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

0 01 0 & oven ien. 01 ° vet!, Dr 11 ,4 °' star teir ( 1;0 reig n AjCo bat 'cola' e nd C, inte t Y, , s t in Ai ; at i °ll lo' Lae *PI r he Jtrkti "';, ob no :01 0 0 0 io Dr ¢ ° d. aDolfor 41 11 to n oeh te se the o f . 0° lye in /Of bite ~,,111 11W iSilv' m rtr re r e t r . joC . ace , thi 'den CO V.) T. 5 ' DES 0 60 64 i lly c° 6 o l o ro9e 1( 0 ? rer . i o ° .0 1. i t Off Le , con o pg the ° lt° . , c icc . 0 % e o ho o n try f 001 I chs il g rce : s fter.nro° f fie ieir a, Au ld ID off' Duff is A Y) 5 P- br ee o et# ligh t lA go p< soo , !aide' tio ° . °Po jog tre oor f r ail , j 1• 01 dent; , 0 00 tons w il v :o . r d-- evi l , to , et', . 0 , • Itr , for, o PO g z io t B D o ? ansePt DA ~ ei ESP/ •rig , oe , h tt o e s 0 0 0 W': c rio kodO tw O 6l . 4 rste s e 'l F P o , lli l° 40ed r 6°I bf "11* Per spices here, which they took out of her yesterday ; she bma also hides, rice, and sugar—the two latter will be "t. There is no chance of getting the ship off. The wind is south to-day (on the shore), and it is not ex reted that anything can be got out, the sea rolls in so NAV AL INTELLIGENCE. PORTSMOUTH, MARCH 25.—The Dublin, 50, Captain T tker, flag of Rear-Admiral Richard Tho mas, late Co mmander -in-Chief in the Pacific, arrived at Spithead ~,t h is. morning, where she brought up, and sa l ut ed the Commander-in-Chief; Admiral Sir C. Rowley, with 17 The Dublin was acknowledged by the flag - ship St. Vincent. Gilled Dublin left Valparaiso on the 23d of December, Gilled at Rio on the 27th of January, and left on the Ist o f February. The crew manned yards on the A da- iral le av i ng the ship this morning, and gave him three hearty parting cheers. Having been fitted out here she will most likely proceed to another port to he paid off. She has been in commission nearly four years. e sThe D u bl in brings'the report that the Gorgon steam .l,(3°l), Captain Hotham, lung repaired at Rio the dama g es sustained by being driven ashore at Monte Video, a nd e was about proceeding to the River Plate to coin te her period of service, m hen she (the Dublin) left I° . The Dublin has brought upwards of 150 invalids froth, the squadron, and twelve boxes of specie , w hich ... s ere landed and dispatched to the Back of En g land ' ll B morning The Collingwood, 80, Captain Smart, flog cf Rear- Admiral Sir U. F. Seymour, C. 8 ., G.C .11., arrived at Valparaiso, last from Rio, on the 15 th of D ecember. R ear-Admiral Seymour immediately a--aumed the chief co mmand in the Pacific. We are in formed that the Collingw oo d, , i n the passage from Rio to Valpara iso, lung her main yard during a equall, while takin g in e mainsail in beating into the Falkland Islands. All W ell on board. The Echo s team-vessel, with Mr. Brown , t he Assistant- Master Attendant of the dockyard on board, and the Cornet steam-vessel, Lieutenant-Commander Pretyman, Which went out im Sunday morning to render assistance to it ship reported to be in distress, returned yesterday !Truing ; the latter without ha7ing discovered the cause ° a t the a l arm , and the former with t he re p ort that about and three-quarters off St. Catherine's Point (at 1 e back of the Isle of Wight), a Russian sloop, laden with fruit from Lisbon, had stranded and gone to pieces .-- erew Fared. The Sparrow ketch, Li eu t enan t-Commander Otter, !Nat out of harbour to Spithead yesterday. The Emerald tender went out y esterda y with Captain -Inohray, of the Victory, on board, to muster the crew iMd inspect the Eagle, 50, Captain Martin, flag of Rear- Admiral Inglefield. prior ta the payment of advance w ages. The Mercury tender embarked a p ortion of .A. tt,dmiral Inglefield's baggage at th e Victoria Pier yes .tor.tlaY morning, and we believe the Admiral will join Morrow, and sail either the same evening or on Thurs- Morning, calling at Plymouth to endeavour to make I V the complement. • The Resistance, 42, troop- ship, Commander Patey, ar ;;yed this morning from Halifax, with a detachment of the 74th Regiment on board, and a few invalids. - ;;_The He ca te steam-sloop, Commande r Bower, late from Cork, was taken al ,, egside the do ck y ard j etty yesterday mornin g to fit for Mediterranean service. The Neptune, 120, has had her mainmast taken out and transferred to the Hibernia, and having been supplied with a new one, she was hauled out of th e basin and taken ° her moorings yesterday. The N e p tune is now finally 4,1 Mneed for the pendant. - The Victory, 104, Captain Moubray, flag of Rear-Ad :4ll. Hyde Parker, C. 8., is undergoing