The Sun.
London, England, 1845-04-23 00:00:00

RAIL WAY IN TELLIGENCE.

REPORT OF THE RAILWAY DEPARTMENT
OF THE BOARD OF TRADE ON SCHEMES
FOR EXTENDING RAILWAY COMMUNICA-
TION IN VARIOUS DISTRICTS.
Railway Department, Board of Trade,
Whitehall, April 16, 1845.
The Board constituted by the Lords of the Committee
of Privy Council for Trade for the transaction of Rail-
way Business, having had under consideration the fol-
lowing schemes for extending railway communication;
viz.:—
The Aberdare Railway;
Brighton, Lewes, and Hastings (Keymer Branch);
Coventry, Bedworth, and Nuneaton;
Dunstable, London, and Birmingham;
Eastern Counties—Cambridge and Huntingdon' •
Eastern Counties—Brandon and Peterborough Ex-
tension •,
Eastern Counties—Finsbury Extension;
Eastern Counties—Cambridge and Bury St. Ed-
mund's Extension;
Eastern Counties—Dartford and Rumford Railway
and Steam Ferry;
Erewash Valley Railway;
Epping Railway;
Eastern Counties Thames Junction and North
Woolwich;
Lynn and Ely Railway, with a branch to Wisbeach;
London and Gravesend via' North Woolwich
Railway;
Great North of England, Clarence and Hartlepool
Junction—Extension and Branches;
Kentish Coast Railway;
Launceston and South Devon;
south Devon Amendment and Tavistock Branch
Railway;

Darfield to Worabrough;
Ditto to Elsecar;
t
Midland Railway Chevet to Horbury;
Oakenshaw to Wakefield;
Ambergate to Crich ;
Newcastle-upon-Tyne and North Shields Railway—
Tynemouth Extension and New Quay Branch;
North Union Railway—Branch to River Ribble;
Sheffield and Rotherham—Branch to Sheffield and
Manchester Railway;
West London Railway—Thames Extension ;
West London Railway—Knightsbridge Extension;
York and Scarborough Deviation;
have determined to submit the following report thereon,
for the consideration of Parliament.
The railway projects above enumerated are not so
connected with any particular district as to make it
necessary to class them with any of the groups or fami-
lies of schemes which have come under examination.
They consist generally of lines either small in them-
selves, or of a local character, or they are minor exten-
sions and alterations of railways already executed.
THE ABERDARE RAILWAY,
About eight miles in length, is principally intended for
the conveyance of coal, iron, and other minerals, from
the Valley of Aberdare, in the county of Glamorgan, to
the port of Cardiff, for shipment. It branches from the
Taff Valley Railway, which connects Merthyr Tydvil
with that port. The present means of communication
with Cardiff is by canal, which, however, is alleged to
be quite inadequate to convey the traffic. We are of
opinion that there are no public reasons against this pro-
ject receiving the sanction of Parliament.
THE BRIGHTON, LEWES, AND HASTINGS—
KEYMER BRANCH.
This is a branch from the Brighton, Lewes, and Hast-
ings Railway, at Lewes, to the London and Brighton
Railway near Keymer, in length 9 miles and 12 chains.
Its object is to cut off the angle at Brighton and shorten
the railway distance between Lewes and London, and
consequently between Hastings and London, by eight or
nine miles. There are, in our opinion, no public rea-
sons against this project receiving the sanction of Par-

liament.
THE COVENTRY, BER WH
DWORT, AND NUN-
EATON AILAY.
This proposed line commences near the Coventry sta-
tion of the London and Birmingham Railway, and ter-
minates by forming a junction with the proposed Trent
Valley scheme near Nuneaton, in the parish of Bedworth,
its length being six miles fifty-three chains. It has for
its object to open direct communication between the im-
portant districts of Coventry, Leamington, and Warwick,
and the extensive collieries in Warwickshire and Lieces-
tersbire.
The statement of traffic furnished by the promoters of
the scheme appears to justify the probable cost of its
construction. We are of opinion that there are no
public reasons against this project receiving the sanction
of Parliament.
THE DUNSTABLE, LONDON, AND BIRMING-
HAM RAILWAY.
This railway is intended to commence at the Leighton
Buzzard station of the Loudon and Birmingham Rail-
way, and to terminate at the entrance to the town of
Dunstable ; the length of the line being seven miles.
The line, when completed, is proposed to be leased and
worked by the London and Birmingham Railway Com-
pany. The traffic tables laid before this Board by the
projectors appear to justify the outlay of the capital ne-
cessary for the construction of the line. We are of
opinion that no public reasons exist against this pro•
ject receiving the sanction of Parliament.
EASTERN COUNTIES—CAMBRIDGE AND HUN
TINGDON.

