom, on a principle which should im-
part to every locality the benefit of this improved means
of communication, they saw that the railways them-
selves would aid them in giving effect to their intentions.
The excess of receipts beyond the expenditure on some
lines, instead of being transferred, as in this country, to
the pockets of individuals, was applied towards the con-
struction of other lines through districts less advan •
tageously circumstanced. The Belgian Government
traced a general plan of railways, embracing as a net-
work the whole country. The State lines were com-
menced on the sth of May, 1835, and completed in Oc-
tober, 1843. The fares for passengers, extremely low
from the first, have been occasionally reduced when in-
crease of traffic enabled the Government to make the
reduction. _

In Prussia, a comprehensive system of lines, em-
bracing the whole kingdom as with a network, and ex-
tending to upwards of 3,200 English miles, was traced
several years ago. Of these lines nearly 700 miles are
completed; about the same number of miles are in the
course of construction; upwards of 800 miles finally
adopted, and upwards of 900 remain merely as pro-
jects. Though the undertakings were committed to
private companies, the necessity of Government inter-
ference was soon felt. The fundamental law of the
Prussian Government respecting railways is dated the
3d of November, 1838. Three years are allowed to
companies to fix definitely, from experience, what rates
ought to be charged; but the tariff, at the commence-
ment, and in case of an increase of fares, six weeks he-
fore the alteration, must be communicated to the Go-
vernment. At the end of three years the companies are
to receive a concession of the fares and charges in the
tariff agreed on between them and the Ministry. In
fixing the tariffs, the rates are in no case to exceed
what corresponds with the receipts, after deducting
the expense of maintaining and working the lines, &c.,
and a dividend in no case higher than ten per cent. or
lower than six per cent. The fares to be subject to re-
vision after periods of not less than three years, and not
exceeding ten years ; but the companies, though they
cannot increase. may dimieh the prescribed rates ; and
exact accounts of everything relating to the concerns
must be submitted yearly to the Ministry. A sinking
fund, corresponding with the capitals to be fixed after
the second Prussian railway has been opened three years,
and the necessary experience has been obtained, to be
applied in extinction of the capitals ; and the tolls, on
the completion of the extinction, not to exceed the ex-
pense of maintaining and working the lines. The post
and its servants to be conveyed free. Lines may be
purchased after thirty years, at twenty-five years of the
net profits, on an average of the five preceding years.
In this country no comprehensive system has ever
been traced. The lines promising the most ample re-
turns were, as a matter of course, first selected by com-
panies ; but the best mode of communicating the benefit
of railways to the kingdom, considered as a whole, was
only incidentally considered by Committees in deciding
between rival projects. The Committee of the Board of
Trade, in some of its reports, first attempted to lay down
principles more worthy of the Legislature of a great
country, by which it should be governed in regard to its
railways.
Your Committee conceive that the advantages of sys-
tem in determing on railways are sufficiently obvious.
The best system is that which, at the least expense, and
with the least sacrifice of soil, affords the greatest facili-
ties to intercourse, and the greatest encouragement to
industry. By selecting an injudicious line, the capital
of the country may be unnecessarily wasted, and the
population of a district may not derive all the benefits
from it to which they are entitled. By constructing two
lines where one would suffice, there is not only an unne-
cessary outlay of capital, but a waste of a portion of our
territory. Beside., as the cost of conveyance diminishes
with every increase of traffic, competing lines, by
dividing the traffic, add to the cost of conveyance on the
separate lines. In private concerns, no sensible man
employs more mechanical power than be conceives
necessary for his purpose ; but it is now almost univer-
sally admitted that not a few of our lines have been inju-
diciously traced, both with reference to expenditure of
capital and local accommodation ; and that, in the fruit-
less hope of competition, rival lines have been sanctioned
where they were not wanted. But the sanction by Parlia-
ment of injudicious and unnecessary lines is not the only
evil. The mere entertainment of wild schemes, which
may never go further than Committees of the House of
Commons, keeps owners of property in a constant state
of alarm, and often subjects them to much trouble and
expense in watching and resisting them. It is stated by
several of the witnesses as matter of notoriety that more
than half the schemes lately brought forward, and which
occupied the time of Parliament, were utterly uncalled
for. Mr. Robert Stephenson, by way of illustrating
the inconvenience of the present system, stated in his
evidence that he could "quote a case at 'dishes* where
within half a mile of that town, there were actually
fourteen different schemes, intersecting the land in every
possible direction, hedges cut down, and crops interfered
with. Now, all the legal expenses, and the expenses of
engineers and surveyors, have been thrown away, be-
cause only one Act had been obtained. When they
come before Parliament it is impossible to convey to the
members of this Committee a correct notion of the diffi-
culties which the Committee must have to wade through
in coming to anything like a true decision."
It is stated by Mr. Peto that many lines have been
very injudiciously laid out; and he gives, among other
instances, the Trent Valley line, promoted and purchased
by the London and Birmingham, in order to get the
most direct course to Manchester; and the lines of the
South -Eastern Company, who are obliged to incur great
expense in constructing the Mid-Kent line, to remedy
the defects of that first adopted.
Economy in the outlay of capital, and in the applica-
tion of the surface of the country to its railways, ought
always to be aimed at. In the opinion of nearly all the
witnesses practically acquainted with railway affairs
examined by your Committee the public can never bene-
fit by the competition of companies. Mr. Robert Ste-
phenson, when asked whether the lowering the fares
might not be influenced by competing lines and compet-
ing canals, gave this decided answer:—" I have had so
many cases of that kind brought before me, that I have
come to the conclusion, that wherever combination is
practicable competition is impracticable. Therefore I
say, let the Government be as stringent as they like with
existing companies, but never excite competition; be-
cause by exciting competition you increase the capital
invested for giving the same convenience which would
be otherwise obtained with less capital."
Your Committee find in the second report of the Select
Committee appointed this session to consider the princi-
ple of amalgamation, as applied to the Railway and
Canal Bills under the consideration of Parliament, and
in the report of a Select Committee of the House of
Lords, also appointed this session, to take into consider-
ation the best means of enforcing one uniform system of
management on railroads in operation or to be con-
structed, abundant confirmation of their views as to the
hopelessness of looking to competition for the means of
securing the public interests. The more powerful com-
panies have, it appears, not only succeeded to a great
extent in obtaining the control of railway lines, from
which competition might be apprehended, but also
succeeded, by various means in obtaining a control

