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

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

Mr. Robert Stephenson states it as his belief, that re-
ductions of fares are not carried to the extent that rail-
way companies, as they go on and gain experience, will
carry them. It is possible that ultimately the conviction
may gain gronnd that further reductions to a great ex-
tent are indispensable; but your Committee cannot shut
their eyes to the danger of placing the community at
the mercy of companies, who may or may not take views
of their interests in accordance with the interests of the
public. The railway companies have either driven, or
must ultimately drive all competition from other quar•
ters out of the field. Even the canals, which it was
thought with proper management might maintain a suc-
cessful competition with railways in the case of heavy
goods, in many instances, as has already been observed,
have been beaten by them, and the report of the Com-
mittee on Railway and Canal Amalgamation Bills shows
but too clearly that we must prepare ourselves for seeing
the canal interest come still more extensively under the
influence and control of railway companies. This has
resulted not merely from the power which the passenger
traffic gives the railways of conveying goods at rates
at which the canals cannot afford to carry them, but
from their obtaining the command of portions of the
lines of canals, and raising the tolls of that portion
to the utmost limit allowed by law, so that the com-
panies in possession of the remainder of the lines are
thereby disabled from maintaining a successful eompeti-
tion. On no subject is there a more general agreement
among all the intelligent witnesses recently examined
by Committees of both Houses of the Legislature
than that railways either now are, or from the nature
of things must soon be, in possession of a complete mo-
nopoly of all the internal traffic of the country. The
system, which has been carried to so great an extent by
some comnanies, of creating nominal capitals, amounting
to twice and even three times the actual outlay, had no
doubt mainly for its object to enable them to exclude the
interference of Parliament, and maintain extravagant
fares. Under such circumstances, it becomes of para-
mount importance that a vigilant superintendence should
be exercised over the different railway companies, in
order to defeat any attempts on the part of those com-
panies, from whatever motives, whether mistaken views
of their interest, or the supposed necessity of their posi-
sition, from exacting higher fares, either for goods or
passengers, than the interests of the community will al-
low. Without interfering with the details of the ma-
nagement on railways farther than the neceesity of the
case may occasionally demand, they ought, as in every
other country, to be compelled to furnish all the informa-
tion necessary to the thorough understanding of what-
ever relates to the working of the lines, and in particu-
lar to furnish:complete and into iligible accounts of re-
ceipts and expenditure from time to time.
By the exercise of such a control alone can a hope be
entertained that the interests of the public will be safe
under the existing railway system. The general rule
may be exceedingly good, that the utmost scope should
be given to private enterprise, but in the case of railways
the most important interests of the country are at stake,
and a monopoly, embracing all its communications, and
consequently possessing power in the absence of control,
of inflicting irreparable injury on its trade and industry,
from the very nature of things, ought to be exercised
under proper regulation and supervision. Most of the
witnesses representing railway interests, examined by
your Committee, deprecate all attempts to regulate with
exactness the scale of fares, and contend that the Legis-
lature should content itself with fixing a minimum. It
is proper, no doubt, that maximum fares should be fixed
in Railway Acts ; but though they may be fixed with
care, and may sometimes approximate to fair rates at a
given time, they can never meet all future exigencies..
Continual improvements are made, both in the modes of
constructing and maintaining lines, and in the mechanical
means by which they are worked, and the public ought
not to be excluded from participation in these ad-
vantages. The maximum rates are, however, almost
always extravagantly high. In the Acts passed so
late as the session of 1845, the maximum rates for
passengers are almost always thrice as much as on the
Belgian lines, and the charges for goods usually exceed
those in Belgium in nearly the same proportion, though
sometimes in a much greater. Thus, while in Belgium
twenty sheep may be carried a mile for less than 6P.,
and in France one sheep for 0 34d., the maximum rate
for sheep in not a few of the English Acts of 1845 is 2d.
per head per mile, more than six times the Belgian and
French rates. Such is the extent of the arbitrary power
possessed by companies. But because the Legislature was
at first taken by surprise, and from inability to foresee the
results to which railways have led, omitted to take suit-
able precautions against the abuse of the powers
entrusted to companies, that can be no reason why we
should not avail ourselves of subsequent experience to
turn to due account such opportunities for protecting the
public as are ensiled under the Acts passed during the
last two years, and as will be afforded under future Acts.
Your Committee conceive that though the occasion, which
was carefully seized by the Belgian and some other
Governments, of placing the management of railways in
accordance with the interests of the community, has
been neglected, yet that we should never lose sight
of the fact that railways are a public concern, and that
the most perfect system in the abstract is that
which regulates the fares by such scales as will produce
the utmost amount of convenience to individuals and
give the utmost possible development to the trade and
interest of the country. We cannot, as in Belgium, ob-
tain all the benefit which an increased traffic on railway
lines might give, because the first adventurers in the
great lines, which were undertaken before the practica-
bility and profitableness of railways were established,
are entitled to large profits as the legitimate rewards of
their enterprise and sagacity, but there is a point beyond
which the sacrifice of the public interests ought not to be
carried, and, therefore, every available occasion should
be seized for reducing fares. Your Committee, enter-
taining such views of the legitimate demands of the pub-
lic on railway companies, cannot admit that we should
be content with the maximum fares imposed in the Acts,
and leave the reduction of them exclusively to the dis-
cretion of companies.
Much of the evidence received by your Committee
bears upon the defects of the existing system of legis-
lation in the so-called private Bills, which are often
private only in name, and in which class Railway Bills
are comprehended. The objections to the mode of pro-
ceeding in these Bills are of extensive application ;
and your Committee have seen with satisfaction the
report of a Select Committee on the subject of Private
Bills, recommending a decided alteration with regard
to them. Of one of the suggestions in that report,
your Committee cordially approve—the appointment of
a public board or department to which all applications
for Private Bills affecting public interests should be re-
ferred. Such a board, if properly constituted might re-
lieve Committees of the House from much waste of time
and companies applying for lines, as well as the public
-at large, from much needless trouble and expense. The
example of foreign countries has shown that many in-
quiries with regard to railways can best be conducted on
the spot. But, besides the advantage from substituting
a cheap and natural movie of conducting inquiries for
the present cumbrous and most expensive mode before
Committees, under which, too, tht y are entirely de-
pendent for information on interested parties, the public
might hope that a properly qualified board, entrusted
with railway affairs, would obtain more knowledge of
the wants of the country, and of the best means of sup-
plying them, than committees under the present system,
can p ,ssibly possess. Your Committee, are, therefore,
of opinion, that the functions of the board may, with
safety, be extended to the supervision of ex-
isting railways, and the determining, in the
first instance, subject, of course, to the con-
trol of the Legislature, where lines should be con-
structed, and what projects should be entertained. It so
happens that existing companies have an interest, in
common with the public, in preventing wild and unne-
cessary projects for the construction of new lines from
being put. forward; and your Committee therefore anti-
cipate trout them no opposition to the confiding such
powers to the board as may be necessary to enable it to
interpose with effect in defeating foolish or fraudulent
schemes in the outset. The receipts of those companies
are always diminished by the construction of rival lines;
and they are often put to heavy expense in purchasing
them, and in buying off threatened opposition.
Mr. Robert Stephenson thinks the fact of the pre-
liminary steps in railway schemes being subject to nocontrol, is the root of all the mischief now existing in
the railway world, and is of' opinion that no project
for the construction of a new railway should be allowed
to be brought forward till it has been taken into con-
sideration by a Government board. Mr. William Reed,
who acted for about five years in the capacity of secre-
tary to the South-Western Railway, and who is now a
director of two French railways, the Paris and Rouen
and the Rouen and Ilavre, is of opinion, from his ex-
perience in both countries, that the greatest benefit
would result from the appointment of' a Government
board, to which should be committed the examination of
all projects for the construction of railways, with power •
to veto them if disapproved.
In France all schemes must first be submitted to and
approved of by a Government board; but, notwithstand-
ing their having obtained the sanction of such a board,
they are still, as in England, referred to a Parliamentary
Committee; but that Committee does not, as in England,
hear counsel and receive evidence on all manner of de-
tails, but merely decides on the materials submitted to
it; and it is only when any difficulty occurs, or explana-
tion is required, that a member of the Government
Board is called before it, or some superior person in the
confidence of the promoters of the project, who supplies
the additional information required: in order to enable it
to arrive at a correct decision. This part of Mr. Reed's
evidence is not materially contradicted by another wit-
ness, Mr. D. Salomons, who states that the Cam mission
of the Chambers may alter and modify a project, and
that " it does hear evidence in one way or other." What
Mr. Reed wished more particularly to c nivey was merely
that the inquiries, which are conducted at so much ex-
pense, and occupy so much time before Committees of the
Houses of Parliament in this country, are unknown in
Franco; and that the Commission of the Government

