The Sun.
London, England, 1845-03-25 00:00:00

. _
The existing through traffic from York, Hull, &c., to
London, is stated only to amount to 97,0001. a year,
which is not 61. per mile per week on the 327 miles of
the London and York scheme ; and when we consider
that a very large proportion of the Scotch traffic will, in
all probability, go south, by the Caledonian route, while
at present, probably, nearly half of such as there is takes
the eastern route, it does not appear probable that there
will be anything in the mere circumstances of the open-
ing of the Newcastle and Berwick, and Berwick and
Edinburgh lines, or in the shortening of the journey to
York an hour, or an hour and a half, to cause any very
excessive increase of this through traffic.
An inspection of the map will also be sufficient to
show that the London and York scheme, for a consider
able part of its length, can hardly expect to command
an average mileage from local traffic. For the first 76
miles, from London to Peterborough, it traverses only a
few small towns, such as Barnet, Hatfield, Hitchin,
Biggleswade, St. Neot's, and Huntingdon, the united
population of which does not exceed 22,000 or 23,000.
Between Peterborough and Bawtry the " loop" and
main line form, in fact, two railways, of 70 and 86 miles
in length respectively, dividing the traffic of the follow-
ing places:— Population.
Peterborough .
Stamford
Grantham 6,786
Newark...
Tuxford 1,079
East Retford 2,680
Bawtry 1,083
Spalding
Boston
Lincoln
Gainaborough

of considerations of expense, it is by no means clear to us
that the proposed line of the London and York, by Hunting-
don, Ilitchin, Biggleswade, and Barnet to King's Cross,
deserves a preference over that by Cambridge. As a
through line, we have already stated our opinion that
the superior gradients and metropolitan terminus of the
Cambridge route fully compensate for the disadvantage
in actual distance. The town of Cambridge, both from
its population, its market, and as the seat of the Univer-
sity, is by so much the most important town between
London and York on the eastern side of the kingdom
that it is highly desirable to place it upon the main line
of communication. A large proportion of its traffic,
especially of that connected with the University, is also
towards the north, and the addition of this traffic could
not fail to give considerable support to the main line,
and to facilitate the running of frequent passenger trains.
The extension of the Cambridge route also affords ac-
commodation between Cambridge and Peterborough to
St. Ives, Ramsey, Whittlesea, and a larger amount of
population than the London and York route, which only
supplies Huntingdon.
The advantages which, from the statements submitted
to us, appear likely to result from the metropolitan ter-
minus which it is proposed to afford by the Cambridge
route, constitute another important feature in its fa-
vour. By the proposed Tottenham and Farringdon-
street Extension, a terminus will be afforded in the im-
mediate vicinity of the Post-office and of Smithfield, and
the principal markets, and at least a mile nearer to the
Bank and the West-end than that proposed by the Lon-
don and York Railway at King's-cross. This line will
also afford a station at the most convenient point for the
warehousing and distribution of grain, produce, and
other articles brought up by the railway, and for the
collection and transmission of heavy goods of every de-
scription—viz., at the City Basin, on the Regent's
Canal. Its proximity to Smithfield and Islington markets
may also afford a means of obviating many of the in-
conveniences which have been proved to exist from the
confined state of the former market, and from the driv-
ing of beasts through the crowded thoroughfares in its
vicinity, and of carrying out the views of the Select
Committee who reported upon the subject in 1828.
In addition to the advantage of the Farringdon-street
terminus, the connexion with the Eastern Counties line
will afford an alternative terminus, and a means of access
to the river, for the carriage of corn, coals, timber, and
heavy articles.
It must be borne in mind, also, that the advantages of
these improved termini, although they can only be ob-
tained by the adoption of the Cambridge route to the
north, which alone could justify the requisite outlay,
will be participated in by a great portion of the traffic of
Norfolk, Suffolk, and Cambridgeshire, which would
otherwise be confined to the remote and inconvenient
terminus of Shoreditcb. t •

Preliminary and
Incidental Ex-
penses, per Mile.
Land Railway
Es tab
Law
and Works CarrYing
-
RAILWAYS. Parlia- Charges, Compen- and Sta- lishment
mentary
sation, tions, per
per Mile.
Ex- neering, Enoi-
' per Mile Mile
'
pcnses. Direc-
tion, &c.
London and Bir-
mingham 650 1,500 6,300 38,280 3,000
Great Western l,OOO 2,500 6,300 40,000 4,800
London and South
Western

Making every deduction that can be safely admitted
for the superior cheapness of land and economy of con-
struction, it seems difficult to believe that a railway of
the same length out of London, involving works of a
very similar character, and passing for a considerable
distance through the London clay formation, which is
peculiarly unfavourable, can, with the present prices of
iron and labour, be constructed at a cost per mile so very
much less than the London and Birmingham Railway,
as would be required in order to bring the estimate of
the London and York line within anything like approxi-
mate accuracy. _ _ _

.
At the lowest calculation which could be safely ad-
mitted, these 112 miles, including a metropolitan ter-
minus, would, in all probability, require more than half
the capital that is proposed for the whole undertaking of
327 miles ; while there appears to be nothing to
warrant us in considering it as a result beyond the range
of possibility that this portion of the line might absorb
even a larger proportion of the whole amount.
On the whole, therefore, we believe that we should not
be warranted in assuming, as at all a probable event, that
the London and York scheme, as now proposed, could be
completed, with stations, metropolitan terminus, and the
requisite working stock of engines, carriages, &c., for a
less sum than 8,000,000/. ; while it is by no means im-
probable that the amount might be 9,000,0001. or
even 10,000,0001.

