The Sun.
London, England, 1850-08-03 00:00:00

Oti
th°-----shh.lect, and he believed he was justified in seeevi.ne•
that_B,6oo/, would be the laet sum required to Fro, . wine
sskaiteble accoestnedetien fur Members. He fif4r°",tie
'lle opieion of the Toed aecommodation afforded by the
Present house, mad he thought it' the new House gave
respect to nieem e
respect
much accommedstion they ought to be eonle W
for hearing
the room better adapted
and
tt,.6ey had examined professors; learned in acoustici,
ee result was the subject had been left in a daLleer,ds
rhaere perplexed state than before. It was not difficult.a `:
tiild oota in which a pert on from a given place could
be heard distinctly—but it was difficult to build. a room
is which persons coeld be beard equally
Part of the room. It was impossible to say what thewould
esele_ren require the well in everex.
Phe..l?'e of experiraents would be, but he hoped they sum named in the vote.
il r• Alderman HUMPHERY believed that a new
-Lou. fare
much had
b , uperior to the (ice about
thought it a which
so
herevore
it
said, would be built for 10,000/., awl he t
complete pece of extravagance to throw
sera 8 6001 con silterate:ns(Hear.)
114 Gaol,
of the EXCHEQUER,
to a
tePlg the proposed alterations by r,:ference _
/11413 oh the table, Isbell that a large Committee of
n, xtpac_
alto.
trialPerieuced Members had eerne to the cone!? e.ioe
.ello't
sj)1)141:1 "jell had been adopted was the bs, al d
I,,eling sufficient aeeeminodalio". .
hanging a
10,411% LACY suggested ihe propriety of • ti-
e-1;,14, ber 01 harmers round the wells, and placing
.„..,
. _41,43
the . d ou
,f
any
pel,thtaro win ows, be ore incurring
kr s , e
the echo
in i„..IACIeB remarked that by that meansi
,0
i Luther c-
kneehall Chapel had been completely hr"c . the
Ii -t It riALL Pted• d 'the aceotninodatiou in
0.
4* Ty
4•1°11°0 ld b levPil• •
1•• 'mple. If accamin
tieti_ wou
~ sueeeent
,) L
of
_,_,_ , ~,,b .
er . ors
h, ,un was provided fur a large body l`. eji
~.,,ll —(Loun
(I)"`aido, the debates would go on equally -- - • for 3')O
tattlglittr) There would be room on the flohoreh
would
.beelia!isers, and in the gallery for 150 more,
whe believed
to (i1,11t? SufEcient. The estimate now given
that the
e lee outside t lie would suggest
anioue .
of the
1 • ahole matt
under the control
ha
, ehief,
CO utter be placed
°late taanssioner of Woods and Forests,
any extra ex-
dbe res onsibl f deviation or
pekiitire.s)Lear. e or any
(11 )
he
lletlirl3. ostioßNE entertained the
steno
eralle opinionouse would
be most done, that the hearing in th
made useful in
lotalost un
.. perfect. Perhaps it might
helieexhibition of
1851 "IV or other for the purposes of t
if the Chen-
eelie.--(Laughter.) He wished to khowd
termination
• tvithr 4 the Exchequer had come to Y
an determination
Chan-
he to the payment of the architect.—(Hear,
the orginal
eoet; elle had no scruple in saying that
Mr. Berry
teOet with Mr. Barry had been broken.
Now he should
ilk Nen the House. to Pay him 75,000 L
ire ?....
fee to se
h Bwas to rece
([liar h w 0w much Mr. Barry
f the Exchequer
ke4o; ear-) Did the Cancellor o. _ , ,
? II ,ar hear.)
ke 419 par-)
that, or enter into a lawsuit --(
and more,
kelt° leved Alr: Barry could claim
that sumhis tame when
he we ()De could blatne him for indulging
it to the Chan-
eeibra allowed to do so. 110 would Put, ,
iet not be better
re fir af the Exehequer whether it would r
quits with
i; 5,5 .2tir. Barry 1500004 at once and c__Yoo.
II Member
for 'r (aghter.
L ) He differed from
thel
placing the affair
hi tiZryleeone as to the propriety ofP
a The best and
btheaPostantis °f
~.. the Woods and Forests.
officer to ma-
t 4 the, ea, would be to appoint a paid
slid
1109 iness(Hcar.)
of sitting
is tl 4R believtd that on the last day
in different
1)411111-vv lI°IW, the facilities for hearing
to,,,ad been greatly increased.—Hear. mmodation
tor rd k GROSVENOR believed the acco
opinion
the Zellabere would be sufficient, but was of .
in-
Sof ,`-srachodition for strangers was altogether
,41ritt--(Ilear)
Lord that
laftef 1' --(Ilea„
did not agree with the Noble. ,or
mem.
lees, etlt a.ceenaaaodation had been provided 1
the debates
opt h 4 Pthr to the election of 1841, during
600 Members
*ere Tarri'll Registration Bill, more than
bagkrcil,,scot on several occasions.
b'Am"tENE inquired if any practical inconvenience
etelle felt from the present House being too small?
, eta 69„,813011NE--Yes.—(Elear.)
little ineon-
ooitoe "e,ENE said that perhaps some
the ordi•
!kr), I 8 g hops occasionally felt; bat f•ur
lirße 4,,,csactof business he considered
It
sufficiently Members,
bitere.b"tic present House would seat 440, r .
,„.41,, -A"4,1 new House would sent 468.—(11c,a )
a a 468.—(Hear.)
the
ee,,' -eelertnen ammenEley contended
etight state of the House encouraged vice,—(Loud
t
Letiii,et)--beeause when some Members were una
themselves
ell ' teels the •
and amused
114 teolener... y went upstair!.
I r others went into the
kart', 0
B,(feetigliter)7whi s-
One Hon.
Ober sad le'P.—(Centinued laughter.)
should be
it-vide:l f-'4,.alielgested that accommodation.
Did the Hon.
eieb • r 'net/Libel's outside the House. 1)1
until
th or intend h •in Palace-yard
0411, t eta to remain
1 ~hter.) After
Ittooeten',4,:ig for a division ?—(Gress
etleiable to think
„et rel ',000,0, it was most discreditable
seated, and
'gat they tint-half the Members could be
hear.)
Sh,,,c ester half must remain outside.—(Hear ,
_0
was
tilt, "14LL '
Abercrombie -
httitto Speak said that when Mr.
practice for Mem
s to h
into ein 1835 it was not the
occasion 310 voted
insu the lobbies. On that
le Nee
were all told
iiihe
protand 316 en the other, and theyys
caleniated to
ItZkeiodse,ht I,l9use. The new House
than the
ilitc ~,, face, or sixty more Members
41 'knelt!. tig, r'
said if he recollected
ks:e,
, neemptiEety
"Ayes e ee-
tltM hee, I%lcs " went out, and the
11:0Z°1/4 11°.)
hearing in tbe prhee-
othorlio4o
al OHNE thought the
the hearing in t
..
the bl tor he
iallost as defective as
Chancellor of
the
last fAolit 1W Put a question to
I e—(Loud
hi ter) without receiving any,
rep
Yuer hear
14' P .0
th 4 Chaecellor of the Excheq,