Board of that country, though it does not decide finally
whether a particular project shall be adopted or re-
jected, is invested with the pwer of determining, after
due inquiry, whether or not it shall be submitted at all
to the Chambers. In the one case the State wishes
only to understand the merits cf a project before allow-
ing it to be brought forward, and adopts the means
bel'eved to be most conducive to the attainment of that
end ; in the other a project is at once suffered to be
brought forward, without having been subjected to the
ordeal of an examination before a department of the
Executive entrusted with the care of the public interests,
which, she uld no opposition be offered on the part of
existing companies, the owners of property, or the pro-
moters of rival projects, are here but little regarded ;
while, on the other hand, parties can only hope to suc-
ceed in their opposition by the employment of counsel
of eminence, and by bringing forward witnesses, often
from a distance, and maintained in London for weeks at
a heavy expense.
Some idea may be formed of the magnitude of the
sums absolutely wasted in this country, before Bills
can pass through Committees, from a return just made

, by the Eastern Counties Railway to an order of the
House. The line, which is 51 miles in length, cost
45,1991. in Parliamentary expenses. The other prelimi-
nary expenses, such as cost of engineering, &c., amount-
ing to 48,6501., are separately stated. The Parliament-
ary expenses of the London and Birmingham have
been stated at 6501. per mile ; of the Great Western at
1,0001. per mile. No wonder that foreigners hold up
their hands in astonishment when they hear of this
enormous waste. The sums paid for land by the Eestern
Counties amounted to 809,9501., or about -12,0001. per
mile, alone, exceeding the whole cost per mile on most
of the German lines, and on several of the Belgian.
The Londont, and Birmingham and the Great Western
paid 6,3001. each per mile for lands. In the case of the
Rouen and Havre line, Mr. Reed states that 6,000/. was
paid to three gentlemen who made considerable ex-
ertions to obtain the Act, but that the expenses incurred
in theinquiry before the board, and up to the time the
Act was obtained, amounted in all only to 7001.
The allowing, as an affair of course, the projectors of
a railway, on giving the prescribed notices to drag ex-
isting companies or owners of property on the proposed
line before a Committee of the House of Commons, is
an eve the magnitude of which can hardly be over-rated.
Many of the schemes lately brought forward were, on
the face of them, quite unworthy of being entertained ;
some were started for gambling purposes, and not a few
with the object of compelling existing companies to come
to terms in order to avoid a troublesome and expensive
contest. Mr. Peto mentions one instance within his own
knowledge, where, though the line was utterly imprac-
ticable, and the Bill never went beyond the Standing
Orders' Committee of the House of Commons, the solici-
ter's account, which did not include the expenses of
engineers and various other outlays, amounted to no less
a sum than 82,000/.
Your Committee are happy to perceive that the causes
of the failure of the Committee of the Board of Trade
to answer the ends for which it was appointed, are satis-
factorily explained by many of the witnesses whom they
have examined. Mr. Robert Stephenson attributes the
failure not to any incompetency on the part of that Com-
mittee, but to the faulty system pursued by them in re-
ceiving evidence in private. Without entering on the
question whether, if that Committee had been properly
supported by the Government, a different result might
have been expected, it is sufficient to state that no con-
clusion against the placing railways under the super-
vision of a department of the Executive can be fairly
drawn from that failure. The Committee of the Board
of Trade took more enlarged views of the object for
which they were appointed than the Legislature and the
public in general were then prepared for; but after the
experience of the last two years, the conviction has be-
come general that something more is required than
merely to decide between the conflicting claims of con-
tending parties, and that railways are of too much im-
portance to the community to allow of their being
any longer viewed as subordinate to the interests of
individuals. Objectionable as the mode of proceeding
before Committees confessedly is, and erroneous as
their decisions may sometimes have been, this evil,
great as it is, sinks into insignificance in comparison with
that to which the country has been exposed from the
want of a board of high character connected with the
Executive Government to watch over the public interests
in railway affairs. Such a board, pursuing an enlightened
system in sanctioning or rejecting proposed lines,
keeping constantly in view the necessities of the country
and the protection of the public from excessive exactions
for the conveyance of goods and passengers,!and taking due
advantage of every suitable opportunity that may present
itself for obtaining a reduction of fares and charges, and
uniformity both with reference to prices and classifica-
tion, would soon obtain the confidence of the public, and
command the respect of the Legislature. Though Par-
liament would still have the power of deciding in the
last resort, it would no longer be forced to encumber
itself with preliminary inquiries which might be so
much more advantageously conducted before a tribunal
proceeding according to a more judicious system,
thoroughly acquainted with railway affairs, and there-
fore peculiarly qualified for the task confided to it. The
hopelessness of shaking the confidence of Parliament in
the Board, which would result from unsuccessful at-
tempts could not fail to induce a disposition to acquiesce
in its decisions, and thus the spirit of gambling which is
so much fostered by decisions varying with each other in
principle, would experience a serious check.
That part of the functions of the proposed Govern-
ment Board which relates to the supervision of existing
railways, in order to secure the public against a capri-
cious exercise of their powers, and unreasonable fares
and charges, might not be so palatable to companies as
the power to interfere in the origination of new schemes.
Ycur Committee are, therefore, thoroughly persuaded
that a due regard to the public interests essentially re-
quires that companies, in the exercise of their powers,
should be placed under a vigilant supervision. A board
of high character and influence, possessing an extensive
knowledge of the wants of the different parts of the
kingdom, might resolve on doing so of their own accord.
