The Sun.
London, England, 1856-07-08 00:00:00

LONDON, TUESDAY EVENING, JULY 8, 1856.

RAILWAY INTELLIGENCE.

RAILWAYS IN THE UNITED KINGDOII.
The report of the rail way department of the Board of
Trade for the year 1E55 states that the number of railway
bills which came before Parliament in the session of 1855
amounted to 104, and the length of new line proposed to be
authorised amounted to 655 miles. But of these bills only

73 were passed ; and the total length of line actually
autholisedwas 363 miles. Of the 73 acts passed in 1855 53
had reference to the construction of works ; the length of
new line authorised by these acts was as follows, viz.:—l9
miles in England and Wales, 76 miles in Scotland, and 91
miles in Ireland.

In 1846 270 railway acts were passed, authorising the
construction of 4:538 miles of railway, and the raising of
132,617,368/. of capital; in 1847 190 acts, authorising 1,350
miles, and 39,460,128/. ; in 1818 85 acts, authorising 371
miles, and 15,274,237/. ; in 1849 34 acts, authorising 16
miles, and 3.911,331/. ; in 1850 31 acts, authorising 8 miles
and 4,115,6321.; in 1851 61 acts, authorising 135 miles and
9,558,275/.; in 1852 51 acts, authorising 214 miles and
4,333,834/. ; in 1553, 106 acts, authorising 940 miles and
15,517,601/. ; in 1854, 71 acts, authorising 482 miles and
9,211,602/. ; in 1855, 73 acts authorising 363 miles and
9,192,0381. ; making a total of 875 railway acts in 10 years,
authorising 8,446 miles of railway and 243,187,0161. of
capital to be raised. The report then adverts to the
nature of the bills promoted in the session of 1855,
and states that it would be recollected, that in 1853, the
London and South-Western Railway Company opposed
a bill promoted by the Great Western and Bristol
and Exeter Railway Companies for a railway termed the
Devon and Dorset Railway ; and that this bill was thrown
out by the House of Commons, upon a pledge being given
by the London and South- Western Railway Company that
they would introduce a bill in the following session for a
condonation of their line to Exeter. But having obtained

theirobject, the London and South-Western Railway Com-
pany repudiated their pledge. Consequently, when the
company brought' forward a bill for other objects iti-1855,
the Rouse of Commons referred the consideration of the
bill to a committee of nearly the same memb3rs to whim
the Devon and Dorset Railway Bill had been referred in
1853. This committee inserted clauses into their bill, by
which the company were bound, under the penalty of a
stoppage of their dividends, to introduce into and nu, their
best endeavours to pass through Parliament a bill for a

