The Sun.
London, England, 1866-12-17 00:00:00

THE CHARGES AGAINST MOSES MOSES.

John Blake and Moses Moses were indicted,—the former
for stealing two saddles, the property of Edward Harris
and others, his masters, and the latter with feloniously
receiving the same well knowing them to have been stolen.
There wore other indictments against the prisoner for
stealing and receiving a quantity of combs, and against
Moses for receiving two pigs of white metal, the property
of her Majesty the Queen.

The prisoner Moses Moses, it will be recollected, was a
general dealer, carrying on business at Black Horse-yard,
Houndsditch, and in the month of November the prisoner
gave notice to the police that he had been robbed of a
quantity of cloth. The police inspected the premises, in
the course of which they discovered underneath a large
heap of rags a great quantity of jewellery and various things,
which induced them to entertain the suspicion that the man
Moses was the receiver of stolen goods. They prosecuted
the search with the greatest diligence, and the saddles,
which formed the ground of the present indictment, were
found. The property had originally been placed in cases
for shipment abroad, and were confided to Messrs. Harris for
conveyance to the East India Docks, Blake being engaged
as driver of the cart. On the saddles being discovered by
the officers, Blake's employer told him of the circumstance,
and asked him whether he had given any person a lift on
the road, or whether he had left his cart at all, but as the
prisoner took time to think about the matter he was taken
into custody before his employer had received an answer.
A number of witnesses were called, who were employed at
the Docks, who proved the reception from the prisoner of
certain cases for Bombay, and they were all in good condi-
tion. They were received on August 16 and despatched
therefrom on the 23d, to all appearance in the same state
as when they left the premises of Messrs. Harris.

Mr. Montague Williams, for the prisoner Blake, ad•
dressed the jury, and urged upon them the consideration
of the point whether it was impossible that during the
week the cases were lying at the docks the cases could
have been opened and the property stolen ; or whether
during the time they were in the packer's office they had
notbeen tampered with. The evidence of the witncsses from
the docks said that the goods were received in an appa-
rently secure condition, and therefore he thought they
would be of opinion that the evidence did not justify their
convicting the man of felony.

Mr. Ribton addressed the jury for Moses.
The jury returned a verdict cf guilty against both pri-
soners.
There were a number of other indictments against
Moses for being in possession of a large quantity of jewel-
lery. Mr. Metcalf said if it was given up to the owners he
should not prooeed with the other indictments.
Mr. Gough, for the assignees of Moses, who since his
apprehension had been declared a bankrupt, opposed the
giving up any more of the property than was properly
identified in court.
Mr. Metcalf said, that would compel him to go on with
the other cases. The property found on the premises of
Moses amounted to over £2,000 in value.
The Recorder said he had no power to order the resto-
ration of the property without a conviction, unless all per-
sons consented. He should like to know the date of the
prisoner Moses's former conviction.

Constable Blake said it was in March, 1854, when he
was sentenced to 14 years' penal servitude. He was after-
wards released on a ticket-of-leave in 1860.
The Recorder —What ! at the end of six years ?
Blake said that was so.
The other imiietamato NviA respect W the jowoilery

wore then gone into, and verdicts of guilty retarned in
each case.
The Recorder, in passing 'sentence, told Moses he ap-
peared to be a systematic receiver of stolen goods. He
had had one severe sentence, but on his release he at once
went back to his old pursuits. The sentence of the Court
in the present instance would bo thatfhe be kept in penal
servitude for 20 years, and the prisoner Blake be sentenced
to seven years' penal servitude.

RAILWAY INTELLIGENCE.

THE WESTERN AND WORCESTER RAILROA,Ds

AND THE STATE.