Mr. Smith. of Deanston, for instance, states that the
greatest benefit may be expected from the conveyance
of fat cattle on railways, as they can only be driven for
a very short distance. Now on many of the railways
the directors have from the first maintained, and still
maintain, a scale of charges for cattle which utterly
excludes them from railways. Captain Laws, a direc-
tor on two or three railways, and who has the manage-
ment of the traffic on the Manchester and Leeds
Railway, recently stated before another Committee that
railway companies, by fixing their fares for cattle and
sheep too high, deprived the public of the benefit of the
conveyance by railways ; that though the present rates
are only about a third of those with which they started,
and though the reduction has greatly increased the
traffic, the majority of the cattle and sheep are still
driven, to their great detriment. An intelligent su-
pervision would have led to the correction of this evil
long before this, and prevented the ignorance or obsti-
nacy of directors from inflicting so serious an injury on
the public.
A pretext has been set up by companies, that the
great outlay by them on their lines ought to secure them
from all interference with a view to a reduction of fares,
so long as the profits of the undertakings do not allow
such dividends as would constitute a fair return on their
capital. Though fares so high as to interfere with
the interests of the country ought in no case to be
allowed, and the principle of determining fares by
the returns which capital ought to obtain is not to
be recognised, yet it may not be irrelevant to observe
that even if the amount of capital sunk in a line
were to be taken as a criterion, it would be necessary to
distinguish between the original outlay on a line,
and the atnount to which the capital of the company
has been swelled by the mode adopted in purchasing
and amalgamating with other lines, and in providing for
extension and branch lines. It is quite clear that the
original outlay on lines, including all the extravagant
purchases of land, and the wasteful expenses incurred in
surveys, and the proceedings before the Parliamentary
Committees, falls far short of the amount of stock which
has been created. Your Committee are unable to state
with exactness the amount of money divided, or to be
divided, in this country, among proprietors, as premiums
on new shares, but they conceive it cannot tall much
short of fifty millions. The payment of large sums to
obtain the consent of competing lines to amalgamations,
which at one time excited so much sensation, was not so
objectionable in itself as in the use that was made of
such amalgamations, and of the power to raise money
for the extension of old, and the construction of branch

lines. By issuing shares representing capital to an
amount far beyond that of the money required, in order
to enable proprietors to divide among themselves large
premiums, sums were pocketed by proprietors, which,
if applied to the purposes of the lines, would have
rendered a corre-ponding issue of shares unneces-
sary, and in so far diminished the amount of stock
created. Of these practices a striking illustration has
already been given by your Committee from the report
from the Select Committee on Group (58) of Railway
Bills, relating to the Hull and Selby Railway Purcha.,e
Bill. Were an account taken of the sums already
divided and to be hereafter divided among proprietors in
this objectionable way, and of the expenditure incurred
in buying off parties supposed to possess powerful interest,
and in proceedings before Committees, which at a low
estimate alone must have exceeded twenty-five millions,
they would have been found sufficient fur the construction
of trunk lines for the whole country.
The whole of the State lines of Belgium, of which
145 miles were double, and 202 miles single, cost only
5,945,1481.
The whole of the capital required for the magnificent
system of railways executed and in the course of execu-
tion, and projected in France, down to the autumn of
1845, by which the commercial wants and militaty de-
fence of that great kingdom were provided for, does not
exceed the sums divided and to be divided by a few
English companies among the proprietors in the shape
of premiums.
The capital for the lines conceded and executed in
France, down to the 31st of July, 1835, amounted to
8,576,0001.; and among these lines are those from An-
drezieux to Roanne, from Bordeaux to La Teste, from
Montpellier to Cette, from Mulhausen to Thann, from
Paris to Orleans, from Paris to Rouen, foom Paris to
St. Germain, from Paris to Versailles, from St. Etienne
to Lyons, from Strasbourg to Basle, the line of the Gard
ar.d the mines of La Grande Combe. The capital for
the lines in the course of execution at the above period
amounted to 14,000,000/. The capital for the lines and
branches to be conceded in 1845-6, voted in the session
of 1845, amounted to 32,360,0001. The capital required
for the lines remaining in the state of report at the
close of the session of 1845, excluding a few branches
not finally decided on, amounted to 9,520,000/. All
these sums taken together amount only to 64,566,000/.
This was the estimated amount of the capital necessary
to complete the French railways at the period alluded
to, though, indeed, additions have been subsequently
made. Such is the manner in Ns hich sums have been
withdrawn from the purposes of the public deemed suffi-
cient for the couatruction of railways, on a magnificent
scale, for the greatest continental kingdom, where local
difficulties are often formidable, and where the outlay
for earthwork, masonry, and iron work is as high as
in England, and which, if applied to their legitimate
purposes, would have left no part of Great Britain with-
out the benefit of railways.
If we assume the average cost of the construction of
railways in Prussia to he 12,000/. per mile, which,
judging from those already executed, is rather above
than below the mark, the whole expenditure on 3,200
miles of railway by which the surface of a kingdom con-
taining a population nearly equal to that of England
will be covered as with a network, will not exceed
36,000,000/., a fraction only of the money withdrawn
here from its legitimate purposes.
Part, of the evidence taken by your Committee has
reference to consequences with which the establishment
of railways has been attended, to a branch of the public
revenue intimately connected with the convenience and
welfare of the great body of the people. Before the
establishment of railways the Post-office, according to
Mr. Stow, paid for the carriage of the mails, including
the coaches, something under 2d. a mile, but the charges

