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

SATURDAY

sertion. The whole of the Colliers were in favour of the
measure, and he,did hope that the Right Hon. Baronet
would not be deterred from carrying a measure which
would entitle him to the perpetual gratitude of that
valuable class of men.
. Mr. HEADLAM was bound to state, that connected
,as he was with the great coal district of this country, he
hadl received from the body of coal •owners a general
approval of the principles of this Bill.
.jr. HUTCHINS, as an extensive coal-miner himself,
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 getiervi
approval of the Bill.

-Mr. LOCKE sid. that while he did not approve the
measure ho repudiated, the censure cast by
implication
on those engaged in the ventilation of mines by the Ho-
nourable Member for Bodnain (Mr. Wyld). He had him-
self been engaged in the study of the ventilation of
mines, and he felt bound to say that there was a body of
practical intelligence engaged in that department that
could not Le‘ equalled.—(Flear, hear.) They must not
expect that any. Government inspection could make the
number of accidents loss numerous than at present, and
he only feared that the effect of the measure would be to
cause coal-owners to transfer their own responsibility to
the shoulders of the Government.
Mr. FORSTER, amidst cries of " Divide,'4 said that if
the Hon. Member hictblanaed 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 committed on Thursday next.
The Registration of Judgments Office (Ireland) Bill
vrat 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.
MUNICIPAL CORPORATIONS (IRELAND)BILL.
On the order of 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 bad been given
every ward in the corporation of Dublin would
have unanimously 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, whose
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
blander 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 ratepayers
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
ha assured him that he and his constituents would 'raise
poputar opinion ag&inst him on his return to Dublin.
The Bill was dicta read a third time and passed.
• The Police Superannuation Fund Bill was reads se•
cond time.

The Other orders of the day were then disposed of,
and the House adjourned at Hale-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-
TINUANCE (No. 2).

Motion made, and Question proposed, " That leave be
given to bring in a Bill to continue, for a time Co be limited,
an Act of the eleventh year of her present Majesty,' for the
better prevention of Crime and Outrage in certain parts of
Ireland :"—Amendment proposed, to leave out from the word
" That" to the end of the Question, in order to add the
words " the distressed people of Ireland have borne un-
exampled sufferings, produced by famine, and by evictions
from the soil, with praiseworthy submission to the Laws ;
and it is the opinion of this House, that it is not just to
renew and continue measures of coercion subversive of the
Constitutional rights of the Irish People as British Subjects,
whilst the redress of acknowledged grievances connected
with the Laws which regulate the relations of Landlord and
Tenant, recommended to the consideration of Parliament in
her Majesty's Speech, has been neglected or postponed," in-
steid thereof: Question proposed, " That the words proposed
to be left out stand part of the Question ;" Debate arising;
Motion made, and Question put, " That the Debate be now
adjourned." The House divided :

MINORITY-AYES, 29.
Hume, Joseph Scully, Francis
Keating, ;Robert Tenison, Edward K.
Kershaw, James Tennent, R. J.
M'Cullagh, W. T. Thompson, COlonel
O'Brien, Sir Timothy Thompson, George
O'Connell, M. J. Walmsley, Sir J.
Pechell, Sir G. Williams, John
Pilkington, James
Reynolds, John TELLERS.
Salwey, Colonel Ansley, T. C.
Scholefleld, William Moore, 0. U.

Bass, Thomas
Bright, John
Cobden, Richard
Crawford, W. S.
Devereux, J. T.
Duncan, George
Fagan, William
Fox, R; M. •
Fox, W. J.

Grace, 0. D.
Greene, John

MAJORITY-NOES, 89.

