The Sun. — London, England, 1845-03-26 00:00:00

~~ ceditis was into tb ivi ton $. 61 0 the 5 " ne,a' B 98 ' „„s0 6' 'Obi ° 59 d an C l 4 -.) k ; Bo ej y COO, gh oceedlfes , no rs o f g gis o 3A off P ",,,os' coot% g s Le il l i„ ) ,tv e h ‘ of iog ry they lag 3 se e ; sril°° ° ' r view ° ; rd al': „ f ie, Ira gi l v D b e y) el ate r j. 'WO I n ft) [de , uoll con fo ol )1 . th e be WOO!: in oe 136—e 4 3 ut ; fi t , too— to varcl-h°,, i 0 to" of , D 4 rig pre '0 for, Pi Im o isevr 13iiitsd )0 .) Ting , ' i ste , wish l i st vi o la !l o s o tao qu .0, les d e v• os p, we d oleo tb° w h"e irtl # Ileet . so; ert3lb‘" 55 t ° b 1 Al' el t, tr ee °lt-sollee cll4 f • P ro' o eoti 0,r316.- soo ietf' to ol gel!, s o led °' o 3. the'' SO for ;tire' Or fo o t n o out E~ ite ■ !Nees here, which they took out of her yesterday ; she s tia also hides, rice, and sugar—the two latter will be St. There is no chance of getting the ship off. The Wi nd is south to-day (on the shore), and it is not ex reatkci that anything can be got out, the sea rolls in so vily. NAVAL INTELLIGENCE. r 9RTSMOUTH, MARCH 25.—The Dublin, 50 , Capta in ;. T ucker flag of Rear-Admiral Richard Thomas , lat e - _rltnander-in-Chief in the Pacific, arrived at Spith ead ts morning, where she brought up, and saluted the Co mmander-in-Chief, Admiral Sir C. Rowley , "with 17 V i e sOvhieh was acknowledged by the flog-ship St. Vincent. Dublin left Valparaiso on the 23d of December, called at Rio on the 27th of January, and left on the Ist of February. The crew manned yards on the Admiral "'ling the ship this morning, and gave him three hearty Parting cheers. having been fitted out here she will most hkely proceed to another port to be paid off. She has fl been in commission nearly four years. d the Dublin brings the report that the Gorgon steam sloop, Captain Hotham, hod repaired at Rio t he dama g es sh an. e sustained by being driven ashore at M onte Video, Was about proceeding to the River Plate to com te he r p er i o d o f serv ice, when she (the Dublin) l e tt f th• The D u blin has brought upwards of 150 invalids r ° l7 a the squadron, and twelve boxes of s p ecie, which Pere landed and dispatched to the Bank of England 'me morning. A The Collingwood, 80, Captain Smart , fla g of R e a r- A dmiral Sir G. F. Seymour, C. 8., G.C.H. , a rrived at "alparaiso, last from Rio, on the 15 th of December. R ear -Admiral Seymour immediately assumed the chief e)lll , l fland in the Pacific. We are infor med that the 8 Co llingwood, in the plrsage from Rio to Va l p araiso, reing her main yard during a squall , w hile takin g in mainsail in beating into the Falkland Islands. All *ell on board. The Echo steam-vessel, with Mr. Brow n, the Assistant. cas ter Attendant of the dockyard o n board, and the C omet steam .vessel, Lieutenant-Commander Pr et y man, which went out on Sunday morning to render assistance 10 a ship reported to be in distress, retur ned y esterday ,„. , 4 ,. e rning; the latter without having dis covered the cause ‘:the al arm , an d th e f o rmer with the report that about mile and three-quarters off St. Catherine's Point (at t he back of the Isle of Wight), a Russian sloop, laden "h fruit f rom Lisbon, had stranded and g one to p ieces . nth saved. The Sparrow ketch, Lieutenant - C ommander Otter, w ent out of harbour to Spithead yesterday. l it rr he Emerald tender went out yesterday with Captain ki ., ° ,, l l b ray, of the Victory on board, to muster the crew i,', l thspect the Eagle, , Cao ptain Martin, flag of Rear- Inglefield, prior to the payment of advance A dmiral The Mercury tender embarked a portion of Inglefielel's baggage at the Victoria Pier yes aY morning, and we believe the Admiral will join d alorrow and sail either the same evenin g or on Thurs. ftY Morni ng , calling at Plymouth to endeavour to make u 13 the complement. The Resistance, 42, troop- ship, Commander Patey, ar nd this morning from Halifax, w ith a detachment of iue 74th Regiment on board, and a few invalids. The Hecate steam-sloop, Commander Bower, late from mask, was taken alongside the dockyard jetty yesterday The to fit for Mediterranean service. ' ix ,'" Neptune, 120, has had her mainmast taken out pith transferred to the Hibernia, and having been supplied t 0 her a new one, she was hauled out of the basin and taken aer moorings yesterday. The Neptune is now finally ""tuiced for the pendant. 11 , ; 1 2,.. t r Victory, 104, Captain Moubray, flag of Rear-Ad ;l'l4l Hyde Parker, C. 8., is undergoing a refit in her q gging, her late gear having been in use upwards of 1 1 1, 4 years. The Court-martial ordered to be held on th;"Pernumerary boatswain of this ship, for neglect of „"tY, &e., and w wl:ich was expected to have taken place 'd i tB terday morning, is postponed, on account who the ininva - pi sposition o f Rear-Admiral Hyde Parker, ho t°, l Y presides at Courts - martia l held at this port. The shell practice from the Excellent upon the Swift tete was re s umed yesterday morning , but the fog has ti i n an thick to-day as to preclude the continuance of v,,,Practice. Collingwood, 80 ; the Talbot, 26, Cap C tain lain Sir T. T. Thompson, Bart. ; the Fisgard, 42, Ca " 11 „, t ze ; and the Cormorant steam sloop, Commander q • T. Gordon—were at Valparaiso when the Dublin left. i2 l the Alfred, 50, Commodore Purvis ; the Crescent, rim-sloop, Lieutenant-Commander Hemsvvorth ; the Gorgon, 07 1 n-sloop, Captain Hotham ; the Viper, 6, Lieutenant- C„ r4 mander Carter ; and the Linnet, 6, Lieutenant f'illmander Dicken ; also, the French steamgate u p onf r i (which towed the Dublin out) ; the American Rate Raritaro, 60, and brig Congress, 10 ,and :thguese frigate Diana, 46 , and bri g Samuga, 14— `:.te all at Ri o when the Dublin left. At which time th e river Modeste, 18, Commander Ba illie, was cruizing in e liver Columbia. to The Tha,!ia, 32, Captain Hope, was at Mexico waiting e mbark freight for England. Th e r tu - Carysfort, 26, Captain the Ri g ht Hon. Lord W. f k e , ,y_faa iu the Gulf of California. Salamander, steam-a:0 O P , "u, Was at Otaheite. Commander A. S. Ha- The The THE EASTER HUN T. se tts Easter hunt with the Queen's stag-honnds, oft I tr ai n, was expected to have been a very uninteres itug eo r, not only from the extremely heavy stateroomf theho am tll l t ry for miles around Windsor, arising fr orn u e u breaking up of the long-continued frost, butt th a — da t he great quantity of rain which fell throughout Y preceding, Sunday last. Of x :twitlistanding these gloomy forebodings, the morn ch i :% l day broke most favoura ble for the lovers of the n and long before the a pp ointed time fur the meet Wll "`" 4 o Common, not less than between 400 and 500 Or ,mounted horsemen (inc ludin g a great many W officers of the regiments stationed at . lad 3°1. , Hampton Court , and Hounslow, and se veral tr e -4 „, t he metropolis) had assembled on the heath. A NC "lumber of the neighbouring gentry and their fa- INV , in their carriages, were also congregated in the takiediate vicinity, while the pedestrians could not have eeletlted to less than between 3,000 and 4,000. The the d ay's clipper, Rob Roy, was selected for (If th ose sport, to the great disappointment of those, but tltt e ' t4 e only, who were mounted upon second or third x eattle ; for, upon all former occasions, none but the lieh l's have been enabled to live with the Scot ch chieftain. Rob Roy, upon being uncarted on te di r kon shortly before twelve o'clock took away in the ti , w eetio n of the vicarage at Fulmer, doubling to the left Hedgerley, and again back to the common, v te, upon being met and turned by the foot people, e nt away in right earnest at a tremendous pace, totZg off several of " the hal f- g uinea hacks," to Fulmer tt ,up the high meadows, skirting B u lstrode Park , eclgerley, where he doubled to the right, crossing tt tn Th,, .nropike-road, and away to Stoney Dean, down the t ao . Households, into Chalfont St. Giles s, w h er e he , itti R oil for nearly a quarter of an hour , before he was e a ,„l l Ped out of a large pond ; thus giving a little wel iZe breathing-time to many of the almost exhausted W i s p :, Rob then again went away by t he Vatch, on to le i!es and Latimers, crossing Shepp erfield Common toak ln g's Langley, in Hertfordshire, where he aga in Wal,lefuge in a pond, at the back of the church, a nd 4 , uere t a k en a fter one of the most gallant runs over h,(4rti4St six-and-twenty miles of heavy country. -UP til a finish. forty well-mounted horseme n were well up at 'ash. The distance gone over, from point to p oint, 111 4 „ th e crow flies," was at least twenty mi les. The lehatiroughout, was at a racing pac e. The hounds, Went twelve miles to the meet, and were thirty miles from the kennel at the take, returned to Ascot ls od tt . ue evening, having traversed during th e da y up ' of seventy miles. B la C. NAPIEII.—The Earl of Ellenborough having Z tQ l:hission e d Messrs. Hunt and Roskill, if Bond-street, is aboutnd-street, t o m anufacture the handle of a sword w hich Present to Sir C. Napier, G.C.8.,. Governor of Sinde, t t estimony of the high respect in li o % keter of that gallant officer, his Lordship'swhich heholwdsishtleies k a t e been carried out by those eminent goldsmiths, under I."'n immediate direction, and a most splendanwoefaptohne %tile result. The blade, which is straight, exceedingly ea t Damascus steel, is double-edged, and_ (1 5 , - IP. The handle and hilt are of gol wrought,,wEidth. *, t .., c es and legends. The legends are h Earl of Ellenborough, to Major-G_eneral Sir C. 'teler, Governor of Sinde."—"Meanoeea Hyderabad." e motto of the Major-General arelsady.xpears in em ssea , The whole Nu," characters, " Ready, Then resembles the swordsajfethe KmegmhbtsroTideemrepdlairt; goi' d sheath and belt, 84c.,those on the arc crimson embroidered t tt and ornamented with stars, resembling Roo c i tes a tlf Somnauth, of . which . the public have heard t cl et ue si• There is a similar star on the handle. eer this is a most elaborate and splendid sword. tw o IN FltANCE.