The Sun.
London, England, 1858-04-21 00:00:00

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N EkVSPAPER
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,p34,/,-. • . terms. The Board of CoutrAwlrruftostd A• ' * ' - ... . "4:7
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per cent. on the capital subscribed, but tke , .. . 41.
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- •- -r . - , I paoy to whom the offer was made declined it. ter pg.
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-,.+ll"fr , '6' +LC' II 1, k, i 2,----.g,';',11 O,WI " ~841;:. ' ...s4Zr''' • •,- , . • veral interview's ►between the railway oompenji end the §
East India Board the latter offered to guaraetee a diei- f i
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...., rkV,..,. ),110..,,,,t, ,'' -, , - ..- ,
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_____-'-'" / N., 'N., 1e..11111 dead of 5 per cent. for 25 years. It was also agreed that .1
. . . , , ,r, : i,,, • in order to prove the stabetantial character of the railway. v.
. • a• ..
, .

,
three months. Afieisome neiotiations,Mr. Stephansos -1,4
was again despatched to India, with a staff of dicers, to 'I
bomuutgalchsetevtteobraehlinmveeesempsrsboaemrrysot were aedrratngements, but then came the is
commercial crisis in 1847; and there bsinggreat diffioulty . it
in getting money, the undertaking fell to the ground..fle ~a
(Mr. Crawford) attributed this unfortunate cirounsetartoo I
to the dilatory proceedings of the Board of Coatrol,,lo
money was cheap.
An. Hon. MEMBER moved that the house be counted,
heimumndederiatalitsliyngb:ll:uglhat4sin,walt.nd
there being a few more than 40 members present,
Mr. CRAWFORD proceeded to explain that it was
ultimately arranged that the railway should be con.
structed by private individual', and not by Government,.
and that the railway companies should have the power
of selecting officers and determining the mode of con-
struction. The Court of Directors declined. to pays divi. .1
dend on the capital, but they agreed to pay a aortal* 1
annual interest on the capital of the railway company, ,r
giving the shareholders the option of throwing the rail. .i
way on the hands of the Government if that interest 3
were not paid. Another condition was, that the Goyim.
necesga at tbe board
companiesm en t ehou
by should be
n ex . representedoffi cio d
iarteetthoer o workingn the
partboardsof t h
oof
a theo.
vernment authorities. Sir J. Melvill was sent out for that
r
*
than
npobse ove,dbisuctheer
edad
autho-
rityarry out the views of the Government. I'lle
to chon. gentleman then proceeded to say that the Indian
railway companies were unable even to communicate
with their agents in India, or to do the least thing pog-
bible to promote the undertakings with which they were
connected without asking permission of the direotors of
hthnaotsohoenheardta not keuthhies seat
necessary
the East India Company to take the course proposed.
The result was great delay and loss. He mentioned in-
stances in which Mr. Turnbull, one of the engineers in
India of the company with which be (Mr. Crawford) was
connected, complained of the way in which be was ham-
pered in regard to his duties. He could not etripilli a
man at 2/. a month without being obliged to state to the
authorities the why and the wherefore of the appoint-
ment. It was not the fault of the railway companies that
railways were not rapidly constructed in India. Muchof •
the delay was occasioned by the absurd obstructions of 4
the East India Company. He mentioned the case of the
East India Railway Company in proof of this fact. The
progress of that company was interfered witkfor four f _
years by the governing power in India, but when the
company obtained the land, it constructed in the course
e arwsl:
g 3
remilesa t
e energyo f re l
iway,n h:
construction equalto any raoilfwtahye
in this country. The other rail aay companies would al.o
hofavt eh actedthree
y it
various lines in India, if it were not for the absurd inter-
ference to which they were stV-jee'ed by the East India
Company itself, and by the jealousies which existed be-
tween the East India Company and the Board of Con-
trol. He urged that one mode by which facilities could
be afforded to the railway companies for the progress of
their works, would be to give to Sir Jas. Melvill power
to act for the East India Company, instead of the rail-
way companies having to go through those terms by
which their whole proceedings were inconveniently
interfered with. _ .