over the canals, which, for a
petition with them in the ca,
and have thus deprived the pr

at one time anticipated from
appear from evidence received
railways may also be expected
the coasting trade of the county
a great deal of the produce of St
hitherto has been carried by coal
veyed to town by railways; and
doubt, be cartied hereafter. Norfolk and Suffolk are
great counties for malt, much of which, formerly carried
by coasters, now teaches town by railway, cheaper and
more rapidly than by water ; and Mr. Peto states, also,
that as rates will be still further reduced with increase of

traffic, they must— take away more and more of the
coasting trade, and that the only reason why more pro-
duce is not now carried, is the inability to procure at
once the requisite number of engines.
Your Committee, therefore, cono..?ive that experience
warrants them in viewing railways in the light of mono-
polies. As expectations of relief from competition can-
not possibly be realised, they ought not to be longer
entertained. But the very circumstance of railways
being monopolies only renders it the more necessary to
subject them to proper regulation. The past cannot, of
course, be remedied, but the future is more in our power,
and an endeavour should be made to discover the best
means of securing to the community all the advantages
which, under a proper system, may be derived from
railways.

A monopoly, from its very nature, can only be exer-
cised with safety to the community under efftctive con-
trol. One of the abuses of railway management from
which the public have most suffered in this country is
the fixing the fares and charges at too high rates.
By extravagant charges, in some cases imposed with
the highly objectionable view of limiting the benefit
of railways to particular classes, in others with
the view of driving certain descriptions of animals
and produce from the lines, the railway companies
were long open to severe animadversion. A feature in
the English practice which very early attracted the no-
tice of foreigners, and is severely censured in continental
publications on railways, was the absence for a long time
of third and fourth-classes on nearly all our lines. And
even after third-class carriages were supplied, they were
for the most part so constructed as to affect health, and

did not proceed with the usual trains, but were dragged
at a pace which seemed chosen to disgust those who took
places in them. In short, it appeared as if it had been
determined to exclude the great body of the nation, un-
able of course to pay first and second-class fares, from
the benefit communicated to the more wealthy orders.
When the Belgian Minister proposed his last tariff, he
introduced a modification of the third•class fares with

the express intention of encouraging third-class pas-
sengers and inducing them to travel, by which he ex-
pe3ted to swell the treasury receipts. The offensive
conduct of English directors, betrayed, no doubt, an ig-
norance of their true interest-, but that forms no valid
excuse for them.

