any trifling accident which may take place, and which but for such desiccation of the materials around would have passed off without much damage or observation. I have always disliked the small hot-water pipes used to heat the British Museum; although they are very carefully placed in slate troughs, &c., several trifling accidents have occurred from them. If such accidents were to occur after the surrounding timber had been dried up by gas for some years the result might be much more serious. I would also beg to add, that two firemen would be incapable of giving the necessary attention if the Museum were lighted by gas, and a considerable number of additional firemen must be employed.

In support of this opinion Mr. Braidwood stated that Mr. Warrington, the chief chemical officer at the Apothecaries' Hall, agreed with him as to the destructive tendencies of the vapour evolved in the burning of gas, and was ready to give the chemical reasons if called upon. A similar opinion was elicited from Mr. Sydney Smirke, R.A., architect to the British Museum, in consequence of which, the trustees on the 13th April, 1861, came to a unanimous opinion that they would not be justified in allowing the collections of the British Museum to be open at any hour which would require gas light.

CHURCH ESTATES.

Tenth General Report of the Church Estates Commissioners.

THE Commissioners on the previous year reported that the transactions approved by them, between August, 1851 and March, 1860, were 1,951 in number, and that the value in fee of the estates so agreed to be dealt with was more than 7,000,000l.

During this year the Commissioners approved the terms agreed upon in 176 cases; 511 being cases of sales of reversions, and 25 cases of purchases of leasehold interests, and the value in fee of the estates so agreed to be dealt with exceeds 750,000l. The aggregate number of cases ennumerated in our yearly reports as approved is therefore 2,127, and the value of the property dealt with exceeds 7,750,000l. In two cases we declined to approve the terms proposed; but in one of these the terms have been modified so as to meet with our sanction, and it has been included in the number above stated to have been approved.

The purchases and sales continue to be effected to the apparent satisfaction of the lessees, and on terms affording a considerable improvement on the past revenues of the episcopal and capitular corporations, under the system of renewing leases in consideration of the payment of fines. But there was a sensible diminution in the number of transactions reported for the last year as compared with those in previous years; and, although this is to a certain extent met by the comparatively increased value of the property dealt with, the decrease may point to the conclusion that the system of voluntary enfranchisement by the Episcopal and Capitular Corporations will only require to be maintained for a limited period.

PUBLIC GENERAL STATUTES.

24 & 25° VICTORIE.

SERIES C.-ECCLESIASTICAL AFFAIRS AND EDUCATION.

ENGLAND AND IRELAND.

CAP. LII.-An Act to provide that Votes at Election for the Universities may be recorded by means of Voting Papers. (1st August, 1861.)

In lieu of attending to vote in person, electors may nominate any other elector to deliver for them at the poll voting papers containing their votes. The voting papers may be inspected by any person entitled to object to

votes.

ENGLAND.

CAP. LXXXII.-An Act for making provision for the good government and extension of the University of Durham. (6th August, 1861.)

A commission was appointed with power to repeal or alter any order in Council, statute, or regulations relating to the University; to alter the subscription required to be made on proceeding to any degree in the University; to alter or modify the trust's statutes, as affecting any gift or endowment; to repeal or alter the college statute respecting the eligibility of persons to fellowships; to create scholarships, &c.

CAP. CXIII.-An Act for amending and consolidating the Law relating to Industrial Schools. (6th August, 1861.)

Her Majesty's Secretary of State for the Home Department may certify that any school in which children are clothed, lodged, and fed, as well as taught, is fitted for the reception of such children as may be sent there under this Act. Any child apparently under the age of fourteen years found begging or receiving alms, or being in any street or public place for the purpose of begging or receiving alms. Any child apparently under the age of fourteen years that is found wandering and not having any home or settled place of abode, or any visible means of subsistence, or who frequents the company of reputed thieves. Any child apparently under the age of twelve years, who, having committed an offence punishable by imprisonment, or some less punishment, ought, nevertheless, in the opinion of the justices, regard being had to his age and to the circumstances of the case, to be sent to an industrial school. Any child under the age of fourteen years whose parent represents that he is unable to control him, and that he desires such child to be sent to an industrial school, in pursuance of this Act, and who

at the same time gives such undertaking or other security as may be approved by the justices before whom he is brought, in pursuance of this Act, to pay all expenses incurred for the maintenance of such child at school. Provided that no child who, on being brought before the justices, is proved to have been previously convicted of felony, shall be deemed to be within the provisions of this Act.