The annual agitation of the question of the pur-
chase of the Western and Boston and Worcester
railroads by the state has commenced again, and
Josiah Quincy addressed the Government of the
Boston Board of Trade at great length in favour
of the plan on Monday afternoon. He recited the
standard complaints azainst Ode roads, their failure
to increase their capacity to correspond with the
increasing business offered; showed how it was for
the interest of the stock-holders to do a moderate
business at high rates, rather than a business seve-
oßr afol
sttthiomen
lgoras great a,
at
and al a smaller e
arriving on
orratesii;
gainedat illustrated
A tlhbeaenu
custom
how
Boston e hadaWest,s
go to the latter city for $2, while it would cast $G
to go to Boston, or he can go to Boston via New
York for only $7, but usually stops at New York -
argued that the management of the Western rail-
road'
only adds evidence to the fact that the railways
at present hold a power which should be committed
only to the state, which must be responsible to
the whole people, for whose use and benefit it holds
the means of intercommunication ; and answered
the question, Can the fares and freights on the
Western railroad be reduced? affirmatively, by re-
citing, with much Minuteness, the results of experi-
ments made with cheap fares and freights in Eng-
land, where competition has sometimes put prices
down very low, but with so great an increase of
custom resulting as to make a very trifling reduc-
tion in the net profits. We have not space to follow
Mr. Quincy through these examples, but merely give
their application to the Western railroad, which is
quite startling to all our 'present ideas of railroad
travel and traffic :

isnine
Englando rt
are
a pt
ph
lai
ct a thebl average
in
this
prices in traasum f
country (and it is for those opposed to the pro-
ject to show how they differ) and see what
the result would be on the road between Albany
and Boston. This road, in round numbers
is 200 miles in length. It has, with a little'
assistance at the summit, the power of earryinc,
a train with 200 tons of freight or passengers'.
The average cost of running a train in England is
63 cents a mile, or $126 for the route; or add for
additional power 50 miles at the summit $31.50,
making together $159.50. If they carry 200 tons at
the present price of $7, they would receive $1,400
for the trip. Or if they carried all the passengers
they were able at $6, they would receive six
thousand. They have the power to do this; the
additional cost would be only the interest on the
wear of cars and carriages. Or let us view it in
another light, the effect of the reduction of fares on
dividends. The Edinburgh and Glasgow line and
the Caledonian connect these two cities, which con-
tain with their vicinity six hundred thousandinha-
bitants. During their contest their fares were re-
duced to one-eighth of their ordinary charges, they
carrying at the rate per hundred miles first class
for 2s. 3d. (or 54 cents), second, ls. 9d. (or 42
cents), third for Is. 2d. (or 28 cents), or on an
average for each passenger 41 cents. And the loss
on dividends amounted in the Edinburgh and Glas-
gow to one per cent. per annum, and in the Cale-
donian it was calculated at something less than one-
half per cent.
" Now let the Albany road reduce their fares,
not to one-eighth but to one-sixth of their pre-
sent rate --z.e., one dollar from Albany, fifty cents
from Springfield, and twenty-five from Worces-
ter. With a similar increase of business, as in
England, the difference to the shareholders would
consist in receiving nine instead of ten per cent. per
annum on their investment, a loss of about a hun-
dred thousand dollars to the two roads and a gain
of millions to the community."

Imagine, who can, the period to have arrived
when the people of Springfield can go to Boston or
Albany for 50 cents, or the entire distance between
those two cities for $1! This time certainly never
will arrive so long as the Western and Worcester
roads are managed by and for the stockholders, as
now, and Mr. Quincy frankly admits that the pre-
sidents of these roads would not be justified in try-
ing experiments or in sacrificing one per cent. on
the dividends oitheir shareholders. But he argues
from the facts he presents that the state should
purchase the roads, as it has the right and power
to do, and run them for the interest of the people
of the commonwealth; and his plan, as far as
the purchase by the state is concerned, will
have many advocates. The project of leasing
the roads to Boston is another thing entirely, how-
ever, and one that is not likely to prove so popular.
If the State is to delegate its powers after once get-
ting possession of the roads, why not to Worcester
or Springfield as well as Boston ? That city might
fairly hope to share any advantages that would
inure from the purchase by the State, but it is ask-
ing a little too much that she should erasp them all.
Mr. Quincy's plan is worth giving in full, however,
that the people of the State may know what it is
proposed to do :—The State has reserved the right
of purchasing both these roads by paying the par
value of their shares, together with 10 per cent. on
the Worcester and 7 per cent. on the Western Rail-
road from the time of payment, deducting
divi-
dends that may have been received. By statements
appended to the report the State could purchase the
Western Railroad any _

For ... .. ...
And the Worcester for

$7,371,817
7,938,455

Or both for
The income of the Western rail-
road last year was ... •••
Worcester railroad

515,355,272

$1,216,653
537,057

Total ... $1,763,710
The State can borrow on a long loan at 5 per
cent.
The annual interest would be on tho
Worcester ...
Western ...