narrow gauge line to Exeter.
With regard to level crossings proposed in railway bills,
the report states that in considering the subject it is neces-
sary to bear in mind that level crossings are a source of
danger, and that as many as 35 persons unconnected with
the railways were killed at level crossings and six persons
were injured during the year 1855. It may also be observed
that level crossings entail a considerable permanent ex-
pense on a railway company, from the necessity of main-
taining signals, lodges, gates, and gatekeepers. It was,
however, impossible to frame any rules by which the in-
specting officers could be exclusively guided in making
their reports, as each case involved many special circum-
stances ; but they endeavoured as far as possible to ad-
here to the following general principles, viz. :-1. That
in all cases where the engineering difficulties would be
slight, so that the expense of erecting a bridge would not
materially differ from the sum of the cost of providing
and the capitalisation of the annual cost of maintain-
ing signals, lodges, gates, and gatekeepers, the level cross-
ing should not be recommended, unless the erection of a
bridge would, from the general nature of the district, seas-
ibly.interfere with the local traffic. 2. That in cases of
unimportant roads, where the engineering difficulties and
expenses entailed by a bridge would be considerable, the
level crossing should be recommended. 3. That in the
case of important roads and streets, where tho traffic
was large, the level crossing should not be recommended
unless the construction of a bridge involved very special
difficulties. The number of level crossings proposed by
the bills which became acts amounted to 237, and of
these 102 level crossings were authorised. In a few
cases of thoroughfares, along which a large number of
foot passengers passed, but where the traffic of vehicles,
&c., was small, the level crossing was retained for ve-
hicles, a bridge being erected 'for the foot pas-
sengers. The total length of line authorised by Parlia-
ment clown to the end of 1855 amounted to 11,316 miles ;
but of this 1,495 miles have been abandoned by subsequent
acts or by warrant under the authority of the Commission-
ers of Railways, and consequently there remain 12,851
miles for which the Parliamentary powers which were ob-
tained have not been repealed. Of these, 8,230 miles were
open at the end of 1855, and 4,571 miles, which have re-
ceived the authority of Parliament, remain to be opened.
The length of railway authorised in England and Wales
was 9,486 miles, in Scotland 1,541 miles, and in Ireland
1,824 miles; making together 12,851 miles. The length
of railway open in England and Wales on the 31st of
December, 1855, was 6,210 miles, in Scotland 1,083
miles, and in Ireland 987 miles ; together, 8,280 miles ;
leaving the length of line authorised but not open in Eng-
land and Wales 3,276 miles, in Scotland 458 miles,
and in Ireland 837 miles. The length of railway
opened in the United Kingdom previous to Decem-
ber, 1343, was 2,036 miles. In 1814, 204 miles of
rail way were opened ; in 1845, 29d miles ; in 1846, 606
miles ; in 1847, 803 miles ; in 1848, 1,182 miles ; in 1849,
869 miles ; in 1850, 625 miles; in 1851, 269 miles ; in
1852, 446 miles ' • in 1853, 350 miles : in 1851, 368 miles ;
and in 1855, 226 miles • showing an increase of 6,244 miles
in 12 years. Of the 4,571 miles authorised but not made,
the compulsory powers for the purchase of land have been
allowed to expire in respect of 2,497 miles, which it is pro-
bable will never be made. The total amount of money
authorised to be raised by railway companies by shares
and on loan, to the end of 1855 amounted to
374,971,9661., of which 297,583,2811. had been raised,
leaving 77,338,682/. to be raised. There are no means
of ascertaining hew much of this sum is apportioned
to the lines of railway for which the Parliamentary
powers have expired, but it may be assumed approxi-
mately that from 30,000,00/. to 40,009,0031. of this
amount would have been applied to those portions of rail-
way, and that it will not, therefore, be now raised. Of
the 8,297 miles open for traffic, at the end of 1855, 6,415
miles were on the narrow gauge, 657 on the broad gauge
of 7ft., 206 on the mixed gauge of 7ft. and 4ft. 8. inches,
and 979 miles on the Irish gaugb of sft. 3 inchee. Tne
number of miles of single line was 1,345 in England, 234
in Scotland, and 570 in Ireland-total, 2,169 mile:. Of
these, 1,320 miles are on the -narrow gauge, 209 miles on
the broad gauge, 72 miles mi. the mixed gauge, and 568
miles on the Irish gauge. It 'appears that the length of
the new lines opened for traffic during the year 1855, in-
cluding 17 miles of line belonging to private individuals,
amounted to 243 miles ; of these, 235 miles were laid with
only one line of rails. The single lines were only allowed
to be opened upon an understanding that not more than
one engine in steam should bo allowed at one and the same
time upon the single line, or upon defined parts thereof.
These regulations, if faithfully carried into effect, preclude
the possibility of collision on single, lines, but at the same
time they prevent a large traffic from being carried on by
means of a single line.
The report mentions that agreements authorised by Par-
liament, by which one company undertakes to work the
line of another company, or by which the interchanges of
traffic is facilitated, are becoming very numerous. In the
case of six distinct lines of railway opened during the year
1855, the lines were to be worked, under Parliamentary
authority, by a company owning a live in connection with
them ; and seven other companies appear to have entered
into working arrangements without the sanction of Parlia-
ment, viz., the East Grinstead Railway is worked by the
London, Brighton, and South Coast Railway Company,
without there being any special power in the coaspany's
act. The Wimbledon and Croydon Railway is worked by
the London, Brighton, and South Coast Railway Company,
the act having authorised tho company to enter into arrange-
ments with the London and South-Western Railway Com-
pany. The Bideford Extension Railway is worked by Mr.
Brassey, the act having authorised the company to enter
into arrangements with the North Devon Railway Com-
pany. The Coleford, Monmouth, Usk, and Pontypool
Railway is worked by the Newport, Abergavenny, and
Hereford Railway Company, the act having authorised
the company to use a portion of the Newport, Aberga-
venny, and Hereford Railway. The object of these work-
, ing arrangements is to create that identity of interest be-
tween the several companies which is caused by an amal-
gamation ; but while they place the working of the small
line under the control of the larger company, they appear
to provide a better security that the local traffic of the
smaller line will be more cared for and developed than
if it were entirely merged into the larger concern.
These agreements are generally framed in such a manner
as to render it the direct interest of the company
working the line to develope the traffic. There is il-
- class of agreements between railway companies
which do net *me before the Legiilature, and which hale
been devised with a view to produce the same effect as
amalgamation, in preventing competition between railway
companies. Under this class of agreement the railway
companies parties to them divide in fixed portions the re-
ceipts from the traffic between certain specified places, after
deducting a sum for working expenses ; and since each
railway company that is a party to the agreement derives
its share of the receipts, although anothr company may
have done the work, this arrangement possesses the evils of
a monopoly without furnishing to the railway companies
that stimulus to continued exertion in developing the traffic
which exists in the case of 'companies working the traffic
on their own account, and the absence of which is in the
end injurious both to the public and to the proprietors.
Some agreements of this nature have- contained a clause
binding one of the parties to discourage traffic brought by
an independent railway, which might compete with the
traffic of one of the other parties to the agreement. An
important agreement of this class recently entered into is
one between the London and North-Western, the Lancas-
ter andC o Northern,roC p a
atr
nlhi il
seN, ,
North-Eastern,
by which t
h-Caledonian,E aste
tr hn e,
arne
receipts
e tithehp et 8 N
fromo r
t Midland,hß t
all
r British
traffic
Greatsahffie Rail-
way
be-
tween London and certain towns in England, and Edin-
burgh, Glasgow, and other districts in Scotland to the
north of these towns, are paid into one fund, and divided
in certain fixed proportions.
The length of new line reported to be in course of con-
struction on the 30th June, 1855, was 880 miles ; of these
about 170 miles were opened before the 31st December,
1855. The number of persons employed on the 30th June,
1855, upon the railways in course of construction amounted
to 38,546, being on the average 4:3.8 per mile. In June,
1849, when 1,5C1 miles of railway were in course of con-
struction, 103,816 persons were employed upon them, or 69
persons per mile ; in June, 1850, 861 miles were in course
of construction, and 58,881 persons were employed on them,
or 68.15 per mile ; in June, 1851, 734 miles were in course
of construction, and 42,938 persons were employed, being
at the rate of 53.49 persons per mile ; in 1834, 889
miles were in course of construction, and 45,401 persons
were employed upon them, being at the rates of 51.07 per
mile. The money raised by shares and loans for the con-
struction of railways in 1849 amounted to 29,574,7191. - in
van, to 10,522,267/. ; in 1851, to 7,970,171/. ; in 1852, to
15,924,783/. ; in 1853, 9,158,835/. ; in 1854, to 12,152,3711 ;
'
and lin 1855, to 11,514,490/. making together in seven
years a total of 97,118,3191., being at the rate of 32,0031,
per mile for the length of railway opened during that
period. The number of persons employed on railways
mile
; of 9.49 9.
14859
37r 8074i019e,
10.6 per mile;
;or in 1852, 67.601
persona,
opened for traffic in the United Kingdom was, in 1851,
3
in 1854, 90,409, or 11.59 persons ,per mile ; and in 1855,
97,952 persons, or 12.07 per mile.. The number of stations
in 1851 was 2,107, and in 1855, 2,798; showing an increase
5,56 '
being
or 9.5a5t pert the
e
[ of 691 stations and of 1,4181x11108 of raiwil,