Many intelligent persons who saw how much better
the convenience of the public and the encouragement of
industry was secured abroad than in this country,
where at one time fares, according to Mr. Laing,
ranged at 80 per cent. higher than on the conti-
nent, were in serious apprehension for our trade and com•
merce, from the disadvantages t.) which they were thus
expk)sed. Your Committee perceive with satisfaction
that this evil has of late considerably abated. Several

of the railway companies, of their own accord,
under the influence of public opinion and more correct
views of their interests, have lowered their scales of

fares and charges. It is admitted by most of the wit-
nesses connected with railways, examined by your Com-
mittee, that in keeping the scale extravagantly high, and
in excluding the mass of the people from the benefit of
railway conveyance, the companies took a most errone-
ous view of their own interest ; and with hardly an ex-
ception it has been found that every reduction of fares
has been at:ended with an increase of revenue. Mr.
Creed states that the difference between the prices
charged originally on the Birmingham Railway and the
present price is exactly one-third. The reductions on
the first class in the half-year ending 30th of June, 1844,
were 171 per cent., and they caused an increase of pas-
sengers of 19i per cent. ; on the second class the reduc-
tion in the fares was 264 per cent., and the increase in
the number of passengers 61 1-5 per cent. ; on the third
class the reductions in the fares was 33 1-3 per cent., and
the increase of passengers 259 per cent. ; and the reduc-
tions have in most cases increased the revenue of the
company. But were there to have been no immediate
increase of the revenue, still a regard to the welfare
and convenience of the community, which ought to be
the object of all legislation, would have demanded the
reduction.

