The Sun. — London, England, 1845-03-27 00:00:00

R AIL WAY INTELLIGENCE. 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 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 ; 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 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 ; 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 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 c os tly. 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 grounals 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 f 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 Tipperary;—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 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 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 lama 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 n 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-Snir, 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 branc h, which is placed rat herl 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. THE SUN, LONDON, THURSDAY MORNING, MARCH 27, 1845. The plans and sections for the Dublin, Wexford, and Carlow scheme, which have been deposited with the Board of Trade, are so incomplete as to bo almost un intelligible. A glance at the whole, however, shows many objectionable points. For instance, gradients of 1 in 50, 1 in 53, for two miles and a half, 1 in 55 for two miles and a half, 1 in 60, and so forth. In respect of this scheme, the promoters have stated the impossibility of their having been able to comply with the standing orders of Parliament to their full ex tent, in consequence of the late period of the year when they were induced, in consequence of their determination to make the South Wales Railway, to turn their atten tion to the port of Wexford and the adjacent country; but they have intimated their intention of bringing for ward a comprehensive measure, including the improve ment of that port, which shall fully accommodate the dis trict, at a future time. It is evident that the country between Waterford, Wexford, and Dublin, has not yet been fully examined. On referring to the Commissioners' Report with regard to this question, we find the following remarks:— " Should the country at a future period show resources sufficient to justify the establishment of a railway be tween Wexford and Dublin, it is possible that the best line will not be found to pass through Carlow, but along the coast to Arklow, and thence through the county of Wicklow to Dublin." "We have reason to know that between Bray and Wicklow there are no material diffi culties; beyond this point the country has not yet been sufficiently explored, and alihough immediately to the south of Wicklow it presents an unfavourable aspect as compared with others, a line in this direction to Wex ford may hereafter be found worthy of consideration. At present we cannot recommend such a measure, and we have merely alluded to it to remove the impression that the valleys of the Barrow and Slaney present the only line available for railway communication between Wexford and Enniscorthy with Dublin." Here, then, are two competing schemes ; the one com plete in itself, but likely to be more costly than its traffic may justify; the other incomplete, immature, but still a measure vastly more comprehensive, and if carried into effect, backed by a powerful moneyed interest, of manifestly greater national advantage, and yet depend ing on the contingency of a really good line being dis covered by or near the coast. The magnitude of the question demands for it the most serious consideration. A wrong step taken at this juncture would be attended with lasting evil re-, sults to a considerable section of the empire. As yet there is not sufficient data on which a sound judgment can be formed. Under these circumstances, the selection of a coast line appears to be generally approved of by the local in terests affected ; and the whole course of the line from Newport westwards has, we believe, met with unqualified support. As regards the portion of the line between Newport and the junction with the Great Western Railway, the same unanimity of opinion has not prevailed. The main trunk of the South Wales line, keeping close along the shore of the Severn by Chepstow, manifestly affords little local accommodation to the county of Mon mouth ; and the crossing of the river Severn below Glou cester, where the first fixed bridge occurs, has been strongly objected to, as calculated to injure that town, and to impede the navigation. Accordingly it has been urged that the main line, in stead of foßawing the ecast by Chepstow, should have been carried up the valley of the Usk from Newport, and so by Monmouth, and through the heart of the county to Gloucester. __ intention to do so unless urged by circumstances, which will be explained hereafter. The plans, sections, and notices belonging to the Dublin and Galway scheme, deposited at the Board of Trade, are for the purpose of enabling the promoters to make a railway from a point about miles from Dublin, on the Great Southern and Western line, to pass through or near the towns of Edenderry, Phillips town, Tullamore, Athlone, Ballinasloe, and Loughrea, to Galway. A portion of this line will be dropped, how ever, in consequence of arrangements made with the Great Southern and Western Company, which will be presently mentioned in detail. In this, as in our two former reports on projected lines of railway in Ireland, we shall find it neces sary to quote extensively from the second report of the Commissioners appointed to consider and recommend a general system of railways in that country. When, in 1837, the Commissioners examined into the state of the country now under our consideration, they found it "overspread with small but exceedingly crowded communities, sometimes located in villages, but more frequently in isolated tenements, exclusively com posed of the poorest class of labourers, who, removed from the presence and social or moral influence of a better and more enlightened class, were left, generally, to the coercive power of the law alone to hold them within the bounds of peace and order. No system of constant and remunerative industry was established among them. The cultivation of their patches of land and the labour of providing fuel were their sole em ployments, which, occupying but a comparatively small portion of their time, left them exposed to all the tempta tions of an idle, reckless, and needy existence." Much