SECOND REPORT
OF THE
COMMISSIONERS
APPOINTED TO INQUIRE
INTO THE MANNER IN WHICH
RAILWAY COMMUNICATIONS
CAN BE MOST
ADVANTAGEOUSLY PROMOTED
IN IRELAND.
ABRIDGED EDITION.
DUBLIN ;
PUBLISHED BY HODGES AND SMITH,
AGliNTS FOR THE SAI.E OF THE ORDNANCE SURVEY OF IRELAND.
1838.
ADVERTISEMENT.
The omissions in this Minor Edition of the Second Report of
the Commissioners are strictly confined to those portions of that
document which are merely of an introductory or explanatory
character. The Appendix will be found to contain such of the
Notes and Statements collected in the Appendix to the original
Report as are most useful for the purpose of illustrating the two
great systems of Railways proposed by the Commissioners. To
these statements are added the " Remarks on the Standing
Orders of the two Houses of Parliament, as they affect the con¬
struction of Railways in Ireland," it having been thought that
the circulation of that very valuable paper could not be too
widely extended.
The question as to the practicability of steam-communication
with America having been disposed of by the experiments which
have been already made, it was no longer necessary to retain the
dissertation upon that subject in this edition. It is right, how¬
ever, to add, that the Commissioners exactly predicted the happy
results which have since taken place.
London, October, 1838.
CONTENTS.
INTRODUCTION.
page
Reference to First Report ........ 1
Proceedings taken, and inquiries set on foot, by the Commissioners,
with a view to their Second and final Report .... 1
PART I.
Inquiry into the various Circumstances to be considered in laying
out a System of Railways in Ireland.
1. Amount, Distribution, and Employment of the Population . . 2
2. Nature and Amount of present Traffic; in what manner, and
through what channels, carried on . . . . . . 9
3. Public Conveyances ........ 24
4. Geological Structure of Ireland ...... 41
5. Selection and Description of certain Lines of Railway, which, from
a consideration of the various circumstances above enumerated,
appear to the Commissioners the best calculated to prove bene¬
ficial to Ireland, and to afford the greatest return on the Capital
expended . . . . . . . . . .51
PART II.
Inquiry into the probable Return on the Capital ivhich would be
required to construct and work the proposed Lines.
Economy of Railways—being an Inquiry into the Mechanical Prin¬
ciples of Railways,—into the Cost of Constructing, Maintaining,
and Working them,—and into the means by which the expense
may be confined to the lowest scale, consistent with the full attain¬
ment of the objects of such werks : also into the Return derivable
from different amounts of Traffic, and into the probable Dividends
from the proposed Lines ....... 70
PART III.
Inquiry into Circumstances peculiar to the Situation of Ireland, and
the present Condition of its Inhabitants, which would render the
promotion of these kVorks, or any of them, an object of National
Importance ; and itdo the Means by which it might be necessary
or aitvisable to promote them.
I. As to Situation ;—
1. Docs Ireland, as compared with England, offer any peculiar
facilily for a Steam Communication with America ? . .97
iv
CONTENTS.
PAGE
3. The most rapid Communication between London and Dublin
indispensable to the success of any attempt to establish an
intercourse by Steam between Ireland and America, and very
material to the profitable working of Railways in any part of
Ireland . . . . . . . . . 103
4. Projects proposed for effecting this communication . .104
II. As to the present condition of the population of
Ireland :—
1. Circumstances peculiar to that condition . . . .114
2. On the influence of Railroads in developing the resources of a
country, and improving the condition of its inhabitants . 124
3. Conclusion;—Suggestions and Recommendations as to the
extent of public aid which it might be advisable to afford ;—
the manner in which it might be given, and under what con¬
ditions .......... 136
NOTES TO PARTS II. AND III.
A.—Statement of the Traffic on several existing Railways, its increase
since the opening of these Lines, the previous Road Traffic,
&c. &c 144
B.—Comparison of the Profits with the entire Revenue of the Liver¬
pool and Manchester and other Railways . . . .149
APPENDIX.
No. 1. Report on the South and South-western Lines of Railway, pro¬
posed by the Commissioners, by Charles Vignoles, Esq., C. E. 153
4. Report on the North and North-western Lines of Railway,
proposed by the Commissioners, by John Macneil, Esq., C. E. 172
Remarks on the Standing Orders of the two Houses of Parliament,
as they affect the construction of Railways in Ireland . . 205
SECOND REPORT.
TO THE QUEEN'S MOST EXCELLENT MAJESTY,
&c. &c. &e.
We, the undersigned Commissioners, appointed by his late^
Majesty, under Letters Patent, bearing date the '20tli day ot
October, 1836, to inquire into the manner in which Railway
Communications can be most advantageously promoted m
Ireland, and re-appointed by your Majesty, under date the
4th day of November, 1837, humbly beg to submit to your
Majesty this our Second and Final Report.
INTRODUCTION.
It will be seen, by a reference to our former report, presented
on the 11th of March, 1837, that we had, at that time, collected
much information, and were still prosecuting a variety of inquiries
bearing on the subject submitted to our consideration;—that we
had employed two eminent civil engineers to examine and survey
the country along certain lines, the general direction of which we
indicated to them, and to report on the facilities or difficulties
which these lines presented to the construction of railways ;—that
various returns and documents shovving- the state of the country,
in relation to the value and amount of its commercial transactions,
the extent and activitv of the existing; intercourse, and the com-
• • . . .
parative importance of different districts, were in preparation for
our use—some by public departments, some by public com¬
panies, or private individuals engaged in extensive business, and
others, under the immediate direction of the Commissioners.
It will be perceived that we were also engaged in inquiring
into the principles which should be observed in the construction
of railways ; and, in order to ascertain and estimate these by
their practical application, that we were in communication with
the chief railway companies of England. Professor Barlow and
Major Jones subsequently visited the works of these companies,
the better to inform themselves, by minute jiersonal examination,
of whatever tacts or improvements recent experience might have
established or introduced.
B
2
Second Rej)ort from
From these various sources we have received a mass of valuable
and interesting information, which we shall now endeavour to
classify and digest, so as to exhibit its bearing on the object of
our investigation, and its influence on the conclusions at which
we have arrived. It affords us much satisfaction to state that,
with very few exceptions, the most liberal disposition has been
evinced by individuals, whether in public or private stations, to
promote the object of our inquiries : and we are particularly
indebted to several directors and managers of railway companies,
who have materially aided us by the frank and unreserved com¬
munication of the results of their own experience and reflection,
as well as by the careful consideration they bestowed, and the
useful information they imparted to us, on several important
points to which we requested their attention. We have also to
express our acknowledgments to M. Mongey, Ingénieur des
Ponts et Chaussées, and to M. Le Grand, the director-general of
that department, for several interesting documents relating to
railways projected in France.
PART L
INQUIRY INTO THK VARTOTTS CIRCUMSTANCES TO BE CONSIDERED
IN DETERMINING A GENERAL SYSTEM OP RAILWAYS FOR
IRELAND.
]. Amount, Distribution, and Enqdoynient of the Pojmlation.
Amount of the Population.—The population of Ireland was,
in the year
1731 ....
.... 2,010,221
1701 ....
.... 4,200,002
1821 ....
. . . . 0,801,827
1831 ....
.... 7.707,401
1834 ....
.... 7,043,000
Kstimating the increase going on for each ot these periods, we
find it during the first period of GO years, to be at the rate of
per cent, per annum; during the next period of 30 years I|- per
cent, per annum; during the next 10 years, Ij-per cent, per
annum ; and for the last period, only |ths per cent, per annum.
But this interval is, jierhaps, too short for a very exact result,
'flaking for our guide the rate of increase between 1821 and 1831,
the yiopulation at the present time, 1838, would amount to
8,523,7.10. The population of England, Wales, and .Scotland,
computed in the same manner, from the census of 1821 and
1831, would amount at present to 18,220,725; whence it appears
the Railiray Commissioners, Ireland.
3
that the population of Ireland is at this time within 600,000 of
being equal to one-third of the population of the United
Kingdom.
Distribntim of the Population.—To give a distinct view of
the manner in wHich this immense mass of people is distributed
over the surface of the country, a map has been prepared,* which
indicates, by various degrees of shade, the relative densities of
the population, the figures denoting the number of inhabitants,
per square mile, within the respective baronies. A glance at
this map will show that the population is most crowded and
numerous in the counties of Armagh, Monaghan, and in part of
the counties of Antrim and Down.
Diminishing in density, but still furnishing a large proportion
to the square mile, the population extends over the counties of
Longford, Westmeath, King's, Queen's, Kilkenny, Carlow, and
Wexford ; and thence a large mass, second only to the northern
portion, spreads over the southern counties of Tipperary, Lime¬
rick, and parts of Cork and Waterford.
Beyond the Shannon lies a district very thickly peopled; and
the parts of Roscommon, Leitrim, &c., adjacent to the river,
have nearly the same proportion of inhabitants.
These four divisions of the population differ in social condi¬
tion, in habits, character, and even in personal appearance, more
than the narrow limits of their location within the same country
would lead us to expect. The northern portion are better
lodged, clothed, and fed than the others: the wages of labour
are higher, being, on an average, about one shilling per day ;
and their food consists chiefly of meal, potatoes, and milk. They
are a frugal, industrious, and intelligent race, inhabiting a district
for the most part inferior in natural fertility to the southern por¬
tion of Ireland, but cultivating it better, and paying higher rents
in proportion to the quality of the land, notwithstanding the
higher rate of wages.
In the southern districts we find a population whose condition
is, in every respect, inferior to that of the northern ; their habita¬
tions are worse ; their food inferior, consisting at best of potatoes
and milk, without meal : the wages of labour are found reduced
from one shilling to eightpence per day ; yet the peasantry are a
robust, active, and athletic race, capable of great exertion ; often
exposed to great privations ; ignorant, but eager for instruction ;
and readily trained, under judicious management, to habits of
order and steady industry.
The population of the midland districts does not differ mate¬
rially in condition from those of the south ; but the inhabitants of
the western district are decidedly inferior to both, in condition
and appearance : their food consists of the potato alone, without
* AtlaSj Map No. 2,
B 2
4
Second Report from
meal, and in most cases without milk ; llieir cabins are wretched
hovels ; tlieir beds straw ; the wages of labour are reduced to the
lowest point, upon an average not more than sixpence per day.
Poverty and misery have deprived them of all energy ; labour
brings no adequate return, and every motive to exertion is
destroyed. Agriculture is in the rudest and lowest state. The
substantial farmer, employing labourers, and cultivating his land
according to the improved modes of modern husbandry, is rarely
to be found amongst them. The country is covered with small
occupiers, and swarms with an indigent and wretched popula¬
tion. It is true, that some landed proprietors have made great
exertions to introduce a better system of agriculture, and to
improve the condition of their immediate tenants, and a few of
the lesser proprietors have made humble attempts to imitate
them ; but the great mass of the population exhibits a state of
poverty bordering on destitution.
The distinctions we'have drawn as to the usual diet of agri¬
cultural labours in the different parts of Ireland, are strictly appli¬
cable to those only who have regular employment. When they
are out of work, which is the case in many places, during three
or four months of the year, the line is not so easily perceived.
Then a reduction in the quantity as well as in the quality of their
food takes place ; but still, though on a diminished scale, their
relative local degrees of comfort or of penury are maintained
nearly according to the above classification. In no extremity of
privation or distress have the peasantry of the northern counties
approached to a level with those of the west, whilst Leinster and
the greater part of the south, though sometimes reduced to the
lowest condition, retain, generally, even in the most calamitous
periods, a shade of superiority. There are districts, indeed, in
every quarter of the land, where, through peculiarities of situa¬
tion, or other causes, distress falls with an equal pressure upon
all ; but such exceptions are rare, and so limited in extent, as
scarcely to qualify the foregoing observations.
We may here observe, that in proportion as wages fall below
a fair standard of compensation, the work received in return will
be dear. This striking and interesting fact, sufficiently attested
by experience as a general truth, has been confirmed to us, with
regard to the districts of which we are now speaking, by the
authority of a practical engineer, who has had most extensive pro¬
fessional experience in every quarter of Ireland.
No vigilance of superintendence can be an efiective sul.istitute
for the motive which adequate remuneration supplies ; and, for
want of such a stimulus, a sauntering, dilatory, apathetic mode of
working becomes, in progress of time, the confirmed habit of the
district ; an evil for which an increase of wages will not prove an
immediate remedy.
Looking then to the numbers, condition, and habits of the
the Railway Commissioners, Ireland.
5
people within the four great divisions which we have described,
and to their relative capabilities of benefiting by a new and
improved system of communication, we cannot have any hesita¬
tion in expressing our opinion, that the first efforts should be
directed towards carrying lines of railway from Dublin through
the northern and southern districts. We conceive that the popu¬
lation of the western district are not in a condition to avail them¬
selves, to the same extent, of the advantages to be derived from
works of this description ; but that greater good would be effected
among them by opening and promoting the construction of com¬
mon roads, of which, in some districts, they are at present greatly
in want.
Employment of the Population.—With respect to the employ¬
ment of the people—it is essentially agricultural ; but in the
northern district, besides their rural occupations, numbers of the
peasantry are engaged in the linen trade. The culture of flax,
its preparation and manufacture, occupy, a considerable portion
of the time and labour of the population of the counties of
Armagh, Antrim, Down, Tyrone, Londonderry, and part of
Monaghan.
If agriculture were more perfect in these districts, the farms
larger, and the distinction between the farmer and the labourer
more marked, such a combination of trades would probably be
found neither convenient nor conducive to profit ; but the farmers
being also, for the most part, labourers, and the labourers small
landholders, the spare time not required for the cultivation of
their land, and which in other districts is so often given up to
idleness, intemperance, or crime, is here devoted to a profitable
and useful employment, which rewards industry with a fair return,
and promotes habits of peace and order. The variety of occu¬
pation afforded by this system of domestic manufacture, to the
different members of the family, is its chief recommendation.
While the men are engaged in weaving the yarn, the task of pre¬
paring it for the loom by breaking, hackling, and spinning, is
performed by the females, who find such a mode of industry con¬
genial to the habits of their sex, and compatible witii their house-
iiold duties.
The number of weavers who manufacture on their own account
is diminishing; but as the power-loom has not yet been so ex¬
tensively applied to the manufacture of the linen, as machinery is
to the spinning of the yarn, the hand-loom weaver is still enabled
to stand his ground.
There are in Belfast and its immediate vicinity fifteen mills for
the spinning of linen yarn, and four at places not far distant.
1 he largest of these mills employs 800 persons, and its annual
consumption of flax amounts to TiO tons. According to the
Beturns of the Seal Officers and Inspectors of the late Linen
Board, the value of unbleached linen, sold in the several counties
6
Second Report from
of Ulster, dL(nng tlie years 1821, 1822, 1823, 1824, Was as
follows
1821.
1822.
1823.
1824.
Antrim .
Armagh • «
Down •
Tyrone .
Londonderry •
Donegal .
Fermanagh ,
Monaghan .
Cavan
. £345,004
570,348
214,199
388,809
231,219
. 33,070
23,386
142,952
116,620
£332,496
603,812
204,828
397,657
286,810
3S.954
24'.027
134,485
09,429
£351,912
557,341
197,943
381,090
225,496
35,960
16,535
112,330
89,564
£323,767
568,799
238,514
434,898
252,614
20.432
21,259
125,959
123,063
' Total, Ulst-i- .
. £2,066,119
£2,127,528
£1,968,177
£2,109,305
Total, Irelanil.
. £2,538,001
£2,677,335
£2,411,861
£2,580,697
Acres.
Number of Acres sown in Flax, in the Province of Ulster, in the year 1823 80,936
Ditto ilitto, in the whole of Ireland, in tlie year 1823 122,242
We regret that no authentic inforination showing the state of
the linen trade can be obtained subsequent to the year 1824,
when the Linen Board was discontinued ; but the Returns by
the Collectors of Customs indicate a large increase of the quan¬
tity of linen exported in 1835, as compared with the exports of
1825: and Mr. Stanley reports, on the authority of the most
experienced persons concerned in the trade at Belfast, that the
inanufacturing of linen throughout Ulster has increased within
the last five years.
The only town in Ireland, in which the cotton trade has been
established to any extent, is Belfast ; and it is represented as
declining even there. Several of the mills originally designed
for the spinning of cotton are now employed in spinning flax,
and there are at present only six cotton mills in Belfast.
With regard to the woollen trade, a considerable diminution
appears to have taken place since 1822. There existed at that
time forty-live manufacturers in and about Dublin, and the value
of the cloth annually produced by them, if estimated at the pre¬
sent prices, would probably be about £200,000. The value of
the woollens now manufactured within the same district is stated
to be about £00,000. The manufacture has also declined in the
districts of Cork, Kilkenny, Moate, and Carrick-on-Suir ; and
at the present time, the value of the woollens produced within all
these districts is supposed not to amount to £20,000.
With regard to the flannel trade of Wicklow and Wexford,
the annual value of its produce is estimated at £50,000. This
was probably much above its actual value at that time, but it
may now be considered as extinct.
One branch of the woollen trade, the manufacture of worsted
and stnlF articles, has greatly increased since 1822, and is now
carried on to a considerable extent at Mouutmcllick and Ab-
bcyleix.
the Railway Commissioners, Ireland.
7
With respect to tlie wool grown in Ireland, its annual value,
at tiie present prices, may amount to £300,000. The great bulk
is exported to England, and a part to France. Irish wool is not
suitable for the manufacture of any cloths but those of very low
price, but it is well adapted to any article of worsted manufacture,
and hence one of the principal causes of the recent extension of
that branch of the woollen trade. The consumption of woollens
in Ireland is much below that of an equal population in England.
The annual value of the woollens sold in Ireland, is said not to
exceed £1,400,000, being about 3i. 'id. per head on the popu¬
lation ; whereas the total consumption of England cannot be less
in value than from £18,000,000 to £20,000,000, which would
amount to 20i. per head.
The great proportion of the woollens consumed in Ireland
being of English manufacture, the fine cloths of Dublin are be¬
ginning to find a market in the south of England. Among the
many and striking effects of steam navigation are the changes
which it is effecting in the commercial relations of different parts
of the country. While many districts of Ireland are brought, for
the purposes of trade, nearer to England and Scotland than to
Dublin, a more immediate and less expensive communication is
established between that city and many important parts of
England than now exists between it and the counties of Mayo,
Sligo, Donegal, and Derry. The manufacturer of Dublin can
now send his goods to Devonshire, Cornwall, Dorsetshire, and
Somersetshire, with more despatch than the manufacturer of
Yorkshire.
Upon the whole, the woollen trade of Ireland, though much
less than what it formerly was, is now in a sounder and healthier
state than when existing under the paralyzing influence of pro¬
tecting duties. The manufacturers, though few nl numher,
carry on their business with activity and intelligence ; they have
adopted every new improvement in machinery, and they have
generally an abundant supply of water and water power. The
wages which they pay are less than those paid for similar work
in England and Liverpool and London, the great marts for
foreign wool, dyes, and oil, are fully as accessible to the Irish as
to the English manufacturer ; they are, in consequence, able to
produce an article capable of sustaining competition with the
best specimens of Yorkshire cloth.
On these grounds the yearly advance of the woollen trade of
Ireland is confidently expected.
* The foUowinf; valuable testimony to the conduct and qualities of Irish work¬
men is given bji the head of a highly respectable firm in Leeds :—" We employ in
our factory nearly 300 Irish workmen. 1 have had a great number of them in my
employment from two to twenty years, some twenty-four and twenty-five years ; we
like them, as workmen, inliy as well as the Knglish : they are as orderly as any, and
we think their habits much improved."—Extract of a Letter to the Secretary of the
liaitway Commmiun,from Mr. Obadiah fViUans, of Leeds.
8
Second Report from
Besides these, it can scarcely be said that there is any other
manufacture in Ireland conducted on so great a scale as to be of
luucli national importance. Under the now exploded system of
bounties and protecting duties, several manufactories sprang up ;
but not being the natural growth of circumstances favorable to
their establishment, most of them gradually disappeared as soon
as the undue encouragement, which had created and stimulated
them, was withdrawn. Still there are to be found, in every
district, establishments of various kinds, conducted in the most
creditable manner ; but they do not exist to such an extent as to
claim especial notice in a general view of the employment of the
people. If it were necessary to show that there is no inaptitude
among the population for manufactures, for such even as require
the greatest ingenuity, neatness, and skill, we would select the
damask of Lisburn and the tabinets of Dublin : the worked
muslins produced in many parts of Ireland, and very often from
the poorest cabins, rival those of France, and are sold at half the
price; embroidery on silks and satins is also carried to great
perfection, and schools have been established in many places for
the instruction of the female peasantry in this beautiful art.
But while the manufactures which were formed under the
system of bounties have been sinking into decay, the various pro¬
cesses to which agricultural produce is subjected have been
gradually extended and improved. Grinding, malting, brewing,
and distilling iiave made great progress within these few years.
Until lately, the mills of Bristol and Liverpool enjoyed almost the
exclusive advantage of converting the Irish wheat into flour.
