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

TIM SUN, LONDON, WEDNESDA.Y EVENING, MARCH 28 1845.

Mr. G. A. Falconer, a surgeon in the Commercial-
road East, said a black man was brought to his house
from Adams's " up and down," on Monday night, and
expired a few minutes afterwards. He was called upon
to see Bell a few minutes previous. There was a con-
tused wound on the forehead, half an inch above the
nose, one on the upper lip, and a severe bruise on the
lower jaw. The injuries were very serious, and he
should say the man was in danger.
The prisoner, in defence, said he had no intention to
do any injury whatever. There were two books, one on
each side of the boat, and he unfastened one and the
man the other. His master called out that the boat was
too light, and he immediately jumped towards it, seized
it with his hands, and was carried up six feet or more" .
His master called out, " You will be 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 head downwards. The iron winch-handle
of the machine revolved with great velocity, and struck
him with great violence. The handle of the winch was
too long, and the platform was so very small that, in the
event of any man upon it missing his hold of the winch,
he must be struck by the handle (for he could not re-
treat backwards) unless he laid down. He saw the pri-
soner carelessly unlock the boat several times, while the
master was present, before it was filled.—Remanded.

R AIL WAY ITN TELLIGENCE.

Then if the Limerick and Waterford Company be limited
to make their line between Waterford and Tipperary,
on which is the heavier work, and lose the portion be-
tween Tipperary and Limerick, on which the works are
light, their anticipated profits will be so curtailed as to
make it doubtful whether it may be worth their while to
construct the line at all. Besides, though the Great
Southern and Wtstern Company claim it as a palpable
appendage to their trunk line, their opponents claim it
as a part of what is sufficiently important to be consi-
dered a trunk line of itself. Again, experience has
proved that a branch line is never so well worked as a
main line.