a refit in her r igging, her late gear having been in use up wards of eigh t years. The Court-martial ordered to be held on t i t i .iMpernumerary boatswain of this ship, for neglect of &c., and which was expected to have taken place Yesterday morning, is postponed, on account of the in -Isposition o f Rear-Admiral Hyde P arker, who inva 14t- 1 1 presides at. Courts-martial held at this port. be shell practice from the Excellent upon the Swift was resumed yesterday morning, but the fog has goon so thick to-day as to preclude the continuance of t he practice. The Collingwood, 80 ; the Talbot, 26, Captain Sir T. 1 ) . T. Thompson, Bart. ; the Fisgard, -12, Captain ' G" ~,a tz e ; and the Cormorant steam sloo p , Commander Gordon—were at Valparaiso when the Dublin left. 4 , 4 ,he Alfred, 50, Commodore Purvis ; the Crescent, 4;4 Lieutenant-Commander Hemsvvorth ; the Gorgon, 6' e am-sloop, Captain Hotham ; the Viper, 6, Lieutenant - Co mmander Carter ; and the Linnet, 6, Lieutenant bnroniandee Dicken ; also, the French steam-frigate initon (which towed the Dublin out) ; the American p ti gate Raritaro, 60, and brig Congress, 10 ; and the pate frigate Diana, 46, and brig Wer e all Saniuga, 1 4— at Rio when the. Dublin left. At which time „ The M o d es t o , 18, Commander I 3 ai llie, was cruizing in the river Columbia. The Thalia, 32, Captain Ilope, was at Mexico waiting to embark freight for England. r T he , Carysfort, '26, Captain the Ri g ht Hon. Lord W. a q , 11144 , was in the Gulf of Cali fornia. Ha- b . he Salamander, steam - sloop , Commander A. S. -41141 1 Was at Otaheite. THE EASTER HUNT. The E as t er hunt with the Que en's stag-hounds, this meson, was expected to have been a very uninteresting coh f, not only from the extremely heavy state of the s adden for miles around Windsor, arising from the f r ,'en breaking up of the long-continued frost, but th-oitthe great quantity- of rain which fell throughout "ay preceding, Sunday last. of , N otwithstanding these gloomy forebodings, the morn o h dlonday broke most favourable for the lovers of the ; 1 14 i ., . and long before the appointed time for the meet o - 't(Jke Common, not less than between 400 and 500 :PI-Mounted horsemen (including a great many 10 ., the officers of the 14 gitnents stationed at f " r indsor, Hampton Court, and Hounslow, and several g r eat the metropolis) had assembled on the heath. A Zpt number of the neighbouring gentry and their fa it, 1 SI in their carriages, were also congregated in the Lbs nlediate vicinity, while the pedestrians could not have e-;nunted to less than between 3,000 and 4,000. The th .t . brated clipper, Rob Roy, was selectedhose for 9 of e day's sport, to the great disappointment f t , but r% those only, who were mounted upon second or but thitherd kteveattie ; for, upon all former occasions, none ' lO . l's have been enabled to liv e with the Scot ton chieftain. Rob Roy, upon being uncarted on the di pion shortly before twelve o'clock, took away in the Wards of the vicarage at Fulmer, üblin. to the left ;:_va.rds Hedgerley, and again back to the common, Oere, upon being met and turned by the foot people, kitin g a wa y in right earnest at a tremendous pace, k in g off Several of " the h•alf-guinea hacks," to Fulmer t o tu, up the high meadows, skirting Bulstrode Park, tke edgerl e y, where he doubled to the right, crossing ; turnpike-road, and away to Stoney Dean, down the T hree; Households, into Chalfont St. Giles's, where he .'`Vc soil for nearly a quarter of an hour, before he was eo _ l PPed out of a large pond ; thu s g ivin g a little wel- Z: breathing-time to many of the almost exhausted Clig • Rob then again went away by the Vatch, on to t o res and Latimers, crossing Shepperfleld Common to o l_ i ng's Langley, in Hertfordshire, where he again h as refuge in a pond, at the back of the church, and kti a s there taken after one of the most gallant runs this ~t n, of upwards of two hours and three quarters, over v. rust six-and-twenty miles of heavy country. over of forty well-mounted horsemen were well up . at I, ' fihish. The distance gone over, from point to point, „2s the crow flies," was at least twen t y miles. The "411? throughout, was at a racing p ace. The hounds, eh went twelve miles to the meet., and were thirty tw ' tl : miles from the kennel at the tak e, returned to Ascot vo amine evening, having traversed d urin g the day up i rds of seventy miles. --..—......1•1N1NM.............a. SIR C. NAPIER.