Baines, M. T. French, F.
Baldwin, Barry Frewen, C. IL
Bellew, R. M. Fuller, A. E.
Beresrord, William Goddard, A. L.
Berkeley, Admiral Gordon. Admiral
Blackall, S. W. Grey, Sir George
Blair, Stephen Grey, It. W.
Booth, Slr R. G. Grogan, Edward
Bouverie, E. P. Gwyn, Bowel
Brotherton, J. Hamilton, G. A.
Burrell, Sir C. Hamilton, Lord C.
Cabbell, B. B. Hatchell, John
Carter, John B. Hawes, Benjamin
Chatterton, Colonel Henley, J. W.
Clay, James - Herbert, H. A.
COCK burn, Alex. Heywood, James
Cowper, W. F. Hothouse, Sir John
Craig, Sir W. G. Bodges, T. L.
Davies, D. A. Hernby, John
Dickson, Samuel JoUM, Sir W. G.
Dodd, G. Jones, Captain
Dundas, Admiral Labouchere, Henry'
Dundas, Sir David Lasedles, W, S.
Dunne, Colonel Lewid, G. C.
Ebrington, Lord Matheson, Colonel
Elliot, J. E. , Maule, Fox
Ferguson, Sir R. Mostyn, E. M.
Fitzpatrick, J. W. Mullings, J. R.
Fortescue, Chichester Napier, Joseph
Fortescue, J. W. Ogle, S. C.
Freestun, Colonel Packe, C. Iv.

Paget, Lord A.
Paget, Lord C.
Parker, John
Patten, J. W.
Pennant, Hon. Cel.
Plumptre, J. P.
Pugh, David
Plowden, W. H.
Rich, Henry
Romllly, Colonel
Russell, Lord John
Scrope, G. P.
Seymour, Lord
Shell, H. L.
Simeon, John
Somerville, Sir W.
Spooner, R.
Stafford, Augustus
Stanley, E. H.
Stanley, W. 0.
Thornely, ThomaS
Vane, Lord H.
Watkins, Colonel
Wellesley, Lord C.
Wilson, James
Wilson, Matthew
Wood, Sir Charles

TELLERS.
Hayter, W. G.
Hill, Lord M.

SUPPLY.
(IN THE COMMITTEE.)
Motion made, and Question put, " That a sum not ex-
ceeding 300001. be granted to her Majesty, to enable her
Majesty to afford relief to the Depositors in the late Cuffs-
street Saying.) Bank, in Dublin." The Committee divided :-
. MAJORITY—AYES, 118.
Adair, R. A. Grey. Sir G. Nugent, Sir Percy
Bailey, Joseph Grey, Ralph W. O'Connell, M. J.
Baines, M. T. Grogan, E. Ogle, S. O.
Baring, Sir P. Hallyburton, Lord Page. A.
P,arnard, E. G. Halsey, T. P. g,
et, Lord C.
Bellew.Pa R. M. Hamilton, Geo. A. Paget, Lord G.
Berkeley, Admiral Hamilton, Lord C. Palmerston, Vis.
Blackall, S. W. Hatchell; John Parker, John
Booth, Sir It. G. Hawes, is, Patten, W.
Bouverie, E. P. Hayes, Sir E. rerket, It.
iVowles, Admiral Headlam, T. E. Rawdon, Colonel
Bright, John Herb:rt, 11. A, Reynolds, John
Brooke, Sir Arthur Heywood, James Rich, Henry
Millbury, E. H. Hobhouso, Sir J. Robartes, T. J.
Caulfterton eild, J.
Colonel M. Hobhouse, T. B. Romilly, Colonel/
cnat, Hodges,,T. L. Romilly, Sir John
C la
Childer3, J. W. Holland, Robert Russell, Lord John
y, James Howard, Lord E. Seymour, Lord
Clements, Charles Howard, Sir It. Shell, R. L. Clive, R. H. Hutchins, E. J.
Shelburne, Earl of Cockburn, Alex. Hutt, William .
Simeon, John
Corry', H. Jones, baptain Smith, J. A. Cowper. W. F. Keating, Robert Somers, J. P.
Craig, Sir W. G. Labouchere, Henry Somerville, Sir W.
Crawford, W. S. La.scelles, W. S. Spearman, Henry
Dawson, T. V. Lennard, T. B. Spooner, Richard
Devereux, John T. Lewis, G. C. Stafford, Augustus
Dickson, S. Locke, Joseph Taylor, Thomas E.
Dundas, Admiral M'Callagh, W. Tenison, E. K.
Dundas, Sir D. Manners, Lord J. Thompson, Colonel
Dunne, Colonel Matheson, Colonel Verner, Sir W.
Ebrington, Viscount Maine, Fox IVesthead, J. B.
Elliot, John E. Meux, Sir Henry Wilson, James
Ferguson, Sir R. Moore, George H. Wilson, Matthew
Forster, Matthew Morris, David Wood, Sir Charles
Fertescue. Chichester Mostyn, E. DLL. Wyld, James Freestun, Colonel Mullings. J. R.
Goddard, A. L. Naas, Lord
Grace, 0. D. Napier Joseph
Greene, John - yi,u_,
011 ..,
John
Greaten, Charles W: Norreys, Sir D.