le Ill:'J'Qiilinued laughter.)
1..1). AN
(t eELLOR of the EXCHEQU. ER.—Per-
^etse-',...atiDli,
h r of questions
alet- vet it
we ‘er,) when a number
wait
and
an-
-441; them aiils, So)
convenient
t -• kr, le - o'ether It was true, that by .
the con-
oruperin-
ttliti ' loarr • '25 000 L for 6 in- the
tie •it that Y as to b° I)" • ' included
fortleol eat. Portion of the building
Hon. Member
la 411(idi itlltit% e agreed
with
the Hon.
to a much
bedrtor "l'a that 1
°r
' ,at A r. Barry was entitled
amount s
pothtiet yet
)I‘4tlon, but what the p
'I." he was not pea
Atr,ti to
4iveen settled, and theret
ureGentleman.
'ph' 11. ost eoell,answer to the Hun.
treeing?
~ ,
that h e/iteeliel"P,--Llas ho received a )
EQUER replied
-0 h e'ELLOR of the E.Xteli
Fordkr pead teeei
~dtG,,,--ved about 25 0001.
k of the Noble
mlo, the AR.,44-1: concurred in the remar
regard to those
4, fartnher ter Middlesex, with
h 444 'elne
were called
tele eery,
Thetraordinary reasons, were
was a
;yule, liqd
ti, urning them out on divisions
(Hear, hear, end
tout r)
T;tnost barbarous custom.—(hear,
endeavour
it4ll4qd
Ile trusted the Comm
1 Committee
woulders as circum-
-44 WNliduell': accoulmodat_on to strangers to ee',llleetisitow.( Hear.)
Exchequer
tet-e7 le ereZ, b.elieveci the Chancellor of the
of the con-
the ".., It 07 with regard to the abrogationas broken bY
kot;(tei.atio"l"4Boontract had been broken it w
nt he was
1154 titled (4 4lr• Barry, and on that accou
The res !
u.u-
berhreleh w° stay further remuneration.
the rornu-
-5 l°ll f " Penned by Sir R. Peel fixed at
14°101,1 the completion of the whole building_aure,
toeleh.etth:_,l,llsidered the building a completeDfr it
Reid
t '4447 %Pate between Mr. Barry and _ i He
el,4lleaodottrllhle to both parties.—Cllear' '
hean.e indi-
P Q1;4,1') pla the Government to appoint some one t
ust it
lAle;k;hii',.,'ltthe thew hole affair, and not to in r
who
144140 'c"ilatnissioner of Woods and Forests,
ell tl bct bt, • '
Orte, 11/4i fitness to attend to already.
d with the
hltith . 11, tr STUART was disgusle ,
layed
',llt)t-4441 slitavagi a,,e which had been
disi'llear,
iiiti-, e ..0 the Rouses of Parliament.—
( said
tioo Q to ,'Lltirey agreed with what had beenommoda.
ski 4 to the Provision for the better acc
'lti ' 'me °ere and thought
it desirable to put an
sten pr,e,. ,
withdraw during
,tirspeti 'lce of requiring them to
etet th' i Jot ,
to ex-
ttke 'Ca 't4IPPE thought it quite impossible„, under-
totpt, thi,
ti4llialssioners of Woods and Forests t
take
the
leo ibil• IttY• The Government
, ash, ity
ought to
the
4 It4a p upon themselves of seeing thatpublic.lt
Nit the dotllatended for the benefit of the
to see
!3_111c4 Vet; °I. the Chancellor of the Excheer
,s'olese,llq4e.,Yl43 not uselessly expended. He. wished
~_
t;he eeeees Zeoe with regard to the ventilation of win'
toSitteild rho COaluilttee-roomi. He had, sate, ,m_
li COht h4.7‘,01113 during four sesAons,and n ''
it'arltt !eacl l'i'lli a "ell wade in the ventilatien of them.o,,
itile lan lctosvwhetherthe present system r
'set - 'shill •
s an i'M..
Mesa i %NI ating the new buildings wa ?
He
Nos, 4"te ,44t the expense of it would' be
t 01 of
lleltet. leleatine person would have the co;. r
Istlet thSPOONt,
ii°:l(r e --411 asked whether the ventilation was
e e,,
_entre'
, wriliiEtN ulone or two peraons?
New Pa.
11 the tt'd that the whole of the
had
ht . tlitth eXCIZ! ti
II 'Red to P on of the House of Commons,
Before next
te ~ the %eh br. Reid for ventilation. Be
warmed
te, sietilielilree'd °43,....btlikliDg would be properly
Hors.
'l4O for 1‘; ill dirt not agree
in
what the
krti 'ae eo eentrose
had said as to Mr. Barry. T
en
tit cam
torniek ittee hail examined the whole subject,
..
ki too
kr Le conclusion thatblame was to be 1m
airselon ' laer f- e 3 no. a that they
~,le - teit,.. ry Or Lute alterations, and
e de-
e tit ~ • '4 to believe the alteration: were "iPee, el, • Win.
...t,,%-1 och„--,,,pirGßEly pressed on the House the.
444 tr" th' "."2 me Outs ible for the expel]
I,thet
lib Nit! hotter. responsible
Member
4_41.3,t111:4° 00„11,.4•EYS
to with the
1 11ouMemMr.
1..7e.,,,0t1ett-41/411ht to be responsible. Hitherto largest sums
refeeeti fei: the control over one of the 1
the enera
I,' tele 4111 Naga Public build' d 'e••• was
tilt 'Mote that lug; an ) Commons
the new II ot
tilt re
0. fai1are........_ . ouse
Its
Mr.
thought .
Opotitiletterutht 47
.Llear, hear).
he blouse in
Ihie'll if h. and to ,uave advised t 0
with
1/4 th , lcze 4111/4/0 objected to proceeding
th. 44 ere *the I,
thought
ou h Y euld be a failure. He u for
trhltitt ia the t too-be reater acommodatio
in ""o-'"vi lionseg: With regard to the plan
w41.-mqte ,neonw proposed, be thought it would pro-
toe hi itilltear.venience than at present existed:—
to
tit!Y tqettlliery°,riiinstance, if a Member happenedcould
tie: etob.the 11,,
ofe , question was put, he
ding into
itre",lP ookeJ4,and glonpt'lo Hanse by. a stair ireea
find
the
lilitt tho`4 taod Litasue,n . is arrival
.th
the lobby, or
tot ~" QII A ~tlq4inst who atone perhaps in
ate;tlter ANC Hat
he wished, to vote.
d
ER could
me that Into th
dult f the EXCHEQU
to
i„ th, , e !tells of the plan, but had only
Peildicg it. ElN'oltinittee were uuanimous in recom-
kid fohtlre of title° held himselfresponsible for the ex-
,kr tt\tcY de.,". 49'4 voted in th' . -
-ioti --,lit latioh from is aceoueby -
t the House,
to 'll'll 110,,
tAtte bkl the plan,
discussing a
he, !Rh v or t 4,0 hoarser they had
.been t
It
)Vth:elistorlieet the
00,.a wi.thout any ausendmea .
e.
ta etelteexpee„cii7raat.ion should cease.vt The,oe•Pe
h`e elwas etir te4,,,bt
..eotYi the lion, Baronet opposite
now
ht`pl %tea iidditiea6ai into a wrong ° • lobby the IVt,hl.! seeh' %a for
cot rea.son for maintaining pre.
kir.' hla, goad for
°t Ru!tlg in a hurry to a ehanaber
.t,i. ''Cl4t annuale ecinfeaion Id be the resulf. It
,weds ~. 411 " if
th wou
14
i. I,,uout I
1 "re could be no success in a
e,, h, oy 0, '4l Urea en
Welif l'elee -il lief°, ' • eh° shooting of Byng. was
MON -titto4 " lieu 's' ef TraLlgar. The failure
ktot
4:4
aierlb°3
Ayres preceded the success of
il•
44111Aeu- Ttle impeachment of Maceles•
, nottahled, and the decapitation of