That process is now ¡terformed in Ireland. The construction of
water-wheels, and other machinery, has been mucii improved,
and the use of them, under favourable circumstances, has greatly
increased ; but there are few large mills in which steam is not
united with water power, in order that the supply may be
constant and regular during the summer as well as the winter
months—a proof of a better system of trading and of more en¬
larged means.
The process of malting was one of the first in which improve¬
ment became manifest ; and this has gradually led to greater
perfection in the quality of the beer produced. Great breweries
have been established in Dublin and Cork. Irish porter is now
largely exported to England, and the Dublin bottled porter suc-
cessfully rivals the London ])orter, even in London itsejf.
The quality of Irish produce has also considerably improved :
Irish butter, Irish jtork, and Irish beef bring greater prices in the
English market than they did some few years ago ; while the
quantity produced and exjtorted has much increased. The
districts in which these improvements are the most manifest, arc
those of Cork, A'Vaterford, Limerick, and Belfast.
From north to south indications of progressive improvement
the Raiheay Commissioners, Ireland.
9
are every where visible ; and most so in places which are acces¬
sible to tiie immediate influence of steam navigation ; but these
signs of growing prosperity are unhappily not so discernible in
the condition of the labouring people, as in the amount of the
produce of their labour. The proportion of the latter reserved
for their use is too small to be consistent with a healthy state of
society. The pressure of a superabundant and excessive popu¬
lation (at least, with respect to the resources as yet developed
for their maintenance and occupation) is perpetually and power¬
fully acting to depress them.
2. Natmre and Amoiint of the present Trafßc : in what manner
and throush what channels carried on.
O
We have had great difficulty in obtaining any information
which could be depended on, with respect to this important
subject. Though the value of statistical information is now
generally understood and admitted, no steps have as yet been
taken in this country towards collecting it to the extent, or with
the precision, commensurate to its great importance.
In this state, without any official aid, or authentic documents,
we were thrown on our own resources, to procure such informa¬
tion as we best could in reference to the nature, amount, and
direction of the internal traffic of the country. We were enabled,
through the kind permission of the Inspector General, to obtain
the assistance of the Constabulary, who, being spread in small
detachments over Ireland, seemed peculiarly available for the
purposes of such an inquiry. Having supplied instructions and
forms of return to the several constables, we received a mass of
information, displaying, in many instances, considerable local
knowledge, and very creditable intelligence ; chiefly deficient, as
might be expected, in showing the amount of merchandize or
produce conveyed, but valuable as exhibiting the direction of the
traffic, and the extent of country by which the various markets
and fairs throughout the kingdom are respectively supplied.
From these returns, collated and compared with great labour,
tested and corrected in those instances in which we had returns
known to be accurate, such, for example, as those furnished from
the grand and royal canals,—Lieutenant Harness, of the Royal
Engineers, has constructed the Traffic Map, which may be re¬
garded as a mechanical representation of the direction and
relative amount of the internal traffic of Ireland.
On referring to this map,* it will be seen that the largest and
most remarkable line stretches to the westward from Dublin.
This is on the lino of the Grand Canal. It passes through
Tullamore and falls into the river Shannon, at Shannon
* No. 3 in the Atlas,
10
Second Report from.
Harbour. From this point upwards to Athlone, and tiirough
Lougli Ree to Carrick, and downwards by Limerick, to the sea,
this remarkable river, or rather chain of lakes, is now partially
navigated for a distance of about 150 miles by steam vessels,
either carrying goods and passengers, or acting as steam tugs.
A branch of the Grand Canal extending to Atliy, there joins the
navigation of the river Barrow, which passes through the Carlow
valley, and communicates with the important town and harbour
of Waterford on the Suir. The Suir has been partly, though
imperfectly, rendered navigable up to Clonmel ; the accom¬
modation which it affords is, however, very inadequate to the
wants of the country.
The Royal Canal, on leaving Dublin, runs parallel to and very
near the Grand Canal for the first fifty-two miles, or as far as
Alullingar; whence it takes a north-western course, passes by
Ballymahon, throws off a branch to Longford, and terminates at
Richmond Harhour, near Tarmonbarry, on the Shannon.
In the north, a very important work, the Ulster Canal, is now
in progress, from Lough Neagh to Lough Erne, thus nearly con¬
necting the eastern with the western shore, by a line extending
from Belleek, near Ballyshannon, through Lough Erne, the Ulster
Canal, Lough Neagh, and thence to Newry and Belfast. The
Ulster Canal is now completed as far as Monaghan, and promises
to be a most useful work. Besides these there are three small
Navigations communicating with Lough Neagh; the Lagan from
Belfast, one from Newry by the Upper Bann, and the third,
called the Tyrone Navigation, extending from the collieries, at
Coal Island near Dungannon, by the Blackwater, into Lough
Neagh. The Lower Bann flows from the Lough to Coleraine,
hut is not navigable.
With a view to show the extent of accommodation which these
several Canals and Navigations furnish to the trade of the country,
and also to exhibit the progressive increase of that trade, we give
the following particulars from returns supplied to us by the dif¬
ferent Companies.
And first, with respect to the Grand Canal, the length of the
main line from Dublin to Shannon Harbour is 79^ miles, and
from the Shannon to its termination at Ballinasloe, 91 miles ;
the number of its branches is 7, and their aggregate length G5|-
miles.
The Total Tonnage carried was Amount of Tolls.
In IS22 .... 134,939 .... £21.8(;g
1830 .... 224,749 .... 33,4G4
183G .... 22G,770 .... 38,953
1837 . . . . 21.5,910 .... 40,859
It will be observed that this increase has taken |)Iace chiefly on
the Railway Commissioners, Ireland.
11
the valuable articles. Of these the tonnage carried in the under¬
mentioned years was as follows ;—
Flour. Grain. Meal. Malt. Cattle & Pigs.
In 1822 . 9,805 tons. 14,.347 tons. 2,075 tons. 2,907 tons. 10
18.30 . 14,221 ,, 19,500 ,, 2,407 ,, 4,719 ,, 643
1836.28,378 ,, 22,255 ,, 4,538 ,, 4,862 ,, 1,942
In 1830 the effect of the introduction of steam power on the
Shannon, and the communication thereby established between
Limerick and Liverpool, began to he felt on the Grand Canal.
In 1826, Mr. Grantham, an engineer, who had been for some
time employed by Government in surveying the river, made the
first attempt to establish steam boats on the Shannon : he failed.
A Joint Stock Company followed ; to these succeeded the Inland
Navigation Company, under the able management of a most
enterprising individual, Mr. C. W. Williams. There are now
nine steamers belonging to this Company on the Shannon; six
above Limerick, and three below. Though this number is small
when we consider the capabilities of this magnificent stream
and its wide expanding lakes—it is important as a successful
commencement ; for the value of this navigation is only now
beginning to be understood. Before the application of steam to
vessels as a propelling power, the means of developing these
capabilities did not, in fact, exist. The boat or barge adapted to
the stream was little suited to traverse the lake, and the construc¬
tion of towing paths along the shores of the latter would have been
impracticable. The introduction of steam vessels not only sur¬
mounts this difficulty, arising from the expansion of the stream at
intervals along its course, but, as the Shannon Commissioners have
justly remarked, converts what was previously a formidable
obstacle to the navigation of this noble river, into one of its great
advantages.
The improvements of the navigation of this river, now in con¬
templation, will, when executed, greatly increase the traffic, by
facilitating the means of communicating with the adjacent countrv
on either bank. A regular, active, and most beneficial trading
intercourse has been established between Limerick and Liverpool.
Below Limerick steam vessels now ply to Clare, three miles below
Ennis, the county town of Clare, and to Kiliush and Tarbert,
thriving places near the mouth of the river. The number of pas¬
sengers between Limerick, Tarbert, Kilrush, and Clare, in 1836,
amounted to 23,851.
The nature and rapid growth of the Shannon trade are ex¬
emplified by the following Returns :—
12
Second Report from
RETURN of Tonnage carried by the Boats of the Inland
Navigation Company, on the Shannon, during a period of
Eleven Y
In 1826
1827
1828
1829
1830
1831
1832
1833
183-1
1835
1836
RETURN of Goods carried from Limerick, and shipped at
Dublin for Liverpool.
tVIieat. Flour. Oatmeal. Butter
In 1833, . 187 tons. . 520 tons. . 543 tons. . 4,998 firkins.
1834, . 1,218 ,, . 1,750 ,, . 1,192 ,, . 10,097 ,,
18,35, . 402 ,, . 5,269 ,, . 533 ,, . 10,771 ,,
1836, . 289 ,, . 7,158 ,, . 1,136 ,, . 12,793 ,,
The gross freight from Limerick to Dublin, for corn, flour, or
mall is 15s. per ton ; distance, 133 miles : the toll, 5s., or, if in¬
tended for export, Ss. From Gahvay to Dublin, 21i. ; toll,
5s. llci. ; distance, 138 miles.*
The gross freight from Dublin to Limerick, for merchandize,
from 203'. to 30s. ; toll, 5s. From Dublin to Gahvay, 38s. 6d, ;
toll, 9s. Id.
With respect to the Royal Canal, the length of its main line
from Dublin, by Leixlip, Maynooth, Mullingar, Killashee, to
Richmond Flarbour, near Tarmonbarry, where it falls into the
Shannon, is 92 miles. From Killashee there is a branch to
Longford ; distance, five miles.
In 1834, the total receipts were, ¿£24,000 Total expenses, £11,376
1835, ,, ,, '24,082 ,, 10,740
1836, ,, ,, 25,148 ,, 11,912
This canal was begun in 1789, and owes its origin to (he eflbrts
of a Director of the Grand Canal, who, seceding from that Com¬
pany on account of some trifling diilerences,, resolved to form a
rival Company. Being a person of considerable plausibility and
energy, he succeeded ; and if the only object of the new Company
had been to injure tlie Grand Canal, they could not have de-
* Foity-fouv miles of this distance—\iz., fioin Gahviiy to 13allinasloe, is laud
carriage.
L ears.
Tons.
Tonnage by Boats purchased
Total.
iiom other Carriers.
2,004
• ♦ ■ ~ " • •
■2,004
6,304
• • ' • m
6,304
8,456
• • ' "■ • •
8,456
8,850
• • • •
8,8.50
11,270
• • ' • •
11,270
17,595
550 .
18,145
23,587
. . 2,200 . .
25,787
24,119
. . 2,200 . .
26,319
30,438
. . 4,125 . .
34,563
33,683
. . 7,050 . .
40,733
40,239
. . 7,050 . .
47,289
the Railway Commissioners, Ireland.
13
vised a plan better suited to that end. They appear, however,
to have overlooked the inevitable consequences to themselves of
such ruinous competition.
The sanction of the Irish parliament was obtained for this
scheme without any apparent examination of the grounds on
which it claimed support, or of the calculations of its probable
success. The efiect of such rash and inconsiderate legislation
might have been easily foreseen. After large sums both of pri¬
vate and public money had been expended on this work, the
Company became bankrupt in 1812, with a debt of 862,000/,
Irish.
The debentures and stock of the Company, bearing an interest
of 6 per cent., Avhich had been a few days previously quoted on
the Stock Exchange at 93, became unsaleable at any price, and
the payment of interest totally ceased; in consequence of Avhich
numerous families of the middle rank of life, who had been in¬
duced by the high rate of interest, and by delusive statements of
prosperity, to invest their capital in the concern, were suddenly
reduced to a state of deplorable indigence.
Thus, through the culpable facility of that parliament in acced¬
ing to the private views, and not very creditable feelings of an
individual projector, not only were the immediate sufferers by his
ill-digested scheme losers to the above amount, but its distressing
effects extended themselves to the shareholders of the Grand
Canal also, which, having been undertaken with the fairest pros¬
pects of success, was rendered altogether unprofitable by the
competition so established. A total capital of two millions was
irretrievably sunk in these unproductive speculations.
On the failure of the Royal Canal Company, a commission was
appointed to inquire into the claim of the creditors. A grant of
200,000/. was given by Parliament to extend the canal from
Cooinahay to the Shannon, and the present company was incor¬
porated by Act of Parliament, in 1818.
From a report made by Messrs. Henry, Mullins, and M'Mahon,
dated February 1828, it appears that the gross sum received and
expended by the Grand Canal up to that time
Amounted to £1,645,601*
And by the Royal Canal . . 1,421,954
Making a total of ... . £3,067,555
According to the above-mentioned report, the expenditure per
mile on llie Grand Canal amounted to 8,442/. ; and on the Royal
Canal to 10,780/. and it is there estimated that had these works
been properly conducted, the cost need not have exceeded
3,800/. per mile ; further, there can be no doubt that one canal,
* lilis Sinti is exclusive of 9.1,253/. expeiulod on the Shannon Navigation, and of
122,149/. on the Grand Canal Docks at Dublin.
14
Second Repwt from
with suitable branches, would have equally efiFected the obiect
now attained by both. Thus a profitable return might have been
obtained by the capitalist, and a waste of at least two millions of
money prevented.
The Barrow Navigation.—At Athy, in the county of Kildare,
a branch of the Grand Canal joins the river Barrow, which has
been rendered navigable from thence to its junction with the river
Suir, below the city of Waterford. This has been effected by
the construction of 17 locks, and the foiunation of a horse track¬
way. The capital expended amounts to 177,852^. The Barrow
flows through a rich agricultural country, traversing the fertile
though narrow limestone valley of Carlow, and thence by Bag-
nalstown, St. Mullins, and Ross, to Waterford. The management
of this work has been extremely creditable to the directors ; they
have carried it successfully through many and great difficulties,
and are but just beginning to reap the fruits of their perseverance
and integrity. The interests of this company are justly entitled
to the most favourable consideration, and to every protection
consistent with those of the public at large.
In 1800 the Tonnage was 19,828 tons. Amount of Tolls £1,40.5
1835 „ „ 66,084 „ „ „ „ 4,966
The Navigation of the Suir extends from Waterford, by Car-
rick, up to Clonmel, a distance of nearly 40 miles; it is a very
imperfect navigation, and great difficulties are encountered by the
boatmen in forcing the barges through the numerous shallows
and rapids.
The Boyne Navigation.—The Boyne Navigation Company
was incorporated in 1789. The navigation is 19 English miles
in length, extending from Drogheda to Navan.
A few years ago some traders discovered that the Navigation
Company had not a strict legal right to levy tolls on the lower
portion ; and it' was necessarily transferred to the charge of the
Board of Public Works. This portion is 12£ miles in length,
and is known by the name of the " Lower Boyne Navigation,"
extending from Drogheda to Carrick Dexter, near Slane.
The amount of tolls in 1837 was 7751. 17i. \d. The rate of
freight is 3,r. per ton from Drogheda to Slane; toll, l^d. per ton
jicr mile. Nine miles of this navigation were completed by the
old Navigation Board, and local Commissioners, atan expense of
75,0()0(!., and a subsequent public grant of 12,500/.
The revenue derived from it is adequate to cover the expense
of maintenance, and for its gradual improvement.
Nrirry Navigation.—The length of the Nevvry Canal is IG.l
Irish miles; it forms the communication between Newry ami
Ltnigh Neagh, and between Newry and the sea. In 1837 the
tonnage amounted to 102,332, and the tolls to 3,505/.
The Tyrone Navigation was executed at the public expense,
the Raihoay Commissioners, Ireland,
15
with a view to encourage the working of certain collieries at Coal
Island. Very exaggerated statements of the value and extent of
the coal beds in that district were at that time made to Par¬
liament, and as the means which geology has since unfolded of
testing the accuracy of such statements did not then exist, they
were too readily believed, and in consequence led, in very many
instances, to a wasteful and useless expenditure.
The tonnage in 1836 amounted to 7,291 ; and it will be observed
that of the export tonnage, coals amounted only to 718 tons.
The Lagan Navigation was begun in 1753, for the purpose of
connecting Belfast with Lough Neagh.
The tonnage in 1836 amounted to 44,700 tons : the tolls to
2,060¿. lOí. 8d.
From Belfast to Coal Island the length of navigation is 61
miles ; from Newry to Coal Island 39^ miles.
The total tonnage carried by all the canals and navigable rivers
may be taken at about 600,000 tons ; and the amount of tolls at
71,242/., if the tolls, on an average, be taken at \d. per ton per
mile. The average distance which the above tonnage is carried is
about 30 miles.
With a view to form an estimate of the probable total amount
of agricultural produce carried from the interior to the several
ports of the kingdom, detailed accounts of the annual exports for
several years prior to 1826, were examined by Lieutenant Harness,
and the result as stated by. him is equivalent to 437,000 tons.
Supposing the increase since 1826 to, be in proportion to the
shipping cleared, the present exportation may be considered to
amount to 680,000 tons ; and after allowing 20,000 tons for
eggs, wool, flax, and potatoes, from the returns furnished by the
Customs to the Commissioners, the total export of agricultural
produce may be assumed, with tolerable confidence, at 700,000
tons annually.
The population of the ports amounts to about 700,000, and
allowing three-fourths of a ton per person for the consumption of
the inhabitants and that of their horses, the quantity consumed
would be 525,000 tons annually. The total annual produce
carried at present from the interior to the several ports may
therefore be estimated at about 1,225,000 tons.
The consumption of Dublin, Cork, and other great ports, will
of course materially exceed the general average : but it can hardly
be above the truth to assume, that the return trade of Irish
manufactures, including shop-goods, beer, and spirits, for the
supply of the inland towns, as well as of the rural population—
the poorest of whom are consumers of tobacco, spirits, and
Woollen cloth*—would consist of one himdred weight annually
for each individual of the population to be su|)plied. This would
give 385,000 tons for the return trade : making, with the agri-
♦ Thveo-fouvths of the frieze generally worn by the peasantry throughout Ireland
is now ail uiticlc of impovt.
16
Second Report from
cultural produce carried to the ports 1,610,000 tons. This is the
valuable portion of the inland traffic. It is carried on, for the most
part, by the common cars of the country, at a very low rate—tlie
charge not exceeding, on an average, 5d. per ton per statute mile ;
and the average distance of carriage is not less than 40 miles*.
The total amount of carriage to and from the ports will of
course be very different from the above. Weighty and bulky
articles, of small value, but in constant demand—such as stone,
sand, lime, bricks, and flags—will generally be supplied from the
immediate vicinity, or brought by sea, unless a canal or railroad
should afford great facility and economy of transport ; and in that
case, a portion would be furnished from some convenient locality
traversed by the canal or railroad, as in the case of Dublin.
Estimating the quantity which would be brought in under such
circumstances, according to the supply of such articles furnished
by the Grand and Royal Canals, it would appear that five-
twelfths of a ton should be allowed for each inhabitant. Turf,
coal, and manure, would also, with such facilities, become articles
of transport for a considerable distance.
' Lieutenant Harness has endeavoured to form an estimate of
the amount of inland traffic to and from the ports; the principles
on which he proceeded are fully explained in his report, and
the results are as follows :—
TOWNS. ■
Supposed present
Traffie to and front
Population.
the Town.
Dublin ...
. 1265,000
966,000
Tons.
Cork . . .
110,000
400,000
>>
Belfast .
63,000
364,000
Í1
Limerick
70,000
264,000
il
Waterford .
29,000
236,000
ii
G al way
36,000
213,000
ly
Londonderry
10,000
113,000
Drogheda
17,200
108,000
ii
Ne wry . .
14,600
10.5,000
?>
Siigo
18,000 .
102,000
ii
Wexford
12,000
87,000
if
Dundalk . .
10,.500
83,000
Youghal .
10,000
72,000
>9
Tralee
10,600
58,000
if
The remaining ports are inconsiderable, both as to population
and trade.
♦ We may here observe, that the carmen perform their contracts with sinp^iilar
fidelity and care. We have it on the evidence of several of the jnincipal dealers in
Dublin, that it rarely happens that they sustain any loss throup;h these carmen ; and
that from long experience of their honesty, and ihe punctnulity with wliich they
deliver the goods entrusted to thoin, tlie merchants and tradesmen of towns are in
the habit of conhding to them with perfect confidence, and without any security,
very valuable articles. The robbery of cars is very uncommon. Kven in passing
through disturbed districts tliey have seldom been intcirnpled or molested.
f The population of Dublin within the county of the city was, in 1^31, '¿04,000 j
the population of the city and suburbs 203.000.
the Railway Commissioners, Ireland.
17
The preponderance of the first four towns is very great, and
clearly establishes their claims, grounded on the amount of their
traffic, to be leading points in any system of railway commu¬
nication in Ireland. When we look at that extensive and im¬
portant portion of the country, bounded on the east by the
Barrow, on the west by the Shannon, and stretching southward
from the Grand Canal to the sea,—and when we consider that
within its limits are contained more than one-third of the whole
population of Ireland,—the great towns of Cork, Limerick, and
Waterford; the less important but thriving towns of Kilkenny,
Clonmel, Cahir, and Thui les,—that it possesses generally a soil of
great fertility ; but, with all these advantages, has no other com-
numications but common roads, we are naturally led to the con¬
clusion, that the main trunk line to the south-west should be
carried through the centre of this district.