Mr. BAILLIE said that this question was of deep
importance to the people of India and to the Govern-
ment in a political and military point of view. He con-
curred re thinking that if many of the great trunk rail-
ways in India had been c stupleted, it would have been
of inceiculable advantage to the Government. It
was therefore the duty of Go•ernment to further the
cam' I tion. He believed that the Government was not
justly chargeable with neglect in this re-pect, but that
any delay which had taken place was rather owing to
the vicious system of management. The railroads were
sanctioned, first of ail, in 1831, and there aim no agree.
merit pith the Government as to the time within which
they should stretch out the lines. Torre were 4,220
miles of reilsvey, and the amount of capital sanctioned
by the Government was no less than 28,000,0001 , and
the East India Company had given a guarantee of 5 per
cent. on that sure, a..d that wee the reason why the
company had exercised that efficient superintendence
which had been so much complained of. (Hear, bear.)
The Government of India was deeply ictereeted, and
hence the active supervision of the Government. Under
these circumstances colaeions must often naturally take
place between the engineers employed by the railroad
company and those the Government. That often arose
in this way :—An engineer was often sent out to survey,
at a salary of 2,0001. pa annum, and when he got out
there, and found h:s services indispensable, he would
write borne for an increase of salary, and then the com-
pany would say to the Government, " We cannot get on
without his services," and propose to award an increase,
as suggested ; but probably the Government would place
a veto upon this, and hence contineal collisions. But
notwithstanding this vicious system, great progress had
been made in the Indian railways in different parts of
India. The hon. member here enumerated the lengths
of various lines of railroad in different parts ef India.
Some of these lines had been completed in as short a
time as they could have been constructed in this coun-
try. S one delay might have taken place in consequence
of the vast increase of business upon the bands of the
Government lately ; but he believed that at the present
moment they were going on ae fat as could be reason-
ablyhracbuagrrassment was
expected. It would, however, be impossible to
......... es., ...„. .e.s. ...1.3 1..- 44.. ,t, -4. ....-
often the result of the present system of railway
h have
beenmanage-
mentEn
ta rol l e d by young
intended that the interference of the Gorgeirnnemeresntosfhosahled
t
iecteilmost minute neat-
Ittohatt hohirli
communication,egmoeil 'teschkhlopewet nrserrs.ttsi eetonhAGrateoeeibYfoenndß,limited
oftenioaTiexperienceifeNcd:sa subjects isewblynaxdjeierd:coee:terart‘'"iceeacn79floctrsueeeelt.ngidi2neetThe.aoseht investigation
(nal
deo
Government
Government
veneoli
of.me
privaterayn ed,emni
disposition
which
nn.
Hi dt)eaeHAandtetthtseivloodaui
eragtptin)
nphurudwuyi
thought
ul
teoret 1
otherwiseagetuu
atdrhalwiksdi
It
the Government
i atunoa hGtl
id!
they
otsoyincreaseunhovoteeoscsrhuhfcenawtopujuwhpeiti
yeeodhat hrbethtkeoeneseoerdi
nmant
they
telegraphici
hl
dubat
eichysiythet
He must, however, say that this motion of the hon.
member was not exactly adapted to the evils he bad
brought under the notice of the house. He only
on with too great rapidity, but rather that
would be wise stele'. nly to augment the amount
cocpaofrrmorrapipieoll,rsaioei
they should be left to their legitimate development.
would not have bad 100 miles of railway in existence at
ac-
complished in three years. He was sorry, therefore, to see
It was dangerous for Governments
thepla ce
greater
which
presenth ich
advantage.
thus to meddle with industry. Toe question of "cheap
railways" had been fairly and fully examined by men of
science and great practical experience, and they had come
to the conclusion that the lines as now constructed in
India were based on the just medium between the one
extreme and the other. The case of America was net
analagous, because in India they coa!d not get the timber
on the spot as they could in America. On the contrary,
some of the timber for the sleepers for the Indian lines had
saidtahc teus
ea
thelgl y b u
questions,
nassno,nbt from
railway
eea usetthchis
oem country.companies bad
baTh e h
Government
imnioog hon.