—The Earl of Ellenborouh having ,„ g - "teraissi one d Messrs. Hunt and Roskill, of Boncl-strheeeett, teanufaeture the handle of a swor d which he is a `" Present to Sir C. Napier, G.C.8., Governor of Sinde, !tit testimony of the high respect in which he . h s ol_d . s :sh tl e ie s ha ve been of that gallant officer, his Lorti.t ip 11. been carried out by those eminent goldstutt. s., under • own immediate direction, and a most !..p r lei tcl a i n d d e . e e flh oi e i Ia the result. The blade, which is straight, Lnest Damascus steel, is double-edged, and exceedingly a r r l). The handle end hilt are of gold, , t vices and legends. The legends . are . h C. X .. ", Earl of Ellenborough, to Rtajor•Ge i n i er d it e l r :t T u lPier, Governor of Snide."—" Meanee -3 in ern -IZ'e motto of the Dia.:or-General also d " appearsT be whole I ,, lls ed characters, " Ready, The resembles the swordsaoyfethreeaKitights Temlaire. , -4 ,e sheath and belt, &c., are crimson embroidered °",,,td, and ornamented with stare, resembiughtahvoeseheoanrdthae t es, of Somnauth, of which the public h handle. Al rug deal. There is a similar star on t rug this is a most elaborate and.spletnhadeidlass,at• OLVE3 IN FRANCE.—One day in sword. "'en and two women went from the hamlet of Ge eato beuse to the church of St. Haon ( Haute Loire) with a f orn, w heln child but to be christened. The ceremony per ceo, the y all set out on their retu rn homebut stop P o don theii way at a public-house to take some refresh • The women afterwards, as the night was coming le. and the ground was covered with . snow, walked on, d o 4l ' i ng the men to follow them, which they promised to 41 48 soon as they had finished ' their bottle. This was I, ° ll done and the- men started, but instead of over tth4-ing the ' women, making the best of their way borne, 7 found their bodies and that of the infant, all dead, : i l l horribly torn and and b l y a flock of wolves t hat Comedown upon them. —Ga ignani's Messenger. to A RUNAWAY STEAM-ENGINE.- 011 Thurs d ay r f 7u, the engifornemar. of a locomotive at the terminus the A.rdrossan Railway, having to leave h is en g ine I l einute, did so inadvertently when it was on half-cok. c • o hi s h orror and amazement, he had scarcely turned b. isb aelt upon it, when it started off towards Kilwi nntn g at n /Teed which he could not overtake. The gate keeper at Stevenston thinking it was a special train, made way e tw4l.,.it, although surprised that the customary signal of t ,Pstie was omitted to be given ; and away it sped at a 'g ia nt pace towards the main line ; upon this it got with allot delay or obstruction, and turning towards Glasgow, n ßot stop till it reached the junction at the Kilmer t'ek branch, when want of steam, happily, compelled it t!iett%.erplite,a,cdeist met with a train or other obstruction, might have been disastrous. Fortu 4lelL however, no worse consequence resulted than a temporary delay in forwarding,the Fleetwood steamer's Passengers from Ardrossan.— Glasgow Saturday Post. Lo i r we nE LAT E E XPLOSION AT iiL A CKWALL. Mr. - , the managing engineer of Messrs. Samuda's fac t', t against w h om a verd i ct of mans l aug h ter w as re burned by t h e coroner ' s jury, has not as yet b een appre isrldeal on the wa rran t w hi c h h as b een i ssue d against V t i n• It i s , h owever, understood that he will surreneer ta , sitti ng t he next of the Central Criminal Court to , e ire his tr i al, and several eminent engineers will examined on hi s behalf. The trial is looked forward ' 43 with much interest in the engineering world. The Poor fellows who w ere remove d to the London Hospital lir still going on very favourably. J 9e o ' TtlE SUN, LONDON, WEDNESDAY EVENING, MARCH 26 1545. Mr. G. A. Falconer, a surgeon in the Commercial li road East, said a black man was bmught 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 pri,ont r, in defence, said he had no intention to do any injury what, ver. There were two hooks, 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, nod he immediately jumped towards it, seized it with his hand, and was carried up six feet or more. His master called out, "You will be killed ; let go ;" 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 hea downwards. The iron winch-handle of tr,e 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 backward-) unless he laid down. He saw the pri soner carelessly unlock the boat several times, while the master was Fre cut, before it was filled.