This line is intended to commence at Huntingdon and
w pass through St. Ives, to join the Eastern Counties
Extension a little to the north of Chesterton, near Cam-
bridge. Its length is 17 miles 35 chains, and it has a
branch of 1 miles 50 chains, for the accommodation of
Godmanchester. The object of this scheme is to con-
nect the town of Huntingdon and Godmanchester with
the Eastern Counties Railway, in case any of the great
trunk schemes between York and London passing in
that direction should not receive the sanction of the
Legislature. We have, however, already reported to
Parliament on the main question, and believe this scheme
to be incompatible with the establishment of a direct
main line, such as we have recommended in the report
alluded to. Between Cambridge and St. Ives it would,
in fact, be a competing line with the proposed Cam-
bridge and Lincoln Railway. Under these circum-
stances we think there are sufficient public reasons why
it should not receive the sanction of Parliament.
EASTERN COUNTIES—BRANDON AND
PETERBOROUGH EXTENSION.
In explanation of this scheme, it is necessary to
remark that the Eastern Counties Railway Company
obtained last year an Act for making a line from Ely to
pass midway between Chatteris and Doddington, by
Whittlesea to Peterborough. The object of the present
scheme is to make a deviation which, avoiding Chatteris,
may accommodate the town of March.
The length of the line would be thus increased by
about three miles, but the promoters allege that the
outlay would not be augmented thereby, and that the
contractors who had agreed to make the original line
now undertake to construct the deviated and longer line
at the same cost as the shorter.
The first eight miles from Ely of the proposed devia-
tion are coincident with the same portion of the Ely
and Lincoln proposed Railway ; and if the latter
scheme were carried into effect, a proportionate reduc-
tion in the expense would result. We must add, how-
ever, that we have reported our reasons why the Ely
and Lincoln proposed railway ought not to receive the
sanction of Parliament.
The project is objected to by the inhabitants of Chat-
teris, who will suffer inconvenience if the line, as it has
already been sanctioned by Parliament, should be re-
moved from them.
If the line could be considered as a main trunk line, a
deviation involving an increase of three miles in distance
might be considered to affect unreasonably the general
convenience of the public ; but the project in question
must be viewed more with regard to local accommoda-
tion than to through traffic.
March is a place of greater population than Chatte-
ris ; the former containing by the last census 5,706 per-
sons, and the latter 4,813. March also contains 1,163
inhabited houses, while Chatteris has but 956. Consi-
dering, therefore, that the new line may be made as
cheaply, that it will afford rather more local accommoda-
tion than the original line, and that the through traffic
is not likely to be very great, there aro no public rea-
sons which, in our opinion, ought to be decisive
against it.
At tho same time, we deem it our duty to suggest
whether, as the direct line has received the sanction of
Parliament, the company should not be required so to
regulate their fares as to charge no more on the extra
distance, on the through traffic, than they were em-
powered to charge on the direct distance.
EASTERN COUNTIES—FINSBURY EX-
TENSION.
This is a prolongation of the Northern and Eastern
Railway, through the terminus near Shoreditch, acnross
that street and several others, to the City-road, ear
the north side of Finsbury-square, in length 600 yards.
This scheme partakes something of the character of the
Tottenham and Farringdon extension project, which
has already been reported upon by this Board in con-
nexion with the London and York schemes; that is to
say, the object of each is to obtain a more central me-
tropolitan terminus. The distance is only 800 yards be-
tween the present and the proposed terminus of the
Eastern Counties Railway; yet the cost of making the
extension will be considerable, and it may not, there-
fore, be to the interest of the Company to incur such an
expense, if the Tottenham and Farringdon-street project
should be carried out.
It is further very important that so essential a part of
the communication between London and York as is
afforded by the Tottenham and Farringdon-street
branch, should not be interfered with by any minor pro-
ject of this description.
On the other hand, it appears desirable, with regard
to the counties of Norfolk, Suffolk, and Essex, which
are supplied by the Eastern Counties Railway, that it
should have a more central terminus than that at present
in use at Shoreditch.
Therefore,_ although we think that the Finsbury Ex-
tension is inferior to the Farringdon-street terminus as
regards the northern traffic, and that it should not by
any means be sanctioned in lieu thereof, we are of opi-
nion that, having respect to the eastern traffic, no public
reasons exist why it should not receive the sanction of
the Legislature.
EASTERN COUNTIES.—CAMBRIDGE AND
BURY ST. EDMUND'S EXTENSION.
This line would run in a direct course between the
towns of Cambridge and Bury, a distance of twenty-five
miles and fifty chains, through a level country, present-
ing no engineering difficulties of consequence ; but, on
of capital on even the most economical scale.
the other hand, offering very small inducement for the
outlaydistrict
through which it would be carried is but
thinly inhabited ; the population of all the parishes
Cbaeminbgridugnder aald2,OO Bury,t
being the only town on the route. There is at present
little or no traffic between the terminal towns, both of
lying
gld between
traverse,
which will be amply supplied with railway acoommoda-

tion by means of projects now before the Legislature,
and which will bring them into connexion: Cambridge
with London, Norwich, the north of England, and
Scotland ; and Bury St. Edmund's with London,
Norwich, and Ipswich.
There are, no doubt, at certain times, a considerable
number of persons repairing to Newmarket; but the
opening of lines that would convey them to Cambridge
would sufficiently answer their purpose. Newmarket
has little or no trade, or other means of supporting a
railway, even of the cheapest construction.
Under these circumstances, we can see no public
reasons to lead us to recommend this extension line to
the favourable consideration of Parliament.
DARTFORD AND RUMFORD RAILWAY AND