The justices may order such child to be sent to an industrial school for such period as they may think necessary, taking care to select if possible a school conducted in accordance with the religious persuasion to which the arent of the child appears to them to belong. The Treasury to pay for the maintenance of such children; and the justices may make an order on the parent of such child for the payment of the expenses of his maintenance at school to an amount not exceeding five shillings for every week during which the child remains at such school.

CAP. XVI.-An Act for the Appropriation in favour of the Military Knights and the Churches of Windsor of two of the Canonries suspended in the Chapel of Windsor, and for making certain Provisions respecting the Naval Knights of Windsor. (6th August, 1861.)

CAP. CXXXI.-An Act to continue the Act concerning the Management of Episcopal and Capitular Estates in England, and further to amend certain Acts relating to the Ecclesiastical Commissioners for England. (6th August, 1861.)

SCOTLAND.

CAP. XC.-An Act to make Arrangements as to the Disposal and Management of Property belonging to the University of Edinburgh, and to regulate the Appropriation and Application of the Annuity of 2,500l. payable from the Revenues of the Harbour and Dock of Leith, under the Authority of an Act passed in the first and second year of Victoria, chap. 55. (6th August, 1861.)

CAP. CVII.—An Act to alter and amend the Law relating to Parochial and Burgh Schools and to the Test required to be taken by Schoolmasters in Scotland. (6th August, 1861.)

The salaries of schoolmasters to be not less than 35l. nor more than 70% per annum; the salary to be fixed by the heritors, together with the minister. The heritors may discontinue any existing side schools. In place of the examination by the Presbytery, the examination to be by examiners appointed by the university. Parochial schoolmasters not to be required to sign the confession of faith, or any formula, but to make a declaration and to undertake to conform to the shorter catechism. The jurisdiction of the Presbytery in cases of immoral conduct or cruelty transferred to the sheriff.

CAP. CXXXII.-An Act for consolidating and amending the Law relating to Industrial Schools in Scotland. (6th August, 1861.)

The clauses of this Act are, with some modifications, similar to those for the corresponding Act for England. A child chargeable to the parish, to be sent to a parochial industrial school, if any.

RAILWAY AND CANAL BILLS.

Report of the Board of Trade on the Railway and Canal Bills of 1861. The number of bills relating to railways in Great Britain and Ireland deposited this sessions amounts to 283. Of this number, 240 authorize new works. The proposed new works to be authorized by the 240 beforementioned bills, may be classed as follows:-By new companies, in England, 93 bills for 1,446 miles; in Scotland, 10 bills for 220 miles; and in Ireland, 14 bills for 349 miles: total, 117 bills for 2,015 miles. By existing companies, in England, 94 bills for 814 miles; in Scotland, 17 bills for 67 miles; and in Ireland, 12 bills for 121 miles: total, 123 bills for 1,002 miles. The total length of new lines is, therefore, 3,017 miles, and there are in addition 52 miles of deviation lines.

The following is an outline of the object of the several Metropolitan Bills:

The Bills marked with an asterisk (*) have been withdrawn.

The Thames Embankment and Railway Bill provides railway communication between the Victoria Station, in Pimlico, and a point near Southwark Bridge, by means of an underground railway along the centre of Victoria Street, and by an embankment along the north side of the river from Westminster Bridge.

The Thames Embankment Bill provides railway communication also on the north side of the Thames, between Westminster Bridge and a point at Blackfriars Bridge, where it unites with the City extension of the London, Chatham, and Dover Railway, authorized by an act of last session.