—One day in the last month t t „men and two women went from the hamlet of Ge ziew—ellse to th e c h urc h of S. t. Haon (Haute L oire) witlia for bo rn child to be christened. The ceremony per iledeu, they all set out on their return home, but stop • ken ° , their way at a public-house to take st w as comingome refresh on The w omen afterwards, as the night I, o4 t .tild the ground was covered with snow, walked on, do g the men to follow them which they promised to so b ; sllO ll as they had finished their bottle. This was tsidy, done, and the men started, but instead of over -111,-;F thewomen, making the best of their N t va a y home, she e t '`' e tuad their bodies, and that of the infan 11 dead, l ie horribly torn and mangled by a flock . of wolves that telt" comedown upon them.—Galignant's Messenger.. j t ublAwAr STEAM-ENGINE.-011 Thursday t of t rn, the enginemat of a locomotive at the terminus be Ardrossan Railway, baying to leave his engine for rhis ttlute. did so inadvertently when it was on hal -cock. at ahorror and amazement, he had scarcely turned ac k upon it, wh en it s tarted off towards Kilwinning g,aPeed which h e c o u ld not overtake. The gate keeper fo r C t ' r en t ston,, thinking it was a special train, made way although surprised that the customary signal of the gia p Was omitted to be given ; and away it sped ata . ou t Pace towards the main line ; upon this it got with di d ;entY or obstr uc ti on , an d turning towards Glasgow, tio e c e ,t stop till it rea c h e d the junction at the Kilmar to - uranch, when want of steam, happily, compelled it the Had it mot with a train or other obstruction, .bat l y-s z quences might have been disastrous. Fortu te:„-_' --uwever no worse consequence resulted than a v tto rrttrY delay in forwarding the Fleetwood steamer's 'ettgere from Ardrossan.—Glasgow Saturday Post. ttoorTvztheLATE EXPLOSION AT BLAcKwALL. Mfar: managing engineer of Messrs. Samuda s c t ,j , against whom a verdict of manslaughter was re irenntied by the coroner's jury, has not as yet been appre ed uonthe war ran t w hi c h h as b een issued against r et the next however, understood that he will surrea d e next sitting of the Central Criminal Court to be e his trial, and that several eminent engineers will to e'camined on his beha. The trial is looked forward I. fellows much interest in th e engineering world. The kr I. fellows who w ere remove d to t h e L on d on H os pit a l e stl4 going on very favourably. il i/gt 4, 12 " a. ..,"" •••".. TIM SUN, LONDON, WEDNESDA.Y EVENING, MARCH 28 1845. Mr. G. A. Falconer, a surgeon in the Commercial road East, said a black man was brought to his house from Adams's " up and down," on Monday night, and expired a few minutes afterwards. He was called upon to see Bell a few minutes previous. There was a con tused wound on the forehead, half an inch above the nose, one on the upper lip, and a severe bruise on the lower jaw. The injuries were very serious, and he should say the man was in danger. The prisoner, in defence, said he had no intention to do any injury whatever. There were two books, one on each side of the boat, and he unfastened one and the man the other. His master called out that the boat was too light, and he immediately jumped towards it, seized it with his hands, and was carried up six feet or more " . His master called out, " You will be kille d ; l e t g o ; and he did so.. He did all that laid in his power to stop the boat when he saw it going up too fast. Charles Smith, police sergeant, said he was standing near the "up and down." The man injured was on a raised platform thirty feet from the ground, with a very slight railing around it. He heard the cracking of wood, and upon looking up saw Bell hanging over the plat form with his head downwards. The iron winch-handle of the machine revolved with great velocity, and struck him with great violence. The handle of the winch was too long, and the platform was so very small that, in the event of any man upon it missing his hold of the winch, he must be struck by the handle (for he could not re treat backwards) unless he laid down. He saw the pri soner carelessly unlock the boat several times, while the master was present, before it was filled.—Remanded. R AIL WAY ITN TELLIGENCE. Then if the Limerick and Waterford Company be limited to make their line between Waterford and Tipperary, on which is the heavier work, and lose the portion be tween Tipperary and Limerick, on which the works are light, their anticipated profits will be so curtailed as to make it doubtful whether it may be worth their while to construct the line at all. Besides, though the Great Southern and Wtstern Company claim it as a palpable appendage to their trunk line, their opponents claim it as a part of what is sufficiently important to be consi dered a trunk line of itself. Again, experience has proved that a branch line is never so well worked as a main line. REPORT OF THE RAILWAY DEPARTMENT OF TII E BOARD OF TRADE ON TILE SCHEMES FOR EXTENDING RAILWAY COM MUNICATION IN THE SOUTH OF IRELAND. Railway Department, Board of Trade, Whitehall, March 20, 1845. The Board constituted by the minute of the Lords of the Committee of Privy Council for Trade, for the transaction of railway business, having had under con sideration the different schemes deposited with the Rail way Department for extending railway communication in the south of Ireland, have determined on submitting the following report thereon for the consideration of Par liament. The proposed lines are, the Great Southern and Western—Extension to Cork and Branch to Limerick ; Great South-Western Direct—Cork and Limerick ; Waterford and Limerick ; Watt rfcrd and Kilkenny ; Kilkenny Junction ; Dublin, Carlow, and Wexford ; Dublin, Wexford, Waterford, and Carlow ; Dublin and Wicklow ; Cork and Bandon. In examining the railway schemes projected in the south of Ireland, we have had before us the second re port of the Commissioners on Railways, from which we have so frequently quoted in our report on the schemes projected in the north and north-west of Ireland, and which, with regard to the requirements for railway com munication, and to the means for supporting it, has afforded us most valuable information. The Commis sioners remark In the southern districts we find a population whose condition is, in every respect, inferior to that of the northern ; there habitations are worse ; their food in ferior, consisting, at best, of potatoes and milk, without meal ; the wages of labour are found reduced from one shilling to eightpence per day ; yet the peasantry are a robust, active, and athletic race, capable of great exer tion ; often exposed to great privations ; iguorant, but (tiger for instruction ; and readily trained, under judi cious management, to habits of order and steady indus try. From this it is evident that so much of the con struction of railways in Ireland as only requires manual labour may be cheaply done, but large profit to the pro jectors of these schemes cannot reasonably be expected as an early result : at the same time we have had full evidence that many extensive landed proprietors look more to the general benefits which railway intercommu nication will confer on their properties and on the people, than to receiving any great pecuniary return in the shape of dividends on railway stock ; and some instances have come under our notice of individuals offering to give their land for this purpose for nothing." We venture to make these remarks of a general cha racter, for the purpose of directing particular attention to the several traffic cases, which we have not had the means of investigating so fully as to enable us to form a judgment as to their truth, and which are for the most part net in accordance with the Commissioners' report. GREAT SOUTHERN AND WESTERN RAIL WAY—EXTENSION TO CORK AND BRANCH TO LIMERICK. The Great Southern and Western (or the Dublin and Cashel) Railway Company, whose Act of incorporation was passed in the last session of Parliament, and whose works are in course of construction, propose to continue their line from Thurles by Charleville and Mallow to Cork, a distance of 77 miles. The first 42 miles of the proposed line will be very easy of construction, and upon it no obstacle of any magnitude is offered to the engi neer ; for the next 15 miles the course of the line con tinues favourable, but the works are above an average as to extent ; for the last 20 miles the works are consider able, and will be very costly. As a main trunk line the railway between Dublin and Cork was deemed by the Commissioners to be most de sirable; the subsequent sanction given by Parliament has established the principle which the Commissioners laid down ; and the extension proposed is but carrying into operation the uncompleted portion of the original plan. We are of opinion, therefore, that there are no public grounds for refusing to sanction the proposed extension of the Great Southern and Western Railway to Cork. Objections, however, may be raised to the departure observable in the course of the proposed line from that which was suggested by the Commissioners ; the latter line passing by Cahir and Michelstown to Mallow, the former going by Tipperary and Charleville to Mallow. This deviation, which is not a very material one, has been occasioned partly by a desire to approach nearer to Limerick at Tipperary, for the purposes of the proposed branch to Limerick, and partly to serve Tipperary and Charleville, which are more important places than Cahir and Michelstown. The north side of the Galtees moun tains has therefore been taken instead of the south side. One line appears to be as good as the other, and as the projects in the south of Ireland now stand, a greater aggregate amount of railway communication will be given by the Great Southern and Western Company taking the course now proposed, than by following that which had been suggested by the Commissioners. The Limerick branch is intended to leave the trunk line at a point near to Tipperary; its course is direct, its gradients are easy, the earthworks are inconsiderable, and the whole may be constructed at a low cost. We shall revert to this portion of the Great Southern