STEAM FERRY.
This line would begin in the High-street of Dartford,
and it would proceed in nearly a direct course to the
bank of the Thames, opposite to Purfleet. The convey-
ance of the traffic across the river would be by means of
a steam ferry, and from the Essex bank of the river the
line would proceed in a direct course to the Eastern
Counties Railway at Rumford. The entire length of
railway to be constructed would be nine miles and ten
chains.
The construction would not be difficult nor expensive ;
but there is no existing traffic between Dartford and
Rumford, and no good reason has been adduced for sup-
posing that any such is likely to arise whereby a railway
could be supported, and we are of opinion that there are
no public grounds upon which Parliament can be called
on to sanction this project.
EREWASH VALLEY RAILWAY.
This line of railway is intended to issue from the Long
Eaton station of the Midland Railway Branch between
Derby and Nottingham, and to pass with nearly a direct
course up the valley of the Erewash, to gloin the Mansfield
and Pinxton Railway, in the parish of belstone. It is de-
signed principally for the accommodation of the numerous
iron works and collieries situated in the district through
which it passes, and to which as many as thirteen short
branches are thrown out to the right and left in its
course. The produce of these works has hitherto been
conveyed tomarket by means of canals, which being sub-
ject to the various disadvantages of being circuitous and
tedious when in operation, and liable to frequent inter-
ruptions through floods or frosts in winter, and from de-
ficiency of water in summer, a more rapid and certain
and at the same time a less expensive means of transport
is sought through the construction of this railway.
This scheme was brought forward in 1836 as a branch
of the Midland Counties Railway, and was favourably
reported on by a Committee of the House of Commons
at that time, notwithstanding the opposition of the canal
companies, who now again come forward against it.
The statement of the promoters is, " that it was with-
drawn in consequence of expectations which have not
been realised."
The main line is 15i miles in length, and the total
extent of railway to be constructed, including the 13
branches, is 25 miles 67 chains. The works will be
light, and the curves and gradients favourable on the
main line, the steepest inclination being lin 200. On
the branches the gradients are severe, eing lin 32,
1 in 35, 1 in 50, 1 in 56, 1 in 76, and lb n 97 ; but as
they all ascend from the main line to the works with
which they are connected, and will be used for the con-
veyance dor nwards of coal and iron, there is but little
objection to them. Many bridges will be required for
crossing the river Erowash and the different canals.
The statements of traffic brought forward lead us to
believe that the railway will be adequately supported.
Under these circumstances we feel called upon to
stated hat we are not aware of withholdsublic rsons which
should induce the Legislature to ts sanction
from the scheme.
THE EPPING RAILWAY.
oat 3:, and its terminus at the
the line being 15 miles 29
This line is projected in connexion with the London
and Blackwell Railway. Its commencement is at the
cStepneytown the
Estationg
,otfh
et h
lee
nr agitlhw
The object of the promoters is to turn to more pro-
fitable account their London terminus in Fenchurch-
street, by making it available for the convenience of the
inhabitants of various populous villages lying east of the
City of London, Laytoristone, Wanstoad, Woodford,
Chigwell, and Loughton, and who appear from the traffic
table furnished to have constsnt intercourse with Lon-
don. The population of those places, added to that of
Epping, amounts to 13,475 persons.
The line would secessarily be very costly. At its
departure from the Blackwell Railway, it is proposed to
carry it upon an arched viaduct 2,480 yards in length
—nearly 11 mile—at a height varying from 18 to 33
feet, and this viaduct is to be followed by an embank-
averaging 18 feet in height, which
however, be saved by connecting
er nme nb
at
the line with the Eastern Counties Railway, at the
nlitl-nTenilteswlnounlgd,,
termination of the arched viaduct, provision for which
is made in the plans lodged by the promoters. Should
this connexion not be made, the line would run for a
mile parallel with and close to the Eastern Counties
Railway, which it then would cross obliquely, and on a
level just beyond the spot where the Cambridge_ branch
separates from the Eastern Counties line. With the
exception of some heavy cuttings and embankments,
which occur in the last 2i miles, the works are not
otherwise expensive or objectionable.
The experience of existing lines of railway connected
with the same locality will not justify the hope of any
adequate return for capital invested in so very costly an
undertaking as this must necessarily be, if carried through
on the plans now offered.
The proposal to cross the Eastern Counties Railway
diagonally, on a level close to a spot where the traffic