Laud led to the purity on the 7i-Prcopal bench. Now no
such example had been nr,do of a culpable architect.
A member of that profossiou tails in every respect, but
' expeuids ao almost incalculable :ur.ount of public treasure.
Did it ant follow that if they wished to harn ticcess-
ful architect tlif'y should set en example, and cut off the
expenditure of the pres,nt?—(A laugh.)
Alderman HUMPHERY thought this some guarantee
should be given by the Chancellor of the Exchequer that
the estimate and plan would not he exceeded.
Mr. WAICLEY was one of those who thought the
alterations in the roof of the new House had produced a
great improvement with referenca -to sound. He did not
think that the new House had had a fair trial. Every
one knew that it was far more difficult to hear in a new
than in an old building.
The vile was then agreed to.
SAYINGS' BANKS.

On the next vote, 30,0001. for relief to a certain ex-
tent to the depositors in the late Cuffs-street Savings
Bank, in Dubtin.
The CHANCELLOR of the EXCHEQUER said that
the House was aware that a Committee had see on the
subject of the late failures of savings banks Ireland
Toe Lord Mayor of Dublin (Mr. Reynolds) was one of
the Committee, and he reminded the House of the fact
mainly that he might bear testimony ti the zeal which
the Hon. Menahsr had shown, and to the services which
he hed rendered the Committee on this question.—
(Hear, hear.) That Committee had made their report,
in which they had referred to the failures that had ma
curree, and particularly td that of the Celle-street
Savings Beek. in Dublin. Under all tee circuanst inces
of the case the Committee had thought it right to recous•
mend the Government to make a grant in order to meet
part o- the Lases sustained by the depositors in those
banks.
Sir J. GRAHAM requested the Right Hon. Gentle-
man the Chancellor of the Exchequer to give a rather
more detailed explanation with respect to that subject.
They were called upon to agree to that vote without
having seen the evidence given before the Committee.
He would ask whether that was a unanimous recom-
mendation of the Committee; and also why the precise
sum of 30,0001. had been fixed upon as the amount to be
voted? If the claim was an equitable one the entire
of it ought to be paid, and nut 10e. in the pound 'of it.
He would wish also to know what was the difference be-
tween the Tralee case and the Cuffee-street case.
The CHANCELLOR of the EXCHEQUER said
the recommendation of the Committee with respect to
the Cuffee-street case had been unanimous. A dif-
ference of opinion had existed as to other banks. The
Hon. Members for Kerry, Cork, Stroud, and the Lord
Mayor of Dublin bad been in favour of a similar mea-
sure of consideration being extended to all the other
banks. It was not a recommendation of the Commit-
tee that a payment of 10s. in the pound should be paid
to depositors ; but what was recommended was that it
should bc given as a sort of charitable donation.
Sir J. GRAHAM—A charitable donation, on the part
of the Government or the British public?
After a few words from the CHANCELLOR of the
EXCHEQUER, in explanation,
Sir J. GRAHAM said if it was a matter of charity, it
became a matter for their mature consideration; if it was
ono of justice, it would be unworthy-the British public
to make a compromise about it. Ile had looked at the
report of the Committee that morning, and he confessed
he had never read a report more difficult to understand.
He would repudiate the idea of giving charity out of the
public exchequer; but if it was a measure of equity and
justice, it should be fully and properly met. That was
a very important question which they had to consider,
and he could say there was no subject which was more
worthy the careful attention of the House. They were
called upon in a Committee of Supply, at the end of the
session, to vote 30,000/. for an object on which they had
but so little information. They could not tell where
that precedent might end if it were once established.—
(Hear, bear.) Ile believed there were some Scotch
cases, and also same English ones besides. Ii they were
to make a charitable interrention to meet defalcations
on the part of trustees, they could not tell to what extent
Parliament might be called aspen; but if this present
matter were one of law and justice the House should not
fail short of its duty, and its assistance should be ex-
tended to all cases in England and Scotland, as well as
Ireland.
The CHANCELLOR of the EXCHEQUER said the
distinction between the Cuffe-street 13euk and the others
was this—that in fact it had been insolvent 20 veers ago
(as the Right Hon. Gentleman was understood). Twelve
years ago the state of the bank had been brought under
the consideration of the Governmeatesf the day. It was
then thought to compel the bank to wind up its affairs.
In 1845 its condition had been brought under the notice
of the Commissioners, and they bad recommended the
bank to ba closed. But this had been refused to be done.
If the accounts had been wound up at the time, the loss
would not have been so great. The depositors in that
tank, who were of the poorer classes, :seemed to think
they had the security of Government for their money;
but as there was net the smallest chance of their obtain-
ing anything for them, the Commissioners had recom-
mended their case; but, at the same time, they did not
consider there was any legal liability.
Mr. H. HERBER, I' considered that those depositors
being of opinion that in depositing their money in those
banks they were doing so under Government security,
were entitled to some compensation. Ile could not,
however, see that any difference should be made among
those banks which had suffered from the defalcation of
their trustees. The result of the inquiry into the matter
had been, that those depositors had justice on their
side, and that the defaulters =fleeted with those banks
ought to be punished. If, then, the cause of the failure
of those banks lay with the National Debt Commis-
sioners, why not punish them. In the case of the Tralee
Bank, the conduct of Mr. Tidd Pratt had been con-
demned by the best judges in Ireland; and in the cave
of the Killarney Bank, where there were assets, he
had awarded twenty shillings in the pound to those
depositors who had deposited their money previous
to the passing of the Act of 1844, and three shillings
in the pound to those who had done so after the
passing of thug Act. It was said, that were the
elsims of those depositors conceded, those who had
suffered from the failure of such banks in England
would come in for a share; and he would say, it
their sufferings had been occasioned by the negli-
gence of the Commissioners of the National Debt, as
those of the depositors in the Irish banks had been, they
ought to be remunerated for their losses. He hoped
that some one would take up the question as one of ate
tional importance, involving to some extent the national
honour, as not until then would that justice be done to
those depositors which they were entitled to.
Mr. J. A. SMITH said that the Committee on this
subject had sat three sessions, and the evidence taken
before the Committee during the two past sessions had
been published and was before the House. The evidence
taken during the present session did not differ in the
least degree from that taken during the two previous
sessions, and it was not thought necessary that it should
be published. The circumstances attending the Cafe-
street failure were so discreditable to the managers,
that while the Committee felt that no blame was at-
tachable to the Commissioners of the National Debt, yet
there were circumstances connected with the case re-
specting the Communications between the managers
of the bank and the Commissioners of the National
Debt, which entitled the depositors to the eons
miseration of the Government. It appeared that
in 1831 there was a deficiency in the bank, and
the trustees offered to assign over the assets of the bank
to the Commissioners of the National Debt, but the offer
was not accepted. There was no doubt that had the
bank suspended its operations at that time, the losses to
the depositors would have been inconsiderable, and he
did not hesitate to admit that Mr. Tidd Pratt had made
the suggestion of carrying on the proceedings of the
bank at that time. The business accordingly went on
uutil 1838, when the large amount of the arrears attracted
the notice of the Commissioners of the National Debt. '
The bank finally closed with a deficiency of 64,000/.
They were forced to this by the fact that they had re-
ceived notices of withdrawals which they could not meet
on the following Wednesday. At that time they bad
1,9501. in the bank. What did they do? They absolutely
distributed this sum among their own friends who had
not given notice, excluding altogether those who had
given notice. The Committee decided that the deposi-
tors had no legal claim, but that they had a elaim upon
the sympathy of Parliament, which could not be re-
sisted. And new the question was whether the Chan-
cellor of the Exchequer was right in giving them ton
shillings in the pound, and next whether they ought to
take criminal proceedings against the trustees: He cer-
tainly wished to obtain something from the trustees,
confident that wilful neglect could be brought home
against many of them, though they might not be cog-
nisant of the frightful fraud which had been committed,
still he thought they ought not to escape without
punishment, He was of opinion that the Chancellor of
the Exchequer went as far as he could in proposing the
30,0001. to indemnify the depositors. With regard to
the Killarney Bank, Mr. Teld Prat was not in any way
to blame. The alteration made in 1844, which released
the trustees from responsibility, placed Mr. Pratt in the
position that he was obligel to pay the depositors pre-
vious to 1844 before he could pay any one else; the con-
sequence was, that the depositors previous to 1844 re-
ceived twenty shillings in the pound, while the others
received but three shillings in the pound. This was
strictly according to law, but he could not say it was
equally according to justice. The case of Tralee was
one which he hoped would be the last of the same
kind. Before Mr. Tidd Pratt could make an award he
was bound to fix the notice on the doors of the bank, but
as that was the actuary's house, and be had fled, there
was no bank; but Mr. Tidd Pratt did all he could, by
serving the trustees individually with notices.
Mr. REYNOLDS said the case of
the
Catrfhee. Cuffs-street e
Bank, in Dublin, was a special case, whether
trus-
tees or the Commissioners for redeeming the National
Debt were considered. If they bsd complied with the
provisions of the Act, and required a return of accounts,
or on refusal they had closed their accounts with the
bank, as the Act required, they. would have been obliged
to wind up their affairs, and the consequence would have
been that the depositors would have received, in 1838,
sixteen shillings in the pound, and in 1845 fifteen shil-
lings in the pound. He denied that this should be con-
sidered as a charity. The money was duo to those poor
people by the country, and they had no right to com-
pound with such creditors. He was told in Dublin it
was a packed Committee' but be said no, it was not a
" packed" but a " Select Committee." He did not mean
to say that it should be given as a charity; he was not
there to do so; but he demanded it as a tight, inasmuch
as it was by reason of the misconduot of officers of the
Government the failure took plat'. In his opinion,
they ought to pay the entire sum, with interest, to those
poor people who lost their all. He, however, accepted
it thankfully as au instalment, and acceptei.it with
gratitude. With regard to the Tralee and Killarney
Banks, groat injustice had been done by Mr. Tidd Pratt,
in giving 20;. in the pound to depositors before 1844,
and 3s. to those subsequent to that period.
Mr. J. A. SMITH, iu explanation of the third para-
graph of the report, where the word "illegal" occurred