REPORT OF THE RAILWAY DEPARTMENT
OF TII E BOARD OF TRADE ON TILE
SCHEMES FOR EXTENDING RAILWAY COM-
MUNICATION IN THE SOUTH OF IRELAND.
Railway Department, Board of Trade,
Whitehall, March 20, 1845.
The Board constituted by the minute of the Lords of
the Committee of Privy Council for Trade, for the
transaction of railway business, having had under con-
sideration the different schemes deposited with the Rail-
way Department for extending railway communication
in the south of Ireland, have determined on submitting
the following report thereon for the consideration of Par-
liament. The proposed lines are, the
Great Southern and Western—Extension to Cork and
Branch to Limerick ;
Great South-Western Direct—Cork and Limerick ;
Waterford and Limerick ;
Watt rfcrd and Kilkenny ;
Kilkenny Junction ;
Dublin, Carlow, and Wexford ;
Dublin, Wexford, Waterford, and Carlow ;
Dublin and Wicklow ;
Cork and Bandon.
In examining the railway schemes projected in the
south of Ireland, we have had before us the second re-
port of the Commissioners on Railways, from which we
have so frequently quoted in our report on the schemes
projected in the north and north-west of Ireland, and
which, with regard to the requirements for railway com-
munication, and to the means for supporting it, has
afforded us most valuable information. The Commis-
sioners remark
In the southern districts we find a population whose
condition is, in every respect, inferior to that of the
northern ; there habitations are worse ; their food in-
ferior, consisting, at best, of potatoes and milk, without
meal ; the wages of labour are found reduced from one
shilling to eightpence per day ; yet the peasantry are a
robust, active, and athletic race, capable of great exer-
tion ; often exposed to great privations ; iguorant, but
(tiger for instruction ; and readily trained, under judi-
cious management, to habits of order and steady indus-
try. From this it is evident that so much of the con-
struction of railways in Ireland as only requires manual
labour may be cheaply done, but large profit to the pro-
jectors of these schemes cannot reasonably be expected
as an early result : at the same time we have had full
evidence that many extensive landed proprietors look
more to the general benefits which railway intercommu-
nication will confer on their properties and on the people,
than to receiving any great pecuniary return in the shape
of dividends on railway stock ; and some instances have
come under our notice of individuals offering to give
their land for this purpose for nothing."
We venture to make these remarks of a general cha-
racter, for the purpose of directing particular attention
to the several traffic cases, which we have not had the
means of investigating so fully as to enable us to form
a judgment as to their truth, and which are for the most
part net in accordance with the Commissioners' report.
GREAT SOUTHERN AND WESTERN RAIL-
WAY—EXTENSION TO CORK AND BRANCH
TO LIMERICK.
The Great Southern and Western (or the Dublin and
Cashel) Railway Company, whose Act of incorporation
was passed in the last session of Parliament, and whose
works are in course of construction, propose to continue
their line from Thurles by Charleville and Mallow to
Cork, a distance of 77 miles. The first 42 miles of the
proposed line will be very easy of construction, and upon
it no obstacle of any magnitude is offered to the engi-
neer ; for the next 15 miles the course of the line con-
tinues favourable, but the works are above an average as
to extent ; for the last 20 miles the works are consider-
able, and will be very costly.
As a main trunk line the railway between Dublin and
Cork was deemed by the Commissioners to be most de-
sirable; the subsequent sanction given by Parliament
has established the principle which the Commissioners
laid down ; and the extension proposed is but carrying
into operation the uncompleted portion of the original
plan.
We are of opinion, therefore, that there are no public
grounds for refusing to sanction the proposed extension
of the Great Southern and Western Railway to Cork.
Objections, however, may be raised to the departure
observable in the course of the proposed line from that
which was suggested by the Commissioners ; the latter
line passing by Cahir and Michelstown to Mallow, the
former going by Tipperary and Charleville to Mallow.
This deviation, which is not a very material one, has
been occasioned partly by a desire to approach nearer to
Limerick at Tipperary, for the purposes of the proposed
branch to Limerick, and partly to serve Tipperary and
Charleville, which are more important places than Cahir
and Michelstown. The north side of the Galtees moun-
tains has therefore been taken instead of the south side.
One line appears to be as good as the other, and as the
projects in the south of Ireland now stand, a greater
aggregate amount of railway communication will be
given by the Great Southern and Western Company
taking the course now proposed, than by following that
which had been suggested by the Commissioners.
The Limerick branch is intended to leave the trunk
line at a point near to Tipperary; its course is direct, its
gradients are easy, the earthworks are inconsiderable,
and the whole may be constructed at a low cost.
We shall revert to this portion of the Great Southern
and Western scheme when speaking of the Waterford
and Limerick Railway project.
GREAT SOUTH-WESTERN DIRECT RAILWAY.
The object of the promoters of this scheme is to carry
a line of railway in nearly a straight direction from Cork
to Limerick, and from Limerick to Thurles, which would
compete with the proposed extension of the Great
Southern and Western to Cork for the Cork and
Limerick traffic, and with the same Company's branch
to Limerick (or that portion of the Waterford and
Limerick scheme which is comprised between Limerick
and Tipperary) for the Limerick and Dublin, and the
Limerick and Waterford traffic. That is to say, from
Cork goods and passengers are proposed to be taken by
this line by Charleville direct to Limerick, instead of
being taken by Charleville and Tim erary i—to Dublin
by Charleville, Limerick, and Thurles ;—to Clonmel and
Waterford also by Charleville, Limerick, and Thurles,
instead of being taken by Charleville and Tipperary.
The subject will at once be understood on reference
to the accompanying map.
The plans and sections which have been deposited by
the projectors of this line by no means correspond: they
are singularly defective in many particulars which are -
essentially necessary to enable a sound opinion to be
formed of it in an engineering point of view, and the
whole project has the appearance of being immature and
ill-considered.
There is, however, enough to prove, that if it were car-
ried into execution, its cost must be great.
Its terminus at Cork is close to the river, and the
buildings and building-ground through which it is pro-
posed to be carried ,near its terminus would have to be
purchased at a great outlay.
From Cork to Charleville, this line and the Great
Southern and Western Extension take nearly the same
course. The latter would be less expensive in its forma-
tion than the former; but supposing that in every parti-
cular they were equally good between Charleville and
Cork, we are of opinion that with regard to the forma-
tion, preference should be given to the Great Southern
and Western Company, who could, in connexion with
their old line, afford to work over the distance in a more
convenient and satisfactory manner, and at a cheaper
rate than could the Cork and Limerick Company.
From Charleville to Limerick the line could be carried
at a moderate cost, and about nineteen miles in distance
would be saved between Cork and Limerick by it, over
the Great Southern and Western Extension line, as the
latter, leaving Charleville, diverges to the north-east to-
wards Tipperary, in the neighbourhood of which it
meets the Waterford and Limerick line, from whence
passengers would be conveyed in a north-west direction
to Limerick, either by the Great Southern and Western
branch, or by the Waterford and Limerick line, which-
ever of the two may be made.
The question then is, can Limerick support two out-
lets to the south ? and if not, which of the two is the
best ?
The report of the railway Commissioners on this point
is conclusive. They la-commended that the main trunk
line should be made from Dublin to Cork ; and that a
branch should be " thrown off," near Thurles, to run
through " the rich district of the Golden Vale to Li-
merick." Even if the evidence of the Commissioners' re-
port were not before us, the traffic tables of the Great
Southern and Western and the Waterford and Limerick
Companies would show the traffic to be insufficient to
maintain two lines towards the south.
The plans, therefore, of the projectors being so imma-
tured, the line itself at its southern terminus so costly,
the portion between Cork and Charleville being better
supplied by another company, and the portion between
Charleville and Limerick being unnecessary, we are of
opinion that public reasons exist why the Great South-
Western Direct Cork and Limerick Railway scheme
should not be sanctioned.
WATERFORD AND LIMERICK RAILWAY.
The object of this line is to afford railway communi-
cation from Waterford by the towns of Carrick-on-Suir,
Clonmel, Cahir, and Tipperary, to Limerick, its length
being seventy-seven miles.
This line appears to have been originally laid out by
the celebrated engineer Nimmo ; and subsequently, the
principle of establishing railway communication between
Waterford and Limerick was recognised by the Commis-
sioners, who recommended that a branch from the main
line should be thrown off to each place, which branches
were proposed to pass very nearly over the ground now
intended to be taken by the Waterford and Limerick
Company.
We see no public grounds of objection to the general
character of the undertaking, but there are portions of it
which require particular notice.
In the first place, that portion of the line between Tip-
perary and Limerick is in direct competition with the
proposed branch to Limerick from the Great Southern
and Western Railway. They are so nearly identical,
that it is impossible to both can be made. The termini
in Limerick are, however, different. That of the Water-
ford and Limerick Company goes furthest into the town,
and nearest to the river, and is more conveniently si-
tuated to accommodate the county of Clare, than the
terminus of the branch, which is placed rather at the
outskirts of the town. The former, too, is in a better
position to accommodate a direct line towards Cork,
should one be made at a future period. There is not
much advantage either way ; not so much at any rate as
to induce us greatly to prefer one to the other ; but
there are other circumstances on which we ground a
preference. The passenger traffic has hitherto been di-
rected more towards Dublin than to Waterford ; but if
the South Wales Railway should receive the sanction of
Parliament, and be placed in connexion with steamers
to Wexford or to Waterford, a portion of the Limerick
passenger traffic will be diverted from Dublin in the di-
rection of Waterford, as giving the readiest route to Bris-
tol, and a convenient route to London. The goods traffic
will undoubtedly take the line to Waterford rather than
to Dublin, Waterford being the more convenient seaport.