will be the greatest, appears to be highly objectionable
on the score of safety to the public, when no peculiar
necessity can be shown for the adoption of such a course.
The connexion of this railway with the Blackwell line,
the latter being worked by means of stationary engines,
ropes, and pulleys, while the line to Epping is to be
worked by locomotive engines, appears to involve con-
siderable difficulty, and some delay, if it be not also
attended with danger.
The consideration of these various points has led us to
the conclusion that no adequate public advantage could
result from the sanction of the scheme as now proposed,
and we would suggest, therefore, its postponement to
some future time, when, if further examination should
confirm the expectations of profit put forth in the traffic
tables of the promoters, some less costly and otherwise
less objectionable plan may be offered for giving railway
accommodation to the district in question.
THE EASTERN COUNTIES —THAMES JUNC-
TION AND NORTH-WOOLWICH RAILWAY.
The Eastern Counties Company has already obtained
powers to make a branch of their railway. from Strat-
ford to the east side of Bow Creek, on the river Thames,
where it is proposed to construct a wharf and depot for
goods. The project now brought forward is for an ex-
tension of that branch along the bank of the Thames to
a point called the Horse Ferry, opposite to the Wool-
wich Arsenal. The length of the line would be two
miles 65 chains. Its course would be through marshes
or perfectly level ground, and it would consequently be
easy of construction. On the other hand, there is at pre-
sent no traffic whatever either of goods or passengers,
and not a single house or building of any kind along the
proposed line. The idea of thus giving railway com-
munication to the Royal Arsenal at Woolwich with the
centre and the north of England, appears altogether
chimerical, and there do not present themselves any
public grounds to justify the outlay of capital, in order
to provide means of transit for traffic which is to be
called into existence at some future time by the facility
to be thus provided.
LYNN AND ELY RAILWAY, WITH A BRANCH
TO WISBEACH.
This line, commencing at the port of Lynn, termi-
nates at Ely, where it forms a junction with the railway
between Cambridge and Ely, thus affording a continued
line of communication from Lyon to London. The
length of the main line is 25 miles 70 chains. From a
point about six miles south of Lynn a branch
h to Wis-
beach is thrown off, in length ten miles eight hains,
*on to that town.
which runs nearly in a straight direct:.
and
Including a short branch to Lynn Harbour, a short
extension at Ely, the whole extent of railway to be con-
structed is thirty-seven miles fifty-si:c chains,. and, as the
district is quite flat the cost will be comparative y small,
The estimate of traffic, which we have examined, appears
to us to justify the promoters in pros_ocu ng the c
reasons
and on the whole, we are aware of no public
which ought to be decisive against it.
VIA N
THE LONDON AND GRAVESEND, ORTH-
WOOLWICH RAILWAY.
This project is designed to connect the Eastern Coun-
ties Railway with the bank of the Thames near to Til-
bury Fort, opposite to Gravesend. It would, therefore,
have no connexion with either Woolwich or Gravesend,
except by ferries across the river. There are not any
towus or populous places in its course to be served by it;
and although from the level nature of the country
through which it would pass, the work would be inex-
pensive, it is not possible to believe that the traffic can
be such' as to afford any return for the capital embarked.
GREAT NORTH OF ENGLAND, CLARENCE,
AND HARTLEPOOL JUNCTION—BRANCHES
OR EXTENSIONS.
The branches or extensions . proposed are four in
number; one of them, however, is an alternative branch,
reducing the number actually intended for construction
to three, having an aggregate length of seventy-one
may be thus described:—
chains. They
No. I.—A branch to join the Newcastle and Darling-
ton Junction Railway on a level, by bending to the
northward, with a curve of about seventeen chains
radius, and at a descending gradient of one in fifty-five.
No. 2.—A branch also to join the Newcastle and
ing
Darl ton Junction Railway on a level, by bending to
f 23
the southward, with a curve o chains radius, and
at a descending gradient of 1 in 64.
No. 3.—An alternative branch in place of No. 2,
shorter, but having a shorter cur.ve of 8 chains radius,
and at a steeper descending, gradient of 1 in GO.
No. 4.—A branch to join the Sherburne branch of
the Clarence Railway on a level, by a curve of 6 chains
radius, and at a descending gradient of 1 in 180.
We are of opinion that having regard to the safety of
the public, the first three ofthese branches, intended to
form a junction with a greater passenger railway, are
objectionable on account of thesharpness of the curves
and the severity of their gradients ; and that the
fourth, for making the junction with the Clarence Rail-
way, is, notwithstanding the more favourable gradient,
objectionable by reason of its curve of only six chains
radius.