33 regarded Mr. Tidd Pratt, said it was an expression
which did not, justly apply to that gentleman.
Sir J. G ItteEl.A.ll ele.,,erved, that until ho receirod his
Parliamentary papors Chas morning, he had not the
slightest idea the vote would be brought on; and as the
evidence was not yet prientil, they were under great
obligation to the chairman of the Committee for the ex-
planation he had given. The question they had to de-
cide on was of gyeat importance, and they were called on
to decide it on very insufficient leers, but he believed
that if the case were a just one, it should not be a pay-
ment of 10s. in the pound, but the entire sum. The vote
they were called on to give appeared to him to be an in-
correct one, for if they paid anything-, they should pay
64,0001., the entire sum due. The Right lion. Baronet
then detailed the embarrassment of the Cuff--street
Bank in 1831, and in 1838, when they were brought
under the notice of the Commissioners of the National
Debt; and also in 1845, and in 1848, when the Lank
was closed altogether. If all these things could be sub-
stantiated, is was a case not of charity; but of equity;
but, with the evidence they had before them, he vv.s not
prepared to express a decided opinion on the subject.
The chairman of the Committee had stated that the de-
positors had no claim either in law or equity.
Mr. REYNOLDS—Not equity; the word equity was
not named.
Sir J. G RAHAM—The chairman certainly used the
word equity, and if that were so, if it were for cosepas-
sion or sympathy, then what claim had the Cuffe-street
Savings Bank above Tralee, or Killarney, or Rochdale, I
or the other parts of England where failures in savings
bunks took place. At that late period of the session is
was inexpe'iient, in his opinion, to prese that vote, be-
cause, it they put it off until next session, they would
then have time to consider the whole subject, and to
legislate upon it, so as to protect fur the future the
working classes of this country.
Colonel DUNNE said that no fin ther evidence could
be taken, and he therefore saw no reason whatever for
postponing the vote until next session.
Lord CLAUD HAMILTON felt bound, on the part
of the 600 depositors, to return his sincere thanks to the
chairman of the Committee for the great care he evinced
on their behalf. With regard to what had been said of
the mismanagement of the trustees of these banks, the
Commissioners of the National Debt knew it, and yet
allowed them to go on year by year, from 1831 to 1845.
To that monstrous injustice he begged seriously to call
the attention of the Noble Lord at the head of the Go-
vernment, and to impress upon him the wrong and injus-
tice done to so many thousands of their suffering poor.
If the trustees neglected their duty—and they did so
grossly—the example was set them by those who should
have set them a better example, namely, the Commis-
sioners for the Reduction of the National Debt. He
called in two boys of the age of fifteen as arbitrators.
He instructed these sham arbitrators to disagree and
call him in. He was called in, and confined him-
self only to giving advice. If a man was called
in he had no right to give any advice till he had
made himself master of the subject, which he could
not have done, as it is said that he did not feel him-
self authorised to investigate the affairs of the bank.
Mr. Tidd Pratt had, under these circumstonces, recom-
mended the bank to be kept open. The Chancellor of
the Exchequer, with his usual eloquence, did his utmost
to prevent the case being made public.—(Divide.) It
was creditable to the Right Hon. Gentleman that he had
not allowed his former opposition to obscure his sense
of justice.—(The noise in the House, and the calls for a
division were so loud as to render the Noble Lord in-
audible.)
Mr. GROGAN said he thought the case so strong,
and it had been so fully argued, that he thought the vote
should at once be agreed to. If they postponed the
question for fuller investigation, much suffering, priva-
tion, and misery, would be felt by the unfortunate de-
positors.
Mr. HENLEY said they were asked to give the
money, without the Government laying down one single
principle in reference to it. They were not told whether
it was charity or justice. It was clear, from the report,
there was no legal or equitable claim. If that were
so, he thought six hours' consideration insufficient. If
it were charity, he had no objection. If it were a claim
of justice, they should pay in full. But, under the cir-
cumstances stated in the report, and upon the statement
of the Right Hon. Gentleman, without further considera-
tion he should be compelled to oppose the vote.
Mr. BROTHERTON said there was neither a legal
nor equitable claim upon the Government. The trustees
of these banks had declined to act upon the advice of
the Commissioners of the National Debt, to close the
bank. They had, therefore, no just claim, and be
should feel great difficulty in supporting it. If they
made a grant to any back, they must make it to all.
Mr. MORRIS said he should support the vote, and
hoped that the grants would be extended to %Vales.
Mr. SHARMAN CRAWFORD said that this was
not only an English, but it was en Irish question. He
put the claim as one of justice and equity. He did not
pretend there was a legal claim. Tao poor depositors
were destitute of any means of redress. He thought
the whole defalcation ought to be made good by the
Government.
Mr. BRIGHT said, that the case of the Cuffe-street
bank was of a peculiar nature, and if the circumstances
of the failure of the bank in Rochdale were similar
be should feel himself justified in applying to the
Government for the whole deficit. The Commissioners
of the National Debt had actually connived at the
insolvency of the bank. During two years no reports
came from that bank to the office of the National Dobt.
Some of the gentlemen in that office must have been
actually cognizant of the frauds committed in that
bank. They must have known that it must be
failure, and that they must eventually come to the Go-
vernment. There was no charity in it. The claim,
considering the gross neglect of the trustees and the
Government, was one of justice. The depositors in the
Rochdale Bank had been paid Its. in the pound by
the trustees and from various sources, and they had
given a release to the trustees. If the existing law was
altered, he had told the Chanceller of the Exchequer
that he would vote for making good the deficiencies.
But then there was no efficient audit or control. The
Cuffe-street bank stood upon different grounds to all
other banks. If he was called upon to vote for the pay-
ment of the whole 64,0001., he should feel himself com-
pelled to vote for it.
The CLIANCEELOR of the EXCHEQUER said
that.the case of the Rochdale Bank was described as
one of pure sympathy, and it was the same with all the
other banks. That did not constitute any claim upon
the Government. But the Cuffs-street bank was dif-
ferently situated, and so the Committee thought. The
distinction between that and all others was that the
knowledge of the deficiency was laid befor the Commis-
sioners for the Reduction of the National Debt, which
was in fact the Chancellor of the Exchequer of the day,
and for valid reasons, as was then thought, it was deemed
not advisable to take a step which would have led to the
winding up of the whole affair. Judging ex post facto,
he thought that a mistake had been made, and as that
mistake had been made from a consideration of the pub-
lic interest, to avoid increasing the panic, that bank had
a kind of claim upon the public, but whether it was one
of sympathy, of equity, or of charity, he could not pre-
cisely say. He could not draw a distinct line, but he
thought the circumstances constituted a claim, and if be
spoke for six hours he could not make the case clearer.
That was not the case with any other bank, and he
thought he need not say a word. more.
Mr. NAPIER said the case of the Cuffs-street bank
was not one of charity or sympathy. It was not a mere
mistake in the Commissioners for the Reduction of the
National Debt, but it was a positive neglect of duty on
their part. The depositors had the security of the local
trustees and the Government. The statute required them
to publish the affairs of the bank, and they had not done
so, and if by reason of that neglect, which was resolved
upon on grounds of public policy, as exposure would
have increased the public panic, there was a claim both
in law and justice.
The gallery was then cleared, and the Committee
divided, when there appeared—
For the vote ... a. 118
Against it ... ... 39
Majority ... —79
The vote was then agreed to, and the House se -
sumed.
Mr. BERNAL brought up the report on supply (re-
maining votes on civil service), which was agreed to.
WAYS AND MEANS.
The House then resolved itself into a Committee of
ways and means, and several votes for the service of the
year having been agreed to, the House. resumed.
The Customs Bill was read a second time.
The Marlborough House Bill was read a second time.
INSPECTION OF COAL MINES.
• Sir G. GREY moved the second reading of the Coal
Mines Inspection Bill. The necessity for such a measure
had been universally admitted, the Bill had received
much consideration in the other House, in which there
were large coal-mine proprietors; and he had also re-
ceived statements from the most important coal miners
in various parts of the country, approving of the Bill in
its present shape. Under these circumstances he would
nut detain the House by any lengthened observations,
but content himself by moving the second reading.
Mr. DISRAELI was somewhat surprised at the state-
ment of the Secreiary for the Home Department as to
the feelings of the owners of coal mines with respect to
this Bill. On the contrary, he had received statements
from some of the most extensive coal proprietors
'objecting strongly to the measure. me Right
Honourable Gentleman must also have been misin-
formed as to the reception of the Bill in the other
House of Parliament. It encountered a very determined
opposition, and gave rise to a long debate, though from
certain circumstances no division took place. The Bill
was a most hasty and precipitate piece of legislation
upon a most important subject. Whatever might be the
opinionferi ngof Hon.
with
the Mme employmentloe Members aos
cto a
ptiht
,a proprietyciu of
esti
question he
hien ter-
was
not indisposed to entertain upon sufficient grounds, it
would be admitted;that.they should clearly see the nature
and extent of the proposed interference. He thought
that if, at this late period of the session, the Right lion.
Gentleman would postpone legislation on the subject till
next session, and then introduce a Bill himself, it would
be far more satisfactory to all parties than the present
measure.