Again, in the portion of the scheme north of Bawtry,
the Sheffield branch and the branch from Doncaster to
Wakefield, are directly competing lines with one another
for a considerable portion of the traffic of Lincolnshire
with Manchester and the manufacturing districts. The
latter branch also would be competed with to a certain
extent by the Doncaster and Swinton, or any line from
Doncaster to the North Midland Railway and Silkstone
Coal-field, and also by the Wakefield, Pontefract, and
Goole line. Moreover, the main line from Doncaster to
York runs so close to the existing North Midland and
York and North Midland lines, that its local traffic
would be much restricted.

On the other hand, the cost of the Cambridge system
would be as follows Length. Estimated
Capital.
Miles. .e.
Cambridge and Lincoln Line
Direct Northern Line from Lincoln

Under these circumstances, it appears highly impro-
bable that the average mileage receipt over the whole
327 miles of the London and York scheme could equal
that of such lines as the existing Midlands or Eastern
CountieF.

to York
Tottenham and Farringdon-street
Extension

5 ...

800,000

1451 ... 3,274,000
To which must be added the following branches,
which are proposed by the Cambridge and Lincoln Corn-
who pledge themselves to apply for powers in order to
carry them into effect, in order to complete the accom-
modation of the districts provided for by the London
and York system:— Length. Estimated
Capital.
Miles.
Cambridge and Lincoln:—
Boston Branch
240,000
Spalding and Stamford Branch 20
With the Biggleswade branch of the Eastern Counties
Company, of twenty-five miles in length, and about
fifteen miles to complete the communication between
Doncaster and Gainsborough. Total length of new
railway to be constructed, about 218 miles; estimated
capital (including the Tottenham and Farringdon-street
Extension), about 4,250,0002
This comparison does not include the lines which
upon either system would be equally required for local
purposes, or to complete the lateral communications,
such as the Nottingham and Lincoln, the Newark and
Sheffield, the Swinton and Doncaster, and the Wake-
field and Goole, but is confined to what may be consi-
dered as the integral parts of the two great competing
schemes.

Another check on the probable amount of receipts is
afforded by the traffic estimates of other competing par-
ties in the same district, which are certainly not likely
to be under-rated, the object being equally to obtain
subscribers to the undertaking, by showing an ample
return in capital. The traffic estimate of the Cambridge
and Lincoln line shows a gross receipt of 166,000/. per
annum upon 83 miles of railway, or of 401. per mile per
week. That of the Lincoln,York, and Leeds line, which
takes credit for nearly all the principal sources of traffic
of the London and York scheme north of Lincoln, as
well as of the Wakefield, Pontefract, and Goole line,
shows a gross receipt of 238,0001. per annum for SO
miles of railway, or of 501. per mile per week.
It is evident that the London and York scheme, if
sanctioned, could not command an average mileage re-
ceipt equal to either of these schemes, which concentrate
the same principal sources of traffic over so many fewer
miles of railway.
These considerations, combined with those already
stated in regard to the probable cost of construction,
render it evident to us that the London and York scheme,
if sanctioned in its integrity, could hardly be expected to
afford such a reasonable return as would justify the
outlay of such an immense amount of capital ; while in
the event of a return to anything like the standard of
cost which prevailed during the construction of the prin-
cipal existing railways, the concern might become utterly
insolvent.

Against all these considerations in favour of the adop-
tion of the Cambridge route, the London and York route
has nothing to oppose but the accommodation of an ad-
ditional district between London and Peterborough.
The most important town in this district, Bedford, is
already proposed to be supplied by a branch to the Lon-
don and Birmingham Railway, which will afford it the
double advantage of a communication towards London,
and towards the manufacturing districts. The popula-
tion of the other towns in the district is very small, viz.:—
Barnet .. 2,485
Hatfield
Hitchin

Biggleswade
St. Neot's
Huntingdon 3,507
and, even if the direct line could have been carried
through them at a moderate expense, it would be very
questionable whether this was a sufficient consideration
to outweigh the advantages of the Farringdon-street
station, and of placing Cambridge on the main line.
When we find, however, that the object of a direct
line can only be attained by the construction of a line
for the first 112 miles out of London, almost equal in
extent of works to the London and Birmingham, while
all the principal objects of local accommodation may be
attained sufficiently well by comparatively cheap
branches, without endangering the success, or rather
without almost certainly insuring the failure, of the
great object of a comprehensive scheme for a new trunk
line to the north, and for connecting the principal agri-
cultural districts of England with the metropolis, with
the coal fields, and with the manufacturing districts, it is
impossible for us to arrive at any other conclusion than
that the route by Cambridge should be selected as the
first link in an extension to Lincoln and York.
(To be continued.)