—Remanded. R AIL WAY IN 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 Western 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 a orke d as a main line. On the whole, therefore, we are of opinion that the public reasons for 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 ; end in the event of either obtaining the sanction of Parliament, it will be necesary to pc rmit 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 the 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 fur running the carriages fro m one line to the other. 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. W ATERFORD 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. 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 com 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 aught 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 tl e 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 8,0001. 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 expected. Besides, it is still an open question, whether a lino 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. 'rho 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 Enniacorthy. The whole line may be considered as considerably above an averaee 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, Et.nis corthy, 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 co nsti uction." We have not received any satisfactory proof that eitlat r the Commissioners formed an erroneous opinion on this subject, or that the circumstances of the district are so aPered 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 Fialiguard, 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 its competition with the propcled line from wobo to Carlow. REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON THE SCHEMES FOR EXTENDING RAILWAY COM MUNICATION IN THE SOUTH OF IRELAND. Railway Department, Board of Trade, Whitehall, March '2O, 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 ; Waterford 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 reducOd 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 ; ignorant, but eager 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 ns 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 fur 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 aid down ; and the extension proposed is but carrying nto operation the uncompleted portion of the original COURSE OF EXCIIA, Anutudam CF. 12 8 Ditto, at sight l2 6 1 Rotterdam 2U. 12 9 Antwerp 26 20 Liamburgh M.B. 14 0 Altona ti GE.—(YESTERI;AY .) Gil ra1tar............• Leghorn ... 3l Genoa 26 20 Milan ...... Venice ..... ....... .. Naples ..•..... ....... 39i Palermo, 1 , 6 - ()a llBi Lisbon .... 53 Oporto . •.. Rio Janc;-9 Bahia .......—.. Buenos Ay. -A New Yoi k .I:ldyssight rnic F , 11.3 WON, FEU OZ Foreign .;4 , 1.1,bar5.1.3 17 9 Portuga• , )1d Coin 3 17 5 New Poubbons 0 0 0 New Dc.,' 'ars 0 4 9i Silver in Be.rs . U 0 0 Paris, 3 days' sight 25 95 Ditto, 3 months 26 15 Marseilles Bourdeaux 26 25 Frankfort on Maine l22} Petersburgh, 3Us — Berlin Vienna, effec. 11.3 M lO 4 Trieste, ditto Madrid 36i Cadia Bilbao Barcelona Seville ACCIDENT AT THE ROYAL EXCHANGE.—It wil 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 at ho 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 Deboarcl, 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 he 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 tither 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 HoNoun.—ln consequence of information laid before Mr. Inspector O'Connor, of the detective police force, late last night, that a duel was to "come oil . " in the Fifteen-acres at the dawn of this morning, that officer armed with warrants, proceeded to Rildare-street, for the purpose of arresting two of the parties, namely, Lord Tullamore and his second (the lion. Captain Lindsay), both Aides-de Camp, on the staff of Lord He) tes 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 Veser 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, one of the magistrates of the head-effice 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 kesp the peace for the term of seven years. The cases &Ili 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 Ilope, 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 had 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 fricnds will exert themselves. lam pretty well occupied on board, being librarian, chap lain's clerk, and inspector of police. Luckily there is one convict, M`Cullum, 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, he 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, , 1% h 9 attends the races and fairs of Wor cestershtre 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 mimed Farr, from Herefordshire, journeyed to Worcester to make some purchases, and for this purl - use he provided himself with country bank- notes, chiefly Herefordshire, to the amount of 2201., 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 cattle-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 bustling took place, after which the woman and the two men left Farr, whereupon he discovered that lie had been robbed of the whole of his money. Having ascertained this unwelcome fact, he proceeded to the police station, an - 1 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 2901. in not' s, 2801. 