and Western scheme when speaking of the Waterford and Limerick Railway project. GREAT SOUTH-WESTERN DIRECT RAILWAY. The object of the promoters of this scheme is to carry a line of railway in nearly a straight direction from Cork to Limerick, and from Limerick to Thurles, which would compete with the proposed extension of the Great Southern and Western to Cork for the Cork and Limerick traffic, and with the same Company's branch to Limerick (or that portion of the Waterford and Limerick scheme which is comprised between Limerick and Tipperary) for the Limerick and Dublin, and the Limerick and Waterford traffic. That is to say, from Cork goods and passengers are proposed to be taken by this line by Charleville direct to Limerick, instead of being taken by Charleville and Tim erary i—to Dublin by Charleville, Limerick, and Thurles ;—to Clonmel and Waterford also by Charleville, Limerick, and Thurles, instead of being taken by Charleville and Tipperary. The subject will at once be understood on reference to the accompanying map. The plans and sections which have been deposited by the projectors of this line by no means correspond: they are singularly defective in many particulars which are - essentially necessary to enable a sound opinion to be formed of it in an engineering point of view, and the whole project has the appearance of being immature and ill-considered. There is, however, enough to prove, that if it were car ried into execution, its cost must be great. Its terminus at Cork is close to the river, and the buildings and building-ground through which it is pro posed to be carried ,near its terminus would have to be purchased at a great outlay. From Cork to Charleville, this line and the Great Southern and Western Extension take nearly the same course. The latter would be less expensive in its forma tion than the former; but supposing that in every parti cular they were equally good between Charleville and Cork, we are of opinion that with regard to the forma tion, preference should be given to the Great Southern and Western Company, who could, in connexion with their old line, afford to work over the distance in a more convenient and satisfactory manner, and at a cheaper rate than could the Cork and Limerick Company. From Charleville to Limerick the line could be carried at a moderate cost, and about nineteen miles in distance would be saved between Cork and Limerick by it, over the Great Southern and Western Extension line, as the latter, leaving Charleville, diverges to the north-east to wards Tipperary, in the neighbourhood of which it meets the Waterford and Limerick line, from whence passengers would be conveyed in a north-west direction to Limerick, either by the Great Southern and Western branch, or by the Waterford and Limerick line, which ever of the two may be made. The question then is, can Limerick support two out lets to the south ? and if not, which of the two is the best ? The report of the railway Commissioners on this point is conclusive. They la-commended that the main trunk line should be made from Dublin to Cork ; and that a branch should be " thrown off," near Thurles, to run through " the rich district of the Golden Vale to Li merick." Even if the evidence of the Commissioners' re port were not before us, the traffic tables of the Great Southern and Western and the Waterford and Limerick Companies would show the traffic to be insufficient to maintain two lines towards the south. The plans, therefore, of the projectors being so imma tured, the line itself at its southern terminus so costly, the portion between Cork and Charleville being better supplied by another company, and the portion between Charleville and Limerick being unnecessary, we are of opinion that public reasons exist why the Great South- Western Direct Cork and Limerick Railway scheme should not be sanctioned. WATERFORD AND LIMERICK RAILWAY. The object of this line is to afford railway communi cation from Waterford by the towns of Carrick-on-Suir, Clonmel, Cahir, and Tipperary, to Limerick, its length being seventy-seven miles. This line appears to have been originally laid out by the celebrated engineer Nimmo ; and subsequently, the principle of establishing railway communication between Waterford and Limerick was recognised by the Commis sioners, who recommended that a branch from the main line should be thrown off to each place, which branches were proposed to pass very nearly over the ground now intended to be taken by the Waterford and Limerick Company. We see no public grounds of objection to the general character of the undertaking, but there are portions of it which require particular notice. In the first place, that portion of the line between Tip perary and Limerick is in direct competition with the proposed branch to Limerick from the Great Southern and Western Railway. They are so nearly identical, that it is impossible to both can be made. The termini in Limerick are, however, different. That of the Water ford and Limerick Company goes furthest into the town, and nearest to the river, and is more conveniently si tuated to accommodate the county of Clare, than the terminus of the branch, which is placed rather at the outskirts of the town. The former, too, is in a better position to accommodate a direct line towards Cork, should one be made at a future period. There is not much advantage either way ; not so much at any rate as to induce us greatly to prefer one to the other ; but there are other circumstances on which we ground a preference. The passenger traffic has hitherto been di rected more towards Dublin than to Waterford ; but if the South Wales Railway should receive the sanction of Parliament, and be placed in connexion with steamers to Wexford or to Waterford, a portion of the Limerick passenger traffic will be diverted from Dublin in the di rection of Waterford, as giving the readiest route to Bris tol, and a convenient route to London. The goods traffic will undoubtedly take the line to Waterford rather than to Dublin, Waterford being the more convenient seaport. On the whole, therefore, we are of opinion that the public reasons fur granting the portion in dispute to the Waterford and Limerick Company are stronger than those for giving it to the Great Southern and Western Company. At the same time it is necessary that the public should in this case be defended against the establishment of any monopoly ; and in the event of either obtaining the sanction of Parliament, it will be necessary to permit the other to use the line under such restrictions as may be thought advisable. We have been told that negotiations having this ob ject in view are going forward between the parties, and have reason to believe that the companies will come to such an arrangement for using the line in common, as may be conducive to the benefit of the public. The ar rangement to which we have alluded must necessarily extend to an alteration in the levels of one or both of tho lines at the point of intersection. However, lest it might be overlooked, we beg to direct the attention of the Com mittee on the Bill to this matter, and to state our opi nion that neither the Great Southern and Western Ex.- tension, nor the Waterford and Limerick Railway,ought to be sanctioned unless a perfectly safe and convenient method be devised for running the carriages from one line to the other. COURSE OF EXCIIA3 Amsterdam CF. 12 84 Ditto, at sight l2 61 Rotterdam 2U. 12 9 Antwerp 26 20 Hamburgh M.B. 14 0 Altona — IGE.—(YESTERDAY.) Gibraltar ..... .. Leghorn ........ ..... 31 Genoa Milan Venice ..... ..... Nap1e5............... Palermo, per 1181 Lisbon . ........... .. 53 0p0rt0..... 53! Rio Janeiro— . Bahia . Buenos A.p.l.s NewYoi Philathlphia PRICKS OF BULLION, PER OZ Foreign G , l 1, bars..X.3 17 9 Portugal Gold Coin 3 17 5 New Doubloons 0 0 0 New l)(4lars 0 4 9i Silver in tars. 0 0 0 The other material point of the Waterford and Limerick scheme is their approach to Waterford. From representations which have been made to us, as well as from a careful examination of the plans and sections, it is clear that great expense will be incurred, without any equivalent advantage, by taking the line to the north in stead of continuing it on the south side of the river Suir. Two bridges will have to be built across this river, ac cording to the proposed scheme,one of which, at Granny, is said to be almost impracticable ; at all events it must be enormously expensive, and it is alleged that it will in terfere with the navigation. It would exceed our duty to point out a new line to the promoters of the Waterford and Limerick Railway scheme which they ought to adopt, even if we possessed the means for doing so. We can only direct the atten tion of Parliament to the subject, adding that there are no public reasons which ought, in our opinion, to be de cisive against the general scheme, although the portions to which we have adverted might be advantageously modified in detail. WATERFORD AND KILKENNY RAILWAY. The object of this scheme is to afford to Waterford railway communication with Dublin, and to open to the county of Kilkenny an outlet for its produce by the seaport of Waterford. The proposed line commences at the south side of the river Suir, at the bridge of Waterford ; it crosses the river Nore by a viaduct 80 feet high, near Thomastown; and terminates in Kilkenny, 31 miles 20 chains from Waterford, throwing off a branch 6 miles 20 chains in length to Kells. The earth works on the line are very light, and the only works at all heavy are the viaduct near Thomastown, and another viaduct leading into the Waterford terminus. With these exceptions, the line is easy of construction. At Kilkenny the promoters of the scheme are prepared to enter into any arrangement that may be deemed ad visable to connect their line with the Great Southern and Western Railway, so as to give an uninterrupted com munication with Dublin. They are willing to join the Kilkenny Junction, if it be made, and so fall into the Great Southern and Western near Abbeyleix ; or they will themselves construct a line from Kilkenny to Carlow, there to join the Carlow branch of the Great Southern and Western; or, should the latter company be disposed to take advantage of an unexpired Act, which would enable them to run a line from Carlow to Kilkenny, the Waterford and Kilkenny Company would join in that measure. _ Paris, 3 days' sight 25 95 Ditto, 3 months 26 15 Marseilles 26 20 Bourdeaux 26 25 Frankfort on Maine 1221 Petersburgh, 3Us — Berlin, Vienna, effec. if. 3 M lO 4 Trieste, ditto Madrid.. N 361 Cadiz Bilbao Barcelona Sevilla — ACCIDENT AT THE ROYAL EXCHANGE.