The whole of the lines of the Cambridge scheme,
almost without exception, are of a singularly easy cha-
racter. For a great portion of the distance the rails
may be laid almost on the surface of the ground, while
the course of the line between Cambridge and Lincoln,
pursuing the verge of the fen country, is stated to avoid,
to a great extent, interference with the drainage, and the
necessity for frequent bridges, while it keeps upon sound
ground, and at no great distance from the materials re-
quisite for the construction of the road. It is thus, in
every respect, most favourably situated in regard to
economy of construction ; and although, from the rise
in the price of iron and of labour, the original capital
will doubtless be exceeded, there is still every reason to
believe that the whole line from Cambridge to York,
with the different projected branches,' may be executed
for an exceedingly small average cost per mile.
There seems to be quite as much reason for consider-
ing it as a probable result that the whole Cambridge
system may be completed for a sum not exceeding
5,000,0001 or 6,000,0001, as that the London and York
system, as above described, may be completed for
8,000,0001. or 10,000,0001
Another important difference between the two schemes
is in the number of miles of railway that will require
to he worked in order to accommodate the 'same princi-
pal sources of traffic. By the London and York system,
as we have seen, 327 miles of railway must be main-
tained and worked. The Cambridge system would re-
quire, as above stated, about 190 miles of new railway
to be worked, in addition to 51 miles of the existing
Northern and Eastern line from Tottenham to Cam-
bridge ; which, however, must be worked at any rate,
and would be in a great measure supported by a traffic
of its own from Cambridgeshire and Norfolk.
On the whole, therefore, the London and York scheme
would, in all probability, involve an additional outlay, as
compared with the Cambridge scheme, of 3,000,0001 or
4,000,0001., and would require nearly 90 (or if we ex-
clude the line from London to Cambridge, nearly 140)
more miles of railway to be maintained and worked.
The average expenditure per mile for the year 1842,
upon the 1,500 miles of passenger railway then in ope-
ration in the United Kingdom, amounted to 1,300/, and
the cost of maintaining and working a good passenger
line of fair average traffic cannot be safely taken at less
than about 1,000/ per mile per annum. This, for in-
stance, is the cost upon the Midlands Railway, which
is in many respects similarly circumstanced to the
proposed London and York line. Including, there-
tord, the extra cost of working, and the interest upon
additional outlay, the London and York scheme would
be more expensive than that by Cambridge and Lincoln,
by an amount represented by an annual charge of from
150,0001. to 200,0001
Is there any probability of a traffic sufficient to war-
rant or to support this additional cost ?
The London and York estimate of traffic makes out a
gross annual receipt of 1,076,0001. ; 1. e. of 20,0001 per
week, or of 611 per mile per annum on the whole 327
miles.

Under these circumstances, the question naturally
forces itself on our attention—What possible security
could a new company afford for the completion of such a
gigantic undertaking in its integrity, supposing it to re-
ceive the sanction of the Legislature ? Or again, what
security could they afford for the maintenance of the
undertaking, if completed, in a state of efficiency andll3,
dependence ; and what prospect would the public have
of obtaining cheap and liberal accommodation, and of
participating in the advantages resulting from the pros-
perity of the company ?
These considerations appear to us to derive great
force from the peculiar circumstances of the lines pro-
posed, and of the districts to be accommodated. A new
trunk line between London and York will, as we have
already seen, be necessarily exposed to the competition
of existing lines ; and the whole experience of railways
tend to show that it is only by a system which, from its
economical construction and ample resources, shall be
able to escape pecuniary embarrassments, that we can
reasonably hope to prevent combination.
The benefits likely to result to the districts traversed,
will also materially depend on the ability of the railway
company to afford the means of communication at very
low rates.

The districts in question are almost exclusively agri-
cultural, and a great part of the benefit which is expectd
to accrue to them from the introduction of railways will
be derived from the transport of coals, lime, corn, cattle,
and agricultural produce. From the evidence which has
been submitted to us, we are induced to believe that by
the adoption of rates of charge upon these articles very
much lower than have been usual hitherto upon the
principal railways, but still not lower than are con-
sistent with an adequate return upon the capital
required for the construction of an economical line, such
extensive benefits may result to the great agricultural
interests concerned as to amount to a consideration of
national importance.
The total cost attending the transmission of a quarter
of wheat from the interior of Lincolnshire by sea, from
the port of Boston to London, including freight, insur-
ance, lighterage, commission, and other charges, is
stated to amount to very nearly Bs. The charge by
railway, per quarter (allowing five quarters to the ton,
at the rate of lid. per ton per mile, at which the esti-
mate of the Cambridge and Lincoln Railway is taken),
would not exceed 25., and the remaining charges are cal-
culated not to exced 2s. 6d., thus showing a benefit to
the corn-grower and to the public of 3s. 6d. per quar-
ter, occasioned by the saving of the sums now paid for
insurance, delay, loss in weight, depreciation of quality,
lighterage, &c.
A still more important advantage to the farmer is
afforded by the opportunity given by railway communi-
cation of availing himself promptly of the most favour-
able market. It frequently happens that, owing to the
delay and difficulty of transmission the farmer is com-
pelled to sell his wheat at the nearest provincial market,
at a price considerably below the average rate, and to
lose the advantage of a temporary rise.
Whatever tends to equalize prices and to prevent ex-
cessive fluctuations, cannot but be considered as a benefit
both to the producer and to the consumer. We are
satisfied that much may be done in this way by an econo-
mical and well-arranged system of railway communica-
tion.

It is impossible for us to enter into a minute analysis
of the traffic estimates submitted to us, or to attempt to
check the accuracy of their details ; nor, indeed, would
such an attempt be of much use, since experience has
abundantly shown that such estimates, even when taken
with care, and sifted by evidence before Committees of
both Houses of Parliament, afford a very fallacious idea
of the results actually realised. In the present instance,
however, there are one or two obvious exaggerations
which materially affect the estimate before us :-
1. The passenger traffic is taken for the most part at
at an average of 2.1 d. per passenger per mile. Now we
must bear in mind that, in the first place, there is the
competition of steam-boats, &c., for much of this traffic;
in the next place, that of other railways in a situation
to carry on a most effective competition, and already
charging much lower ; and, finally, that the Com-
pany themselves propose to run at least two third-
class trains, covered and seated, at the ordinary
speed, at fares not exceeding ld. a mile. Under
similar circumstances the Cambridge and Lincoln Com-
pany have taken their passenger traffic at an estimate of
only lid. per mile; and it appears obvious that this is
as high as can be safely assumed.
2 It is assumed that the railway will get the whole
traffic that exists, while it is perfectly obvious that a
great part of it will have to be competed for, and divided
with existing companies.
A slight advantage in distance is not sufficient to
enable a line to command the whole traffic, especially of
goods, and of second and third-class passengers, to whom
money is a greater object than a little gain of time. The
Midlands, and London and Birmingham Railways, must
run a number of trains at any rate every day for other
purposes, and it may be worth their while to carry, in
addition, all the traffic they can abstract from the Lon-
don and York line, at very low rates, rather than not
obtain it. _ _