To the westward the country is provided with two great
canals, more than sufficient for the wants of the country in that
direction ; but to the north of the Royal Canal, and towards
Belfast, no great line of communication, except by common
roads, exists. A considerable stream of traffic, supplied from
Virginia, Kells, and Enuiskillen, passes from Navan towards
Dublin ; while the country approaching Belfast is traversed in
every direction by small streams of traffic, strongly indicating
the industry, activity, and trading spirit of that important
district.
At our desire Mr. Stanley undertook a series of inquiries
respecting the carrying trade of the towns north of Dublin, and
from his Report it appears that the general direction of the trade
of that district is towards the coast. A railway from Navan and
Armagh to Belfast, would, therefore, in the first part of its
course, receive at Navan all the traffic from that town, aug¬
mented by contributions from Virginia, Kells, and Enniskillen ;
it would again fall in at Armagh with the course of trade to and
from Belfast ; but in the intervening distance it would cross and
intersect the stream of traffic flowing towards the coast, and
would, therefore, be of very little service in facilitating and pro¬
moting the carrying trade of this part of the country. It is on
the conveyance of passengers that this line of railway must rest
its chief claim to support as a work of public utility ; and from
this source its receipts would be principally derived. Such a
line would, in this respect, possess advantages over almost any
other in Ireland.
We shall now endeavour to form an estimate of the traffic
which would bo carried along a main line to the south-west,
through the district we have above described ; and also along a
northern line to Belfast, b^or this purpose, let us suppose that
the line to the south-west is that indicated on the map as passing
through 1 hurles and Mallow to Cork, with branches to Limerick
c
18
Second Rejjort from
and Kilkenny; and that the line to the north is that represented
as passing through Navan and Armagh to Belfast,
On the direct line of road between Dublin, Limerick, and
Cork, an enumeration of the actual number of loaded carts, and
of pigs, sheep, and lambs daily passing, was made by direction
of the Commissioners, in the months of April and May 1837. *
From that enumeration an estimate has been framed by Mr.
Stanley, by which it appears, that the daily receipts on such a
line to Cork, as we have supposed, would amount to 105Z. In
this estimate, it is assumed, that the whole of the merchandize
and produce enumerated, would be conveyed on the Railway ;
but no allowance is made for increase arising from greater facility
and economy of transport. Lieut. Harness has also made an
estimate for the same line, founded on general considerations as
to the production, consumption, and consequent traffic from and
to the districts traversed hy the supposed line. The result is,
that the carrying trade would be equivalent to 20,866 tons
moved daily over one mile ; this, at 2d. per ton, would give
173/. 17i. 4c/. for the daily receipts.
Another mode of forming an estimate of the probable traffic,
is derived from the return of tonnage and receipts on the Grand
Canal. As the Railway in question would pass through a
country, generally speaking, superior in fertility to that traversed
by the canal, and as the proposed freights by the former would
be somewhat under the freights now charged on the latter ; and
further, as the Railway and its branches would terminate at large
and important towns, whereas the canal and its branches termi¬
nate at places comparatively inconsiderable, it may be safely
assumed, that with the exception of certain articles of great
bulk or weight, but of small value, the tonnage carried on the
Canal would be a fair measure, mile for mile, of the probable
tonnage on the Railway. '
From the return of the trade on the Grand Canal above
referred to, we select the articles which we consider would be
carried on a Railway : —
* It should be stated, that April and May was an unfavourable period for ascer-
tainiojr the avera¡re quantity of agricultural and mercantile traffic on the different
roads, inasmuch as the greater part, if not the whole corn, &c., derived from the last
harvest, would have been previously sold, and delivered in Dublin or the other
export markets. We need not, therefore, be surprised at the deficiency of this
species of traffic, as ascertained by Mr. Stanley's Knumeration.
the Railway Commissioners, Ireland.
19
TOWARDS DUBLIN
Articles.
Tonnage.
Gross Freight, including Toll.
Tons. Cwts.
£. «. d.
Flour .
Grain < .
Meal .
Malt . .
Potatoes
24,947 15 .
20,890 15 .
4,456 15 .
3,769 15 .
2,683 10 .
420 0 .
2,129 10 .
19,685 0 .
10,842 7 2i
10,277 7 1
Hay .
Cattle and Pigs
Sundries
2,736 1 1
1,974 8 5i
559 0 10
3511 1
873 17 1
10,878 2 2
Total
78,980 0
37,676 15 0
FROM DUBLIN
Coal and Coke . 6,015 15 . . 1,048 0 H
Sundries . . . 25,931 5 , . 10,661 0 4J
Total . . . 31,947 0 . . 11,709 0 6 ,
Grand Total]. 113,930 0 . , 49,385 15 6
The above sum, i, e., 49,385/. 15i. Gc?., includes 5,669/. 7s. \d.
for traffic, derived from the Shannon ; and deducting this, there
remains 43,716/. Sí. bd. annual income proper to the Canal,
which is equivalent to 119/. 15s. bd. per day.
The length of the Canal and its branches is 164 miles, and the
length of the Railway and its branches about 229 miles. Sup¬
posing, now, the prices, &c., the same per mile on both, viz., on
the Canal and Railway, the income from the Railway, at Canal
prices, would be 167/. 9i. 9|£/. per day.
It must, however, be observed, that the canal charges average
nearly l^d. per ton per mile, whereas the railway charges will,
on an average, be about 2d. per ton per mile ; but as the
facilities will be greater by the latter than by the former, the
charge less, and the country itself more fertile, we do not hesitate
to assume this income, which is equivalent to 20,066 tons
carried one mile per day, or 87/^ tons per day through the
whole line.
The probable accuracy of this estimate is borne out by a
report drawn up by Mr. Griffith, in the year 1826, respecting a
Railway then in contemplation between Cork and Limerick,
passing through Mallow and Charleville.
In this report it is stated, as the result of a careful and long-
continued enumeration, that the daily average number of tons
drawn from Cork to Mallow, a distance of 22 miles, amounted
to 48 tons ; and from Mallow to Cork, to 58 tons, equal to 106
c 2
20
Second Report from
tons in both directions. And between Mallow and Charleville,
also a distance of 22 miles, the average number of tons drawn,
daily, over every mile amounted to 50 tons, which gives a
general average between Cork and Charleville of 78 tons per
mile ; which, considering the progressive increase in the traffic of
the country, is consistent with our result, which gives an average
of 87 tons per mile.
An estimate may, in like manner, but with some modification,
be formed for the northern line. For that part of the line
between Dublin and Navan, and also for the part between
Armagh and Belfast, the same proportionate receipts, as in the
case of the southern line, might be calculated upon; but with
respect to the portion between Armagh and Navan, we do not
think that more than one-fourth of the proportionate receipts
could be allowed, for the reason which we have previously
adverted to, viz., that the direction of the traffic to the ports
on the coast, is directly across this part of the supposed line of
Railway.
Between Dublin and Navan, and between Armagh and Belfast,
the total daily receipts, estimated as above, would amount to
46/. 6i. 8d. ; distance, 64^ miles. Between Armagh and Navan,
the receipts would be 10/. 9i. lid.; distance, 57i miles. Total,
56/. 16.r. Id.
No allowance has been made in these estimates for the in¬
crease which would attend the progressive improvement of the
counlry. They are framed in reference to an additional facility
in the transport of the existing trade ; but the evidences of
growing prosperity are such as can leave no doubt, that even
without taking into acccount the powerful impulse which would
be given to the general industry of the country, through the
o()eratioii of such Haiivva_\s, a considerable addition might, in the
Course of a few years, be reasonably expected.
A eouipanson of the exports and imports at the present time,
with iliose of 1826, presents striking proofs of the increasing
commeice of Ireland. Since the latter period, when the duties
on ail meri handise passing between the ports of Great Britain
and Ireland were repealed, no official accounts have been kept of
the trade between the two countries.
It is greatly to be regretted that, on a matter so important,
and capable of afi'ording so useful an indication ot the condition
of the country, documents having official authority cannot be
referred to. To supply this deficiency we applied to the Com¬
missioners of Customs, who directed their Collectors at the
several ports to prepare returns, from which a table of e.xports
and imports for 1835 has been compiled. In Porter's Tables
we lind a similar table for 1825.
A comparison of these tables shows not only a strong aug¬
mentation of the exported produce ot the country, but a greatly
the Railway Commissioners, Ireland.
21
increased consumption of the articles most conducive to the
comfort of its inhabitants.*
Thus, the amount of Exports was :—■
In 1825. In 1835.
Cows and Oxen in number 63,524 98,150
Sheep i in number "72,191 125,452
Swine in number 65,919 376,191
lYheat in quarters 283,340 420,522
Barley in quarters 154,822 168,946
Oats in quarters 1,503,204 1,575,984
Meal and Flour in cwts. 599,124 1,984,480
Butter in cwts. 474,161' 872,009
Bacon, Hams, Beef, &c. in cwts. 966,531 749,283
Beer in gallons 2,686,688
Linen in yards 55,114,515 70,365,572
The amount of Imports was:—
Cotton Manufactures .. in yards 4,996,885 14,172,000
Woollen Manufactures, in yards 6,383,918 7,884,000
Tea in lbs. 3,889,658 4,794,316
Coffee in lbs. 335,921 1,205,762
Tlie employment of steam vessels in the transport of goods, as
well as in the conveyance of passengers, has greatly contributed
to the results exhibited by these returns. Exportations are not
only greatly augmented in quantity, but a variety of articles are
shipped for the markets of Liverpool, Glasgow, and Bristol,
which could not possibly be sent by common sailing vessels ; and
the demand in these markets, for all kinds of Irish produce, now
supplied with great regularity, economy, and despatch, is assist¬
ing materially in the development of capabilities, and yet but
imperfectly understood and appreciated.
To give full effect to this superior means of transport, and to
render its advantages generally and extensively available to the
country, it is of the first importance to improve and extend the
communication from the great ports to the interior.
Arranging the several ports according to their importance, as
indicated by the amount of their tonnage in 1836, we have—
Names of Porta, Total Tonnage of Exports Population in 1831.
and Imports.
Dublin . . . .590,000 .. 265,000
Belfast . . . 315,000 .. 53,287
Cork . . . 280,000 .. 107,016
Waterford . , , 248,000 .. 28,821
* We icpret that the state of the labouring population does not warrant us in
assuming that any considerable portion of this increased consumption is shared by
them. The demand seems to proceed, almost exclusively, from the superior class of
landholders, and the inhabitants of the towns.
22
Second Report from
Names of Ports. Total Tonnage of Exports Population in 1831.
Limerick
Londonderry
Drogheda .
Newry
Galway .
Wexford
Dundalk
Youghal
The tonnage of the remaining ports is inconsiderable.
There are also other indications of the increasing activity of
commercial intercourse. Deducting the Ordnance postage, not
charged in 18.37, the postage received in the different towns in
Ireland amounted, in 1827, to £192,244; in 1837, to £255,070.
It appears also by a Return forwarded to us by the Secretary
to the Post Office that the receipts in the undermentioned coun¬
ties were as follows :
and Imports.
121,500
66,554
94,000
19,620
90,000
17,365
90,000
13,065
73,000
33,120
70,000
10,673
66,000
10,078
58,000
9,608
In Dublin •
Cork
Antrim (Belfast,
Tipperary
Limerick
Down
Waterford
Kilkenny
1836.
£75,726
25,415
16,587
10,845
9,185
8,824
7,325
4,688
The manner in which the several Banks are distributed over
the country, and the dates of their establishment, are also worthy
of observation.
By far the greater number have been opened since 1833.*
In Cork City there are
,, County, including City .
Belfast ....
Antrim County, including Belfast
Londonderry City
,, County, including City
Armagh City .
,, County, including City
Tipperary County .
4
17
6
16
5
14
6
14
13
♦ The total Bank Note Currency in Ireland amounts to £5,029,500, and it is
supposed that the proportions in the four provinces are nearly as follows
£1,700,000 In Ulster . £1,400,000
In Leinster
Munster
1,300,000
Connaught
600,000
the Railway Commissioner^, Ireland.
23
In Waterford City
Down County .
Limerick City .
Galway Town .
,, County, including the Town .
,, County, including City
4
7
7
4
4
10
We are fully aware that such evidence as this must be re¬
ceived with caution, as a proof of commercial activity. The ex¬
tension of business in this way, unless it can he shown to be
grounded and conducted on sound principles, is an uncertain
criterion of prosperity ; and we have not the means of forming
a scale of the relative amount of legitimate banking transactions
in Ireland. That they have greatly increased since the Provin¬
cial Banking Company was formed, and are increasing, there can
he no doubt. The inadequacy, or unwillingness of existing es¬
tablishments to meet the wants of the community, gave rise to
that Company, and essential benefit has been derived from its
operations. It afforded the extended accommodation required
by the increasing business of the country, and through its nume¬
rous branches greatly assisted, without unduly stimulating, com¬
mercial enterprise. It has, from its commencement, enjoyed the
confidence of the public, and has set an example of judicious
management well deserving of imitation.
Collecting the various facts and circumstances above stated,
we perceive that they show not only a marked and progressive
improvement in the country at large, hut clearly exhibit the rela¬
tive condition and superiority of certain districts as compared
with others. If, therefore, our object, in proposing a system of
Railways for Ireland, be to conduct the Main Lines through the
counties where trade is the most active and extensive, the
evidence above collected points out that our first efforts should
he directed to connect Dublin with the counties of Armagh,
Down, Antrim, &c., in the north ; and with Cork, Limerick,
Tipperary, Waterford, &c., in the south. The counties to the
westward are provided with direct water communication with
Dublin, by means of the Grand and Royal Canals, and seem less
to require, and less able to support the expense of Railway com¬
munication.
We shall now proceed to inquire into the state of travelling
throughout the country, with a view to ascertain whether the
relative amount of passenger traffic on different roads, marks
more particularly the districts and towns which should be em¬
braced in a general system of Railways, and thus indicates more
precisely the course which the Main Lines above adverted to
should follow.
24
Second Report from
3. PUBLIC CONVEYANCES.
We have been enabled to collect more definite information in
regard to this important subject, than we could by any effort
obtain with respect to the traffic. We would here acknowledge
our obligations to the constabulary, for their valuable assistance
in collecting this information ; forms of return, with instructions,
were supplied to them, which were filled up from actual inquiry
and enumeration.
The Constabulary Returns have been checked and compared,
when admitting of such comparison, with Returns furnished from
the Post Office; and with others supplied from the establish¬
ments of Messrs. Purcell, Bourne, Gosson, Bianconi, and Fair-
lie. We have also received valuable Returns from the Grand
and Royal Canal Companies,* of the number of passengers by
the ordinary passage boats and by the fly boats recently esta¬
blished.
From the united information thus obtained, a Map has beenf
compiled, under the superintendence of Lieutenant Harness,
which shows the direction and relative amount of travelling
throughout the country, and denotes, by figures at the side of
the lines, the average number of persons passing weekly, by
public conveyances of all kinds, between the places shown on the
Map.
The largest stream is from Dublin towards Naas, wnere it
divides into three branches—the one by Carlow, Kilkenny, and
Clonmel, to Cork ; the other by Mountrath, Roscrea, and Ne-
nagh, to Limerick ; while the third, passing along the Grand
Canal, is chiefly dissipated among the small towns on its banks,
a small portion reaching Ballinasloe. Next in importance are
the streams through Balbriggan and i\.shbourne, uniting at
Drogheda, and thence continuing to Newry; at which town a
branch separates towards Armagh, where it is again sub-divided
into smaller branches ; the principal of which pass by Caledon,
to Omagh and Strabane, on the left, and to Moy, Dungannon,
and Cookstown, on the right. The main line from Newry con¬
tinues through Lisburn to Belfast. Next in magnitude to these
_ O ^ ^
two great lines is the stream direct to the west, through Lucan,
Maynooth, Enfield, Clonard, and Kinnegad, where a branch
separates to Athlone, by Kilbeggan; the main line continuing to
• We have j*reat pleasure in acknowled{:*inj» the information supplied to us by
Mr. M^Mullen, the intelligent and zealous Secretary to the Grand Canal Company,
and we are indebted to his exertions for the valuable Returns on which many of our
calculations are founded.
t Atlas, Map No, 4.
the Railway Commissioners, Ireland.
25
Mullingar, and thence to Longford ; from which a small stream
passes through Carrick-on-Shannon and Boyle to Sligo. The
Athlone branch continues to Ballinasloe, where another small
division takes place, a portion diverging to Tuam and Castlebar,
while the larger passes on by Loughrea to Gahvay. The Royal
Canal runs close to the main route, touching it at several points;
passing by Mullingar, and communicating with Longford by a
branch from Killashee. Swift boats are now established as far
as Mullingar, 52 miles, which they reach in eight hours from
Dublin ; and the common or slow passage boats ply regularly
between Dublin and Longford, performing the journey in twenty-
three hours.
Next in point of consideration is a stream to the north-west;
it branches off on the left at Clonee to Trim, and to Navan on
the right, passing through the latter place to Kells, Cavan, and
Enniskillen.
Supposing then that Railways were to be constructed to Cork,
Belfast, and Mullingar, according to the lines indicated on the
map, the following are the estimates for these lines, which the
Passenger Map furnishes :—
26
Second Repen t Jrom
Calculation made from the Passenger Map of the Number of Pas¬
sengers that would probably Travel on the Main Trunk Line, from
Dublin to Cork, by Thurles, and on the Branches from that Line
to Kilkenny and Limerick.
Total Distance from
Dublin in Statute Miles.
southern line.
Average Number of
Passengers weekly in
one direction.
Distances between
Intermediate Stations.
Equivalent Number
moved one Mile, in one
direction, weekly.
Equivalent Number
moved one mile, in one
direction, daily.
First Part of Main Trunk.
From Zero of Mileage at Inchicore
Avenue.
From Dublin to separation of
Branch to Kilkenny at (c)."'
11
I.—From Dublin to the nearest
point to Leixlip (a),
1. Passengers to Leixlip, say
one-half
2. Ditto to Naas by Coaches and
Cars|. ••••••
3. Ditto to Naas by Canal • •
447
950
583
18i
II.—From (a) to the point where
the Railway crosses the Grand
Canal at (6).
1. Passengers to NaasbyCoaches
and Cars . . • • •
2. Ditto to Naas by Canal . .
3. Ditto to Celbridge and Ciane,
say •••••••
1,980
11
21,780
3,111?
950
583
60
32f
III.—From (¿) to the place where
the Line crosses the Branch of
the Grand Canal to Athy, north
of Monasterevan, at (c).
1. Passengers by Coach, Cars,
&c. to Monasterevan .
2. Ditto to Rathaugan, through
Newbridge
3. Ditto to Kilkenny, ®io Carlow
(X) t
4. Ditto to Athy ....
5. Ditto to Athy by Canal . .
6. Ditto to Limerick by Canal
and Shannon (L), say . .
1,593
n,549i
l,649ii
245
48
196
180
195
58
•
922
14i
13,369
1,909?
• The letters in Italics refer to the corresponding letters marked in red upon Map
No. 4, in the Atlas.
\ The capital letters, X, Y, &c. are employed to avoid the repetition of the words
at the end of which they first occur.
the Railway Commissioners, Ireland. 27
Calculation made from the Passenger Map, &c.—{^Continued.')
a;
4J
s.-S
e« Ö
OB
a tí
® ® ^
3
h- 4)
^ rtí >
^ a
4) flj o
53 o
V
«1
53 5
» CO
S.s
souTHEUN 7,iNE.—(^Cotifinued.)
age Number
ngers weekly
ne direction.
Oi o
"S ^
S.I
s ^.
s-Si-
S cö
-sag
lis
'S .s
»-I <U Q
■3-« "
'3? s
> W
5|
P-H
> 'CJ
O
g
M o
s
49J
IV.—From (c) to where the Line
crosses the Passenger Line be¬
tween Monntmellick and Mary¬
borough, close to Maryborough,
at (d).
1. Passengers from Kildare to
Maryborough ....
2. Ditto from Monasterevan to
Portarlington, and thence to
Monntmellick ....
3. X
4. Passengers by Athy and Cas-
tlecomer, to Kilkenny (Y)
5. Ditto to Cork, by Athy, Strad-
bally, and Cashel (see the
Number shown between
Durrow and Johnstown, (M)
6. Ditto by Canal to Monntmel¬
lick
7. L. .
221
90
196
66 •
35
87
58
*
753
16â
12,612î
1,80111
52^
V.—From (d) the point where the
Branch to Kilkenny leaves the
Main Line at (e).
1. Passengers from Maryborough
to Mountrath ....
2. Ditto on from Portarlington,
by Coach or Car, & Canal,
to Mountrath, say two-thirds
of the Number shown be¬
tween Maryborough and
Mountrath . ...
3. Passengers from Marybo¬
rough by Abbeyleix, to Kil¬
kenny, say two-thirds of
the Number shown between
Maryborough and Abbey¬
leix
4.x
а. Y. .
б. M. . « . . . . .
7. L
180
18
44
196
66
35
58
597
3
1,791
255 f
Total, First Part Main Trunk
. • . •
52^
61,102
a,728Ç
28 Second Report from
CAtcutATiON made from the Passenger Map, &c.—-(_Continued.)
Total Distance from
Dublin in Statute Miles.
southern line.—(Con/irtueci,)
Average Number of
Passengers weekly in
one direction.