On the whole, therefore, we are of opinion that the
public reasons fur granting the portion in dispute to the
Waterford and Limerick Company are stronger than
those for giving it to the Great Southern and Western
Company.
At the same time it is necessary that the public
should in this case be defended against the establishment
of any monopoly ; and in the event of either obtaining
the sanction of Parliament, it will be necessary to permit
the other to use the line under such restrictions as may
be thought advisable.
We have been told that negotiations having this ob-
ject in view are going forward between the parties, and
have reason to believe that the companies will come to
such an arrangement for using the line in common, as
may be conducive to the benefit of the public. The ar-
rangement to which we have alluded must necessarily
extend to an alteration in the levels of one or both of tho

lines at the point of intersection. However, lest it might
be overlooked, we beg to direct the attention of the Com-
mittee on the Bill to this matter, and to state our opi-
nion that neither the Great Southern and Western Ex.-
tension, nor the Waterford and Limerick Railway,ought
to be sanctioned unless a perfectly safe and convenient
method be devised for running the carriages from one
line to the other.

COURSE OF EXCIIA3
Amsterdam CF. 12 84
Ditto, at sight l2 61
Rotterdam 2U. 12 9
Antwerp 26 20
Hamburgh M.B. 14 0
Altona —

IGE.—(YESTERDAY.)
Gibraltar ..... ..
Leghorn ........ ..... 31
Genoa
Milan
Venice ..... .....
Nap1e5...............
Palermo, per 1181
Lisbon . ........... .. 53
0p0rt0..... 53!
Rio Janeiro— .
Bahia .
Buenos A.p.l.s
NewYoi
Philathlphia
PRICKS OF BULLION, PER OZ
Foreign G,l 1, bars..X.3 17 9
Portugal Gold Coin 3 17 5
New Doubloons 0 0 0
New l)(4lars 0 4 9i
Silver in tars. 0 0 0

The other material point of the Waterford and
Limerick scheme is their approach to Waterford. From
representations which have been made to us, as well as
from a careful examination of the plans and sections, it
is clear that great expense will be incurred, without any
equivalent advantage, by taking the line to the north in-
stead of continuing it on the south side of the river Suir.
Two bridges will have to be built across this river, ac-
cording to the proposed scheme,one of which, at Granny,
is said to be almost impracticable ; at all events it must
be enormously expensive, and it is alleged that it will in-
terfere with the navigation.
It would exceed our duty to point out a new line to
the promoters of the Waterford and Limerick Railway
scheme which they ought to adopt, even if we possessed
the means for doing so. We can only direct the atten-
tion of Parliament to the subject, adding that there are
no public reasons which ought, in our opinion, to be de-
cisive against the general scheme, although the portions
to which we have adverted might be advantageously
modified in detail.
WATERFORD AND KILKENNY RAILWAY.
The object of this scheme is to afford to Waterford
railway communication with Dublin, and to open to the
county of Kilkenny an outlet for its produce by the
seaport of Waterford.
The proposed line commences at the south side of the
river Suir, at the bridge of Waterford ; it crosses the
river Nore by a viaduct 80 feet high, near Thomastown;
and terminates in Kilkenny, 31 miles 20 chains from
Waterford, throwing off a branch 6 miles 20 chains in
length to Kells. The earth works on the line are very
light, and the only works at all heavy are the viaduct
near Thomastown, and another viaduct leading into the
Waterford terminus. With these exceptions, the line is
easy of construction.
At Kilkenny the promoters of the scheme are prepared
to enter into any arrangement that may be deemed ad-
visable to connect their line with the Great Southern and
Western Railway, so as to give an uninterrupted com-
munication with Dublin. They are willing to join the
Kilkenny Junction, if it be made, and so fall into the
Great Southern and Western near Abbeyleix ; or they
will themselves construct a line from Kilkenny to Carlow,
there to join the Carlow branch of the Great Southern
and Western; or, should the latter company be disposed
to take advantage of an unexpired Act, which would
enable them to run a line from Carlow to Kilkenny, the
Waterford and Kilkenny Company would join in that
measure. _

Paris, 3 days' sight 25 95
Ditto, 3 months 26 15
Marseilles 26 20
Bourdeaux 26 25
Frankfort on Maine 1221
Petersburgh, 3Us —
Berlin,
Vienna, effec. if. 3 M lO 4
Trieste, ditto
Madrid.. N 361
Cadiz
Bilbao
Barcelona