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 accomplice on the night in question, was also remanded to Friday, by which time it is expected the woman will be in custody. PARTY PROCESs . imes.—Fifty persons pleaded guilty at the Derry assikes on Monday, " in ignorance of the law," of walking in procession on the last anniversary of the battle of Aughrim. 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 had 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 on the follow ing day he would take affidavits to that effect indivi dually from such of the traversers as ch?ose to give them. Iu the meantime he would defer sentence s -- De lin poper. , plan. We are of opinion, therefore, that there arc 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 blicheistowe. 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 SOUTII-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 propcsed 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 Tipierary • ' —to Dublin by Charleville, Limerick, and Thurles;--too 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 Char'eville, 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, diverge s 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 recommended 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 anctLimerick 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 betwee: - . 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 0(4 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 toe n, 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 froth 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. The plans and sections for the Dublin, Wexfurd, and Under these circumstances, the selection of a coast 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 Greet Western Railway, the In respect of this scheme, the promoters have stated same unanimity of opinion has not prevailed. the impossibility of their having been able to comply The main trunk of the South Wales 'ince - keeping close with the standing orders of Parliament 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 South 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 lipe, in ment of that port, which shall fully accommodate the dis- stead of following the coast by Chepstow, shoed 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 G loucester. 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 been " Should the country at a future period show resources adopted without neutralising the principal object prig sufficient to justify the establishment of a railway be- posed ; viz., that of making the best and most dirt tvt yen Wrtxford and Dublin, it is possible that the best communication practicable for 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, Lid Chepstow, is between Bray and Wicklow there are no material diffi- 37:1 miles ; while by the proposed line, viii Gloucester culties; beyond this point the country has not yet been and Monmouth, the distance would be 56 mile% ; 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 directien 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 Wales to the westward of Newport, would be carried an that the valleys of the Barrow and Slaney present the unnecessary circuit of lei 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 com. those districts, would be a slight gain of distance for plete in itself, but likay 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 mammal advantage, and yet depend- It is true, that in the event of a more direct comniti 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 a t derations above r, fern dto 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 there is not sufficient data on which a sound judgment South Wales generally, provided the objections above 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 Berkeley :Ship Canal, which w,ll be pkssed As the Dublin and Wicklow Railway scheme is Wen- without inconvenience by a swin bridge. They do not propose, however, to obstruct th en avigation of the river, tied with so much of the Dublin, Wexford, Waterford, and Carlow scheme as is compiised 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 Mach, as i s 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 are, 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, end for the bridge acmes scheme, the Dublin, Wexford, Waterford, and Carlow the river, ate stated to have 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 of things thus represented to us, it does not appear to session. 