change, however, appears to have taken place since that period in the aspect and condition of the dis trict. A visible and steady progress in improvement is said to be apparent ; signs of increasing wealth are manifest ; and the labouring population are necessarily beginning to benefit as the general prosperity advances. Evidence to this effect has been given to us by per sons, among whom are noblemen and gentlemen inti mately acquainted with the localities, conversant with the subject, many of them without a single share in the competing railways, and whose undoubted veracity could be as little questioned as their means of procuring the information they imparted. But in the course of progressive improvement this portion of the Irish people have still to struggle with want of continuous employment, and with inadequate re muneration for their labour. Agricultural knowledge, though beginning to be diffused among them, is yet in its infancy, and it needs the stimulus of a more exten sive market than it can now command before the culti vator can obtain such a return for his labour as may induce him to pursue a course of habitual industry and frugal forethought. Steam-vessels have done much for those parts of Ireland whose geographical position per mits of an easy communication with England. From this advantage the district in question is debarred, and railways are now proposed to accomplish that to which steam navigation cannot extend. With reference to this subject the Commissioners ob serve that— " A well-arranged system of railways in Ireland would have the effect of continuing and extending throughout the country the benefits which the outports have thus obtained by the introduction of steam-vessels. The subsisting relations of business and commerce would be thereby extended and enlarged, and ethers formed, opening fresh resources to the industry and enterprise of the trading portion of the community ; while an ob ject of no less consideration would be immediately at tained, in, rendering agricultural produce, which may be called the grand staple of this country, at the same time more profitable to the producers, and accessible on easier terms to the principal purchasers and consumers. We have already mentioned that a considerable traffic has been formed since the application of steam-vessels to purposes of commercial transport, in the exportation of fat cattle. The direct benefit, however, derived from this trade, on the part of Ireland, is confined to counties adjacent to the eastern ports, or connected with them by canals ; for the condition of the animals would suffer so much by their being driven any considerable distance, that they are necessarily disposed of in some neighbour ing market. A railway intersecting the country from Dublin would place the cattle of those rich pastures within reach of Liverpool, Manchester, and Birmingham, thereby insuring to these markets a larger supply and of a superior quality, while the profits of the Irish feeder would be proportionably enhanced. A similar advan tage would be secured, through the same means, to the growers of corn ; that the prices of produce being thus equalised through the whole country, land would be of nearly equal value to the cultivator at a distance from the metropolis as in its immediate neighbourhood, and hence the inducement to expend capital and labour upon its improvement would be as strong in the one case as in the other." Further on they add—" Although a railroad itself, as a mercantile speculation, might not all at once fulfil the sanguine expectations of the projectors, it would still be an invaluable source of general wealth and prosperity." We have been induced to dwell en this topic so long, in consequence of the Commissioners having stated their decided opinion that a line in this direction could not be attempted without ruin to the speculators ; while, at the same time, they are convinced that railway communica tion through the country ought, if possible, to be esta blished. On the point of traffic, therefore, does the question of some line of railway being sanctioned turn ; and yet we have two opposite statements respecting this important matter, besides that which we have quoted from the Commissioners' report. The promoters of the Mullingar scheme show by their traffic tables that between Dublin, Mullingar, Longford, and Athlone, there is sufficient traffic to support a rail way ; but that between Athlone and Galway there is not sufficient traffic to support a line ; while, on the other hand, the traffic tables of the promoters of the Dublin and Galway scheme go to prove that there is not only sufficient traffic to support a railway between Dublin and Athlone, but also to support the more extensive line be tween Dublin and Galway. Here, then, are conflicting testimonies which we can not put to any proof that will be thought satisfactory. Our means of inquiry do not enable us to give any de cisive opinion on this doubtful point; and in directing the attention of the Committee upon the Bill to the question, whether a line of railway through this district may be justified by the prospect of receiving upon it sufficient traffic to support it, we can only say, that the country generally has been much improved since the Commissioners made their report; that we cannot take on ourselves to state that the traffic will be inadequate to maintain a line cheaply made and economically worked; but that we have no doubt whatever on our minds that only one line of railway between Galway and Dublin, whether it proceed by Athlone and Mul lingar, or by Athlone and Tullamore, can be supported under the present circumstances of that part of Ireland. The question, therefore, is narrowed into asking which of the two proposed schemes is preferable; and here a more minute description of the opposing projects be- To this it is replied by the promoters of the South Wales Railway, that such a course could not have been adopted without neutralising the principal object pro posed ; viz., that of making the best and most direct communication practicable for South Wales and the South of Ireland with London. By the line, as depo sate], the distance from Standish, where it joins the Great Western Railway, to Newport, vie; Chepstow, is 374 miles ; while by the proposed line, rid Gloucester and Monmouth, the distance would be 56 miles ; the former line being nearly level throughout, while the latter line would have two summits to surmount of about 300 and 150 feet respectively. The great