—It will probably be remembered that on the day her Majesty opened the new Royal Exchange, and at a short time previous to her arrival thereat, a workman who was en gaged upon the western part of the roof, fell through a skylight and, pitching upon the flooring beneath, was killed upon the spot. On Saturday morning last, a man named Joseph Deboard, in the employment of Messrs. Pearce and Co., ironmongers, &c., of Jermyn-street, whilst proceeding along the roof, carrying a ladder, fell through the same skylight ; he, however, more fortunate than the individual above alluded to, kept fast hold with one hand of a round of the ladder, the latter, happily for him, falling across the skylight, whilst with the aid of the other hand he succeeded in drawing himself up, and finally clambering through the aperture his body had made in the skylight to the roof without sustaining the slightest personal injury. The Peninsula and Oriental Company have given notice that the steamers conveying the Peninsula mails will, after the expiration of the present month, be dispatched from Southampton at 2 o'clock in the afternoon on the 7th, 17th, and 27th of every month, instead of every Thursday, and that when the above dates fall on Sunday, the steamer will be dispatched on the following day. The merchants connected with the Peninsula feel much aggrieved at this movement, and have addressed a memorial on the subject to the Lords of the Treasury. Only about 18 months ago Government caused the packet- station to be moved from Falmouth to Southampton for the purpose of accelerating the mail com munication, and directed the mails to be made up in London in the morning of every Thursday, instead of the evening of every Saturday. By the alteration now• lately announced, the!merchants:will be deprived of a weekly communication, and will, moreover, be obliged either to work on Sunday, or to close their letters on Saturday evening, on 9 out of the 27 post days between this and the end of the year, although the mail will not be dispatched from Southampton till 2 o'clock on the following afternoon.—Times. DUBLIN, MARCH 20.--CONTEMPLATED AFFAIR OF HONOUR.—In consequence of information laid before Mr. Inspector O'Connor, of the detective police force, late last night, that a duel was to "come off" in the Fifteen-acres at the dawn of this morning, that officer armed with warrants, proceeded to Kildare-street, for the purpose of arresting two of the parties, namely, Lord Tullamore and his second (the Hon. Captain Lindsay), both Aides-de-Camp, on the staff of Lord Heytes bury. The inspector having traced them from Kildare street, came upon his game, as they were alighting at their apartments in the Lower Castle-yard, and in a couple of hours afterwards, he succeeded in capturing the antagonist parties, Mr. Ball, a barrister, we believe, residing at De Vesey- lodge, Kingstown, the principal, and his friend, Captain Webber Smith, of the Royal Artillery, who were actually on the ground awaiting the arrival of their opponents. A private investigation into the affair took place at nine o'clock this morning before Mr. Magee, ono of the magistrates of the head-office of police, which was adjourned until half-past twelve in the afternoon, when all the parties were again in attendance, and held to bail in heavy securities to keep the peace for the term of seven years. The cusus belli has been variously stated, but in the necessary absence of positive information, it is better to abstain from giving currency to any of the many con flicting rumours. THE WILL FORGERS.—It would seem, from some letters received from Barber, dated the Cape of Good Hope, September 22, that he still confidently hopes his innocence will be established, and that he shall speedily receive notice of recal from Australia. Speaking of his condition on board, and his hopes for the future, he says in one of his letters to a friend :—" I am glad to say that, in spite of small-pox and other illness on board, and still more the horrible cruelty of my case, my health has not suffered seriously, but what I have bad to suffer in such a pandemonium as a convict-ship you can readily imagine; but it is my determination to bear to the utmost of my fortitude all that may be cast upon me until that day when my innocence shall be acknowledged at least by all the impartial world. Sure lam that day will come if my few friends will exert themselves. I am pretty well occupied on board, being librarian, chap lain's clerk, and inspector of police. Luckily there is one convict, APCullum, whose heart and head well qualify him for an associate, and we fill up all our leisure time in reading and discussion, so that I hope to make excellent use of my time in improving my mind. • • . . lam glad to say that the surgeon superin tendent has interested himself about me and convinced himself, from Fletcher's statement and manner, of my innocence, and will furnish a declaration to that effect. • • • • lam treated with much consideration by the prisoners. There is a general and firm belief on board of my innocence, and although our costume is the same, I receive much respectful attention ; they will never allow me to perform any of the drudgery of the ship ; but for all this my fate is a terrible one. One convict has es caped since we have been in the bay, but this is a step I will never attempt. No; nothing could be appreciated by me but a restoration to the credit and esteem from which I have been most cruelly driven. . . . . It is lamentable to think how nearly we succeeded in my deliverance on trial • but God's will be done, and by unceasing exertions I may yet have an autumn of hap piness and honour. . . . . I have just received a visit from an inhabitant of the Cape, formerly of London, who tells me of a declaration which, be says, appeared a few days after Fletcher's, signed by Saunders, and in exculpation of me. He says that the impression at the Cape is, that I shall soon call there on my return." —Britannia. DARING HIGHWAY ROBBERY.—On Saturday last, a noted thief, who attends the races and fairs of Wor cestershire and Gloucestershire, by name Shwamen scruge, was brought up in custody of two officers at the public office at Worcester, before the mayor and two city magistrates, charged with a highway rob bery, under the following circumstances :—On Thurs day a grazier and cattle-dealer named Farr, from Herefordshire, journeyed to Worcester to make some purchases, and for this purpose lie provided himself with country bank-notes, chiefly Herefordshire, to the amount of 220/., besides four blank cheques, signed by his father, and drawn upon the Herefordshire Bank, the sums to be filled up according to the require ments which Farr in the course of his anticipated negotiations might have. With this sum in his pos session, Farr sallied forth from his inn, the Green Dragon, in Newport-street, between eight and nine o'clock on Thursday evening, and shortly afterwards fell in company with a woman who accompanies the pri soner in his peregrinations, whom he walked with to near the eattle-market, which is in an unfrequented part of the town. While talking with this woman the prisoner came up with a male companion, and commenced abusing Farr, charging him with being in his (prisoner's) wife's company for an improper purpose. Some hustling took place, after which the woman and the two men left Farr, whereupon be discovered that he had been robbed of the whole of his money. Having ascertained this unwelcome fact, he proceeded to the police station, and gave information of the robbery to the inspector, Mr. Phillips, who thereupon instituted a prompt search for the parties, and it was at length as certained, almost beyond a doubt, that they, or some of them, had taken their departure for Cheltenham. Two active officers, named Sanders and Grubb, were accord ingly dispatched by the mail train that night to Chelten ham, and next day they succeeded in apprehending Shwamenscruge with nearly the whole of the booty in his possession. The cheques were gone, but out of the 290/. in notes, 280/. was recovered. The prisoner was accordingly brought back to Worcester, and on Saturday (as above stated) taken before the magistrates, when, a formal examination having been gone through, he was remanded to Friday next. At the same time another man, suspected to have been his accompliee on the night in question, was also remanded to Friday, by which time it is expected the woman will be in custody. PARTY PROCESSIONS.