SPORTING NOTES.

WORCESTERSHIRE SAUCE-LOOK OUT AT
LIVERPOOL. •

The July and Chesterfield Stakes introduced some
promising "youngsters" to the public, and their future
career seems likely to be attended with important re-
sults. Mr. Howard's unfashionable bred 'un, Drumour,
proved that he deserved the high reputation which pre-
ceded him, and it is much to be regretted that he is not
in the Derby. Mr. Howard has been fortunate with his
two-yr-olds, and he merit] his good luck, for he endea-
voured to command it by a liberal expenditure of money.
When he sees a nice-looking youngster which is
likely to " pay its way," the price does not stop
him if he wishes to become the purchaser. Amongst
the beaten horses at Newmarket was a magnificent
animal called Zuyder Zee, who is likely to be heard of
frequently in connection with next year's Derby. He
ran a green unprepared horse, and with.him his trainer
has a fair chance of renewing the triumphs of the Flying
Dutchman. Like all large horse., however, Zuyder
Zee requires careful training and nursing. The Chester.
field was mainly remarkable for the dead heat which it
occasioned, and the ultimate success of Lord Glasgow.
There was, too, a match between Anton and
the Barba colt, and it is • said that the owner of
Anton won upwards of a thousand pounds by the result.
Anton, however, is not likely to emulate the fame of
his brother Andover, and seems to me to be small and
roguish; he bite, however, a good turn-'of speed, but his
staying powers are doubtful.

