Monmouthshire Merlin

THE FRENCH COAL THADE,-The recent report of the Minister of Agriculture and Commerce induces the opinion that every attempt will be made in France to remove as much as possible the necessity for importing coal from England. Every facility will be given fur working the French coal fields, by improving the roads, extending and encouraging railway enterprise, and im- proving the canals and rivers. By this means it is an- licipated that the coal consumption of Franca can be supplied by the native fields, and that the price of coal to the consumer will be reduced to the minimum. Should the recomniendatious in the report be carried out in their integrity, it is anticipated that the quantity of coal exported to France will not materially shorten the duration of the coal supply in England. Time, alone, however, must prove the extent to which the production in France will be increased and also the extent to which our trade with that country will be augmented.

REGULATION AND INSPECTION OF MINES. We remarked in our last journal that the new bill for the Regulation and Inspection of Mines appears to embody all the really practical suggestions made by those most competent to give au opinion as to the actual requirements of the case and it would certainly seem that our opinion is generally participated in, since the bill has passed its most important stage— the second reading in the Commons—without opposi- tion. There was a rumour that an attempt would be made on the part of certain coal masters to prevent the re-enactment of the bill altogether—a rumour which we at once regarded as too improbable to be founded on fact; yet circumstances have since tran- spired which prove that the working colliers con- sidered it worth preparing for such an event; petitions ia favour of the inspection system have been presented by Mr. Beecroft, signed by 1750 colliers and iron masters in the Leeds district; by Mr. Cayley and Lord Ashley, from Barnsley; by Mr. Caird, from Wellwood Colliery, Cowdenheath, and Fordel Elgin Colliery, Halbeath miners, in favour of better inspec- tion of mines, a fair system of weighing, and education; also from Sir E. Colebrooke, from 600 miners around Lark-hall, county of Lanark, Scotland, in favour of better inspection of mines; and by Sir M. Shaw Stewart from Scotch miners and colliers; by Mr. Baines, from Leeds and neighbourhood by Mr. Cross- ley, from Barnsley and neighbourhood, miners, and others, in favour of the government bill for the in. spection of mines, with amendments in the education and other clauses, and praying that a clause may be introduced providing for a system of weighing the miners' material; by Mr. Dunlop, from the miners at Dairy, Ayrshire, in favour of the miners' bill, and for introducing into it provisions for a fair system of weighing on the pit bank; and we have received a communication from tue treasurer of the Operative Coal Miners' Amalgamated Union (Mr. John fclolmes), who writes:— The operative miners are themselves awake upon the proposed bill for the Inspection of Mines. They have sent up a deputation to London from Yorkshire and Lancashire, who are acting with others from Stafford. shire. Northumberland, Durham, and Scotland. I can assure you they all express the greatest satifaction at your remarks upon the bill, and especially for the hu- mane, as well as enlightened, tendency of your sugges- tions, believing a good legislative measure improving the physical and moral condition of the miners would be of great public good." ihe object of the bill is considered by all to be good; but the dispute is as to witich party has received the largest amount of consideration—the masters or the miners—the masters declaring that the working of the bill will put them to "serious practical incon- venience," whilst the men contend that the bill is not sufficiently stringent, as the idea that the workmen should have a voice in their own well-being is com- pletely ignored," Now, as we have attentively con- sidered the bill, without any prejudice in favour either of the one party or the other, we feel justified in declaring the measure as equitable—regarding it as a bill to please two parties whose views are much opposed to each other-as could be hoped for. The education clauses" were strenuously objected to at a meeting of the masters, and it was inferred that in urging this objection they had the full con- currence of the men, since they declared that the enactment was unfair both to the employers and to those workmen wno were desirous of bringing up their sons to their own trade, as the restrictions would practically prohibit the employment of boys under twelve years of age, while the regulations under this head were so impracticable and vexatious in their details, that parents who could not afford to keep their sons at school until they were twelve years old would have this branch of employment closed against them, and would be obliged to put their children to other kinds of employment. Now, as the masters show so laudable a desire that the wishes of the men should be complied with, it must be admitted that every objection to these educational clauses" will be removed if it be proved that the men actually seek the enactment of these clauses in the first case, and that the inconvenience to the masters will be extremely trifling in the second. Fortunately, the operative coal miners have been so explicit upon this point in their Circular of representations submitted to the Members of the House of Commons," that there is no difficulty in showing that the working men are quite in favour of the clauses objected to. They say:— As all experience has proved that no permanent im- provement can be achieved without a COI responding ad- vance in knowledge, intelligence, and habits, the opera- tive miners, above all, desire that a good, syund system of intellectual, social, and moral education may be pro- vided for their children and youth of both sexes, to be carried out upon the principles of the Factories Act Edu- cation Clauses, or in such way as may secure to the rising generation knowledge felt bv them to be so essential to future social progression." It remains, then, only to show that the masters will not be put to inconvenience, which may readily be done by recording a statement of the proportion of individuals at present employed below the age of twelve, compared with those above that age. [A tabu- lar statement is then given.] This shows that in a colliery in and about which 514 persons are employed, 12 boys only would be interfered with by the new Act, or rather, we should say for every 502 individuals employed in colliery operations, but twelve would be prevented from obtaining employment by the Act for we must remember that the Act does not prevent boys being employed above ground. Of these, six are switch-keepers, and six door boys; the remaining sixteen, which go to make up the twenty-eight under ten years old employed in connection with the col- liery, are engaged above ground, and are not, there- fore, atlected by the Act. But even assuming (as we have taken the figures for one colliery only) the whole of the boys under twelve years old were employed under ground, but one in twenty ot the persons en- gaged are affected by the Act, and these it would certainly appear could give no large amount of incon- venience, if any worthy of consideration —Mining Journal.