demanded by the railways are much higher ; and
in the case of one railway, the North Union, they
amount to no less than 2s. 9 13 64d. per mile. The
aggregate charge for carrying the mails in Great
Britain was, in :1836 7, before railways were adopted,
53,293/. 18s. 4d., or 1 30 32d. per mile per day, far
18,090 miles ; but partly in consequence of the increase
of letters and parcels through the introduction of the
penny post, and partly in consequen .e of the high sums
charged by some railways, the aggregate charge is now
much higher.
In 1846, as appears by a return from the Post office,
the number of miles travelled daily by mail coaches had
been reduced to 11.473, while the amount paid per
annum was 45,729/. 10s. 6d., or 2 19-32 d. per mile per
day. But besides this sum, there is paid yearly to rail-
ways no less than 102,1851. 6s. 10d.; the two amount-
ing together to 147,914/. I7s. 4d. Mr. Robert Stephen-
son, who has been extensively employed in arbitrating
between the Post•office and railway companies, states
that the principal difference between Captain Harness on
the part of the Post-office, was this, that Captain Hars
ness contended that if a line run six trains a day, and a
seventh were wished by the Post-office, it should only
pay the bare cost of that seventh train; but that he said,
'No; we ought to negotiate with the Post-office as with
other parties; there is no law that exempts them from the
ordinary mode of transacting business;" therefore he had
invariably maintained that the total establishment of
the railway ought to be taken, and a portion of the
charges placed to the account of that one train; ob-
serving, significantly, that if the Legislature bad made
a law that they should be treated differently, well and
good; but that he took the law as it stands. Mr. Reed
states that in France they are obliged by every train to
reserve a compartment of a carriage, coevenicut for a
person to ride in for a post-office guard, with his bag of
letters, without any remuneration; and a similar sys!em
seems to prevail on all continental railways. When a
separate train is require d, it is paid for by the State.
In this country the mail proceeds along some lines at an
hour of the night when there are no passengers; arid
there are, therefore, reasons why a difference should be
made between such lines and the Great North of Eng-
land, where the train for the mail runs at a reasonable
time and carries numerous passengers. Your Committee
conceive that in all cases where the mail is carried by
passenger trains, no charge whatever should he made
against the Post-office; and that when the mail is con-
veyed at times when there are no passenger trains, the
charge should in no case exceed the additional expense
to which railways may be put by running such trains.
In France and other continental countries, railways
are also obliged to convey soldiers, sailors, and police,
and their baggage, either gratis, or at rates dispropor-
tionately low. It might, perhap,, be advisable in this
country, in the case of all bodies of men in the service
of the public, to fix scales of fares merely sufficient to
cover the additional expenses to which their conveyance
might subject railway cempanies.
Your Committee will now briefly recapitulate the
points which they conceive ought to be aimed at in our
future railway system:-
1. No future lines, either for main trunks or branches,
shoald be ceded, except for terms of years,
2. Full and accurate accounts of the proceedings of
railway companies, embracing their whole receipts and
expenditure, should be laid from time to time before
Parliament.
3. As all idea of the construction of new lines where
they are not called for by the wants of districts, in order
to give the public the benefit of competition, must be
abandoned, in return for' their monopoly, companies ought
to submit to an efficient system of control, with a view
to the security of the public against extravagant fares
and charges, and the adoption of uniformity on the dif-
ferent lines in the scales and the mode of charging..
4. An end should at once be put to the system of
issuing more new shares than are required to cover ne-
cessary outlays, in order to divide premiums among pro-
prietors and thereby swell the amount of nominal stock
beyond the actual outlay.
5. In order to provide efficiently for the superinten-
dence of railways, and in order that the intentions of
Parliament may not be defeated by the directors of com-
panies, and in order also that a judicious railway system
may be ensured, and a cheaper and more effective mode
of conducting preliminary inquiries than that which now
takes place before Parliamentary Committees may he
adopted, a board or department of the Executive should
be appointed, with power to employ inspectors, sur-
veyors, and other officers, to aid them in conducting their
inquiries. Such a board, to which railway affairs might
be entrusted, woule, from the knowledge it could not fail
to acquire, be enabled to judge what lines are necessary
for the supply of the wants of the country, how far a
given project may be conducive to that end, and to sup-
ply Parliament with such information as may be of use
in enabling it to legislate in the way most beneficial to
the public.
6. Railway companies should be obliged to carry the
Post-office mails by passenger trains free of all charges;
and at times when there are no passenger trains, for the
additional expense thereby occasioned. The alterations
which may be advisable in the case of se fliers, sailors,
and other bodies of men in the public service have not
been considered by your Committee.
August 25, 1846.

POLICE INTELLIGENCE.
MARLBOROUGH-STREET.

William Samuel was placed at the bar charged with
an attempt at burglary, on Sunday morning, at the
Fitzroy Coffee-house, Windmill-street, Tottenham-court-
road.