sertion. The whole of the colliers were in favour of the
measure, and he did hope that. the Right Hon. Barceet
would not he eleterrt•d from carrying a measure which
would entitle him to the perpeteal gratitude of that
valuable class of men.
had-
7rr.ercleEi:edDif4rltot: body
ibound to state, t' at connected
as he was with the gnat coal district of this country, he
approval of the principles or this Bill.
Mr. HUTCHINS, as au exttotnfsicvoealceortwl-nmerinsear hgi emn
se
er tf.
saw nothing in the measure objectionable, and hoped it
would pass into a-law.
Mr. WAWN opposed the second reading.
Mr. G. SANDARS said he had received from the
coal-owners of the West Riding of Yorkshire a general
approval of the Bill. •
Mr. LOCKE said that while he did not approve the
measure he repudiated the censure cast by implication
on those engaged in the ventilation of mines by the Ho-
nourable Member for Bodmin (Mr. W)13). He had him-
self been engaed in the study of the ventilation of
mines, and he felt bound to say
that there was a body of
practice! intelligence engaged in that department that
could not be equelled.—(llear hear.) They must not
expect that any GOvernment inspection could make the
number of accidents less numerous than at present, and
he only feared that the effect of the measure would be to
cause coal-owners to tranefer. their own responsibility to
the shoulders of the Government.
Mr. FORSTER, amidst cries of "Divide," said that if
the Hon. Member had blamed the men for the accidents
in nine cases out of ten, instead of the bad ventilation
of the mines, he would have been nearer the truth.
The Bill was then read a second time, and ordered to
be
Theeo m
ine
gt t
jezdt roa nt OTn
oitif r duedyg next.ment
ewat read a third time and passed.
The Landlord and Tenant (Ireland) Bill passed
through Committee pro forma, and was ordered to be
recommitted on Monday. s Office (Ireland) Bill
MUNICIPAL CORPORATIONS(IRELAND)BILL.
On the order cif the day for the third reading of the
Municipal Corporations (Ireland) Bill,
Mr. REYNOLDS complained that the Bill had been
forced through the House at every stage at an early
hour of the morning. The Secretary for Ireland and
the Solicitor-General for Ireland had, apparently, re-
solved to pass it at " all hazards, when
they well knew that if time had been given
every ward in the corporation of Dublin would
have unar.imously petitioned against the deprivation
of their rights and privileges.—(Hear, hear.) When
the Secretary for Ireland stated that the opposition
offered to this Bill was a compact, he should strongly
deny that assertion, for no such thing ever existed; but
it was natural that a municipal corporation, *hose
rights and privileges were violated and swamped by
such a measure,- should offer every opposition. pos-
sible to it. He considered that this Bill was as great a
blunder as number one Bill, which from its numerous
errors was necessarily withdrawn. He should add that
he did not see why he and his constituents should not
oppose a measure that tended to deprive the ratepaydrs
of their rights and privileges—namely, of the franchise,
of which they would be robbed by this Bill, He re-
gretted that the Right Hon. Beronet (Sir W. Somerville)
should array himself and his colleagues with the enemies
of the people of Ireland against the Irish people, and
he assured him that he and his constituents would raise
popular opinion against him on his return to Dublin.
The Bill was then read a third time and passed.
The Police Superannuation Fund Bill was read a ae
cond time.

The other orders of the day were then disposed o:
and the House adjourned at Half-past One o'clock.

PARLIAMENTARY _DIVISIONS,

From the Votes and Proceedings of the House of Commons.
FRIDAY, AUG. 2.
CRIME AND OUTRAGE ACT (IRELAND) CON-

Mr. MUTT, being' connected with the north of
.Eng-
land, hoped that the Secretary of Stile would not listen
to the suggestions of the Hon. Member for Buckingham
shire. The Hon. Member said he had received commu-
nications from extensive coal millers in opposition to the
Bill. He should like to know who they were, because
he had individually receivel statements from the most
Important coal-owners in the district with which he was
connected, stating that the Bill as amended was per-
fectly unobjectionable. He trusted, therefore, the Right
Hon. Gentleman would carry this Bill into a law this
year.

- Mr. WYLD said, the necessity for this measure was
shown hy;the tact, that 2,000 lives were lost yearly from
the defective ventilation in the 4 mines.—(Olt.) What
he said was true, and if it was not for the late hour of
the night, he would. produce statistical proof of his se-

SUN, LONDON', SATURDAY YRNING,

• • A-11 G UST 3, 1850.

rates and tolls at intermediate stations. The tendency,
therefore, netwithste.nding this multiplication of rail,
ways, is to mairea:r. tf-ei iliergee cerriege er or from
all stetions et w there ie no corepetifien tl:at, rate
which will render to the ra:le nes the greatest receipts
irrespective of the ei:tanee over which the traffic is con-
veyed, but depending entirety on what the traffic can
afford, and on the maximum rates fixed by Parliament.
" This difference in the cost of conveya,uce may have
a very serious local effect, giving advantages dependent
oe the will of the companies to One towe, port, or dis-
trict over another, varying Cie relative value of pro-
perty-, disarrangieg commercial or manufacturing inte-
rests, and canting fluctuations in a great measure irre-
spective of geographical position or otherwise existing
fecal advantages, which may not preponderate to such
an extent as to neutralize and difference in respect of
charges made by the railway companies.
" The effects and results upon the traffic of' the coun-
try of this multiplication of railways can only, however,
as yet be subject of conjecture, for it will be seen that
the greater part of the coreiietieg lines have come into
octiie operation during the past year, and that they form
but a small proportion of the cases which will arise; se-
veral other important lit.oa are now in course of con-
struction, end rapidly appreacing completion, which, els
they become opened, will greatly increase the raurnbe.r or
cases rfrailee.y competition. The effect to be produced
en rnilway companies themselves cannot, moreever, as
yet be rightly judged of; nor toe course they will adopt
to secure their interests; nor in what manner their pro-
ceedings will effect the interests of the public. In a few
cases, difficulties thrown in the way of an interchange of
traffic m.y operate to exclude the public from advantages
they might reasonably expect to receive; but probably an
understanding will generally be come to by which the
companies will divide the traffic in that manner which
they may consider naost. <advantageous to themselves,
irrespective el the intereses'of the public using their rail-
ways; but the intricacies of the question arising from
these causes are great and various, and have not as yet
fully developed themselves, and afforded information to
such an extent as to enable any just conclusions to be
arrived at as to the inconveniences which may arise, and
the measures, if any, to be adopted to secure the' public
interests.
" By a table incorporated in the report it appears that
at the end of 1849 there were about 6,030 miles of rail-
way which had been authorised by Parliament, and still
remained to be completed; that the principal part of the
lines opened during the year were among those autho-
rised in 1845 and 1846, and that the proportion of lines
sanctioned in those years, the powers for contracting
which have not been abandoned, is very great, being
one-third and three-fourths respectively, and a still larger
proportion for the year 1847.
" From a return prepared in the office of the Commis-
sioners, which has been presented to Parliament, it ap-
pears that on the 30th of June last 1,504 miles of rail-
! way were in course of construction, . and 5,132 miles of
authorised line had not been commenced, since which
time up to the end of the year 576 miles have been
opened fdr public traffic. It also appears that the num-
ber of miles in course of construction on the Ist of May,
1848, was 2,958, as compared with 1,504 returned on the
30th of June, 1849, as being in progress,' and since
in the same period only about 1,100 miles were com-
pleted and opened fur public traffic, it follows that, ac-
cording to tnese returns, all work has ceased on about
350 miles of lines which were returned as being in pre-
dress in 1848, and which for the present may be con-
sidered as abandoned or postponed until more prospe-
rous times.
"It is, therefore, to be inferred that no great length
of new line has been commenced since last year, and that
probably only about 1,000 miles out of the 6,030 miles
which still remained to be opened at the end of 1849
were in progress of construction at that time.
" The following table, compiled from returns which
have been prepared for Parliament, shows at the respec-
tive periods at which the returns were made, May 1,
1848, and June 30, 1849, a comparison of the number of
persons employed upon railways opened for public traffic,
and also upon those in course of construction in the
United Kingdom, from which it app.ars that the average
number per mile of railway in operation has been reduced
from 12,3 to 10.2, or 17 per cent., which may partly be
accounted for by it not being necessary to extend the
numbers employed in the general management in the
same ratio as the mileage of open line increases,
and also to the reduedons consequent upon in-
creased economy and greater efficiency in mechanical
details. The reduction in the number of persons em-
ployed in the construction of lines has loen very con-
siderable, amounting to 84,361 persons, against an in-
crease of only 3,280 employed upon lines open for
treffie, showing that 81,081 persons who in May, 1848,
were actively employed in some capacity upon railways
had been removed from this employment, and thrown
upon the general labour market of the country. Of this
number about 18,000 have been thrown out of employ-
ment in Ireland.
" This, added to the reduction in the previous year,
gives a total of nearly 150,000 who have been thrown
out of employment, and which will in the course of the
current year, unless some great change takes place in
railway affairs, be augmented, probably to the extent of
60,000 more, making an aggregate of 200,000 per-
sons, who may be considered as having been tr.m-
porarily withdrawn from other occupations by the
stimulus which railways received in 1845 and 1846,
and who must now seek a livelihood in other ways.