NEW TURKISH LOAN.-The Morning Herali says :— It appears that another endeavour is to be made to raise money for the Turkish Government in England and France. The amount required, it is said, will be from £6,000,000 to JE6,000,000 but the proportion to be negotiated in the first instance will not exceed £ 3,000,000. As low a price as 60 is, it is asserted, to be accepted for the new stock, which will be secured on Customs revenues, including those of Smyrna and Salonica, though it is very much questioned if the transaction will be attended with success. The public are not favourable to this security, and the frequent emission of bonds, each series being offered at a con- siderable depreciation when compared with the contract price of the original loan, is strong evidence of the embarrassed finanical position of the Ottoman Porte. The manner in which the final issue of the unsubscribed portions of the loan of 1858 was accomplished did not produce satisfaction, and therefore, judging from past experience, it is presumed that if a direct arrangement cannot be made some means will be resorted to for in- creasing the foreign obligations of that country. It is a laudable object no doubt to withdraw the paper ourrency which has so seriously interfered with the monetary prosperity of Constantinople but it is feared that the saorifice made to obtain the funds will sooner or later entail a responsibility of a different, but still very onerous character. Making every allowance for the develop- ment of her resources there is yet a great deal to be done before the credit of Turkey will support the burden of a rapidty augmenting external debt." A TIGER KILLED BY STKYCHNINE.—The. Bombay Times describes the killing of a tigfcr by strychnine. The tiger infested some low undergrowth at tho bottom of a garden, and it was resolved to destroy it. A buffalo recently killed by the tiger was taken, and a quantity of strychnine was strewed in the bitten flesh. The tiger came, ate as usual, and died immediately. A POETICAL PATRIOT.—The IJ'tstoa Mercury ol Satur- day has the t'olljwitig :-Our respected townsman Mr. W. Wansbrough, who seems to throw his whole heart into the volunteer movement, and who, by the by, is about one of the most soldier-like looking members of the Weston Company, closed his place of business yesterday, and affixed the following notice upon one of his shut- tel's: Closed to day, and business o'er Gone to join the Rifle Corps So my friends if you agree, You may go as well as wo." THE GREAT EASTERN" RATED.—During the time the Great Eastern steamer was lying in the Ibames, off Deptford, the chains in connexion with her moorings were attached to fastenings in a piece of land within the parish of St. Nicholas, Depttord. This was held by the parish authorities to be a bencficial occupation, and an assessment to the poor and other rates was made. The amount claimed (the rates being made quarterly) was £9 6s. 8d., and the demand for payment not having been complied with, a summons was applied for before the police magistrate of the district, and Mr. Seeker, of Greenwich Police-court, made an order for payment.

COLEFORD, MONMOUTH, USK, AND PONTYPOOL RAILWAY FROM MONMOUTH TO LITTLE MILL. DAYS {SUNDAYS. STATIONS. 1,2,3 1,2,3 1,2,3 i,2,S 1,2,3 12,3,If,2,3 Monmouth b 20 — 2 0 — 5 45 — 9 15 5 0 — Dingestow 8 31 — 2 12 — 5 56 — 9 26 5 11 — Raglan Roai .i 8 49 — 2 30 — 6 14 — 9 44 5 29 — Llandenny 8 54 — 2 35 — 6 19 — 0 49 5 3i — Usk 9 5| — 3 0 — 6 30 — 10 0 5 45 — Little Mill June! 9 15 — 3 20 — 6 40/ — 10 15 5 55 — FROM UTILE MILL TO MOM MOUTH. WF.EK DAYS. SUNDAYS. STATIONS. [1,2,3 1,2.3, 1,2,3 1,2,3 1,2,3, 1,2,3 i,2,3 11,23, 1 2 3 Little Mill JunclO 5 — — is 7 25 — 10 40 "~5 Usk 10 35 — — 4 25 7 35 — 10 55]7 20 — Llandenny 10 46 — 4 35 7 45 II 5 7 30 — Raglan Road 10 50 — — 4 40 7 50 — 11 107 35 — Dingestow 11 10 — — 4 58 8 13 — 11 28'7 55 — Unnmouth 11 2,1 — — |5 10 8 2.) — 11 40\8 5 —

SOUTH WALiii RAILWAY. FROM PADDINGTON TO NEW Ai JLFOilo (MILFORD HAVEN). I K ..I SUWDAYS iistzu istiU 1st & t-xp., ist2u, iixp Maii.|lst2djist2di istidiMail STATIONS. j&3rd & 3rd Istld; 2nd |lst2d|&3rd Ist2d(;st2d Jst2d Ist2d|«t 3dj& 3d St 3d lstid (class, class, class, class.;class.^cjass, class.jclass. class, clas»'class.!class. class class. f ad'limrtoM A.M. A.M. a.m. A.M. A.M.I A.M. A.M.! P.M. P.M. P.M.I A.M. A.M. A. M. p~m~ addington — — — a 0 9 30 7 15 10 30; 2 0' 4 50 8 lol — — S 0i 2 1! .W* 9 20 II £ 5 12 Ol 1 35! 4 30< « 52 10 47 1 5 5," Cheltenham Departure tor South U ales 6 30 10 3oll2l5 -!3 ol 6 10 7 30 12 0 8 50 2 80am NewnT.m 'Vi V/ -'{Uoll 3 25 -(8 20:2 ,5 9 to 3 "X' Lvdnev I 1 U 40 — — 3 »5 — 8 40 » 40 — 9 4S 3 25 2 4() cuJp«ow w 415' S6 .on 34s Portskewet I 55 12 1 °°i 4 35' 9 9 ;i 14 4 «« 3 W rortskewet — 8 7 — 12 27 — — 4 471 — — — — in 48 4-25 — rV'a"or — 8 17 — j!2 37 — — 4 59 — — — — 10 58 4 35 — Llanwern j 8 25 — !_i_|_|5y:_l_i_ imr.—!S =' i ,;j' »■' r jS r i •»:i S il X !i •» r ,5s; = z;;s! =:Bi!sh±s ss H r, — 10 29 2 3 2^1 7 mi\\ 10 60i 5 iSI 8 ,50| 1 26 6 5a 5 is Briton *erry — 10 37 — 3 59 — — i7 3uf — |8 l7\ t 5 iS *eath — 10 47 — 8 h 3 40j -|7 40 — 11 4! 5 32J y J j 4' ? & 3, 8 0 110 4 (Ij 3 50. 7 5U -|n 25j S 37 9 3fc| 2 6 7 52 5 37 8 37 (1 48 4 45 4 30; 8 43 6 ,/l10 |3 g « f Carmartnen 19 5 |2 8 — 5 0 5 0. — 9 40 —I — G I0!II 10 — 9 I 7 t Haverfordwest 10 32> 1 40 — 16 45 610, — — — — 8 111 — — 1?, ,4 I New Mil ford I|< 0j 2 15 7 10 fi 301 I FROM NEW MILFORD (MILFORD HAVEN) TO PADDUNGTOxN. 1 WEEK D AT6B ■ SUNDAYS. lixp.; Ist2d Jixp. I«t x ist2d;Mail. Ist2d m2d.l8t2dUt2d.Mail lst2d STATI0NB- :.t2d'&3rd lit«d|Ut2d 2nd lst2d & 3rd |st2d &»rd & .»rd'&3rd&3rd^l«2d & 3d ■ class, class, class.jclass. class class, clans, class, class, class, class, class. cUss. class. New Milford 14S1 8 25 V*' A M" I m- Haverfordwest 2J5 I I I ^6 6 30 10 40,4 26, Carmarthen '1 54 G 5 I S I I 5 .'f' 51 4 50' Ua"el'y — 7 2 — 10 50 — — 1 14 6 41 9 0 — l'j- 9| « 50| 5 50 Swa"sea 4 45] 7 25 10 8C II 18 — — I 40 7 0 9 3y — 8 ro| ? in 7 *n I £ e"th v- -|8 0 11 0 1145 2 !0| 7 31 9 ?°l 3? ? £ Briton Ferry — 8 8 11 0 — — — 2 I7! — — a i, t ?- 7 ul 8 15 Port Talbot 8 2111 14 11 56 — — 4 27(7 42 — 9 f0 £ 1' 7"lJ 22 ?,rid»end 5 231 9 0 II 44 14 IS — 3 5 8 7- 10 ?! J t3 L 7! f 22 Llantnssaut y 25 1-2 12 — i -491 u •>? 8 58 Ely for Llaiidaff — 9 49 12 33 3 sv s -7i 9 ilO Cardiir 6 0! 9 50 I 0 12 49 = I 3^ = »~0 Wl' I *1^ I I* Marshfield — 10 6 I 13f — — 4 17 I 4 6; 8 49. & 58 Newport « 28110 30 1 33' I 20 — — 4 39 9 13 — 8 27! 1 23 1 3K1 q"TV}n !? Llanwern — 1)0 35 I 43 — — 4 471 e »ii' 4 ? 10 Magor ;i0 46 I 53 4 58| — I 84" Z t Portskewet — ilO 56 2 0 — — — 5 J0I — K =41 — t ? Chepstow 6 5 31,1 9 2 24 1 46 — — 5 23,9 47 — Q "n — '-itoT,! Lydney 7 8)j| ^9 2 46) — — — 5 43)10 5 y, ? ,? Newnham 7 23|IV 50 3 5! — — — f> •j'ma'll — o!s: "i "tl J Gloucester 7 55^2 40 3 43,2 42 — — 6 55! i2 401 — 10 25) — fi own V' Cheltenham Arrival from South Wale.' 8 20, ] 2i) 4 10 3 20 7 20,12 'i'i In •*(•! Swindon Departure 9 251 2 40 6 10 4 15 — — 8 3y o «r] -,9 9r\ I Partington 1: 10! 3 0 9 *5 f. 0 10 4y 4 45l I 4 10, Z !„ J5,!