Daniel Chamberlain, 73 E, said he was on duty yes-
terday morning, about half-past five o'clock, walking
along Windmill-street, when he saw the prisoner run-
ning along the projection over the shop No. 43, from the
third window of the first-floor front. By the time he
got up to the place the prisoner had slid down the pillar
into the street, and said to him, " Oh, you know me?"
The policeman recollected having seen the boy attend-
ing at the coffee-house some time before, but he asked
his reason for being in such a predicament. He said he
was still at the coffee-house, but his master kept the
keys, and he thought he was gone to bed. The police-
man rung up Mr. Chambers, who said, on hearing where
the prisoner had been found, " Oh, I thought it would
come to this; he was in my employ three months, and
was discharged last Saturday fortnight for being found
in one of the rooms when he should have been in bed."

The prisoner said to the magistrate he had rung—the
kell before without effect, and he went up there to see if
the servant was up. He wished to get the things he had
left.

The complainant said he believed there were a few
articles of wearing apparel at the house, which he had
never called far.

The prisoner was sentenced to three months' impri-
sonment.

John Faker was charged by Mr. John Dean Paul,
the banker, 217, Strand, with a violent and wanton as-
sault, by which he was placed in considerable personal
danger._

Air. Paul said he was riding on horseback quietly
through Leicester-square, about a quarter to six on Sa-
turday evening, when he met the prisoner and a com-
panion, in a small tax cart, driving towards him. When
they came up to him, the prisoner stood up in his cart
and struck the horse he was riding very violently, which
made him begin to plunge. Mr. Paul rode after the cart
and stopped it, when the prisoner denied having touched
the horse, but said if he had done so it was quite acci-
dentally. Meanwhile a mob gathered abut them, sided
with the assailant, and recommended them to drive over
complainant. They whipped the cart-horse into a gallop
and rode off. Mr. Paul stopped them a second time,
and had seized the horse by the reins, when the prisoner
struck him with great violence over the head and
shoulders with his whip. He was then given into
custody.
The prisoner, in answer to the charge, said he was
whipping his own horse at the time, and struck the gen-
tleman's horse by accident, and certainly without any
intention ; he had at the time told him so and apologised
for it, but Mr. Paul called him a liar, and refused to
give him his card. He denied having struck Mr. Paul
afterwards, although by seising his horse by the head
he had put him in danger, as it was a spirited animal.
Witnesses were called by the prisoner to corroborate
his statement.

The Magistrate ordered him to enter into his own
recngniwtnces to the amount of 40!., to appear at the
sessions to answer any indictment that may be laid
against him.

BANK RETURNS.

(From the London Gazette of Tuesday.)
An Account, pursuant to the Act seventh and eighth
Victoria; cap. 32, of the Average Amount of Bank
Notes, of the several Banks of Issue in England and
Wales, in Circulation during the Week ending Satur-
thy, the 15th day of August, 1846 : Average
PRIVATE BANKS. Amount.
Abingdon Bank, Abingdon—ltnapp and Co.. 25,896
Andover Bank, Andover—Heath and Co 15,910
Ashford Bank, Ashford—Jernmitt and Pomfret 10,340
Ay lshain Bank, Ayl3ham—R. and E. Copeman 5,436
Aylesbury Old Bank, Aylesbury—Rickford
and hunt
Bahlock Bank and I3aldock and Biggleswade
I; ir.k, ;lablock—Wells, Hogg, and Lindsell... 30,080
Blinitapie Bank, Barnstaple—Drake and Co. 11,725
Basingstoke and Wiliam Bank, Basingstoke—
Colo, Seymour, and Co.
t?k-s.ll‘ad Bank, Bedford—T. Barnard
13,,yiford and Bedfordshire Bank, Bedford—
apr, Halehead, and Co.
Bewdi,y Bank, Bewdley—Nichols, Baker, and
Crane
13iecrster and Oxfordshire Bank and Oxford
Bank, Bicester—Tubb, Wootten, and Co.
Pirmingham Bank, Birmingham—Attwoods,
Spooner, and Co 23,378
Birmirgham and Warwickshire Bank, Birming-
ham— Lewis, Moilliett, and Co 16.599
Bit:milord Bank, Blandford—Bastard and Oak
Boston Bank, Boston—Garfit and Co 61,980
Boston Bank, Boston—Gee and Co 7,480
Bridg ter Bank, Bridgwater—E. &J. Sealey 7,713
Bristel Bank, Bristol—Miles, Hanford, and Co. 40,625
Broscle,,, and Bridgnorth, and Bridgnorth and
Broie'ley Bank, Broseley—Messrs. Pritchard 23,161
Buckingham Bank, Buckingham Bartlett,
.l'arrett, and Co.
Bury and Suffolk Bank, Sudbury Bank, Market
Bank, Bury—Oakes, Bevan, and Co
Paul ury Bank, Banbury—Gillett and Tawney
Banbury Old Bank, Banbury—Messrs. Cobb
Bati. City Bank, Bath—Meger and Son
Bedcordshire Leighton Buzzard Bank, Leighton
Buzzard—Bassett and Grant
Biriningham Bank, Birmingham—Taylor and
Lloyds
Bradtord Old Bank, Bradford, Yorkshire—H.
and A. Harris
Brecon Old Bank, Brecon—Wilkins and Co
lirid port Bank, Bridport—S. and W. E. Gundry
Brighton Union Bank, Brighton—Hall, West,
and Borrer
Burlington and Driffield Bank, Burlington—
Harding, Smith, and Co
Bury St. Edmunds Bank, Bury St. Edmunds—
.). Worlledge and Co.
Bromsgrove Bank and Stourbridge and Broms-
grove Bank, Bromsgrove—Rufford, Biggs,
and Co.
*latiibridge Bank, Cambridge—Mortlock and
Sons
Cambridge and Cambridgeshire Bank, Cam-
bridge—Messrs. Forsters
Canterbury Bank, Canterbury—Hammond and
Co
Carmarthen Bank, Carmarthen—Morris and