Distances between
Intermediate Stations.
Equivalent Number
moved one Mile, in one
direction, weekly.
Equivalent Number
moved one Mile, in one
. direction, daily.
Second Part of Main Trunk.
From separation of Kilkenny
Branch at (e), to separation of
Limerick Branch at (Ä).
61
I.—From (/) to the nearest point
to Mountrath (/).
1, Passengers fromMaryboroiigh
to Mountrath . • . •
2, Ditto on fromPortarlington&
Mountmellick to Mountrath
3. M
4. L
ISO
13
33
58
291
3
1,455
2071
66
II.—From (/) to nearest point
in Borris-in-Ossory at {g).
1. Passengers that now pass
through Mountrath, Ros-
crea, and Nenagh to Lime¬
rick, Q.• . • . • .
2. Ditto to Roscrea and Ne¬
nagh, N
3. Ditto from Mountrath to
Rathdowney, Templemore,
and Thurles, say two-thirds
of 27
4. Ditto from Dublin, hy Car-^
low, through Kilkimny, j
to Clonmel and Cork .
5. Ditto from Dublin, byAthy,z.
& Castlecomer, through
Kilkenny to Clonmel &
Cork
6. M
7. L
122
30
18
113
35
58
376
00
3,196
456 <
00
HI.—From (g) to the point where
the Limerick Branch separates
to the right at Holycross (h),
1. Q. ••••••■•
2. Passengers from Mountrath
to Rathdowney, Temple-
more, and Thurles, say two-
third^ of 27 • • • •
123
18
the Railway Commissioners, Ireland.
Calculation made from the Passenger Map, &c.—{Continued').
Total Distance from
Dublin in Statute Miles.
southern line.—(cwi/mtící/e)
Average Number of
Passengers weekly in
one direction.
Distances between
Intermediate Stations.
Equivalent Number
moved one Mile, in cue
direction, weekly.
Equivalent Number
moved one Mile, in one
direction, daily.
3* ••••»•«
4. Z
5. L
35
113
58
346
23J
8,217^
Total, Second Part Main Trunk
. .
37i
12,868^
1,838^
98
Third Part ok Main Trunk.
From separation of Limerick
Branch at(^)to Cork, 76j miles.
I.—From (A) to Cashel.
1. Z
2. Passengers from and through
Thurles, 110; deduct Lime¬
rick Passengers through
Tipperary, 40 • • • .
3. M. .
113
70 .
35
•
104i
II.—From Cashel to the point (/),
where the Limerick and Water-
ford Line crosses the Cork Line.
1. Z
2. Passengers direct between
Cashel aud Clonmel . •
3. M
218
8i
1,798^
256
113
70
35
218
6i
I,362i
194ft
125§
III.—From (/)) to the nearest
point to Mitchelstown and Fer-
inoy at (w).
1. Passengers,at present,through
Clonmel and Cahir to Mit¬
chelstown
2. Passengers from Clonmel, by
Ciogheen aud Ballyporcen,
to and through Feriiioy, S.
*3. Ditto from Limerick to Cork,
by Mallow and Kildorrery,
95
35
103
233
m
5,009i
715 ft
• Sav two-tVili ik nd Number shown between Kilmalloclt ft Cbarlevllle ; and
• , I d8, theNumbersbownbetweea Kilinallock & Kildorrery.
30 ■ Second Report from
Calculation made from the Passenger Map, &c.—{Continued),
Total Distance from
Dubliu in Statute Miles.
souTHEKN LINK.—{Continued.)
Average Number of
Passengers weekly in
one direction.
Distances between
Intermediate Stations.
Equivalent Number
moved one Mile, in one
direct ioHy weekly.
Equivalent Number
moved one Mile, in one
direction, daily.
145i
IV.—F rom (m) to Mallow.
1. Passengers through Mitchels-
town, by Fermoy, to Cork,
(W.) say one-half of the
Number shown between
Mitchelstown and Fermoy
2. S . .
3. Passengers from Kildorrery,
Castletownroche, Doneraile
4. v.* • • • • • • •
90
35
9
103
237
19f
4,680i
668^1
166 J
V.—From Mallow to Cork.
1. W. and S
2. Passengers through Mallow
to Cork
3. Ditto from Kanturkto Cork
4. Two-thirds of Limerick and
Cork Passengers, by Kil-
mallock and Kildorrery .
125
220
72
32
449
21
9,429
1,347
Total, Third Part Main Trunk
• '•
76|
22,280i
3,18211
bnanch to Kilkenny.
1. Passengers through Marl¬
borough, by Abbeyleix,
Ballyragget, to Kilkenny ,
2. Y. 66) Deduct Cork Pas-
3. X, 196) sengers, 113 .
66
149
215
26J
5,697^
81311
Total, Kilkenny Branch .
26J
5,697^
81311
103
Branch to Liukriok.
I.—From (A) where the Limerick
Branch leaves the Main Line,
to the point at which the Line
to Waterford leaves the Lime¬
rick Branch (o).
1. Q
122
the Railway Commissioners, Ireland.
Calculation made from the Passenger Map, &c.—(Coniinued.')
Total Distance from
Dublin in Statute Miles.
southehn i.1nk—(C(/«/in«erf.)
Average Number ®f
Passengers, weekly, iu
one direction.
Distances between
Intermediate Stations.
Equivalent Number
moved one Mile, in one
direction, weekly.
Equivalent number
moved one Mile, in one
direction, daily.
2. Passengers from and througli
Thurles, by Casbel, Tippe-
rary, See., to Limerick, say
3. L
40
58
220
13i
2,915
416^
I2bi
11.—From (o) to Limerick.
1. Q
2. Passengers from Clonmel,
through Tipperary
3. V
4. L
122
80
103
58
363
221
8,1671
1,16611
Total, Limerick Branch .
35f
11,0821
l,583f,
SUMMARY.
Length
of
Lines.
PASSENGERS.
Equivalent
N umber
moved one
Mile, in one
direction,
weekly.
Equivalent
Number
moved one
Mile, in one
direction,
daily.
Main Trunk, First Part
,, Second Part
,, Third Part
Total, Main Trunk from Dublin to Cork
Kilkenny Branch
Limerick Branch
Total, Main Trunk and Branches . .
Staiute
Miles.
521
37i
76|
61,102
12,868^
22,2801
8,728f
1,838^
3,182||
1661
26J
3r,f
96,250a
5,697J
11,0821
13,750J5
813}J
1,583^,
228Î
113,030J
16,147i
Of this number, viz., 16,147i, 3,020 are carried by canal ; the
remainder, 13,127 are travellers by public conveyances on the
roads. It was further ascertained by the enumerators on these
lines, that the proportion of persons thus travelling, to those who
52
Second Report from
travel in post and in private carriages, was as 4 to 1 ; adding,
therefore, one-fourth, we have 16,409 for the total number of
passengers on the roads, and, including the canal passengers, we
have 19,429 for the total equivalent number moved one mile in
one direction.
It will be observed, this calculation is made solely with refer¬
ence to the number of persons now travelling ; it does not
suppose any addition to that number which would be the conse¬
quence of the superior facilities aflForded by a Railway, but it
includes those passengers who would be drawn by such facilities
from the collateral routes.
'Ihese two sources of increase are frequently confounded; it
being very common to regard the number of passengers by a
railway, compared with the number that travelled the same line
of road previously, as the exact measure of the increased inter¬
course, whereas, in general, it is, to a large extent, but a concen¬
tration of the travelling to and from places not on the immediate
line of Railway, but which by means of it have become ac¬
cessible, at less expense or in less time than by the direct
common roads.
When a Railway is once formed, it is seldom, perhaps, consi¬
dered material to distinguish from what source the augmentation
proceeds ; but when forming an estimate, by which the propriety
ot undertaking a work of great magnitude must be determined, it
is important to endeavour to distinguish them. We shall con¬
sider the passengers then as composed of two classes, and desig¬
nate them by the terms Principal and Secondary ; the first being
those for whom the proposed communication would be a direct,
the second, those for whom it would be an indirect accommoda¬
tion. The first receive the whole advantage which a railway
can give, the second only a portion. The degree of accommoda¬
tion will, in the latter case, depend either on the lateral distance
of the place of destination from the line, or on the distance
beyond its termination. The limit of lateral distance will be
determined when the time or expense of travelling in part by
Railway and in part by the common road, is equal to the time or
expense of reaching the same point by the original route; and
its extent will become greater, in proportion as the rapidity and
economy of travelling by the former shall increase. Along the
intermediate space, the number of passengers will vary from
nothing to the greatest increase which the Railway is capable of
producing. We therefore consider, that an increase equal to
one-half that allowed for the principal class may, on an average,
be safely allowed for the secondary class.
Jn the present instance, after fully and carefully inquiring into
what has happened in other cases, and making allowance, as far
as possible, for difference of circumstances, we are of opinion
that an increase of 100 per cent, on the principal class may be
the Railway Commissioners, Ireland.
33
fairly calculated upon, and 50 per cent, on the second. With
respect to canal passengers, the increase which follows cheapness
and facility, must be supposed to have already taken place to a
considerable e.\-tent. The rate per mile on the canal being from
Oi(f. to Hd., whereas by the coaches it is from 3d. to 4d.
The return from the Grand Canal Company distinguishes two
classes—the first and second cabin passengers. The fare for the
latter is about \d. per mile ; for the former IJd. The lowest
fare by the railway would be Id. per mile. There would be no
inducement therefore, in point of economy, for the second class
to change their present mode of travelling, as a saving of expense
is with this class a greater object than a saving of time ; still we
have no doubt the rapidity of the Railway would lead to some
increase in the second class, probably 15 per cent. ; but with
regard to the first class, 50 per cent, might, we think, be safely
allowed. In the valuable return above mentioned, we find that
the number of first cabin passengers is to that of the second
cabin as 2 to 5 ; so that 50 per cent, more on the former, and 15
per cent, on the latter, would amount to about 25 per cent, on
the whole number. Referring, then, to the preceding estimate,
we find that the passengers by public conveyances may be thus
divided :
Principal Class . . 7855 Secondary Class . 5272 Canal . , 3020
15,710 7908 3775
The travellers by post and in private carriages are 3,282;
dividing these in the same proportion, and into the same classes,
and allowing the same per centage for increase, we have to add
3,927 to the first class, and 1,927 to the second. We have
further an allowance to make for parcels; this is very co.mmonly
taken in England, with respect to coaches, at about one-fifth of
the proceeds arising from passengers. If this be correct for
England, the proportion will be considerably smaller in Ireland ;
besides, the cars, which form so considerable a proportion of the
public conveyances of this country, carry but few parcels ; it is
probable, therefore, that an allowance equivalent to one-tenth of
the passengers by public conveyances, or, 1,312 would not be
far from the truth.* Collecting these various items we have
34,G09 for the estimate of the total equivalent number for one
mile in one direction, or 69,218 in both directions.
We have two other estimates derived from entirely différent
data with which to compare this result; one founded on the
actual enumeration made under the direction of Mr. Stanley, and
♦ From a return supplied to us by Mr. Bourne, this seems to be the proportion on
the Limerick roud.
D
34
Second Report from
the other prepared at our request by Lieutenant Harness, on prin¬
ciples which admit of a very general and useful application.
According to the enumeration the equivalent number of pas¬
sengers moved one mile in one direction is 19,848 ; this includes
travellers by all kinds of conveyances both public and private on
the road, but it does not include passengers by the canal. Dividing
this number into principal and secondary passengers, in the same
proportion as in the first estimate, and allowing the same pro¬
portion of increase in each class, we have—
For Principal Class ....
Increase of 100 per cent. .
. 11,877
For the Secondary Class ,
, 7,971
Increase of 50 per cent.
3,985
Canal Passengers, same as before .
3,775
Allowance for Parcels ....
. 1,312
•23,754
11,956
5,087
Totalin one direction 40,797
2
Total in both directions 81,594
According to the estimate of Lieutenant Harness, the number
of passengers in both directions on the main line and branches
would be 67,817. This number includes the probable increase
which wonld follow the establishment of a Railway, but it is de¬
pendant on the assumption that the number of passengers by the
swift and slow boats on the Grand Canal, may be taken as a
measure of the number which under similar circumstances would
travel by a Railway. This number, we have seen, requires to be
increased 25 per cent., making the number by this estimate
84,771.
Collecting these different results we have—
Equivalent Number
Miles. moved one Mile.
,, «TV/r • T* CAccording to Estimate No. 1 . 69,218
Length of Mam Lino 1 2284 1 „ to Kstimate No. 2 . 81,594
and Branches .j I „ to Estimate No. 3 . 84,771
535,583
Mean ..... 78,527
This mimber, divided by 228;J;, gives 312 for the average num¬
ber moved daily over every mile of Railway, for every day iii the
year.
the Railway Commissioners, Ireland.
35
Proceeding in the same manner with ^regard to the northern
line, we Iiave the following table :—
Camulation made from the Passenger Map of the Number of Pas¬
sengers that would probably travel by a Line ot Railway from
Dublin to Armagh, and thence on to Belfast.
rm cÀ
£ ^
^ S
ëa
5
"ri ^
"o 3
northern line.
Average Number of
Passengers, weekly, in
one direction.
Distance.
Equivalent Number
moved in one direction,
weekly.
Equivalent Number
moved in one direction,
daily.
28
First Part.
From Dublin to Navan,
1. All Passengers to Navan .
258
2. Ditto, to Trim ....
■ 180
3. Ditto through Dundalk to
Newry, Belfast, and Ar¬
magh, X
361
4. To Slane to Ashbourne .
70
5. To Navan through Ash¬
bourne • • . • •
30
6. To Aides
14
7. From Dublin to Dundalk •
35
948
28
26,544
3,792
51
Second Part.
From Navan to Carrickmacross,
1. X
361
2, Through Slane and Car¬
rickmacross to Castle-
blaney • • . . .
52
3. From Navan through
Kingscourt ....
24
4. Through Ardee to Louth .
14
5. From Dublin to Dundalk ,
35
6. From Dublin to Knuiskillen
by Cavan ....
61
64
547
23
12,581
1,797|
Third Part.
From Carrickmacross to Castlo-
blaney.
1. X
361
2. Through Slane and Car¬
rickmacross to Castle-
hlaney
52
3. From Navan through
Kingscourt, and on to
Cootehill .....
24
4. From Dublin toKnniskillen
by Cavan ....
61
498
13
6,474
924Ç
d 2
36
Second Report from
Calculation made from the Passenger Map of the Number of Pas¬
sengers that would probably travel by a Line of Railway from
Dublin to Armagh, and thence on to Belfast.—(^Continued.')
Total Distance from
Dublin in Statute Miles.
1
northern une.—
Average Number of
Passengers, weekly, in
one direction.
Distance.
1
Equivalent Number
moved in one direction,
weekly.
Equivalent Number
moved in one direction,
daily.
85^
Fourth Part.
From Castleblaney to Armagh.
1. Passengers from Dublin,
through Newry to Bel¬
fast, Y
2. Ditto through Newry to
Armagh • • • • •
3. Ditto from Monaghan,
through Castleblaney to
Armagh . • • • •
196
105
14
Fifth Part.
315
214
6,772*
967*
From Armagh to Portadown.
1. y
2. Passengers from and
through Armagh and
Portadown ....
3. From Moy to Portadown •
196
172
48
Sixth Part.
416
10,'
4,524
646J
From Portadown to Lurgan,
1. Y
2. FromPortadown to Lurgan
196
274
Seventh Fart.
470
H
2,467*
352*
From Lurgan to Lisburn.
1. Y
2. From Lurgan to Lishurn •
196
346
Eighth Part.
542
12
6,504
29 2^
From Lisburn to Belfast.
2,000
8
16,000
2,2855
the Railway Commissioners, Ireland. 37
SUMMARY.
Distance
in Statute
Miles.
Pass EI
Equivalent ]
Number
moved in
one direc¬
tion weekly.
<GERS.
Equivalent
Number
moved in
one direc¬
tion daily.
I. From Dublin to Navan
11. ,, Navan to Carrickmacross •
III. ,, Carrickmacross to Castleblaney.
IV. 5, Castleblaney to Armagh • •
Total, Dublin to Armagh • • •
V. ,, Armagh to Portadown . •
VI. ,, Portadown to Lurgan « • •
VII. ,, Lurgan to Belfast ....
VIII. ,, Lisburn to Belfast • • . .
Total; Armagh to Belfast . • .
Grand Total, Dublin to Belfast
28
23
13
2R
26,544
12,581
6,474
6,772^
3,792
1,797?
9246
967i
85^
52,371i
7,481,^
10?
H
12
8
4.524
2,4674
6,504
16,000
646?
3524
9291
2,285?
36J
29,495i
4,2l3j6,
121|
81,86?
ll,695f
We have found that this number, 11,695, may be divided
into—
Total Principal Class . . 7,362
Probable increase, 100 per
cent 7,362
14,724
6,499
Total with increase . 21,223
Add one-fourth for posting
and private carriages . 5,305
Add one-tenth for Parcels 1,170
Grand Total . , . 27,698 in one direction.
2
Grand Total . . . 55,396 in both directions.
This number divided by 121-J, the whole length of the line,
gives 4.56 for the average estimate number that would daily pass
over every mile of the line, for every day iii the year.
With regard to the Western Line, which it has been proposed
to carry in the direction of the Royal Canal to Mullingar, we
understand that it is intended that the line in question should
join the South-Western at a point near to Celbridge: on tiiis
supposition we have formed the following table ;—
Total Seeond Class . 4,333
Inerease at 50 per
cent 2,166
6,499
38
Second Report f rom
Calculation made from the Passenger Map of the Number of Pas¬
sengers that would probably travel ou a Western Line of Railway
from Dublin to Mullingar.
Total Distance from
Dublin in Statute Miles.
west*rn line.
Average Number of
Passengers, weekly, in
one direction.
Distances between
Stations.
Kqnivalent Number
of Passengers moved in
one direction, weekly.
! Equivalent Number
of Passengers moved in
one direction, daily.
15|
First Part.
From the point 12 miles from
the General Post Office, in
Dublin, where it would leave
the South-Western Line at
Celbridge,to Maynooth,
1. Passengers to Maynooth,
by coaches and cara .
2. Ditto by canal (fly boats)
3. Ditto by Canal (night
boats) . . . • •
566
148
252
-
966
3|
3,622i
517^
19i
Second Part.
From Maynooth to Kilcock.
1. Passengers to Kilcock, by
coaches and cars
2. Ditto by canal (fly boats)
3. Ditto by canal (night
boats)
474
134
242
850
3Î
3,1871
455j\
40J
Third Part.
From Kilcock to Kinnegad.
1. Passengers to Kinnegad,
by coaches and cars •
2. Ditto by canal (fly boats)
3. Ditto by canal (night
boats) • « . . .
244
93
193
530
21
11,130
1,590
50|
Fourth Part.
From Kinnegad to Mullingar.
1. Passengers .to Mullingar,
by coaches and cars
2. Ditto by canal (fly boats)
3. Ditto by canal (night
boats) • • • • •
119
73
175
367
lOi
3,761f
337JJ
Total, Western Line • •
3SJ
21,701ï
3,1001
the Railway Commissioners, Ireland.
39
Of the above number, 1,637 are canal passengers, and the
remainder, 1,463, must be divided into—
Principal Class . . 533 Second Class . . 930
Add 100 per cent. . 533 Add 50 per cent. . 465
1,066 1,395
1,395
Both Classes . . . 2,461
Add one-fourth for post and
private Carriages .
Also one-tenth of present Road
Passengers,for Parcels.
Canal Passengers increased by
25 per cent
Total in one direction 5,268
Total in both , > 10,536
Which, divided by 38 J miles, gives a mean of 272 passengers
daily on every mile, every day in the year.
In the preceding pages, when treating of the internal carrying
trade of the country, we have given an estimate of the mer¬
chandise traffic which might reasonably be expected on the
Southern and Northern Lines. Collecting into one view the
estimates both of traffic and passengers, we have the following
table :—
Average
Number of
Vassengers
moved over
every mile
daily.
Average
Average Daily Receipts.
Total daily
Receipt for
Passengers
and Goods.
Miles.
Number of
Tons moved
over every
mile daily.
Passengers
at per
Head per
Mile.
Goods at 2d.
per Ton per
Mile.
South-western Linox
to Cork, with )
Branches to Li- \
merick and Kil- j
kenny • « • . J
228i
342
87.37
£. 5. d.
407 18 11
£. s, d.
167 9 10
£. s. d.
575 8 9
Northern Line^
throuKli Armagh >
to Belfast • . , J
121Î
456
67.41
288 10 5
56 16 7
345 6 9
Western Line to")
Mullingar » . J
38i
272
-
54 17 6
-
54 17 6
We have not formed any estimate of the probable commercial
traffic on the proposed Line to Mullingar, because it would con¬
tinue to be carried by the Canal : the above table shows that the
number of passengers, on such a Line, would fall far below the
number on the other two lines. And whatever traffic it might
obtain must be almost entirely withdrawn from the Royal Canal.