Sevilla —

ACCIDENT AT THE ROYAL EXCHANGE.—It will
probably be remembered that on the day her Majesty
opened the new Royal Exchange, and at a short time
previous to her arrival thereat, a workman who was en-
gaged upon the western part of the roof, fell through a
skylight and, pitching upon the flooring beneath, was
killed upon the spot. On Saturday morning last, a man
named Joseph Deboard, in the employment of Messrs.
Pearce and Co., ironmongers, &c., of Jermyn-street,
whilst proceeding along the roof, carrying a ladder, fell
through the same skylight ; he, however, more fortunate
than the individual above alluded to, kept fast hold with
one hand of a round of the ladder, the latter, happily for
him, falling across the skylight, whilst with the aid of the
other hand he succeeded in drawing himself up, and
finally clambering through the aperture his body had
made in the skylight to the roof without sustaining the
slightest personal injury.
The Peninsula and Oriental Company have given notice
that the steamers conveying the Peninsula mails will, after
the expiration of the present month, be dispatched from
Southampton at 2 o'clock in the afternoon on the 7th, 17th,
and 27th of every month, instead of every Thursday, and
that when the above dates fall on Sunday, the steamer will be
dispatched on the following day. The merchants connected
with the Peninsula feel much aggrieved at this movement,
and have addressed a memorial on the subject to the Lords
of the Treasury. Only about 18 months ago Government
caused the packet- station to be moved from Falmouth to
Southampton for the purpose of accelerating the mail com-
munication, and directed the mails to be made up in London
in the morning of every Thursday, instead of the evening of
every Saturday. By the alteration now• lately announced,
the!merchants:will be deprived of a weekly communication, and
will, moreover, be obliged either to work on Sunday, or to
close their letters on Saturday evening, on 9 out of the 27
post days between this and the end of the year, although the
mail will not be dispatched from Southampton till 2 o'clock
on the following afternoon.—Times.
DUBLIN, MARCH 20.--CONTEMPLATED AFFAIR OF
HONOUR.—In consequence of information laid before
Mr. Inspector O'Connor, of the detective police force,
late last night, that a duel was to "come off" in the
Fifteen-acres at the dawn of this morning, that officer
armed with warrants, proceeded to Kildare-street, for the
purpose of arresting two of the parties, namely, Lord
Tullamore and his second (the Hon. Captain Lindsay),
both Aides-de-Camp, on the staff of Lord Heytes-
bury. The inspector having traced them from Kildare-
street, came upon his game, as they were alighting at
their apartments in the Lower Castle-yard, and in a
couple of hours afterwards, he succeeded in capturing
the antagonist parties, Mr. Ball, a barrister, we
believe, residing at De Vesey- lodge, Kingstown,
the principal, and his friend, Captain Webber
Smith, of the Royal Artillery, who were actually
on the ground awaiting the arrival of their
opponents. A private investigation into the affair took
place at nine o'clock this morning before Mr. Magee, ono
of the magistrates of the head-office of police, which was
adjourned until half-past twelve in the afternoon, when
all the parties were again in attendance, and held to bail
in heavy securities to keep the peace for the term of seven
years. The cusus belli has been variously stated, but in
the necessary absence of positive information, it is better
to abstain from giving currency to any of the many con-
flicting rumours.
THE WILL FORGERS.—It would seem, from some
letters received from Barber, dated the Cape of Good
Hope, September 22, that he still confidently hopes his
innocence will be established, and that he shall speedily
receive notice of recal from Australia. Speaking of his
condition on board, and his hopes for the future, he says
in one of his letters to a friend :—" I am glad to say that,
in spite of small-pox and other illness on board, and still
more the horrible cruelty of my case, my health has not
suffered seriously, but what I have bad to suffer in such a
pandemonium as a convict-ship you can readily imagine;
but it is my determination to bear to the utmost of my
fortitude all that may be cast upon me until that day
when my innocence shall be acknowledged at least by
all the impartial world. Sure lam that day will
come if my few friends will exert themselves. I am
pretty well occupied on board, being librarian, chap-
lain's clerk, and inspector of police. Luckily there
is one convict, APCullum, whose heart and head well
qualify him for an associate, and we fill up all our leisure
time in reading and discussion, so that I hope to make
excellent use of my time in improving my mind.
• • . . lam glad to say that the surgeon superin-
tendent has interested himself about me and convinced
himself, from Fletcher's statement and manner, of my
innocence, and will furnish a declaration to that effect.
• • • • lam treated with much consideration by the
prisoners. There is a general and firm belief on board
of my innocence, and although our costume is the same,
I receive much respectful attention ; they will never allow
me to perform any of the drudgery of the ship ; but for
all this my fate is a terrible one. One convict has es-
caped since we have been in the bay, but this is a step I
will never attempt. No; nothing could be appreciated
by me but a restoration to the credit and esteem from
which I have been most cruelly driven. . . . . It is
lamentable to think how nearly we succeeded in my
deliverance on trial • but God's will be done, and by
unceasing exertions I may yet have an autumn of hap-
piness and honour. . . . . I have just received a visit
from an inhabitant of the Cape, formerly of London,
who tells me of a declaration which, be says, appeared
a few days after Fletcher's, signed by Saunders, and
in exculpation of me. He says that the impression at
the Cape is, that I shall soon call there on my return."
—Britannia.
DARING HIGHWAY ROBBERY.—On Saturday last,
a noted thief, who attends the races and fairs of Wor-
cestershire and Gloucestershire, by name Shwamen-
scruge, was brought up in custody of two officers at
the public office at Worcester, before the mayor and
two city magistrates, charged with a highway rob-
bery, under the following circumstances :—On Thurs-
day a grazier and cattle-dealer named Farr, from
Herefordshire, journeyed to Worcester to make some
purchases, and for this purpose lie provided himself
with country bank-notes, chiefly Herefordshire, to the
amount of 220/., besides four blank cheques, signed by
his father, and drawn upon the Herefordshire Bank,
the sums to be filled up according to the require-
ments which Farr in the course of his anticipated
negotiations might have. With this sum in his pos-
session, Farr sallied forth from his inn, the Green
Dragon, in Newport-street, between eight and nine
o'clock on Thursday evening, and shortly afterwards
fell in company with a woman who accompanies the pri-
soner in his peregrinations, whom he walked with to near
the eattle-market, which is in an unfrequented part of
the town. While talking with this woman the prisoner
came up with a male companion, and commenced abusing
Farr, charging him with being in his (prisoner's) wife's
company for an improper purpose. Some hustling took
place, after which the woman and the two men left
Farr, whereupon be discovered that he had been robbed
of the whole of his money. Having ascertained this
unwelcome fact, he proceeded to the police station,
and gave information of the robbery to the
inspector, Mr. Phillips, who thereupon instituted a
prompt search for the parties, and it was at length as-
certained, almost beyond a doubt, that they, or some of
them, had taken their departure for Cheltenham. Two
active officers, named Sanders and Grubb, were accord-
ingly dispatched by the mail train that night to Chelten-
ham, and next day they succeeded in apprehending
Shwamenscruge with nearly the whole of the booty in
his possession. The cheques were gone, but out of the
290/. in notes, 280/. was recovered. The prisoner was
accordingly brought back to Worcester, and on Saturday
(as above stated) taken before the magistrates, when, a
formal examination having been gone through, he was
remanded to Friday next. At the same time another
man, suspected to have been his accompliee on the night
in question, was also remanded to Friday, by which time
it is expected the woman will be in custody.
PARTY PROCESSIONS.—Fifty persons pleaded guilty
at the Derry assizes on Monday, " in ignorance of the
law," of walking in procession on the last anniversary of
the battle of Aughrire. Baron Pennefather, before
whom they were tried, made some excellent and timely
observations on these silly and mischievous parades
previous to passing sentence on the traversers.
One of the Newtown-Limavady men stated, that pre•
vious to the last 12th of July no proclamation bad been
placarded, as usual, in and around Newtown-Limavady.
He added that they did not intend to insult the Roman
Catholics. Baron Pennefather said, that ou the follow-
ing day he would take affidavits to that effect indivi-
dually from such of the traversers as choose to give
them. In the meantime he would defer sentence.—
Dublin paper. .