The meeting at Worcester wag pleasant enough, but
book-makers scarcely found it profitable'. The favourit;;s
were in nearly every important instance successful, and
the fielders scarcely required any " finessing" on the
part of owners of horses to increase their misfortunes.
Still, the meeting wound up amidst general expressions
of indignation occasioned by certain proceedings con-
nected with the last race, The Consolation Plate. Five
horses were " telegraphed" to start, Indian Queen,
for whom Fordhatn weighed, being made the favourite.
She was backed at evens against the field, and 3 to 1
was. offered " bar her," odds which were in certain
quarters most industriously taken about Primrose.
When the horses were saddled no Indian Queen ap-
peared, and within a few minutes of the start her number
was withdrawn from the telegraph. The betting imme-
diately changed ; and Primrose, against whom 3 to 1
had been laid, was backed at evens, Thus were the
bookmakers placed in the hole by a most discreditable
proceeding. Until some rule is adopted to prevent
praetices of this kind all confidence must be destroyed.
It is said that the owner, of Indian Queen could not
"get on," and he consequently "scratched his mare ;"
his conduct in withdrawing her, however, cannot be
justified, for the placing of her number upon the tele-
graph was in itself a sort of guarantee that. she would
start, and the announcement of Fordham for her rider was
sufficient to dispel any idea of wrong intentions. Truly
the " court of honour " which is supposed to regulate
tuff affairs is sadly befouled, and the statue of the Art-
ful Dodger " faking a clye " should be put up as its pre-
siding genius.

The turf is losing many of its staunch supporters, some
of whom it will not miss and others whom it can ill
spare. The abuses which journalists are compelled to
point out disgust all right-Minded men. To remain
silent respecting them, however, is impossible ; and the
newspaper reporter has a task not only onerous and
irksome in discharging his duties honestly, but has that
constant bugbear of the law, an action for libel, continu-
ally before him.

Messrs. Pedley and Pad wick exercised a wise discre-
tion in withdrawing the action to recover the Burwell
Stakes. Report states, however, that the lovers of
spurting " disclosures" and those wh3 like to see addi-
tional disgrace heaped upon the turf are not likely t 3 be
disappointed, for the " Cannobie Case" will still be
brought into a court of law. The Marquis of Anglesey
is going on with his action for libel against the Sunday
rinses, because that journal indicated how pernicious
was the precedent established by the decision on that
case, and perhaps in harsher language than would have
been employed on cool deliberation endeavoUred to pro-
tect the interests of racing men.
Mr. Topham will doubtless provide plenty of iport
at Liverpool, but the Clerk of the Weather seems
to be at odds with him, for in place of the broad sun-
shine of last week, we have a dreary lowering sky, fitful
gusts of wind-and rain, and an atmosphere raw and cold.
Should Sprig of Shillelagh be brought out for the Mer-
sey Stakes, he ought to achieve an easy victory to justi-
fy the support which be has already received for the
Derby. He is a slapping big colt, and an accident only
prevented his running at Chester on the occasion of his
"first appearance in public."

3.bs. penalty can scarcely destroy her
chance for the Lancashire Oaks. Should she not be
sent all the way from Danebury, however, the stakes
will go to Uzella.

According to the "form" which Pretty Boy has
recently displayed, he should be capable of p'acing the
Bentinck Handicap to the credit side of his owner's
account. The next rame in the list is Brother to Grey
Tommy, who, however, may be reserved for the Cup.
I shall stand Mr. R. I'Ansoi,'s mount for the Trainer's
Handicap.