For the transmission of fat stock to the London
market, and to those of the manufacturing districts, such
a system would afford still greater advantages, the loss of
weight, and deterioration of quality under the present
system of driving, amounting to a heavy per tentage.
The loss of weight in driving to Smithfield market from
the rich grazing districts of Lincolnshire, is estimated to
average more than 281bs. per beast, and 71bs. per sheep
per head. This ameunt, under a low scale of railway
charges not exceeding the actual cost of driving, would
be entirely saved ; and at an average rate of sd. per lb.,
the sum thus saved annually would exceed 50,0001.
Great facilities also would be afforded for the transmis-
sion of slaughtered meat, by which a still larger saving
would be effected.

In the article of coals, the importance of a cheap rail-
way communication between the mineral fields and the
eastern agricultural counties can hardly be over esti-
mated ; the supply at present depends entirely on the
water communications, and when those are impeded, as
is frequently the case in winter by frost, and in summer
from want of water, the price of this indispensable ar-
ticle frequently rises to an excessive height. During
the present winter coals could, at one time, not be ob-
tained in many parts of the district in question, under
40s. or 50s. per ton. By railway, at the charge of id.
per ton per mile, which has been proved to be remune-
rative, a constant supply of coals would be afforded, at
prices varying from 10s. to 205., according to the prox-
imity to the coal field. Even in London, it is calculated
that Derbyshire coals could be introduced at a price not
exceeding 20s. per ton.
Such are a few of the more obvious advantages which
may be anticipated to result to Lincolnshire, and the
important eastern agricultural districts, from the intro-
duction of railways. It is true that these advantages
might be, to a certain extent, secured by any railway
however expensive ; but to a very great extent they de-
pend upon the possibility of introducing a much lower
system of rates than has hitherto been adopted ; and
this is an experiment which, upon lines of economical
construction, may be tried with safety, and the enforce-
ment of which may be guaranteed by legislative provi-
sions, while no such security could be given, or if given
could be depended upon, by a concern so costly as to
afford no adequate remuneration to its promoters. More-
over, if we look to the future, in the event of the experi-
ment of low fares proving successful, and of the traffic of
the country continuing to increase, still larger advan-
tages than are now in contemplation would be obtained
from a prosperous concern uncler the operation of a revi-
sion of rates after a certain limit of profit is attained,
while such advantages would be postponed indefinitely
where the original amount of capital invested had been
excessive. Also, with a view solely to the local accom-
modation of the district, more might be obtained if the
capital saved in the construction of the principal lines
of communication were judiciously invested in branches
and transverse lines.
All these considerations tend to convince us that when
all the principal advantages of an equally good trunk
line, and of local accommodation, united with the cer-
tainty of low charges, can be obtained by an economical
combination like that of the Cambridge and Lincoln
scheme, it would be bad policy to risk those great ad-
vantages by preferring a scheme like that of the London
and York, so much more expensive than it must remain
problematical whether, if sanctioned, it would be com-
pleted, or if completed, could be efficiently worked at
low rates of charge.
The same observations would apply equally to any
new trunk line out of London, between the lines already
sanctioned from London to Cambridge and London to
Birmingham. The line to Cambridge was originally
sanctioned by the Legislature as the first link of a trunk
line to Lincoln and York, and the same route has been
subsequently recommended by the Commissioners who
have reported on the subject. We should not consider
that this circumstance in itself gave any vested interest
to the existing Cambridge line in the northern commu-
nication, provided a line better for public purposes had
been proposed in a different direction. But, independently

SPIRIT of the PUBLIC JOURNALS.
FROM THE EVENING PAPERS OF YESTERDAY.
GLOBE.—The increased grant to Maynooth will be
proposed by Sir Robert Peel on the 3d of April (to-
morrow week), and not on the 3d of May, as stated in
our article of Friday—a blunder into which we were be-
trayed by adopting the erroneous date given by a
morning journal, which we assumed to be correct.
The motion of which Mr. Ward has given notice,
" that all further money grants for the purpose of re-
ligion be made out of the funds appropriated for the
maintenance of the Protestant Episcopal Church," is
well framed and well timed. It raises the whole ques-
tion in issue. It is the " appropriation clause" contro-
versy revived. It revives that controversy under cir-
cumstances which deprive the party who formerly
strenuously resisted the application of any portion of
the revenues of the Protestant Established Church
of Ireland to the use and benefit of the Roman
Catholic majority in that country, of the power of con-
sistently voting with the Minister in his attempt to
endow Popery out of the national revenue. It is not
the first time that this question, in the same hands, has
produced commotion in a Cabinet, and disruption of
party ties. In May, 1834, Mr. Ward's motion on the
Irish Church produced the resignation of Lord
Stanley, Sir James Graham, the Duke of Rich-
mond, and Lord Ripon ; and six weeks after-
wards, Lord Grey's retirement from office, and
the formation of the Melbourne Ministry. Though
riot precisely similar, there is sufficient resemblance in
the leading principles and tendencies of the two mea-
sures to produce similar results. No act of the present
Administration has excited so much surprise—certainly
none will be met with more determined opposition from
different points of the religious zodiac, nor be followed
with more damaging effects on the influence Red stability
of the Government, than will be provoked by this coup
d'adt. From the most accurate estimate, it appears that
the population of Ireland comprehends, in round num-
bers, eight millions, which are distributed among the re-
ligious sects in the following manner :
Roman Catholics
Protestants (Estabished Church) 850,000
Presbyterians