By the Charing Cross Railway (City Terminus) Bill, power is sought for constructing a branch across the Thames to terminate in Cannon-street in the City, forming a City terminus on the north side of the river for the South Eastern and other railways on the southern side, and affording means of communication for passengers between the present authorized terminus at Charing Cross and Cannon Street.

The Finsbury Circus Railway Station Bill provides for the formation of a joint station at Finsbury Circus for the Metropolitan and the Eastern Counties Railways, and the railways proposed by the two following bills would form the necessary links of communication, viz., The Eastern Counties and Finsbury Railways Bill and the Metropolitan Railway (Extension to Finsbury Circus) Bill.

The East London Railway Bill authorizes a railway connecting the London and Blackwall Railway and the St. Katherine's Dock with the proposed Finsbury Circus Railway Station.

The West End and City Railway Bill authorizes the construction of an underground railway from Regent's Circus, Piccadilly, to the Metropolitan Railway at Smithfield.

The North London (Branches to the City) Railway Bill opens up a means of communication between districts on the North London Railway and a point near Finsbury Circus by the branch railway proposed to be constructed as a viaduct.

*

By the Regent's Canal Railway Bill, power is sought to construct a

railway along the towing-path of the Regent's Canal between Camden Town and the Thames at Limehouse.

By the Metropolitan Railway (Western Extension) Bill, power is sought to extend the present line from Paddington to Kensington by an underground line across the Kensington Gardens.

By the Kensington Station and North and South London Junction Railway Bill, power is sought to extend the railway a short distance nearer to the site of the proposed exhibition of 1862.

The London, Buckinghamshire, and West Midland Railway Bill may be mentioned in connexion with these lines as affording a new railway terminus at Sloane Street. This railway, in passing through South Kensington, is proposed to be constructed as an underground line.

In their remarks upon this subject in 1854, and in subsequent sessions, my lords have observed that "in 1846 a royal commission was appointed to investigate and report upon the various projects for railways, which would be situated within or in the immediate vicinity of the metropolis. The limits to which the attention of the commission was confined were as follows, viz. the Edgware-road from Oxford-street to the intersection with the New-road; the New road and City road to Finsbury-square; Bishopgate-street to London Bridge; High-street, Borough; Blackman-street, Borough-road, Lambeth-road, Vauxhall-road, Vauxhall Bridge, Vauxhall Bridge-road, Grosvenor-place, and Park-lane.

:

"This Commission made several recommendations, of which the second bears particularly upon the schemes then under consideration, and also upon some of those of the present session, and is as follows, viz. :

"That if at any time hereafter it should be deemed advisable to admit railways within those limits, this should be done in conformity with some uniform plan, carefully laid down under the authority of your Majesty's Government, and sanctioned by the wisdom of Parliament; and that under no circumstances should the thoroughfares of the metropolis, and the property and comfort of its inhabitants, be surrendered to separate schemes brought forward at different times, and without reference to each other.'

"It will be in the recollection of the general committee that, in 1842, a commission was appointed for inquiring into the most effectual means of improving the metropolis, over which the present Duke of Newcastle, then Chief Commissioner of Woods, presided. The commissioners inquired at great length, and with great particularity, into the best mode of improving the Thames as a means of communication both by water and upon quays, and also with a view to the beauty of the metropolis. If the committee shall be of opinion that the caution contained in the foregoing resolution of Lord Canning's commission ought to be observed in respect of this most important branch of the question of metropolitan railways, my lord's would suggest, whether, in order to give effect to it, the committee would think it desirable to communicate more particularly with the present Chief Commissioner of Works."

My lords would further observe, that the best mode of diminishing the great pressure from street traffic which is now so frequently experienced in the metropolis would be, not to lead the traffic of several railways to a central station, but to provide railways for distributing the traffic intended for the metropolis at so many points in the metropolis as possible, and for rendering it unnecessary for the traffic which is intended to be carried to places beyond the metropolis from entering the streets.