NEWPORT, ABERGAVENNY, AND HEUEFOED RAILWAY FROM HEREFORD TO NEWPORT. WKEK DAYS. SUNDAYS. l,2,3,| 1Z, 1,2,3, A: 2 1,2,<3.: J.i.o. 1 il STATIONS. class.jclass. class, class, class .[class, class, class, class, class, class. „ „ a- ni.'a. m. a. m. a. m. p. m.jp. m. p. rn a. m. p. m~ a. rn. n m Hereford -j8 0 9 30 12 45 2 60| — ,6 55 9 0 — 5 30 1 Tram Inn 8 U 9 50 3 0 7 6 9 12 5 43 St Devereux — 8 18 10 5 — 3 71 — 7 13 9 19 — 5 =1 Pontrilas — 8 28110 26 1 0 3 17! — 7 23 9 29 — « o TPfnd/ •••• -i840ii"f5 330 -'7 35 9 42 6 15 Llanfihangel — 8 47'10 00 — 3 37| — 7 42 9 491 — 6 '21 — Abergavenny. — 9 0! 11 15 1 28 3 491 — 7 00 10 3; — 6 36 — Penpergwm — 9 8 1125 3 67J — 8 3 iO Hi 6 44 — Qo"re*V: — 9 15 1137 — 4 4j — 8 10 10 19( — 6 5! — Little Mi. — 9 22 11 51 — 4 1016 45 8 17 10 26 6 58 — 1'ontypool road Arrival — 9 30 12 0 1 60 4 16 6 55 8 25 10 32j — 7 0 — Pontypool road Departure — 9 40 12 10 — 4 231—Z~ 8 2c1l0 3oi ~7~15 ~ZT Pontypool — 9 45 12 15 — 4 2s| — 8 30 10 40 — 7 20 —. Crumlin — 9 55 12 30 — 4 40! — 8 45 10 55 — 7 35 Tredegar Junction 10 5 12 40 — 4 48{ — 8 53 11 5 — 7 45 Rhymney Junction — 10 10 12 50 — 4 53 — 8 58 11 12 — 7 fin — Llancaich — 10 20 1 0 — S 11 — 9 8 11 2*2 — R n Quaker's Yard — 10 30 1 10 — 6 9| 9 lMl 35 — « lo Troedyrhiew — 10 43 4 2 — — — 9 31 II 48 — s 00 Merthyr .Arrival — 10 50 4 1C — 5 25 — 9 40 11 66 — 8 35 — -1- rimmewydd — 9 50 12 — 4 28 — 8 35 FoTT ~IT ~7~20 ~~ZT Newport — 110 0'12 40 2 5 4 38 7 30 8 45 10 50 — 7 30 FROM NEWPORT TO HEREFORD. AVKKKDAYS. SUNDAYS. 1,2,3| 1,2,3, i,2,3, 1,273.11 & 2 l,27& 1,2,J, 12 3 1 a i 1 STATIONS. class, class, class, class, class.jclass. class, class, class!jclass^class! a' m" a" a a* m P- ni-ip- ni. p. m. a. m. u. m D m HT ge-PO" I'M 9 01110 3 C| 6 30P — 10 Pontnewydd — 8 0 — 11 20 3 10 6 40 — 10 10 — 5 4C — Merthyr Departure — — iQ io 1 4o| 5 40 ITlS ~IT Ti5 TT" Troedyihiew — — — 10 19 1 53| — — 9 23 — 4 o5 — Quaker's Yard — — — 10 40 2 15 5 55 — 9 33 5 5 Llancaich — — — 10 47 2 25 6 5 — 9 42 514 lihymney Junction — — — ,10 57 2 35 6 15 9 52 — 5 24 — Tredegar Junction.. — — — 11 2 2 45 6 20 — 957 509 Crumlin — — — 11 12 3 0| 6 30 10 7 5 31. Pontypool — — — II 25 3 151 6 42 — 10 20 — 6 ot — Pontypool road Arrival — — — 11 32 3 20 6 49 — 10 25 5 5 £ Pontypool road Departure — 8 10 9 36 11 37 3 23 6 53 ~~13" Tn^'—iTT^ Little Mill 8 I7j 9 45 11 45 3 31! 7 0 1033' g S I Goitre 8241 11 52 33Pi 1040, 6 9 Penpergwm — 8 3". — 12 0 3 47 7 14 — 10 48! — 6 37 Abergavenny — 8 42 — 12 10 3 58 7 22 — 11 0| — 6 2S< Llanfihangel — 8 52 — 12 20 4 8 — — 11 11 6 Pandy — 8 59 — 12 27 4 15 7 37 — 11 18 — 6 41 Pontrilas — 9 11 — 12 38 4 2> 7 4 £ — 11 32 — 6 69 St. Devereux — 9 20 — 12 48 4 37 — — 11 42i — 7 j. Iram Inn — 9 28 — 12 54 4 4-5 — — Jl 50) 7 16 Hereford — 9 40 1 5 4 5h 8 10 — 12 0| 7 30

