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

iVATERFORD AND KILKENNY RAILWAY.

The object of this scheme is to afford to Waterford
railway communication with Dublin, and to open to the
county of Kilkenny an outlet for its produce by the
seaport of Waterford.
The proposed line ccmmences at the south side of the
river Suir, at the bridge of Waterford ; it crosses the
river Nore by a viaduct 80 feet high, near Thomastown;
and terminates in Kilkenny, 31 miles 20 chains from
Waterford, throwing off a branch 6 miles 20 chains in
length to Kells. The earth works on the line are very
light, and the only works at all heavy are the viaduct
near Thomastown, and another viaduct leading into the
Waterford terminus. With these exceptions, the line is
easy of construction.
At Kilkenny the promoters of the scheme are prepared
to enter into any arrangement that may be deemed ad-
visable to connect their line with the Great Southern and
Western Railway, so as to give an uninterrupted com-
munication with Dublin. They are willing to join the
Kilkenny Junction, if it be made, and so fall into the
Great Southern and Western near Abbeyleix ; or they
will themselves construct a line from Kilkenny to Carlow,
there to join the Carlow branch of the Great Southern
and Western; or, should the latter company be disposed
to take advantage of an unexpired Act, which would
enable them to run a line from Carlow to Kilkenny, the
Waterford and Kilkenny Company would join in that
measure.
The town of Waterford has become of such great
commercial importance, that it may reasonably claim a
more direct route towards Dublin than could be afforded
through the medium of the Waterford and Limerick and
the Great Southern and Western lines by Tipperary.
Doubts may be entertained whether the traffic will be
sufficient to afford to the promoters a reasonable remu-
neration on the outlay. On this point we are not pre-
pared to say more than that we believe it will prove
enough to support the line, which may be cheaply made,
provided an economical system be pursued by the com-
pany in the formation of their works, and in the general
management of their affairs.
Considering, then, that the proposed scheme is the
first step towards accomplishing a direct route through
this district, by railway, to Dnblin ; that it will give to
the country in the interior a communication with the
flourishing seaport of Waterford ; that the local feeling
is strongly in its favour, and that the works are of an
inexpensive character, we are of opinion that, on public
grounds, it ought to receive the sanction of Parliament.
The proprietors are disposed to try Payne's patent
wooden rail, though many scientific and practical en-
gineers are understood to be against the adoption of that
system. We think, however, that the scheme ought not
to be rejected simply because an alleged improvement,
not yet fully tested, is disapproved of by parties who
have already provided other means of transit—especi-
ally as the projectors say that if the wooden rail does not
answer the desired purpose, they can, and will, at a small
additional outlay, place iron rails on the wooden rails,
somewhat after the mode adopted on the English Great
Western Railway.
Without giving any opinion as to the merits of the
patent wooden rails, we see no reason why the pro-
jectors should not be allowed to try the experiment,
if they think proper to do so, so long as their system
does not interfere with the general communications of
the country ; but as it appears that, although the car-
riages constructed to run on the wooden rails will also
run on the iron rails, yet that carriages adapted to the
iron rails cannot be used on the wooden rails, it is
necessary that precautions should be adopted to pre-
vent any inconvenience resulting to the public from
the introduction of the system, and to obviate the pos-
sibility of its interposing a break in the free through
communications in Ireland, similar to the break now
created by the meeting of the wide and narrow gauges
in England.
If this scheme, as a whole, should receive the sanc-
tion of Parliament, we beg to suggest that a clause be
introduced into the Act, taking power to require the
company to lay down rails which shall admit of the
free passage of the ordinary railway carriages in Ire-
land, if it should appear hereafter that the public con-
venience requires it.
KILKENNY JUNCTION.

This line, 25 miles 70 chains in length, proceeds out
of the Great Southern and Western Railway some dis-
tance south of Maryborough, and passing through Ab-
beyleix and Ballyragget, terminates in Kilkenny. The
works are very light, and the line offers no material
obstacle of any sort. So far no public grounds of ob-
jection exist to its construction ; but though the line
may be made- at a comparatively small cost, taking it
in connexion with the probable traffic, we are of opi-
nion that to a company solely dependent upon it for
remuneration, it can bring no profit commensurate with
the outlay. The Commissioners have gone fully into
the question (see p. 61, part 2. of their 2d Report), and
the result of their inquiry shows !`a profit of but 2 per
cent. on an expenditure equal to 8,0001. per mile.
If this line were but a branch from the main trunk
line passing through the country4to which it would
supply lateral traffic, and thereby Thcrease the amount
of receipts on the whole, the case would be different ;
but in a distance of only twenty-six miles, subject to
standing expenses equal to those which are necessary
for an independent company of twice or thrice its length,
it is clearly impossible that any remuneration can
reasonably be expected.
, Besides, it is still an open question, whether a line
from Kilkenny might not be carried with advantage to
Carlow. The Commissioners' map shows a larger stream
of traffic by the latter than by the former route.
The Great Southern and Western Company are about
to make their branch to Carlow, which would certainly
compete with the Kilkenny Junction for a portion of the
Waterford and Dublin traffic, if by any means the former
could take a line to Kilkenny.
Considering, therefore, that no proof exists of a traffic
which could support an independent line of this cha-
racter ; that when the Great Southern and Western
Railway shall be opened, a juster estimate of the require-
ments of the district may be formed than is at present
possible; and that it is now doubtful whether the route
by Carlow be not the preferable one, we are of opinion
that, on public grounds, this scheme ought to be post-
poned.
DUBLIN, CARLOW, AND WEXFORD; DUBLIN,
WEXFORD, WATERFORD, AND CARLOW ;
DUBLIN AND WICKLOW.

Though termed the Dublin, Carlow, and Wexford
Railway, the first named of these schemes is in fact con-
fined to carrying a line from Carlow to Wexford, by the
running towns of Newtown Barry and Enniscorthy.
The whole line may be considered as considerably above
an averag ein the cost and magnitude of the works. The
traffic, as shown by the promoters of the scheme if
proved, might justify the expenditure of the capital which
will be necessary to make the line. But with respect to
this project, the Commissioners have stated, " On exa-
mining the returns from the towns of Wexford, Ennis-
corthy, and Newtown Barry, through which it was to
pass, it does not appear that at present there is sufficient
traffic either in passengers or goods from these towns
towards Dublin, to warrant the expenditure of so large
a sum as would be required for its construction."
We have not received any satisfactory proof that either
the Commissioners formed an erroneous opinion on this
subject, or that the circumstances of the district are so
altered since their examination of it took place as to
justify now what they believed to be unjustifiable then.
The Dublin, Wexford, Waterford, and Carlow Rail-
way is a scheme projected by parties connected with the
Great Western (England) Railway, with the view of
opening out the district, through which it is proposed to
pass, in connexion with steam-boats from Wexford to
Fishguard, and by the South Wales intended line, to the
south of England and London.
It is contemplated to take this line out of Dublin by
the present Dublin and Kingstown Railway; to continue
it along the coast by Wicklow to Gorey; from thence to
proceed to Enniscorthy; there to be joined by a branch
from Carlow ; and the line, thus united, to proceed a
short distance, and then again to branch into two lines—
one going to Wexford, the other to New Ross and
Waterford.
A reference to the accompanying map will show the
direction which is taken.

It is evident, therefore, that much of the project is
in competition with the proposed line from Wexford to
Carlow.