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 ceed 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 a vera g e character, as Publie 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 Newportto Mot 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 a nd econo- mouth and Hereford, which, as will be seen EY reference mically conducted. to the map, completes the communication of the district, The inhabitants of Kinsale have addressed the B oard giving a branch to Hereford, and supplying a second of Trade in favour of this line being carried closer to line or loop passing through the Forest of Dean and the their town than is at present intended. We have given interior of the county, and joining the main line again at 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 qeisite local accommodation, and by opening up the might thereby arise ; as the traffic Forest of Dean in connexion with the other lines, it will likely to come on the line is not more than enough to warrant its construction be of great use in affording an outlet for the mi nera l without any more outlay of capit al than that which the wealth of that district. projectors believe it will cost ; a nd 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 meters of the railway scheme have been right in refusing communication with London will thus be shortened 7t the demand made upon them by the parties in Kinsale ; miles, while the distance to Gloucester and the north and, on the whole, we are of opinion that there are no will only be lengthened 6a miles, which is of less im public reasons which ought to be decisive against the portance, as the communication of Hereford with the 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 tbe car 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 department 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, r ecommendations of that Committ ee, 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 line in question to Hereford and upon the schemes in question, in so far as our re- the surrounding district will, we believe, be great, by port may be available fur that purpose, we are anxious affording a ready means of communication for passen that it should he distinctly understood that we Lave ar- gers and produce towards London. It is stated to us rived at these results solely upon public grounds, and to that it is likely to be very beneficial to the agriculture of a the exclusion of all consideratio: s how fa r such results the district, by a ff or di ng means of transport for cattle, might require to be modified by a due regard for private &e., to the London market. rights and interests. We have examined the traffic estimates which have been submitted to us, both of this and the South Wales scheme; and although many of the sources of income are to a consith rabic extent speculative, it appears to us that there is quite sufficient to justify the sanction of fines 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 DALHOUSIE. C. W. PASLEY. G. R. PORTER. D. O'BRIEN. S. LAING. 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 undt r 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 fur 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 inc, 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 ate as follows: Miles. Chains. favour. There are no railways in existence or contemplation which compete in any way with any portion of the above schemes, with the exception of a short line of twelve and a half miles in length, the Gloucester and Dean Fore..-t, which may be considered as competing, to a certain extent, with the portions of the South Wales and Monmouth and Ilereford 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 cf 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 affording railway communication to the port of Newport for a very important mineral district, abounding in coal and iron. Two hires were projected for this object ; but ar rangements have been made to the satisfaction of the principal iron masters and other. local interests, by which one of the lines has been withdrawn, and the pre rent 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, and 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 end Dean Forest Railway until a future period. 