The Sun.
London, England, 1845-03-07 00:00:00

THE SETN;: LONDON, FRIDAY EVENING, MARCH 7 IMS.

RAILWAY DEPARTMENT OF THE
BuARD OF TRADE.

CORNWALL AND DEVONSHIRE.
REPORT OF TIM RAILWAY DEPARTMENT OF TEE BOARD OF TRADE
UN THE PICIIEMES FOR EXTENDING RAILWAY COMMUNICATION IN

CORNWALL DEVONSHIRE.
Railway Department, Board of Trade, Whitehall, March 4.
The Board constituted by Minute of the Lords of the Committee
of Privy Council for Trade, for the transaction of railway business,
hawing had under consideration the following schemes deposited
with the Railway Department for extending railway communica-
tion in Cornwall and Devonshire, viz.:—
The Cornwall Railway (Plymouth to Falmouth);
The Cornwall and Devon Central (Exeter to Falmouth) ;
The Great Western and Cornwall Junction (Exeter to Fal.
mouth) ;
The West Cornwall ;
The St. Ives Junction;
The Exeter and Crediton ;
The North Devon (Crediton to Barnstaple) ;

The Torquay and Newton ;
hare determined on submitting the following report thereon for
the consideration of Parliament.

First, as regards the schemes proposed for extending railway
communication to Falmouth.

Jo this case the question is not so much what is preferable as
what is practicable. Had the question of railway extension to the
westward of Exeter been an open one, and had the nature of th•
country admitted of the construction, at any moderate cost, of a
central line through the counties of Devon and Cornwall, corn.
bining the traffics of Falmouth and Plymouth, and of both coun-
ties over one trunk, we are by no means insensible to the advan-
tages which such a combination would have presented, both as
shortening the distance from the extreme points to London and to
the rest of England, and as affording better accommodation to the
nothern and central portions of the two counties.

The question, however, assumes a very different aspect when
w•e consider that the Legislature has already sanctioned the South
Devon line from Exeter to Plymouth, by which a large proportion
of the traffic which was calculated upon to support a central line
is irrevocably diverted into another channel; and such an advance
is made towards Falmouth that the construction of 66 miles of new
railway, as compared to 1001 by the central line, will be sufficient
to complete the communication.
. _

As regards the central line the question ls therefore reduced to
this—whether the remaining traffic, that of Plymouth and its
vicinity, and probably that of Tavistock in connexion with the
Plymouth line, being lost, is sufficient to render at all feasible, as
a commercial speculation, the construction of 1001 miles of new
railway from Falmouth to Exeter. .

Upon this point we have no hesitation in expressing our opinion,
after a careful examination of the traffic tables and other evidence
submitted to us, that there would be no probability of such a
line being supported in a state of solvency, unless it were one
which admitted of being constructed and worked with extreme
econoray.

Tie existing through traffic by land between Falmouth and
Exeter supports only two coaches, both of which are mails; and
the through traffic both of geode and passengers, which now goes
by sea, will have to be competed for with steam-boats and sailing ves-
sels. For about two-thirds of its course between Budmin and Exeter
the central line would traverse a barren, thinly populated country,
hardly passing through a single town, and consequently could not
expect to command much local traffic.
An examination of the traffic tables prepared by the County
Committee in 1841, with a view to the central line then proposed,
and which may be relied upon as e►ring in excess rather than in
defect, will confirm this result, and show that if, on the one hand,
the Plymouth and Taviatock traffic, and on the other, the various
sources of local traffic which would have been commanded by the
central line then projected, but not by the present line, be deducted,
there will scarcely remain enough to justify the construction of a
line of 100 miles in length, even if it were of cheap and easy exe.
cution.

But the proposed Central Cornwall and Devon Railway would
be of a roost difficult and expensive character. Throughout its
whole length it has hardly a mile running at or near the natural
surface of the ground. It has nine tunnels, whose united length
amounts to 4,820 yards, eight miles of cutting at depths exceeding
b 0 feet ; nine miles of embankment of a keight exceeding 70 feet ;
and 1,076 yards of viaduct, at heights of 53 and 45 feet.
The difficulty and expense of such immense works are greatly
enhanced by the geological character of the district through which
they would have to be constructed. It appears from statements
submitted to us, that one tunnel of 700 yards, at a depth of 146
feet below the surface, is through granite ; a cutting of 11 mile,
as deep in parts as 70 feet, is through granite and hard greenstone;
and, generally speaking, a great part of the line runs through gra.
nice, greenstone, silicious slate, and other rocks of a hard descrip.
tion.

The general experience of railway construction would not war-
rant us in assuming that a line of this description could be con-
structed at a less cost than 30,0001. or 40,0001. per mile; and even
if we were to make every allowance for the superior economy of
construction which is now expected to prevail, more especially in a
district like Cornwall, where mining operations are so well under-
stood, we should be unable to satisfy ourselves that there was any
reasonable probability for supposing that the line in question could
be completed for anything like the estimate of 1,500,000!.

Neither would the result of these immense works be to attain a
line with good gradients, admitting of economical and expeditious
working. On the contrary, the gradients of the proposed central
line are very severe. At the Falmouth end there is a gradient of
two miles ten chains in length, at an inclination of one in sixty,
terminating in a curve of twenty chains radius. In the central
portion of the line there is a continued ascent to the summit on one
side of eleven miles, at an average inclination of one in ninety.
two ; and on the other side, of ten miles at an average inclination
of nearly I in I GO.
It is evident that a line of this description could not be worked
with speed and punctuality, as an important passenger locomotive
line, without incurring heavy expense for power. _ .

Considering, therefore, the unusually expensive nature of the
works upon the central line, the severity of its gradients, imply-
ing additional cost in working, and the comparatively small amount
of traffic that could be expected to pass over it, we have had no
hesitation in arriving at the opinion that it must be considered,
under present circumstances, as altogether impracticable as a com-
mercial undertaking. _

The plans and sections of another project for a central line,
called the Great Western and Cornwall Junction, have also been
deposited with this department; and although it does net appear
that the project in question has ever obtained any such support,
either from the public or from local interests, as would warrant
us in assuming it to be a substantive scheme, likely to be sub-
mitted to Parliament; we have thought it right to inves•igate its
engineering circumstances, in order to ascertain whether there
was any probability of an easier line than that of the Cornwall and
Devon Central being found in a different direction. The result of
this investigation has leen, however, to satisfy us that the project
in question was even more objectionable than that already de.
scribed. Although the plans and sections deposited with us are
in such an imperfect state, that the necessary information is net
always to be obtained (the extreme height sad depth of the em.
bankments and cuttings being, for instance, frequently omitted),
enough appears upon them to show that the line is one continued
succession of cuttings and embankments, many of which are of
enormous dimensions. There are 31 cuttings, whose depth ex-
ceeds 50 feet, some of thern reaching the depth of 90 and 100 feet;
11 embankments, exceeding 70 feet in height ; 4,360 yards of
tunnels ; and nine viaducts, of the length of 3,980 yards.
We, therefore, are compelled to abandon the idea of a central
line, as altogether impractical, and to confine ourselves to the sole
question of the coast line from Plymouth to Falmouth. This line
is only 66 miles in length, and the works are not, on the whole,
•f a very heavy character.
The total length of cutting exceeding SO feet in depth, is only
four miles, and it has only one cutting of half a mile, at a depth
exceeding 50 feet, at and beyond which depth the central line had
eight in:les of cutting. It has only 2} miles of embankment at a
height exceeding 40 feet, and only half a mile, as compared to
nine miles of the central line, at a height exceeding 70 feet.
There Is but one tunnel of 580 yards, and 739 yards of viaduct,
at heights varying from 20 to 100 feet.