bulk of the through traffic, therefore, from the South of Ireland, and from the whole of South Wales to the westward of Newport, would be carried an unnecessary circuit of 181 miles, over worse gradients, in case the Gloucester routo were adopted. The only equivalent for the tax thus imposed upon the traffic of those districts, would be a slight gain of distance for such portion of it as was going towards the north, a gain which is of less importance, as the route would be at best so circuitous, that it could not be looked to as affording the only permanent communication. It is true, that in the event of a more direct commu nication being made between Cheltenham and Oxford, the disadvantage in point of distance of the Gloucester route would be lessened ; still, on the whole, the consi derations above referred to appear to render it desirable that the coast line by Chepstow should be adopted, as is desired by the promoters, and by the local interests of South Wales generally, provided the objections above stated can be obviated. In these circumstances no alternative appears to us to remain but a postponement of both schemes until a thorough investigation of all the circumstances of the district may determine which of the two will afford the greatest advantage to the country. As the Dublin and Wicklow Railway scheme is iden tical with so much of the Dublin, Wexford, Waterford, and Carlow scheme as is comp ised between the towns of Dublin and Wicklow, they are under the same cir cumstances, and the observations which have been ap plied to the latter are equally applicable to the former.. We are, therefore, of opinion that there are public rea sons why the Dublin, Carlow, and Wexford Railway scheme, the Dublin, Wexford, Waterford, and Carlow Railway scheme, and the Dublin and Wicklow Railway scheme, ought to be postponed, at least until the next session. As regards the passing of the Severn, the promoters state that the navigation to Gloucester would suffer no serious impediment even if a fixed bridge were erected across the river, since it is conducted almost entirely along the Berkeley Ship Canal, which will be passed without inconvenience by a swing bridge. They do not propose, however, to obstruct the navigation of the river, but, on the contrary, have effected an arrangement with the Severn Navigation Commissioners, by which, as is stated, it will be considerably improved, by making a new navigable cut across the neck of one of the bends of the river, where the railway is proposed to cross. The plans for this improvement, and for the bridge across the river, are stated to have been prepared in concert with the engineer of the Severn Navigation Commis sioners, and to have received his approval. In the state of things thus represented to us, it does not appear to us that we can consider the proposed mode of crossing the Severn as an objection which ought to weigh against a scheme recommended by so many considerations of public utility. With regard to the local accommodation of the county of Monmouth, this object is proposed to be attained by a branch from the South Wales line at Newport to Mon mouth, in connexion with another scheme, the Mon mouth and Hereford, which, as will be seen by reference to the map, completes the communication of the district, giving a branch to Hereford, and supplying a second line or loop passing through the Forest of Dean and the interior of the county, and joining the main line again at Newport. This scheme appears well calculated to afford the re quisite local accommodation, and by opening up the Forest of Dean in connexion with the other lines, it will be of great use in affording an outlet for the mineral wealth of that district. The same objection has been urged to this as to the South Wales line, viz., that it ought to be carried round by Gloucester, instead of crossing the Severn below that town. The answer is of a similar nature : that the main communication with London will thus be shortened 71 miles, while the distance to Gloucester and the north will only be lengthened 61 miles, which is of less im portance, as the communication of Hereford with the north may be effected much more directly by way of Worcester and Stourport. It is also objected, that by the proposed line the car riage of the coals of the Forest of Dean to Gloucester and Cheltenham will be increased ; but, on the other hand, they will be conveyed more directly to the manu facturing district of Stroud, and to the districts along the Great Western Railway. On the whole, the advantages of the proposed route appear to us to preponderate over that of Gloucester, the objection to the crossing of the Severn being, as we have already stated, understood to be obviated. The advantage of the line in question to Hereford and the surrounding district will, we believe, be great, by affording a ready means of communication for passen gers and produce towards London. It is stated to us that it is likely to be very beneficial to the agriculture of the district, by affording a means of transport for cattle, &c., to the London market. 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 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. There are no railways in exi s t ence or contemplat i on 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 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. Th e 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 Gl ouces ter, and with resp ec t to t h e li ne 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 m il eage by,tbe 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 lines were projected for this object ; but ar rangements have been made to the s a ti s f ac ti on bf the principal iron masters and other local interests, by which one of the lines has been withdrawn, and thapre 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 o and Pon we are aware of no public reasons why the South Wales, the Monmouth and Hereford, and the .Newport comes necessary. The Mullingar line commences on the north side of the city of Dublin, near the basin of the Royal Canal, and is intended to be carried along its towing-path, with such deviations only as are required to keep the curves to a moderate radius where angles of the canal present themselves. As might be expected the gradients are unexceptionable, and the work is light, except at one point, where a viaduct, 250 yards long and 69 feet in extreme height, is to be constructed. The line finally leaves the towing-pith at about one mile