72,817
32,213
42,971
3,369

35,923

36,416

13,482
67,967
21,992

32,369

12,115

2,835

16,185

19,662

46,0

29,008

Sons
Chertsey Bank, Chertsey—Messrs. La Coste
Colchester Bank, Colchester—Round, Green,
and Co.
Colchester and Essex Bank, Witham and Essex
Bank, and Hadleigh Bank, Suffolk, Colchester
—Mills, Bawtree, and Co
Cornish Bank, Truro—Tweedy and Co
Coventry Bank, Coventry—Little and Wood-
cock
City Bank, Exeter—Milford and Co
Craven Bank, Settle—Birkbecks and Co.
Christchurch Bank, Christchurch—Tice, Welsh,
and Co
Cardiff Bank, Cardiff—Towg,ood and Co
Chepstow Old Bank, Chepstow Bank, Mon-
mouth Old Bank, Monmouth Bank, Brecon
Bank, and Ross and Herefordshire Bank,
Chepstow—Bromage, Snead, and Co.
Derby Bank, Derby—Messrs. Evans
Derby Bank, Derby—Smith and Co.
Derby Old Bank and Scarsdale and High Peak
Bank, Derby—Crompton, Newton, and Co
Devizes and Wiltshire Bank, Devizes—Hughes,
Locke, and Co
Diss Bank, Diss—Oakes, Fincham, and Co

23,056
3,542

20,096

34,540
44,450

7,954
21,127
72,147

Doneuter. Bank, Doncaster—Leatham, Tew,

and Co.
Doncaster Bank and Retford Bank, Doncaster—
Cook and Co.
Dover Union Bank, Dover—Latham, and Co
Darlington Bank, Durham Bank, and Stockton-
on-Tees Bank, Darlington—Backhouse, and
Co
Devonport Bank, Devonport—Hodge and Nor-

man
Dorchester Old Bank and Dorsetshire Bank,
Dorchester—Williams and Co.
East Cornwall Bank, Liskeard—Robins, Foster,

. .
and Co.
East Riding Bank, Beverley—Bower, Hutton,

and Co. v
Essex Bank and Bishops Stortford Bank,
Chelmsford—Walford, and Co
Exeter Bank, Exeter—Sanders and Co
Fakenham Bank, Fakenham—Gurneys, Birk-

beck, and Co.
Farringdon Bank and Bank of Wantage, Far-
ringdon—Barnes and Medley
Farnham Bank, Farnham—Messrs. Knight
Faversham Bank, Faversham—Hilton and Co
Godalming Bank, Godalming—Mellersh and

Keen _ . —
Grantham Bank, Grantham—Kewney and King
Guildford Bank, Guildford—Messrs. Haydon...
Grantham Bank, Grantham—Hardy and C 0....
Hastings Old Bank, Hastings—Smith, Hilder,
and Co.
Hereford City and County Bank, Hereford—

Matthews and Co. -
llertfordshire Bank and Ware Bank, Ware—

S. Adams and Co.
Hull Bank and Kingston-upon-Hnll Bank, Hull
—Smith, Brothers, and Co.
Huntingdon Town and County Bank, Hunting-
don—Rust and Veasey
Harwich Bank, Harwich—Cox, Cobbold, and Co
Hemel Hempstead Bank, Hemel Hempstead—
Smith, and Whittingstall
Iloniton Bank, Honiton—Flood and Co.
1 lert fordshireHitchen Bank, Hitchen—Sharples
and Co.
llerd9r(l, Ross, and Archenfield Bank, and Ross
and Archenfield Bank, Hereford—Morgan,
Hoskins, and Co
Ipswich Bank, Ipswich—Bacon and Co.
Ipswich and Needham Market Bank, Suffolk,
Iladleigh Bank, Manningtree and Mistley
Bank, and Woodbridge Bank, Ipswich—
A lexanders as 3 Co.
Kentish Bank, Maidstone—Mercer, Randall,

and Mercer
Kington and Radnorshire Bank, Kington—J
Davies and Co
Knighton Bank, Knighton—J. Davies and Co
Knaresborough Old Bank and Ripon Old Bank,
Kna:esborough—Terry and Co
Kendal Bank, Kendal—Wakefield, Crewdson,

2,608
6,911

8,709
10,998
31,288

25,95

18,260
10,165

12,764

55,019

79,400

10,046

44,030

99,682

42,577

48,641
31,385

18,295

8,110
11,696
4,945

5,816
16,091
15,008
24,231

28,489

18,733

14,284

17,968

44,930
5,307

22,958
13,546

34,187

26,186
20,260

71,178

14,087

23,726
7,432

19,195

and Co.
Kettering Bank, Kettering—Gloteh and Sons 8,149
Lane Kid Staffordshire Bank, Lane End—C

liarv,y and Son
Leeds Bank, Leeds—Beckett and Co 52,781
f"Nls -Union Bank, Leeds—W.Williams, Brown,
and C
Leek and Staffordshire Bank, and Leek and

Congleton Bank,Leek—Fowler,Gaunt, and Co. 3.251
L.-;ieester Bank, Leicester—Pagets and Kirby 24,252
Lewes Old Bank, Lewes—Molineux and Co 40,205
14;oliFeld Bank, Lichfield—Palmer and Green 17,295
Lincoln Bank, Lincoln—Smith and Co 76,893
li:Andovery Bank and Llandilo Bank, Llando-
very—David Jones and Co.
:..ouf2:hborough Bank, Loughborough—Middle-