There does not appear, therefore, to be any material difficulty in
the way of the coast line, as regards expense of construction. The
probabilty of a sufficient traffic is also greater upon this line than
upon the central line ; since, in the event of the latter not being
constructed, it will command the greater part of the same through
traffic, while it will probably obtain a much larger local traffic
in proportion to its 'ength, passing as it does through a more po.
pulous district, and connecting Cornwall with the large and im.
portant towns of Plymouth and Devonport.

We are of opinion, therefore, that the extension of the oosst
line from Plymouth to Falmouth may fairly be sanctioned as a com.
inercial speculation, and that, in this point of view, It affords the
only practicable means at present of extending railway communica.
tion to the county of Cornwall.

1 he principal objections to the line arise from the nature of its
curves and gradients. The ruling gradient of the line is lin 60,
et which high inclination there are no fewer than 28 planes, ►hose
united length amounts to very nearly 21 miles. There are four
planes even steeper than this ; one of a mile in length, being at 1
in 45, and three others at lin iO. Generally speaking, these
steep inclines are for short lengths, and undulating, the longest
being au incline of 1 in 60 for two miles six chains.

The curves of the line are also very severe, there being above
60 curves, of 15 chains radius, and several others approaching the
saute degree of curvature, and many of these curves are upon steep
gradients.
The promoters state that the line has been laid out with a ♦iew
to the adoption of the atmospheric system, upon which system the
gradients anti curves might not be objectionable.
In o u rep,rt upon the Newcastle and Berwick scLem,s, to
which we must here refer, we have fully stee,l our views with re.
gard to the atmospheric system, add the reasons which make it
impossible for us at present to assume its complete success in making
a comparison between competing schemes. In the present
instance, these considerations might be somewhat modified by the
circumstance that, in our opinion, the central scheme cannot be
considered as practicable, and therefore not as entering into corn.
petition with the coast line. Also, the comparison is not with a
line which offers good locomotive gradients, those of the central
line being also severe, as we have already seen.
At the same time we feel that these circumstances do not
obviate the objections which may be urged against sanctioning any
line which, in the present state of experience, cannot be consi-
dered practicable for the locomotive engine.
Upon this point we have fully stated our views, and the conclu.
dons which experience appears to justify, in our report upon the
Manchester and Leeds district, to which we beg to refer.
From these facts it does not appear that experience would war-
rant us in pronouncing the gradients and curves proposed upon the
Cornwall line to be absolutely impracticable, or dangerous for the
ordinary locomotive engine; and nothing short of this would, as
we conceive, justify us in reporting to Parliament an opinion ad.
verse to a line which affords, in our belief, the only practicAble
means of attaining such an important object as the connexion of
the county of Cornwall by railway with the rest of the kingdom.
The necessity of a passage of the Hamoase, involved by this
line, has been strongly objected to, as calculated to create
delay and inconvenience. Undoubtedly, if the comparison had
lain between this line and one equally practicable in
another direction, the interruption occasioned by the ferry would
have been a strong argument in favour of the competing project.
It does not appear, however, that this passage is in itself so objec-
tionable as to weigh materially in a consideration of the sole prac-
ticable line proposed into Cornwall. The ferry at the Hamoaxe
is in a situation sheltered from the sea, and comparatively little
affected by the tides; and there appears to be no insurmountable
impediment in the way of transporting the carriages and waggons
of railway trains across it, by a moveable bridge worked by ma-
chinery, in the same manner, as the ordinary traffic passing the
ferry is now transported. It is certified to us by the treasurer of
the Toro( int Steam Ferry Company, that the present bridge has
been in operation for the last ten years, and has never on any
occasion experienced interruption from the weather. Also, that
the bridge crosses every quarter of an hour for 15 hours a day,
and that the actual average time of crossing is only about six or
seven minutes.

It appears to us, therefore, that independently of the improve-
ments in the present mode of transit which the promoters of the
Cornwall Railway, in conjunction with the South Devon Railway
Company, look forward to introducing, there is no such objection
to the crossing as should weigh very materially in consideration of
the line.

On the whole, therefore, considering that the proposed Cornwall
Railway from Plymouth to Falmouth affords the only practicable
means of extending railway communication to Cornwall ; that it
will thus afford great benefits to a large and important district ;
and that although bad in respect of curves and gradients, it is not
absolutely impracticable as a locomotive line, and not inferior to
any other line that is likely to be obtained at any moderate cx.
pense;—we have to report our opinion that there are no sufficient
public grounds why it should not receive the sanction of Parlia-
ment.

The West Cornwall Railway is an unopposed local scheme in
connexion with the above, and with the flayle Railway, extending
railway communication through the populous mining districts west
of Truro as far as Penzance. There seems no reason to doubt
thtt it will be productive of a considerable local benefit, and ►ill

command a large total traffic, sufficient to warrant its construction,
besides affording a prolongation of the trunk line almost to the
Land's End. The gradients are in part steep, but not imprac-
ticable, and the works are generally easy, the total estimated
capital for a single line of 23 miles being only 180,000/.
Plans have been deposited for a portion of the line up to Truro,

common to the Cornwall Railway; but of course this portion
ought to be in the hands of the more important Company, and the
West Cornwall lime should be considered as commencing at the
Junction.

The St. Ives Railway is a short branch, in connexion with the
above, of three miles in length, from Hayle to St. Ives, intended
to afford access to that port.
We are aware of no public reasons why this and the West

Cornwall scheme should not receive the sanction of Parliament.
In connexion with the question of railway communication west-
ward of Exeter, we have had to consider that proposed by the
Exeter and Crediton, and Crediton and Barnstaple Railways to
North Devon.

No other schemes being actually in the field, the sole question
has been, whether these lines came within the spirit of the recom-
mendations in the report of the Select Committee of last year, di.
recting our attention to the case " where the line taken affords
strong presumption that it does not afford the best means of com-
munication between the termini, and of accommodating the local
traffic," aid " where a Bill of inferior merits may be brought be-
fore Parliament, and where a preferable scheme Is in ions fide
contemplation, although not sufficiently advanced to come simul-
taneously before Parliament."