from Mullin gar. which is nearly 50 miles from Dublin. From Mullingar to Athlone the distance is about 29 miles, and the line does not appear to present any formi dable engineering obstacle or unusual difficulty in its construction. The branch to Longford from Mullingar is about 251 miles long : the earthworks upon it are heavy for about 11 miles, but the remaindar being easy of construction, the entire branch may be classed with moderate lines as regards the formation. With respect, however, to so much of the line as runs by the side of the canal, it is necessary to remark that the section which has been deposited with the Board of Trade does not give an adequate representation of the extent of the work required, as, unless the towing-path be twenty-eight feet wide, (the ordinary . breadth of a railway) it must be widened, and all the inequalities of the original surface of the ground become essential in gredients in the labour of the earthworks. It must also be remembered that the expense will be increased by the necessity of forming a new or additional towing path for the traffic of the canal, which it is imperative on the projectors to provide for, when the present towing-path shall be converted into a railway. The Royal Canal, on the banks of which this line is proposed to be made, was formed by a Company in corporated in 1789 ; but after large sums both of public and private money had been expended, it became bank rupt in 1812, and fell into the hands of the creditors, who were incorporated by Act of Parliament, and are now the Royal Canal Company. With them the promoters of the Mullingar scheme have entered into an agreement for the purchase of the canal, in case they should obtain their Act ; and it is expressly stipu lated that the canal is to be maintained, and every facility which is now afforded for the navigation to be continued by the purchasers. The promoters of this scheme have also lodged plans for an alternative line from Dublin to Mullingar, irre spective of the canal, which line would be easy of con struction ; but as the promoters rest their case on the merits of the project immediately connected with the canal, there is no necessity for giving a detailed state ment of the circumstances of the alternative line. From Athlone to Galway - the line, for which plans have been deposited by the same parties, passes by Bal linasloe and Oranmore to Galway. Its gradients are generally good, except at one place, where there is an ascent of 4i miles long at 1 in 130, and a descent of three miles at the same gradient. Parts of the works are heavy, especially where the river Shannon is crossed at an elevation of 22 feet, the river being 700 feet wide ; and between the 18th and 27th mile, where the earth works are considerable, one cutting being more than two miles in length, above half a mile of which will exceed 40 feet in depth. It is to be observed that Loughrea is omitted by the proposed scheme, which passes about six miles to the north of that town. 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 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 o 9 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 understood that we have arrived at these results solely upon public grounds, and to the exclusion of all considerations how far such results might require to be modified by a due regard tor private rights and interests. DALHOUSIE. C. W. PASLEY. G. R. PORTER. D. O'BRIEN. S. LAING. REPORT OF THE RAILWAY DEPARTMENT OF THE BOARD OF TRADE ON RAILWAYS PROPOSED TO BE MADE IN IRELAND, WESTWARD FROM DUBLIN. Railway Department, Board of Trade, Whitehall, 20th March, 1845. The Board constituted by minute of the Committee of the Privy Council for Trade, for the transaction of railway business, having had under consideration schemes deposited with the Railway Department for ex tending railway communication in Ireland into the dis trict west of Dublin, have decided on submitting the following report thereon for the consideration of Par liament:- These schemes are two—viz., The Great Western (Ireland), Dublin to Mul- No. 1, lingar and Athlone. Ditto, ditto, Alternative line to Mullingar. Ditto, ditto, Galway Extension from Athlone. No. 2. Irish Great Western Railway (Dublin to Galway). To avoid confusion we shall call the first the Mullingar scheme, and the second the Dublin and Galway scheme. The Mullingar line is proposed to be carried along the bank of the Royal Canal from Dublin to Mullingar, there to divide into two branches, one taking a north-west direction to Longford, and the other a south-west direc tion to Athlone. The promoters of the scheme have lodged plans and sections to enable them to continue their line froni Athlone to Galway ; but it is not their Haring made their surveys and estimates, both with regard to construction and traffic, the promoters have come to the conclusion, that a railway of this description between Athlone and Galway cannot succeed as a spe culation ; and, therefore, they are not desirous of making it. But at the same time, should any strong wish be entertained by Parliament that, for national purposes, railway communication should be established entirely across the island from Galway to Dublin, they are pre pared, through the means which they have taken, to meet such a wish, and thereby prove that they have not been regardless of what might be thought right of them to do, in carrying out their scheme for the benefit of the public. The line of the rival Company, commencing at Galway, passes by Oranmore, Loughrea, Ballinasloe, Athlone, Moate, Tullamore, Phillipstown, and Edenderry, to join the Great Southern and Western a short distance west from Naas. Such is the line for which the plans have been deposited ; but under an arrangement with the Great Southern and Western Company, the promoters have decided on abandoning so much of their scheme as is comprehended between Tullamore and Naas, and irstead thereof they will apply for powers to make a line from Tullamore to Portarlington, there to run into the Great Southern and Western Railway, in order to de creme, as far as they can, the extent of new railway to be constructed, and at the same time to obtain from the Great Southern and Western Company assistance and support. The gradients for the most part are 1 in 200, but not continuous, as they are divided into a great number of short planes, ascending and descending alternately, and chiefly at the above inclination. The line runs nearly on the surface of the ground, and the