The town of Waterford has become of such great
commercial importance, that it may reasonably claim a
more direct route towards Dublin than could be afforded
through the medium of the Waterford and Limerick and
the Great Southern and Western lines by Tipperary.
Doubts may be entertained whether the traffic will be
sufficient to afford to the promoters a reasonable remu-
neration on the outlay. On this point we are not pre-
pared to say more than that we believe it will prove
enough to support the line, which may be cheaply made,
provided an economical system be pursued by the oom-
pany in the formation of their works, and in the general
management of their affairs.
Considering, then, that the proposed scheme is the
first step towards accomplishing a direct route through
this district, by railway, to Dnblin ; that it will give to
the country in the interior a communication with the
flourishing seaport of Waterford ; that the local feeling
is strongly in its favour, and that the works are of an
inexpensive character, we are of opinion that, on public
grounds, it ought to receive the sanction of Parliament.
The proprietors are disposed to try Payne's patent
wooden rail, though many scientific and practical en-
gineers are understood to be against the adoption of that
system. We think, however, that the scheme ought not
to be rejected simply because an alleged improvement,
not yet fully tested, is disapproved of by parties who
have already provided other means of transit—especi-
ally as the projectors say that if the wooden rail does not
answer the desired purpose, they can, and will, at a small
additional outlay, place iron rails on the wooden rails,
somewhat after the mode adopted on the English Great
Western Railway.
Without giving any opinion as to the.merits of the
patent wooden rails, we see no reason why the pro-
jectors should not be allowed to try the experiment,
if they think proper to do so, so long as their system
does not interfere with the general communications of
the country ; but as it appears that, although the car••
riages constructed to run on the wooden rails will also
run on the iron rails, yet that carriages adapted to the
iron rails cannot be used on the wooden rails, it is
necessary that precautions should be adopted to pre-
vent any inconvenience resulting to the public from
the introduction of the system, and to obviate the pos-
sibility of its interposing a break in the free through
communications in Ireland, similar to the break now
created by the meeting of the wide and narrow gauges
in England.
If this scheme, as a whole, should receive the sanc-
tion of Parliament, we beg to suggest that a clause be
introduced into the Act, taking power to require the
company to lay down rails which shall admit of the
free passage of the ordinary railway carriages in Ire-
land, if it should appear hereafter that the public con-
venience requires it.
KILKENNY JUNCTION.
This line, 25 miles 70 chains in length, proceeds. out
of the Great Southern and Western Railway some dis-
tance south of Maryborough, and passing through Ab-
beyleix and Ballyragget, terminates in Kilkenny. The
works are very light, and the line offers no material
obstacle of any sort. So far no public grounds of ob-
jection exist to its construction ; but though the line
may be made at a comparatively small cost, taking it
in connexion with the probable traffic, we are of opi-
nion that to a company solely dependent upon it for
remuneration, it can bring no profit commensurate with
the outlay. The Commissioners have gone fully into
the question (see p. 61, part 2. of their 2d Report), and
the result of their inquiry shows !a profit of but 2 per
cent. on an expenditure equal to 8,000/. per mile.
If this line were but a branch from the main trunk
line passing through the country, to which it would
supply lateral traffic, and thereby increase the amount
of receipts on the whole, the case would be different ;
but in a distance of only twenty-six miles, subject to
standing expenses equal to those which are necessary
for an independent company of twice or thrice its length,
it is clearly impossible that any remuneration can
reasonably be expeettel.
Besides, it is still an open question, whether a line
from Kilkenny might not be carried with advantage to
Carlow. The Commissioners' map shows a larger stream
of traffic by the latter than by the former route.
The Great Southern and Western Company are about
to make their branch to Carlow, which would certainly
compete with the Kilkenny Junction for a portion of the
Waterford and Dublin traffic, if by any means the former
could take a line to Kilkenny.
Considering, therefore, that no proof exists of a traffic
which could support an independent line of this cha-
racter ; that when the Great Southern and Western
Railway shall be opened, a juster estimate of the require-
ments of the district may be formed than is at present
possible; and that it is now doubtful whether the route
by Carlow be not the preferable one, we are of opinion
that, on public grounds, this scheme ought to be post-
poned.
DUBLIN, CARLOW, AND WEXFORD; DUBLIN,
WEXFORD, WATERFORD, AND CARLOW ;
DUBLIN AND WICKLOW.
Though termed the Dublin, Carlow, and Wexford
Railway, the first named of these schemes is in fact con-
fined to carrying a line from Carlow to Wexford, by the
running towns of Newtown Barry and Enniscorthy.
The whole line may be considered as considerably above
an average in the cost and magnitude of the works. The
traffic, as shown by the promoters of the scheme, if
proved, might justify the expenditure of the capital which
will be necessary to make the line. But with respect to
this project, the Commissioners have stated, " On exa-
mining the returns from the towns of Wexford, Ennis-
eorthy, and Newtown Barry, through which it was to
pass, it does not appear that at present there is sufficient
traffic either in passengers or goods from these towns
towards Dublin, to warrant the expenditure of so large
a sum as would be required for its construction."
We have not received any satisfactory proof that either
the 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 plans and sections for the Dublin, Wexford, and Under these eireumstamea, the selection of a ie-vast
Carlow scheme, which have been deposited with the line appears to be generally approved of by the local in-
Board of Trade, are so incomplete as to be almost un- terests affected ; and the whole course of the line from
intelligible. A glance at the whole, however, shows Newport westwards has, we believe, met with unqualified
many objectionable points. For instance, gradients of support.
lin 50, lin 53, for two miles and a half, lin 55 for two As regards the portion of the line between Newport
miles and a half; 1 in 60, and so forth. and the junction with the Great Western Railway, the
In respect of this scheme, the promoters have stalcd same unanimity of opinion has not prevailed.
the impossibility of their having been able to comply The main trunk of the South Wales line, keeping close
with the standing orders 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 Soutii Wales Railway, to turn their atten- tester, where the first fixed bridge occurs, has been
tion to the port of Wexford and the adjacent country; strongly objected to, as calculated to injure that town,
but they have intimated their intention of bringing for- and to impede the navigation.
ward a comprehensive measure, including the improve- Accordingly it has been urged that the main liste, in-
ment of thatport, which shall fully accommodate the dis- stead of following the coast by Chepstow, shoura have
trict, at a future time. been carried up the valley of the Usk from Newport, and
It is evident that the country between Waterford, so by Monmouth, and through the heart of the county
Wexford, and Dublin, has not yet been fully examined. to Gloucester.
On referring to the Commissioners' Report with regard To this it is replied by the promoters of the South
to this question, we find the following remarks:— Wales Railway, that such a course could not have bees
" Should the country at a future period show resources adopted without neutralising the principal object tick
sufficient to justify the establishment of a railway be- posed ; viz., that of making the best and most dire
tween Wexford and Dublin, it is possible that the best communication practicable fur South Wales and the
line will not be found to pass through Carlow, but along South of Ireland with London. By the line, as depo-
the coast to Arklow, and thence through the county of sited, the distance from Standish, where it joins the
Wicklow to Dublin." "We have reason to know that Great Western Railway, to Newport, via Chepstow, is
between Bray and Wicklow there are no material diffi- 371 miles ; while by the proposed line, rid Gloucester
culties; beyond this point the country has not yet been and Monmouth, the distance would be 56 miles ; the