lierne, Chialet, and Stour-
mouth, KENTISH COAST RAILWAY.
-3
This line commences at Herne t
aY, passes a short
dsotuatihi, e
and l
0 miles throws out a branch to the
eastward to Ramsgate ; it then passes on the west side
of Sandwich, and at Sholden, 15 miles 50 chains, throws
out a brach to Deal. It then proceeds by Walmer, Ring-
wold,cto theit
104 miles
of
East Langdon, and Euston to Dover. The length
of the main line and branches together is 29 miles 74
chains. Its object is to connect the towns of Dover,
Deal, Sandwich, and Ramsgate with each other and wi!h
Herne Bay, as affording the means of a ready inter-
course by steam-vessels with London. Another advan-
tage, as alleged by the promoters, consists in the eem.
~ .

pleting of the coast of railway, there being otherwise a
gap in that coast line between Deal and Dover, which no
other company has proposed to fill up.
It will be seen, from the foregoing description, that
the Kentish coast line must, if executed, prove directly
competing with a portion of the lines of the South-
Eastern Railway Company already sanctioned by Par-
liament, and with other projects of the same Company,
as set forth in the report of this Board " on the Kentish
and South-Eastern Railway scheme," already presented
to Parliament. . _ .

_
The works would necessarily be expensive. Included
in them are two tunnels, one of 720, the other of 1,760
yards. The last two and a half miles into Dover, is
which the longer tunnel occurs, would be very heavy
construction, the approaches to the tunnel being Cut-
tings of 88 and 90 feet.
Professing to complete this coast line of railway, this
project is defective in this very particular. Its terminus
at Dover would be on the west side of Dover Castle, at
a spot about 80 feet higher than the terminus of the
South-Eastern Railway, and having the town and the
backwater basin of the harbour of Dover between them,
thus still leaving a gap in the coast communication which
could not be supplied except at an enormous outlay.
The plan and sections lodged in this department under
the standi❑g orders of the House of Commons were im-
pe fect in almost every eesential particular.
More correct and better executed descriptions have
very recently (March 26) been lodged in this depart-
ment, and complaint having been made of the insertion
in the London Gazette of a notice of our intention to
report unfavourably to Parliament upon the merits of the
project, it may be proper for us to give a short explana-
tion of the circumstance.

It has been the practice of this Board since its first
formation, having given notice in the Gazette of the
intention to consider certain railway projects, then to
receive from the projectors any statements which they
might think it advisable to offer in support of their
schemes, and to receive, upon application being made to
them to that effect, deputations of the promoters, when
they might desire to give personal explanations affecting
the merits of their undertakings. It never formed any
part of the plans of this Board to seek such interviews;
but in no case have they ever been refused to parties
showing reasonable cause for asking the same. In the
case of the Kentish Coast Railway, the promoters ap-
plied on the 6th of January last, requesting that an inter-
view might begranted to the members of the Provisional
Committee, and in compliance with that request the 22d
of that month was mentioned as the day when it would
be convenient to receive those gentlemen. On the 21st,
however, the solicitor called at the office of the Board
'f Trade, and stated that it would not be convenient for
them to attend on the day appointed. No other day
was at that time or subsequently fixed for the purpose,
and the promoters having been informed that on their
making application an interview would be granted, and
no application for such interview having been made, nor
any statement presented, this Board having withheld any
report on the Kentish Coast line until the last moment
open to them, proceeded on the 25th of March to con-
sider the same with reference to the plans, &c.,
furnished to them in compliance with the
standing orders of the House of Commons, and
published their opinion in the London Gazette.
It has since appeared that the promoters of the
line received an erroneous impression that they
would be invited to attend with their statement before

the Board prior to the decision of the case. We beg
distinctly to state that the impression under which the
promoters of this project rested, that they would receive
an invitation to attend at this Board, arose from a mis-
conception
on their own part ; but although such was
the fact, this Board, considering that their report had
not yet been submitted to Parliament, and that the
case was entirely an exceptional one, has thought itself
justified in receiving the statement which the misappre-
hension of the parties had delayed, and in considering
it previously to the final submission of their report. The
result, however, has been fully to confirm the opinion at
which they had originally arrived, that the scheme, as
a whole, presents no advantages which can entitle it to
be preferred to projects already in part sanctioned by
Parliament in a former session, and the remainder of
which have subsequently been favourably reported on
by this Beard.
LAUNCESTON AND SOUTH DEVON RAILWAY

This line, as proposed, is twelve miles and seventy-
two chains is length; it is intended to form a junction
with the proposed Tavistock branch of the South Devon
Railway, and to take a north westerly course to the
town of Launceston.

. ....--. .
The favour with which the scheme has been received
on the spot, where the whole capital required has been
raised, sufficiently attests the desirableness of the under-
taking; and if the nature of the country were such as to
warrant the belief that it Gould be constructed so as to
be worked by any means hitherto successfully adopted,
it might have been our duty to report that we see no
public reasons why the sanction to it of the Legislature
should be withheld; but so seriously objectionable are
the curves and gradients, as laid down in the plans sub-
mitted to us, that we are unable, with the present amount
of experience on the subject, to regard the project as
unobjectionable.
Of the 35 curves which occur on this short line, there
are:—

1 of 12 chains radius 1 of 25 chains radius
4 of 15 ••• 7 of 30 ...
1 of 18 "II 3 of 45 ...
15 of 20 ... and 2 of 60 ...
1 of 24 ...

The gradients are very severe, being in various places
at a rise of 1 in 26k, 1 in 27k, 1 in 34, 1 in 43k; nearly
5i miles are steeper than 1 in 50, and, although their
severity is for the most part mitigated by their being in
planes of short length, there is one of nearly 2i miles at

in 34.