earthworks, conse quently, will be very light. Crossing the canal and the Shannon involves expense ; the bridges for this pur pose will be nearly the same as in the scheme just de scribed. It is quite clear, from this short description, that, as regards the two lines between Athlone and Galway, the one which is proposed by the promoters of the Dublin and Galway scheme is preferable, both with respect to gradients, the extent of earthworks, and the cost of for mation. Between Athlone and Tullamore the line will be inexpensive, and between Tullamore and Portarlington (the portion for which plans are not lodged, but which the promoters hope eventually to obtain the power to make) it will be of the same character. It is necessary to allude here to the Grand Canal, which, commencing at Dublin, traverses the same dis trict with the Dublin and Galway line, as far as Ballina sloe ; but, with the exception of Tullamore, no inter mediate town is directly served by both, so that, though they might compete generally for the traffic of the dis trict, they could not be said to compete directly for the traffic of the towns close to which they respectively pass, except with regard to Ballinasloe and Tullamore. The Grand Canal Company, alarmed by the prospect of a railway so close to them, have proposed to construct a railway along their banks, but have not lodged any plans for the purpose ; they have only intimated their intention of doing so at a future period, as a defensive measure. But into the particulars of this scheme it is needless to enter : with respect to it we can only say, that so far as we now see, it does not appear to be at all desirable. It is necessary also to notice a project for connecting Gal way with Dublin, by way of Loughrea, Parsonstown, and Roscrea, falling into the Great Southern and Western Railway, near Borris-in Ossory ; but no plans have been deposited for this purpose with the Board of Trade, beyond what may justly indicate an outline of the scheme. The projectors desire that time may be afforded to examine fully into the merits of all the schemes in connexion with this district. But we are of opinion that delay, in this case, is unnecessary, as the project presents to our view nothing sufficiently valuable in itself to give it an undoubted preference. Thus, then, we have two schemes before us, both easy of construction; one giving railway accommodation to Mullingar, to the counties of Westmeath, Longford, and Leitrim, but practically bounded by the line of the Shannon; the other having the advantage of a trunk line about forty miles in extent, into Dublin, made by another company, and reaching across Ireland to the Atlantic. The Mullingar scheme might be extended at a future time beyond Longford, and branches from it might be thrown off to the north if required; but on the other hand the Dublin and Galway scheme will imme diately bring the district which it traverses and the important garrison town of Athlone into railway con nexion with the whole of the south of Ireland by means of its junction with the Great Southern and Western Railway, at Portarlington. The Mullingar scheme in volves the following quantity of work to be executed:— Dublin to Athlone Mullingar to Longford Athlone to Galway 4B. Total railway to be made 153 miles; while by the Dublin and Galway scheme there will be required from Galway to Tullamore BO miles Tullamore to Portarlington (about) 15 Total railway to be made 95 The promoters of the Mullingar scheme believe that a great saving will be effected by constructing their lines on the bank of the Royal Canal. But considering that the canal must be maintained, that in some places addi tional land must be purchased, that the bridges must be altered, and that in those places where the towing-path occupies the bank which is to be used for the railway, a new towing-path must be made on the opposite side of the canal, we doubt whether any such saving as they contemplate could be effected ; and we are of opinion that the cost per mile of the line from Dublin to Athlone by the canal, together with the branch to Longford, will not be less than the cost per mile from Galway to Por tarlington by the Dublin and Galway scheme. We have, therefore, for the purpose of connecting Galway with Dublin, the Mullingar scheme, involving 1271 miles of new railway, as compared with only 95 miles of new railway required by the Dublin and Gal way scheme. But, if the extension of the Mullingar scheme from Athlone to Galway be set aside, we then have a proposal to accommodate Longford, Athlone, and Mullingar with 104 miles of new railway, to be com pared with the project for accommodating Athlone, Ballinasloe, and Galway with 95 miles of new railway . But though it is highly necessary to be fully aware of the extent of accommodation which is afforded, it is also advisable to see which scheme leaves most undone, and what probability there may be of the remainder being accomplished at a future period. The importance of this consideration, with regard to Ireland, cannot be overlooked. The Commissioners were fully alive to it. They state, Part 111., p. 93 : " There can be no doubt that parties might be found ready to undertake certain portions of these lines, which hold out special prospects of advantage ; such, for ex ample, as the first twenty or thirty miles leading out of Dublin, over which all the traffic with other places, near as well as remote, must necessarily pass. But since, ac cording to our calculations, the return of profit on the whole system could not be expected for some time to exceed 3} or 4 per cent., it is manifest that, if the best and most productive portions are taken possession of un conditionally, there can be no reasonable hope that the remainder will ever be carried into effect. This would so completely frustrate the most important of the ob jects contemplated in issuing this Commission, by op. posing a bar to the future improvement of the country, that we trust it will not he in any case permitted. It would be even more advisable that no partial line should be sanctioned, until the country should possess, within itself, the means of undertaking the whole system to its full extent, than at once, and for ever, to obstruct and paralyse all future exertions for its accomplishment by abandoning, to parties having particular and distinct in terests, the monopoly of some of its most productive de tached portions." We have abundance of evidence in the fact of the pro moters of the Mullingar