In this case it was strongly urged upon us by representations
from Barnstaple, Ilfracombe, South Melton, and Tiverton, that the
proper direction for a line to place Barnstaple and North Devon in
connexion with the railway system of England, was by Tiverton,
and not by Crediton and Exeter.
The advantages of a Tiverton line were stated to be, that it
would save 20 miles In distance upon the great bulk of the traffics
of the district going towards London, Bristol, and the north, as
compared with the Crediton route; while for the sough smaller
portion of the traffic going towards Exeter and Plymouth, It would
only involve a circuit of about eight miles. Also, that It would
accommodate a more populous district, retain the traffic in its ac-
customed channel, connect Barnstaple and South Molton with
Tiverton, and require the construction of only about 94 miles of
new railway as scampered with 84 miles.

It is further stated that a Tiverton lino would enter the town of
Barnstaple, and admit of an easy extension to the coast of the
Bristol Channel at Ilfracombe ; while the Crediton line would
terminate at a point separated from Barnstaple by a navigable river
nearly half a mile wide.
Although not in a position to express a definite opinion how far
these arguments may be correct, and may outweigh any that can
be urged in favour of a Crediton line, or whether the existence of
the two lines may be absolutely incompatible, we consider that a
sufficient prima facie case has been established to make it desirable
that the question should not be prematurely decided by sanctioning
the Crediton scheme before it is ascertained whether a practicable
line can be formed by way of Tiverton ; and before an opportunity
has been afforded to Parliament of a deliberate comparison of the
advantages of the two schemes.

We have to state our opinion, therefore, that, upon public
grounds, it appears to us to be desirable that the Crediton and
Barnstaple, and Exeter and Crediton schemes should be postponed
until a future period; and we are fortified in expressing this opinion
by the consideration that, until it is known what decision Parlia-
ment nay come to with reference to the Cornwall and Devon
Central line, the question of railway communication for North
Devon can hardly be properly entertained.

The only other scheme in this district is the Newton and Torquay,
a short line, of 4i miles in length, to Torquay from the South
Devon Railway. This line is proposed to be constructed by an
independent Company, but it is manifestly too short to support
itself, and must be considered as a branch of the South Devon line.
As the South Devon Railway is not yet completed, and it is not
yet certain whether the atmospheric or locomotive system of pro.
pulsiou may be ultimately used upon it; and as the branch in
question has heavy works, severe gradients and carves, and a ter-
minus apparently not very well adapted for local convenience, and
is moreover strongly opposed by a respectable body of residents in
the town and neighbourhood, as uncalled-for, and calculated to in.
jure the place ; it appears to us in every respect desirable that the
construction of it should not be at present intrusted to an inde-
pendent Company, but that the consideration of the scheme should
be postponed until the South Devon Railway Is further advanced
towards completion, when it will be better seen whether a branch
for the accommodation of Torquay may be properly undertaken by
the South Devon Company.

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 Parlia.
ment by this department upon railway schemes, "What Ise such
report should be held to prejudice 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 recommen.
dations of that Committee, the results at which we have arrived,
with a ♦iew to the information and assistance of Parliament iu
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 re.
sults solely upon public grounds, and to the exclusion •f all consi.
derations how far such results might require to be modified by a
due regard for private rights and interests.
DALHOUSIE.

D. O'BRIEN.
T. CODDINGTON.

G. R. PORTER.
S. LA ING.

NORFOLK AND SUFFOLK.

'SPORT OP TRES RAILWAY DIPARYAIRNT OP TIM BOARD OP TUDII ON
TAR 'CREMES FOR BITUNDING RAILWAY CSUMINIOATION IN YRS
COUNTIMS Of NORTOLIL AND RUFFOLK.
Railway Department, Board of Trade, Whitehall, March 4.
The Board constituted by Minute of the Lords of the Committee
of Privy Council for Trade, for the transaction of railway business,
having had under consideration the different schemes deposited
with the Railway Department for extending railway communication
in the counties of Norfolk and Suffolk, have determined o➢ submit-
ting the following report thereon for the consideration of Parlia.
ment :

It is necessary to premise, that in the year 1831 the Eastern
Counties Railway Company obtained an Act to rnake a line from
London, by Colchester and Ipswich, to Norwich and Yarmouth,
but owing to circumstances, which it doe* net appear to us ne-
cessary to enter upon, they were unable to proceed beyond Col.
chaster, a distance of 51 miles. To complete the dropped portion
as far as Ipswich, powers were granted by Act of Parliament, in
1843, to tho Eastern Union Company, whose line is now in course
of construction.

In 1842 the Norwich and Yarmouth Railway Act was obtained t
this railway is now in use.

In 1844 the Norwich and Brandon Railway Act was passed, for
the purpose of connecting Norwich with an extension from the
Eastern Counties Railway, the Bill for which also passed in 1844,
and the line is in course of construction.

The railway projects to traverse the district in question which
have been submitted to Parliament in the present session, Batty be
classed under the following heads:--.

Schemes to connect Norwich and London, xis. :
Digs and Colchester Junction.
In connexion with the Norwich and Brandon—Dias Branch.
_ _

Eastern Union—lpswich and Norwich Extension.
London and Norwich Direct.
Branck Schemes, and Schemes sennected with the principal

Sch erne@ ; ♦iz.:-

Bury and Ipswich.
Did, 'Uccle', and Yarmouth.
Diss and Colchester—Redham branch.
Lowestoft Railway and Harbour.
Eastern Counties—Colchester and Bury St. Edmund's Ex.
tension.
Schemes in the Northern part of Norfolk ; ♦la.:--
Direct East Dereham and Norwich.
Lynn and East Dereham.
Norwich and Brandon—Dereham branch.
Wells and Thetford.

Looking at the number of these schemes, we cannot but remark
on the extent to which railway speculation has gone for the con.
struction of ►ines In thi: district, and the improbability of the Legis.
lature sanctioning at present more than a small portion of the pro-
jects which we have enumerated.
A main object to be attained is the through communication be-
tween Norwich and London, keeping in view at the same time the
imperative necessity of giving to the intermediate towns the most
convenient railroad to the metropolis, and to each other. Parlia.
ment, by granting the Eastern Counties Company's Act, in 1636,
established the proposition that Norwich ought to have a good
railway to London ; the present course of the Norwich and Bran-
don, by the Northern and Eastern Railway, cannot be considered
adequately to attain that object.

The Disc and Colchester Junction commences at the present
termination of the Eastern Counties Railway, at Colchester, thence
proceeds through Hadleigh to Stowmarket, Eye, and Dies, where
it joins the Dims branch of the Norwich and Brandon line, by which
traffic may proceed by the Norwich and Brandon to Norwich and
Yarmouth, to the eastward, or by Brandon, to the westward.

The Ipswich and Norwich line is intended to proceed from the
terinma.ion of the Eastern Union Company's line at Ipswich, to
pass by Stowmarket, to leave Eye nearly three miles to the east,
and after going close to Diss, to enter Norwich on the south side of
that town.