There occur two tunnels with an aggregate

length of 940 yards, and two viaducts of, together, 176
yards ; there are cuttings of from 34 to 62 feet in
extreme depth, and embankments of from 42 to 62 feet
in extreme height ; numerous bridges will be required
for crossing roads, &c. ; and thus, notwithstanding the
severity of the gradients, the works altogether will be

expensive.
It is proposed to work this line on the atmospheric
system of propulsion, which forms the justification of
the projectors for the adoption of such gradients and
curves as are here described. It cannot be necessary to
repeat here what we have already stated upon the sub-
ject of projects thus formed in anticipation of the suc-
cess of the atmospheric system ; but we may remark,
that the difficulties to be encountered upon this railway
are much more serious than occur upon the line between

Kingstown and Dalkey, where tho steepest gradient is
1 in 57, occurring at the end of the line, while the re-
maining inclinations are not below 1 in 100.
We have had reasons offered to us,why a line better

than that now proposed may be found for the construc-
tion of a railway to connect Lancaster and Tavistock;
and it appears to us that, under the circumstances of the
case, the delay of a session will not prove a practical dis-
advantage, since the full benefit of this work would not
be experienced until the South Devon Railway should be
open for traffic.
On the grounds, therefore, of the unfavourable nature
of the undertaking ; considering that it must be altoge-
ther objectionable, except as an atmospheric line, and by
no means free from probable difficulty if even that system
shall be made available ; and with the hope that some
other line may be traced which will be less open to the
objections here mentioned, we would express an opinion
that there are public grounds why the sanction of Par-
liament should, for the present, be withheld from this
(To be continued.)

project.

RAILWAY BILLS.
RESOLUTIONS OF THE COMMITTEE.

That Committees on Railway Bills have leave to sit in the
present session, notwithstanding any adjournment of the
House, if the Committees shall so think fit.
That such of the standing orders as relate to the composi-
tion of the Committees on Private Bills, and the orders con-
sequent thereon, be suspended so far as regards Railway Bills
pending in the course of the present session.

DRURY-LANE THEATRE.—Her Majesty and Prince
Albert, her Majesty the Queen Dowager, the Duchess of
Rent, the great officers of State, and most of the leading
families of the nobility, attend the State visit at this
theatre to-morrow evening.
DEAPNBSS—ACOUSTIC INSTRUMENTS.-39, Albe-
marle-street, Piccadilly.—lnvisible Voice Conductors,
when fixed in the cavity of the ears, are not more uncom-
fortable nor perceptible than having a small piece of
wool in its place. They enable individuals at an ad-
vanced age, and of forty or fifty years' standing of ex-
treme deafness, instantly to join in general conversation,
and to catch the sound of a distant, low speaker, at
church, theatre, &c. They pour the conversation into
the ears to such an extent, that in most severe cases
deafness cannot be observed. Also original Ear Cor-
nets, French, German, and Spanish Artificial Ears, and
improved Hearing Trumpets of every description. Many
of those instruments have received the approbation of
the Royal Society and Royal Institution of Great Bri-
tain. The Newly Invented Spectacles, immediately
they are placed before extremely imperfect vision, it
is brought to its youthful, natural, and original state.
Also Achromatic Telescopes, Opera-glasses, Micro-
scopes, &c.—Caution : Messrs. S. and B. Solomons,
Jpticians and Aurists, are not in any way connected with
a person of the same name in their immediate neigh-
bourhood, aor in any part of the country. To prevent
nistakes, be cautious, and observe—Only to be had at
N. Albemarle-street, Piccadilly, opposite the YorkHoteL
DEATH OF SIR GEORGE HosTE, C.B.—This dis-
tinguished officer, who filled the important office of Colonel-
Commandant of the Corps of Royal Engineers at Woolwich,
expired at his residence, Mill-hill, Woolwich-common, on
Monday evening, at ten minutes before six o'clock, of the
combined attacks of asthma and gout, under which he has
suffered for about four months so severely as to render it
necessary for him to remain in bed in an erect position to
prevent suffocation. His age was, we believe. 76 years.
Sir G. Hoste entered the corps of Royal Engineers in the
year 1802, having been gazetted as Second Lieutenant on
the 20th December, and on the following day, December
21st, was promoted to First Lieutenant. He was made
Captain on the 18th November, 1807; Brevet Major,
17th March, 1814 ; Lieutenant-Colonel, 29th July,
1825; Brevet Colone, 28th June, 1838 ; Regimental
Colonel, 23d November, 1841. The services of the
deceased officer were of a very important character. He
served at the battle of Maida-bill, and at the siege of Scylla
Castle, in 1806; at the attacks on Alexandria and Rosetta
in Egypt, in 1607 ; at the taking of the islands of Ischia and
Procida, and at the siege of Ischia Castle in 1809. He was
in the action on board the ship Spartan, in the Bay of
Naples, May 3, 1810. He joined the army in Holland in
November, 1813, and was present at the attack on Antwerp,
and led the Guards at the storming of Bergen-op-Zoom. Ile
served also in the campaign of 1815, and was attached to the
Prince of Orange, as senior officer of engineers, with the first
corps at the battle of Waterloo. He was also at the attack
and surrender of Peronne, and at the capitulatio4 of N.:-
and was one of the conunissionep
the
aPPOintßa give over the
fortress of Thunville and °ter strongholds- frOm the French
to the Prussians. There is but one opinion as to his charac-
ter as an officer and in private life, which was distinguished
by charity and humanity. Sir George Hoste has left behind
bun his widow, Lade lioste, two clau
ptersi and OWN 504