TELLERS.
Hayter, W. G.
Rill, Lord Marcus

Alcoa, Thomas
Arkwright, George
Baldoek, E. H.
Baldwin, Barry.
Bass, li. T.
Boldero, H. George
Broadley,
Brotherton, Joseph
Cabbell, B. B.
Carew, W. H. P.
Christy, S.
Currie, H.
Davies, D. A.
Disraeli, B.

MINORITY—NOES, 89*
Dodd, G. Plovvden, W. H.
, Douglas, Sir C. B. Solway, Colonel
Duncan, George Sandars, George
Forester, G. C. Sibthorp, Colonel
Graham, Sir J. Smith, Vernon
Gwyn, Howel Thornely, T.
JoWife, Sir VT. H. Turner, George
Kershaw, James Waddington, H. s,,
Langston, J. H. Wawn, J. T.
Lygon, General Williams, John
Morgan, 0. Willoughby, Sir H.
Muntz, G. F. TELLERS.
Tooke, C. W. Henley, J. w,
Pechell, Sir G. Heald, James

BARON ROTHSCHILD.

TO THE EDITOR OF THE SUE:

Sla,—Lord John Russell having declared on Friday
evening that if the Member for London claimed on
Monday to be heard by counsel he would not oppose,
the opportunity appears tote given for re-opening the
whole case, and bringing to bear on it a now fire of the
most vigorous intellect that can be oollected within the
country,
After the letter you did me the honour to insert in
your paper of yesterday, it is scarcely necessary for
rue to say I view • the circumstance as eminently for-
tunate.

I am, Sir, your obedient servant,
LAYMAN.

London, 3d August, 1850.

VAUXIIALL.—Tun BAL MASQUE. The " Bal
Masque" was last night attended by the usual votaries of
amusements of this sort, and by a large number of persons
as spectators of the sports. The great influx of " charac-
ters" was at twelve o'clock, when the groups of Highlanders,
couriers, brigands, rustics, and sylphs mustered in good force.
The dancing was incessant for some hours, the heat of the
weather and the density
of the atmosphere seeming to invi-
gorate rather than relax the sinews and muscles of the per-
formers. The noisy efforts of the monster band excited the
(lancers to almost uncontrollable agility, and their move_
meats were certainly more vigorous than elegant. Mr. M.
Barnett, the manager of the gardens, end a dozen or two as-
sistants, kept order and made proper arrangements to pre_
vent confusion. The supper tables and the saloon were
crowded with parties, some in the disguise of masks and
dominoes, and some in the happy state of exhilaration which
no disguise can conceal. Everything, however, was well-
conducted, and though a good deal of somewhat coarse re-
partee was exchanged, there was sufficient decorum preserved
to restrain without extinguishing the inevitable exuberance
of mirth on these occasions.

THE RAILWAY BOARD.