The proposed London and Norwich Direct line commences at
Elsenhass, on the Northern and Eastern Counties Railway, about
three and a half miles beyond the Bishop Stortford station, passes
two miles to the west •f Thaxted, then nearly midway between
Haverhill and Clare, through Bury St. Edmund's, and joins the
Norwich and Brandon Railway at Thetford.

These lines have no engineering difficulties to encounter, and
may be constructed at a moderate cost.
The lengths of these lines are :

Miles. Chains.
Eastern Union Extension ........ ... .. 43 56
Dias and Colchester Junction, including
the Diu Branch
London and Norwich Direct... 45 11
The distances respectively by these proposed lines, between
London and Norwich, are—

Miles, Furlongs.
By the Eastern Union Extension..., 113 1
Dios and Colchester Junction
London and Norwich Direct

The Eastern Union scheme accommodates on the whole a
greater extent of population, although it but indirectly accommo-
dates the town of Eye. The Dies and Colchester Junction scheme
entirely omit; the important town of Ipswich, and would leave it
without any reasonable communication to the northward. The
London and Norwich Direct line goes through a district less
populous than either of the others.
If the Eastern Union scheme be carried into effect, the inhabl.
tants of Norwich, Dies, and Stowmarket, and their immediate
neighbourhoods, who may be going to London, will have the means
of travelling by railway to Ipswich, and thence to London either by
railway or by water ; and as steamers ply constantly between Lon.
don and Ipswich, the accommodation afforded by them will keep
down the fares on the existing line of the Eastern Counties as well
as on the Eastern Union lime, in process of formation, and the
travellers to whom we have alluded will benefit by the competition
to an extent beyond what any other combination of proposed rail-
ways can offer. If the Dies and Colchester Junction line be
sanctioned, no control of this sort will exist, and the steamers from
Ipswich will be of no advantage to these travellers. The geode
traffic will be affected in the same manner.

The Dies and Colchester Junction gives accommodation to Eye;
but it requires a greater number of miles of railway t• be made
than does the Eastern Union Extension : its promoters offer t•
charge between Dies and Norwich only on a distance equal to the
length of the turnpike road between these two places ; and no rea-
sonable doubt can be entertained, provided they receive the sane.
tion of Parliament, that they will make the line, and work it effi-
ciently when completed.

With respect to the London and Norwich Direct Railway scheme,
an inspection of the map will show that it does not fully accommo-
date even the thinly peopled district through which it passes. It
goes througk Bury, but the convenience of the smaller towns
between Bury and Stansted is sacrificed to obtain a short line. We
are convinced that the through traffic will not, in this case, be
sufficient to maintain the railway; and we believe that both the
through and local traffic must be called into action to ensure a mo-
derate return on the outlay.

It is necessary, in this part of our report, to advert to a railway
called the Chelmsford and Bury Railway, projected,but not brought
before Parliament, the plan and section and traffic tables of which
have been submitted to the Board of Trade. This railway appears
to us to accommodate a more populous district than that intended
to be traversed by the London and Norwich Direct Railway; its
section shows that it may be done at a moderate cost ; there is a
strong local feeling in its favour, evinced by the memorials which
have been received by the Board of Trade from the inhabitants of
Braintree, Halstead, Sudbury, and other places between Chelms.
ford and Bury, who arc of opinion, that if the direct line be sanc-
tioned by Parliament, they will be debarred from all chance of being
at a future time placed on a line of railway : moreover, its pro-
moters allege, that even as to distance it gives as short a commu-
nication to London from Bury as does the London and Norwich
Direct line, However, while speaking thus of the Bury anti

Chelmsford scheme, we must guard ourselves against Implying
that we have formed an opinion en its merits or demerits, or to
whether or not it is required by the district. We now only advert
to the scheme in order to show, that, supposing a direct and short
line of railway between Bury and London were required, a line al.
leged to be as direct and as short may be formed, which at the same
time will accommodate a more extensive population.
We have carefully examined the traffic tables which have been
furnished to us, but we cannot find evidence that at present two
additional railways between London and Norwich are required.
It is our duty to report, therefore, that as the Eastern Union
Extension line affords a shorter communication between London
and Norwich, by about five miles three furlongs, than does the
Digs and Colchester Junction line; that as it accomplishes its ob.
jects while it requires a fewer number of miles of railway to be
made ; that as it gives accommodation to Ipswich, which the
Diu and Colchester Junction line does not, our opinion Is, that
the Ipswich and Norwich Extension is, on public grounds,
preferable to the Diu and Colchester Junction, including the
Die branch of the Norwich and Brandon Railway; and, further,
that as the London and Norwich direct line traverses a district but
thinly inhabited ; that as it does not even afford the best accommo-
dation to this district; that as the traffic which might come upon
it, supposing the Ipswich and Norwich Extension hue were made,
would not be sufficient to support it ; and that, even If it were re-
quired, an equally, if not more useful line might be found, we are
of opinion that there are public reasons which ought to be decisive
against it.
To give railway accommodation to the town of Bury St. Ed.
round's, to the south and to the east, three projects have been
formed :
A branch from the Diu and Colchester Junction from blow_
market.

A branch from the Eastern Union Extension, leaving the main
line at a point about two miles north of Stowmarket.
An extension of the Eastern Counties Railway, which, com-
mencing at Colchester, is identical with the Diss and Colchester
Junction, to a point a little to the north of Hadleigh, where, leav-
ing the Diss and Colchester proposed line, it pursues a north.
easterly direction to Bury.
Should Parliament refuse to sanction the Diss and Colchester
Junction, the branch to Bury necessarily falls to the ground.
After considering the circumstances of the town of Bury, we
are of opinion that one railway towards the coast is as much as the
traffic can maintain. The question is then narrowed into whether
it be better to give to Bury such a communication as shall enable
it to have access by railway to Norwich, to Stowmarket, to the port
of Ipswich, and to London, at the inconvenience of a longer dig.
Lance to London (see the annexed map), or whether it would be
better to shorten the distance between Bury and London by grant-
ing the Colchester and Bury St. Edmund's extension, at the same
time cutting Bury off from railway communication with Norwich,
Stowmarket, and Ipswich. On this point we have had co hesita-
tion in forming our opinion. We believe that shortening the dig.
tance to Londonlis of less importance to Bury than giving it a com-
munication with the places which we have mentioned, especially
with Ipswich. If the Eastern Union Extension be sanctioned,
such communication will be afforded at the smallest cost, as the
branch to Bury is the shortest line by which that town can be eon.
nected with any main line : and we think that the branch will be
efficiently and economically worked by the Eastern Union Corn.
pany. It is therefore our duty to submit that, on public grounds,
the branch from the Eastern Union Extension, called the Bury
and Ipswich Railway, is preferable to the branch of the Dills and
BuryColc shestt. Edmund'ser Junct
Extension.ion,andothe Eastern Counties—Colehester and