The Liverpool Cup, as a betting race, has been spoiled
by Typee, who has engrossed nearly the undivided at-
tention of the ring. That ehe is leniently handicapped
is indisputable, and her performances prove how true
ara her titles to support. The movements relative to
Early Bird are somewhat perplexing. Instead of his
present price in the betting, he ought to be at about 5
or 6to 1. Whether he is intended, or not, I am, of
course, unable to determine. Should he be meant, he will
be a most dangerous opponent to Typee. Early Bird,
however, brings to my mind the old proverb which has an
ominous reference to picking up. If therunning at Ches-
ter and Manchester afford any criterion of ability, Typee
must now make bolt' One Act and Pretty Boy safe. The
only three-yrs•old which I fancy is Goldhill, and I shall
select him and Typee do battle for me. For a c ock-
boat I shall select Lady Tattoo.

The 15 Sovs. Sweepstakes I assign to Fisherman.
The Licensed Victuallers' Plate has 43 nomination;
amongst which the most noteworthy names appear to
be Ellermire, Lord Alfred, Grmmlus Esuriens, Ida, and
Byrsa. I may be induced to select the first and the last
mentioned to "stand on." Until the "numbers are
up," however, it is hazardous to make a guess. The
Lancashire Produce Stakes seems a "certainty" for
Blink Bonny.

In the absence of Ellington, West Langton may
win the Liverpool St. Leger. —Nuf ced !

A FRESH MAN.

July 8.

Naval and Military Intelligence.

The steam-transport Mary Hill, No. 169, arrived at 1
Spithead yesterday morning from the East, with 827
men of the Army Works Corp. She brought the latest
advices from Lisbon (July 1.)
The Golden Fleece steam-transport, J. Scealee, com-
mander, arrived at Spithead yesterday from the Crimea,
with detachments of Royal Artillery.
12 horses,
state
o weref
4he also brought
Twelve batteries of the Royal Horse Artillery were
yesterday morning brought out at an early hour, and
commenced exercise on Plumetead-heath, under the
command of Colonel Anderson. A. number of heavy
weather, the
drills were not continued, and the whole returned to
siegeout ; b gutint,s'oewaienhg dtoratwhe stormyn by
camp quarters on Woolwich-common. This is the first
of a series of drills preliminary to the review which is
shortly to take place on Woolwich-commoa in the pre-
sence of her Majesty and the Royal family.
Major Hawkins's Bth Company, 7th battalion, Royal
Artillery, and Lieut.-Colonel Nixon's No. 5 company,
9th battalion, were yesterday morning inspected in front
of the head-coartere, Woolwich, by the Acting-Com-
mandant, Col. Hardinge, K.H.
The Phoenix, 6 guns, screw steam-sloop, was towed
down from Saltpan Reach yesterday, and taken into the
fitting basin at Sheerness to be brought for ward for com-
m;ssion.
The Brilliant, 20 guns (sailing-ship)),
Capt. J. Almer
Paynter, was put out of No. 1 dry dock at Sheerness
yesterday, and is ordered to be out of the dockyard hands
on the 15th inst.
The Renard, 4, new screw steam-vessel, is ordered
to be taken into No. 4, dry dock at Sheerness to be cop-
pered, prepsratorS, to her being commissioned.
The 11-gun screw steam-sloop Rattler, 200 horse
power, was yesterday taken out of No, 1 dock at Wool-
wich, and replaced by the gunboats Tiny and Midge.
Two new mortar floats arrived yesterday morning at
Woolwich from the builder's to complete the contract.
The following appointments were made yesterday at
mhe Admiralty : —G. Henley, midshipman, to the Sala-
ander ; Alexander J. Blair, clerk, to the St. Vincent.

THE BEDFORD CneurrY. —The grand total of all sums
paid out of or charged on the funds of the Bedford
parity from 1851 to the present time amounts to
D,1091.,.0f whick.2,074104111314 unpaid._ _
_ _

(I MTV IStrition

SUN OFFICE, &Mb o'clock.

IMPERIAL PARLIAMENT.

HOUSE OF LORDS—(This Evening.)

The LORD CHANCELLOR tlok his seat on the woolsack
at fi ye o'clock.

PRIVATE BUSINESS.

On the motion of Lord REDESDALE the following
bills were read a first time, viz., Perth, Almond Valley,
and Methven Railway ; Denny Junctioq Railway ; and
Scottish Central Railway.
The following bills were read a third time and passed,
viz., Dallington's Estate ; Bournemouth Improvement
and Pier ; Morayshire Railway ; Renfrewshire Roads ;
Halifax andiffuddersfield Road ; and Castle Douglas and
Dumfries Railway.