t.nis and Cradock
Lymington Bank, Lymington--C. and S. St.
Barbe
Lynn Regis and Lincolnshire Bank, Lynn Regis
—Gurneys and Co.
Lynn Regis and Norfolk Bank, Lynn Regis—
Massey and Co.
Macclesfield Bank, Macclesfield—Brocklehurst
and Co 12,102
anningtree Bank,Manningtree—Nunn and Co 6,11S
Marlborough Bank, Marlborough and Wilts
Old Bank, Marlborough Old Bank, Marl-
borough Old Bank and Hungerford Bank,
and Hungerford Bank, Marlborough—Tanner
and Pinckney 13,815
Marlborough and North Wiltshire New Bank,
Marlborough—Ward, Merriman, and Hillier 10,048
Merionethshire Bank, Dolgelly—Jones and
Williams
Miners' Bank, Truro—Willyums and Co 16,965
Monmouthshire Agricultural and Commercial
Bank, Abergavenny—Baileys and Co 30,087
Monmouth Old Bank, Monmouth Bank, Brecon
Bank, Chepstow Bank, Chepstow Old Bank,
and Ross and Herefordshire Bank, Monmouth
—Bromage and Snead 15,994
Monmouthshire Newport Old Bank, Newport
—W. Williams and Sons 8,435
Newark Bank, Newark—Godfreys and Hutton 21,740
Newark and Sleaford Bank, and Sleaford and
Newark Bank, Newark—Handley, Peacock,
. and Co
Newbury Bank, Newbury—Bunny and Slocock 33,307
Newmarket Bank, Newmarket—Eaton, Ham-
mond, and Son
Norfolk and Suffolk Bank, Diss—Taylor and
J)yson
Norwich Crown Bank, Norwich—Harveys and
Hudsons
Norwich and Norfolk Bank, Norwich—Gur-
neys and Co
68,420
Nottingham and Nottinghamshire Bank, Not-
tingham—Hart, Fellows, and Co
Nuneaton Bank, Nuneaton—Craddcock and
Co
Naval Bank, Plymouth—Harris, Mudge, and
Co
23,594
New Scrum Bank, Sarum—Hetley, Everett, and
Co
14,917
Nottingham Bank, Nottingham—Smith and Co. 25,744
Oswestry Bank and Oswestry Old Bank, Os-
westry—Croxon and Co 16,700
Oxtord Bank, Oxford—J. and R. Morrell 11,899
Oxford Old Bank, Oxford—Robinson, Parsons,
and Thompson...
Old Bank Tonbridge, Tonbridge and Tonbridge
Well, Old Bank, Tonbridge and Tonbridge
Wells and Sevenoaks Bank, Tonbridge—
Beeching and Sons 9,007

5,635

8,934

5,511

Oxfordshire Witney Bank Witney—Williams,Average Amount
Clinch, and Co
Pease's Old Bank, Hull, the Hull Old Bank and
Beverley Bank, Hull—Pease and Co
Penzance Bank, Penzance—Batten and Co
Peterborough Bank and Oundle Bank, Peter-
borough—Messrs. Yorke
Peterborough Bank, Peterborough—Simpson,
White, and Simpson
Pc,:ebrokeshire Bank, Haverfordwest—J. and
W. Walters
Penzance Union Bank, Falmouth Bank, and
Truro Bank, Penzance—Rickets, Enthoven,
and Co
Reading Bank, Reading—.Simonds and Co
Reading Bank, Reading—Stephens,Blandy, and
Co
Richmond Bank,Richmond—Stapleton and Co
Ringwood and Poole Bank, and Town and
County of Poole Bank, Ringwood—Ledgard
and Sons
Rcchdale Bank, Rochdale—Clement, Royds,
and Co
Rochester, Chatham, and Strood Bank, Roches-
ter—Day and Nicholson
Romsey and Hampshire Bank, Romsey—Foot-
ner and Son
Royston Bank, Royston—Fordham and Sons
Rugby Bank, Rugby—Butlin and Son
Rye Bank, Rye—Curteis, Pomfret, and Co
Reigate and Darking Bank, and Reigate, Croy-
don, and Darking Bank, Reigate—Nash and
Co
Ross (ild Bank, Herefordshire, Ross—Pritchard
and Allaw ay
Saffron Walden and North Essex Bank, Saffron
Walden—Messrs. Gibson
Salop Bank, Shrewsbury—Burton, Lloyd, and
Co
Scarborough Old Bank, fScarborough—Woodall
and Co
Shrewsbury and Market. Drayton Bank, Shrews-
bury—Adams, Adarns, and Co
Shrewsbury Old Bank, and Shrewsbury and
Ludlow Bank, Shrewsbury—Rocke, Eytons,
and Co . .
Sittingbourne and Milton Bank, Sittingbourne
—Valiance and Son
Southampton Town and County Bank, South-
ampton —Maddir.on and Son .
Southwell Bank, Suuthwell—Wylde and Co
St. Alban's Bank. St. Alban's—J. S. Story
Salisbury Bank, Salisbury—Messrs. Brodie
Shaftesbury Bank, Shaftesbury— Brodie and
King
Southampton and Hampshire Bank, Southamp-
ton—Atherly and Fall
Stone Bank, Stone—W. Moore
Stourbridge Bank, Stourbridge —Rufford,
Wragg, and Co .
Stafford Old Bank, Stafford—Stevenson and Co
Stamford and Rutland Bank, Stamford—Eaton,
Cayley, and Co.
Stourbridge Old Bawl, Stourbridge—Bate and
Robins
Shrewsbury and Welshpool Bank, Shrewsbury
—Beck, Downward, and Co.
St. Alban's and Herts Bank, St. Alban's—Gib-
son and Stuart
Taunton Bank, Taunton—Messrs. Badcock
Tavistock Bank, Tavistock—Gill, Rundle, and
Co.
Thornbury Bank, Thornbury—Rolph, Yates, and
Parslow
Tiverton and Devonshire Bank, Tiverton—Duns-
ford and Bartle
Thrapston and Kettering Bank, Northampton-
shire, Thrapston—Yorke and Eland
Tring Bank and Chesham Bank, Tring—But-
cher and Son
Towcester Old Bank, Towcester—J. and S
Percival
Union Bank, Cornwall, Helston—Vivian and
Co.
Uxbridge Old Bank, Uxbridge—Hull, Smith,
and Co.
Wallingford Bank, Wallingford—Wells and Co.
Warwick and Warwickshire Bank, Warwick—
Kelynge, Greenway, and Co.
Wellington Somerset Bank, Wellington—Fox,
Brothers
West Riding Bank, Wakefield, and Pontefract
Bank, Wa',;eficld—Leathana, Tew, and Co
Whitby Old Bank, Whitby—Simpson, Chap-
man, and Co
Winchester, Alresford, and Alton Bank, Win-
chester— Bulpett and Co.
Winchester and Hampshire Bank, Winchester
—Wickham and Co
Weymouth Old Bank and Dorchester Bank,
Weymouth—Elliott and Pearse
Wirkesworth and Ashbourne Derbyshire Bank,
Wirkesworth—Arkwright and Co. ..