The Diss, Beccles, and Yarmouth proposed Railway, and the
Dias and Colchester, Reedham branch, are schemes pursuing yearly
the same course, and having the same objects in view. Proceed.
ing from Dios, they follovr the direction of the River Waveney,
pass near the town of Harleston, and accommodate Bungay and
Beccles—the Dies, Beccles, and Yarmouth line terminating in the
town of Yarmouth ; the branch line terminating at Reedham, on
the Norwich and Tarraouth Railway. Tho lines would not be
(comparatively) expensive, nor difficult of construction. We
entertain, however, strong doubts whether such a line of railway
is at present required. A navigable communication runs close to
a large portion of it, with which it would have to compete. We
believe that the traffic would be Insufficient to maintain an inde-
pendent Company ; a line of railway which is not remunerative to
the proprietors is likely to be inefficiently worked ; the public suffer,
capital is sunk, and a check is given to railway combinations,
which might, in a cheaper, if not In a better manner, meet the
wants of the community.
If the Legislature grant the Dias and Colchester Junction scheme
not so much objection would exist to the Diss and Reedham branch.
A branch may not be in itself very remunerative, but so long as
it forms a portion of a thriving concern, it will be worked eftl-
ciently, and it will bring additional traffic to the main line. But
it Parliament refuses to sanction the main line, the branch falls to
the ground.

Having weighed all these circumstances maturely, we conclude,
that until a better combination presents itself, it is desirable to
postpone the establishment of additional railway communication
between Diss and Yarmouth,
The Norwich and Vermouth Railway Company project a branch
from the Reedham station to Ledden, four miles four chains in
length, of easy construction and moderate cost, to accommodate
that place. There do not appear to us to be any public grounds of
objection to this scheme.

Connected with the Norwich and Yarmouth Railway also is a
project for making a railway about eleven miles long, commencing
also at the Reedham station and terminating at Lowestoft The
ground is favourable to the undertaking, and we see no public
grounds whatever for objecting to it.
The Norwich and Brandon Railway Company desire to make a
deviation of their original line, which was to have passed In a
straight direction, at a distance of two miles from Thetford, in a
manner which shall accommodate that town more effectually, under
an arrangement with the inhabitants agreed to last year.
Considering that the proposed deviation is made in favour of a
town having four thousand inhabitants, that the distance between
the terminal points thereby inereased will be Inconsiderable, and
that the Company are willing So bind themselves in their Act not
to make an extra charge upon the public for their conveyance over
the extra distance, we are of opinion that the circumstances justify
the deviation in question.

The Wells and Thetford Railway scheme is intended to pass
from the port of Wells, through Fakenham, Little Walsingham,
East Dereham, and Walton, to Thetford, the whole distance being
forty. two miles. For twenty miles, front Wells to East Dereham,
the earthworks are considerable, if not heavy ; from East Dereham
to Thetford they are less, but will amount to an average in their
magnitude and cost: on the whole, the construction of the line
will be laborious and expensive. The population of the district is
thin: there are scarcely any public conveyances; and the great
majority of the proprietors along the line oppose the scheme, as
being unnecessary, and incapable of sustaining itself.
We here beg leave to draw attention to the following extract
from the fifth report of the Select Committee on railways :
The willingness of parties to expend capital is a new railway
is not to be at once taken as a sufficient ground for granting the
necessary powers, since proprietary rights are not to be set aside,
for adequate and clear public advantage; since there is no
public advantage in the construction of a work which cannot
except
afford remuneration; since there cats be no security for the work.
profit; since there may be
sinogmoetfimaesraiiniwdairTecetlpctierppt s iYnietidhie*itflroaposal to construct new lines,
tending net to the increase, but to the ultimate limitation of rail-
way enterprise, and of public accommodation as connected with it."
After a careful investigation of all the circumstances, we
cannot but conclude that the Wells and Thetford Railway scheme
properly belongs to the class of projects to which the Corn.
mittee have alluded, and that public reasons seem to be decisive
against it.

noy au
c m
pa. y
The Direct East Derehara and Norwich projected line is to con-
nect the town of East Dereham with the city of Norwich. The
main line is I miles and 10 chains ; the Bowtherp• branch, 5
miles 40 chains; the Lakenham branch, 2 miles 46 chains; an-
other small branch, 1 mile 8 chains ; in all, 22 miles 24 chains.
The line does not appear to offer any remarkable difficulties in the
construction, and the work to be done is below an average quan.
a p; lva
ti 7. The promoters of this scheme have sent to the Board of
Trade tables of estimated traffic, which show receipts equal to
a
771 051. per mile per annum, which if proved, would justify
f the scheme. But on referring to the returns trans.
mated'r to the Board of Trade by the Norwich and Yarmouth Rail.
w
we find the gross amount of receipts from the Ist of
July to the 31st of December, 1844, to have been 8,3831. I es. Id.,
which, on a length of 20 miles 51 chains, gives an average of about
40(11. per mile for the half-year, er 8001. per mile per annum.
We do not mean that the traffic between Norwich and Yarmouth
is precisely analagous to that which would be found on the line
proposed to be made between East Dereham and Norwich, because
bothry
tthet
o latter
y ua,
towns; bat still there is sufficient ilil7li•
a
absence of more positive proof,
ii ,atia
f arc inland
the
that if, between two such important places as Norwich and
the port of Yarmouth the traffic is no greater than what we
have stated it to be, the traffic between Norwich and the
inland town of East Dereham must be much less. We are
inclined to believe that experience of the actual receipts of a line
worked under circumstances favourable to traffic is a better guide
to the probable receipts of a line in the same district, than any
traffic estimate can be, however carefully prepared. To us, there.
fore, the traffic tables to which we have alluded do not convey any
proof than the line could be, at present at least, remunerative. The
strong probability that the railway, if made, would not pay more
than, if so much as, its expenses, constitutes our chief but strong
ground of objection to the scheme. Its very independence—the
absence of support from any railway Company capable of guaran.
teeing to the public its being efficiently made and worked—is un-
favourable to it. And though we admit that the direction of the
line is good; that opening a communication through the northern
part of Norfolk towards the port of Lynn is desirable ; that in con..
nexion with the Eastern Union Extension it would, in our opinion,
give the best communication between East Dereham and Loudon ;
that considerable advantage would be derived from it by the district
which it is proposed to traverse, we are bound to report that we
believe it would be far better if Parliament were I. postpone its
sanction to this scheme until the completion of such main and
principal railways as are now in course of construction, or may
be constructed under powers granted in the present session,
shall have made it clear that this minor line is needed in the
district.

