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FORE:Our forces on the Italian coast were met by the active spirit of the new King of Naples, Joachim Murat. Sir John Stuart, who had won the splendid victory of Maida, embarked, on the 13th of June, fifteen thousand British troops in Sicily, and proceeded to menace Naples, and create alarm in various quarters, so as to draw the French from Upper Italy, and thus relieve the Austrians. With part of these forces siege was laid to Scylla; with the other Sir John anchored off Cape Miseno, close to Bai? and Puzzuoli, and directly across the bay, about a dozen miles from Naples. The greatest alarm was excited, and nothing would have been easier for Sir John than to have battered the town about the ears of the intruder king; but this the interests of the old king did not permit, especially as Ferdinand's second son, Don Leopold, was present as nominal commander, but he was of no use really, being a most effeminate and incapable person. Sir John then sailed to the islands of Procida and Ischia, compelled the garrisons to capitulate, dismantled the fortifications, and then abandoned these islands. During all this time our warships were scouring the whole of the coasts of Southern Italy, capturing every vessel that ventured out, and keeping the French generals on shore in constant agitation. In the encounters with the enemy's vessels on these coasts many brilliant exploits were performed by our captains, and by none more than by Captain Staines, of the Cyane frigate, who, on the 27th of June, stood a stout but most unequal fight with a Neapolitan frigate and corvette, under the very batteries of Naples. The siege of Scylla was raised by a strong French force, and Sir John Stuart returned to Sicily. Scylla was, however, shortly after abandoned again by the French, and its guns and stores, which appeared to have been left in some panic, fell into the hands of the British.The number of Railway Acts passed during the first half of the century was more than 1,000; and the sums which Parliament authorised the various companies to expend in the construction of railways from 1826 to 1849 amounted to the enormous total of ��348,012,188, the yearly average being ��14,500,508. The Liverpool and Manchester Company was the first that contemplated the conveyance of passengers, which, however, was regarded as a sort of subsidiary traffic, that might produce some ��20,000 a year, the main reliance being on the conveyance of raw cotton, manufactured goods, coals, and cattle. It need not be remarked how widely the result differed from their anticipation. The receipts from passengers in 1840 amounted to ��343,910, and it was estimated that the saving to the public on that line[421] alone was nearly a quarter of a million annually. But as yet the system was in its infancy, though the broad gauge had been introduced by Brunel in 1833.

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