The following is the Report of the proceedings of
the Railway Board in the year 1849 :--
"TO THE QUEEN'S MOST ECELLENT MAJESTY.
" We, your Majesty's Commlisioners of lieilwaYs,
humbly beg to lay before y Majesty, a repot of our
proceedings in the year 18Me
"In this year a verylarge increase has_ n made in
the railway communication' of this country, but not to
the same extent as in the preceding year, 1848, although
larger than in any' other previous year. At the
commencement of the year 5,127 miles of
railway were open for public traffic, including
some miles of mineral railway 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,
and 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 miles, and for Ireland 494 miles,
respectively. .
" By a comparison with previous years it appears that
the average length of new line included in each inspec-
tion is very mach less than in any preceding year; in
1848 the average length was 13,5 miles; in 1849 it was
reduced to 9.8 miles. The number of first inspections
of new lines, therefore, although extending over a less
mileage of railway, is not diminished, having amounted
in 1849 to 88, as compared with 87 in 1848,
the mileage inspected during the respective periods being
869 and 1,182; but a marked difference has occurred iu
the number cf 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 avernge length of line included in
each inspection may be attributed to the gradual 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 bean placed. The difficulty
of procuring fends, 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 eases, with such others as
apt:ear to contain any matter of general interest, are
given in the eppendix,
"By the opening of the East Lancashire Railway
from Liverpool to Preston, and from Burnley to Colne,
and by the completion of the Manchester and 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 'had heretofore conducted the whole
of the traffic between those places. The routes are as
follow :

"On the Ea3t Lancashire, by Ormskirk, Blackburn,
and Accrington, to Coke, and thence on the Midland
line by Skipton to L4eds-89i miles -dependent there-
fore upon the system adopted by these two companies
for the accommodstlou 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 frow Dewsbury to Norreauton, and thence
by the Midland (91/ miles) to Leeds, in each case de-
pending upon the united action of two companie!.
"On the London and North-Western lines by Man-
&ester arid Huddersfield to Leeds (811 miles), entirely
under one mancgement, 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-Western
have powers to run. _

" The route used formerly to Le by the London and
North-Western to Manchester, thenoe 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 part 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
frrm Macclesfield to Uttoxeter, and of the Midland
Railway from Burton to the Leicester and Swanning-
ton Railway, a more direct line is afforded from Man-
chester and the manufacturing districts, bordering the
North Staffordshire Railway, to Derby and the counties
of Nottingham and Norfolk, &o.
" 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. The Shrews-
bury and Birmingham line is, however, at present
isolated from the railways east and south of it, and;
therefore, does not as yet give rise to any great rail-
way competition by it and the Shrewsbury and Chester
Railway with the London and North-Western Railway
for the traffic to Chester and Liverpool,* except from
the town of Wolverhampton and its immediate neigh-
bourhood.

" The Eastern Union Company having opened their
rail xay to Norwich, afford .to the public an additional
line of communication to that town, competing with the
Eootern Countias, 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- %V eet-
ern line, near Farnborough, and thence on to Reading,
affords a more direct communication between tbo 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 inaportact lines have been opened in 1819
in Scotland, there inspected having been principally ex-
tensions or branches of existing railways of minor impor-
tenee. In Ireland, however, the linen opened appear to
the Commissioners of a highly important nature, not only
as conferring great benefits on poor localities, hut us
affording important lines of communication in a national
paint of view. The extension of the Great Bouthern 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 railwey
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. Tee
opening of the Dublin and B. lfast Junction Railway
from Drogheda to Dundalk, and of the Dundalk and
Enniskillen Railway from Dundalk to Castleblaney, has
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 communicae
tier). The bridge, being a very large and expensive
work, has not yet been commenced.
" The above are the principal railways open in the
year 1849, from the poaltion 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
sense of the principal companies. 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 tc) bo traversed between
important parts of the country, and in all cases it may
be 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
is all other respects the most advantageous route, may,
in some instances, be effectually closed against all
through traffic from another line.
"In some cases, although the shorter rotate would,
under an united management, be most advantageous to
the public, the more circuitous one, even though not in
the hands of a single company, may be productive of the
greatest returns to that company which, having brought
the traffic to the junction, would, by sending it the longer
journey, receive rates upon its own railway for 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 eunveyance of parecular classes of goods
to eeeeiel markets by a shorter and more economical
route, and affording a larger outlet for their consumption
at mere moderate rater, would bo defeated.
" Competition by .rail ways has Live this peculiarity,
that they only compete ler traffic at perticuler points,
and not throughout their whole length. as. although the
termini may be the same, they pans through arid serve
different districts in their intermediate coarse, and there-
fore the reduced tariff of fares and tolls craned by com-
petition would, under the present condition of the law,
which provides fur eve! t eats for passengers and goods
carried over the same portions of railway, and under the
same circumstances, only apply to the poll its at and be-
tween which that competition arises, and snot affect the