IRELAND.
REPEAL ASSOCIATION.
birsuN., APRIL 21.—The weekly meeting of s
tion was held this day in Conciliation Ile, the tlt socia-
inent caused by the protracted discussio-
a. The xcite-
a o
Bill, and the anxiety to hear the se- _ if •n
the Maynooth
nell on the subject, drew togethe- ..atiments of Mr. °Ton-
blies that had appeared for sr one of the largest a sssem-
Hall. At one o'clock, hr- dome time in the Conciliation
that Mr. E. B. Roche sr. O'Connell entered, and noved
The Outlaw s Esq., 11LP., should take the chair.
could not co— • oriefly addressed the meeting, ands lid he
simence his discourse better than by 4 ailing
•eating to give cheers for the British Minists 3r and
othnet -
he rn -
hnly, ajority by which the second readi of the May nooth
el's, was carried.—(lmmense ;applause followed, in which
Mr. O'Connell heartily joined.) He considered the la to de-
bate as most important. It proved that the same spirit
which actuated the people of England during the Gordon
riots was still rampant, and that an innate hatred of the Irish
and their religion existed in that country. The a tnende
which had been made by Sir James Graham was e ertainly
gratifying, and he felt bound to receive it in the game spirit
of frankness in which it was offered.—(Cheers.)
Mr. O'CONNIiLL handed in a number of remittanc es, and
read a communication from the Right Rev. Dr. B towne,
Bishop of Elphin, which contained the following pass ige
I think you will never be disappointed in the cons fictions
von have formed of the Catholic hierarchy and priest hood of
Ireland. They will receive every good measure with r grati-
tude, but the wealth of Crcesus cannot purchase tl Lein, or
tempt them to abandon the interests of their beloved flocks
in the cause of nationality."
Mr. Smith O'Brien and several gentlemen having handed
in various sums of money,
Mr. O'Cosimra, again rose and said—This 'was a great
day for Ireland. Cheers.) Circumstances which had
lately occurred ought to prove to the people the value of per-
severence—by perseverence they could achieve the glorious
object for which they were contending.--(Hear, hear.) The
time was fast approaching when Ir',land would be treated
as an integral portion of the British empire. It was now
his duty to bring up the secsmd report from the Par-
liamentary Committee upon the Report of the Land
Commission. The Honourable Gentleman having read the
following report :—" That it is essentially necessary for the
alleviation of the misery of the people of Ireland that the
Legislature should impose a heavy absentee tax—that such
tax should not be less the:n 10 per cent. on all incomes ex-
ceeding 200 d per annura—that every.person should be consi-
dered as an absentee'who shall not reside in Ireland during at
least six months ira each year, and that the proceeds of such '
tax should be applied in augmentation of the funds raised
by local taxAtion for useful objects connected with the dis-
tricts from which the income of such absentee is derived"—
proceeded to comment on the many evils which absenteeism
had Inflicted on Ireland, and pointed out the means by which
it might be counteracted. He then continued to observe
that he had read with the greatest satisfaction, and in a
spirit of the greatest kindliness, the speeches which had been
delivered by the Ministry during the late debate.—(Cheers.)
As for the Chancellor of the Exchequer (Mr. Goulburn) lie
did not much regard him, and if the granting of the boon
rested with him alone, he was sure the people of Ireland
would not receive it. He never before in his life had
occasion to praise Sir James Graham, but he should
say that the manly spirit and straightforwardness with which
he delivered his speech was worthy of the highest commen-
dation.--(Cheers.) He would hold out both his hands to
him to assist in extricating him from the dilemma into
which he had fallen, and he would place him on a pedestal
the basis of which should be justice to Ireland !—(Cheers.)
Sir James Graham had said that concession had reached its
limits—the meaning of which was, that justice should not
be extended to Ireland. The Secretary for the Home De-
partment had expressed his sorrow for that expression, and
had declared that the Maynooth Bill was to be the precursor
of more beneficial measures. Sir James Graham had told the
Recorder of Dublin that Protestant ascendancy had departed
for ever. An ascendancy of any kind must be prejudicial
to the interests of the country where it exists ; and for his part
he would not hesitate to declare that he would rather ascend
the scaffold than tolerate for one moment a Catholic ascen-
dancy.—(Hear, hear.) They would have no ascendancy, and
three cheers for Sir James Graham.—(lmmense applause.)
Shaw was angry, he understood—he cared little. The best
friend to the repeal of the union was the Member for the
University, for it was in consequence of his opposition that
the Corporate Reform Bill and other measures were rendered
unacceptable. He was glad Sir James Graham had told him
that Protestant ascendancy was numbered amongst the
things that were. The speech of the Right Hon. Baronet
was a manly, candid, and repentant speech, and gave abund-
ant promise of amendment.—(Hear, hear.) He considered
they ought to send him absolution from the Conciliation
Hall.—(Loud laughter.) lie then alluded to the speech of
Sir R. Peel, and thus continued—Sir Robert said the agita-
tion was not to be put down by force. He was right. how