sufficiently explored, and although immediately to the former line being nearly level throughout, while the
south of Wicklow it presents an unfavourable aspect as latter line would have two summits to surmount of about
compared with others, a line in this direction to Wex- 300 and 150 feet respectively.
ford may hereafter be found worthy of consideration. The great bulk of the through traffic, therefore, from
At present we cannot recommend such a measure, and the South of Ireland, and from the whole of South
we have merely alluded to it to remove the impression \Vales to the westward of Newport, would be carried an
that the valleys of the Barrow and Slaney present the unnecessary circuit of 181 miles, over worse gradients,
only line available for railway communication between in case the Gloucester route were adopted. The only
Wexford and Enniscorthy with Dublin." equivalent for the tax thus imposed upon the traffic of
Here, then, are two competing schemes ; the one corn- those districts, would be a slight gain of distance for
plete in itself, but likely to be more costly than its such portion of it as was going towards the north,. a
traffic may justify: the other incomplete, immature, but gain which is of less importance, as the route would be
still a measure vastly more comprehensive, and if carried at best so circuitous, that it could not be looked to as
into effect, backed by a powerful moneyed interest, of affording the only permanent communication.
manifestly greater national advantage, and yet depend- It is true, that in the event of a more direct comma-
ing on the contingency of a really good line being dis- nication being made between Cheltenham and Oxford,
covered by or near the coast. the disadvantage in point of distance of the Gloucester
The magnitude of the question demands for it the route would be lessened ; still, on the whole, the consi-
most serious consideration. A wrong step taken at derations above referred to appear to render it desirable
this juncture would be attended with lasting evil re- that the coast line by Chepstow should be adopted, as is
sults to a considerable section of the empire. As yet desired by the promoters, and by the local interests of
South Wales generally, provided the objections above
there is not sufficient data on which a sound judgment
can be formed. stated can be obviated.
In these circumstances no alternative appears to us to As regards the passing of the Severn, the promoters
remain but a postponement of both schemes until a state that the navigation to Gloucester would suffer no
thorough investigation of all the circumstances of the serious impediment even if a fixed bridge were erected
district may determine which of the two will afford the across the river, since it is conducted almost entirely
greatest advantage to the country. along the Berkeley Ship Canal, which will be passed
As the Dublin and Wicklow Railway scheme is iden- without inconvenience by a swing bridge. They do not
tical with so much of tile Dublin, Wexford, Waterford, propose, however, to obstruct the navigation of the river,
and Carlow scheme as is comprised between the towns but, on the contrary, have effected an arrangement with
of Dublin and Wicklow, they are under the same cir- the Severn Navigation Commissioners, by which, as is
cumstances, and the observations which have been ap- stated, it will be considerably improved, by making a
plied to the latter are equally applicable to the former.. new navigable cut across the neck of one of the bends
We arc, therefore, of opinion that there aro public rca- of the river, where the railway is proposed to cross.
sons why the Dublin, Carlow, and Wexford Railway The plans for this improvement, and for the bridge across
scheme, the Dublin, Wexford, Waterford, and Carlow the river, are stated to hare been prepared in concert
Railway scheme, and the Dublin and Wicklow Railway with the engineer of the Severn Navigation Commis-
scheme, ought to be postponed, at least until the next sioners, and to have received his approval. In the state
session. of things thus represented to us, it does not appear to
THE CORK AND BANDON RAILWAY. us that we can consider the proposed mode of crossing
This line, about 20 miles in length, is intended to pro- the Severn as an objection which ought to weigh against
teed from the city of Cork to the town of Bandon. The a scheme recommended by so many considerations of
works may be deemed to be of an average character, as public utility.
to extent and cost. The traffic, though not considerable With regard to the local accommodation of the county
between these two places, might, when joined by the of Monmouth, this object is proposed to be attained by
stream of traffic from Kinsale, from Skibbereen, Bantry, a branch from the South Wales line at Newport to Mon-
and various other places to the west of Bandon, prove mouth, in connexion with another scheme, the Mon-
sufficient to maintain a railway cheaply made and econo- mouth and Hereford, which, as will be seen by reference
mically conducted. to the map, completes the communication of the district,
The inhabitants of Kinsale have addressed the Board giving a branch to Hereford, and supplying a second
f
of Trade in favour of this line being carried closer to line or loop passing through the Forest of 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 quisite local accommodation, and by opening up the
might thereby arise ; as the traffic likely to come on the Forest of Dean in connexion with the other lines, it will
lice is not more than enough to warrant its construction be of great use in affording au outlet for the mineral
without any more outlay of capital than that which the wealth of that district.
projectors believe it will cost ; and as we see no reason The same objection has been urged to this as to the
why the traffic from the whole of the western portion of South Wales line, viz., that it ought to be carried round
the district should be taken by a more circuitous route, by Gloucester, instead of crossing the Severn below that
attended by an extra mileage charge, we think the pro- town. The answer is of a similar nature : that the main
moters of the railway scheme have been right in refusing communication with London will thus be shortened 7
m
the demand made upon them by the parties in Kinsale ;iles, while the distance to Gloucester and the north
and, on the whole, we are of opinion that there are no
will only be lengthened 61 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 the oar-
in which it is stated, in recommending that reports riage of the coals of the Forest of Dean to Gloucester
should be made to Parliament by this apartment upon and Cheltenham will be increased ; but, on the other
railway schemes, " That no such report should be held hand, they will be conveyed more directly to the menu-
to prejudice the claims of private persons, the examine- facturing district of. Stroud, and to the districts along the
tion of which should be altogether reserved to the Houses Great Western Railway.
of the Legislature." On the whole, the advantages of the proposed route
In submitting to Parliament, in conformity with the appear to us to preponderate over that of Gloucester,
recommendations of that Committee, the results at the objection to the crossing of the Severn being, as we
which we have arrived, with a view to the information have already stated, understood to be obviated.
and assistance of Parliament in forming a judgment The advantage of the lino in question to Hereford and
upon the schemes in question, in so far as our re-
the surrounding district will, we believe, be great by
port may be available for that purpose, we are anxious affording a ready means of communication foe passen-
that it should be distinctly understood that we have ar-
gcrs and produce towards London. It 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
the exclusion of all considerations how far such results the district, by affording a means of transport for cattle,
might require to be modified by a due regard for private Sc., to the London market.
rights and interests. We have examined the traffic estimates which have
DALHOUSIE. been submitted to us, both of this and the South Wales
C. W. PASLEY. G. R. PORTER. scheme; and although many of the sources of income
D. O'BRIEN. S. LAING. are to a considerable extent speculative, it appears to us
that there is quite sufficient to justify the sanction of
lines which hold out so much prospect of local and na-
tional advantage, and which are supported by a company
possessing such resources as the Great Western.
It may be reasonable to require from this company
some security for the completion and efficient working
of the schemes which it thus undertakes or promotes;
and, in the event of such Security being given, it would,
in our opinion, constitute an additional reason in their
favour.