VENING-, AU G UST 3, 1850;

rates and tolls at intermediate stations. The tendency,
therefore; notwithstanding this multiplication of rail-
way; is to maintain the charges for carriage to or frotn
all stations at which there is no competition at that rate
which will render to the railways the greatest receipt;
irrospctive of the distance over which the traffic is con-
veyed, but depending entirely on Whit the traffic can
afford, and on the maximum rates fixed by Parliament.
" This difference in the cost of conveyance way have
a very serious local effect, giving advantages dependent
on the will of the cOmpanies to one town, port, or dis-
trict over another, varying the relative value of pro-
perty, disarranging commercial or manufacturing inte-
rests, and causing fluctuations in a great measure irre-
spective of geographical position or othereSise existing
local 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 competing lines have come into
active operation during the past year, and that they form
but a small proportion of the cases which will arise; se-
veral other important lines are now in course of con-
struction, and rapidly approaching completion, which, as
they become opened, will greatly increase the number oft
cases of railivay competition. The effect to be produced
on railway companies themselves cannot, moreover, as
yet be rightly judged of; nor the course they will adopt
to secure their interests; nor in what manner their pro-
ceedings will affect the interests of the public. In a few
cases, difficulties thrown in the way of an interchange of
traffic may 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 most advantageous to themselves,
irrespective of the interests 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 Nee 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 for public traffic. It also appears that the num-
ber of miles in course of construction on the tat of May,
1848, was 2,958, as compared with 1,504 returned on the
30. h of June, 1849, as being in progress, and since
in the same period only about 1,100 miles were com
pleted and opened for public traffic, it folleves that, ac
cording to these returns, all work has ceased on abets
350 miles of lines which were returned as being in pre
press in 1848, and which for the present may be con
sidered as abandoned or postponed until more prospe
rotas 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 appears 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,
end also to the reductions 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 been very con-
siderable, amounting to 84,361 persons, against an in-
crease of only 3,280 employed upon lines open for
traffic, showing that 81,081 persons who in May, 1848.
were actively employed in some capacity upon railways
bad 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 tem-
porarily withdrawn from other occupations by the
stimulus which railways receive 3 in 1845 and 1846,
and who must now seek a livelihood in other ways.

Railways open. hallways not open.
Average Average
Line M
No. of of per- No. of of per-
- Length per- sons em- Sta- course
con-. per- sons em-
of sons ployod tions. of
struc- sons played
Line. em- per tom. ern- per
p:oyed mile. ployed. mile.
1848. Miles. Miles'.
May 1 .. 4,252 52,688 12.3 1,321 2,958 188,177 63.6
1849.
Jane 30.. 5,447 55,968 10.2 1,850 1,504 103,816 69
Increase 1,195 3,280 -- 529 I 5.4
Decrease 2.1 1,454 84,361

A comparison of results derived from statistical in-
formation, obtained from railway companies by the Com-
missioners of Railways, and which have at various times
been presentNi to Parliament, tends in some measure
to explain the depreciation to which railway property is
uow subject. The increase in the length of line open for
public traffic during each of the years 1847, 1848, and
1849, has been at the rate of 30,30, 24.28, and 21.63 per
cent. respectively; whiles the average receipts per mile.
from all descriptions of traffic, has decreased during the
same years in the ratio of about 9.22, q. 95, 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,
eliding in June in each of the years 1817, 1848, and
1849, rc3pectively. These results cannot be compared
dir;.!ctly with any stal.ement of capital :Alms expended in
the construction of railways open for traffic, and which
are therefore receiving, or entitled to receive, interest '
from the nek 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 ha; either not been developed or has
nut come up to the anticipation of the projectors, or
that r3ilwa3 a have increased in a more rapid degree than
that at which the resout,;,..s of the country caa 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 Commissioners, shows the
amount raised by railway companies in the country at
the end of 1848.