I SHREWSBURY AND HEREFORD. MANCHESTER. AND LIVERPOOT. PATTAUAVQ I FROM MANCHESTER AND LIVERPOOL TO HEREFORD. WEKK DAYS. SUNDAYS. 1,2,3 lst2d, 1,2,3 lst2d 17273 STATIONS. Mail. class class, class class Mail. class a. m. a. m. a. m. Ia. in. p. m. a. m. a. m. Manchester.departure — — 6 451 — 10 0 — — Warrington — — 8 81 — 10 5C — — Chester arrival — — 8 50j — 11 45 — — Liverpool departure — — 8 6 9 30 i 45 — 8 30 Birkenhead — — 8 201 9 50 2 5 — 8 59 Chester — — 9 0i 10 45 2 45 — 9 50 Wrexham — — 9 25111 16 3 10 — 10 29 Llangollen Road — — — 111 39 — — 10 55 Shrewsbury arrival — — 10 30112 35 4 15 — 11 50 ————- ——————— EXP. 1,2,3 Shrewsbury departure 3 15 8 0 10 40 12 40 4 20 3 15 — Ludlow "4 45 9 20 11 40 1 47 5 50 4 45 — Leominster 5 15 9 52 12 5 2 10 6 25 5 15 — Hereford arrival 5 45 10 40|12 40 2 40 6 55 5 45 — FROM HEREFORD TO MANCHESTER AND LIVERPOOL TER WEFK 'S SUNDAYS. 1,2,3 lst2d lst2d lst2d lst2d 1,2,li.lstid STATIONS. Class class class class class class class a* m.,a. m. p. m. p. m. p. m. p. m. p. m. Hereford .departure — !) 50 2 40 5 20 8 20 — 8 20 Leominster — |io 25 3 15 5 56, 8 47 — s 47 Ludlow 7 55(10 55 3 42 6 221 9 5 — 9 s Shrewsbury arrival 9 10 12 20 4 55 7 35 ;0 0 — in n 1,2,8 lst2dl a. in Shrewsbury .departure 10 35 12 25 5 15 7 40 11 7 9 or t Llangollen Road 11 15 1 12 6 2 8 29 — in oi; « r Wrexham 11 34 1 341 6 24 8 49 12 12 10 48 6 30 Chester arrival 11 55 1 55 6 50 9 15 12 35 11 20 7 5 Birkenhead 1 5 2 40 7 30 9 45 5 15 11 55 8 10 Liverpool ^arrival 125_3_ 0 7 50 10 5 5 35 12 15 8 30 Chester departure 12 15' 5 30 — 7 0 (T~0 Warrington 1 5 6 10 7 45 6 60 Manchester arrival 2 0! 7 0 — — 8 40 8 10 —

GREAT WEST,ERN RAILWAY. LONDON 10 BRISTOL. — WEKK DAYS. f SUNDAYS. 1 & 52. 1 & 2| 1 & 2 1 & 2 1 & 2 |1 2 1 2 311 <fe 2 g.TAT. — class J class, KXP. class.jclass. class class. Expa|class. class, class j. A inja. ixi. a. i1'. a nua. in. p, uj p. m n in in >n « m m London (Paddington Departure 6 0: 7 15 9 30 10 30 11 45 2 0 3 0 4 5o! 8 10 8 0 0 7 15j 9 10 10 20 11 45|12 45 3 3 4 28 5 40| 9 15* 9 40 3 23 T)ldcot 8 0110 55 10 45 12 20] 1 15 3 35 5 12 6 5 9 45,10 40 4 3 Swindon S Arrival 9 5 12 0 11 20, 1 15 1 50 4 10 5 55 6 40 10 3shl 50 5 0 1 Departure 9 1512 25 11 30, 1 25 2 0 4 20 6 3 6 COllO 45 12 20 5 10 Chippenham 9 55 1 10 11 57i 1 53 2 27 4 30 6 354 7 lftlll 18 1 55 on Bath 10 30 1 45 12 20 2 20 3 55 5 20 7 10 7 35|ll 50 1 45 6 LI Bnsto1 11 0 2 25 12 40j 2 45 4 30 5 45 7 35 7 55jl2 20 2 25 6 40 UiilblOL TO LONDON. — WEKK DAYS.. SUNDAYS. lst2d 1,2,3 lst2d |lst2d|lst2d lst2dji,2,SlKt2 STATIONS. ZAP, MAII, CLAAS class class E r.!class class class'class clas A. M. A. MJA. M. P. M. P. M. P. M. P. M. P. M. PTNT.'ATNT. PTM. Rnstol Departure 8 5 10 Ojll 10 12 15 1 0 2 55 4 20 6 45 12 45 10 0 <5 30 Bath 8 25 10 20 11 35 12 50 1 24 3 15; 4 48 7 15 1 10*10 40 7 0 Chippenham 8 50 10 50 1 0 1 30 1 58 3 40, 5 25 7 55 1 40'll 30 7 35 Swindon Arrival 9 15 11 20 1 30 2 15 2 28 4 5| 6 0 8 26 2 15jl2 15 8 5 } Departure 9 25 11 30 1 40 3 0 2 40 4 15 6 10 8 35 2 25 12 25 8 15 Didcot 9 57 12 20 2 25 5 10 3 25 4 50 7 5 9 25 3 5 1 28 9 10 Reading 10 23 1 0 2 55 6 5 4 0 — 8 0 9 55 3 35 2 20 9 45 London (Paddington) 11 10 2 25 3 50 8 10 5 0 6 0 9 25 10 45 4 45 4 10 10 45 I