THE RAILWAY -B0.4R1).
The following is the Report of the proceedings of
the Railwaynoersi ie tl.e year 1849 t---
" TO THE QUEEN'S :I:0 2T :EXCELLENT NAJESTX.
" We, your Majesty's Commi;sioiters of Railways,
humbiY be-g to lay before your Majesty a report of our
proceedings in the year 1849.
In this year a very large increase hiss been made in
the railway communication of this country, but not to
the same extent as in the preceding yet.r, 1848, although
larger than in any other previous year. At the
commencement of tao year 5,127 miles of
railway were open for public truffle, including
some miles of mineral redway not noticed in our
previous reports. During the year the opening of 869
miles has been sanctioned by the Commissioners, of
which 630 miles are in England, 108. miles in Scotland,
end 131 Miles are in Ireland, making the whole extent
of railway communication at the end of the year
5,996 miles; the proportion for England being 4.656
miles, for Scotland 846 mike, and for Ireland 494 miles,
respectively.
" By a comparison with previous years it appears that
the average length of new lino included in each inspec- !
tion is very much leis then in arty preceding year; in
1848 the average. length was 13.5 miles; in 1849 it was
reduced to 9.5 miles. Tho number of first inspections
of new lines, therefore, although extending over a' less
mileage of railway, is Lot diminished, having amounted
in 1819 to 88, as compared with 87 in 1848,
the mileage inspected during the respective perigaris being
869 and 1,182; but a marked difference ha; occurred in
the number c f postponements of opening beyond the
time proposed by the different railway companies. In the
year 1848 the opening was postponed in only 11 instances,
whereas in 1849 it was found necessary in 42 in-
stances, which, with other causes, have required that,
altogether, 166 inspections of railways should be made.
The decrease in the average length of line included in
each inspection may be attributed to the gradnal open-
ing of small branches and short lines as links to com-
plete important communications, and partly to the
pecuniary embarrassments in which many railway
companies have been placed. The difficulty
of procuring funds, and the desire to increase re-
ceipts and to show an increased mileage of railway open
for the purposes of public traffic, has evinced itself by
many lines having,been reported to the Commissioners by
different railway companies as ready for opening and for
the conveyance of public traffic, which, upon inspection
by officers of this department, have not been found in
such a state that they could report that their opening
would not be attended with danger to the public using
the same. The reports of the inspecting officers having
reference to these particular cases, with such others as
appear to contain any matter of general interest, are
given in the appendix,
"By the opening of the East Lancashire Railway
from Liverpool to Preston, and from Burnley to Colne,
and by the completion of the Manchester end Hudders-
field Railway by the London and North-Western Rail-
way Company from Staley bridge to Huddersfield, two
entire lines are completed from Liverpool to Leeds, com-
peting with the Lancashire and Yorkshire Railway, which
in conjunction with the London and North-Western and
Midland Railways bad heretofore conducted the whole
of the traffic between those places. Tho routes are as
follow :
"On the East Lancashire, by Ormskirk, Blackburn,
and Accrington, to Colne, and thence on the Midland
line by Skipton to Leeds-89f miles dependent there-
fore upon the system adopted by these two companies
for the accommodation of the traffic.
" On the Lancashire and Yorkshire lines, by Wigan,
Bolton, and Bury, to Dewsbury, and thence by the
London and North-Western line to Leeds-81 miles ;
or proceeding flow Dewsbury to Normanton, and thence
by the Midland (91i miles) to Leeds, in each case de-
pending upon the united action of two companies.
"On the London and North-Western lines by Man-
chester and Huddersfield to Leeds (81k miles), entirely
under one management, with the exception of the Staley-
bridge branch, eight miles in length, and another portion
three miles in length of the Lancashire and Yorkshire
Railway, over which the London and North-Weetern
have powers to run.
" The route used formerly to he by the London and
North-Western to Manchester, thence by the Lanca-
shire and Yorkshire to Normanton, and on by the Mid-
land to Leeds, 931 miles.
"By the opening of the Leeds and Thirsk Railway
from the former town to Wetherby, a competing line is
completed for the traffic from Thirsk, the Newcastle
coal-field, and the North of England to Leeds, and the
manufacturing district round Manchester, shortening the
distance very considerably.' The old route by railway
from Thirsk to Leeds was 574 miles, to Manchester 97i
miles, which journeys can now be accomplished by tra-
velling 39 miles and 82 miles, respectively.
"The Manchester, Sheffield, and Lincolnshire Railway
Company have, in the present year, opened their line
for public traffic from Sheffield by Worksop and Gains-
borough to Glandford-brigg and Lincoln; thus confer-
ring the advantages of railway communication upon a
large put of Lincolnshire heretofore devoid of it, and
completing as an integral communication in
.their own
hands another route distinct from those heretofore ex-
isting from Manchester and Sheffield, and the important
districts surrounding those places to the east of England
and the Humber at the ports of Great Grimsby and New
Holland, opposite to Hull.
" By the opening of the North Staffordshire Railway
fromeMacclestield to littexeter, and of the Midland
Reit way from Burton to the Leicester and Swanning-
ton Railway, a more direct line is afforded from Man-
chester and the manufacturing districts, bordesine the
North Staffordshire Railway, to Derby and the counties
of Nottingham and Norfolk, &c.
" By the opening of the Shrewsbury and Birming-
ham and Shropshire Union Railways from Shrewsbury
to Stafford and Wolverhampton, railway communica-
tion is afforded through a very populous and import-
ant mineral and manufacturing district which before
was not readily accessible by railway. Tho Shrews-
bury and Birmingham line is, however, at present
isolated from the railways east and south of it, and,
therefore, does no; as yet give rise to any greet rail-
way competition by it and the Shrewsbury and Chester
Railway with the London and North-Western Railway
for the traffic to Chester and laiverpool, except from
the town of Wolverhamptoia and its immediate neigh-
bourhood.
" The Eastern Union Company having opened their
railway to Norwich, afford to the public an additional
line of communication to that town, competing with the
Eastern Counties, but dependent on the latter company
for the forwarding of the traffic between Colchester and
London.
" The opening of the Reading, Guildford, and Reigate
Railway from Reigate, to connect with the South-West-
ern line, near Farnborough, and
.thence on to Reading,
affords a more direct communication between the east
and west of England; and the opening of the North
Kent line by the same company to Gravesend connects
the important arsenals and dockyards of Chatham and
Woolwich with each other and the metropolis.
" No very important lines have been opened in 1849
in Scotland, those inspected having been principally ex-
tensions or branches of existing railways of minor impor-
tance. In Ireland, however, the lines opened appear to
the Commissioners of a highly important natere, not only
as conferring great benefits on poor localities, but as
affording important lines of communication in a national
point of view. The extension of the Great Southern and
Western Railway has brought the important city and
harbour of Cork within a seven hours'
.journey from
Dublin, being the time at present occupied by the mail
trains in traversing 164 miles, the distance by railway
between these two cities, and has also served to connect
the large and important harbours of Cork and
Limerick. Dublin is at present a twelve hours' journey
from London, so that Cork may be considered as
accessible within twenty hours from London. The
opening of the Dublin and B lfast Junction Railway
from Drogheda to Dundalk, and of the Dundalk and
Enniskillen Railway from Dundalk to Castleblaney, hae
reduced the journey very materially from the north of
Ireland to Dublin. It is to be regretted, however, that
the Boyne river still intercepts this railway communica-
tion. The bridge, being a very large and expensive
work, has not yet been commenced.
" The shove are the principal railways open in the
year 1849, from the position of several of which, as
links connecting other railways, and thus completing
fresh lines of communication between different parts
of the "country, a great competition arises between
some of the principal .cempanies. In some cases it
will be seen that they afford outlets to places of
shipment for the produce of inland districts, in others
they shorten the distance to be traversed between
important parts of the country, and in all cases it may
bo considered that they benefit the immediate localities
through which they pass; but the general effect of this
multiplication of lines upon the railway interests, and
the extent of benefit conferred upon the public, have yet
to be determined by experience.
" Where the competition between important. points is
not created by integral lines in the hands of only one
company, the benefit derived by the public will depend
upon the facilities of interchange, or for forwarding the
traffic at the points of junction with other lines. This
will to a certain extent apply where the railway of
one company joins that of a friendly company;
but where the forwarding of the traffic de-
pends upon the facilities to be afforded by a company
which may be a rival either for the same, or at some
other point for other traffic, it may readily be perceived
that there will be a strong inducement on the part of one
railway company to impede the traffic of the other, and
thus that the public would not derive the full benefit of
the two lines of communication, and the shortest, and
its all other respects the most advantageous route, may,
in some instances, bo effectually closed against all
through traffic from another line.
"In some cases, although the shorter route would,
under an united management, be most advantageous to
the public, the more circuitous one, even though not in
the bands of a single company, may be productive of the
having
i it the
bee rlooun
longer
greatest returns to that company which,
the traffic to the junction, would, by sending
journey, receive rates upon its own railway
fur a greater
mileage distance. This can be effected in a very great
degree by obstructions at the junction in the interchange
of traffiie, or by charging preferential tolls, and thus the
object of Parliament in authorising the construction of
the shorter line, on the ground of the advantages to be
derived in the conveyance of particular classes
of goods
to special markets by a shorter and more economical
route, and affording a, larger outlet for their consumption
at snore moderate rates, would be defeated.
"Competition by railways has also this peculiarity,
that they only compete for traffic at particular points,
and not throughout their whole length, as, although the
termini may be the same, they pass through and serve
different districts in their intermediate course, and there-
fore the reduced tariff of fares and tolls caused by com-
petition would, under the present condition of the law,
"which provides for equal rates for passengers and goods
carried over the same portions of railway, and under the
same circumstances, only apply to the points at and be-
tween which that competition arises and not affect the