—Fifty persons pleaded guilty at the Derry assizes on Monday, " in ignorance of the law," of walking in procession on the last anniversary of the battle of Aughrire. Baron Pennefather, before whom they were tried, made some excellent and timely observations on these silly and mischievous parades previous to passing sentence on the traversers. One of the Newtown-Limavady men stated, that pre• vious to the last 12th of July no proclamation bad been placarded, as usual, in and around Newtown-Limavady. He added that they did not intend to insult the Roman Catholics. Baron Pennefather said, that ou the follow ing day he would take affidavits to that effect indivi dually from such of the traversers as choose to give them. In the meantime he would defer sentence. — Dublin paper. . The town of Waterford has become of such great commercial importance, that it may reasonably claim a more direct route towards Dublin than could be afforded through the medium of the Waterford and Limerick and the Great Southern and Western lines by Tipperary. Doubts may be entertained whether the traffic will be sufficient to afford to the promoters a reasonable remu neration on the outlay. On this point we are not pre pared to say more than that we believe it will prove enough to support the line, which may be cheaply made, provided an economical system be pursued by the oom pany in the formation of their works, and in the general management of their affairs. Considering, then, that the proposed scheme is the first step towards accomplishing a direct route through this district, by railway, to Dnblin ; that it will give to the country in the interior a communication with the flourishing seaport of Waterford ; that the local feeling is strongly in its favour, and that the works are of an inexpensive character, we are of opinion that, on public grounds, it ought to receive the sanction of Parliament. The proprietors are disposed to try Payne's patent wooden rail, though many scientific and practical en gineers are understood to be against the adoption of that system. We think, however, that the scheme ought not to be rejected simply because an alleged improvement, not yet fully tested, is disapproved of by parties who have already provided other means of transit—especi ally as the projectors say that if the wooden rail does not answer the desired purpose, they can, and will, at a small additional outlay, place iron rails on the wooden rails, somewhat after the mode adopted on the English Great Western Railway. Without giving any opinion as to the.merits of the patent wooden rails, we see no reason why the pro jectors should not be allowed to try the experiment, if they think proper to do so, so long as their system does not interfere with the general communications of the country ; but as it appears that, although the car•• riages constructed to run on the wooden rails will also run on the iron rails, yet that carriages adapted to the iron rails cannot be used on the wooden rails, it is necessary that precautions should be adopted to pre vent any inconvenience resulting to the public from the introduction of the system, and to obviate the pos sibility of its interposing a break in the free through communications in Ireland, similar to the break now created by the meeting of the wide and narrow gauges in England. If this scheme, as a whole, should receive the sanc tion of Parliament, we beg to suggest that a clause be introduced into the Act, taking power to require the company to lay down rails which shall admit of the free passage of the ordinary railway carriages in Ire land, if it should appear hereafter that the public con venience requires it. KILKENNY JUNCTION. This line, 25 miles 70 chains in length, proceeds. out of the Great Southern and Western Railway some dis tance south of Maryborough, and passing through Ab beyleix and Ballyragget, terminates in Kilkenny. The works are very light, and the line offers no material obstacle of any sort. So far no public grounds of ob jection exist to its construction ; but though the line may be made at a comparatively small cost, taking it in connexion with the probable traffic, we are of opi nion that to a company solely dependent upon it for remuneration, it can bring no profit commensurate with the outlay. The Commissioners have gone fully into the question (see p. 61, part 2. of their 2d Report), and the result of their inquiry shows !a profit of but 2 per cent. on an expenditure equal to 8,000/. per mile. If this line were but a branch from the main trunk line passing through the country, to which it would supply lateral traffic, and thereby increase the amount of receipts on the whole, the case would be different ; but in a distance of only twenty-six miles, subject to standing expenses equal to those which are necessary for an independent company of twice or thrice its length, it is clearly impossible that any remuneration can reasonably be expeettel. Besides, it is still an open question, whether a line from Kilkenny might not be carried with advantage to Carlow. The Commissioners' map shows a larger stream of traffic by the latter than by the former route. The Great Southern and Western Company are about to make their branch to Carlow, which would certainly compete with the Kilkenny Junction for a portion of the Waterford and Dublin traffic, if by any means the former could take a line to Kilkenny. Considering, therefore, that no proof exists of a traffic which could support an independent line of this cha racter ; that when the Great Southern and Western Railway shall be opened, a juster estimate of the require ments of the district may be formed than is at present possible; and that it is now doubtful whether the route by Carlow be not the preferable one, we are of opinion that, on public grounds, this scheme ought to be post poned. DUBLIN, CARLOW, AND WEXFORD; DUBLIN, WEXFORD, WATERFORD, AND CARLOW ; DUBLIN AND WICKLOW. Though termed the Dublin, Carlow, and Wexford Railway, the first named of these schemes is in fact con fined to carrying a line from Carlow to Wexford, by the running towns of Newtown Barry and Enniscorthy. The whole line may be considered as considerably above an average in the cost and magnitude of the works. The traffic, as shown by the promoters of the scheme, if proved, might justify the expenditure of the capital which will be necessary to make the line. But with respect to this project, the Commissioners have stated, " On exa mining the returns from the towns of Wexford, Ennis eorthy, and Newtown Barry, through which it was to pass, it does not appear that at present there is sufficient traffic either in passengers or goods from these towns towards Dublin, to warrant the expenditure of so large a sum as would be required for its construction." We have not received any satisfactory proof that either the Commis s ioners formed an erroneous opinion on this subject, or that the circumstances of the district are so altered since their examination of it took place as to justify now what they believed to be unjustifiable then. The Dublin, Wexford, Waterford, and Carlow Rail way is a scheme projected by parties connected with the Great Western (England) Railway, with the view of opening out the district, through which it is proposed to pass, in connexion with steam-boats from Wexford to Fishguard, and by the South Wales intended line, to the south of England and London. It is contemplated to take this line out of Dublin by the present Dublin and Kingstown Railway; to continue it along the coast by Wicklow to Gorey; from thence to proceed to Enniscorthy; there to be joined by a branch from Carlow ; and the line, thus united, to proceed a short distance, and then again to branch into two lines— one going to Wexford, the other to New Ross and Waterford. A reference to the accompanying map will show the direction which is taken. It is evident, therefore, that much of the project is in competition with the proposed line from Wexford to Carlow. The plans and sections for the Dublin, Wexford, and Under these eireumstamea, the selection of a ie - vast Carlow scheme, which have been deposited with the line appears to be generally approved of by the local in- Board of Trade, are so incomplete as to be almost un- terests affected ; and the whole course of the line from intelligible. A glance at the whole, however, shows Newport westwards has, we believe, met with unqualified many objectionable points. For instance, gradients of support. lin 50, lin 53, for two miles and a half, lin 55 for two As regards the portion of the line between Newport miles and a half; 1 in 60, and so forth. and the junction with the Great Western Railway, the In respect of this scheme, the promoters have stalcd same unanimity of opinion has not prevailed. the impossibility of their having been able to comply The main trunk of the South Wales line, keeping close with the standing orders o f Parliam e nt to their full ex- along . the shore of the Severn by Chepstow, manifestly tent, in consequence of the late period of the year when affords little local accommodation to the county of Mon they were induced, in consequence of their determination mouth ; and the crossing of the river Severn below Glou to make the Soutii Wales Railway, to turn their atten- tester, where the first fixed bridge occurs, has been tion to the port of Wexford and the adjacent country; strongly objected to, as calculated to injure that town, but they have intimated their intention of bringing for- and to impede the navigation. ward a comprehensive measure, including the improve- Accordingly it has been urged that the main liste, in ment of thatport, which shall fully accommodate the dis- stead of following the coast by Chepstow, shoura have trict, at a future time. been carried up the valley of the Usk from Newport, and It is evident that the country between Waterford, so by Monmouth, and through the heart of the county Wexford, and Dublin, has not yet been fully examined. to Gloucester. On referring to the Commissioners' Report with regard To this it is replied by the promoters of the South to this question, we find the following remarks:— Wales Railway, that such a course could not have bees " Should the country at a future period show resources adopted without neutralising the principal object tick sufficient to justify the establishment of a railway be- posed ; viz., that of making the best and most dire tween Wexford and Dublin, it is possible that the best communication practicable fur South Wales and the line will not be found to pass through Carlow, but along South of Ireland with London. By the line, as depo the coast to Arklow, and thence through the county of sited, the distance from Standish, where it joins the Wicklow to Dublin." "We have reason to know that Great Western Railway, to Newport, via Chepstow, is between Bray and Wicklow there are no material diffi- 371 miles ; while by the proposed line, rid Gloucester culties; beyond this point the country has not yet been and Monmouth, the distance would be 56 miles ; the sufficiently explored, and although immediately to the former line being nearly level throughout, while the south of Wicklow it presents an unfavourable aspect as latter line would have two summits to surmount of about compared with others, a line in this