BRISTOL AND EXETER RAILWAY. FROM BRISTOL TO EXETER WEEK DAYS. KtIKDAY. ilst2dfl, 2,3ilst2d jlst2d lst2d lst2d l3t2d' 1,2,3 STATIONS. MAIL MAII, class class|class| EXT. |class MAIL class class EXP. class MAIL'class class A. IN. A. IN. A. M. A. M.!A. M. P. M. P. M. P. M. P. M. PTIN. PTNT. P. M. ATNR. PTM- !>■ M. Bristol Departure 12 40 C 45 8 0 9 40ill 30 12 50i 1 20 3 0 4 40 G 0 8 0 8 15 6 45 — 50 Nailsea — 7 0 — 9 57 11 50 — 1 35 3 16 4 53 — 8 30 7 O — 7 8 Yatton, Clevedon Junction — 7 10 8 18 10 8 12 5 — 1 45 3 27 5 2 6 20 — 8 40 7 10 — 7 22 Banwell — 7 18 — 10 15 12 12 — 1 53 3 34 5 9 — — 8 45 7 18 — 7 36 Weston Junction 1 25 7 25 8 30 10 27 12 20 — 2 0 3 45 5 18 6 31 8 30 8 50 7 25 — 7 45 Highbridge — 7 40 8 50 10 44 12 42 — 2 20 4 2 — 6 47 8 45 — 7 40 — 8 5 Bridgwater 1 50 7 35 — 11 O 12 55 1 381 — 4 19 — 7 2 8 55 — 7 55 — 8 28 Durston Arrival 8 5 11 16 1 5 — 4 32 — 7 14 — — 8 5 — 8 38 Taunton 2 15 8 19 — 11 31 2 5 1 55 — 4 44 — 7 28 9 15 — 8 19 — 8 53 Wellington 2 30 8 33 — 11 50 2 23 — — 5 0 — 7 42 — — 8 38 — 9 10 Tiverton Junction 2 50 8 55 — 12 19 2 53 — — 5 26 — 8 6 — — 8 55 9 35 Exeter Arrival 3 20 9 35 — 1 0 3 35 2 45 — 6 10 — 8 46 10 5 — 9 3a — 10 20 FROM EXETER TO BRISTOL WEEK DAYS. SUNT)AVFL. Ilst2d lst2d lst2d lst2d lst2d lst2d 1,2, 3 lst2d. 1 st2d l>3lst2d STATIONS. JCLASS CLASS CLASS CLASS CLASS F.XP. MAIL CLASS CLASS CLASSJCLASS MAIL ELASS] CLASS MAIL !A. M. A. M. A. M. A. M. A. M. p. M. p. NI. P. M.|P. M. P- M. P. M. P. M. A. M. P. NI. P. M Exeter Departure — — 7 10 10 0 11 50 12 53 3 30 — 5 35 — 8 0 9 4a G 0 3 30 9 45 Tiverton Junction — — 7 42 10 29 12 28 — 4 2 —16 12 — 8 32 10 13 6 40! 4 2 10 12 Wellington — — 8 0 10 49 12 58 — 4 18 — 6 3' — 8 5,5 1(1 33 7 0| 4 1810 33 Taunton — — 8 16 11 5 1 40 1 33 4 33 — 6 aa — 9 10 10 50 7 15] 4 3310 50 Durston Departure — — 8 26 11 19 1 64 — 4 45 7 — — — 7 25, 4 45 Bridgwater — — 8 36 11 33 2 9 1 52 4 59 — 7 23 — 9 37 11 15 7 40 4 5911 15 Highbridge 6 40 9 5 8 5011 49 2 28 — 6 10 — 7 40 — 9 50 8 41 5 10 Weston Junction 6 59 9 19 9 912 7 2 53 — 5 25 — 8 0 — — 11 40 8 28l 5 25 11 40 Banwell 7 7 9 27 — — 3 4 6 19. 8 7 — 8 381 yatton, Clevedon Junction" I 1° *} 37 — 12 22 3 14 — 5 40 6 26 S 18 0 40 10 25 — 8 50| 5 40 — Nailsea 7 24 9 45 — — 3 23 — 5 5o G 35, 8 28 — — 9 4 5 55 Bristol Arrival 7 40 10 5 9 45 12 45 4 0 2 43 6 15 0 65j 8 50 10 lOjll 0 12 25 9 30j 6 15 12 25 ———

SOUTH DEVON RAILWAY. FROM EXETER TO TRURO. — WEEK DAYS. SUNDAYS. MAIL 1,2,3 MAIL 1,2,3 EXP. 1, 2 1, 2 EXP. 1, 2 1,2,3 MAIL 1,2,3 1,2,3 STATIONS. a. m. a. m. ja. m. p. m. p. m.'p. m. P. m. p. m. a. m. a. m. ia. m. P. 111. p. ni. Exete ••• 3 30 6 45 9 45 1 10 3 15 4 23' 6 30'10 10 3 30 6 45' 9 45' — 6 30 Teigninouth 4 3 7 30 10 2a 2 2 3 50 5 jl 7 15 10 45 4 3 7 30 10 25[ — I 7 15 Plynjout 6 5 9 55 2 20 — 5 25] 7 30 9 25112 10 6 5 9 35 2 20 — 9 25 Truro 8 55 12 40| 5 5 — 7 30|lu 201 — — 8 55 — 5 5| — | — ~Fitulvi TIlllKo 10 EXETliTIir WEEK DAYS. SUV DAYS. 1,2,3 1, 2 KX1>. MAIL.I1,2,3 1, 2 11,2,3 MAIL 1,2,3 1, 2 1,2,371,2,3 TATIONS. a. in.ja. mJa. ni. noon a. m. p. m |p. m. p. m. a. mJa. m.ip. m. p. in.ip m. Truro «• •• ••• •• •• — 6 451 8 15 — ill 0 — j — 6 55 — 6 45i — I —* Plymouth 6 40| 8 55 10 40 12 40 2 15 5 5 7 10 6 40 12 40 2 25 — 7 10 Teignmo*th 8 35 10 50 12 7 2 27 4 20 6 55 7 47 8 52 8 3512 27,4 27 — j 8 52 Exete .M ,M «. 9 30(U *>'l2 46 8 lOl 6 10 7 40l 8 35 9 M 9 W 8 lol 5 161 — 1 9 35