REPORT OF THE RAILWAY DEPARTMENT
OF THE BOARD OF TRADE ON THE
SCHEMES FOR EXTENDING RAILWAY
COMMUNICATION IN SOUTH WALES.
Railway Department, Board of Trade,
Whitehall, March 20, 1845.
The Board constituted by the minute of the Lords of
the Committee of Privy Council for Trade, for the trans-
action of railway business, having had under considera-
tion the following schemes deposited with the Railway
Department for extending railway communication in
South Wales, viz.:—
The South Wales Railway,
The Monmouth and Hereford,
The Gloucester and Dean Forest,
The Newport and Pontypool,
have determined on submitting the following Report
thereon for the consideration of Parliament.
The South Wales and Monmouth and Hereford Rail-
ways form, together, a comprehensive scheme for extend-
ing railway communications in connexion with the exist-
, ing Great Western Railway, west of the Severn to Here-
fordshire, Monmouthshire, and along the whole course of
South Wales to Pembroke and Fishguard.
The length of the proposed lines are as follows:
Miles. Chains.

There are no railways in existence or contemplation
which compete in any way with any 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. The latter lines do so much
more completely and effectually, and the Gloucester and
Dean Forest line appears to be a partial scheme, which,
although it might be productive of some benefit, by
bringing coals into the port of Gloucester, ought not to
be allowed to interfere with projects of more extensive
utility.
It is uncertain, also, until the arrangements between
the Birmingham and Gloucester, Bristol and Glouces-
ter, and Cheltenham and Great Western Company at
Gloucester, and with respect to the line between Chel-
tenham and Gloucester, are further matured, what
gauge ought to be adopted, and what sort of junction
with the other railways in Gloucester effected by this
Gloucester and Dean Forest line, supposing it to be
otherwise desirable.
We are disposed, therefore, to recommend that this
scheme should be postponed until a future period, pro-
vision being made for the carriage of coals from the
Forest of Dean to Gloucester on reasonable terms, pro-
portioned to the direct distance, and not to the circuitous
mileage by the companies whose lines are sanctioned.
The Newport and Pontypool is a line for aflbrding
railway communication to the port of Newport for a
very important mineral district, abounding in coal and
iron. Two lines were projected for this object ; but ar-
rangements have been made to the satisfactioa of the
principal iron masters and other local interests, by
which one of the lines has been withdrawn, and the pre-
sent scheme, which is brought forward in connexion
with the existing canal, is entirely unopposed. There
can be no question that the extension of a railway to
the mineral district in question will be a great advantage.
We have to report, therefore, with regard to the dif-
ferent schemes proposed in the South Wales district, that
we are aware of no public reasons why the South Wales,
the Monmouth and Hereford, add the Newport and Pon-
typool Railways should not receive the sanction of Par-
liament, and that there appears to us to be public
grounds to require the postponement of the Gloucester
and Dean Forest Railway until a future peried
In conclusion, we beg to draw attention to the'passage
of the Fifth Report of the Select Committee of last year,
in which it is stated, in recommending that reports should
be made to Parliament by this department upon railway
schemes, " That no such report should be held to pre-
judice the claims of private persons, the examination of
which should be altogether reserved to the Houses of the
Legislature."
In submitting to Parliament, in conformity with the
recommendations of that Committee, the results at winch
we have arrived, with a view to the information and
assistance of Parliament in forming a judgment upon the
schemes in question, in so far as our report may be
available for that purpose, we are anxious that it should
be distinctly understood that we have arrived at those
results solely upon public grcunds, and to the exclusism
of all considerations how far such results might require
to be modified by a due regard for private rights and
interests.
DALHOUSIE.
C. W. PASLEY. G. 11. PORTER.
D. O'BRIEN. S. LAING.