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 the recommendations of that Committee, the results at which 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 un d ers tood that we have arrived at these resu lts solely upon public grcunds, and to the exclusion of all considerations how far such results might require to be modified by a due regard for private rights and nterests. DALHOUSIE. C. W. PASLEY. G. R. 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 0 211 7 Total 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 fLet, in connexion with the Great Western system, the in,nmouth and Hereford scheme being undertaken by the Great Western Company, and the South Wales scheme by an inderendent 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 not 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, Carmarthea 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 tug 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. Tl‘e 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 of South \Vales, such as Newport, Cardiff, Neatb, Swansea, and Llanelly ; which could only have 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. By the pro posed line, the principal towns and commercial empo riums which are situated along the coast at the bottom of the valleys are placed upon the main line, to which the traffic from the interior will descend, a consideration which is very impurtant, when we recollect that a great part of this ttwfflo will consiNt of heavy minerals, INVERNESS AND ELGIN RAILWAY.—We are RR. thorised to state that on the appearance of the prospec tus of this undertaking in the .No;th British Advertiser of Saturday lr.st, applications were made that day, in Edinburgh alone, thrcugh the «gents and shareholders there, for an amount of shares considerably beyond the proposed capital of 3,000,000/. Menday and yesterday, on its being announced in Inlerness that the prospectus bad been issued, shares were applied for by parties resi dent here to a very large amount, and the sales in the eastern burghs have been equally rapid and successful. Ent to prevent disappointnr nt, as much as possible, our friends in the north, who wish to engage in the under taking, ought not to lose a day in maktpg application.— Inverress Courier. . -• FATAL CART ACCWENT.----LaSt evening an toquest was held at St. Thomas's Hospital More Mr. Joseph Pa3ne, on the body of Samuel Smith, ner aged of 40, a carman the employ of Mr. Tyler, gar said, that on Saturday de, Greenwich. Charles W o olley, a waggoner, last he was driving his waggon up Maze-bill, Green. wieh, when In heerd a cart coming at a furious pace down the hill. When t' c cart passed the bend in the road, witness saw the deceased fall off; and one of the wheels ran over his head. lie 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 howl L after his admission. Veldict--" Accidental death,' SUMMARY OF NEWS AN D Pubttt Optutou. " 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 law, the one relative to the payment of the di,idend due on the Greek Loan, and the other proposing the withdrawal from circulation of pieces of 13 and 30 sous, &c., and the issuing of other small coin, more in accordat cc with the decimal system. This year, for the first time these 50 years, (says the Prcsse,)the w ell known ehe: tout-tree of the Tuileries was not seen green with leaves on March 20 ; the branches were as hare c.s in the middle of winter. According to accounts from Pau, of the 18th, the weather had become so completely changed at the, nd of the preceding we( k that tF e 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 fur the re covery of her health. &AM AND POLIO!. In the Court of Bankruptcy, Mr. Commissioner Hol royd suspended the certificate of a bankrupt named ' Stacey fur 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 trespassit:g, 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 Ltncelot Read, with intent to do him some grievous bodily harm. The prosecutor was the commander of the bir Charles Na pier, on board which the prisoner was a seaman. In consequence of tie 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 nine months' imprisonment 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 teazel 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 fur trial from Marylebone. At the Thames Police-court. Michael Lee was fully committed for obtaining 51. from Patrick