WESTERN VALLEYS RAILWAY. FROM NEWPORT TO NANTYGLO AND EBÐf VALE. WBKK DAY SUNDATt. "Tvrio.v*. ,1,2, 3,, 1, 2, 3,1, 2, V r» 1 A,M* noon., P.M. a.m. p.* Newport, Dock-street 7 0 ,12 0 5 30 8 30 5 Bassalleg Junction 7 12 12 13 5 43 8 43 6 3 rydee 1 17 i 12 18 r, 48 84863 Risca 7 26 J2 -21 557 857 5* Cross J\.C)"6. 7 32 12 34 6 4 9 3 54: Chapel Bridge 12 39 6 9 9 7 Ó bI A berearn 7 42 12 44, 6 14 913 651 Neworidge 7 48 12 50 6 20 » 19 6 • Orumin 7 66 6 2-3 9 24 6 • Uanhilletii 1 2 6 32 9 31 6 lf Aberbeeg Junction.. Abertillery 8 14 1 18 6 48 9 46 6 Blaina 8 24 1 20 6 59 9 57 6 4 Nalltyglo. 8 32 1 37 7 7 10 5 651 Aberbeeg Junction 8 6 j 1 10 6 40 IT3H Ti ^.Wm S 17 1 21 6 ol 9 49 0 31 victoria 8 24 1 29 6 59 9 57 6 4i EbbwVale 8 M 1 37 7 7 10 56 bi On Saturdays, an additional Train leaves Newport a' /.o0 p.m., lor (Jrumlin, calling at inteimediate Stations, FROM NANTYGLO AND E13BW VALE TO NEWPORT. WEEK I"kys. SUNDAYS a iMTi".Na. 2, 3,1, 2, 31,2,3 1^ i A.M. P.M. P.M. Â.M. P.M. h.bbw v ale 845 2 1g i 7 20 10 25 7 Ie Victoria 8 62 i 2 22 7 27 10 32 7 11 Cwm 8 08 I 2 i8 — 10 38 7 23 A-berbeeg junction y 8 j 2 38 7 42 10 48 7 33 N,Ult)glu. 8 45 iTis 20 uT'iF 7 ft tflan.a 8 0l 2 21 7 26 10 31 7 16 Abertillery 8 08 2 28 7 33 10 38 7 23 Aberbeeg Juiiction 9 8 2 3n 7 42 10 48 7 33 Llanlmleth 9 14 2 44 — 10 54 7 39 Crumlin 9 to I 2 U 751 11 1 7 46 Newbridge 9 25 2 56 7 56 11 6 7 51 Abercaru 9 30 3 2 8 2 11 12 7 51 Chapel Bridge 9 35 3 7 11 1781 Cross Keys 9 40 3 13 8 11 11 23 8 8 Risca 9 47 3 20 8 18 11 30 8 10 i'ydee 9 06 3 30 8 28 11 40 8 lb Bassalleg Junction.. 10 3 3 37 8 35 11 47 8 32 Newport, Lock-street 10 15 ?, 50 8 48 12 0 8 46

EASTERN VALLEYS RAILWAY. FROM NEWPORT TO BLAENAVON WEEK 1)AY8. SUNDAYS. 00' =*& » < » l<*J =^5 « -to1 aj « ci i11 3 U «|TJ d r3«jt3gx<S'' STATIONS, a OjS-3 c -s c- 0- If"2 i-"2 SO £ trs £ c»3 *<" A.M »,.M. P.M. P.M. ?Im? A.M. 'P.M. P.M. New.crt 9 0; 1 3.5,5 0 — 0 9 30j — 80 Uantarnam..j 9 6; 1 41 0 6' — ]8 6 9 36| — 8 6 Cwmbran. 9 101 1 45 c 10; 8 10 9 40 — 8 lo Pontnewydd.J 9 14' 1 49 5 14 — 18 14 9 44, — 8 14 Pontrhydyrunj 9 18 1 53,5 18 — 18 18 9 48/ — 8 1ft Pontypool 9 35 2 10 S 35 — j8 36 10 5 — 8 35 Pontnewynydd| 9 39 2 14 5 39 — 18 39 10 9 — 8 89 Abersychau.) 9 44 2 19 5 44 — 18 44 10 14 — 8 44 Cwmavon 9 52, 2 27 5 52 — js g0 10 22 — 8 62 Hlaenavon .|10 U| 2 35 6 0 — 19 0|10 3«| 9 0 FROM BLAENAVQN TO NEWPORT. WEEK DAY, SUNDAYS. »' i « 7=* « « "3— i"13" S |-a « 'ts SI S !•« « ■o S STATIONS. Ic-S.'O o jfl s «-'a- B -3 A.m.! A.M- P.M- P.M.:P.M.| A.M. P.M. P.M. Blaenavon 7 30 11 30 3 O.q 3C — j S 0 4 30 Cwmavon.17 3S;ll 38 3 8.0 3S' — j 8 8 4 3tt — Abersychan..|7 46;) 1 46 3 l6i6 46 — j 8 1614 46 — Pontnewynydd 7 5011 50 3 20|6 50! — j 8 20!4 50 — Pontypool ..18 0112 Oi 3 30 7 0 — 5 8 30!5 0 — Pontrhydyrun 8 7', 12 7, 3 3717 7! — I 8 37;5 7 — Pontnewydd 8 11 12 11| 3 4l|7 111 — 1 8 41 5 11 — Cwmbran IS 15 12 15; 3 4-3j7 15 — S 8 45 6 15 — Llantarnam.. 8 21 12 21'; 3 51 7 21 — I 8 51 5 21 — Newport >8 30112 30; 4 0>7 — 9 0,5 30 —

TAFF VALE RAILWAY. FROM CARDIFF TO MERTHYR AND ABERDARE WEEK DAWS S.UNDAY8 S STATIONS. A.M. P.M. P.M. A.M. P.M. 5- Cardiff Docks.. 9 20 "2 50 — 8 50 3 50 u'Cardiff 9 :?0 3 0 6 30 9 0 4 0 4^ Lkndaff 9 39 3 9 6 40 9 9 4 9 6*iPentyrch 9 47 3 17 6 48 9 17 4 17 8 Taff's Well 9 52 3 22 6 53 9 22 4 22 12 Treforest 10 3 3 :<3 7 5 9 33 4 33 13 Newbridge 10 8 3 38 7 11 9 38 4 38 I64 Aberdare Junction 10 19 3 49 7 23 9 48 4 48 18 Quaker's Yaru 10 32 4 '2 7 36 10 1 5 1 22 Troedyrhiew 10 43 4 13 7 48 lo 12 5 12 24 Dowlais Junction 24 Merthyr 'in 50 i 10 7 55 10*243 iABEKDARE BRNCHj ItUiAberdareJunction; 10 22 3 52 7 28 9 51 J 20 jj Mountain Ash.. 110 35 4 5 7 41 10 4 16 4 w 22J: Aberaman — — 2-2i;Treaman (10 43 4 13 7 49 10 J2 5 18 24 IA bordare 110 47 4 17 7 53 10 16 5 16 b'KQM MERTHYR AND ABERDARE TO CARDIFF WEBK DAYS. SUNDAYS 2 STATIONS. A M. P.M. P.M. A.M. P.M. Merthyr 8 20 1 50 6 35 9 5 4 5 i Dowlais Junction 2JjTroedyrhiew 8 28 1 58 6 44 9 13 4 e^lQuaker's Yard 8 39 2 9 6 57 9 24 4 24 8 AberdareJunction 8 52 ,2 22 7 11 9 37 4 37 11 £ 'Newbridge 9 2 2 32 7 22 9 47 4 47 124 Treforest 9 7 2 '>7 7 27 9 52 4 52 164iTaff's Well. 9 18 2 48 7 38 10 3 6 3 18 Pentyrch P 23 2 5<J 7 43 lo g 5 8 20 iLlandafl 9 31 3 1 T ■ 10 16 6 16 231 Cardifl •••• 9 40 3 10 8 0 !l0 25 6 25 24JiCardiff Docks.. 9 50 3 20 — 10 35 — IAHKKDAKE HUNCH ——— !Aberdare 8 22 1 52 6 41 9 7 4 7 UjTreaman 8 26 1 56 6 45 9 11 4 1* 3|Aberaman — — — — — !Mountain Ash.. 8 34 2 4 6 53 9 19 J 4 19 A.berdare Junction 8 47 2 17 I 7 6 9 32 • 4 32