scheme not believing that their extension from Athlone to Galway would be remunera tive, that if it depended on their, railway communication to the westward would be limited to Athlone for some time to come ; they would continue to be satisfied with the profits arising from the traffic with Dublin ; and the opportunity of extending to the utmost that accommo dation which is now so strongly desired by the district would be lost ; whereas the Dublin and Galway scheme fulfils the recommendation of the Commissioners, inas much as the proprietors of 40 miles of the trunk line nearest Dublin are the supporters of and subscribers to the undertaking--they are, in fact, parties to it—and in alliance with them the promoters of the scheme possess within themselves the means of carrying out a system of intercommunication between Dublin and Galway. It has been objected that in case the Dublin and Galway scheme be carried out, the two great canals, on which so much money, both public and private, has been expended, will be ruined ; and the authority of the Com missioners has been cited to establish that, in those locali ties where navigations have been completed on a larg e scale, and in a superior manner, at the cost of more the , 3,000,0001., it is injurious to the best interests of country to promote other speculations having a tendency to injure or destroy them. But, with the principle in volved in securing a vested interest to the proprietors of canals, Parliament has already dealt,' and we are not called upon to express an opinion whether the case be altered by the fact of the funds being derived from public or private sources. After a full consideration of all the circumstances, we are of opinion that a greater extent of accommodation is offered by the Dublin and Galway than by the Mul lingar scheme : that the former, involving the formatio n of a fewer number of miles of railway than the latter, may be accomplished at a less cost ; that the former, being supported as it is by the Great Southern and Wes tern Company, is likely to be more remunerative in connection with that Company than the latter could be as an independent line ; that there is no particular ad vantage to be derived from the promoters of the latter using the bank of the Royal Canal for the construction of the railway ; and, therefore, we think that there are public reasons for preferring the Irish Great Western (Dublin and Galway) Railway scheme to the Great Wes tern (by Mullingar) Railway scheme. In conclusion, we beg to draw attention to the pas sage 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 prejudice the claims of private persons, the examina tion 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 as sistance of Parliament, in forming a judgment upon the schemes in question, in so far as our reportmay be avail able for that purpose, we are anxious that it should be distinctly understood that we have arrived at these re sults solely upon public grounds, and to the exclusion ce all considerations how far such results might require to be moditie• by a due regard for private rights and in terests. DALHOUSIE. C. W. PASLEY. G. R. PORTER. D. O'BRIEN. S. LAING. 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 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 choose to give them. In the meantime he would defer sentence. — Dublin paper. 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 Souther❑ 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 worked 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 ; 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 bare 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,ougbt to be sanctioned unless a perfectly safe and convenient method be devised for running the carriages fr( 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 ca❑ 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. iVATERFORD 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 ccmmences 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 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 8,0001. per mile. If this line were but a branch from the main trunk line passing through the country4to which it would supply lateral traffic, and thereby Thcrease 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 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 averag ein 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 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 construction." We have not received any satisfactory proof that either the Commissioners 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 CORK AND BANDON RAILWAY. This line, about 20 miles in length, is intended to pro ceed from the city of Cork to the town of Bandon. The works may be deemed to be of an average character, as to extent and cost. The traffic, though not considerable between these two places, might, when joined by the stream of traffic from Kinsale, from Skibbereen, Bantry, and various other places to the west of Bandon, prove sufficient to maintain a railway cheaply made and econo mically conducted. The inhabitants of Kinsale have addressed the Board of Trade in favour of this line being carried closer to their town than is at present intended. We have given the subject much consideration ; but as the additional cost attending the desired deviation would be greater than could be justified by any increase of traffic which might thereby arise ; as the traffic likely to come on the line is not more than enough to warrant its construction without any more outlay of capital than that which the projectors believe it will cost ; and as we see no reason why the traffic from the whole of the western portion of the district should be taken by a more circuitous route, attended by an extra mileage charge, we think the pro moters of the railway scheme have been right in refusing the demand made upon them by the parties in Kinsale ; and, on the whole, we are of opinion that there are no public reasons which ought to be decisive against the scheme. 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 prejudice the claims of private persons, the examina tion 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 re port may be available for that purpose, we are anxious that it should be distinctly understood that we have ar rived at these results solely upon public grounds, and to the exclusion of all considerations how far such results might require to be modified by a due regard for private rights and interests. D.ALHOUSIE. 