" I; will be seen that the increased amount raised by
shares and loans during that year amounted to
33,234,8171, and that the aggregate expenditure WPS
200,173,058/., of which 43,664,4801. was raised by loans
bearing an average rate of interest of 4-t per cent., and
being, therefore, an annual chergo upon the permanently
invested property of 2,020,3341.
" 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 Railway Companies.
By Loans.
Average Total.
By Shares. Amount. I:lnterest. ate
perßCcut.
End of 1847 125,149,476 40,788,765 • • • • 166,938,241
Pt 1846 156,508,578 43,664,48012,020,334 4% 200,173,058
Increase 30,309,102 2,875,715 ..
j .. 33,234,817
for 1846
- -----
Raised by
tri goku-
panieg,
who have
not com- 2,419,098 272,201
.• 2,692,299
moored
their
works. •

" Although the Cothrnissioners cannot at present as-
certain with accuracy the i.Dcreased amount raised in
1849, they believe that the total, by shares and loans,
will be found to be considerably less than in 1848, 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 220,000,000/.
" If the Commissioners aro 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 20,0001. expended upon it,
which it is believed is rather in excess of the correct
sum, if it could be ascertained; and if the amount he
still further reduced by the sum of 2,692,299/, which
has been raised by 59 railway companies upon whose
lines the works had not et that period been commenced,
it would appear that at the end of 1849 the 5,996 rnilc3
in operation ropre.ienic a capital of about 197,500,0001.,
showing ior works, stations, plant, &c , an expeorliture
of about 33,0001. per mile in the constructionof the line
and the provision of the necessary plant and material
for working. . _

6, The gross receipts from ell the railways in 1849
amounted to 11,406,0001., from which if the working ex-
ponses deducte,Nat the rate of 43 per cent., nc:ng
about an average taken from the published statements of
a number of the principal companie,, there rem9ins a
net available profit of about 6,799,4201., to remunerate the
holders of property to the r mount or 197,500,000/., or at
the rate of 3.40 per cent.; end it therefore appear:, 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, 4i
per cent., borne by the bum raised QA loans, this an-

sage rate of interest to shareholders cannot be stated at
more than 3 per cent, on the aggregate of: all the' rail..
ways in the kingdom at the present rate of dividend.
This, however, may be expected to improve from several
d the
which
c regu-
lar ui
causes; amongst others, improvements in machinery and
lcaronasenqdu,genratdrueadl uctionin working
increase
of raffi
may be,considered is due to increased population, deve-
lopmentexpenses,beforestated, of trade, and a greater appreciation of the bene-
fits 'of railway transit.
"From another return prepared to an order of the
Douse 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
loans, which, being . added to 143,717,773/., 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
146,873,105/, from which, if 20,000,000/. be deducted;
being the sum assumed to have been _raised in 1849, it
would appear that railway companies retained, at the and
of 1849, powers to raise the sum of 126,873,105/.; of this
25,200,383/. was held. by fifty-nine railway companies,
who, at the end of 1848 had not begun their works,
1,507 miles in length, and it may therefore be comfit:led
that a large proportion of this latter sum will, in all
probability, not be raised for railway purposes, and
therefore that after making this deduction there remained
a power to raise about 100,000,0001. for the completion
of about 1,000 miles, and the construction of 3,523 miles
not then commenced, and of which, probably, as at
a
present sanctioned by the Legislature, large proportion
never will be commenced, and the capital, therefore, not
be required.

