The Sun.
London, England, 1845-06-10 00:00:00

THE SOUTH WALES ItAILVT.A.y.

Mr. AUSTIN (with whom were Mr. Talbot and Sir T. Phillips)
appeared to open the case. He commenced by saying that the present
scheme was one of the most important measures that he ever remena-
bered to have been brought before a Committee of the House of Com-
mons for their consideration. It would appear from the maps before
the Committee, that the line was proposed to traverse a very extensive
range of country. The entire length of railway was 162 miles, going
through a country at present entirely without the means of railway
communication, and yet numerous in population, and abounding in
mineral and agricultural produce. The line would establish a com-
munication with various ports on the great estuary of the Severn,
and would terminate near the port of Milford, which was notoriously
one of the most important ports in the country. The shore
lying opposite to Ireland, and commanding all the extensive com-
merce derivable from the south of Ireland, It would be very difficult
to exaggerate the importance of that line. The Commissioners of
the Board of Trade, who had inquired fully into the question with
respect to the general utility of the proposed line, were of opinion
that the benefits that would result to South Wale' would be almost
incalculable. He would shortly describe what the course of the
proposed line would be. There appeared on the map, on the line
called the Great Western, a place of the name of Standish, which had
hitherto been a small and unimportant place, but which In the lapse
of time, would, no doubt, become as notorious as some of the princi.
pal cities. Standish was the point of departure from which the
proposed project would emanate from the Great Western line.
Before proceeding from this point, the Learned Counsel called the
attention :of the Committee to the general bearings of the line
with respect to the Great Western Railway. It was pro-
posed to construct the South Wales line on the
principle of the broad gauge, and no difficulty would
arise on this head, as no opposition had been
offered as to whether the line should be made on the broad or the
narrow gauge. The proper point of departure for a South Wales
line would be, without doubt, from Standish, whether it was in-
tended to accommodate the internal districts or the coast; and it was
also the best means of communication for London and Manchester.
From St. David's to London the communication would be nearly
in a straight line. Standish would be also a very convenient
point, as it approximated nearest to the port of Bristol, and with
the west of England generally it would afford the nearest and best
communication. that could be obtained. From Standish to Glou-
cester the distance was 72 miles, to Bristol 29 miles, and to Lon.
don 107 miles. It was intended to cross the River Severn
at a point six miles from Standish, which formed a con-
siderable bend here. On crossing the Severn the line would
enter the district of the Forest of Dean, which was
a mineral district of very vast importance, and belonged to the
Crown. From thence the line proceeded along the coast, crossed
the Wye, to a point called Chepstow, where the line entered
the town of Monmouth ; and from thence, following the
coast, reached the town of Cardiff, which was a port of con.
siderable importance. The course of the railway would then
be entirely a straight line to Neath, a very large mineral dis.
trict. From Neath, the line traversed a rich agricultural
mineral country to Swansea, from whence fully three-quarters of the
entire copper used for manufacture was exported. The line then
proceeded from Llanethly to Carmarthen, towards which town was a
large converging of population and commerce ; it hence travelled
west from Carmarthen to Milford Haven on to Fishguard, from
whence the distance across the channel to Wexford was
seventy miles. It was very important that a more
effectual communication between London and Ireland should
exist, as the present means of communication round Holyhead
was exceedingly inconvenient. The railway would also conduce
very considerable to promote the commercial interests of Ireland,
as regarded Wales and England. It could not fail to strike the
Committee how important it must be to obtain a nearly direct com-
munication between Fishguard and the ports of Waterford and
Wexford. Wales and Ireland would be mutually benefited.
The strong opinion that had been expressed by the
Commissioners of the Board of Trade as to the advan-
tages of the proposed line, would preclude the necessity, if
any existed, of entering into any details as regarded the en-
gineering department, or as to the produce of the country
through which the line would pass. He would proceed at once to
state that the estimated cost of the centre line, including all contin-
gencies, was 2,800,0001.; which sum was small when compared with
the expense of lines of a similar important nature. The passenger
traffic was expected to realise:an income of 220,0001. a-year, from the
conveyance of goods the revenue would be 205,0001. ; from other
sources about 30,060/., making altogether a gross revenue of
450,0001. annually. The working expenses of the line had been
calculated at 40 per cent., which, being deducted from the gross
I revenue, will leave a clear net annual income of 274,0001.,
and which will yield an interest on the capital exceeding
nine per cent. There were three branches on the line,
one of which was called the Pembroke branch, and was 19
miles in length ; the second extended from Newport to Mon.
mouth, and was 19 miles long, where it combines with the
Hereford and Monmouth line, and the third branch, which was
7 miles in length, traversed the Forest of Dean and also united with
the Hereford and Monmouth Railway. It was proposed to make
a navigable cut across the bend of the river where
the railway would pass. The Lords of the Ad-
miralty had demurred to the proposed scheme only with
hesitation. The Commissioners of the Severn Navigation were
satisfied the proposed mode of crossing the river would not be
injurious. The Board of Commissioners of the 'Woods and

Forests were strongly desirous that the line should be made, and
the Board of Trade had decided it was desirable to be made, so
that these three important and influential bodies are all pressing
in its favour. The only persons who were likely to be effected by
the construction of the bridge were those who were located above the
crossing, and it would appear in evidence that these individuals
were all unopposed to the project intended. The canal on the
side of the Severn would, without doubt, tend considerably to pro.
mote the traffic on the river, and would be a beneficial interference
There was little or no opposition on the line, for on the 2.15 miles
of railway there were only 15 miles opposed by landowners. The
Learned Gentleman concluded his address by observing that he
had left all details of an engineering nature entirely out of view,
but he was satisfied he had stated enough to convince the Commit-
tee that the preamble of the Bill ought to be passed.
The CuAIRMAN then said—l suppose, Mr. Austin, you have seen
the letter from the Admiralty.
Mr. AI:MTN—Yes, Sir.
The CHAIRMAN observed he was authorised in saying that that
communication had been confirmed by a subsequent intimation from
the Admiralty.

Sir T. PHILLIPS called Mr. Buckland, of Swansea, as the first
witness—He deposed generally as to the mineral traffic of South
Wales, and the great advantage a railway communication would
afford in opening up markets fur the disposal of the produce. The
further examination of the witness was postponed till to-morrow,
and the Committee adjourned.