8,000,000
The annual revenues of the Irish Church Establish-
ment have been estimated at not less than 800,0001.,
the whole of which is appropriated to the support of
that institution; constituting it, beyond all question,
taking the small amount of its members into account,
the richest endowed Church Establishment in Europe.
The proposed largely-increased grant to Maynooth
out of the general taxation of the country, as a measure
of conciliation to the Irish Repealers, will fail of its
design. Mr. O'Connell, while he declares that he
will take the money, repudiates the notion of its being
regarded by him, or his followers, as anything ap-
proaching to a satisfactory " instalment" of their claims.
" Were it 70,000/. he would take it ; but would offer
no thanks !" They must, indeed, be sanguine who sup-
pose that the Irish Roman Catholics will be reconciled
by such a measure as this. A large portion of the
English people, on the other hand, see in the Premier's
proposal that which shocks their religious principles,
and alarms them for their pecuniary interests. In the
largely-increased grant to May nooth they see the Ro-
man Catholics supplied with additional funds, placed
at their disposal by the Government, to educate their
clergy. A larger number of priests of_that Church will
thus be provided, to propagate its doctrines and increase
the number of its converts. In this additional grant
they also see an additional burthen laid upon them for
the support of another Church Establishment. They
fear that the education of the Roman Catholic clergy by
the State will be speedily followed by a proposal for the
support of the Roman Catholic clergy by the State. If
funds are to be provided for these purposes, what
fund so proper to furnish the requisite supplies as
that of the wealthy Established Church of Ire-
land ? The vast revenues of that Church were
derived from the property transferred from the Ro-
man Catholic Church to the Protestant Establishment
by Act of Parliament. If it be now found that the in-
terests of the country require that the Roman Catholic
Church be, either in whole or in part, endowed by the
State, is it not just and reasonable that a portion of the
funds which were originally Roman Catholic, and which
are ample for both purposes, should be made available
for the education and partial support of the clergy of the
large majority of the people ?
STANDARD.—On Wednesday, at Chelsea, a poor
woman, a domestic servant, but, as it is said, respect-
ably, connected, destroyed herself by cutting her throat,
the Coroner's jury said, "in a fit of temporary insanity,
caused by the dread of prosecution for shop-lifting."
In the particular case the dread of prosecution
was, we believe, groundless, for the gentleman from
whose shop the wretched woman had stolen some
ribbons, upon his oath disclaimed any purpose of
prosecuting ; and we have no right, even if an honest
man's oath were not conclusive, to surmise such savage
cruelty, as prosecuting the stealer of a few ribbons, to
any one. The unhappy creature was the victim, not of
the gentleman whom she had plundered, but of others
who have made the prosecution of "lady thieves"
notorious. We have as little compassion as any
can have for the offences of persons above
the reach of want, who commit offences for
which want itself is an imperfect apology ; but we have,
and we suppose all ought to have, compassion for that
infirmity of intellect which alone can cause persons in a
respectable station of life to hazard what to them is not
merely punishment, but utter ruin and degradation,
for the sake of trifles which, if their intellects were not
infirm, must be things wholly beneath their care ;
and Nye have no feeling but that of loathing, for those
who pursue such unhappy beings to the utter ruin and
degradation that, by their weakness of understanding,
they may incur. It is good to support the law, no doubt,
but the law is not supported ; it is made hateful when it
is made the instrument of ruin to weak-minded trans-
gressors, and of torture, if not extortion, to their innocent
connexions. We should like to know whether these
fierce champions of law never violate the law them-
selves ? It has been suggested to us that there is
an ingenious policy in taking every opportunity of ex-
posing and ruining " lady thieves." There are some
dealers who find it more convenient and more profitable
to treat with servants than with principals, but such
cannot devise a better mode of excluding the latter than
by now and then destroying a "lady thief."

vv
The actual cost of transport upon goods and passen-
gers, when once set in motion upon a long line of rail-
way, is exceedingly small, and a difference of an hour or
an hour and a half in the time of the journey from York
to London, and of a quarter or half an hour from Leeds
and the West Riding, would be scarcely perceptible on
many descriptions of traffic. Even where the competing
route was much more circuitous, as from Lincoln and
Newark, viii Nottingham; or from Peterborough, vid
Northampton, or rid Ely and Cambridge, to London,
the difference of distance would hardly be sufficient to
prevent a competing company from regulating prices and
abstracting traffic from the shorter route. Many instances
of this might be quoted from the experience of railways,
but it may be sufficient to refer to one, that of the com-
petition carried on for Manchester and London traffic,
by the extremely circuitous route of Normanton and
Derby, which lasted for a considerable time, and was at
length only terminated by an arrangement, by which
the direct line consented to pay a certain sum to buy off
the competition.
The certainty that any new line between London and
York must be exposed to this description of competition,
renders it the more desirable that economy of construc-
tion should be attended to as far as possible, as other-
'vise the chances would be greatly increased of the new
line losing its independence, or being compelled to enter
into some compromise. _

• To return, however, to the investigation of the proba-
ble amount of traffic in the London and York line, it
may be well to consult the analogy of other railways
somewhat similarly circumstanced, which, in our opi-
_Lion, affords, generally speaking, a much safer test upon
which to rely, than the usual estimates of traffic. Re-
ferring to this test, it will be difficult to satisfy ourselves
that the estimate of GIL per mile per week over the
whole of the London and York scheme is at all likely to
be realised.
The Eastern Counties, and Northern and Eastern
lines, from London to Colchester and Bishop Stortford,
with 86 miles open, commanding the whole traffic of
the rich agricultural counties of Essex, Suffolk, Nor-
folk, and Cambridgeshire, with the metropolis, averaged
during the year 1844 only 37Z per mile per week. The
average receipts for the same period of the Midland
Railway, with 163 miles open, anu enjoying a monopoly
of the whole through traffic from York and the North,
Hull, Leeds, and the West Riding, &c., both to London
and to Sheffield, Derby, Nottingham, Leicester, Bir-
mingham, &c., and of those large manufacturing towns
with one another, was only 411. per mile per week.