Your Committee wish to observe, in passing, that they
regret to perceive in the evidence of this witness an at-
tempt to justify the limitation of carriages for third-class
passengers to four out of sixteen trains, not on sound
commercial principles, but by the statement, that if there
were third-class passengers with each train, it would be
considered objectionable to the other passengers, and he
refers iu confirmation to what had taken place on the
North Midland line.
Your Committee cannot understand how third-class
passengers in separate carriages can interfere with the
convenience of first-class passengers, where due provi-
sion is made for the preservation of order at stations.
In Belgium, France, and Germany, carriages for all
classes proceed with every train ; and it appears, from
the evidence of Mr. M`Gregor, the Chairman of the
South-Eastern Company, that on their lines the conduct
of the third- class passengers has been uniformily inoffen-
sive, and that first-class passengers have never objected
to travel in the same train with them. The fares of the
South-Eastern Company have experienced a greater re-
duction than those on the Birmingham line. The fares
by the express train are 2 45-1001 per mile ; and, day
tickets, 1.84-100 d. per mile ; by the ordinary trains for
the first-class, 2•05 d., and day ticket, 1 53-100 d. per mile;
for the second-clasF, I-36d., and day ticket, 1-o2d. ; for
the third-class, 82-100ths of a penny, and day ticket,
61 .100ths of a penny. On the Scotch lines the fares
from the first have been generally lower than on any of
the English lines. On the Edinburgh and Glasgow
Railway, Mr. Miller states, that several trains a day are
run, on which fourth-class passengers pay about id. a
mile, and third-class passengers Id. ; and he thinks that
still lower fares would be more profitable in many dis-
tricts. The fares far third class passengers on the Glas-
gow and Greenock line are so low as id. a mile.
According to Mr. Peto, the charges on the Norfolk lines
are very low. "We have," he says, " paid great atten-
tion to the fares there. It was a subject of deliberation
before we fixed them, and we decided that the lowest
scale of fares, lower in fact than upon any other
line, would be that which would bring us the largest
amount of profit ; that it would bring the greatest
number of people, and therefore would be most bene-
ficial to ourselves." The third-class passengers pay
much less on the Norwich and Brandon line than
ld. per mile ; from Norwich to Yarmouth, 22 miles,
only ls. 6d.
Notwithstanding the reductions on several of our lines
the fares are almost always higher, and in some cases
considerably so, than on the Belgian lines. On the State
lines, the first-class fares, which from 1835 to 1838 were
1•13 d. per mile, were, on the 3d of February, 1839, raised
to 1.37 d. per mile ; on the 10th of April, 1841, lowered
to 1.22 d. per mile ; on the 17th of August, 1841, still
further lowered to 1-22 d. per mile, at which they remain
by the existing tariff. The second class fares were suc-
cessively at the above periods, o.Bod. 0.90 d., o.Bod. 0.90 d.,
and 0•93 d. ; the third class fares, 0.40 d., 0.64 d., 0.48 d.,
0.55 d., and 0.58 d. It will be seen that by the existing
tariff first-class passengers are carried for something
more than Id. a mile ; second-class passengers for con-
siderably less than ld. ; and third-class passengers for
little more than a halfpenny a mile. The last tariff laid
before the Chambers by the Belgian Minister made a
reduction of 10 per cent. for third-class passengers, for
all distances short of 25 kilometres (151 miles), in order,
he said, to attract travellers for short distances, to favour
the working population, and at the same time increase
the Treasury receipts.
It is more difficult to institute any satisfactory com-
parison between the charges for goods in Belgium and
England, from the difference in the mode of rating. In
Belgium a distinction is made with respect to coal and
pig iron when destined for exportation, and when des-
tined for home consumption. In the former case the
charge is 1-127 d. per ton per mile ; in the latter it is
charged like other heavy goods, 1.61 d. per ton. The
charges on twelve English railways for iron and coal
have been averaged at somewhat less than 21d. a mile,
ranging from Id. to sd. On the Hull and Selby line
the maximum for coals and coke carried 30 miles and
upwards is ld.er ton per mile ; for 20 miles, and less
than 30 miles, lid. per ton per mile ; for less than 20
miles lid. In the Great North of England Purchase
Bill the maximum for iron for 40 miles and upwards
.s lid. per ton per mile; for less than 40 miles 2d. per
ton per mile; for coals, upwards of 40 miles, la. per
ton per mile; less than 40, but upwards of 30, lid. per
ton per mile; for 20 miles, but less than 30, lid. per ton
per mile; for 10 miles, and less than 20, lid. per
ton per mile; for less than 10 miles, 2d. These maxi-
mum charges are, according to the distance, higher or
lower than the Belgian charges. In Belgium the charge
for a horse on all the lines is 6-44 d.; on the Hull and
Selby line the maximum is 51 per mile; in the Great
North of England Purchase Bill, sd. per mile. In Bel-
gium on all the lines the charge for five or six oxen, or
one waggon of small cattle, is 7.25 d.; for three or four
oxen, five or ten pigs or calves, or eleven to twenty
sheep, it is 6.44 d.; for one or two oxen, or one to five
pigs or calves, or one to ten sheep, it is 4•83 d. per mile.
On the last-mentioned English line the maximum for
horses and other beasts of draught or burden, if con-
veyed more than fifteen miles, sd. per mile; for less
than fifteen miles, ss. the whole distance; for neat
cattle, if more than fifteen miles, 3d. per head per mile;
if one, at 2d. per mile; if more than one, if conveyed
fifteen miles only or less, 2s. for the whole distance.
These last instances are taken from one-of the latest
Bills, and are much lower than the average rates in this
country; but, as has been stated, not only is there the
utmost diversity in the charges on different lines, but
also in the classification and mode of charging, so that
it is almost impossible, in goods traffic, to institute a
comparison either between the charges of different com-
panies, or between the charges of any one company and
those in foreign countries.
In Belgium the charges for the carriage of goods are
it is understood, in many cases below the water carriage
rates; and it is stated, in the Compte Rendu by the
Minister of Public Works of the service of the year 1844,
that the goods traffic of 1844 was about 52,000 tons,
while it was only 33,000 tons in 1843, and that it was
to the goods and cattle traffic that the very remarkable
increase of the revenue for that year, which exceeded the
estimates by 630,000 francs, had been chiefly owing.
The increase of the passenger traffic of 1844 above that
of 1843 was nine per cent., while the increase on horses
was 26 per cent., and on heavy goods 56 per cent. It
is principally, therefore, to the carriage of heavy goods,
which was scarcely thought of a few years ago, that the
very considerable increase in the revenue is due.

timer, maintain
4..0.. 0.
earrip,ge -of-4 •.•
lub)io•of all-the sr..
n this snui•col<4,, pl.
11.1 y youi-C-o.!u
torendroaelillili •
•
3u c a kt. - . •...A•••
I)eastthirtga
lit/V:re' will,