Another mode of giving railway accommodation to East Dere-
ham is proposed by the Norwich and Brandon Railway Company,
who project a branch from Wymondham, at nearly right angles to
their line, to terminate nearly in the centre of the former town.
Its length is eleven miles and three quarters, and its cost for a
single line of way, with bridges and works sufficient for a double
line of way, is estimated at 85,000!. The promoters of the scheme
are prepared to admit into their Act a clause to prevent them from
charging on the circuitous route thus proposed between East
Dereham and Norwich for a greater distance than the length of
the present turnpike_road between these two plates.
We have stated our belief that there is not sufficient traffic to
support a direct and independent line between East Dereham and
Norwich ; we entertain doubts whether there is enough to main.
Uhl a branch, and it is admitted that between East Dereham and
Wymondham there is no traffic at present existing. If either line
were to be made, we should give the preference to the direct line,
for the reasons already mentioned. If the branch were made, we
are convinced that the direct line would never be constructed ;
and then, supposing that eventually • railway were earnest to Swaff.
ham and Lyon, the traffic between these towns, as well as East
Derehain, and Norwich and Yarmouth, would be doomed to the
circuitous route by the branch proposed. We beg to refer to the
following passage from the fifth report of the Select Committee on
Railways, which bears on the question :
" It is, moreover, to be recollected, that new lines of railway
are sometimes projected for the purpose, not of increasing, but of
restricting railway accommodation. Cases may occur in which a
Company, fearful of the competition of a parallel line, although
at some distance, and calculated to afford so much of additional
accommodation to the public as fully to warrant its construction,
may throw out a lateral branch across the district to be traversed
by such parallel line, which, although affording only a circuitous
communication with the terminus, may, nevertheless, materially
increase the facilities of Parliamentary apposition to the new line.
Such a case would be an example (always presuming that the branch
could not be sustained by its own proneer traffic) of competition of ,
an objectionable kind, operating by anticipation..
We mast, however, in justice to the promoters of this branch,
state our belief that they have not put the scheme forward with any
intentiony iz., thorpe insurileigositebeayte connexionon
whichdthat.
withthe project bears on its our.
fEast Dereham. But we
conceive that the principle here laid down applicable to the case;
and on the broad ground, that no determination should be formed
as to these short local lines until the direction of the arterial lines
be settled, we beg to report our opinion that the East Dereham
branch of the Norwich and Brandon ltailwaYs as well as the Direct
East Dereham and Norwich Railway scheme, ought to be post-
poned.
The:Lynn and EastDereham Railway scheme has for its ultimate
object the completion of a direct line from Yarmouth to Lynn. In
if their project
trheceefii
vr
es t
the i ns tsa3nnccet
ohno wo
fe vpe ra,r
ihaemperneti,n ot toe res. fi purpose,n.
their operations to
making a railway between Lynn and Swaffham, it distance of about
fifteen miles, dropping for the present the remaining portion of
their scheme, as they arc uncertain which of the two lines in.
tended to terminate in East Dereham may be sanctioned, and it
would be necessary for them to bring in their line to that town
to agree with the terminus which would eventually be fixed upon.

The line presents no engineering difficalties ; it is easy of con.
straction, and its cost Is estimated at 120,000!.
The traffic tables which have been received at the Board of
Trade show that a considerable profit might be expected ; but
certain parties who oppose the scheme have furnished other returns,
showing that the traffic will be quite insufficient to justify the
making of the railway. There is no reason to question the estimate
or the counter.estimate. Between the two it is difficult to judge;
and we do not possess the means of procuring such data as might
enable us to give a positive opinion. All we can say on this point
is, that the traffic is doubtful.
We do not think that a railway scheme which is confined to the
towns of Lynn and Swaffham has sufficient public grounds to rest
a case upon ; though, as forming a portion of a continuous coin.
munication between Yarmouth and Lynn, we see no objection t•
it. It is also possible that granting permission to make a portion
of the line may prevent the remainder being executed. The
scheme, therefore, as a whole, depends on the fate of other Com-
panies. In these circumstances, it becomes our duty to report our
opinion that it is advisable to postpone the sanction of this scheme
until consideration shall have been given by Parliament to the East
Dereharn and Norwich lines, Ind until the requirements of the
whole district be ascertained, together with its capabilities for sup.
porting railway communications through it.
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, iu 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 exa-
mination of which should be altogether reserved to the Houses of
the Legislature."

In submitting to Parliament, in conformity with the recem.
mendations of that Committee, the results at which we have ar-
rived, 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 re.
sults solely upon public grounds, and to the exclusion of all cons!.
derations how far such results might require to be modified by a due
regard to private rights and interests.

DALHOUSIE.
C. W. PASLRY. G. R. PORTER.
S. LAING.

ASSIZE INTELLIGENCE.
HOME ClRCUlT—Clielmsjbrd, .March 5.
The Commission for the county of Essex wag opened
at eleven o'clock to-day by the Lord Chief Justice, and
at once both Courts proceeded to dispose of the business
of the assize, Lord Denman presiding on the Crow❑
Side, and Mr. Baron Alderson at Nisi rrius.

CROWN COURT.
THE CASE OF MISS RICHARDSON.
It will be recollected that at the last assizes a charge
was preferred against a young lady named Richardson,
the (laughter of a gentleman residing at Brentwood, of
stealing some silk, the property of a tradesman at that
place ; and the case, from the station of life of the ac-
cused, and the circumstances connected with it, created
a great deal of interest in the county. Upon the appli-
cation of the counsel for Miss Richardson, grounded
upon the fact of her being too ill to take her trial, the
case was postponed to the present assizes. It should be
stated that the charge Was originally preferred at the
quarter sessions, and a true bill found against her, but
the trial was postponed to the assizes, when it was again
put off on the ground above stated.
Mr. Straight, the deputy-clerk of Assize, now called
upon Ellen Mackrel Richardson to surrender in discharge
of her recognizances. No answer, however, was re-
turned, and the defendant did not appear.
Mr. RYLAND then rose and said that in this case he
appeared for the third time in support of the prosecu-
tion ; the lady was out on bail, and as she had not
the proper to surrender in accordance with the con-
ditions of her recognizances, he submitted that they should
be estreated.

Lord DENmAx inquired whether the Learned Counsel
had received any communication upon the subject of the
trial from the friends or legal advisers of the accused.
Mr. itYLAND said he had not, and he believed no coun-
sel had been engaged for the defence. All he knew
upon the subject was, that his witnesses were all in at-
tendance, and he was prepared to go on with the pro-
secution.

The defendant was then formally called upon her re-
cognizances, and as she did not surrender they were
ordered to be entreated.

Thursday, &larch 6.
CIVIL SlDE.—(Before Mr. Baron ALDERSON and a
Common Jury.)
E{OWARD V. BCUDDER.—BREACH OF PROMISE OP
MARRIAGE.

This was an action brought by the plaintiff, Mary
Elizabeth Howard, to recover compensation in damages
from the defendant for the breach of his promise to
marry her. The defendant pleaded that he never made
the promise, and also that reasonable time had not been
allowed to keep it, if it had been made.
Mr. E. James and Mr. Willes were for the plaintiff,
and Mr. Sergeant Channell and Mr. Peacock for the
defendant.