Lord Seymour sailed from Malta early in the present
month, for Syracuse. Lady Seymour is making a tour
in the south of France.

THY SUN, LONDON, TUESDAY- MORNING, MARCH 2sl 11448.

quainted one with the other, and were in the constant
habit ~f seeing each other. In 1842 Cupid appears first
te, has a made an attack or. the gallant def., want —fcr a
gllar,sgentlenman he is, heiding the rank of lieutenai. t in
h Majesty's 6Cth Regiment of Font. He we., then at
the very susceptit le age of twenty, and the fair plain-
tiff, a beautiful gir], at the bewitching age of seventeen.
He told " a flattering tale," and told it so well that it
found its way to the heart f the fair listener, and awoke
corresponding emotions there with those which flowed
in his own. The young people loved with all the fond-
ness and fervour with which young people alone can
love. But, alas ! they had fathers, and fathers never
will let those interesting matters alone, but are ever dis-
posed to interfere where their children the least desire
their aid or interference. Mr. Commins, the plaintiff's
father, was the first to find out the love that had stolen
into the heart of his daughter for the gallant defendant ;
and feeling assured that the match would not be approved
of by the defendant's father, he wrote that gentleman a
note, communicating the fact to him. Mr. Willisford,
sen., replied to that note, expressing his obligations to
Mr. Commins for the handsome manner in which he had
acted. An interview then took place between the old
gentlemen, the matter was talked over, and both ap-
peared agreed that the match was not, under all circum-
stances, a desirable one, and that it was, therefore, to be
interdicted. This consultation an its results were
communicated to the parties interested, and it was agreed
upon between them that the silent love of their hearts
must be extinguished. Time passed on, and, living in
the same town, they often saw each other. It is easy to
command a heart not to love, but it is often very difficult
to get that heart to obey, especially when it is found
beating in the breast of a young man of 21, or a girl who
has about her all the warmth and fancy of 17. The
flame that had only been smouldered for a time, burst
out with renewed energy, and as the young people could
not meet at the houses of their parents, they enjoyed the
delight of stolen interviews at the house of a married
sister of the plaintiff, who with sisterly affection contrived
this happiness for them. But a second interruption was
made to the lovers' dreams, and from some cause or inter-
ference, the exact nature of which did not transpire, a fresh
separation took place. The disconsolate fair one returned
the letters that had breathed of love and devotion to him
from whom they had come, and to whom she had given, in
all its warmth and purity, her virgin heart and affections-
She had deeply felt the first separation which had taken
place ; but this second was a blow which bid fair to
blanch her damasked cheek, and dull the lustre of her
lovely eye. Her health was impaired, to recover which
her father, with parental affection, sent her to London
for change of air and scene, and kept her there as a
parlour boarder for almost a year. In the meantime the
defendant had left the place, and gone to join his regi-
ment, which he entered as an ensign about this time.
Some time in 1842 the father of the defendant died, and
left the defendant about 4,0001. or 5,0001. After his
father's death, the defendant returned fer a time to Ta-
vistock. He had separated from that maiden who had
awakened all his youthful fire, and at the desire of his
deceased parent had promised to give up all pretensions
to her love ; but as it appeared the shaft which had
been fixed in his heart had never been withdrawn, and
his heart was still beating with the warmest emotions
of love for the young and beautiful Eliza Hillyard
Commins, the name of the fair plaintiff. He first met
her at a party, where it did not appear any communica-
tion took place between them. A few nights after he
again met her at a public ball, where his reserve was
broken and his resolution taken that she should be his
wife. He employed one of his sisters as his mediator,
and she confessed her task was not a difficult one. The
plaintiff lent a ready ear to the wish the defendant had
expressed, and the parties once more stood in the ro-
mantic and endearing relation of lovers. The defendant
at this time called on the plaintiff's father, declared that
his affection remained unabated for his daughter, and
requested his sanction and permission to renew and
continue his addresses. Mr. Commins replied, that
the death of the defendant's father had removed the
principal obstacle to his consent, and that if his in
tentions were pure and honourable he should not ob-
ject. " But," added he, " remember, there must be no
more breaking off the affair, if it is again commenced."
The defendant assured him that his intentions were
most honourable, that he had resolved on making her
his wife, and nothing would ever induce him to forget or
forsake his darling Hillyard. On this assurance Mr.
Commins gave his consent, and from that time the gal-
lant soldier was received in the plaintiff's family as her
affianced husband. A few days after this the defendant
was obliged to quit Tavistock to join his regiment. Then
began the correspondence, extracts of which were read
to the Court, and which convulsed all present with
laughter. So hotly did the love of the gallant son of
Mars burn at this time, that he could not proceed fur-
ther than Exeter, before he found it necessary to ease
his over-charged heart by writing to his lady-love, from
whose arms he had just been torn away. He commenced
his letter, "My dearest ever-devoted Hillyard." He
then went on to depict the misery he had suffered from
the moment he had been torn from her, and declared
that he had been crying almost every moment since. A
thousand loves and angels, dears and darlings, followed,
with a conclusion vowing eternal love and fidelity. The
next days the valiant ensign had got as far as Bristol.
Astance had only increased his passion, and rendered
his misery more acute. He sat down and wrote another
letter. This commenced, "My dearest dear, dear, dear,
dearest dear;" and then, attempting to declare the effect
of his anguish, he declared it had so operated on him
that he had hardly a bit of hair left on his head. Al-
though he had thus in his anguish made himself bald, it
was necessary that he should proceed, and the next
letter was dated from Birmingham, where at that time
his regiment was lying. The correspondence continued,
and one might judge by the number of " dears,"
" sweets," " angels," " pets," and " darlings," the love
of the valiant ensign by no means decreased. On one
occasion he so far forgot his fair correspondent as to
write a word or twp about himself. He writes thus :
" You don't think it, but I assure you the ladies fall very
much in love with me. You may think me an ugly fel-
low, but I am not so bad neither when rigged out in a
black coat, white waistcoat, and white tie—l look as
neat as a parson and as modest as a judge, and am very
much the thing I assure you."—(Here there were roars
of laughter, in which the Learned Judge himself was
compelled to join.) At last the defendant wrote to say
that he gained his lieutenantcy without purchase, and
that he longed to have his beloved with him, and that
she must fix a day for their wedding. The answer was
not read, but at no great distance of time from this he
once more came to Tavistock. The happy day was fixed,
dresses were made, the bridesmaid chosen, friends in-
vited, cakes prepared. together with all the usual para-
phernalia of a wedding—when, lo and behold ! the false
son of Mars sought an interview with the plaintiff's
father, and informed him that he had found, from com-
municating with his brother, who lived in Tavistock,
that his means would not be so good as he expected ;
and he therefore thought it was no use to marry. The
father expostulated, but in vain • he had made up his
mind, and would not change. Under these circumstances
the plaintiff had gone into Court to seek that compensa-
tion for her wounded and insulted feelings which the
jury should determine her to be entitled to.
Mr. Sergeant KINGLAHE addressed the jury for the
defendant, contending that what he had done was an act
of prudence, for which the plaintiff would have great
cause to rejoice, and which, therefore, ought not to be
visited with heavy damages.
Mr. Justice COLERIDGE summed up.

The jury then requested permission to leave the Conrt.
This they did, and were absent a considerable time. On
their return they gave their verdict for the plaintiff—
Damages 700 L
CROWN COURT.—(Before Mr. Justice ERLE.)
Samuel Haydon was indicted for the murder of his in-
fant daughter, Mary Ilaydon, by giving her a quantity
of hartahorn.

Mr. Tyrrell and Mr. Kekewich prosecuted ; the pri-
soner was defended by Mr. Cox.
It appeared that the prisoner had lived at Bradninch,
in this county, and that in February last he had lost his
wife in giving birth to the child whom, by the indictment,
on which he was arraigned, he was charged to have mur-
dered. The wife died about eleven days after the birth
of the child. He then made arrangements with his wife's
sister to take and keep the child, for which he was to pay
her 2s. 3d. per week. In consequence of this, she took
the child to her house, and commenced the duties of a
foster-mother to it, and up to the day of its death the
poor little thing appeared in good health. On the 17th
of February the prisoner's wife was buried. He had been
ill for some little time, and had kept his bed. He ex-
pressed a hope that his sister-in-law, who was coming to
the funeral, would bring his child with her, as he said he
very much wished to have her with him whilst they were
burying his wife. The child was brought and carried to
the prisoner, who was in bed. There it was left whilst
its foster-mother went down stairs and saw the funeral
depart. On her again taking the child she perceived
that its little mouth was very much swollen, and found
that it refused the breast. She mentioned this to the
prisoner, who did not say that he had given it anything,
but remarked that it had appeared to suck with difficulty
before. The child continued to moan, and appeared to
grow worse and worse. The woman took it to the house
of a medical man, whom she did not find at home, and
consequently she carried the child back to her own house,
without any medical advice. At four o'clock that morn-
ing the child was a corpse. Suspicions were awakened. An
examination of the child took place, when the cause of its
death was discovered to be some irritant poison, which
had most dreadfully burnt and excoriated its mouth and
throat, from the effects of which it died. Evidence was
given that the father had, a few days before, purchased
a pennyworth of hartshorn, and a constable, on
searching his room, found concealed in a hole in the
floor of the room in which he slept a bottle, which, it
was proved, was the one in which the hartshorn had
been fetched. The prisoner had been taken up and ex-
amined before the Coroner. When in custody he had
stated to the constable and the foreman of the Coroner's
jury that the child was crying and appeared ill, that Ito
had been taking some hartshorn himself immediately
before, which had done him a great deal of good, and
that thinking it would benefit the child, he had given it
about half a teaspoonful ; that he had no idea it would
injure it, or he should not have given it, and that he
should not have given it at all, had he not been in such
distress of mind as not to know what he was about.

Medical men had stated that they had no doubt the
child had died from taking the hartshorn, which was a
poison if administered by itself and undiluted with
water. But they had never known a person killed by
hartshorn before ; and it was constantly taken mixed in
water by the peasants in that neighbourhood as a very
wholesome medicine.

It was proved by another witness that the prisoner
had, as he stated, taken some in water a few days before.
Mr. Cox addressed the jury for the prisoner.
Mr. Justice ERLE summed up, pointing out the many
circumstances in the case which tended to throw a doubt
on the guilt of the prisoner.
liter a short consultation, the jury returned a verdict
of Not Guilty. _ _ _

Carmarthen, March 20.
MURDgft AY A 130 Y.—Evan Lloyd, a boy aged., nine

years, was charged with having, on the 13th September,
1844, thrown stones at, and struck, a boy named Daniel
Jones, and that Daniel Jones died on the 14th of Sep-
tember, and that he (Evan Lloyd) feloniously and with
malice aforethought killed Daniel Jones.
The prisoner, a little boy with a downcast look, pleaded
not guilty. _ .

Mr. Chilton, Q.C., and Mr. N. Carne appeared for the
prosecution, and Mr. V. Williams defended the prisoner.
Mr. CHILTON, in stating the case to the jury, said that
in his long experience he had never had the misfortune
to meet with a case in any respect its wallet. The pri-
soner was a boy of the age of nine years, a son of
Thomas Lloyd, of the parish of Llanfihangel-ar-arth.
The father of the unfortunate deceased was a labourer,
named John Jones, residing in the same parish. The
boy who was murdered was a mere infant, three years
old, and certainly could have injured no one. That the
infant died on the 13th of last September would be placed
beyond all doubt, and that he died from the effects of
external injuries was equally certain. That these inju-
ries could not have been inflicted by the deceased him-
self, and that they were not the result of accident was
also certain. The child was found in a ditch, with a
number of stones lying about him. He had bled pro-
fusely, and the stones were covered with blood. The
jury would have two questions to determine ; first, whe-
ther the prisoner threw a stone and struek the deceased
with it ; and secondly, whether at the time he did so, he
had a guilty knowledge that he was doing wrong. Until
from circumstances the contrary was made to appear
every killing of a fellow creature was accounted by the
law to be murder. However, there could scarcely, he
would confess, be malice aforethought in a child like the
prisoner. Under seven years of age no proof whatever
could justify the conviction of a child of felony. Above
fourteen a child was subject to the same laws as those of
mature age. Between those ages the law said that an
infant should be deemed prinui facie incapable of com-
mitting a crime, unless the contrary should appear.
Malice, however, supplied the proof which is requisite,
that is the criminal intent. The presumption that the
child is incapable may be rebutted by strong and fre-
quent evidence of its capacity to do a guilty action.
There was no proof that the child's body had been hid-
den in the ditch, but after the child had been missed and
a search had been instituted, the prisoner had denied
any knowledge of him. Again, while the search for the
child was proceeding, and when the people were going
in the direction where the body was afterwards found,
the prisoner told them that that part of the field had
already been searched.
Mr. CHILTON then proceeded to call witnesses for the
prosecution :

John Jones—l live at Llanfihangel-ar-arth. I had a
little boy named Daniel Jones, who died on the 13th of
September, 1844. He was four years old wanting six
weeks. I saw him the day before he died on the boun-
dary hedge between Coedlaney and my place. He was
playing with Evan Lloyd. I saw him next between six
and seven o'clock that night in my house. I was not in
the house when. he was brought in. He was covered
with blood.

Hannah Davies—l live at Llanfihangel-ar-arth. I
heard that Jones's child was missing. Between four and
five in the evening I was searching for him. I saw pri-
soner at the bar at the top of the field called Pantybro.
I found the child. Pantybro is the field I afterwards
found him in. It was a large field's breadth from the
place where I found the body that I met the prisoner. I
asked him if he saw the little boy of Danywaun. He
said " Yes." I asked him where be was playing with
him a little before dinner. Where did he go to after-
wards, I said. He said that he had sent him home. He
said that the boy went from him to sit by the side of his
father's house. I then went with the people to search.
Another woman, named Lydia Davis, saw the child first.
I saw her when she found him. The child was found in
the field of Pantybro-Gellyvelin. That was divided from
the one I met the prisoner in by a road. He was all
over blood. The blood that was not dry was on the
back of his head. It was bleeding then. I saw some
stones there. They were white stones ; from l Ilb. to
21b. in weight. I saw about six stones. Some were
stained with blood. The stones were lying by the
child's side. Lydia Davis carried him home to his
mother. I showed Sarah Thomas the place where the
child was found.

Cross•examined by Mr. V. WILLI/on—The field
where I spoke to the prisoner was adjoining the field
where the body was found, only divided by a lane.
By the COURT—I found the child about seven o'clock.

Sarah Thomas—l live at Highgate, in the parish of
Llanfihangel-ar-arth. I was near the prisoner's father's
house on the 13th of September, reaping. I met the
prisoner at the bar about half-past six—he was coming
out of the field in which the child was found who had
received the injury ; it is called Pentybro-Gellyvelin.
He was coming out over the stones which filled the gap.
There was no gate. I asked him if he had seen the
child that was missing. He said " No, I did not."
Hannah Davies showed me the spot where the child was
found next morning. That was within sight from where
I saw prisoner coming over the stones, about ten yards.
I met some people looking for the child.

Cross-examined—l didlot know how far it was from
the gap. She told me ten yards. I showed William
Williams where I stood, and where the prisoner came
out of the gap.
It was here stated by Mr. Chilton that he would take
his Lordship's opinion as to whether the statements
of the prisoner to a policeman could be received as
evidence.

His LORDSHIP said that it appeared by the deposition
that the first statement made by the prisoner was to the
policeman, and he told the prisoner that it would be
better for him to tell the truth. Under these circum-
stances, the admission or confession could not be re-
ceived.
Mr. CHILTON said that he had no further evidence to
offer, and h e would therefore decline proceeding to the
jury.
His LORDSHIP then directed the jury to acquit the
prisoner, and the boy was then ordered to be handed
over to his parents.