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

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 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,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 satisfaction 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 large
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.