I 615
I 146
I 2,046
40
Seccmd Rej)ort from
In a subsequent part of our Report we shall enter into an
examination of the merits of the several lines proposed by Irish
Joint Stock Companies, and we shall there siiow that the line to
Muliingar, as proposed by the " Great Central Irish Railway
Company," could not be attempted without ruin to the spe¬
culators; and a repetition of that disastrous competition which,
in the case of the two Canals, has caused a loss of about two
millions of money.
We shall, therefore, confine our attention for the present to
the two great lines to the South and North.
The return on capital, which the above receipts would pro¬
duce, forms the subject of a subsequent part of our Report.
Until we have shown what the expense of constructing and
working the lines in question would be, we are not prepared to
enter on that part of our inquiry. Supposing, however, for the
present, that no difEculties present themselves to the formation of
railways in the direction to which the above calculations refer,
and that, on the contrary, as regards the Southern Line, that the
country offers unusual facilities for the construction of such a
work—that the soil is not only generally good, and the average
produce very considerable, but that there are certain districts
which this line would traverse, of extraordinary fertility, and
others susceptible of great improvement—then we may safely
conclude that if these lines would not furnish an adequate return
on the capital expended in their construction, no lines that could
be constructed in Ireland would give such a return. And fur¬
ther, if it should appear that the probable receipts are barely
sufbcient, even with the greatest economy and the most judicious
management, to justify the undertaking of these great works, it
must likewise be evident, that, when formed, they will require to
be protected against the rivalry of other lines. In the present
state, and with the present amount of traffic and intercourse
throughout Ireland, the competition of rival lines would be alto¬
gether ruinous to the speculators, and most injurious to the
country. In coming to the above conclusions with regard to the
lines indicated on the map, we wish to be understood as speaking
only of their general direction ; the one towards the south-west,
traversing the centre of the southern part of the country, and
terminating at Cork ; the other inland to Belfast, commencing in
a north-westerly direction, and admitting of being afterwards
extended from Navan through the centre of the northern portion
of the country, to Enniskilleii.
We have as yet shown no reason for following the precise
course marked out in the map. That has been in a great mea¬
sure determined by the features and conformation of the country.
We have noticed, in a jirevious part of our Report, the peculiar
facilities which certain geological formations are uniformly found
to oft'cr, in Ireland, for such works. Not only arc they easily
the Railway Commissioners, Ireland.
41
traversed, but they furnish excellent and abundant materials for
construction ; they are remarkable also for general fertility, and
they contain all the elements most valuable for improving and
reclaiming land. We shall, therefore, briefly advert to this in¬
teresting subject so far as it illustrates these circumstances, and
thereby assists in pointing out and determining the most favour¬
able lines.
4. Geological Structure of Ireland.
If we look to the map of Europe, we And Ireland stretching
westward into the Atlantic Ocean beyond all other lands ; and
from its insular position, and its great exposure, on the north,
west, and south, to the Atlantic wave, its coast, as might be
expected, is in many parts indented by deep bays, protected by
jutting promontories, which have hitherto withstood the flerce
assaults to which they are exposed ; and these bays and promon¬
tories are most numerous and remarkable on the south-west
coast, that being the point of the prevailing winds.
It is remarkable, that the rock which forms the bed or bottom
of the greater number of these deep bays and estuaries, consists
of the secondary, or carboniferous limestone, while the projecting
promontories situated to the north and south of each, are com¬
posed, for the most part, of primary or transition rocks, and par¬
ticularly of granite, mica slate, quartz rock, greywacke, and old
red conglomerate.
Though the geological structure of Ireland is similar to that of
England, still the relative geographical position of the different
rocks is essentially different. In England, the mountain ranges,
consisting of the primary and transition classes, are situated near
the west coast, and the newer strata are successively accumulated
on each other to the east and south ; in which directions the
country is comparatively flat. In Ireland, on the contrary, the
coast is for the most part mountainous, while the interior is flat,
and rarely presents hills of considerable elevation. Thus, we
find the primary mountains of Antrim, Derry, and Donegal, occu¬
pying the north and north-west coasts ; those of Sligo, Mayo,
Galway, and Kerry, the west and south-west. The slate dis¬
tricts of Cork and Waterford form the south and south-east;
while the mountains of Wicklow, Louth, and Down, are situated
on the east coast.
These mountain tracts rarely extend more than twenty miles
inland ; and we find the interior, with trifling exceptions, com¬
posed of flat or gently-swelling grounds, covered by a rich and
Iruitful soil.
'I his peculiar conformation of the surface has been the origin
of the great number of rivers with which the coasts ahound ;
they have their sources in the neighbouring mountains, whence
they flow in short but rapid courses directly into the sea.
42
Second Rejjort from
The Shannon forms the most striking example of the rivers of
the interior, flowing slowly through the flat country. This river
has its source in a limestone cavern, situated in the valley of
Lough Alien, in the county of Cavan ; it issues from a circular
gulf, about fifty feet in diameter, and at once assumes the cha¬
racter of a considerable stream.
Lough Allen, situated five miles to the south of this source, is
generally considered to be the head of the Shannon, and is the
point at which its navigation terminates. This lake is elevated
hut 160 feet above the level of the sea, while the course of the
river to the tide-way at Limerick, is 140 miles in length, which
gives an average fall of but 1 foot 2 inches in a mile ; but this
average fall, trifling as it may appear, is not equally distributed,
as the greater portion of it, amounting to 98 feet, takes place
between Lough Derg and Limerick, a distance of but 15 miles,
leaving a fall of only 62 feet between Lough Allen and Lough
Derg, in a distance of 127 miles, which is rather less than six
inches in a mile.
There are several other rivers which have their sources in the
central districts of Ireland, but they are insignificant when com¬
pared with the Shannon. They all e.xhibit the same sluggish
character, and when the slow current of the water is interrupted
by any impediment, have the same tendency to flood the flat
country on either side for a considerable extent.
Exclusive of the tributaries to the Shannon, namely, the Boyle
River, the Suck, the Camlin, the Inny, and the Great and Little
Brusna, the most important rivers of the interior are the Barrow
(which takes its rise in the Slieve Bloom Mountains), the Boyne,
the Blackwater, and the Little Barrow, the latter having their
sources in the Bog of Allen, in the county of Kildare, which in
this part forms the summit of the flat country between the Irish
sea and the valley of the Shannon.
This bog does not in any part exceed the height of 300 feet
above the level of the sea, while the summit level of the Grand
Canal, which passes through the centre of it, is about 270 feet
above the mean tide level in Dublin Bay.
The peculiar flatness of the interior of Ireland has probably
been the cause of those vast accumulations of alluvial matter,
composed of clay and limestone gravel, which in the form of low
but steep ridges of hill, occur so abundantly throughout the
middle districts, and which are generally known by the name of
Eskers. These ridges of limestone gravel probably originated at
a period when the country was either wholly or partially sub¬
merged, from eddies formed by indulations in the surface.
It would be unsuitable, in this place, to enter into any length¬
ened description of the crystalline and schistose mountain dis¬
tricts, which nearly surround the island.* We shall therefore
• Atlas, Map No. 5.
the Railway Commissioners, Ireland.
43
confine our observations to those points which bear upon the
subject referred to us, and which relate more to the facilities
which certain rock districts afford for the construction of common
roads and railroads, than to the scientific description of the com¬
position and specific characters of each variety of rock ; at
the same time, we shall allude generally to the characteristic
features of the geology of the country, and to the nature and
value of its mineral products, particularly of its metallic and coal¬
mines.
If we look to the Geological Map of Ireland, the great extent
of the blue colour, which indicates the position of the carboni¬
ferous or secondary limestone, at once attracts attention, and it
will be perceived that the different tints of red and grey which
occur near the coast, and which represent the localities of the
crystalline and unstratified, and of the older sedimentary rocks,
are generally interposed between the limestone and the coast.
The characteristic feature of the limestone country is that of
flatness; it presents few hills of considerable elevation, and the
soil, with the exception of the boggy districts, is unusually fertile.
In many parts where the limestone strata are arranged in nearly
horizontal beds, most valuable quarries have been opened, and
abundance of stone, of very large dimensions, can be procured
suitable for every variety of architectural design ; some of the
more crystalline limestone beds are susceptible of a high polish ;
and beautiful marbles of various tints, as black, black and white
mottled, and red, yellowish, and bluish greys, occur abundantly
in different places, and more particularly at Kilkenny, Limerick,
Galway, Cork, King's County, Roscommon, and Armagh. In
some of the schistose districts valuable beds of fine-grained
roofing slate have been discovered, and several extensive quarries
have been opened, which are conducted with spirit and success.
The most valuable slate quarries are situated in the county of
Tipperary, on the banks of Lough Derg on the Shannon ; at
Glenpatrick, south of the river Suir, in the county of Waterford;
and at Valentia Island, on the west coast of the county of Kerry.
Good veins of slate also occur to the east of Strangford Lough,
in the county of Down, and in some parts in the counties of
Armagh, Monaghan, and also in the counties of Wicklow, Wex¬
ford, and near the south coast of the county of Cork.
In respect to metallic mines, veins, both of copper and lead,
have been discovered, and partially worked in many parts of the
primary slate districts of the counties of Donegal and Galway,
and in the granite-slate districts of the counties of Down, Ar¬
magh, Monaghan, Wicklow, Wexford, Waterford, Cork, and
Kerry; also in different parts of the great central limestone
district.
At present few of these metallic mines are in operation. Among
the copper mines the most important are those of the Vale of
44
Second Report from
the Ovoca, in the county of Wicklow ; of Bonmahon, county of
Waterford ; and of Allihies, near Castletown Berehaven, in the
county of Cork, all of which are now at full work ; the two latter
are highly productive, and give employment to a considerable
number of miners and labourers.
The lead mines of Ireland have not latterly been prosperous,
and few are at present at work; the most extensive are those at
Conlig mountain, near Newtownards, in the county of Down ; of
Derrynoose, in the county of Armagh; of Lugganure, in the
county of Wicklow ; and in the limestone district of the county of
Clare, at Ballyhicky near Ennis.
In respect to the coal mines, if we except those which occur
near Ballycastle, on the north coast of the county of Antrim, the
whole are situated within the limits of the carboniferous or se¬
condary limestone country, and the strata which accompany the
coal afiect the form of great mineral basins, and rise to consi¬
derable elevations above the limestone which surrounds them,
and on which they rest.
In Ireland coal occurs in seven distinct localities, which have
been called the Leinster ; the Slieve Arda, or Tipperary ; and the
Munster, situated to the south of Dublin ; and the Monaghan,
the Connaught, the Tyrone, and the Antrim, to the north of it.
The coal consists of two distinct species, namely, non-flaming
coal, or anthracite, and bituminous or blazing coal. The first,
with [he exception of two beds of trifling importance which occur
in Antrim, are confined to the coal districts situated to the south
of Dublin ; while the northern contain bituminous or blazing coal.
The Leinster Coal District-—We shall commence our review
with the Leinster coal district, which is situated in the counties of
Kilkenny, Carlow, and Queen's County.
The well known property of Kilkenny coal, namely, that of
burning slowly without either flame or smoke, has obtained for
it, among mineralogists, the name of anthracite, or non-flaming
coal. It is also called mineral charcoal, from its containing from
94 to 96 per cent, of pure carbon.
This district contains seven workable beds of coal, arranged
in regular succession, one above the other. The collieries, par¬
ticularly those in the neighbourhood of Castlecomer, in the
county of Kilkenny, and of Doonane, in the Queen's County,
have been worked for upwards of a century, and now annually
produce about 120,000 tons of coal and culm. The coal is used
for domestic purposes and malting, and the culm exclusively for
burning lime.
The u[)[)er beds, which are the purest, are now nearly ex¬
hausted; but three of the lower beds, which are very extensive,
have never been worlied, excepting near the out crop, where they
occur near the surface, and, consequently, this di.strict still con¬
tains an abundant supply of coal and culm.
tue Railway Commissioners, Ireland.
45
The Slieve Arda, or Tipperary Coal District.—The general
circumstances of this district are similar to those of the Leinster.
It forms a ridge of hill country of considerable elevation above
the limestone which surrounds it, and on which it rests.
This district, as far as it is at present known, appears to con¬
tain but three beds of coal, the lowest of which is only nine inches
in thickness, but the second and third are each two feet thick.
The coal is of good quality, but not so dense as the three foot
coal of the Leinster district.
The principal collieries are situated at Colebrook, and at Cool-
qnil in the neighbourhood of Killenaule. The latter is conducted
with judgment and considerable success by the Mining Company
of Ireland. The large coal of this, as well as of the Leinster
district, is used for domestic purposes and for malting, and the
small coal and culm for burning lime.
The line of the Main Southern Railway, which we recommend,
passes through the midst of the limestone valley situated between
the Slieve Bloom Mountains and the Leinster and Tipperary coal
districts. By a proper construction of the grate, it is probable
that the pure though dense non-flaming coal of these districts may
be used with advantage for locomotive engines. When ignited it
yields no smoke, and consequently it possesses one of the desired
qualities of coke ; and, at the same time, it is much more durable
than any other variety of coal.
The Munster Goal District.—This district is, perhaps, the
most extensive in the British empire ; it occupies considerable
portions of the counties of Clare, Limerick, Kerry, and Cork ;
and coal mines have been discovered, and partially worked, in all
those counties.
The coal is usually of a slaty structure, and much softer than
that of Tipperary or Kilkenny ; in consequence, it is almost ex¬
clusively used for burning lime.
In the county of Clare beds of anthracite, or slaty coal, have
been discovered at Moy and Seafield, on the west coast, and on
the banks of the Shannon near to Labasheda Bay, where consi¬
derable workings have been made, though the bed of culm is only
fourteen inches in thickness.
Thin beds of culm have also been worked in the neighbourhood
of Loughill and Newcastle in the county of Limerick ; and in the
\icinity of Tralee and Listowel, in the county of Kerry; but the
barony of Duhallow, in the county.of Cork, contains the thickest
and most valuable coal beds of the Munster district. The prin-
ci[)al collieries are situated on the north bank of the river Black-
water; and at this moment extensive works are being carried on,
particularly at Dromagh and Gurteen collieries, ten miles west of
Ai allow.
hroin the extent of coal already known in the southern portion
ot the Aiiinstcr coal district, no doubt can be entertained of its
46
Second RejJort from
capability of supplying the country with abundance of culm, suit¬
able for burning lime for centuries to come. This circumstance
is of the utmost importance to the agriculturists of the south of
Ireland, who find lime to be the best manure for raising corn
crops, and particularly wheat, the cultivation of which has been
only introduced into that district within the last few years.
The Monaghan District.—We now proceed to the considera¬
tion of the bituminous coal districts, situated to the north of
Dublin, and shall commence with that of Carrickmacross, in the
county of Monaghan.
In this locality the coal formation rests on a small tract of car¬
boniferous limestone, which is insulated in the central greywacke
slate district. Hitherto, though many trials have been made, no
coal worth working has been met with ; but one bed of fourteen
inches, one of one foot, and several of inferior thickness have
been discovered.
Connaught Coal District.—This district is situated on the east
and west sides of Lough Allen, near the source of the river Shan¬
non, and comprehends portions of the counties of Roscommon,
Leitrim, and Sligo. It consists of a group of hills of considerable
elevation, having steep acclivities and flat summits, and the strata
which accompany the coal rest directly on secondary limestone.
The coal occurs in detached basins, near the summits of some
of the hills ; it has never been wrought extensively, and as there
is but one workable bed, which, in some localities, is three feet in
thickness, and in others less than two feet, it is not probable that
many extensive collieries or manufactories can be successfully
established in that district ; and, consequently, we cannot expect
it will at any period produce an abundant supply of fuel for dis¬
tant markets. The Arigna iron works, the only manufactory of
that kind hitherto erected in Ireland, have been lately at work,
and cast-iron of the best quality can be made there, at a mo¬
derate expense. The coal, though thin, is of excellent quality,
being at least well adapted for the smelting of iron ; the iron¬
stone is peculiarly rich, and limestone is abundant in the neigh¬
bourhood, and it is to be hoped that these works, on which public
expectation has been so often raised and as often disappointed,
will at length become profitable to the speculators, as well as ad¬
vantageous to the labouring population of the surrounding dis¬
trict.*
Tyrone Coal District.—This district, which is situated to the
north of Dungannon, in the county of Tyrone, though very small,
is much richer—that is, it contains a greater numlter of valua])le
beds of coal—than any otiier in Ireland. At ¡)resent nine work¬
able beds are known, which vary from three to nine feet, in thick¬
ness. The first or lowest bed has been worked at Druniglass
* Tilo Arigna Comiiauy aie ia possession of the most extensive and valoaMe coal
field ia the district.
the Railway Commissioners, Ireland,
47
colliery, one mile north of Dungannon ; it is slaty and impure,
and varies from two to three feet in thickness. Above it is a bed
of coal four feet six inches thick, of excellent quality. Within
the last fourteen years very extensive workings have been made
on this bed by the London Hibernian Mining Company; but the
speculation has not hitherto proved remunerative.
At Coal Island, three miles north of Drumglass, six beds of
coal have been discovered, and worked with various success,
within the last century ; and a very deep pit is now being sunk
by the Coal Island Coal Company at Annagher, on the dip of
the uppermost bed of coal, which is nine feet in thickness. Un¬
fortunately, the stratification of this district is so much disturbed
and dislocated by faults, that the extent of coal commanded by
each pit is usually very much circumscribed ; and this circum¬
stance, when coupled with the soft and incoherent nature of the
beds of shale and sandstone which accompany the coal, has added
so much to the diificulty and expense of working it, that the mi¬
ning adventurers have rarely derived any considerable profit
from it.
The coal of the Tyrone district is very similar to that of Ayr¬
shire. It burns swiftly, and leaves a considerable residuum of
yellowish white ashes.
Antrim Coal District.—This district is situated on the north
coast of the county of Antrim, close to Fair Head, and occupies
the country both to the east and west of that headland.
The collieries have been wrought at a very remote period, and
possibly they may be among the most ancient of the British em¬
pire.
To the west of Fair Ilead this district appears to contain but
one vvorkable bed of coal, which is four feet six inches in thick¬
ness. It is visible on the face of the magnificent cliff which ex¬
tends westward from Fair Head nearly to Ballycastle ; the strata
dip to the southward at a small angle, and the coal has been
wrought by means of adits, or galleries, driven inwards from the
face of the cliff, at the level of high water mark. As the coal ge¬
nerally crops out at a considerable elevation above the sea, some
of those levels were driven upwards of 300 yards in length before
they reached the coal on the dip.
At Murlough Bay, to the south-east of Fair Head, the strata
which l)elong to the coal formation appear to be quite distinct
from those to the westward. Here instead of one, there are six
beds of coal, varying from one to two feet six inches in thickness,
four of which consist of bituminous coal, and two of sim.ple car¬
bonaceous or non-flaming coal ; but it is to be observed, that the
latter beds occur one immediately above, and the other below an
a|)[)arenlly intruded mass of columnar trap, seventy feet in thick¬
ness.
the principal workings of Murlough Bay, have been made on
48
Second Report from
the two lower beds of bituminous coal, and the upper bed of non-
llaming: coal.
At present no coal is raised in this district, owing partly to the
diificulty of working to the dip of the old excavations, and partly
from the want of a safe harbour for shipping. At the same time
it may be remarked that the extent of coal which remains uu-
wrought must be inconsiderable.
It Avill be perceived from the foregoing, that Ireland contains
abundance of valuable stone, marble, and slate quarries, many of
which are at present in successful operation. That the metallic
mines now at work, though limited in number, are very prosperous,
and should the prices of copper and lead increase, much more
extensive works will probably be undertaken. In respect of the
bituminous coal mines generally of the northern counties, it may
be said that they are inferior both in productiveness and purity
of coal to those of Great Britain, but that the anthracitous or
non-flaming coal districts situated to the south of Dublin, are
sufficiently extensive, and contain abundance of that peculiar
species of coal which though less agreeable than the bituminous
for domestic use, is most valuable in all cases where a strong and
steady heat is required ; and, as already mentioned, it may pos¬
sibly be made available for the locomotive engine of the southern
railways.
Superior facilities for the construction of Railways afforded by
certain Districts as compared with others.
In the progress of our investigation we have derived much ad¬
vantage from the possession of the Geological Map ; it presented
to us at one view the relative positions of the most fertile and
populous districts, and the directions through which railways
might be carried without incurring any material engineering ditfi-
culties ; and we have, in every instance, taken advantage of the
information thus supplied; we found that the lowest and most
level lines through the country are almost exclusively confined to
the carboniferous limestone, and that the moment we passed the
boundaries of that rock, we encountered difficulties which it was
desirable to avoid. If Ave select, for exam|)le, the central lime¬
stone district, which extends from Dublin Bay on the east coast,
to Galwav on the west, Ave find that the summit level of the
Grand Canal, situated 25 miles to the Avest of Dublin, is elevated
but 270 feet above mean tide level in Dublin Bay, equal to about
11 feet in a mile ; and that the summit level of the lîoyal Canal,
Avhich crosses the country 10 miles to the north of the Grand
Canal, and 45 miles Avest of Dublin, is elevated but 315 feet above
the level of the sea, equal to 7 feet in a mile.