"Icom the returns of 'accidents made to the Commis-
sioners by the several railway companies, abstracts of
which are attached to this report,-it appears that during
the year 1849 only five passengers vtero killed from
causes beyond their own control, being a great reduction
on the number thas returned in the preceding year. The
number returned as injured by accidental causes 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 passeegera who availed them-
' selves of the railways in this country for the purposes
of locomotion amounted 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
.1847, it is most satisfac-
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 Rockliffe
on the Caledonian Railway, the Commissioners sent
down one of their inspecting officers, who, after in-
quiring into the attendant circumstances, 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 instance in the manufac-
tory, and as a great number of wheels, fixed in a similar
manner, were in daily use upon railways, and the accideiat
had occurred to this wheel after it had travelled from
12,000 to 13,000 miles, the Commiesioners 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 csse 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 of the Monmouthshire Railway and
Canal and the mining and manufacturing interests, to
which they afford the only outlet to a port for tho 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 tratnroads, upcn which
for many years locomotive engines hove 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 aro connected with tLem, 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 forthe alteration of their lines from tramways
to edge railroads; but as the rolling stock in use was the
exclusive property of other parties who worked over the
tramways paying toll, the proposed alteration, involving
very considerable expense to those parties, as well as
prospectively to those who owned the various branch
tramways, produced great discontent in the distrif4
among the various mining and manufacturing interests,
and memorials were 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 corn•
plained of, whose report having been forwarded to the
cJmpany, they expressed their willingness to adopt the
suggestions contained in it, as calculated to promote the
intprests of the company and the welfare of the district.
During the year 1849 it has become the duty of the
Commissioners, in consequence of memorials received
from several towns and from many influential persons on
the line of the Oxf ,rd, 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
auLhorind by that Act, ' by neglecting at any time to
proceed therewith in such manner as to afford a reason-
able security :*or the completion thereof r. ithin the afore-
said period, it shall be lawful for the said Great Western

Railway Company, after giving one month's notice of
tucir intention so to do, to enter upon the said railway,
and to proceed with the construction thereof, and to
c::erci::.a all or any of the powers of the company
h.:-,rely incorporated in relation thereto, and if at
any time the said company hereby incorporated
s ail, in the opnion of the Board of Trade,
fad to prcued 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
Bovd, entc,r upon the said railway, and shall complete
tae same as aforesaid; and in such an event it shall not
be kwful fur the company hereby incorporated, or the
directors thereof, at any time from and after such entry
a'oresaid, unless with the special consent of the said
Board of Trade, to declare, make, or pay any interest or
diiidend 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
Oaforrl, Worcester, and Wolverhampton Company were
:.tapping their works throughout their whole line, and
praying that the Commissioners would require the Great
Western 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 thoir 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 on 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 authorizt:d by their Acts, and
having given the notice to the companies, they at length
called upon the Great Western Company, by a requi-
sition tearing 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 tbeEdinburgh, 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
not exceeding the weight of luggage allowed to ant
other pmfenger, by any train other than a mail train,
upon tee 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 tr.avel-
iing at the fare of second-class passengers by ordinary
_ _

_
trains; the company, with a view to obtain a higher rate
of pay went fir 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 giving bags to, or receiving bags from,
the guards, unless payment was mado for each beg as a
parcel. The Postwaster-General being of opinion that
would compel an increased
this courze, if persLited in,
ex iA,,ncli!ure on the part of his department for railway
servie:-,s, and deprive towns on the line of part of the
.eer:eramodation whirl' they enjoy, represented to the
Commissioners that it would he desirab!e to enforce the
fr oVI • -"ens of the statute. The Coramsesioners, being
41 .
enforce
adriaad that - the company are bound to carry the mail
hags and guards, as required t 3• the Post-office, have
measurestthe
General
e ra to i
Ae t fo a e
issued their certificate for the law officers of the Crown
r thr)Plian
cewtlh take
the pti"7ovnieseioen'ssaj
Regula-
tion of Railways, 7 and 8 Victoria, c. 85.
"The reports made by the Commissioners on subjects
connected with railways in the colonies, which were re-
ferred to them in 1819, are given in the appendix. Ti.
several clauses inserted in railway Acts of last session
by Committees of the Ulnae, pz. of the instance of other

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