RHYMNEY RAILWAY. FROM CARDIFF To RHYMNEY. stations. I Week Days. Sundays. a.m.,p.m.p.m.a.m.p.m. Cardiff (Adam-st. Station) 10 Oj 1 40j 5 20 8 45! 4 25 Walnut Tree Bridge 10 181 1 58! 5 38 9 3| 4 43 Daerphilly 10 30j 2 10| 5 50 9 19) 4 58. 5fstrad 10 45 2 25 6 5 9 371 5 14 Hengoed Arr. JO 50 2 30 6 10 9 44| 5 20 Dep. 11 0 2 40 6 2010 0 5 30 Pengam 11 7 2 47 6 2710 8 5 38 Bargoed 11 14 2 54 6 34 10 161 5 46 TyrPhil 11 23 3 3 6 4310 26 5 56 Khymney 11 35 3 15 6 55 10 40' 6 10 FROM RHYMNEY TO CARDIFF. stations. Week Days. Sundays. a. m. p. tn. p.in. p. m Rbymney 9 30 1 55 4 15 9 10 3 55 Tyr Phil. 9 42 2 7 4 27 9 24 4 9 Bargoed 9 51 2 16 4 36 9 34 4 19 Pengam 9 58 2 23 4 43 9 42 4 27 Hengoed !Arr. 10 5 2 30 4 50 9 50 — Dep. 10 13 2 40 5 010 0 4 35 Ystrad 10 17 2 45 5 5.0 6 4 42 Caerphilly Arr. 10 30 3 0 5 20 10 22 4 58 Dep. — — — — — Walmit Tree Bridge 10 42 3 12 5 3210 37 5 12 Cardiff (Adam-st. Station) 11 0 3 30 5 5010 55 5 30

VALE OF NEATH RAILWAY. ?ROM NEATH TO MERTHYR. w STATli)NS. I WkfcK DAIS, SUNDAYS ——_8TA™8' Ia37X» a.m. a.m. p.m a.m. p. at ^at» 8 30 2 20 7 45 9 20 8 30 Aberdylais 8 3.i 2 26 7 £ 0 9 25 8 35 Resolven 8 47 'i 37 8 0 9 35 S 45 Ulyn-Neath 8 57 2 47 8 8 9 43 8 53 Hirwain 9 17 3 7|8 28 10 3 9 IS Hirwain.dep, 9 23 3 13j8 36 10 10 920 Aberdare .arr. 9 35 3 25|8 45 10 20 930 -1.1- Hirwain dep 9 20 3 10 8 31 10 e 9 Llwjdcoed 9 27 3 17 8 38 10 13 ft ^3j Abernant for Aberdare 9 37 3 27 8 48 10 23 9 33 Merthyr 9 60 3 40 9 0 lo 35 9 45 FROM MERTHYR TO NEATH WEI-K DAYS. I SUNIMKM stations. l,2,o]lX7~2r3 1,2,31,2,a A Til !l'.M. p.m a.m. p.m, Merthyr 65(1 50 6 0 7 45 .6 50 Abernant for Aberdare .(9 7I2 2 6 12 7 57 6 2 Llwydcced 7 6 17 8 2 6 7 HnwaiD. arr.| 9 18 2 136 23 8 8 6 18 Aberdare.. dep. 9 0 1 55 6 5 7 50 6 55 Hirwain arr 9 13 2 8J6 18 8 3 6 8 Hirwain 9 21 2 15,6 25 8 10 6 15 Glyn-Neath 9 41 2 34{6 44 8 29 6 3i He solven o 51 1 43 g 53 8 6 43 Abci'dvlait {in |2 ^57 5 8 6( 6 65 Sin lol3 r V, 8 55 7 0 Newportt Saturday, March 10, 1860, Printed for the Proprietor, by WILLIAM CHRISTO- PHERS, of No. 7, Commercial-street, in the Borough of Newport; and published at the MEBLIH General Printing Office, No. 15, Newport,