hitnstbeeecrrceeasttla secretary
l ein
d
the bbu et
profits,a
boar.)
ero
vnoast
and the rail
otherr!
iaoi
nl waygentleman e o l
la companiesteral ad
av:ea:::
naPhdaeaYavelrf-lhen the charges were paid off to all the pro-
tofittaihntl"asleett:lost,hrtaao lines now formed exhibited a profit exceeding
the guaranteed interest ? One Bombay company
during the last half-year realised a net profit equal to
five per cent. on the estimated average cost of the
line ; and that profit was increasing, and now ex-
ceeded five per cent. When these lines were extended to
their full limits, and the commerce of the country was
thus developed, if the railway companies were not too
much interfered with, they would arrive at that stage at
which the returns would not merely repay the Govern-
ment, but leave something substantial for thenaeelves. He
believed, however, in conclusion, that the motion before
the house would not have that practical utility which the
mover supposed. They were going to have a new (au-
vernment for India. Let them give it a fair trial, and if
it did not better than the present. then let there be a full
and searching inquiry, and let the Government be brought
to a proper sense of its duty. As for censuringnaenybeonaen,
that was a hoielees task, fur the momentl
yeiaanenn d the East
was sent from Leadenhall-street to Cairo o.rfoawul,tsagnhde
ayantn old pro-
verb that "Threatened Inenbodi d I
v mole or a body corpo.
hter.) He complained
0 for It required, it
tLlohnemdeni endeavour
ti
R. D.
;puDnard.ni
Company, whether
viln
dh N
efc
MANGLES
discoveraemr
E f"lsvwna
dhsel
jijoavi
uchat:ha3_ waseo
ranregea,agvl
rate, must be extremely
ortant discussions
oilfs(Laanudga membersline lit
the fe
house,luti o
batnli
certhe earlier part of the evening there
which had occupied
easil y against
have
the
had been a full attendance
on el vital importance to India
when this pies
that
was actually on the point of being
came on the house . .
fact,only 20 b
out, there being, in members pre-
sent—a Counted
number than there generally was at the
less nu
tof Directors before the year 1853. In rebutting
Court thatseem
during
ther the means nor the money to
East India Company,
he touched first on the subjeet of
railways, and said that it had been alleged that the East
wtt hoh
Indiaeyp various
tathCr eai oonE:ap end
sa t accusations
o hadlndiait
s existence.n
Companyeirat l
whichv e h
at'dnlcouldbeenm P
not o made
a as se
to the hon. gentleman (Mr.
ini,go lees
the than
carry out these undertaytkhiantgath;ebEutaisttblanddniaot.Gbeoevnersuhmovienut
raised the money as private companies. He confessed,
however, that t: e present system was perhaps the better
A ofytrhtea
1:, t)w
woh. 0
hadln iraeipal
failed in all the great public works which it undertook,
he would ask had that hon. gentleman never heard of
the Ganges Canal, which was 900 miles long, the largest
work of irrigation ever cone'ructed in the world I That
was constructed by the Government which the bon. gen-
tleman asserted never succeeded in its public works. The
next illustration of the failure of the East India Com-
pany was certainly the most unfortunate that was ever
brought forward by a member of that house, and that
was Baying a good deal. (Laughter.) He referred to
_
the electric telegraph. The fact wain that Dalhousiee
suggestions were accepted, and, by the next mail, I.tono-
tification to that effect was sent out to him. lini!,ll, a,hip's energy was well known. Immediatelrytoonstnwers
re-
ceipt of the approval of his scheme, preparations i
less than a year. (Hear, hear.) A
ip ad
guilese foofrattitri
with the Indian
system cf railweys being comparedor.
gentlemen that the
system, he begged to inform. h
lines was 9,0001. per utile,
average cost et the American
!nog t eolue tg
rtahpeh requisiteev e ware eon constructed natet: retidhei n aAlnnidneli3iria'7444i: