them wander here. Why should not cows and oxen love the sea-side as well as we? All graminivorous animals are exceedingly fond of salt, and of every substance which contains it. Hence they chew with avidity the sea-weed and lick the salt incrusted on the rocks. Nay, they will also feed with avidity on fish. "At the western extremity of the island of Lismore, on the Argyleshire coast," says Dr Macculloch, "are some rocks separated at low water, where the cattle may be daily observed resorting, quitting the fertile pastures to feed on the sea-weed. It has erroneously been supposed that this practice, as well as the eating of fish, was the result of hunger. It appears, on the contrary, to be the effects of choice, in cattle as well as in sheep, that have once found access to this diet. The accuracy with which they attend to the diurnal variations of the tide is very remarkable, calculating the times of the ebb with such nicety, that they are seldom mistaken even when they have some miles to walk to the beach. In the same way, they always secure their retreat from these chosen spots in such a manner as never to be surprised and drowned by the returning tide. With respect to fish, it is equally certain that they often prefer it to their best pastures. It is not less remarkable that the horses of Shetland eat dried fish from choice, and that the dogs brought up on these shores continue to prefer it to all other diet, even after a long absence." 'Herodotus mentions that the inhabitants in the vicinity of the lake Prasias were in the practice of feeding their horses and cattle on fish. The Icelanders and Faroese do the same, both with fish and dried whales' flesh, which they generally serve up as a soup, with a small quantity of fodder. "In the northern parts of the state of Michigan," says Captain Marryat in his Diary in America, "hay is very scarce, and in winter the inhabitants are obliged to feed their cattle on fish. You will see," says he, "the horses and cows dispute for the offal; and our landlord told me that he has often witnessed a particular horse wait very quietly while they were landing the fish from the canoes, watch his opportunity, dart in, steal one, and run away with it in his mouth." This surprises me,' said Elizabeth, 'I thought animals, if left to their own choice, would always confine their tastes to the particular kind of food to which they were destined by their structure.' 'As a general rule, this holds true; few carnivorous animals, I believe, would be disposed to exchange their beef for greens; but then, again, those who live on greens seem to have a hankering now and then after a piece of beef. I daresay you may have observed at home how pertinaciously a cow will keep chewing at a bone a whole day, to the utter neglect of her grass, and to the no small dismay of the dairy-maid in the evening, when the cow returns without a drop of milk?' 'I have observed it frequently,' cried Henry, and I have been taught to creep close to said cows when so employed, and throw into their mouth a handful of sand and small pebbles; this, by mixing with their favourite morsel, spoils the whole, and they then reluctantly throw the mouthful out and take to their grass.' Darker and darker now grew the evening shadows as we slowly took our way landwards. The waving sandhills at last shut out all view of the ocean, and its hollow murmurs only reached our ears. We bade it a last adieu, after having spent two delightful days admiring its wonders, and having brought away with us numerous trophies, to remind us of our studies on the seashore. ELECTRIC CLOCKS. The following extract, from a letter from Mr Finlaison of Loughton Hall, appears in a recent number of the Polytechnic Review:-Mr Bain has succeeded to admiration in working electric clocks by the currents of the earth. On the 28th of August 1844 he set up a small clock in my drawing-room, the pendulum of which is in the hall, and both instruments in a voltaic circle as follows:-On the north-east side of my house two zine plates, a foot square, are sunk in a hole, and suspended by a wire, which is passed through the house to the pendulum first, and then to the clock. On the south side of the house, at a distance of about forty yards, a hole was dug four feet deep, and two sacks of common coke buried in it; among the coke another wire was secured, and passed in at the drawingroom window, and joined to the former wire at the clock. The ball of the pendulum weighs nine pounds; but it was moved energetically, and has ever since continued to do so with the self-same energy. The time is to perfection; and the cost of the motive powers was only seven shillings and sixpence. There are but three little wheels in the clock, and neither weights nor spring; so there is nothing to be wound up. RESPECT FOR GENIUS. Genius, strictly speaking, is only entitled to respect when it promotes the peace, and improves the happiness and comfort of mankind. What should we think of the gar dener who planted his flower-bed with henbane and deadly nightshade? What should we think of the general who, being intrusted with an army, and a plentiful supply of military stores, applied these powers to degrading and enslaving his own country? He should be visited with scom, and punished as a traitor. And why should the man who directs the artillery of his genius, delegated to him for high and holy purposes, to shaking those foundations on which the happiness of his species rests, and who applies the divine spark within him to the kindling of low and debasing passions, be allowed to hear his plaudits swelled in proportion as his powers of doing mischief become apparent? Talent is always accompanied with the responsibility of using it rightly; and the neglect or pity of the virtuous is the penalty which the child of genius pays, or ought to pay, for its abuse. However splendid talents may compel our admiration, they have no right to claim the general esteem of mankind when their possessor exercises them without regard of what is due to the wellbeing of society and himself.-Literary Gazette. A SONG FOR MARCH. [FROM THE GERMAN OF GANDENEZ VON SALIS.] SEE the tender grass up-springing," Where the snow and ice have been; Rosy buds from lime-twigs swinging, Sport the sprouting leaves between; While the breath of renovation, Through the air fresh seedlets winging, Wafts new life o'er all the scene. All adown the meadow rivers, The veiled violet of the field 'Neath its tender foliage quivers, Bursting through its leafy shield, To meet the primrose paley-gold; While the naked crocus shivers, Though a sand-bank shelter yield. All renewed life are feeling; Falcons on the gnarled oaks Perch aloft; while warbling, wheeling, Larks sweep high in airy flocks Through the gladsome glorious heaven; And young lambs are gently stealing Through the vale-beneath the rocks. See, the uprisen bees are swarming Round the fragrant almond tree; Joyous children, all unharming, Sporting in their circled glee Round their hoarded eggs of Easter, While the aged men are warming In the sun's rays joyously! Blossoms, that fresh life are feeling, Burst your bonds! Soft flowers, that bloom, Come ye forth, and tell your mission! London, March 1845. E. L. Printed by William Bradbury, of No. 6, York Place, and Frederick Mullett Evans, of No. 7, Church Row, both of Stoke Newington, in the county of Middlesex, printers at their office, Lombard Street, in the precinct of Whitefriars and city of London and Peblished (with permission of the Proprietors, W. and R. CHAMBERS,) by WILLIAM SOMERVILLE ORR. Publisher, of 3, Amen Corner, st No. 2, AMEN CORNER, both in the parish of Christchurch, and in the city of London-Saturday, April 12, 1845. CONDUCTED BY WILLIAM AND ROBERT CHAMBERS, EDITORS OF CHAMBERS'S INFORMATION FOR THE PEOPLE,''CHAMBERS'S EDUCATIONAL COURSE,' &c. A WORD ON THE ROADS. UNTIL about the year 1555, the highways and byways of England were under no law, and the making and maintaining of them was left to any parties who felt interested in preserving a communication between one place and another—a state of things not very creditable to the nation; for the Romans, fifteen hundred years before, had set an example of making and keeping up great leading thoroughfares from one end of the kingdom to the other. A law at length passed on the subject in the reign of Philip and Mary laid down no general principles for road-making, further than that each parish should maintain its own roads, by means of forced labour, at the order of surveyors annually chosen by the inhabitants. Till the present day, all the parish and cross-roads are made and supported in terms of this primitive code, the forced labour, however, being generally commuted for certain exactions in cash on the lands and houses in the parish. The road rates are a kind of taxes too well known to need any particular explanation of their character. PRICE 14d. cords this fact says, with much simplicity, that the long time was the more surprising, as, except when overturned, or when sunk fast in the mire, his royal highness made no stop during the journey! In 1763 turnpike gates were established in all parts of England, and since that period they have been the grand engine for supporting the principal thoroughfares, the parish and cross-roads remaining under their own local management. The history of the roads in Scotland is the same as that for England, only that the compulsory or statute labour, and also the toll system, were of later introduction. Turnpike gates did not make their appearance in Scotland for half a century after their general introduction into the neighbouring country. The first set up were also equally unpopular, and it required all the powers of the law to preserve them from destruction. By the united efforts of parish and other rates, commutation of statute labour, and revenue from tolls, the roads generally throughout Great Britain, from Cornwall to the furthest limits of Scotland, are now in excellent condition, though far from what they might be under a more rational process of management. According to returns to parliament, the length of the turnpike roads in England and Wales in 1829 was 19,798 miles, and in Scotland 3666; making a total of 23,464 miles. At the same period, the length of all the other roads was 116,000 miles; making the entire length of the public highways and byways at least 139,000 miles. In England and Wales, the number of turnpike gates was 4871; the debts on the roads amounted to L.7,304,803; and the current expenditure on all the roads for one year was L.1,455,291. In Scotland, the debts were L.1,495,082, and the expenditure L.181,028. Half a century had not elapsed from the passing of the act in the reign of Philip and Mary, when the plan of supporting all the roads on the parish system was found to be inadequate for the general accommodation. Some parishes would have the road running this way, some that way; some did not care about having roads at all; a few kept the roads in good repair; and many let them remain in the worst possible condition. Instead of utterly overthrowing this complex and clumsy arrangement, a plan was introduced for maintaining, on something like a uniform and efficient principle; certain great roads through the country. The era of Such are a few of the more prominent statistics rethis improvement was the year 1641, when the not- specting the financial affairs of roads; but one still more able expedient was adopted of throwing barriers across worthy of note is the number of bodies who take on the roads at regulated distances. For the device themselves the management of this vast machine. There of turnpike gates, as they are now termed, we have are ten thousand parishes in England; but as many are therefore to thank the parliamentary wisdom of the small, and unite for road business with adjoining parishes, reign of Charles I. The English by no means relished it is believed that there are not more than seven thouthis novel method of maintaining the chief thorough- sand boards of management, each with proper functionfares: it was quite opposed to all their ideas of free-aries paid for attending to the condition of the highways. dom, and was so very unpopular, that for more than a century it was not adopted for any other channel of communication than that called by travellers the Great North Road, which passed through Hertfordshire, Cambridgeshire, and Huntingdonshire. The roads, generally, remained in a disgracefully bad condition till past the middle of the eighteenth century. Even in the neighbourhood of the metropolis, they were at certain seasons scarcely passable. In 1703, when Prince George, husband of Queen Anne, went from Windsor to Petworth, to visit Charles III. of Spain, the distance being about forty miles, he required fourteen hours for the journey, the last nine taking six. The writer who re To this seven thousand are to be added the trusts appointed by the legislature to manage the turnpikes. Of this class, in 1829, there were 1119, and the number of the acts of parliament, which inspired them with life and vigour, was 3783. To keep the 19,798 miles of great roads in repair, required, we say, the apparatus of 1119 distinct trusts, 4871 toll-bars, and 3783 acts of parliament. According to this rate, a trust is required for every 173 miles, and an act of parliament for every 5 and a fraction miles. As an act of parliament generally costs L.500, the turnpike roads of England and Wales may be said to have cost L.100 per mile for legislation. The ratio is somewhat different in Scotland. In that country, a trust seems to be required for every 9 miles, and an act of parliament for every 19 and a fraction miles; which is at the rate of little more than L.26 per mile for legislation. Not bad this, however, for Scotland, considering that a number of the Highland roads are supported by government, and do not require much doctoring in the way of special acts of parliament. Placed in this broad and grotesque light, the whole road system of Great Britain, with its eight or nine thousand managements, its endless exactions, and its universal network of toll-bars, is, without exception, the most awkward and absurd institution on the face of the earth. Laying aside altogether the loss of time, and the personal trouble and expenses of the individuals composing the trusts, the cost incurred for making and maintaining the roads is enormously disproportionate to the ends attained. No plan could have been invented to act so ruinously on the funds, as that of levying money at turnpike-gates from travellers; for the cost of a turnpike-house and gate every five or six miles, and the cost of supporting a keeper, must all fall to be deducted from the proceeds. Were it possible to institute a rigorous examination, it would probably be found that, what with charges for acts of parliament, charges for toll-houses, gates, and tariff boards, profits of lessees of gates, and support of keepers, with heavy miscellaneous charges, not more than from fifty to sixty per cent. of all the money collected is at the disposal of the trustees for behoof of the roads. In other words, from two to three pence, out of every sixpence handed to the turnpike-men, are absorbed by managerial expenses. In a work recently published, to which we have pleasure in referring Road Reform,' by Mr William Pagan, a Scotch country solicitor*—the ratio of managerial | expenses for toll-bars is stated at nearly what we have here supposed it to be. Speaking of the counties of Fife and Kinross, the writer describes them as containing 394 miles of parish or statute-labour roads, and 461 of turnpike roads; total 8553 miles. The annual average amount of all levies whatsoever for these roads is L.33,547, 7s. Of this sum, less than one-half, or only L.16,110, 17s. 7d. is expended on the ordinary repair of roads and bridges; L.7061 is disposed of for management; and the remainder goes to pay the interest, and to reduce the principal of the road debts. But this, he says, does not include the cost of local road legislation, law expenses incurred between lessees and private parties in questions of tolls, and the loss arising from the unproductive nature of toll-houses and gardens. Nine acts of parliament are at present in operation on the roads of the two counties, and the cost of these has been L.3532, 10s. 94d. One of them, procured in 1842, cost as much as L.575, 7s. 3d. At the renewal of the acts, equally heavy expenses will have to be incurred. Mr Pagan calculates that the annual burden for local road acts on the two counties is L.207, 6s. 1d.-a large sum for a district of country not larger than Hertfordshire. With respect to the loss incurred in erecting toll-houses, he tells us that there are within the district 78 of these establishments, independently of a large number of small lodges and collection boxes; the whole together, along with 69 steelyards, or cart-weighing machines, having cost the road funds not less than L.10,000. Enough has now been said to show how ineconomical -or rather how positively wasteful-is the present mode *Edinburgh: Blackwood and Sons. 1845. | of maintaining the roads of Great Britain. But the direct pecuniary loss, bad as it is, is perhaps less grievous than the universal dissatisfaction which tolls create, their impediment to free intercourse, their injurious effects on | manufactures and commerce, and their prevention of agricultural improvement. The whole working of turnpike tolls,' observes Mr Pagan, 'has been again and again condemned-we may almost say by the universal voice of the country-and a spirit of dissatisfaction has been roused against it, which, in South Wales particularly, very recently attempted to put down the system by physical force. In that part of the kingdom, as will be well remembered, multitudes of people met, night after night, under the leadership of Rebecca-sometimes at one point and sometimes at another-and, despite all the local authorities, straightway destroyed toll-gate after toll-gate, razing, at the same time, the toll-houses to their very foundations. In short, for a time the Rebeccaites held undoubted sway in South Wales, to the dismay of that portion of the empire, and, indeed, to the uneasiness of the government and the country at large. The military had to be called in from a distance; the London police had to locate themselves in the disturbed districts; a few, but very few, of the numerous persons concerned in the riots and in the bloodshed-for some unoffending toll-keepers suffered—were brought to justice; and it was only after measures of energy and conciliation on the part of the executive, that the disaffected were overcome and the districts restored to peace. These proceedings occasioned enormous expense. 'In South Wales, as elsewhere, turnpike gates had been oppressively numerous, and the rates correspondingly severe. Farmers were met by tolls in every movement of their produce; they could not drive any distance after paying a toll, till, at probably the next turn, they came upon what some act of parliament had constituted a separate trust, and where they found it necessary, before going farther, to pull up and pay a second toll. A little farther on, by some other legal arrangement, there would be another trust and another toll, and so on. And, while the farmers were in the first instance the sufferers, their customers-the public at large-had to share the cost with them, the price of their produce being necessarily increased to enable them to carry on their business. Their grievances were proved before a special commission, which was appointed with a view to discover the cause of the toll-bar riots, and the remedy, and their report (6th March, 1844) forms a thick folio volume of the parliamentary papers.' The result of the inquiry was a thorough reform of the South Wales toll system. Riot, it is sad to say, procured that which peaceful remonstrance failed to accomplish. By a consolidation of trusts, and a reduction of the number of turnpike-gates to one in every seven miles, her majesty's Welsh subjects have been happily pacified. That the Scotch have not broken out into such excesses as happened in Wales, is ascribable more to the long-suffering character of our countrymen, and their commendable respect for the law, than to the mildness or equity of their toll-bar system. Edinburgh is surrounded with a mesh of thirty-five toll-bars and checks, several indecently placed within the streets of the town, and the greater number in the immediate environs. Cupar, the county town of Fife, is surrounded by thirteen toll-bars within a circuit of three miles of the market-cross, and seven of them close to the town, preventing intercourse with the adjoining fields. The author before us, however, gives even a worse case than this. Speaking of a road between Leven and Kirkaldy, 'this of this humble means of livelihood. The old woodenleg men are now generally driven far a-field. When the day for auctioning the toll-bars of a trust arrives, capitalists, who know all about the roads and their capabilities, attend and swamp the small bidders. One man will thus take a dozen bars all round a neighbourhood, and, by employing sharp and trustworthy keepers, on whom he keeps an eye, will contrive to make a little fortune in the course of a few years. If a wooden-leg man be now anywhere seen at a toll-bar, it is only as a servant to some great master 'pikeman, or on some remote and little-frequented road. presents to the world the beau ideal of the toll-bar system, for there the trustees have done their work so well in the matter of toll-gates, that it is acknowledged to be quite impracticable to set foot upon the road at all without being caught by some one or other of their gates. The length of the road is just 7 miles, and we find upon it exactly 7 gates-that is, one for every mile -five of them upon the line of road, and two of them by way of supporters or check-bars. On entering this road from the east (after having paid at Lundinmill toll-gate, in the St Andrews district, only two miles back), we are taxed at Scoonie toll-gate, where we may be asked whether we are to stop at Leven, or how far we are going? In this way the keeping of toll-bars has been pretty and not being disposed to afford this information to our generally monopolised by clusters of capitalists. Any inquisitor, we ask him in turn what is the lowest sum at new capitalist, not of the 'pike corporation, is well which he will permit us to pass his gate? He then ex-known to have no chance as a competitor; because, if plains that his is what is called a half toll, and, gig and all, we get through for threepence. Half a mile forward we are upon the lively town of Leven and its excellent new bridge, where we find a pontage-gate, and there both biped and quadruped must make their bow to Charon, and submit to his toll exaction. A short distance further we are upon Methil-hill toll-gate and its check, where we must pay sixpence, which clears the remaining bars on this road, as the toll-ticket thrust into our hand informs us. Armed with this passport, we get through the Percival and Bowhouse gates without further payment, and make our way to Kirkaldy-before entering which, however, we come upon the barrier of the trustees of that district-the East Bridge toll-gatewhere we have to pay our ninepence.' The prevalence of so many barriers to free intercourse, as is well known, leads to evasion in every imaginable way, it being thought quite fair to trick the toll-keeper out of his dues. A knowledge of this proneness to deception of course renders the 'pikeman churlish, and he not infrequently goes beyond the bounds of his commission. The truth is, toll-keepers give a very wide interpretation to the statute; they do not readily observe that there are no rules without exceptions. Hence a world of small litigation. Mr Pagan relates a case of a 'pikeman attempting to take toll a second time in one day for the same cart, on the plea that it was a different loading. The carter having resisted, the 'pikeman seized his horse and cart; and thence a litigation ensued. After being battled through several courts, the case was quashed, each party paying his own expenses, which amounted to L.54, 17s. for the pikeman, and L.124, 18s. 10d. for the carter. Besides incurring this damage, the unfortunate recusant lost his horse, which, having been put to livery by the tollman, was sold, after incurring a bill of L.18 for his keep. Both parties appear to have been the victims of an ambiguity in the act of parliament. In the following case, embracing a mixture of the dolorous with the grotesque, we are reminded of the famous litigation of Bullum versus Boatum. A Dumbartonshire tollman brought a passenger before | justice of peace court for attempting to cheat him of ninepence, and the charge being substantiated the passenger was fined L.2, with L.3 of expenses. But the 'pikeman had better let the case drop; for the passenger prosecuted him for an assault, and showed that he had been beat and cut at the time he attempted the evasion. The sheriff before whom this grave charge came for trial, decreed for L.14 of damages and L.2 of fine; but this not satisfying the prosecutor, he carried the case to the court of Justiciary, which increased the damages to L.100, and L.5 of fine, with expenses. The 'pikeman was doubtless left L.200 out of pocket by the transaction. When we speak of 'pikemen suffering such awful losses, we perhaps fall into an error; for in most instances they are only servants of tacksmen, or lessees. Anciently, it was customary for poor men with wooden legs, or some other infirmity, to take a toll-bar, and on the free proceeds they were able to rear a family in something like respectability. Capital, which has spread its paws over everything, has not made an exception in favour a toll be knocked down to him, the enemy will drive him from the road. We have heard it confidently asserted, that any new man taking a toll-bar near London, will be ruined by those who look upon him as an intruder. They will entice all kinds of public conveyances to come by other bars; so that in the end the luckless wight is glad to give up his bargain, and retire to some new field of enterprise. These monopolists of the road are, it seems, not less sensitive on the score of intrusion by the trustees. Occasionally, trustees feel aggrieved by perceiving how profitable the toll-bars are to their lessees, and they determine to take the gates into their own hands, only employing servants as collectors. In almost every instance this turns out a false move. No such toll-bar ever pays: it is impossible it should pay the employé, a very decent man, cannot tell how it is, but there is no money taking. Sixpence only passed yesterday, and eighteenpence the day before. The thing evidently wont do. Seeing that the world has resolved against travelling so long as they keep the toll-bar in their own hands, the trustees prudently put it up once more to auction, glad to rid themselves of the incumbrance. We have said so much of road mismanagement under the barbarous toll-bar system, and of the loss it causes to the country, that what we have to offer by way of reform must be stated very briefly. The whole scheme, however, may be contained in a nut-shell. Abolish the parochial or cross-road managements; abolish every kind of road-rate and statute-labour assessment; and abolish the toll-bars as one of the greatest nuisances that ever afflicted a free country. In lieu of this complicated machinery, the author of 'Road Reform' proposes to consolidate the road trusts, each to embrace a whole county, or at least a considerable district; the trusts at the same time to be somewhat more popularly constituted than they are at present. His method of raising funds to maintain all the roads and bridges in the kingdom, to pay the interest and principal of the road debts, and to liquidate every necessary expense, consists in laying a tax of 30s. annually on every horse; and to prove how well this plan would work, he enters into a calculation of what would be produced in the counties of Fife and Kinross. In that district there are 12,000 horses, by which, at 30s. per head, the sum of L.18,000 would be raised; such, as already shown, being the amount required to maintain all roads and bridges in the two shires. According to this simple plan of operation, there would, in comparison with the present absurd process of exaction, be an annual saving of L.15,000, that being the sum at present thrown away on 'pikemen and other engines of collection. To be exact, the difference between the two plans is expressed by the comparison of L.18,055, 16s. 8d. with L.33,547, 78. What would hold good for two agricultural and populous Scotch counties, may be supposed to be answerable for Great Britain at large; and if so, then is the problem of road reform at once settled; we need not say how much to the relief of travellers, coach proprietors, agriculturalists, and the public generally. Our own ideas of road reformation would have pointed to the public revenue for the means, and to government for the management; but, on consideration, Mr Pagan's proposal is so simple, so likely to be generally popular, besides being efficient in minor details, that we give it the preference. At all events, throwing down the subject, we leave it to fructify in the minds of our readers. BE JUST BEFORE YOU ARE GENEROUS. A TALE, BY MISS ANNA MARIA SARGEANT. 'HERE's a gentleman wants to know the rent of our first floor, mother,' cried little Frank Ashton, running, as he spoke, into the back parlour, where a quiet-looking young woman sat engaged with her needle. Mrs Ashton arose in haste, that she might answer the interrogation of the stranger, wondering at the same time whether her son had dignified him by the appellation of gentleman from courtesy, and thinking that if such were not the case, her accommodations would not be sufficiently good. The question put to the child was repeated to the mother by a tall middle-aged man, whose manner and bearing bespoke him to be something above the class of persons inhabiting the little street in which he was now seeking for a home; and Mrs Ashton having answered it, led the way up the narrow but clean staircase, to tempt the stranger by the sight of her plain neatly furnished apartments. A brief survey was sufficient; and the terms being agreed upon, he begged permission to take possession of them immediately, as all the luggage he had, he said, was a portmanteau, which was at a neighbouring inn. The hesitating manner with which this request was received caused a flush to mount to his before pale cheeks. You require a reference, ma'am,' he quickly said; and it is right perhaps that you should do so of a stranger; but I have none to give. I am unknown in London, having but recently arrived from America, in which country I have spent the principal part of my life. All I can do,' he added, is to offer a few weeks' rent in advance.' This reasonable apology for the want of the usual credentials satisfied the unsuspecting mind of the worthy matron, and she readily acceded to the terms, at the same time politely offering that her little handmaid should fetch his luggage. He declined smilingly, replying that he was not above carrying it himself; and adding, that he would, with her permission, employ her during his absence in lighting him a fire, and preparing the comfortable beverage of tea. 'I shall soon be quite at home here, I see,' he pursued, looking at a group of lovely children who had stolen one by one up the stair, and were now clustered at the door to get a peep at the strange gentleman;' and he familiarly patted the cheek of one, and stroked the glossy curls of another, as he passed. 'Oh, father, we have got such a nice new lodger,' exclaimed the three younger children in a breath as they clung about Robert Ashton's knees, the envied kiss to share,' on his arrival at the wonted evening hour. 'A new lodger!' he repeated in some surprise, and he looked at his wife for an explanation. Mrs Ashton in a few words related the circumstances under which she had taken in a fresh occupant for her floor, and concluded by saying that she hoped her husband would not think she had acted imprudently. 'You have acted just as I should have done had I been at home, my love,' was his reply. But I am not quite certain that it was exactly prudent notwithstanding,' she gaily rejoined; we were so unfortunate with our last lodgers.' 6 The conversation was broken in upon by the arrival of two young men, one of whom had been long acquainted with the family. Ah, Ashton, my dear fellow,' he exclaimed, as he shook him heartily by the hand; I knew I should find you here, like a good Benedict, by the side of your wife in your own home.' This is my world, Morris,' Ashton returned, as he smiled complacently on the dear ones around him. And a happy world it is,' rejoined his friend. 'I never leave your fireside without a determination to marry, and have such a home of my own. But to proceed to the subject which brought us hither to-night: I am come to make an appeal to your benevolence."" 'I am sorry for that, Morris,' cried Ashton, since my resources are pretty well exhausted. However, I am not so destitute as to be without a few shillings for a fellow-creature in need. Pray, tell me the case.' 'My good friend here is raising a subscription for the widows of the poor men who were drowned last week,' Morris made answer. And have you been at all successful in your errand of charity?' Ashton asked, addressing his visitor. 'Far from it,' was the reply; people cry out so much at the badness of the times: they have scarcely enough to enable them to be just, much less to be generous, they say.' That is a paltry excuse,' cried Ashton contemptuously; an excuse made by the niggardly to apologise for their parsimony. Alice, my love,' he added, draw us a jug of ale, and let us drink success to this gentleman's undertaking; meanwhile, I will subscribe my mite;' and as he spoke he placed a piece of gold in the hand of the young man. 'Oh, sir, were all the world like you, there would be no misery arising from want,' was the exclamation of his visitor, as he gazed in surprise at the liberal donation from one whose apparent circumstances scarcely warranted the hope of a fourth of the sum. I assure you,' he added, that I have talked for half an hour to men who revel in riches, and, after all, could with difficulty wring from them a small piece of silver.' 'Alas! this is a selfish world,' responded Ashton with a sigh. 'I told you that I would answer for your success there,' exclaimed Morris, when he and his companion had left the door. There is not a more generous fellow breathing than Bob Ashton, and yet I am afraid he is but indifferently off. I hear he is much in debt.' 'In debt!' repeated his friend in astonishment and concern. 'I wish,' he added, that you had informed me of that circumstance before, for I certainly would not then have made the application.' 'Why not?' interrogated Morris. 'Is a man never to give away a penny because he owes a pound?' His just debts have undoubtedly the first claim,' was the reply. Whilst this conversation passed between the two friends without, a dialogue of a somewhat similar nature was carried on within. Mother,' cried little Frank, as with his brothers and sister he knelt at Mrs Ashton's feet to offer up their evening devotions; 'mother, tell me, if you please, which is the greatest virtue, generosity or justice.' 'Justice, my child,' was the mother's unhesitating reply. 'I thought so,' pursued the little inquirer; but I was not quite sure.' 'I am glad that you asked me, then, my dear boy, she tenderly returned, bending to kiss his glowing cheek as she spoke; I am very glad that you asked me, because I wish you to bear that in mind through life. Generosity,' she pursued, is a brilliant quality, which attracts general admiration; but it may be possessed by persons wanting in almost every other virtue. who have set at nought every moral, social, and divine law, have been frequently known to be eminent for generosity; whereas justice is of so solid a character, that it can scarcely dwell in a soil which has not some other excellences.' Men 'But we may admire generosity if it be in a robber, may we not?' asked the child, looking earnestly in his mother's face. Mrs Ashton smiled. We can scarcely do otherwise than admire that which is in itself lovely, be it found where it may,' she made answer; but we must never, my dear Frank, let our admiration get the better of our |