J In a recent issue of this journal, we drew attention to the statistics of insolvency, developed ¡'od progres- sive and, after pointing out the inefficiency of all the remedies so-called, now in use, we asked, whether the remedy for the future was to be found in the in- crease of penalties, or in the withholding of credit now given upon faith in the vengeance of the law? For this goes to the very foundation of the matter. Capitalists naturally look for the help of the Legis- lature to enforce the monetary performance of con- tracts. Commerce has so much expanded, credit so largely increased, that wholesale houses now do business with persons whom they never saw, and care little to see, so long as bills are met. Commercial ambassadors rush in hot competitive haste from town to town, and except from the gossip of the com- mercial room," which is not always disinterested, they allow themselves no opportunity of obtaining accurate information, as to the menu? and standing of the persons from whom they bui uucis. Lower down than wholesale houses, credit is extended thoughtlessly to persons, who ought never to be trusted to walk round a penny. Yet when the natu-s ral result of this unthinking mode of action appears, creditors cry out for the vengeance of the law, and they find that even its aid only ends in the imprison- ment of about 15,000 debtors per annum, in the vain endeavour to diminution, in the annual loss of fifty millions, in writs of capias, fieri facias, and warrants of commitment. And there are intermediate penalties. Debtors may be stopped in their business, and their credit" ruined by the baste of one or more creditors to get paid. Homes are broken np; families scattered. The whole commercial framework becomes filled with distrust and suspicion. And creditors at the present time are carried away by an infatuation that penalties must be multiplied to prevent bad debts. They imagine that a feeling of fear will prevent men accepting credit which is offered, nay, often almost forced upon them. If penalties weie increased, we believe the result would be that persons giving credit would be released from the operation of a very salutary fear under which they are, to some degree, restrained at present. If the remedies which they wish were provided for them, they would give credit with a false confidence founded on a belief, that the fear which formerly oppressed them would be transferred to theircustomers. When a man believes lie has a chance of making a living by selling the property of others, obtained upon credit, be will not be restrained taking credit by the prospect of a contingent and remote penalty. Finding commercial travellers continually coming to him so- liciting orders, he will seek to maintain appearances, even after insolvency in his affairs has commenced. What benefit a penalty, however severe for mere insolvency, would confer on the community, it is im- possible to perceive. We know that every year hundreds of persons are remanded back to prison to undergo considerable terms of inprisonment. Yet is the evil abated ? Before the County Courts' Act came into operation, in 1847, credit was not very generally extended by the lower section of the trading classes, except in localities which had local courts extending to them by special acts of Parliament. When that act came into operation, some millions of pounds which had long figured in 1 he books of creditors as utterly desperate debts, were sued for and judgment recovered. I lie amount actually obtained by payment was a gain to the commercial community they never expected. The want of a remedy had operated before on the preven- tion of credit; the creation of a remedy suddenly came to the relief of the creditors to adjust the faulty judgments shown in giving credit to untrustworthy persons. But what is the result noto ? Simply this, that the County Courts annually issue 700,000 summonses, issue 90,000 warrants against the goods of debtors, and commit 10,000 persons to prison. Were there no warrants to be procured for small debts, as before 1847, the result ere now would have been, that a certain class in the community would not obtain credit at all, and an immense amount of fraud, as well as cruelty, would have ceased to exist. We are willing to accept, for the sake of argument, that every one of the 700,000 whom creditors sue in the County Courts, are not willing to pay, unless com- pelled. But if it were not for the feeling of certainty of payment by law existing in traders' minds, they would not give credit, and any inconvenience sus- tained by an unworthy person, is less entitled to sympathy than are the members of the community, who, in addition to paying their own debts, are charged with the maintenance of the prisons, and the other machinery of penalties. The truth is that millions of credit are given un- necessarily and wastefully, and the competitive spirit amongst dealers to do business" and get paid, is the cause of much insolvency. Creditors, instead of acting is trustees for each other, only give credit to a man, believing that he will also obtain credit from others. Hence, our dealer giving credit in January at three months" is paid out of the credits of other dealers in Febuary and March. Unless the debtor not only be honest, as this world goes, but singularly conscien- tious, and stop payment, before the credit given in January is due, that particular creditor with the aid of the law, can pay himself out of the contracts in February and March, leaving the creditors in those months to bear the whole of the loss, when it accrues. This is a penalty upon credit for which the law is the responsible author. Traders struggle with the law PO 11 by appearances" and pleas," in the vain hope of surmounting difficulties, and then generally leave the Court of Bankruptcy with a certificate of the third class. It would be much wiser to prevent creditors twisting the law to obtain preferency for themselves, or colluding with debtors to do so, and equally prevent debtors delaying creditors by the law's agency. The nonpayment of the first debt ought to create a trust in the affairs of the debtors whose estate should then be put in train of investigation and liquidation. Debts are the monetarv results of civil contracts. The basis of these contracts is credit. That term indicates that the vendor and buyer had confidence in each other's commercial honour. And if the vendor parted with the possession of his goods, in faith, that on a day certain, he would receive the equivalent price in cash, so the buyer expects that the goods lie receives are of the quality and quantity he ordered and contracted for. If buyers often fail to perform their parts of contracts, vendors as frequently impose inferior goods! There is mutual deception and disap- pointment. Nonpayment sustains adulteration, and trade instead of being a fair exchange of commodity and credit, is simply a bargain, in which incipient insolvents seek to overcome adulterating dealers. The law has produced this state of things. A vendor is entitled to sue the buyer for goods sold, which he must pay in full, and commence a cross action for damages on breach of contract. But if the law per- mitted a buyer only to receive such part ot the bulk as is genuine and agreeable to order, in weight, quality, and measurement, or plead a set-off for the difference, the evil of adulteration would meet a check. And until wholesale dealers and manu facturers reform their own evil doings, they are not entitled to ask for penalties upon buyers, but the latter are equally entitled to say, Physician heal thy- self." One penalty, indeed, is wanted. We have over and over again pointed out that the line which the law draws at the point of credit to condone fraud should be abolished. If a man, by studied appearance of decent and suppressed representation, or even active misrepresentation, obtains credit, and squanders the proceeds, we deal with him only civilly, and refuse him a certificate at the very worst; but if a wretched, starving boys steals any part of the bankrupt's trading property, the latter's assignees are entitled to prose- cute and punish by hard labour for the felony. But where is the difference between the two offenders morally ? Insolvency arises from one of five causes, or some of them in combination, and each cause requires a different curative proof of discharge and punishment, with a view of prevention. These are misfortune; incapacity; expensiveness recklessness; and fraud. Pure misfortune only requiries to be ascertained to be discharged. Incapacity, indeed, which is the course of much insolvency, can only be detected and dealt with by dealers themselves, in denying to it the oppor- tunity of any further display of commercial bungling. A man who has brought himself into Court by his own extravagance, as too many do, is not entitled to the same discharge as misfortune. Recklessness is still less entitled to protection, whilst fraud ought to be dealt with in commeree precisely as it is dealt with in criminal jurisprudence, so long as we are satisfied that we are dealing with our criminals correctly. If a man of superior intelligence chooses the path of credit to commit felony, let him pay his penalty. Only let M remember that the higher the penalty the greater m procuring a conviction, and yet a ] blind unreasoning confidence will be thereby created in the law powers, notwithstanding its inefficiency. The present classification ef certificates is worthless. But if a first-class certificate were only given to un- avoidable misfortune, a second, which should protect the person, but not the future gains of incapacity and expensiveness, and only a third to recklessness, which should be voidable at any time if misconduct was to be apprehended, we should have a classification with a substantial meaning. The questions arising out of insolvency are too wide to be discussed in single papers. But we are most concerned, at present, to deal with that unmerciful feeling with which we are always troubled after a commercial crisis a rage for penalties. If we can eliminate fraud from the complex web of commercial inaccuracies, and fix its place in criminal law, we shall do much towards the prevention of purblind action in the Legislative, confounding the innocent and incompetent trader with the swindler and reck- less gamester. For the rest, in the absence of the proof of fraud, we look more in the direction of abolition, than invention, of penalties. The penalties we have, have only crtaLed a class of dealers, who gave credit, less from a feeling of confidence in their customers than of faith in the law's compulsion. It is that class who are crying out for penalties. But it is not their voice we should listen to at this time. We wish to reform the law which shall govern their tran- sactions in credit; they wish for a law to compel a penal performance of contracts of which their reckless credit is the base. The difference is a most important distinction for legislation.-Spectator.