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 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. 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 . 32 15 Branch to Monmouth 8 20 Forest of Dean Branch 4 26 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 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 lino 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 Hertford, 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 of South Wales, such as Newport, Cardiff, Neath, 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 important, when we recollect that a great Put of this traffic: will consist of heavy minerals, ✓ FRIGHTFUL ACCIDENT i° STEPNEY FAIR. of Tie slay, William Davis was charged' at the ruit° od Police-office, with endangering the life of a „' Bell, in Stepney fair. The injured person i s 1 1 ° " 00 4; London Hospital, in a precarious state. gigantic proportions and stature, known 111 1 .0 , Morris, from his complexion, was killed in 0 9 . ret ti Monday night, at the very spot where Bell was iritlisoi stated in The Sun of yesterday. David Adams, °' Match-walk, Shadwell, said he was the propriePrAd up and-down swing in Stepney fair, and the P' was employed by him to assist. While the 100:;0 7y) next the ground was being filled with passeegerso4 was screwed on to a stancheon, and made fast, 'l l i, the revolution of the machine until the lowerlll,,, or car was properly filled, when it was unhoustivi'ol the last boat filled sent up acting by its we i .„„hti counterpoise to the boat coming down. Un less was filled with the proper number of passengers, to of turning it was excessive. The boat nex t the had been stopped for the purpose of letting Id" passengers, and taking nine more in, and six 011:0 already entered, when the prisoner unfaste ned th° off and the top boat, containing nine passengeNlS balanced, and it came down very swifty, 0115,1'0 wheel to revolve, and turning round the haad'eas winch at which Bell was stationed, and it strucltZoo the head and face, and injured him severely . was conveyed to the hospital. .„„e., Mr. G. A. Falconer, a surgeon in the Cow': loon road East, said a black man was brought to 111t,f from Adams's " up and down," on Monday expired a few minutes afterwards. He was eel ', ef, to see Bell a few minutes previous. There vl i t „,er tuned wound on the forehead, half an inch a ho y # nose, one on the upper lip, and a severe bruise o iti lower jaw. The injuries were very serious, ould say the man was in daner. 0 should otOd The prisoner, in defence, said he had no in° opt. do any injury whatever. There were two hooksl„,i each side of the boat, and he unfastened one , s 1 man the other. His master called out that the, u"; 90 too light, and he immediately jumped towards 't 0 00; it with his hands, and was carried up s ix feet or go ; His master called out, "You will be killed ; let go; and he did so. He did all that laid in his power the boat when he saw it going up too fast. O,' Charles Smith, police sergeant, said he Was 5 ., or near the "up and down." The man injured 11 , 1 '; raised platform thirty feet from the ground, 16 101 slight railing around it. He heard the c racking,,, ° B pU and upon looking up saw Bell hanging over ":100 7 1 form with his head downwards. The iron wiuc'je, of the machine revolved with great velocity, ath him with great violence. The handle of the too long, and the platform was so very small d., event of any man upon it missing his hold o f the tr, he must be struck by the handle (for he c ould t bei t treat backwards) unless he laid down. He s efl soner carelessly unlock the boat several tunes , !deo , master was present, befOe it was filled. —gem"" THE SALT-HILL MURDD'joj AYLESBURY, TUESDAY EVENING.—The Pt John Tawell, remains in that resigned and 0 0 1 state which has been before described. There is 0 1 air of something like penitence, as well as Pl e S o d, signation about him—a feeling which, it is Pl r eor,/, tempt him to a confession when all imagina„, l ,,Vj of commutation of his sentence is shut out. - 1 ",,,pr, Mrs. Tawell sees him for the last time. it ",,, — ;oor4 that a great change will be seen in him when im'iord tation of her visit no longer exists. He 10 01 1 ' pry with great anxiety for her daily letters, snot I: to derive a considerable degree of consolation ,otl affectionate and religious sentiments which thergori The correspondence is admirably sustained on tu..., e Or o Mrs. Tawell, and the culprit writes with extraortiworti liberation considering his situation. The hill:Onto b r a of the governor of the gaol (Mr. Sheriff) P . " by warmly and repeatedly acknowledged, not 0017ederoi wretched man himself, who has been allowed.eltrieluo. sistent indulgence since, as well as before 111 ', 3 - 0 0 1 "" to those members of his family who have 'lwo, to visit him, has been kind and considerate. ,„to,) soner has not been subjected to anything likekr s turb his mind, or interfere with those meditation ie 4 et are so necessary to him. On jSunday two Pe ° P w itll many miles merely, as they stated, to converse oe , prisoner ; they were, of course, denied admitttl ii 0 0 v Tawell continues to receive communication 5; 1 0 11 medical testimony which was brought agai nst in of mediately after his execution a full ex positicn i _.ll r subject will appear. Dr. Letheby is indu striets. gaged upon the disputed points. „, The convict's brother and Mr Alfred •n•it t ed his professional advisers, are all who have T , '" to-day. MARKET NEWS.-(YESTE I3-91. 0 '.1 EXGE. There was a fair average quantity CHAN of Wheat ofli .o.is eri li y i V o l the demand for all descriptions was in a very " 51,400 ) 4 at barely Monday's currencies. In free Foreign otsw,4l to nothing was doing, yet holders obtained full %roe, The supplies of Barley and Malt were only Dit t o the demand for them was inactive, at barely late “i ice s !- Beans, Peas, and Flour, moved off slowly, and P with difficulty supported. ARRIVALS. 13 71/ I Wheat. I Barley. OatS• 41 / 6,310 qrs. 2,130 qrs. I 3, 29 0 45,010 English • • • • • Irish •• • • •• • Foreign • • • • • - 1.020 I ---- Malt, 2,730 qrs. tr " WHITECHAPEL. 0 1/6 0 0 The supply of Meat offering was tolerably good► - • demand N;risinactive, at about previous rates. 