The fall in the Shannon in a north and south direction, be-
tAveen Tarmonbarry and Banagher, is but 8 feet in a distance ©f
nearly 40 miles.
the Railway Commissioners, Ireland.
49
The country to the westward, between the Shannon and Galway,
and in a north-west direction between that river and the great
lakes of Lough Corrib and Lough Mask, a distance ot about
5Ü miles, presents a limestone tract similar in character to that
to the eastward, but the summit is less elevated, being 250 feet
above mean tide level in Galway Bay.
Similar examples might be adduced to show that the limestone
of the more southern districts, extending through the counties ot
Limerick, Kerry, Tipperary, and Cork, preserves the same level
character; and although summits intervene between the valleys
of the several rivers, still these summits are so low, and the ascents
so gentle, that to an inexperienced eye the whole country appears
to consist of one uninterrupted plain.
With the knowledge of these facts, it becomes evident that the
Geological Map of Ireland will serve as a valuable guide in de¬
termining the best lines for improved internal communication,
whether by ordinary roads, by railroads, or canals ; for every
variation from the blue colour on the map indicates not only a
change in the character and composition of the rock, but also the
commencement of a hilly or mountainous tract, through which no
internal communication can be made without encountering steep
ascents or descents, and other engineering difficulties; in addition to
which it may be observed, that the whole of the populous towns of
the interior of Ireland are situated in the limestone country, and
nearly the whole of the rich arable and pasture lands are confined
within its limits. It is true that this valuable district is encum¬
bered by vast tracts of bog, at present in a state of nature, and
nearly inaccessible ; but no doubt these bogs, as well as the
flooded lands on the banks of the rivers, will hereafter be drained
and improved, and become valuable appendages to the adjoining
uplands.
Rattire and Productiveness of the Soil of different Districts,
and their relative cajiahilities of imjjrovement.
The nature of the soil of any district depends in a great mea¬
sure on the composition of the surface rock of the surrounding
country, and this is particularly the case in mountain tracts, where
foreign matter rarely occurs to any extent, except in the bottoms
and sides of deep valleys.
In Ireland, as already mentioned, the surface of the limestone
in the flat central districts is, in many parts, covered by a thick
coat of diluvial matter, consisting of clay and rolled limestone, and
this covering is not confined altogether to the limestone country ;
on the contrary, detached gravel-hills composed of similar matter
Irequciitly occur on the bases and sides of mountains, at eleva¬
tions oí upwards of GOO feet above the level of the sea ; but these
partial deposits, though valuable as manure, rarely affect the local
K
50
Second Report from
character of the soil, which is chiefly composed of the disinte¬
grated rock of the immediate neighbourhood.
Speaking generally, the most valuable soils of Ireland are con¬
tained in the limestone district which occupies two-thirds of the
country ; in those localities where the clayey diluvial gravel is in¬
terposed between the surface and the rock, the soil is unusually
wet and clayey ; so much so, as to become impervious to water.
Hence has arisen the tendency to the growth of the bog-moss
(sphagnum palustre) and other aquatic plants, which have gra¬
dually produced the bogs that occur so abundantly among the
Eskers or gravel-hills of our central districts.
In those parts of the great limestone district to which the
gravel deposits have not extended, the soil is rich and is capable
of producing any kind of agricultural crop ; but in these fertile
plains less exertion has been displayed than in other parts of the
country, where the soil is of inferior quality; but where, owing to
the industry of the people, the quantity and quality of the crop
per acre is superior to that produced on the rich calcareous
loams. It should be observed, that these loams produce, spon¬
taneously, abundance of grass of good quality, which is not the
case in the friable soils of the slate or granite districts ; hence the
landed proprietor or rich farmer of the limestone country is in¬
duced to stock his land with grazing cattle, while those of the hill
districts find their advantage in tillage, and, though working on an
inferior soil, raise a larger quantity of food, and live in greater
comfort and abundance than their more indolent neighbours.
We may select as an example the rich and extensive plains of
the counties of Meath and Westmeath, where nothing is looked
to but grazing and fattening cattle upon the natural produce of
the soil, unaided for the most part by green-crop husbandry;
while the farmers of the slate and granite districts of the counties
of Down, Armagh, Louth, Wicklow, and Wexford, produce ex¬
cellent corn and green crops, and the most improved system of
husbandry is now being gradually introduced.
It is true that in some portions of the limestone tract we find
better farming than in others, but, were the lands of the Leinster
district, on the whole, as well cultivated as those of the north-east
coast, the produce would be more than doubled, and the condi¬
tion of the peo[)le proportionably improved.
Though the soil of the slate districts of the counties of Water-
ford, Cork, and Kerry, is in many res[)ects similar to that of the
north and east coast, still, partly owing to the indolence of the
people, and jiartly to the tendency of the surface to produce good
natural grasses, arising from the mildness and humidity of the
climate, the farmers dejiend for the payment of their rents more
upon the produce in butter than ujion the cultivation of corn and
green cro[)s. Jii (act, farming by a regular rotation of crops has
rarely hw n attempted in the southern counties beyond the endo-
the Railway Commissioners, Ireland-
51
sures of demesnes ; but it is satisfactory to observe the great in¬
terest in agricultural improvement which at this moment pervades
the country from north to south. Local farming societies ha\e
been formed in every direction, composed of the farmers as well
as of the gentry, and the friendly intercourse created by these
meetings has tended not only to excite a general interest in agri¬
cultural improvement, but to promote those kindly feelings between
tenant and landlord which are so beneficial to both.
It is true, as compared to England and Scotland, that the Irish
farmer, even of the north-eastern district, has yet much to learn ;
but still, great improvements have taken place within the last ten
years, and during that period the produce in corn has increased
more than 50 per cent., and that of butter, cattle, pigs, &c., has
also increased, though not to an equal extent.
5. Selection and description of certain Lines of Railway ivhich,
from a consideration of the various circumstances above enu¬
merated, appear best calculated to prove beneficial to Ireland,
and to afford the greatest return on the Capital expended.
On the various grounds stated in the preceding pages, and
which we shall here recapitulate—the amount of population
which would be benefited—the condition of that population, and
their power to profit by the advantages of Railway communica¬
tion ; the industry and comparative commercial activity prevailing
among them ; the comparative amount of traffic and number of
passengers ; the great towns which would be connected by the
least extent of Railway ; the singular fertility of many of the
southern districts; their capabilities of great and extensive im¬
provement; the facilities which they afford for the construction of
Railways ; the importance of connecting Dublin with Cork, the
commercial capital of the south,—with Limerick, Waterford, and
Kilkenny,—and with Belfast in the north; and further, on the
ground of not interfering with or injuring any existing canal or
river navigation, we have come to the conclusion, that the two
great lines which would open the country in the most advan¬
tageous manner, confer the most extensive accommodation at the
smallest outlay, and afford the greatest return on capital, would
be the following lines, of which we shall first describe the general
•lirectiou, and afterwards give a detailed account, founded on the
Reports of the Engineers who surveyed them.
First, then, we are of opinion, that the main line to the south¬
west should pass near Maryborough ; there, or a little beyond it,
throw oil a branch to Kilkenny ; thence continue its south¬
western course, through a very easily-traversed country, by Thurles,
to Ilolycross; there throw off a second branch to the right,
which, sweeping close round the Kee[)er Mountains, should run
through the rich district of the Golden Vale to Limerick ; while
E 2
52
Second Report from
the main branch, continuing its course through Cashel, and wind¬
ing round the base of the Galtees Mountains, close by Cahir, should
pass through Mallow to Cork. At Mallow the line will be within
40 miles of Killarney ; and when it is borne in mind how much
the profits of a Railway depend on the conveyance of passengers,
and how great, in all probability, would be the resort to that
celebrated spot of the class of passengers seeking recreation or
pleasure, when London shall be brought within 20 hours of
Dublin, the importance of such an approximation to Killarney
becomes obvious. There is yet another strong reason for select¬
ing Cork as the terminus of the great South-western Line ; if a
frequent and regular steam-communication with America, from
Great Britain or Ireland, shall be established, it appears to us
that Cork, either as a steam-packet station or a port of call, would
be the most convenient and suitable. We merely advert to this
important subject here, as we shall have occasion to return to it
in a subsequent part of our Report. It will also be observed,
that this line would much facilitate the intercourse between
Galway and Dublin. The distance by the present coach-road is
Io2 miles, and the journey is performed in 14^ or 15 hours. The
proposed Railway would enable the traveller to reach Borris-in-
Ossory, a distance of 65 miles, in hours, when he could com¬
plete his journey to Galway by Portumna, a distance of 74 miles,
in 8 hours, being a saving of time of 3^ hours, and travelling
only 7 miles more than by the present mail-coach road.
As part of the same combination, Limerick should be con¬
nected with Waterford by a branch crossing a little to the
south of Golden, and passing through Clonmel and Carrick to
Waterford, and thus a Railway communication would be com¬
pleted betvveen the towns of Dublin, Cork, Limerick, Waterford,
Kilkenny, Clonmel, Tipperary, Cahir, Thurles, Mallow, Mary¬
borough, &c.
Second, with respect to the northern districts, we are of
opinion, that the main line should run to Navau, whence a
branch might be easily carried b}' Kells and Virginia to Cavan
and Enniskillen. Prom Navan the main line, continuing its
course to the north, should pass by Castleblaney to Armagh, and
thence to Belfast.
Details respecting the above Lines.—Prom the facilities
which the limestone districts of Ireland generally offer for the
construction of Railways, it appeared probable that the best and
most direct line for a Railway between Dublin and Cork, with
branches to the cities and towns above mentioned, would pass
through the limestone valley of the Queen's County and County
of Tipperary, which is bounded on the west by the Slicveblooin
juid Keeper Mountains, and on the east by the hills of the
Kilkenny and Tipperary coal districts ; and, in consequence, we
directed'Mr. Vigilóles, Civil Pngineer, to make a rapid survey
the Railimy Commissioners, Ireland.
53
of the country in this direction, and to report to us, generally,
as to tlie practicability and expense of effecting the objects
proposed.
'i lie result of this preliminary examination was so favourable,
that we directed Mr. Vignoles to make a survey and sections of
the lines in sufficient detail to enable him to determine on the
several gradients which the nature of the country would afford,
and at the same time to form an estimate on which we might
venture to report with some confidence, as to the probable cost
of completing them ; and it is gratifying to us to be able to state
that he has executed the task intrusted to him in a very satisfac¬
tory manner.
In the progress of the investigation, Mr. Vignoles had occasion
to make several trial survey's in different parts of the line, to
enable him to select that which was most desirable, and in
doubtful cases the line adopted was determined on by us.
The gradients also, on the regulation of which so much
depends, both in respect to the original cost, and the ultimate
value of the Railway to the country, have been carefully gone
over by one of the Commissioners in conjunction with the En¬
gineer, and, in consequence, several material alterations were
made, which have much lessened the amount of the original
estimate, without affecting, in an important manner, either the
rapidity of intercourse, or the commercial advantage.
Sovth- M 'est Line.—The point selected for the terminus of the
southern lines, in the city of Dublin, is on the bank of the river
Liffey, close to Barrack-bridge.* This point has been determined
on after much consideration ; it is but mile distant from the
General Post Office, in Sackville-street ; and in a situation from
whence, if thought advisable at a future period, the Railway may
be connected with that already completed from Dublin to Kings¬
town : Mr. Vignoles has prepared, and presented to us, a plan
for such an extension ; but we wish it to be clearly understood
that we do not recommend its present adoption.
From Barrack-bridge the Railway has been laid out, in a
sonthcrn direction, on the right bank of the Liffey, through Pal-
merstown, and close to Lucan. Between these points the line
must necessarily pass through several small demesnes, but, fortu¬
nately, without interfering with either the approaches or orna¬
mental grounds, with the exception of the demesne of Palmers-
town, which will be so much injured as to render its purchase a
matter of necessity ; but, having ascertained that a very material
.•<aving in the cost of embankment and excavation would be made
by adopting the river-line in preference to a higher level, we at
once determined on it, trusting at the same time to the public
spirit of the proprietors of the demesnes interfered with, that no
unreasonable objections or claims would be made.
* Sometimes catted Blooily-bridge.
54
Second Rejtort from
From Lucan the line takes a south-western direction, passing
near to the towns of Sallins, Rathangan, Monasterevan, Portar-
lington, and Maryborough. Three miles beyond Maryborough,
where the line crosses the summit of the country, between tlie
valleys of the Barrow and the Nore, it is proposed to form a
branch to the city of Kilkenny, by the towns of Abbeyleix and
Ballyragget. \
The distance between Dublin and the commencement of this
branch is 5'2^ miles, and thence to Kilkenny is 26^ miles, making
a total length, from Dublin to Kilkenny, of 79 miles.
From the Maryborough summit, the line has been continued
through the limestone country to the road from Borris-in-Ossory
to Rathdowney, which it crosses at the distance of 66 miles from
Dublin, and three miles from Borris-in-Ossory on the Limerick
road ; and this point, which will serve as a station for passengers
and merchandise from the towns of Roscrea, Borris-in-Ossory,
Castletown, Mountrath, and the districts surrounding them, must
eventually become a point of very general resort.*
From the road to Borris-in-Ossory the line pursues its south¬
western direction, passing near to the towns of Rathdowney,
Teinplemore, and Thurles, to Flolycross, in the county of
Tipperary, where it is proposed that the line to Limerick should
diverge.
This line has been laid out with great care, skirting as close as
levels would permit to the south-eastern base of the range of the
Keeper Mountains, and thence, without encountering any difE-
culty, proceeding in a direct line to the city of Limerick.
The distance by the proposed line of Railway between Dublin
and Holycross is 89f miles, and between Holycross and
Limerick 35^ miles, making a total distance between Dublin and
Limerick of 125^ miles. This distance is only six miles longer
than the direct post-road between those points, a circumstance
we deem very satisfactory, when it is considered that the
proposed Railway communication between Limerick and Dublin
will be effected by a divergence from the Cork line of only 35|
miles in length.
From Holycross the main Cork line proceeds in a southern
direction to Cashel, and thence to Marhill, near New Inn, in the
county of Tipperary, at which point it is intended that the line to
Clonmel and Waterford should commence ; but, to complete a
direct Railway communication between Limerick and Waterford,
it is also proposed that this branch-line should be continued in a
western direction, from Marhill towards Limerick, and, crossing
the river Suir at Golden, join the line from Holycross to
Limerick at Donaghill.
The distance from Marhill, by Golden, to Donaghill, is 13
* It is also pi'oljable that passengers from Galway, Longhren, and the southern
portion of the county of Gahvay. and from Parsonstown and its neighbourhood in
the King's County, will join the Kailway near Jjoriis-in-üssory,
the Railway Commissioners, Ireland.
55
miles ; and by adopting this arrangement there will be a savi ng
of distance between Limeiick and VVaterfoid of ]4| miles;
without it, all the traffic from Limerick to Waterford must neces¬
sarily pass from Donaghill, round by Holycross, to Marhill, in
order to reach the commencement of the Waterford line.
Between Marhill, on the Cork line, and the city of Waterford,
we have not thought it necessary to make a detailed survey
further than Clonmel, between which point and Waterford it has
already been ascertained, by a careful survey, that a Railway can
be made at a moderate expense. From our passenger and com¬
mercial traffic maps, it appears that the present intercourse
between Waterford and Clonmel is very considerable, and
though perhaps not sufficient to ensure the success of a Railway
speculation, were it limited to those places, still, when to this
important local traffic the rapid communication between Water-
ford and Limerick, and Waterford, Dublin, and Cork are added,
we apprehend that few parts of the general system of Railway
communication, which we recommend, will be found more re¬
munerative than that between Waterford and Clonmel.
The distance between Dublin and Marhill is 104^ miles, and
from thence to Waterford 37 miles.
Continuing in a southern direction from Marhill, the Cork
line follows the valley of the river Suir to Cahir, situated at the
eastern extremity of. the Gallees Mountains, at which point,
owing to the physical structure of the country, it has been
necessary to adopt a south-western course, passing through the
narrow valley interposed between the Galtees and Kilworth
Mountains, whence it continues by Mitchelstown to Kildorrery,
and thence to the town of Mallow, situated on the river Black-
water.
The valley of the river Blackwater, at Mallow, offers a very
favourable line for the extension of the Railway in the western
direction, to Killarney, distant 40 miles. No doubt, during the
summer season, this line would be much resorted to by visitors
to the lakes, and at the same time it would connect the ex¬
tensive culm collieries situated immediately to the north of the
Blackwater, and 14 miles west of Mallow, with the interior
of the limestone country, where fuel, and particularly culm, is
much required for burning lime, both for building and agriculture.
But we do not recommend the execution of this branch at
present ; we merely allude to it as one which it may be desirable
to construct at a future period, and which would add considerably
to the traffic on the main trunk, both in passengers and mer¬
chandise.
From Mallow the main line takes a direct southern course
to Cork, • and necessarily crosses a ridge' of slate country,
which intervenes between the limestone valleys of the river
56
Second Report from
Black water, at Mallow, and the river Lee, on which Cork is
situated.
Here experience fully confirms the remarkable circumstance
to which allusion has been made, in treating of the geology of
the country, that throughout the whole of the lines which have
been described, no engineering difficulties worthy of notice occur,
as long as we continued in the limestone country ; but the moment
we attempt to cross the slate district, situated between Cork and
Mallow, we encounter an elevation of 222 feet in 7 miles 3
furlongs, which must be overcome by adopting steeper gradients
than those required for any other part of the lines we have
described, and which never leave the great limestone district of
the interior of the country. Owing to this favourable nature
of the ground, we have not found it necessary to cross any of
those high table-lands, which can only be traversed by tunnelling;
but, by allowing the lines to undulate to a certain degree with the
surface of the country, according to the revised system of
gradients, all deep cuttings have been avoided. Hence, the
several Railways which we recommend for the south of Ireland
can be formed at the comparatively moderate expense stated
in the Estimate contained in Mr. Vignoles' Report, Appendix.
Having thus briefly described the lines of Railway by which we
propose to connect the cities of Cork, Limerick, Waterford, and
Kilkenny with Du bin, we think it desirable to notice those lines
which have been brought forward and surveyed at the expense of
Joint Stock Companies, and were also intended to connect some
of the same points with Dublin.
We shall commence with the line from Dublin to Kilkenny, for
the execution of which an Act of Parliament was obtained during
the last session.
This line commences at Kilmainham, near Dublin, at the
distance of about 2^ miles from the General Post Office, and,
taking a higher level, continues for the first 1-7 miles in a line
nearly parallel to that adopted by us ; it then diverges to the
southward, and crosses the Grand Canal at Sallins, 18 miles from
Dublin; afterwards it traverses the Curragh of Kildare, then falls
into the valley of the Barrow, and crosses that river at Alhy ;
from this point it follows the right bank of the Barrow as far as
Leighlinbridge, where it leaves it, and, skirting the base of the
hills of the Kilkenny coal district, takes a nearly north-western
course to Kilkenny.
This line has been laid out with great judgment, and its gra¬
dients are very favourable, but we strongly object to it as the
main trunk to the south of Ireland ;
1st. As a line to Cork, it is 4 miles longer to Cahir (which is
a common point) than that by Maryborough. 2ndly. The com¬
munication I'roni the city of Limerick to Dublin, by any con-
the Railway Commissioners, Ireland.
57
iiexion with it, excepting by a branch-line diverging at a short
distance t'roin Dublin, is quite out of the question.
Thus, us a trunk-line to the south, we think it deficient in the
most important points—the objects sought being the best com¬
munication, consistent with economy, between the leading cities
of Dublin, Cork, Limerick, Waterford, and Kilkenny.
Adopting this as a principle, it becomes evident that the most
economical line for connecting Kilkenny with Dublin will be
by the branch from the Maryborough Summit, which, as already
mentioned, is but '26-^ miles in length, in preference to making
a line for the entire distance from Kilkenny to Dublin of 73|
miles.
It is true that the line to Kilkenny, by the valley of the
Barrow, &c., is 5^ miles shorter than that recommended by us,
but, taking into consideration the great expense of a line of 73^
miles for the sole object of connecting Kilkenny with Dublin, we
are of opinion that this line is decidedly objectionable. Besides,
this Railway would interfere in some degree with the Barrow
navigation, though perhaps not materially, as there is no pas¬
senger traffic on the latter, and it is probable that heavy goods
will at all times be carried cheaper by water than by Railway.
At the same time we are fully alive to the importance
of a direct Railway communication through the rich and
populous valley of the Barrow, which contains the towns of
Athy, Carlow, Bagnalstown, and Leighlinbridge, and which
would greatly facilitate the intercourse between the city of
Dublin and the south-eastern portion of the county of Wexford,
including the towns of Wexford, Enniscorthy, and Ross. The
present post-road from Dublin to Enniscorthy and We.xford
passes through the town of Tullow, situated but eight miles to
the east of Carlow ; consequently, all passengers could, without
difficulty, join the Railway at Carlow, and by these means reach
Dublin two hours sooner than by the present road, and at a
much cheaper rate ; the passengers from Ross, by joining the
Railway at Leighlinbridge, would save upwards of four hours,
making the journey in eight instead of twelve hours. Under
these circumstances, though we consider the Kilkenny line
highly objectionable, as the main trunk to the south and south¬
west of Ireland, and also as a distinct line from Dublin to
Kilkenny, we think that it might be desirable to connect it as a
branch with the main southern line recommended by us, at some
point in the neighbourhood of the tow n of Kildare, Should this
plan be finally adopted, a change might be made in our main
line between Salliiis and Maryborough, so as to pass a little to
the northward of the town ot Kildare ; from whence the country
is lavourable for the construction of a Uailway to or near to the
town of Athy, where it would join the Kilkenny line, as at present
laid out.