Railways open. if ailways not open.
Average
Line in 'Average
No. of of per-
c)urse No. of of per-
- Length per- sons ein- Sta-
of con- per. sans em-
of sons ployed tions. sons pl. yed
Line. ein- per strut-
I tins. cm- per
p:oyed mile. iployecl. mile.
1848. Miles. Mlles. I
May 1.. 4,252 52,688 12.3 1,321 2,958 188,177 63.6
•
1849.
June 30.. 5,447 55,965 10.2 1,850 1,504 103,814 69
Increase 1,1951 3,280 529 8.4
Decrease 2.1 1,454 84,361

" A comparison ot results derived from stmistlcal in-
formation, obtained from railway companies by the Com-
missioners ot Railways, and which have at various times
been presentcd to Parliament, tends in some measure
to explain the depreciation to which railway property is
now subject. The increase in the length of line open fa
public traffic during each et the years 1847, 1848, and
1849, has been at the rate of 30.30, 24.28, and 21.63 per
cent, respectively; whilst the average receipts per mile,
from all descriptions of traffic, has decreased during the
same years in theratio of about 9.22, 6.96, and 13.27 per
cent. respectively, and this whilst the gross receipts upon
all the railways has steadily increased in the ratio of
12.49, 16.71, and 12.75 per cent., for the same periods,
ending in June in each of the years 1847, 1848, and
1849, respectively. These results cannot be compared
directly with any statement of capital sums expended in
the construction of railways open for traffic, and which
are therefore receiving, or entitled to receive, interest
from the net available profits accruing from the traffic on
the railways. It would, however, appear, generally,
that lines or branches have been made the traffic
upon which has either not been developed or has
not come up to the anticipation of the projectors, or
that railways have increased in a more rapid degree than
that at which the resources or the country eau supply
traffic sufficient to yield the remunerative returns antici-
pated from the expectations raised at former periods,
when only trunk-lines had been constructed, over which
a very large proportion of the present traffic is carried.
Probably all these causes have been in operation, to a
certain extent, with others, to produce the existing de-
preciation of railway property.
" It may, however, not be uninteresting to consider
the nature of this description of property a little more in
detail. The following table, compiled from returns pre-
pared in the office of the'Cotnmissieners, shows the
amount raised by railway companies in the country at
the end of 1848.
" It will be seen that the increased amount raised by
shares and loans during that year amounted to
33.234,817/., and that the aggregate expenditure was
200,173,058/., of which 43,664,480/. was raised by loans
bearing an average rate ot interest of 4i per cent., and
being, therefore, au annual charge upon the permanently
invested property of 2,020,334/.
" Table compiled from statistical returns to Parlia-
ment, showing the amounts raised by Railway Compa-
nies in the years 1848-9, with•the gross receipts for the
same period :

Amounts raised by nallway Companies.

By Loans.
Average Total.
By Shares. Amount.
,Interest. Rate
per Cent.
• -- --
Z. X. I Z.
Z.
126,149,476 40,788,765 r
. • 166,938,241
56,508;578 43,664,4801 2,020,334 4% 200,173,058
30,359,102 2,875,715 .„
.. 33,234,817
2,419,098 273,201 .. .. 2,692,299

End of 1847

„ 1848

Increase
for 1848

Raised by
b 9 corn-1
panics,
who have
not com-
menced
their
works.

" ./.Itho.ugh the Commissioners cannot at preseut as-
certain with accuracy the increased amount raised in
1549, they believe that the total, by shares and loans,
will be found to be considerably less than in 1.248, and
probably not far exceeding 20,000,000/.; and that, there-
fore, the total amount expended upon railways at the
end of 1849 did not exceed 220,000,0001.
" It' the Commissioners are correct in considering, as
before stated, that about 1,000 miles of railway were in
course of construction at the end of 1849, by assuming
that each such mile has had 20,000/. expended upon it,
\V hich it is believsd is\ rather iu excess of the correct
sum, if it could be ascertained; and if the amount be
still further reduced by the sum of 2,692,2991, which
has been raised by 59 railway companies upon whose
lines the works had not at that period been commenced,
it would appear that at the end of 1849 the 5,996 miles
in operation represented a capital of about 197,500,0001.,
showing for works, stations, plant, &c., an expenditure
of about 33,000/. per mile in the construction of the line
and the provision of the necessary plant and material
for working.
" The gross receipts from all the railways in 1849
amounted to 11,806,0001., from which if the working ex-
penses he deducted at the rate of 43 per cent., being
about an average taken from the published statements of
a number of the principal companies, there remains a
net available profit of about 6,729,4901., to remunerate the
holders of property to the amount of 197,500,0001., or at
the rate of 3.40 per cent.; and it therefore appears that
all sums raised at a higher rate of interest than this must
reduce the aggregate revenue available for the remune-
ration of original proprietors.
"In consequence of the larger rate of interest, 4-a
per cent., borne by the sums raised on loans, this pre-