could force be used when there was no violence, or nothing
that force could be brought against? I tell Peel that, so far
from using force to carry our objects, he may take away
every soldier out of Ireland, and if he wants a volunteer corps
we will give it to him. After this declaration, surely the sol-
diers ought not to be pent up as they are in their barracks.
There is no army in the world so brave as the national army of
our beloved Queen ; but why shut them up behind barrack
walls ? Peel says we are not to be put down by force. I don't look
for a higher authority, and therefore I make my bow to him.
—(Laughter and cheers.) But he says we are to be put clown
by kindness, generosity and justice. lam much obliged to
him for making the trial ; and if he only goes on he will
succeed. Now Peel has been cruelly treated by the bigotry
and fanaticism of the English.--(Hear.) How often have
I said the English people hated us? They hate us because
of the crimes they have perpetrated in Ireland; and it is
natural for those to hate who inflict injustice. Not a single
English Member spoke in favour of the Bill who had
not to make the confession that he was acting in opposition
to the will of his constituents; and I here give them credit
and honour for their conduct ; while we should the more
vehemently denounce the turpitude of the English people.
Before emancipation passed I should be alarmed at the feeling
which is exhibited in England, but now I do not care a two-
penny ticket for it.—Hear, hear.) The English Presby-
terians and Dissenters have led the van against the people of
Ireland, and Sheil very properly taunted them with the gross
ingratitude of their conduct. Duncombe checked him, and said
the Presbyterians objected to the Bill on " principle." What a
paltry excuse was that! Every year since I went to Parlia-
ment, 30,0001., as regiuni dottunt, was granted to them. That
sum involves the very same principle ; but when did any of the
Dissenters come forward to object on principle ? They ex-
ercise the principle against Irish Catholics alone ; while even
the Irish Dissenters are allowed to escape. I tell Mr. Dun-
combe, that instead of applauding the conduct of the Dis-
senters, he is only putting their conduct in a darker light,
and I tell them they are guilty of base ingratitude to us.
They were emancipated in 1828, but not by their own ex-
ertions—they were torpid, and it was we who led the van
and relieved them.—(Cheers.) This is the arm that drew
the petition which led to their emancipation.—(Cheers.) I
drew up the petition which was adopted by the Catholic
Association—in a short time it received 28,000 signatures,
and in a fortnight after it was presented to the House of
Commons the Bill for their emancipation was passed. Oh,
their conduct is base—they are guilty of the blackest ingrati-
tude—they have exhibited the grossest bigotry and intolerance.
I repeat my charge against the people of England, and Scot.
land too. In the discussions between the Kirk and the Yree
Church in Scotland, the Catholics in the House of Ownmons
always supported the friends of the Free Chttreli ; yet they
now attack us. Shame upon them—shara, upon the men
who can exhibit such bigotry and injustce ; but I have done
with them, I want nothing but their abuse.—(Hear, hear.)
Let it be recollected Lord John Russell took the part of the
Protestant Dissenters—he said they are the friends of civil
and religious liberty. Where did he get that fact ? I look
back to history, and I cannot find any such thing; and their
conduct reminds me of the Established Church ; and I am
truly grateful to that Church, for they have offered us no
opposition.—(Cheers.) When I awoke this morning 1 found
myself laughing, and I still continue in the same pleasing
state of mind.—(Hear, hear.) The labours of my life may
now draw to a close. I do not think the repeal cause or
its humble advocate ever stood upon so high a pinnacle
as at the present moment.--(Great cheering.) By the
admission of our enemies we are irresistible.—(Continued
cheering.) Oh, indeed, the man who commits a crime gives
strength to the enemy. The man is a miscreant who does
not obey us now ; and from this spot, in the name of the
sacred cause of repeal, I implore, I command the people of
Ireland to desist from crime.--(Protracted cheers.) Let
there be no more agrarian disturbances : the time is not far
distant when there will be a good system between landlord
and tenant, and disturbances will only have the effect of
postponing it. Let you all hunt out ribbon lodges, and ex•
pose them to the magistrates and the police, and I call upon
the people of Ireland to be peaceable, but vigilant, and they
must succeed.—(Cheers.) The Maynooth grant was gra-
ciously and well done—l accept it, and lam thankful fnr it ;
but I do not give more thanks than it deserves. I will be
grateful for every such measure, but I will net rest content
till the last penny in the pound is paid in our own Parlia-
ment in College-green.—(Cheers.) I repeat again I am
grateful to the Ministry—considering their position—seeing
there is a manliness and boldness about them that no other
Ministry had—they deserve our warmest approbation for the
course they are pursuing.—(Cheers.) After some further ob-
servations the Hon. and Learned Gentleman resumed his
seat amid applause.
Mr. Dillon Browne, M.P., and some other gentlemen ad-
dressed the chair.
The rent was announced to be 3564 98. 10d., and the meet-
ng separated.