58
Second Report from
By tliis arrangement the Railway distance from Dublin to
Kilkenny would be about 76 miles, or 2^ miles longer than the
original line ; but the length of the branch from Kildare would
be but 45g miles, instead of a line of 73^ miles.
This view is thrown out for consideration. The Kilkenny
Railway Company, having already obtained an Act of Parliament
tor their line, may^ determine to persevere and complete it for the
whole distance from Dublin to Kilkenny. Should they do so, we
are of opinion that the main southern line from Dublin, recom¬
mended by us, possesses so many important local advantages over
the Kilkenny line, that we should strongly recommend its adoption,
notwithstanding the loss which must ensue from their running
parallel to each other for the first 18 miles from Dublin ; a loss
which would be very injurious to the main southern, and abso¬
lutely ruinous to the Kilkenny line. VVe have no hesitation in
saying, that any proposal to prolong the latter, in order to
substitute it for a main trunk-line to the south-west, is in¬
consistent with the general interests of the country, and directly
opposed to those of several extensive and most important
districts.
For reasons already given, we deem it highly inexpedient that
the main trunk-line into Dublin should be placed under the
control of any Company whose pecuniary interests might clash
with those of the public, or with those of any other Companies
who might make branches connected with it. All contributors
to the traffic on the main trunk should derive an advantage
from it which might be regulated by a scale of comparative
distances.
In order to make a portion of the Kilkenny line, near Dublin,
common to a line to Limerick, a survey was made for a Railway
to that city, branching from the Kilkenny line at Sallins, 18
miles from Dublin.
This line, as laid out, pursued a very direct south-western
course by the towns of Maryborough and Mountrath, to
Roscrea, at which place it passed through a gap in the Slieve-
bloom Mountains, and afterwards continued, by Nenagh, to
O'Brien's Bridge, where it crossed the river Shannon into the'
county of Clare, and, thence continuing its direction on the right
bank, crossed the Shannon a second time, above Limerick,
before it reached that city.
Though favourable as to gradients, this line would be very
expensive, on account of the difficulties to be overcome, and
particularly by its twice crossing the river Shannon, while the
whole of the direct traffic to be derived from it, with the excep¬
tion of the town of Nenagh, is common to the line from Limerick,
by Holycross to Dublin.
The length of the proposed Railway from Limerick, by Roscrea
and Maryborough, to Sallins, whore it joins the Kilkenny Line, is
ihe Railway Commissioners, Ireland.
59
staled to be 94 miles ; comparing this distance vvith the length of
the line from Limerick by Holycross to Maryborough, we find
that the former is about 13 miles shorter, but in the one case an
expensive line, 94 miles in length, must be made, while in the
other a cheap branch of 35| miles from Limerick to Holycross
will effect the same object. It. is further to be observed, that a
considerable portion of this branch is common to the Limerick
and Dublin, and the Limerick, Clonmel, and Waterford Lines.
For these reasons we are of opinion, that the proposed branch
Railroad from the Kilkenny Line at Sallins, by Roscrea and
Nenagh, should not be adopted.
As Ireland does not afford sufficient internal traffic to support
the distinct fines between the several important places, a combined
system is necessary, in order to obtain the greatest amount of
accommodation at the least expense of construction and mainte¬
nance.
Such a system necessarily implies an increased distance to be
travelled as compared with the shortest line, and this principle
should be limited only by such an increase of distance as might
be deemed more than equal to the advantage to be gained in
point of economy ; and we consider that limit very far from being
exceeded by the combined system we propose, as will be at once
apparent, by a reference to the following table, which exhibits its
advantages as compared with those of the Kilkenny system :—
CENTRAL SYSTEM.
Dublin, by Maryborough, to Cork
Dublin to Limerick
„ Waterford
„ Kilkenny ...
Limerick to Waterford ...
Totals
KILKENNY SYSTEM.
Dublin to Kilkenny ....
Dublin, by Kilkenny, to Cork
„ Sallins and Roscrea, to Limerick
Dublin to Waterford ...
Limerick to Waterford ...
Totals
Distances com-
mou to more
than one Place.
Miles of Rail¬
way required
to be made.
Miles. Fur.
166 5
125 4
141 2
79 0
73 0
Miles. Fur.
166 5
35 6
37 0
26 4
13 0
585 3
278 7
73 4
170 5
112 0
139 0
73 0
73 4
97 1
94 0*
32 0
41 0
568 7
337 5
* IÍ the branch from the Kilkenny Line to Limerick were to start from Ballysax,
beyond t^e Cnrragh ot Kildare, at the distance of 29 miles from Dubhn, its lenglh
would be diminished by about 10 miles, but the distance between Dublin and
Limerick would be increased by one mile.
60
Second Report from
Thus it appears that, by the adoption of the system we propose,
585 miles 1 furlong of Railway communication between important
places can be effected by the formation of 278 miles 7 furlongs
of Railway ; while the Kilkenny system would require, in order
to complete the same communications, 337 miles 5 furlongs of
Railway, which shows a saving, by the central system, of 58 miles
6 furlongs. It is true that, in the whole of these lines of about
570 miles, our traffic would have a distance of 16|^ miles to travel
more than by the other, but we deem such an inconvenience,
viewing the speed of Railway intercourse, quite trifling, compared
with a saving in the construction and maintenance of upwards of
58 miles of Railway, independently of the advantages already
alluded to. With respect to the communication between the dif¬
ferent cities and towns, exclusive of Dublin, as, for example, that
between Limerick and Waterford, Limerick and Cork, and Cork
and Waterford, the respective distances would be the same whether
the central or Kilkenny system were adopted, but, by adopting
the former, the distance from Kilkenny to any of those places
would be materially increased. This, however, we consider to be
a matter of minor importance, as it is not necessary, for the general
benefit, that Kilkenny should be a thoroughfare to any of those
pilaces, and a good Railway communication with Dublin is as
much as it can reasonably require.
Another branch connected with the Kilkenny Railroad, 44
miles in length, was surveyed from Carlow to Wexford, but, on
examining the returns from the towns of Wexford, Enniscorthy,
and Newtownbarry, through which it was to pass, it does not
appear that at present there is sufficient traffic either in passengers
or goods from these towns towards Dublin to warrant the expend¬
iture of so large a sum as would be required for its construction.
Should the country at a future period show resources sufficient
to justify the establishment of a Railway between Wexford and
Dublin, it is possible that the best line will not be found to pass
through Carlow, but along the coast to Arklow, and thence
through the county of Wicklow to Dublin.
Already a project is in contemplation for an extension of the
Dublin and Kingstown Railway to Bray, and a detailed survey
has been made, with estimates which appear to justify its being
undertaken as an isolated measure ; of course any prospect of
still further extension would render it more valuable.
We have reason to know that between Bray and Wicklow there
are no material difficulties. Beyond this point the country has
not yet been sufficiently explored; and, although immediately to
the south of Wicklow it ju-esents an unl'avourable aspect, as com¬
pared with others, a line in this direction to Wexford may here¬
after be found worthy of consideration. At present we cannot
recommend such a measure, and wo have merely alludeer to it to
remove the impression that the valleys of the Barrow and Slaney
the Railway Commissioners, Ireland.
61
present the only line available for Railway communication be¬
tween Wexford and Enniscorthy with Dublin.
W q have yet to notice the proposed Railway from Limerick
to aterford, which was one of the earliest, if not the first, that
was contemplated in Ireland, after the commencement of that
from Liverpool to Manchester, and which was favourably reported
on by all tlie Engineers consulted, and has been a favourite object
of speculation for the south of Ireland.
Ry reference to our Passenger and Traffic Maps * it will be
seen, that between Limerick and Clonmel the present intercourse
is comparatively trifling ; but the known resources of the country
are so considerable, that rational expectations might be enter¬
tained of a favourable result from a Raihvay which would open a
direct communication from the counties of Clare, Kerry, Lime¬
rick, and Tipperary, to the markets of Bristol, the south of England
generally, and to London.
Still we cannot admit that, if abandoned to its own local re¬
sources, this Railway would yield profits sufficient to remunerate
a Company for its construction. But blended, as we propose that
it should be, with the general lines of intercommunication between
Dublin, Cork, Limerick, and Waterford, we conceive that the
expense of the connecting branch, 13 miles in length, between
Donaghill and Marhill, already alluded to, will be considered as
a minor consideration when compared with the advantage which
the country must derive from the completion of a direct Railway
communication between Limerick and Waterford.
We next proceed to the consideration of the lines of Railway
towards the north, which have been laid out under our direction,
as well as of those which have been surveyed at the expense of
Joint Stock Companies, or private parties.
In looking from Dublin towards the north, the leading object
for consideration is the connexion of Belfast and Londonderry
with that city.
In these directions both the physical and geological structure
of the country present many difficulties which do not occur in the
southern lines. By reference to the Geological Map it will be
seen that the limestone district, always so favourable for the con¬
struction of roads or Railways, is bounded on the north by the
rivers Biackwater and Boyne, extending from Kells by Navan
to Drogheda, and that the greater portion of the country to the
north of that line, whether coastwise or inland, in the direction of
Belfast, is composed of transition slate-rocks, or of crystalline
granite or greenstone, and the whole country is either hilly or
mountainous. The direction of the ridges, as indicated by the
courses of the rivers, being usually south-east, directly crosses the
desired lines of communication, and the general character of the
* .-Vtlus, Maps 3, 4.
62
Second Report from
coutitr;^, with the exception of the Mourne, Slievegullion, and
Carlingford Mountains, situated in the counties of Down, Armagh,
and Louth, presents an uninterrupted succession of round or
elongated hills, having steep acclivities, the narrow valleys inter¬
posed between them being occupied either by small lakes, bogs,
or by moory or wet land.
Previously to the appointment of this Commission, Acts of
Parliament had been obtained for constructing a line of Railway
coastwise from Dublin to Drogheda, and also inland from Belfast,
by Lisburn and Lurgan, to Armagh; surveys had also been
made from Drogheda, in continuation of the coast-line by Dun-
dalk to Newry, and thence parallel to the Newry Canal to
Portadown, where it joined the Belfast and Armagh Line.
Surveys, independent of the foregoing, were also made, to
connect Dublin with Armagh, by an inland line crossing the
Boyne nearly midway between Drogheda and Navan, and con¬
tinuing thence by Ardee and Castleblaney to Armagh.
Several other surveys, though of a less important character,
had likewise been made, to connect inland towns with the coast,
the greater number of which were intended for tram-roads to be
worked by horses.
One of these latter surveys extended from Drogheda to Long¬
ford, passing through the towns of Navan and Kells; a second
from Dundalk to Cavan, passing through Castleblaney and
Cootehill ; and a third from Portrush, on the north coast of the
county of Antrim, to Armagh, passing tlirough the towns of
Coleraine and Kilrea, and skirting the western shore of Lough
Neagh.
Having the whole of these surveys before us, and weighing the
physical dilFiculties to be overcome in traversing the slate district,
north of the rivers Blackwater and Boyne, whether on the coast
or inland, as represented in the several sections which have been
submitted to us, we directed Mr. Macneill, Civil Engineer, to
examine the country between Dublin and Armagh, passing
through the towns of Navan, Carrickmacross, and Castleblaney,
and also from Dublin to Enniskillen, passing through the towns of
Navan, Kells, Virginia, and Cavan, with a view to ascertain
whether the country admitted of the construction of lines of Rail¬
way in those directions, without requiring any very heavy em¬
bankments, deep cuttings, or considerable bridge-works.
Mr. Macneill's preliminary Report having been favourable, we
directed him to commence the necessary surveys, which he effected
in a very satisfactory manner, and with unusual expedition, owing
to the facilities afforded by the Ordnance Plans on the six-inch
scale, which had at that period been published, embracing the
whole of the counties through which the surveys were made, with
the exception of parts of Dublin and Moath, of which traces from
the manuscript plans were immediately supplied by Colonel Colby.
the Railway Commissioners, Ireland.
63
When completed, we found that the surveys and sections were
so favourable, as compared with those which had previously been
made, that on mature consideration it appeared to us advisable to
adopt them as the main lines for internal communication to the
north and north-west of Ireland. It is to be observed, that
Mr. Macneill's Survey in the direction of Belfast extends no
further than Armagh, between which point and Belfast a Rail¬
road is now in progress, and for which, as already mentioned, an
Act of Parliament had been obtained previously to the appoint¬
ment of our Commission. Though the line is not as perfect as it
might have been made, we determined to adopt it as the con¬
tinuation of our line from Armagh to Belfast.
In the first series of sections presented to us by Mr. Macneill,
he has followed, as Mr. Vignoles also had done, the principle
usually adopted in England, of endeavouring, by means of exca¬
vation and embankment, to approach as nearly as practicable to a
horizontal line, to have the summits as few and as low as possible,
to rise progressively from the lowest to the highest point, and,
unless under peculiar circumstances, to admit of no gradient
beyond a certain limit, and, in this case, none which exceeded
I foot in 308.
This limitation of gradients, or inclined planes, considered with
reference to the anticipated revenue, was found inadmissible ; the
line was, therefore, regraded, and the limit fixed at I foot in ISO ;
in consequence of which alteration a considerable reduction has
been made in the Estimates, amounting, in the line from Armagh
to Dublin, to the sum of 240,000/.*
By reference to the Map it will be seen that the first 28 miles,
namely, from Dublin to Navan, are common to both the Armagh
and Enniskillen Lines; at Navan they diverge—that to Belfast
taking a north course, passing near to Carrickmacross, and through
Castleblaney to Armagh ; the distance between Navan and Ar¬
magh being 57i miles, and the total distance from Dublin to
Armagh 85J miles.
Between Dublin and Navan, where the line crosses the lime¬
stone country, the gradients are better, and the average cost per
mile will be 4200/. less than where it passes through the slate
country already described, which extends nearly for the whole
distance from Navan to Armagh.-j-
The north-west or Enniskillen Line, on diverging from the
Armagh Line at Navan, has been laid out in the valley of the
river Blackwater, passing through Kells and Virginia. As far
as Kells the country is unusually favourable, but between that
point and Cavan, and from thence to Newtown-Butler, in the
county Fermanagh, the co.st of forming will be considerable,
* For detail, see Mr, Macneill's Report and Estimate,
111 the iiei^hbourhoud ot Carrickmacross the line passes for a few miles Ihrou^rh
an insulated tract of limestone.
G4
Second Report from
owing to the hilly character of the slate district. Beyond New¬
town-Butler the line passes through the flat country skirting tiie
north-eastern margin of Upper Lough Erne. In such a locality
the gradients, as might be expected, are. excellent, and the cost is
proportionally reduced.
The town of Enniskillen, situated between Upper and Lower
Lough Erne, may be considered as a central station, towards
which both passengers and commercial traffic may be expected
to converge for a considerable circuit, including the important
towns of Londonderry, Letterkenny, Strabane, Omagh, Donegal,
Ballyshannon, and Sligo, and hence, for the present, it is consi¬
dered to be the most suitable point for the termination of the
north-western Railwaj'. At a future period it is probable that
a Railway may be constructed from Londonderry to Enniskillen,
passing through the towns of Strabane, Newtown-Stewart, and
Omagh ; and a preliminary Survey for a line through those
places has been submitted to us by a very respectable body of
gentlemen interested in the improvements of the adjoining dis¬
tricts of the counties of Donegal, Derry, and Tyrone ; but we are
satisfied that for some time to come the expected intercourse
through the country would not be sufficient to warrant the com-
mencement of this Railway.
In forming a comparison of the advantage which the lines to
the north and north-west of Ireland, recommended by us, possess
over the others to which we have alluded, there is only one which
traverses the interior of the country, to which we think it neces¬
sary to refer—namely, that from Dublin to Armagh, passing
through Ardee and Castleblaney, already mentioned.
For general purposes this line would not be favourable to the
views adopted by us ; it is not sufficiently near the coast to be
used for connecting the important commercial towns of Newry
and Dundalk with Dublin ; and, on the other hand, it does not
strike far enough into the interior to render any portion of it
suitable for a main line to the north-we.st.
In an engineering point of view it is likewise inferior, inasmuch
as it is proposed to cross the river Boyne, by an embankment
about 4()0 yards in length, the greater portion of which, as shown
by the section, would exceed 100 feet in height; while the line
which we propose crosses the river above Navan, by an embank¬
ment of 260 yards in length, and at an average height of but
33 feet; and likewise between Castleblaney and Armagh the
line is not so advantageous either in length or gradients as that
laid out under our direction.
In resjiect to the Coast Line, which has been surveyed from
Drogheda by Dundalk to Newry, we have to observe, that it
may"be considered altogether in the ligiit of a s]iccuiation which
has no reference to the internal commercial traffic of the country,
but as one which will afford a desirable facility for passonger
the Railway Commissioners, Ireland.
65
intercourse between the important commercial towns which it is
intended to connect ; but, unfortunately, the range of the Car-
lingford Mountains, which is interposed between Dundalk and
Newry, presents an insurmountable obstacle to the construction
of a direct line of Railway between those points ; and, in conse¬
quence, a survey has been made, skirting the base of the moun¬
tains along the northern verge of the Bay of Dundalk—which,
passing round by Carlingford, continues along the southern
margin of Carlingford Lough to Newry, and thence nearly in a
straight line to Portadown.
We have not thought it necessary to make any particular
investigations in respect to the probability of the success of this
line ; but if the data which have been put forward by its pro¬
jectors be correct, we are rather disposed to think that as soon as
the coast Railroad from Dublin to Drogheda shall have been
completed, the prolongation to Dundalk, and thence eventually to
Newry, might be desirable, but we do not offer any opinion as to
the probability of its becoming a remunerative speculation. It.
is to be observed, that the towns of Dundalk and Newry already
possess considerable trade with England and Scotland, and parti¬
cularly with Liverpool and Glasgow, to which ports the merchants
transmit the produce of the districts situated immediately to the
westward, and receive in return merchandise to supply the wants
of the people. This direct marine traffic will not be affected by
the construction either of the Coast Railway or that of the interior
recommended by us. The agricultural produce will still pursue
its natural course to the nearest, port on the coast, from whence it
is now transmitted with cheapness and rapidity to the best mar¬
kets of Great Britain, by means of large and powerful steam-
vessels.
In respect to railway communications from Dublin, westward,
towards Sligo and Galway, we have not thought it necessary,
under existing circumstances, to make any special investigation ;
but surveys and sections have been submitted to us of a proposed
line of Railway from Dublin, in a western direction, to Mullingar,
and thence, in a north-western direction, by Longford and Car-
rick-on-Shannon to Sligo. A line has also been laid out in a
western direction, from Mullingar, by Athlone, Baliinasloe, and
Loughrea, to Galway.
These lines, which for their entire length pass through the
limestone country, present no very important obstacles, at least
none which could not be avoided in the execution ; so that we
have no doubt that the Railways might be completed at an average
cost of about 8000/. per mile for a single line of rails.*
• The entire distance from Dublin, by Mullingar, to Galway is 133 miles, and from
Mullingar to Sligo is 8U miles, making a total of 213, which at an average cost of
8UÜ0/. per mile, would give a gross amount of 1,7(14,000/, as the entire cost, or if a
double line of rails were used, of 2,130,030/,
F
66
Second Repo^-t from
On looking to tlie map of Ireland, we find that the lines of the
Grand and Royal Canals, two of the most perfect still-water
navigations in the British empire, and on which there is at present
a very considerable traffic, both in merchandise and passengers,
extend from Dublin to the westward ; the Royal Canal, by Mul-
lingar and Ballymahon, to Tarmonbarry, on the river Shannon,
with a branch to Longford ; and the Grand Canal, by Philips-
town and Tullamore, to the Shannon, near Banagher, with a
branch to Kilbeggan, and a prolongation of the western side of
the Shannon, from Banagher to Ballinasloe, in the county of
Galway.
The line of the proposed Railroad from Dublin to Sligo runs
parallel to the Royal Canal, and passes through the same towns,
namely, Mullingar and Longford, and that from Mullingar to
Galway passes near to Kilbeggan through Athlone and Ballina¬
sloe, all of which are connected with the Grand Canal. Under
these circumstances it is evident that the proposed Railroads
could not succeed unless by withdrawing the whole, or a con¬
siderable portion of the traffic of these valuable canals ; and when
it is considered that a boat drawn by one horse usually contains
50 tons of flour, grain, or other agricultural produce, it is more
than probable that the rapidity of transport afforded by a Railway
would not be sufficient to induce the transfer of the commerce of
the canal to the Railway, and particularly, as in the event of such
opposition the canal company would no doubt reduce their tolls
to the lowest scale. But supposing it should have the effect of
transferring the trade, we could not recommend that these canals,
on which so large a sum of money has been expended, should be
sacrificed or injured for the purpose of promoting a doubtful
speculation.