rage rate of interest to sharchorers canape be st.ted at
were than 3 par cent. on the rggr-date of ell the rail-
weya in the kingdom at the present rate .6t' dir!tiend.
This, however, may be erpccted to improve from several
causes; amongst others, inTrovements inmachinery
conseeuent redaction in working expenses, sled the regu-
lar and gradual increase of traffla before stated, which it
may be considered is due to increased population, deve-
lopment of trade, and a greater appreciation of the bene-
fits of railway transit.
"From another return prepared to an order of the
Rouse of Commons, it appears that in the session of 1849
an additional sum, amounting to 3,155,332/, was autho-
rized to be raised, of which 594,832/. may be raised by
Jones, which, being added to 143,717,7731., the total
amount which at the end of 1848 the various railway com-
panies retained powers to raise, either by existing or by
new shares, or by loans, will give a total sum of
146,873,1051., from which, if 20,000,0001. he deducted,
being the sum assumed to have been raised in 1849, it
would appear that railway companies retained, at the end
of 1849, powers to raise the sum cf 126,873,1051.; of this
25,200,3831. was held by iifiyanine railway companies,
who at the end of 1848 had net begun their works,
1,507 miles in length, and it may therefore be concluded
that a large proportion of this latter sum will, in ad
e
itoehoofic.oosfor, deduction eosrdto.ahru;u.ilecewtiftilbaioo3:nn ttPohhutee. rr3ePa;:r.:
completion
of
noatphot peto:obbetwahof obecuirrntl
Itt ti:o;oroa
commenced,
after
bebeesmoe,
duatr:tknalai:
insOnegt;
prodhbiy, us at
present sanctioned by the Legislature, a large proportion
mayor will be commenced, and the capital, therefore, not
be required.
"From the returns of accidents made to the Commis-
sioners by the several railway companies, ahstrncts of
which are attached to this report, it appears that during
the year 1849 only five passengers were killed from
causes beyond their own control, being a great reduction
on the number thus returned in the preceding year. The
number returned as injured by accidental causal beyond
their own control has also been very much decreased,
being one-third less than in 1848. The whole number
of passengers killed in the three years 1847, 1848, and
1849 were 30, 21, and 23; and of persons employed
upon railways 124, 138, and 127, respectively. The
number of trespassers and other persons neither pas-
sengers nor employed in any capacity upon railways
which have been killed has amounted to 57, 43, and 52
for the three years 1847, 1848, and 1849; of these last
three were determined cases of suicide.
" Considering that the passengers who availed them-
selves of the railways in this country fir the purposes
of locomotion amp unted in the year 1829 to the very
large number of 68,841,539, being an increase of 10
per cent. upon the preceding year, and of 16 per cent.
upon the number conveyed in 1.847, it is most. Batista°.
tory to perceive that there has not been a corresponding
increase in the number of accidents.
"In the case of a serious accident by which five per-
sons were killed and several horses killed or injured on
the night of the 10th of February, 1849, near nockliffe
on the Caledonian Railway, the Commissioners sent
down one of their inspecting officers, who, after in-
quiring into the attendant circamstances, reported that
it was caused by one of the wheels of the tender chang-
ing its position upon its axle whilst the train was in
motion, and so breaking up the road and causing the
greater part of the train to be projected down an em-
bankment about ten feet in height. The luggage-van
next to the tender, and a first-class carriage, remained
on the line, as also did the last carriage of the train, the
injury having occurred principally in a central carriage,
immediately preceding a heavy-post-office van, in which
the post-office clerks were employed in sorting letters. It
appeared to the inspecting officer that the wheel had been
improperly fitted in the first ins:ance in the manufac-
tory, and as a great number of wheels, fixed in a similar
manner, were in daily use upon railways, and the accident
had occurred to this wheel after it had travelled from
12,000 to 13,000 miles, the Commissioners caused a cir-
cular to ho sent to the railway compaines calling atten-
tion to the remarks of the inspecting officer upon the
advisability of an examination of all wheels so fixed, and
the adoption of measures to prevent a recurrence of a
catastrophe.
"The Commissioners think it right to advert shortly
to a ease of considerable interest to an important mineral
district in Monmouthshire, in which their assistance was
sought in the adjustment of difficulties which arose be-
tween the proprietors cf the Monmouthshire Railway and
Canal and the mining and manufacturing interests, to
which they afford the only outlet to a port for the ship-
ment of their produce. This district is one which, as its
mineral resources have become developed, has provided
itself with canals, and then with tramroads, upon which
for many years locomotive engines have been used, as
also horse-power. The canals and the principal tram-
roads are the property of the Monmouthshire Railway
and Canal Company, but there numerous other tram-
ways belonging to individuals and other companies
which are connected with them, and to which they afford
the only means of arriving at the town of Newport, the
shipping place of the district.
" The railway company having obtained Acts of Par-
liament by which they were to adapt their lines for loco-
motive traction, and to carry passengers, proceeded to
take steps for the alteration of their lines from tramways
to edge railroads; but as the roiling stock in use was the
exclusive property of other parties who worked over the
tramways paying toll, the proposed niteration, involving
very considerable expense to those parties, as well as
prospectively to those who owned the various branch
tramways, produced great discontent in the district
among the various mining and manufacturing interests,
arid memorials wore sent to the Commissioners praying
their interference.
" These memorials having been forwarded to the rail-
way company, it appeared that the intervention of the
Commissioners might be useful in adjusting the matters
of difference, and they accordingly sent an officer to in-
spect the lines and examine into the circumstances com-
plained of, whose report having been forwarded to the
c impany, they 'expressed their willingness to adopt the
suggestions contained in it, as calculated to promote the
interests of the company and the welfare of the district.
"During the year 1840 it has become the duty of the
Commissioners, in consequence of memorials received
from seve:al towns and from many influential persons on
the line of the Oxf e.d, Worcester, and Wolverhampton
Railway, to consider the course to be adopted with re-
ference to the completion of that railway, under the
powers vested in them by the 131st section of that rail-
way company's Act, 1845, by which it is enacted that, in
the event of the Oxford, Worcester, and Wolverhampton
Company failing to complete their railway and branches
authorized by that Act, by neglecting at any time to
proceed therewith in such manner as to afford a reason-
able security for the completion thereof within the afore-
said period, it shall be lawful for the said Great Western
Railway Company, after giving one month's notice of
their intention so to do, to enter upon the said railway,
and to proceed with the construction thereof, and to
exercise all or any of the powers of the company
hereby incorporated in relation thereto, and it at
any time the said company hereby incorporated
shall, in the opinion of the Board of Trade,
fail to proceed with the construction of the said rail-
way in manner aforesaid, the Great Western Railway
Company shall, on being required so to do by the said
Board, enter upon the said railway, and shall complete
the same as aforesaid; and in such an event it shall not
be lawful for the company hereby incorporated, or the
directors thereof, at any limo from and after such entry
as aforesaid, unless with the special consent of the said
Board of Trade, to declare; make, or pay any interest or
dividend upon any of the shares in the said undertaking
or to the holders or proprietors thereof, until after the
whole of the said railway shall have been constructed
and opened for public use.'

" A number of petitions having been received towards
the end of August and September, setting forth that the
Oxford, Worcester, and Wolverhampton Company were
stopping their works throughout their whole line, and
praying that the Commissioners would require the Great
We.tern Company to enter upon the railway and com-
plete it, the Commissioners communicated with the
companies, and caused the railways to be inspected by
one of their officers, who reported that it was about
half constructed, that a great portion between Evesham
and Dudley, including the branch to Stoke, was com-
pleted, with the exception of the permanent way and
stations; that on the part of line between Oxford and
Evesham much had been done, and the works were in an
unfinished state, causing, in some few instances, inconve-
niences to the neighbourhoods in which they were si-
tuated, and interruptions to .the traffic on the public
roads ; that in this state the works were apparently
abandoned, there being no men to be seen at work on
the line, and that the postponement of the works was
producing serious injury to them, and was likely,
therefore, to cause an enlarged expenditure, if much pro-
longed.

The Commissioners also saw deputations from the
companies Oct this subject, and being fully satisfied that
the Oxford, Worcester, and Wolverhampton Company
were failing to proceed with the construction of their
railway, so as to afford a reasonable security for its com-
pletion within the period authorizA by their Acts, and
having given the notice to the companies, they at length
called upon the Great Western Company, by a requi-
sition bearing date the 17th of January last, to enter
upon the Oxford, Worcester, and Wolverhampton Rail-
way, and complete it. The papers connected with this
subject will be found in the appendix.
" An instance in which the Commissioners had deemed
it their duty to interfere and institutelegal proceedings is
in the case of the Edinburgh, Perth, and Dundee Railway
Company. The 11th section of the Act 7 and 8 Vic-
toria, c. 85, provides that it shall be lawful for the Post-
master-General to send any mail guard with bags
nct exceeding the weight of luggage allowed to any
other passenger, by any train other than a mail train,
upon the same conditions as any other passenger. It
appears that for some time the mail bags on this line
were forwarded under the charge of mail guards travel-
ling at the fare of second-class passengers by ordinary
trains; the company, with a view to obtain a higher rate
of payment for the conveyance of the mails, determined
to refuse to allow the mail guards to take up or leave
bags at any of the intermediate stations, and to prohibit
any persons being admitted to the station platforms for
the purpose of giviug bags to, or receiving bags from,
the guards, unless payment was made for each bag as a
parcel. The Postmaster-General being of opinion that
this course, if persisted in, would compel an increased
expenditure on the part of his department for railway
services, and deprive towns on the line of part of the
accommodation which they enjoy, represented to the
Commissioners that it would be desirable to enforce the
provisions of the statute. The Commissioners, being
advised that the company are bound to carry the mail
bags and guards, as required by the Post-office, have
issued their certificate for the law officers of the Crown
to take the necessary measures to enforce a compliance
with the provisions oF the General Act for the Regula-
tion of Railways, 7 and 8 Victoria, c. 85.
"Tee reports made by the Commissioners on subjects
connected with railways in the colonies, which were re-
ferred to them in 1849, are given in the appendix. The
several clauses inserted in railway Acts of last scission
by Committees of the House, or at the instance of other