O'Connor, a Custom-house officer, by threatening to charge him with receiving bribes. COURT—PASHION.III37,E. The Duke of Wellington's party at Strathfieldsave, 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 directr_r 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 greatly improved health, has arrived in Grosvenor square, from his seat, Knowsley-park, Lancashire. Lord Stanley has left town for Knowsley-park, Lan cashire. His Lordship is expected to return before the close of the week. Viscount and Viscounts as Combermere, the Earl and Countess of Hillsborough, and other branches of the family, have been placed in mourning by the demise of Miss Heater 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 Lard William Fitzgerald, High Sheriff for the coun Kildare, left his house in Green-street, accompanied 1337 his daughter, Miss Fitzgerald, on Saturday last, on a visit to his brother. the Duke of Leinster, at Carton. Viscount and Viscountess Tiovvick have left town for Brighton, where they purpose remaining until after the close of the Easter M recess. IsCELLANEOUS. On Easter Tueaday there were vestries held in most of the metropolitan parishes fur the purpose of electing pariah 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 in Playhouse-yard, Glasshouse-yard, Ogle-street, St. Marylebone, and Market-street, Paddington, will be clos,d 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. lie brought the first news to Lord Liverpool of the victory over the French army at Waterloo. Mr. W. Crome at that time was a resident at Ostend. AT MONEY MARKET and CITY NEWS FROM THE MORNING PAPERS OF THIS DAY. CITY, TUESDAY EVEZCING. TIMES.--The premium on gold at Paris is 19i per mille r which, at the English Mint price of 31. 17s.10id. per ounce for standard gold, gives an exchange of 25 64 ; and the exchange at Paris on London at short being 25 90, it follows that gold is rather more than 1 per cent. dearer in London than in Paris. By advices from Hamburgh, the price of gold is 436 per m ark, which, at the English Mint price of 31. 17s. 101 d. per ounce for standard gold, gives an exchange of 13 14 ; and the exchange at Hamburgh 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 wol fs 14 for Account. Exchequer-bills were heavy, at 575. to 51s. premium. The Foreign Bonds continued heavy. Spanish Five per Cents. have been 30% ; and the Three per Cents. 4076. Portuguese Converted were 67 1 4 to 1; Peruvian, 33%; Colombian, 15 ; Buenos Ayres, 41 to 42%; Brazilian, New, 90; and Belgian Two-and-a-Half per Cents., 60 1 . The additional transactions in Railway Shares have been these •:—The Bristol and Exeter, 12%; Caledonian, 51% ; Cambridge and Lincoln, 5%; Churnet Valley, 5; Dublin and Belfast, 4; Great Western,lialt, 57 ; Guildford, Fare ham, and Portsmouth, 2 1 %; Lancaster and Carlisle, 20 to ; London and Birmingham, Quarter, 29% to 30 ;, South- Western, 38%; Ditto, Eighths, 17 ; Ditto, New, 9%; South- Western, New, 714 ; Croydon, 4 1 4 ; Lynn and Ely, 5 ; Man chester and Leeds, Half, 32 ; Ditto, Quarter, 18 ; Northern ewark an d Eastern, 20 ; Ditto , Scri p , 5 ; North Wales, 114 ; Newark and Sheffield, 2 1 4 ; South-Eastern, New, No. 1, . St a ines and Richmond , %; Trent Valle y , 15% ; York and North Midland , 51 ; Selby, 46%; Ditto, Extension, 13 ; Boulogne andAmiens,73/4 ; Lyons and Avignon, 1 to IA ; Tours and Nantes, 1; Aberdeen, % to 1; and Armagh and Port rush, % premium. The Foreign Exchanges generally were firm this afternoon. The following is the official return of the exports of but lion from the port of London for the week ending Thursday ast : Silver Coin to Belgiu m FRIGHTFUL ACCIDEN STEPNE 1 FAIR. Yesterday, William Davis was charged, at the Thames Police-office, with endangering the lite of a man, named Bell, in Stepney fair. The injured person is now in the London Hospital, in a precarious state. A man of gigantic proportions and . s tature, known as Black Morris, from his complexion, was killed in the fair on Monday night , at t he very spot where Bell was injured, as stated in 7he 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 RE sist. While the lowest boat next the ground was being filled with passengers, a hook was screwed on to a stancheon, and made last, to prevent the revolution of the machine until the lowermost boat or car was properly tilled, 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 the proper 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 bim severely. The man NM conveyed to the hospital. a • • 2 2 VW i ate 0 1 I O r , N i 1 1.4 aria' lques EMIR ;: t