9,866

45,066
9,846

7,682

9,650

11,717

16,364
36,213

37,940
5,701

10,726

4,880

9,332

3,359
15,452
10,225
21,560

12,69

4,1•',2

29,645

16,263

23,202

10,155

34,717

3,374

17,292
12,902
2,638
22,145

9,548

6,562
5,677

16,620
12,399

25,740

17,958

22,485

2.335
27,631

12,602

8,505

9,815

10,392

12,482

8,95

15,362

21,408
8,803

26,357

5,208

44,249

13,75

24,480

5,895

16,510

30,280

tiVisbech and Lincolnshire Bank, Wisbech-
Gurney and Co.
Wiveliscombe Bank, Wiveliscombe-P. and W.
Hancock
Wolverhampton Bank, Wolverhampton-Good-
ricke and Holyoake.
Worcester Bank, Worcester-Farley, Lavender,
and Co. 11,696
Worcester Old Bank and Tewkesbury Old Bank,
Worcester-Berwick, Lechmere, and Co 86,557
Worcestershire Bank, Kidderminster-Farley
and Turner
Whitby Bank, Whitby-Frankland and Wil-
kinson
Walsall Old Bank, Walsall-Charles Foster and
Sons
Warminster and Wiltshire Bank, Warminster-
Everett and Co.
Wrexham Bank, Wrexham-J. and S. Kenrick 1,738
Wolverhampton Bank, Wolverhampton-
Messrs. Fryer
Yarmouth and Suffolk Bank, and Halesworth
and Suffolk Bank, Yarmouth-Gurney,
Birkbeck, and Co
Yarmouth, Norfolk, and Suffolk Bank, Great
Yarmouth-Sir E. K. Lacon, Bart., and Co 9,404
Yeovil Old Bank, Yeovil-E. and J. Batten 9,772
York Bank. York-Swann. Clough. and Co 44,997
JOINT-STOCK BANKS.
Bank of Westmoreland, Kendal .
Barnsley Banking Company, Barnsley
Bradford Banking Company, Bradford 49,266
Bil,ton District Banking Company, Wolver-
hampton
Bank of Whitehaven, Whitehaven
Bradford Commercial Banking Company, Brad-
ford . . 17,746
Burton, Uttc,xeter, and Staffordshire Union
Banking Company, Burton-upon-Trent
Chesterfield and North Derbyshire Banking
Company, Chesterfield
Cumberland Union Banking Company, Work-
ington .
Cheltenham and Gloucestershire Banking Com-
pany, Cheltenham
Coventry and Warwickshire Banking Company,
Coventry
Coventry Union Banking Company, Coventry 11,322
County of Gloucester Banking Company, Chel-
tenham
Carlisle and Cumberland Banking Company
Carlisle
Carlisle City and I)istrict Bank, Carlisle 17,978
Dudley and West Bromwich Banking Company,
Dudley
Derby and Derbyshire Banking Company, Derby 17,380
Darlington District Joint-Stock Banking Com-
pany' Darlington 24.240
East of England Bank, Norwich
Gloucestershire Banking Company, Gloucester. 146,012
Halifax Joint-Stock Bank, Halifax 18,235
Huddersfield Banking Company, Huddersfield 36,256
Hull Banking Company, Hull
Halifax Commercial Banking Company, Halifax 13,230
Halifax and Huddersfield Union Banking Com-
pany, Halifax 43,168
Helston Banking Company, Helston 1,446
Herefordshire Banking Company, Hereford 21,690
Knaresborough and Claro Banking Company,
Knaresborough
23,520
Kingsbridge Joint-Stock Bank, Kingsbridge 3,304
Lancaster Banking Company, Lancaster 56,826
Leeds Banking Company, Leeds
Leicestershire Banking Company, Leicester
Lincoln and Lindsey Banking Company, Lincoln 45,405
Leamington Priors and Warwickshire Banking
Company, Leamington Priors
Leeds and %Vest Riding Banking Company,
Leeds
Leeds Commercial Banking Company, Leeds...
Ludlow and Tenbury Bank, Ludlow
Moore and Robinson's Nottinghamshire Bank-
ing Company, Nottingham 24,118
Nottingham and Nottinghamshire Banking
Company, Nottingham
Newcastle. Shields, and Sunderland Union Joint-
Stock Banking Company, Newcastle 72,050
National Provincial Bank of England, Birming-
ham, Head-office, 112, Bishopsgate-street,
London l5O
North Wilts Banking Company, Melksham ..... 5 405,3,027
Northamptonshire Union Bank, Northampton., 75,295
Northamptonshire Banking Company, North-
ampton
....... 23,342
North and South Wales Bank, Liverpool 51,775
Pares's Leicosttrshire Banking Company, Lei-
cester
47,832
Saddleworth Banking Company, Saddleworth 3,465
Sheffield Banking Company, Sheffield 32,282
Stamford, Spalding, and Boston Banking Com -
pany, Stamibrd
Stuckey's Banking Company, Bristol Somerset-
shire Bank, and Somersetshire Bank, Lang-
port
Shropshire Banking Company, Shiffnall
Stourbridge and Kidderminster Banking Com-
pany, Stourbridge
Sheffield and llallamshire Banking Company,
Sheffield
Sheffield and Rotherham Joint-Stock Banking
Company, Sheffield
Swaledale and Wensleydale Banking Company,
Richmond ..
Stockton and Durham County Banking Com-
pany, Stockton
Storey and Thomas's Banking Company,
Shaftesbury .
Sheffield and Retferd Bank, Sheffield ...
Suffolk Bankin:..• Company, Ipswich
Wolverhampton and Staffordshire Banking Com-
pany, Wolverhampton 35,041
Wakefield and Barnsley Union Bank, Wakefield 12,670
Whitehaven Joint-Stock Banking Company,
Whitehaven
Warwick and Leatuir_gton Banking Company,
Leamington ......
West of England and South Wales District
Bank,Bristol. . 84,687

6,489

18,646

40,376

9,000

515
6,627
8,836