Mr. JAMES addressed the jury, and said that the de-
fendant in this action was a corn-merchant and baker,
carrying on an extensive business at Rayleigh, in this
county, and the plaintiff was a young woman, very re-
spectably connected, and whose friends resided at South
Marston. In 1843 the wife of the defendant died,
leaving two young children, and shortly afterwards,
through the instrumentality of a gentleman named
Clark, who was acquainted with the plaintiff's family,
the plaintiff entered the family of the defendant as
housekeeper, and to take the charge of his children. It
would appear, that in less than two months afterwards
the defendant first made her an offer of marriage, but
thw plaintiff, having more regard to the usages of society
and the memory of the defendant's wifo than he himself
appeared to possess, refused to marry him until a decent
period had elapsed, when alone she could appear in pub-
lic with propriety as his wife. The offer was afterwards
renewed, and things went so far as that the ring and the
wedding clothes were actually purchased, when the de-
fendant, on a sudden, and without, as he was instructed,
the :lightest ground for such a proceeding, declined to
fulfil the promise which he had deliberately made to the
plaintiff ; and, under these circumstances, she was com-
pelled to come before a jury and ask for compensation,
in damages, for the gross insult and the outrage that had
been put upon her feelings. The Learned Counsel then
called the following witnesses :

Mr. W. Clark said he resided at Rayleigh, and he
knew the defendant, who carried on the business of a
biker and corn dealer at that place. His wife died in
May, 1843, leaving him with two children, one aged
seven, and the other five. Shortly after his wife's death
the defendant told him that he had been advertising for
a housekeeper, and witness said he knew of one that
would just suit him ; and he recommended the plaintiff
to him in that capacity. The plaintiff is a fine-look-
ing girl.
Baron ALDERSON—How old is she ? Witness—
Thirty-two.
Baron ALDERSON—GirI a young woman you mean.
Examination continued—She was a person of good
education and quite competent to take the charge of a
family. She first went into the defendant's service in
August, 1843, and remained there until the beginning
of July, 1844 ; and during that interval he frequently
heard the defendant say that she suited him very well,
and the children appeared very fond of her. Towards
the month of July, in consequence of what had been
said upon the subject, witness told the defendant that
the time was drawing near, and asked him when the
wedding was to take place, to which he replied that he
could not get a bridesmaid. Witness told him, if that was
the only difficulty, he would soon get him a bridesmaid.
A short time before this witness and his wife, accom-
panied by the plaintiff, had been to London for the pur-
pose of purchasing clothes for the wedding ;
and, very soon after they returned, the plain-
tiff one day called witness into the parlour,
and told him that the defendant would not
hare her. Upon this witness asked the defendant how
it was that lie did not intend to marry Miss lloward,
and his reply was, "I will not marry her now, after
what has happened." The plaintiff was present at the
time, and she said that the defendant had been trying to
get her ring away from her, and that he had gene into
hrr bed-room and endeavoured to break open her box.
Tho plaintiff's mother, at the same time said she was
sure that the defendant never intended to marry her
daughter, and that his only object was to ruin her. Wit-
ness then told the defendant that he had put the girl to
expense in buying clothes for the wedding, and the best
he could do was to pay the girl what money she had
laid out, to which he replied that he would see her
first, and she might do what she liked.

Mrs. Mary Howard deposed that the plaintiff was her
daughter. In the month of June, 1844, she was staying
at the house of the defendant, and, in consequence of a
communication that was made to her by her daughter,
she took an opportunity one morning to ask the de-
fendant what his intentions were respecting her daughter.
He replied that he did not know but what everything
was right. The wedding clothes were bought, and she
had seen the tailor measure him for his wedding suit.—
(A. laugh.) Witness said—" Don't you think I am beg-
ging you to have my daughter ; she has been here long
enough for you to know whether she will suit you for a
wife or not.' The defendant replied that he liked her
very well, and better than anyone else. She had seen
so many " shuffles" with the defendant, that she doubted
his word, and she again pressed him as to his intentions,
and he said he could give no better proof of his inten-
tions than the purchase of the ring and the wedding
clothes. On the same day this conversation occurred
she heard a noise up stairs, and, on going out of the
room, she saw the defendant coming down stairs very
fast, and followed by her daughter, who seemed very
excited and angry. The defendant ran towards the bake-
house, still followed by her daughter; and when witness
came to them, she saw the defendant looking very fierce,
and holding her daughter by both her wrists, and he
seemed as though he was going to give her a blow.
Witness said to him, " Pray, don't strike my daughter,"
and he then ran through a glass-door into the bake-
house, and stood laughing at her daughter, at the same
time charging her with having broken some windows.
Witness's daughter then packed up her things, but before
she left the house the defendant said that he would
marry her in a month. She then took her daughter
home, and told the defendant that if he wanted her, he
could come and fetch her. The plaintiff's feelings ap-
peared a good deal hurt at the defendant's conduct,
and she had since suffered a good deal in her health in
consequence.
Cross-examined—Her daughter was present when the
defendant said he would marry her in a month. Wit-
ness did not say that if she were her daughter, she would
not have him at all, but she did say, that if she were in
her place, she would not wait a month, nor . yet a fort-
night.—(Laughter.) The plaintiff did not say, that if
he would not marry her then, she would not have him
at all. It was after this conversation, that the scene she
had described took place on the stairs, and in the bake-
house. The defendant came down stairs first, and the
plaintiff was following him apparently as fast as she
could, but she could not say that the defendant was en-
deavouring to get away from her. Ile ran into the
bakehouse, and she followed him there, and broke the
window with some keys which she had in her hand.
When witness went into the bakehouse, the defendant
was holding her daughter by both her wrists, and she
appeared to be trying to get away.
• Aaron ALDERSON said, he could not Tory well see how

she could be trying to get sway when it appeared by the a
evidence the defendant was trying to get away from
her, and she would not let him.
This was the plaintiff's case.
Mr. Sergeant CZANNELL then addressed the jury for
the defendant, and contended that it was a trumpery ac-
tion, which ought never to have been brought into Court.
He admitted that there had been a promise of marriage,
and he did not intend to deny the fact, but he submitted
that there was no evidence whatever to show, if the de-
fendant had been let alone, he would not have honourably
fulfilled his promise. It should be recollected that his
wife had not been dead more than twelve months, and it
was very reasonable that he should be desirous to delay
the ceremony as long as possible on that account. He
had promised to marry her in a month,, but, instead of
waiting that period, the mother angrily told him that if
she were her daughter, she would not wait a fortnight,
took her daughter away, and then this action was
brought. He submitted that there was no ground to
give a verdict at all against his client, but if the jury
should think there was, he trusted that they would
consider the smallest coin in the realm a sufficient recom..
pense for the injury the plaintiff was alleged to have
received.

Mr. Baron ALDERSON having summed up, the jury
found for the plaintiff—Damages, 201.

CENTRAL CRIMINAL COURT.
OLD COURT.