direction to Wex- 300 and 150 feet respectively. ford may hereafter be found worthy of consideration. The great bulk of the through traffic, therefore, from At present we cannot recommend such a measure, and the South of Ireland, and from the whole of South we have merely alluded to it to remove the impression \Vales to the westward of Newport, would be carried an that the valleys of the Barrow and Slaney present the unnecessary circuit of 181 miles, over worse gradients, only line available for railway communication between in case the Gloucester route were adopted. The only Wexford and Enniscorthy with Dublin." equivalent for the tax thus imposed upon the traffic of Here, then, are two competing schemes ; the one corn- those districts, would be a slight gain of distance for plete in itself, but likely to be more costly than its such portion of it as was going towards the north,. a traffic may justify: the other incomplete, immature, but gain which is of less importance, as the route would be still a measure vastly more comprehensive, and if carried at best so circuitous, that it could not be looked to as into effect, backed by a powerful moneyed interest, of affording the only permanent communication. manifestly greater national advantage, and yet depend- It is true, that in the event of a more direct comma ing on the contingency of a really good line being dis- nication being made between Cheltenham and Oxford, covered by or near the coast. the disadvantage in point of distance of the Gloucester The magnitude of the question demands for it the route would be lessened ; still, on the whole, the consi most serious consideration. A wrong step taken at derations above referred to appear to render it desirable this juncture would be attended with lasting evil re- that the coast line by Chepstow should be adopted, as is sults to a considerable section of the empire. As yet desired by the promoters, and by the local interests of South Wales generally, provided the objections above there is not sufficient data on which a sound judgment can be formed. stated can be obviated. In these circumstances no alternative appears to us to As regards the passing of the Severn, the promoters remain but a postponement of both schemes until a state that the navigation to Gloucester would suffer no thorough investigation of all the circumstances of the serious impediment even if a fixed bridge were erected district may determine which of the two will afford the across the river, since it is conducted almost entirely greatest advantage to the country. along the Berkeley Ship Canal, which will be passed As the Dublin and Wicklow Railway scheme is iden- without inconvenience by a swing bridge. They do not tical with so much of tile Dublin, Wexford, Waterford, propose, however, to obstruct the navigation of the river, and Carlow scheme as is comprised between the towns but, on the contrary, have effected an arrangement with of Dublin and Wicklow, they are under the same cir- the Severn Navigation Commissioners, by which, as is cumstances, and the observations which have been ap- stated, it will be considerably improved, by making a plied to the latter are equally applicable to the former.. new navigable cut across the neck of one of the bends We arc, therefore, of opinion that there aro public rca- of the river, where the railway is proposed to cross. sons why the Dublin, Carlow, and Wexford Railway The plans for this improvement, and for the bridge across scheme, the Dublin, Wexford, Waterford, and Carlow the river, are stated to hare been prepared in concert Railway scheme, and the Dublin and Wicklow Railway with the engineer of the Severn Navigation Commis scheme, ought to be postponed, at least until the next sioners, and to have received his approval. In the state session. of things thus represented to us, it does not appear to THE CORK AND BANDON RAILWAY. us that we can consider the proposed mode of crossing This line, about 20 miles in length, is intended to pro- the Severn as an objection which ought to weigh against teed from the city of Cork to the town of Bandon. The a scheme recommended by so many considerations of works may be deemed to be of an average character, as public utility. to extent and cost. The traffic, though not considerable With regard to the local accommodation of the county between these two places, might, when joined by the of Monmouth, this object is proposed to be attained by stream of traffic from Kinsale, from Skibbereen, Bantry, a branch from the South Wales line at Newport to Mon and various other places to the west of Bandon, prove mouth, in connexion with another scheme, the Mon sufficient to maintain a railway cheaply made and econo- mouth and Hereford, which, as will b e seen by re f erence mically conducted. to the map, completes the communication of the district, The inhabitants of Kinsale have addressed the Board giving a branch to Hereford, and supplying a second f of Trade in favour of this line being carried closer to line or loop passing through the Forest of D ean an d th e their town than is at present intended. We have given interior of the county, and joining the main line again a t the subject much consideration ; but as the additional Newport. cost attending the desired deviation would be greater This scheme appears well calculated to afford the re , than could be justified by any increase of traffic which quisite local accommodation, and by opening up the might thereby arise ; as the traffic likely to come on the Forest of Dean in connexion with the other lines, it will lice is not more than enough to warrant its construction be of great use in affording au outlet for the mineral without any more outlay of capital than that which the wealth of that district. projectors believe it will cost ; and as we see no reason The same objection has been urged to this as to the why the traffic from the whole of the western portion of South Wales line, viz., that it ought to be carried round the district should be taken by a more circuitous route, by Gloucester, instead of crossing the Severn below that attended by an extra mileage charge, we think the pro- town. The answer is of a similar nature : that the main moters of the railway scheme have been right in refusing communication with London will thus be shortened 7 m the demand made upon them by the parties in Kinsale ; iles, while the distance to Gloucester an d th e nor th and, on the whole, we are of opinion that there are no will only be lengthened 61 miles, which is o f l ess im public reasons which ought to be decisive against the portance, as the communication of Hereford w ith th e scheme. north may be effected much more directly by way of In conclusion, we beg to draw attention to the passage Worcester and Stourport. of the Fifth Report of the Select Committee of last year, It is also objected, that by the proposed line the oar in which it is stated, in recommending that reports riage of the coals of the Forest of Dean to Gloucester should be made to Parliament by this apartment upon and Cheltenham will be increased ; but, on the other railway schemes, " That no such report should be held hand, they will be conveyed more directly to the menu to prejudice the claims of private persons, the examine- facturing district of. Stroud, and to the districts along the tion of which should be altogether reserved to the Houses Great Western Railway. of the Legislature." On the whole, the advantages of the proposed route In submitting to Parliament, in conformity with the appear to us to preponderate over that of Gloucester, recommendations of that Committee, the results at the objection to the crossing of the Severn being, as we which we have arrived, with a view to the information have already stated, understood to be obviated. and assistance of Parliament in forming a judgment The advantage of the lino in question to Hereford and upon the schemes in question, in so far as our re - the surrounding district will, w e b e li eve , b e great by port may be available for that purpose, we are anxious affording a ready means of communication foe passen that it should be distinctly understood that we have ar - gcrs and produce towards London. It i s state d to us rived at these results solely upon public grounds, and to that it is likely to be very beneficial to the agriculture of the exclusion of all considerations how far such results the district, by affording a means of t rans p ort f or catt l e, might require to be modified by a due regard for private Sc., to the London market. rights and interests. We have examined the traffic estimates which have DALHOUSIE. been submitted to us, both of this and the South Wales C. W. PASLEY. G. R. PORTER. scheme; and although many of the sources of income D. O'BRIEN. S. LAING. are to a considerable extent speculative, it appears to us that there is quite sufficient to justify the sanction of lines which hold out so much prospect of local and na tional advantage, and which are supported by a company possessing such resources as the Great Western. It may be reasonable to require from this company some security for the completion and efficient working of the schemes which it thus undertakes or promotes; and, in the event of such Security being given, it would, in our opinion, constitute an additional reason in their favour. REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION IN SOUTH WALES. Railway Department, Board of Trade, Whitehall, March 20, 1845. The Board constituted by the minute of the Lords of the Committee of Privy Council for Trade, for the trans action of railway business, having had under considera tion the following schemes deposited with the Railway Department for extending railway communication in South Wales, viz.:— The South Wales Railway, The Monmouth and Hereford, The Gloucester and Dean Forest, The Newport and Pontypool, have determined on submitting the following Report thereon for the consideration of Parliament. The South Wales and Monmouth and Hereford Rail ways form, together, a comprehensive scheme for extend ing railway communications in connexion with the exist , ing Great