4 ; to,if 2s 6d to 3s 4d; Mutton, 2s 8d to 3s 8d; Lam b, Veal, 3s 8d to 4s 10d; and Pork, 2s 10d to 43 2d Y' the carcase. ►4lOl atuld DARING HIGHWAY ROBBERY. — On a noted thief, who attends the races and fairs °` ofe cestershtre and Gloucestershire, by name 5 , 4 1/ :¢0 ,9 1 seruge, was brought up in custody of two em7 o r _ w the public office at Worcester, before the nits),, to; two city magistrates, charged with a higr s ll , o l bery, under the following circumstances :--u ° (P A ', day a grazier and cattle-dealer named F a };e 0.7 Herefordshire, journeyed to Worcester to tn i biirs purchases, and for this purpose he provideatoo with country bank-notes, chiefly Herefordsldrra'pea amount of 2201., besides four blank cheques, 13s° his father, and drawn upon the HerefordshirerA the sums to be filled up according to thent•ciPFly ments which Farr in the course of his reit negotiations might have. With this sum I° A .,, Or 4 i session, Farr sallied forth from his inn , Gr ip e Dragon, in Newport-street, between eight sit'eralftri. o'clock on Thursday evening, and shortly $ th e f ,f fell in company with a woman who accompaniej,6btoSeef sonar in his peregrinations, whom he walked vv ,: e i pa et the cattle-market, which is in an unfrequenr - D - riP4 the town. While talking with this woman tnel,bils,ijea came up with a male companion, and commence ,„.) ft Farr, charging him with being in his (prison e t i :, o - ,i 1,11 company fur an improper purpose. Some hli st.. ;e o 43 place, after which the woman and the tv°„,, Farr, whereupon he discovered that he had un; ed of the whole of his money. Having aseer,r atts,cl); unwelcome fact, he proceeded to the 110"" a and gave information of the robberY .tateo. inspector, Mr. Phillips, who thereupon insit,l„o4l3,of prompt search for the parties, and it was at certained, almost beyond a doubt, that they O , 0 1' there, had taken their departure for Cheltellu a :‘at'e v ae active officers, named Sanders and Grubb , w er 'elte l i ' 7 o ingly dispatched by the mail train that night t° h eao l ia ham, and next day they succeeded in ePP re bootAbs Shwarnenscruge with nearly the whole of ° c oa t ° l O ,O his possession. The cheques were gone, b ut ;4 - o rter f aoi 290/. in notes, 2801. was recovered. The Fr j a i - according:ly brought back to Worcester, and c ' n lab e ",(o (as above stated) taken before the ma gistrat es ,: be 0 ,4 formal examination having been gone throeg:ei ifej,,l4 remanded to Friday next. At the same fj ,fll l° man, suspected to have been his accompliec W b in question, was also remanded to Friday , b 3 it is expected the woman will be in custodyooC sP iji # THE LATE FATAL EXPLOSION AT LlY s , 4 ol4:iii An inquest was held on the unfortunate suncr-,-0 explosion (the full particulars of which 11$„ the ilO been published) on Tuesday, by Mr. Baker, PI p er tannin, Tavern, Commercial• road, Limehotts e ' corc ho r course of the examination of the witnesses , tbed, Crnid, remarked that it would appear that the deegs:eqes:,, lotte Yaxley (thirteen years of age), was not iiitr"er° with the nature of the combustibles she via % prerata with, and the jury could hardly feel that it Varraitte#' child of her inexperience should have been rl'oooAes. have had the handling of such dangerous 9,11 tits John Hi ham, the partner of .111 r. Robeson, in : O t , facture of the patent signal light, was of oPi ti fhal a mode of ignition used in the patent te1;15: wma accidentally used by the deceased Ytt l ", ° ":, Ce packing up some of the lights for her Majes'Y 1 4 '" and found some of them improperly labelled, s cr ip t 41 them back to Charlotte Yaxley to do P r g lsb e n loc 'e :j impression was, that in taking off one of ; 5 11 ref, withdrew the tin slide, and, havinginjud te '%, it back again, ignited the light, and in her als bat ed it amongst some others. Mr. Higham ex h n ot e t4 jury one of the lights, and explained it s tO l' j e V added that a similar accident had occurre „tiO revto only a short time before, and Mr. Robeson c lef Ara and at the same time cautioned Charlotte - t ' oi careful in such a case. The inquiry did 0° nerd until near midnight, when the jury returned $ " Accidental death." BIRTHS. ,011 On the 22d inst., at Chicksands Priory, the <et/ beth Osborn, of a son. 11v , 11 , On the 12th inst., at Florence, the lady of ' os' A olif Esq., of a son. ° On the 15th inst., at Mount fort-crescent, i s e l . wife of Mr. Alfred H. Rixon, of a daughter. WS On the 21st inst., at Marine-parade, Pc' Ter° Gordon, of a son and heir. P e. MARRIED. rr ooll On the 20th inst., at St. James's Church, Ppte,iricenge," Cobb, Esq., to Eliza, daughter of the late IV:: P „; 40°,t, On the 24th inst., at St. Peter's Church, , b 3 n - 03 - eweY lion. Cornwallis Maude, 2d Life Guards, to t. ,l ; e / phinstone Fleeming, daughter of the late Admit Charles Fleeming 0 8' DIED. , • s tolf On the 24th inst., at Leigh Court, near Pr' .ta of year of his age, Philip John Miles, Esq. „all, lei On the 16th inst., in her 42d year, Stisan . : re , Michael Walker, of Wedges Mills, Staffordshl,loo On the Ist of February, at St. Domingo, pi o r Wenham, aged 31. t r d -P"s l‘' ll e t'Y e i On the 17th inst., at Berkeley House , .-Y oeig h - Bliss, Esq., of Brandon-park, Suffolk, lat e Ov ) Magistrate of the same county, aged 70., On the 19th inst., at Little Shelford, tAu' Sir Charles Wale, U.C.13., aged 81. Loa.tlon: Printed and Published by Mu.- - ice/fi lr er No. 112, Strand, Printer, at The Sun $lO Strand, in the Precinct of the Savoy, u" Idaddltoes, Thureclay, Much no 15445.- =IP SA L LII.P,FoLk, N EA :_:: ,,,, lj :yl i t : tiin . lts ‘ 3 v ._2lt;cl. A m t , S .. h d 'u sl i a nr c Ev t a i r t l i wco i .. n o l' t I h N n e n, i , : ; : r n ra t os a ..a.l ' i t , XIII. NY. NV, CONz u 'I. "T IN, ha; .1,-rtICT to The 41 9 , 4% rees Is to whet 12.7ribrInes. In thr c 11 1 'Per annum) is VA 1 ,,,,_ , ~.._ curt cn the s : ' 4 2_ I M lii m N. tn.OFEER 1 • 41b1 klUith.: A Ns— ,,t,iecie!c REPRO kyd e ° T I- : an tier • t ibill .P"k4 qUatO I 1 2Mh . n e tit wit! 'het; I Z" : " ; held kb bilai me a term of sisst.,,l rt 'unil rent 11 41 "Ponsible ten; I , l :_at a rent of 21 litilia' residence can 114 nla l 1*-"I iiiiii kietsb si ti liare i §ti "' ) ?-5 ' - ` I4 EAR T IRA BLIt I , „ FRE Nr,°' LAND w zkl;eledi,;.:::::aetrdstoiftunroontolfthffie "' W. I‘r. C . P " ' i nff n:o c 4414: ~I,l:24l4.ln:tda:":innetnuAltuhl:duyirr' ispi; t '; , ie e to Mr. /ISo i f o r a term of I IL Per annum. %.,it deetriptive fai( ti l l in d ue li ly 1 / 4 1 4; 41""rr i at t \•,..tllty. It h bi 'AXII -- R AUT 1 1 4 111. NI W 1 T t %v.6: J . :ARS I DEI k '' . and Gard Also Di 1 1 1 4 N% th.' 17, 4 4 " ' thp:l)!)lifts.thi, ,(;‘,4"l'lit , ' irl e %/ htia 411, a/. Ilq w ‘.ll'.,) hor tip4c,44 s