Ann Wilson, alias Sarah Briden, aged 29, spinster, was in-
dicted for attempting to drown a male child.
From the evidence it appeared that on the Bth February
last, about three o'clock in the afternoon, the prisoner was
seen by a car-driver named Lamlell, at the edge of a pond,
near the Regent's Park, called Barrow-hill Pond. She had
a naked child by the foot, and was plunging it into the water.
Lindell called out, and ran to prevent her from drowning the
infant. The prisoner ran away, carrying the child with her,
but, finding that she could not escape from her pursuers—
(Landell was joined by another man)—she threw it from her,
against a wall. The pursuit was, however, kept up. The
prisoner was taken, and, with the infant, which was nearly
dead, conveyed to the Salisbury-street station-house, where,
after great exertion, and with considerable difficulty, anima-
tion was restored.

The Learned JUDGE summed np the evidence, and at
jury returned a verdict of Guilty.
Sentence fifteen years' transportation.
The other cases disposed of during the day were of no great
public interest.
Thirty-three prisoners have been added to the number on
the calendar, making the total committed for trial to Tuesday
evening 168.

IRELAND.
REPEAL ASSOCIATION.
DunLIN, MARCH 3.--The weekly meeting of the As-
sociation was held this day in the Conciliation Hall,
B. A. Molloy, Esq., barrister-at-law, in the chair.
Mr. O'CoNNELL commenced the business of the day
by handing in a large number of remittances, and an-
nounced the receipt of a letter from the Right Rev. Dr.
Brown, Bishop of Elphin, inclosing 65/., and anoth4 r
from Dr. M'Hale, Archbishop of Tuam, transmitting the
sum of 127/., his personal subscription and those of the
clergy of his diocese, to the repeal rent. A Soto of thanks
was then passed to the Reverend Prelates amidst the
loudest applause.
Mr. J. KELLY, M.P., in reference to a letter from
Limerick enclosing rent, said that lie would abstain from
alluding to the charges made by Mr. Roebuck against
the Irish Members, for absenting themselves from Parlia-
ment, as he considered they had already puffed that un-
happy creature into too much consequence by their allu-
sions to him.—(Cheers.)
Mr. O'CONNELL said he wished to draw the attention
of the. Association to a matter of much importance.
A most useful measure had been introduced into the
House of Commons by Mr. Watson, for the purpose of
repealing the penal statutes which operated against the
Roman Catholics. It was true these laws had become
obsolete, but still they were part of the penal law of the
land, and might be put in force at any moment that
an informer wished to avail himself of them. The most
important part of Mr. Watson's Bill was that
which went to abolish the restrictions imposed on
the Jesuits, and other bodies of the regular clergy,
by the Emancipation Act. For his part, he would
declare, that this measure, if suffered to pass into a
law, would be received in Ireland as a measure of con-
cession and conciliation, and would be considered as a
convincing proof of the favourable disposition of the Go-
vernment towards this country.—(Cheers.) The pass-
ing of the Bill in question would place the regular clergy
on a footing with the secular, and that was exactly what
they required. The Ministry had an opportunity of
proving that their professions of friendship towards this
country were founded in reality. His object in rising
was to have the resolution passed on the last day of
meeting for adopting a petition to the Legislature to re-
move the restrictions on the regular. clergy, rescinded,
and that in its stead a petition in favour of Mr. Watson's
Bill be adopted. The Hon. Gentleman then moved a re-
solution to that effect, which was seconded by Mr. Smith
O'Brien, and passed.
After some further business,
Mr. O'CONNELL said that on the next day of meeting
he would give notice of a motion of a vote of thanks to
Mr. Duncombe for his able exposition of the nefarious
system of espionage and letter-opening which had taken
place in the English Post-office ; and that the Asso-
ciation do record its indignant condemnation of such
conduct on the part of the present Government.—
(Cheers.) The Hon. and Learned Member again ad-
verted at some length to the report of the land com-
mission, and the condition of the people of Ireland in
past and present times.—alear, hear.) It was awful
to think, he continued, that a country so blessed by
hoaven should be so cursed by the mismanagement of
man. It was said Peel intended to do good for Ireland,
but he (Mr. O'Connell) did not believe it. Peel won-
dered how it was that he could not convince Ireland that
he meant well towards her • but the reason simply was
because he did not mean well, and the Irish were too sa-
gacious to be caught by his humbug.—(Hear, hear.)
The Hon. Gentleman next proceeded to controvert the
assertion of Mr. Williams, of Coventry, that the Irish
Members were place-hunters, and said that nothing
could possibly be more untrue than that assertion ; but
he supposed it was his inherent hatred of Ireland and
everything Irish, that prompted him to slander them.
For his part, he never solicited a situation in his life.
It was true the Mastership of the Rolla had been offered
to him ; but he refused the appointment. There was
no sympathy for Ireland to be found in the Imperial
Parliament—Whigs, Tories, and Radicals were equally
and perseveringly opposed to the advancement of
her interests or the upholding of her rights. It had
been said that they ought to appeal to the Queen,
and he had no doubt but her Majesty would, if the Con
stitution allowed her, remedy the grievances of Ireland—
but she had no such power. The real monarch of Eng-
land was the Prime Minister, and the Crown a mere
bauble in his hands. The English people had shown at
all times an undying hatred towards his countrymen,
and, therefore, he considered it fruitless to appeal to
them for redress. They should trust to themselves, and
victory would, he felt confident, ultimately crown their
efforts. The Hon. Gentleman resumed his seat amidst
loud cheers.

Mr. E. W. COSTELLO, barrister, then moved the fol-
lowing resolution—" That this Association is desirous to
impress upon the people of. Ireland the paramount im-
portance of an earnest and persevering exertion to eff ct
a general and immediate registration of repeaters. with a
view to secure at the next election the return of Members
who will aid our national struggle for the legislative in-
dependence of Ireland."
➢ir. O'CoNNELL seconded the resolution, and briefly
dwelt on the necessity and importance of an immediate
registration.
After some further business had been disposed of,
Mr. O'CONNELL announced the rent for the week to
be 5861.
VISIT OF MR. O'CONNELL TO LONDON.

DUBLIN, MARCH s.—lt is stated very confidently to-
day, but whether correctly or not, that Mr. O'Connell
has consented to proceed to London, for the purpose of
presentin,, a petition from the Royal Canal Company,
praying for liberty to make sale of that property to the
Dublin, Mullingar, and Athlone Railway Company, in
order that a railway should be run along the line of the
canal. Some negotiation for such a sale had been in
progress before the publication of the report of the Board
of Trade, adverse to the Dublin, Mullingar, and Athlone
Company. The object of the Royal Canal Company is
to have the Bill for that railway passed, and it is as-
serted that the line preferred by the Board of Trade,
that from Dublin to Galway, cannot be procet ded with
this session, owing to some defects in the arrangement
of the latter company.
MEETING OF THE CORPORATION.

The corporation of Dublin held a meeting this day,
the Lord Mayor presiding. After some discussion it
was agreed that a petition should be presented to Par-
Bement in favour of the Dublin, Mullingar, and Athlone
Railway, the line against which the Board of Trade have
reported. It was also arranged that the city seal should
be attached to the petition, and :that the Lord Mayor,
attired in his civic robes, should present it at the bar of
the House of Commons.