Western Railway, west of the Severn to Here fordshire, Monmouthshire, and along the whole course of South Wales to Pembroke and Fishguard. The length of the proposed lines are as follows: Miles. Chains. There are no railways in existence or contemplation which compete in any way with any p or ti on o f t h e above schemes, with the exception of a short line of twelve and a half miles in length, the Gloucester and Dean Forest, which may be considered as competing, to a certain extent, with the portions of the South Wales and Monmouth and Hereford Railways, which open into the same mineral district. The latter lines do so much more completely and effectually, and the Gloucester and Dean Forest line appears to be a partial scheme, which, although it might be productive of some benefit, by bringing coals into the port of Gloucester, ought not to be allowed to interfere with projects of more extensive utility. It is uncertain, also, until the arrangements between the Birmingham and Gloucester, Bristol and Glouces ter, and Cheltenham and Great Western Company at Gloucester, and with respect to the line between Chel tenham and Gloucester, are further matured, what gauge ought to be adopted, and what sort of junction with the other railways in Gloucester effected by this Gloucester and Dean Forest line, supposing it to be otherwise desirable. We are disposed, therefore, to recommend that this scheme should be postponed until a future period, pro vision being made for the carriage of coals from the Forest of Dean to Gloucester on reasonable terms, pro portioned to the direct distance, and not to the circuitous mileage by the companies whose lines are sanctioned. The Newport and Pontypool is a line for aflbrding railway communication to the port of Newport for a very important mineral district, abounding in coal and iron. Two lines were projected for this object ; but ar rangements have been made to the satisfactioa of the principal iron masters and other local interests, by which one of the lines has been withdrawn, and the pre sent scheme, which is brought forward in connexion with the existing canal, is entirely unopposed. There can be no question that the extension of a railway to the mineral district in question will be a great advantage. We have to report, therefore, with regard to the dif ferent schemes proposed in the South Wales district, that we are aware of no public reasons why the South Wales, the Monmouth and Hereford, add the Newport and Pon typool Railways should not receive the sanction of Par liament, and that there appears to us to be public grounds to require the postponement of the Gloucester and Dean Forest Railway until a future peried In conclusion, we beg to draw attention to the'passage of the Fifth Report of the Select Committee of last year, in which it is stated, in recommending that reports should be made to Parliament by this department upon railway schemes, " That no such report should be held to pre judice the claims of private persons, the examination of which should be altogether reserved to the Houses of the Legislature." In submitting to Parliament, in conformity with th e recommendations of that Committee, the results at winch we have arrived, with a view to the information and assistance of Parliament in forming a judgment upon the schemes in question, in so far as our report may be available for that purpose, we are anxious that it should be distinctly understood that we have arrived at those results solely upon public grcunds, and to the exclusism of all considerations how far such results might require to be modified by a due regard for private rights and interests. DALHOUSIE. C. W. PASLEY. G. 11. PORTER. D. O'BRIEN. S. LAING. South Wales Railway: length of main line from Standish on the Chelten• ham and Great Western line to Fish- guard. - Pembroke Branch , l9 32 Branch from Newport to Monmouth 22 35 Forest of Dean Branch 7 0 Total 2ll 7 Monmouth and Hereford Railway : length of main line from Hereford to junction with the Cheltenham Great Western . Branch to Monmouth 8 20 Forest of Dean Branch Total 44 61 The direction of these lines will be best understood by a reference to the accompanying map. They are both proposed to be constructed on the wide guage of seven feet, in connexion with the Great Western system, the Monmouth and Hereford scheme being undertaken by the Great Western Company, and the South Wales scheme by an independent company, assisted by that company. The gradients of both lines are in parts very severe, but not impracticable, and there is reason to believe that better gradients could sot have been obtained without incurring an expense which, under the circumstances, would have been very undesirable. The works for the greater portion of the South Wales line are light; and, upon the 'whole, the lines present no extraordinary en gineering difficulties. With regard to the general object of extending railway communication throughout South Wales, the public and local advantages are too evident to require much comment. There are, perhaps, few instances where greater advan tages may be reasonably anticipated from the extension of a communication which will place so many con siderable places and important mineral and agricultural districts, which have hitherto suffered from the com parative isolation of their position, within a few hours' journey of the metropolis and of the rest of England. The towns of Monmouth, Newport, Cardiff, Neath, Swansea, Llanelly, Carmarthen, Pembroke, and Milford Haven, the whole of the great mineral districts of South Wales, and the counties of. Hereford, Monmouth, Glamorgan, Carmarthen and Pembroke, will all partici pate directly in the advantages afforded by this improved communication. _ _ The south of Ireland, also, to the whole of which the South Wales line will afford the shortest communication to London, Bristol, and the south of England, will also participate in the benefits of the undertaking ; and the advantage in a national point of view of a line which covers such a great extent of coast, and affords a ready communication with the dock-yard at Pembroke, and with the station at Milford Haven, is also considerable. We can have no hesitation, therefore, in arriving, upon general grounds, at a favourable opinion of an undertak ing which affords such important public advantages ; nor, when we come to consider the details of the scheme, do we see any reason to doubt that it has been laid out judiciously, with a view to the accommodation of the dis trict, and to the attainment of the principal objects. The choice of a coast line, in preference to one more inland, appears to be fully justified. The engineering difficulties of the hilly country in the interior are known to be great ; and it is doubtful whether a practicable locomotive line could have been obtained at any moderate expense. Even if such a line could have been obtained, it would have traversed a com paratively poor and thinly populated district, affording no accommodation to the principal towns o f S ou th Wales, such as Newpor t, Cardiff, Neath 4 Swansea, and Llanelly ; which could only h47e been connected with it by branches ascending the different valleys, and from the nature of the country requiring very steep gradients in order to attain the requisite elevation, I3y the pro posed line, the principal towns and commercial empo riums which are sitvlated along the coast at the bottom of the valleys are r placed upon the main line, to which the traffic from the interior will descend, a consideration which is very important, when we recollect that a great part of this traffic will consist of heavy minerals. INVERNESS AND ELGIN RAILWAY.--We are all, thorised to state that on the appearance of the p ros p ec • tus of this undertaking in the Noith British Advertiser of Saturday last, applications were made that day, in Edinburgh alone, through the agents and shareholders there, for an amount of shares considerably beyond the proposed capital of 3,000,0001. Monday and yesterday, on its being announced in Inverness that the prospectus had been issued, shares were applied for by parties resi dent here to a very large amount, and the sales in tho eastern burghs have bean equally rapid and successful. But to prevent disappointment, as much as possible, our underfriends in the n or th, w h o w i s h t o eng age in the taking, ought not to lose a day in making application.— Inverness Courier. FATAL CART ACCIDENT.—Last evening an incined was held at St. Thomas's Hospital before Mr. Joseph Payne, on the body of Samuel Smith, aged 40, a carman a w aggoner, said, that o n S a t ur d a y in the employ of jr. Tyler, gardener, of Greenwich. Charles Woolley, last he was driving his waggon up Maze-hill, Green:- wick, when ho heard a cart coming at a furious pace down the hill. When the cart passed the bond in the road, witness saw the deceased fall of and one of the wheels ran over his head. He received immediate assis tance, and having first been attended by a surgeon in the neighbourhood, he was taken to the hospital. He died from the effects of the injuries in less than two hours , after his admission. Verdict--" Accidental death.' SUMMARY OF NEWS AND Vubitt Opinion. " Who runs may read." FOREIGN. A Cabinet Council, at which the King presided, was held on Sunday afternoon at the Tuileries. In the evening their Majesties did General Tom Thumb the honour of receiving him at the Tuileries. The little gentleman experienced the most kindly recep tion, and was warmly complimented by the junior branches of the Royal Family on the efficient manner in which he gave his representation of the Grecian statues, danced the sailor's hornpipe, &c. ; and on leaving, after an audience which lasted an hour and a half, he received several marks of the royal bounty from his Majesty, the Queen, the Princess Adelaide, and other distinguished personages of the Court. The Minister of Finance had presented to the Cham ber two projects of iaw, the one relative to the payment of the dividend dne on the Greek Loan, and the other proposing the withdrawal from circulation of pieces of 15 and 30 sous, &c., and the issuing of other small coin, more in accordance with the decimal system. This year, for the first time these 50 years, (says the Presse,)the well known chestnut-tree of the Tuileries was not seen green with leaves on March 20 ; the branches were as bare as in the middle of winter. According to accounts from Pau, of the 18th, the weather had become so completely changed at the end of the preceding week that the heat was actually oppressive. A letter from Grenoble, of the 18th, states that the diligence between that town and Gap had resumed its journeys that morning, after having been stopped by the snow ever since January 27, that is to say, for 50 days, the longest suspension which is known to have ever occurred. A Berlin letter of the 18th states, on the authority of positive accounts from St. Petersburgh, that the Empress of Russia, accompanied by the Emperor, will visit Berlin in May, and proceed to Tegerusce for the re covery of her health. 