South Wales Railway: length of main
line from Standish on the Chelten•
ham and Great Western line to Fish-

guard.-
Pembroke Branch , l9 32
Branch from Newport to Monmouth 22 35
Forest of Dean Branch 7 0

Total 2ll 7
Monmouth and Hereford Railway :
length of main line from Hereford
to junction with the Cheltenham
Great Western .
Branch to Monmouth 8 20
Forest of Dean Branch

Total 44 61

The direction of these lines will be best understood by
a reference to the accompanying map. They are both
proposed to be constructed on the wide guage of seven
feet, in connexion with the Great Western system, the
Monmouth and Hereford scheme being undertaken by
the Great Western Company, and the South Wales
scheme by an independent company, assisted by that
company.
The gradients of both lines are in parts very severe,
but not impracticable, and there is reason to believe that
better gradients could sot have been obtained without
incurring an expense which, under the circumstances,
would have been very undesirable. The works for the
greater portion of the South Wales line are light; and,
upon the 'whole, the lines present no extraordinary en-
gineering difficulties.
With regard to the general object of extending railway
communication throughout South Wales, the public and
local advantages are too evident to require much comment.
There are, perhaps, few instances where greater advan-
tages may be reasonably anticipated from the extension
of a communication which will place so many con-
siderable places and important mineral and agricultural
districts, which have hitherto suffered from the com-
parative isolation of their position, within a few hours'
journey of the metropolis and of the rest of England.
The towns of Monmouth, Newport, Cardiff, Neath,
Swansea, Llanelly, Carmarthen, Pembroke, and Milford
Haven, the whole of the great mineral districts of South
Wales, and the counties of. Hereford, Monmouth,
Glamorgan, Carmarthen and Pembroke, will all partici-
pate directly in the advantages afforded by this improved
communication. _ _

The south of Ireland, also, to the whole of which the
South Wales line will afford the shortest communication
to London, Bristol, and the south of England, will also
participate in the benefits of the undertaking ; and the
advantage in a national point of view of a line which
covers such a great extent of coast, and affords a ready
communication with the dock-yard at Pembroke, and
with the station at Milford Haven, is also considerable.
We can have no hesitation, therefore, in arriving, upon
general grounds, at a favourable opinion of an undertak-
ing which affords such important public advantages ;
nor, when we come to consider the details of the scheme,
do we see any reason to doubt that it has been laid out
judiciously, with a view to the accommodation of the dis-
trict, and to the attainment of the principal objects.
The choice of a coast line, in preference to one more
inland, appears to be fully justified.
The engineering difficulties of the hilly country in the
interior are known to be great ; and it is doubtful
whether a practicable locomotive line could have been
obtained at any moderate expense. Even if such a line
could have been obtained, it would have traversed a com-
paratively poor and thinly populated district, affording
no accommodation to the principal towns of South
Wales, such as Newport, Cardiff, Neath 4 Swansea, and
Llanelly ; which could only h47e been connected with it
by branches ascending the different valleys, and from
the nature of the country requiring very steep gradients
in order to attain the requisite elevation, I3y the pro-
posed line, the principal towns and commercial empo-
riums which are sitvlated along the coast at the bottom
of the valleys arerplaced upon the main line, to which
the traffic from the interior will descend, a consideration
which is very important, when we recollect that a great
part of this traffic will consist of heavy minerals.

INVERNESS AND ELGIN RAILWAY.--We are all,
thorised to state that
on the appearance of the prospec•
tus of this undertaking in the Noith British Advertiser
of Saturday last, applications were made that day, in
Edinburgh alone, through the agents and shareholders
there, for an amount of shares considerably beyond the
proposed capital of 3,000,0001. Monday and yesterday,
on its being announced in Inverness that the prospectus
had been issued, shares were applied for by parties resi-
dent here to a very large amount, and the sales in tho
eastern burghs have bean equally rapid and successful.
But to prevent disappointment, as much as possible, our
underfriends in the north, who wish to engage in the
taking, ought not to lose a day in making application.—
Inverness Courier.

FATAL CART ACCIDENT.—Last evening an incined
was held at St. Thomas's Hospital before Mr. Joseph
Payne, on the body of Samuel Smith, aged 40, a carman
a waggoner, said, that on Saturday
in the employ of jr. Tyler, gardener, of Greenwich.
Charles Woolley,
last he was driving his waggon up Maze-hill, Green:-
wick, when ho heard a cart coming at a furious pace
down the hill. When the cart passed the bond in the
road, witness saw the deceased fall of and one of the
wheels ran over his head. He received immediate assis-
tance, and having first been attended by a surgeon in
the neighbourhood, he was taken to the hospital. He
died from the effects of the injuries in less than two hours
, after his admission. Verdict--" Accidental death.'