11.21.V7 awn POSICZ. In the Court of Bankruptcy, Mr. Commissioner Hol royd suspended the certificate of a bankrupt named Stacey for two years. The bankrupt had been a ware houseman in Milk-street, Cheapside. At Leicester, Joseph Cliff, and Joseph and Samuel Collier, were acquitted on a charge of night poaching. In defending them, Mr. Miller characterised the law which exposes three or more persons, armed with any weapons trespassing, to fourteen years' transportation, as one which operates as an inducement to violence to prevent being captured. Samuel Brown was indicted at Liverpool for having on the high seas feloniously stabbed one Lancelot Read, with intent to do him some grievous bodily harm. The prosecutor was the commander of the air Charles Na pier, on board which the prisoner was a seaman. In consequence of the prisoner's disobedience to orders, words ensued between him and the captain, and even tually he stabbed the captain in the abdomen. The jury found him guilty of an assault, and Mr. Justice Coltman sentenced him to two years' imprisonment with hard labour. A man named Gatehouse, for an assault on a police constable, was sentenced to nino month s ' i m p r i sonmen t at the Middlesex Sessions. Thomas Gaines, one of the old Bow-street patrols, who was pensioned off in consequence of receiving a violent injury to the head in the execution of his duty, was brought before Mr. Alderman Copeland, upon a charge of striking a boy on the head with the brass crown head of his staff. The prisoner, who is nearly childish, in consequence of an injury in the head, had been to Tapping's execution, en amateur. Some boys had teazed him, and he had struck one of them a violent blow with his staff. He was committed in default of sureties to appear at the sessions. John Parish was charged with having stolen horses and carts belonging to butchers, while the drivers had gone into the houses of the nobility and gentry at the west-end, to deliver meat and receive orders. The prisoner was committed for trial from Marylebone. At the Thames Police-court. Michael Lee was fully committed for obtaining 5/. from Patrick O'Connor, a Custom -house officer, by threatening to charge him with receiving bribes. COURT-FASHIONABLE. The Duke of Wellington's party at Strathfieldsaye, owing to the recent bereavements in his Grace's family, is limited, during the Easter holidays, to the Marquis and Marchioness of Douro, Lord and Lady Charles Wellesley, Lord and Lady de Roos, Right Hon. Charles Arbuthnot, &C., and his Grace is expected in town on Wednesday next, to dine with his Royal Highness the Duke of Cambridge, who is director of the Concerts of Ancient Music. The Earl and Countess of Albemarle entertained the Right Hon. Sir Robert Adair, G.C.8., the Hon. Captain and Mrs. Henry Keppell, and a small party at dinner, on Monday, in Berkeley-square. The Marquis of Worcester has left town for Gloucester, to attend the approaching assizes held in that city, his Lordship having been summoned on the grand jury. The Earl of Derby, who, we are glad to learn, is in grea:.? improved health, has arrived in Grosvenor il,.i s bis nowsloy-park, Lancashire. q t town for Knowsley-park, Lan- uLaorred, fstanley r casbire. His Lordsl4 LI expected to return before the close of the week. Viscount and Viscountess Canbermere, the Earl and Countess of Hillsborough, and other branches of the family, have been placed in mourning by the demise of Miss Hester Cotton, sister to the Noble and Gallant Viscount, at her residence near Barnet, on Thursday last, at an advanced age. The Dowager Lady Holland entertained a select party at dinner last evening, in Great Stanhope-street, ]May-fair. Lord William Fitzgerald, High Sheriff for the county Kildare, left his house in Green-street, accompanied by his daughter, Miss Fitzgerald, on Saturday last, on a visit to his brother, the Duke of Leinster, at Carton. Viscount and Viscountess Howick have left town for Brighton, where they purpose remaining until after the close of the Easter recess. MISCELLANEOUS. On Easter Tuesday there were vestries held in most of the metropolitan parishes for the purpose of electing parish officers for the ensuing year. As usual there was a great deal of squabbling at several of them. Last nigt.t a numerous company was attracted to Sussex Hall, a concert being given in aid of the funds of the society for supporting the aged needy. We believe the society is one of those especially belonging to the Jewish community, and it reflects the highest credit on the kindly feelings which actuate the majority of the wealthier Jews towards their poorer brethren. On Monday next the Asylums for the Houseless Poor yard, Glasshouse - yard, Ogle-street, St. iDniaPryialeYbhu ones ,eand Market-street, Paddington, will be closed for the season. Mr. William Crome, of Erith Cottage, Old Kent-road, died on Saturday, the 15th instant, in the 80th year of his age. He brought the first newsto Lord Liverpool of the victory over the French army at Waterloo. Mr. W. Crowe at that time was a resident at Ostend. MONEY MARKET and CITY NEWS FROM THE MORNING P AP ERS OF THIS DAY. CITY, TUESDAY EVENING. a r nd °un the ee TIMES. —The premium on geld at Paris is 191 2 per mille, which, at the Eng lish Mint p rice of 3/. 17s. lqd. for standard g old, g ives an exchange of - 25 64 ; per exchange at Paris on London at short being 25 90, it follows that gold is ra ther more than 1 per cent. dearer in London than in Paris. By advices from Harnburgli, the price of gold is 436 per mark, which, at the English Mint price of 3/. 17s. 101 d. per ounce fur standard gold, gives an exchange of 13 l 0 ; an d the exchange at Hamburgli on London at short being 13 12i, it follows that gold is 1.02 per cent. dearer in London than in Hamburgh. The course of exchange at New York on London is 110 per cent. ; and the par of exchange between England and America being 109 23-40 per cent., it follows that the ex change is 0.42 per cent. in favour of England ; but the quoted exchange at New York being for bills at sixty days' sight, the interest must be added to the above difference. SUN.—Consols were marked at 100 to % for Money, and 100% 1 4 for Account. Exchequer-bills were heavy, at 575. to 51s. premium. The Foreign Bonds continued heavy. Spanish Five per Cents. have been 30% 1 4 ; and the Three per Cents. 40%. Portuguese Converted were 6714 to 1 / 2 ; Peruvian, 33%; Colombian, 15 ; Buenos Ayres, 41 to 42%; Brazilian, New, 90; and Belgian Two-and-a-Half per Cents., 60%, The additional transactions in Railway Shares have been these :—The Bristol and Exeter, 12%; Caledonian, 5% ; Cambridge and Lincoln, 5%; Churnet - Valley, 5 ' Dublin a nd Belfast, 4 ; Gre at Westein,Half, 57 ; Guildford, Fare ham,ll: and Portsmouth, 2 1 4 ; Lancaster and Carlisle, 20 to %; L on don and Birming ham, Quarter, 29% to 30 ; south_ Western, 38% ; Ditto, E ro i y gl d it o h n s ;4 l l4 7 ;; DLiyttnon, and Ely, 9 iy % , 5 ; ; S galt Wandeb Chester s s rEa r n sat , N ran e i: w 2e , 0„ . ;1 7 :AD, halt; 32 ; Ditto, Quarter, 18 ; Northern c itto, Scrip, 5 ; North Wales, PA ; Newark and Sheffield, 214 ; South-Eastern, New, No. 1, . St a ines and Richmond, 5 / 4 Trent Valley, 15% . ; y or i and North Midland, 51 Selby, 46%; Ditto, te nsExteon, 13 ; Boulogne andAnnens,73/1; Lyons and Avignon, 1 l4 ; Tours and Nantes, 1 ; Aberdeen, 3 / 1 to 1 ; and Armagh and Port rush, Y 8 premium. The Foreign Exchanges generally were firm this afternoon. The following is the official return of the exports of bul lion from the port of London for the week ending Thursday last : >liver Coin to Belgium --------. 8,000 °z* FRIGHTFUL ACCIDENT AT STEPNEY FAIR. Yesterday, William Davis was charged, at the Thames Police-office, with endangering the life of a man, named Bell, in Stepney fair. The injured person is now in wanthe London Hospital , in a precarious state. Aof g igantic proportions a nd stature, known as Black Morris, from his co m p lexion, was killed in the fair on Monday night, at the very spot where Bell was injured, as stated in The Sun of yesterday. David Adams, of No. 6, Match-walk, Shadwell, said he was the proprietor of an up and-down swing in Stepney fair, and the prisoner was employed by him to assist. While the lowest boat next the ground was being filled with p a ssengers, a hook was screwed on to a stanche on, and made fast, to prevent the revolution of the machine until the lowermost boat or car was properly filled, when it was unhooked, and the last boat filled sent up acting by its weight as a counterpoise to the boat coming down. Unless each boat was filled with theproper number of passengers, the labour of turning it was excessive. The boat next the ground had been stopped for the purpose of letting out nine passengers, and taking nine more in, and six only had already entered, when the prisoner unfastened the hook, and the top boat, containing nine passengers, over balanced, and it came down very swifty, causing the wheel to revolve; and turning round the handle of the winch at which Bell was stationed, and it struck him on the head and face, and injured him severely. The man was conveyed to the hospital. be 6 ' so s 11 °I I : .L lll Po L 4