We are aware that in England this consideration has not been
deemed sufficient to prevent the adoption of Railways between large
commercial towns which commence and terminate at the same
points with existing navigations, as in the case of the Railway from
Liverpool to Manchester. But such policy is not suitable to Ire¬
land, where internal traffic is comparatively trifling, and where
commercial enterprise has hitherto made so little progress ; and
consequently in those localities where navigations have been com¬
pleted on a large scale, and in a superior manner, at the cost of
more than three millions, it appears to us to be injurious to the
best interests of the country to promote other speculations having
a tendency to injure or destroy them. Hence, in suggesting lines
for railway pommunication, we have endeavoured, as far as local
circumstances would permit, to adopt those which would open
districts beyond the influence of existing navigations.
In respect to jrassengers, it is to be observed that the fly-boat
system has been introduced on the Grand and Royal Canals, and
that at this moment passage boats travelling at the rate of seven
the Railway Commissioners, Ireland.
67
miles an hour pass and repass daily between Dublin and Mul-
lingar on the Royal, and between Dublin and Shannon Harbour
and Athy on the Grand Canal, and all the other important
stations on both canals. But in respect to this species of traffic,
we must observe, that as far as passengers are concerned we con¬
ceive that the canals would not be materially, if at all injured,
were the system of passage-boats altogether abandoned.
We have ascertained from returns procured from the Royal
Canal, that although the income derived from passengers is con¬
siderable, the direct expenditure connected with them is so great
-as to absorb above seven-eighths of the receipts ; and if to the
direct expenditure be added the cost of repairing the injury which
the canal banks sustain from the wave created by the rapidity of
the fly passage-boats, and the increased number of lock-keepers
and assistants who are employed to attend them at night, as well
as by day, we are of opinion that on the whole the company de¬
rives no profit from the passengers; and in dry seasons the com¬
mercial trade is inconvenienced and injured by the quantity of
water drawn from the summit level by the ascent and descent of
the passage-boats through the locks.
From the foregoing, it would appear that were a Railway made
from Dublin to Mullingar, branching from the main southern
line, near Celbridge, it must depend almost entirely on passenger
traffic for its support. This branch would be about 38| miles in
length, and would cost about 31,000/. In order to determine
whether or not there is any probability of a successful result from
this branch, arising from passenger traffic alone, we have ascer¬
tained as far as was practicable, the number of passengers which
at present leave Dublin weekly, and travel by the road or by the
canal, towards Galway and Sligo, by Kinnegad and Mullingar,
and the result has not been favourable to the undertaking.
By means of the Royal Canal passage-boats the public is at
present supplied with a convenient and very cheap mode of con¬
veyance between Dublin and Mullingar, and though the journey
is performed somewhat more rapidly by the coaches than by the
fast or fly boats, still the number of passengers is greater by the
canal than by the road ; it further appears that by the canal the
number of passengers travelling by the slow night boat which goes
at the rate of 4 miles an hour, is greater than by the comparatively
swift day boat which travels at the rate of 7 miles per hour, in the
proportion of 13 to 7. On investigating the cause of this dif¬
ference, we find that the fare by the night boats amounts on an
average of the first and second cabin to Id. per mile, while by the
fly (day) boats it is l^d. per mile, and by the coach 3d. per mile ;
hence it appears that cheapness and not rapidity is the chief
object with the majority of passengers between Dublin and Mul¬
lingar; and as the present fare per mile by the night boats, on an
average of the first and second cabin. Id. per mile, and the pro-
68
Second Report from
posed average by the Railway is per mile, we have reason to
conclude that the formation of a Railway in this direction, will not
materially increase the number of travellers of the class which
now travel by the slow passage boats.
In respect to the passengers by the road, it. is to be observed,
that the greater number travel from Galway and Sligo ; and as
the coaches require about 15 hours to perform the journey from
Dublin to those places, it is not probable that travelling by a Rail¬
way for a small portion of the distance, and which would only
reduce the time from 15 to 12 hours, assuming that the Railway
and coaches were to act in perfect concert, would cause any con¬
siderable increase in the number of passengers on those lines.
But to place the matter in the clearest point of view, we may
refer to the Passenger Traffic Table for this line, given in page 26,
which has been calculated on the same principle, and from data
procured under the same arrangements, as those for the great
southern and northern lines ; and having made all the allowances
for an expected increase of passengers which the peculiar circum¬
stances of the district would admit of, we find that 272 is the gross
equivalent number which can be expected to travel on every mile
of Railway between Celbridge and Mullingar, supposing that the
canal passage-boats were abandoned, which is veiy doubtful, at
least in respect to the night boats. The case will then stand
thus —
No. of 5 Equivalent No. Gross Income
Passengers " ' ' ' per annum. per annum.
272 X 38| X 365 = 3,845,640, at l|d., = ¿£20,019 Is. &d.
To enable us to determine whether or not the above income
will suffice for working the road and leave a surplus towards pay¬
ing the interest of the capital to be expended, we must refer to
Part II. of our Report, in which the estimated annual cost of
each locomotive engine, together with the proportionate allowance
per mile, to cover the wear and tear of the Railway attendants,
&c., is fully detailed.
To afford the public the same accommodation which it possesses
at present, two locomotive engines, at least, will be required, which,
including the wear and tear, &c., will cause an annual expenditure
arnountinu to 15,42D. 17s. 6d. If we deduct this sum from
O '
20,019/. Is. (jd., the expected amount of income, we have a surplus
balance of 4,597/. 10s. towards repaying the interest on an ex¬
penditure of 310,000/.—a result which must be considered fatal
to the speculation.
On examining a pro.spectus which has been published for a
proposed Great Central Irish Railway, to extend from Dublin, by
Mullingar, to Athlone, with branches to Longford and Kells, a
total of 132 statt if c miles, the estimated cost amount.s to 8,500/.
per mile, and 1,750,000/. for the whole.
Hie amount of revenue expected to arise I'roin the transport of
the Railway Commissioners, Ireland,
69
passengers and merchandise on this line, is calculated at 297,950Z.
per annum, equal on an average to 2,151/. per mile.
If we select the portion which extends between Dublin and
Mullingar, it will, doubtless, be considered as that from which the
best return may be expected ; and, consequently, in considering
this line, according to the data aiforded by the prospectus, we
cannot err in calculating on the average of 2,151/. per mile, and
which, for 38i miles, the length of the proposed branch from the
Southern Main Trunk Line to Mullingar, would form a gross
income of 83,351/. per annum, which is rather more than four
times the amount of our calculated income, on the same line,
arising from the conveyance of passengers and small parcels alone ;
and as we have shown that the Royal Canal could, at all times,
convey agricultural produce and heavy merchandise cheaper than
any Railway, we are decidedly of opinion, that the amount of
expected income set forth in the prospectus is quite fallacious.
In concluding the consideration of the subject, of proposed Rail¬
ways in Ireland, we think it right to advert to the only Railway
that has as yet been executed, namely, that between Dublin and
Kingstown, an undertaking which, from its peculiar position and
resources, has been attended with considerable success. But this
success must not be as,sumed as a criterion on which to form a
judgment as to the probable advantage to be derived from other
Railway speculations in this country.
As a work of art and arrangement, many useful lessons have
been acquired in the construction and the working of the Dublin
and Kingstown Railway. The directing and managing Officers
have shown a liberal and inquiring spirit ; whatever errors may
have been committed are attributable solely to the universal want
of experience in these novel establishments ; and the Company is
still only feeling its way towards correct principles, which may vet
require many trials and efforts to establish. At the same time
the most creditable regularity and system prevails throughout the
establishment, and several improvements have been made, the
credit of which is wholly due to the ingenuity of the executive
officers, and which, we are happy to think, exhibit Irish talent
and exertion in a very favourable light.
70 • Second Report from
PART II.
Inquiry into the Probable Return on the Capital
which would be required to construct and WOKK the
Proposed Lines.
1. Examination of the Mechanical Principles of Railways.
It is only a few years since Railways, intended for general
traffic, have been introduced, and from that time to the present,
continual changes have been made in the modes and form of
construction, and these changes and ameliorations are still in
progress.
Form of Rail.—^The rail itself has passed through an innu¬
merable variety of shapes, both transversely and longitudinally ;
the form of the chair in which it rests has been equally varied ;
the modes of fixing the rail to the chair, and the chair to its sup¬
port, have also been subject to continual change ; again the sup¬
ports for the chairs are in some cases stone-blocks, in some wood;
this wood is sometimes laid transversely, and sometimes longi¬
tudinally. The joints of the rails have been made, in some cases,
what is called half-lapped, in others scarfed, and again plain
butting joints ; and so on in various particulars connected with the
principles of construction. It may be observed that these different
principles have not merely been adopted in different Railwaj^s, or
in different parts of the same line, but the same parts of the same
fine have been relaid and replaced by new rails ; the distance of
the blocks have been varied from three to four feet, or five feet,
and rails of greater strength substituted accordingly. These
uncertainties have led to enormous expenses, and have greatly
depreciated the value of some lines of very extensive traffic, while
they have entirely absorbed the income of others. It would,
therefore, have been very gratifying to us, if, by an impartial
examination of the different modes that have been adopted, or by
the information we have had the means of obtaining from the
Directors of Railways and their engineers, we could have boon
able to recommend some particular princijile of forming the road
that would insure permanency and durability, and thcroÍ)y save to
new Companies the ruinous expense to which we have alluded.
But although an obvious improvement is going forward in this
particular branch of Railway practice, we feel that so much is still
requisite to be accomplished, that no one principle at present
enqdoyed can be confidently recommended by us for general and
final adoption.
Mode of Laying.—The question wlielher stone-blocks or
the Railway Commissioners, Ireland.
71
wooden longitudinal sleepers present the greater advantage, is one
on which opinion is greatly divided, and which, we conceive, ought
to be left open to the proprietors of such works. Large stone-
blocks and heavy rails, supported at greater intervals than was
originally adopted, are now, we believe, almost universally ad¬
mitted to be more economical than lighter rails with shorter bear¬
ings. But the question whether these are preferable to wooden
longitudinal sleepers, is at present unanswered, and perhaps un¬
answerable, till the latter have been submitted to the test of some
years' experience. In Ireland, stone is plentiful and cheap, and
would probably be preferred, and thereby produce a great demand
for native labour.
On the Breadth of Way.—It will not be necessary for us to
advance many arguments to prove the advantages of one uniform
bearing distance or breadth of way on the different lines of Rail¬
way, which are intended to form a general system ; for, if this be
not enforced, great and serious impediments must arise when these
lines join or intersect each other, while the great advantage of
different Railway carriages and their several parts being applica¬
ble to any new line would be thereby sacrificed. Facility of
transport is the great principle of Railway practice, and if pas¬
sengers or goods, after travelling 50 or 60 miles, arrive at a line
of communication having a different breadth of way, a general
unloading and reloading must be had recourse to, occasioning
inconvenience to passengers, probable damage to merchandise,
and certain delay to both.
In the novelty of this mode of intercourse in England, this im¬
portant point has been overlooked in the several Railway Bills
which have passed the Legislature, and much inconvenience is in
consequence anticipated to arise both by English engineers and
Railway proprietors.
It is therefore very desirable, in a country like Ireland, at
present almost untouched by these works, that some uniform
standard distance for the rails should be adopted ; what that dis¬
tance should be is a question of considerable importance, and has
accordingly engaged our most diligent attention. We have en¬
deavoured by obtaining the opinion of different eminent engineers,
and weighing the several arguments they have advanced, to draw
from them the conclusion most satisfactory to our own minds, as
to the breadth we would recommend to be adopted in that country
to which our inquiries are more particidarly directed.
On ordinary roads, the distance between the wheels is about
four feet six inches, or five feet; giving a breadth of bearing,
which it is to be presumed has been found convenient ; and it is
most probable that in the construction of the first locomotive
Railway, tlie usual distance of the carriage wheels and lines were
adopted, without any consideration whether that breadth was
equally advantageous in the novel practice of locomotion. Re-
72
Second Report from
cently, however, the propriety of adopting this breadth has been
questioned, and a marked innovation recommended, of extending
the breadth to seven feet.
This must necessarily increase the first cost of engines and
carriages, and also of cuttings and embankments ; but as the
present distance between the double lines of way is limited, not by
the bearing distance of the wheels, but by the breadth of the
carriages and loads, we do not conceive that it would be neces¬
sary, although the bearing distance should be increased, to
enlarge, to any serious amount, the dimensions of bridges, tunnels,
or other expensive parts of the works. Let us see, then, what
advantage may be expected to flow from this innovation.
In the first place, it is clearly advantageous to reduce the
friction on the axle, and the resistance on the rails, as much
as possible, which, all other things being the same, will be in¬
versely proportional to the diameter of the wheels. It is also
advantageous to keep the centre of gravity of the load as low as
possible, for, from the nature of the conical figure given to the
bearing part of the wheel, 1 he carriages are in a constant state of
lateral oscillation, and the less the height of the centre of gravity,
the less of this effect will be produced—the less also will be the
wear and tear of the carriages, and the more easy and pleasant
the motion to the passengers.
From the nature of the locomotive engine, its power is so great
in proportion to the friction it has to overcome, that it is capable
of drawing a load which (even with a greatly increased breadth,
as compared with common road carriages,) extends to a very
considerable length; and in order to reduce this length as much
as possible, it is necessary with the present breadth of way to
make the wheels run within the frame which supports the car¬
riage ; the seats of the passengers are therefore placed above the
periphery of the wheel ; the load is thus disadvantageously raised,
and in order not to increase the evil more than is actually neces¬
sary, the wheels are made proportionally small, which causes a
greater amount of friction than would be otherwise incurred, and
gives a less power of overcoming the resistance of the rail.
Now, these inconveniences may certainly be avoided, preserving
the same carriage-room (which, from its adoption on most lines,
it is to be presumed is found to be convenient,) by extending the
breadth of bearing of the rails, so as to allow the wheels to run
outside the frame instead of running within it.
This, with a slightly modified form of carriage, will admit the
diameter of the wheels to be increased, thereby reducing the
friction, and increasing the power to overcome the surface resist¬
ance, at the same time that the load itself may be reduced in
height, being, in this case, limited by the axle of llie larger wheel,
instead of the upper part of the periphery of the less wheel ; and
with this reduction of height, the wear and tear will be reduced.
the Railway Commissioners, Ireland.
73
and the smoothness and ease of the motion increased. Moreover,
the force to be overcome being less, with the same load, we may,
by retaining the power of the engine the same, carry a greater
load than at present, with the same velocity; or, by retaining the
present load, carry it at a greater velocity, by increasing the
diameter of the driving-wheels of the engine ; or, if it be not
desirable to increase the velocity, the speed of the piston might be
reduced, which would be a great practical advantage ; or, lastly,
preserving the same load and velocity, the power and weight of
the engine may be made less ; and, probably, the one or the
other of these arrangements would he adopted, according to the
nature of the traffic on the road.
Thus, in passenger and mail trains, it might be found desirable
to increase the velocity, whereas in the carriage of heavy goods,
mineral productions, &c., it would be most economical to increase
the load.
There is, however, one important point connected with this
innovation which must not be overlooked—viz. that the whole of
the advantages pointed out above apply only to horizontal lines.
Now, generally, lines of Railway have various gradients or in¬
clined planes, in ascending which the load has to be raised in
opposition to gravity, and the power necessary to effect this is
I'requently equal to, or exceeds that which is employed to over¬
come the friction, and will remain the same to whatever extent
the friction is reduced.
In order, therefore, to avail ourselves fully of the reduced
friction, those planes which are not worked by assisting power
require to,be reduced in their slopes in the same proportion as the
wheels are increased, or otherwise, that assisting power be applied
on proportionally less slopes than according to the present prac¬
tice. In other words, the power of the engine is employed in
overcoming the friction of the load and in raising it up the several
gradients, and what is gained by opening the rails and making
the wheels run outside the frame, applies only to the former, the
latter remaining the same as before ; and the advantage of the
alteration would be over-rated if this circumstance were not taken
into consideration.
But, even with this deduction, the advantage is considerable,
particularly as regards the convenience it would aflbrd the en¬
gineer in disposing of the several parts of the engine gear of the
locomotive, and there can be no doubt, in a new country, as
regards Railways, that provision should be made for taking
advantage of this improved practice, and for securing uniformity
of breadth. The only question is, therefore, what that breadth
should be ? The frames of the present carriages are about 6 feet
in width ; without, therefore, interfering with the convenience of
present coaches, or, by only contracting their breadth a very little.
74
Second Report from
the wheels might be made to run outside the frame by increasing
the present distance of the lines to 6 feet 2 inches. This would
allow of wheels of 4 or 5 feet in diameter, which would reduce
the amount of friction in the proportion of 10 to 7 : a greater
distance, as 7 feet, would allow, perhaps, wheels of 6^ or 7 feet in
diameter, which would reduce the friction by nearly one-half ;
but it is questionable whether the distance should be so far ex¬
tended and enforced as a part of a general system, particularly
when it is considered that the more the friction is reduced, the
greater will be the proportional impediment presented by the
gradients on the line. At present, on most lines in action, espe¬
cially in the passenger trains, the load is seldom equal to the
power of the engine, and this being the case, but little would be
gained by reducing the resistance already inferior to the power by
which it is to be overcome, except by allowing an increased speed
on the line generally, and on the level planes in particular.
With a full and overflowing traffic, there could be no doubt as
to the advantage of employing the greatest breadth or distance of
bearing which other practical considerations would render ad¬
visable ; but it seems useless, or worse than useless, to incur a
present expense, to provide a benefit of which it is scarcely pro¬
bable that there will ever be the means of taking advantage. If
it were possible to reduce the weight and power of the locomotive
proportionally to the reduced friction, it might still be advisable
to extend the breadth to 7 feet, and the diameter of the wheels to
6| or 7 feet ; but this is impracticable, in consequence of the
force necessary to raise the load up the gradients, which part of
the force, as already stated, is not diminished by the alterations ;
moreover, the smaller engines are not worked so economically as
the larger.
Considering, therefore, all these points, we think it advisable
to recommend a uniform distance of Railway lines for Ireland, of
6 feet 2 inches, which will have the effect of greatly reducing the
friction, while by lowering the centre of gravity of the load the
present vibratory motion of the carriage will be greatly dimi¬
nished, and consequently also the wear and tear of both the
carriages and of the line of way—advantages which, it is pre¬
sumed, will be cheaply purchased by a small addition to the first
outlay.
The Effect of Cvrves.—The most advantageous direction for
a Railway, particularly one on which great velocities are adopted,
is clearly a right line ; but the nature of the country will seldom
admit of this degree of perfection in the construction, and it
becomes, therefore, a question of considerable interest to ascer¬
tain the effect of curves on a line, both as regards the wear and
tear of the engines and tiie safety of the passengers.
1 Theoretically, there would be no disadvantage in curvatures,
the Railway Commissioners, Ireland.
75
with wheels properly coned, provided the carriages ran on two
wheels only—^that the rails participated in the general curvature
—that the curves were always passed with the same velocity, and
the outer line of rails properly raised to equalise the pressure of
the carriage upon it. These are matters of easy calculation.
In this case, the axle of a single pair of wheels would always be
directed towards the centre of the circle, of which the curve is a
part, and the outer line being adequately raised, the inclination
of the engine and carriages would be adjusted to the centrifugal
force due to the velocity ; the same would take place in carriages
with four or six wheels, if the axles could adjust themselves, so
that each might point to the centre of the curve. But this is not
the case ; and there will, therefore, be a straining force, the effect
of which must necessarily be to wear, and ultimately to destroy,
the parts of the engine exposed to its action ; and it is equally
clear, that the less the radius of this curve is, the greater will be
the effect ; but. we believe it to be impossible to calculate the
amount, of it. on any certain principle ; and we have therefore, in
this, as in other cases, had recourse to practice, and have endea¬
voured to ascertain, by inquiries made of different engineers,
what has been the result, observed on the several lines under their
direction, in which such curves occur.
From the answers thus received, it does not appear that curves
are so injurious to the working of a Railway as we might have
anticipated, although it is clearly desirable to employ them as
little as possible, and to form them, when necessary, of the largest
practical radius, consistent with proper economy in the first
outlay; but we consider that it. would be by no means safe for us
to define any limits to the practice. One of the strongest cases
we have met with, of what may be done practically on curves, is
that furnished us by Peter Sinclair, Esq., to whom we have, on
other occasions, been mjjch indebted for valuable practical in¬
formation.
To our inquiry on this subject, he replies as follows :—
" One curve upon this line (Bolton and Leigh) of a quarter of a mile
radius, is prohahly every day taken in one direction, with all the speed
the engines can get upon their trains (30 miles per hour), especially
when heavy, with the object of surmounting the short inclinations noticed
in the list of gradients formerly sent of 1 in 100, and 1 in 200. We
have never had an accident resulting from this in a direct manner,
though I have no doubt that our wheels and axles, and probably other
parts of the engines and carriages have suffered materially from it.
Several of our engines, I should notice, have now a third pair of wheels,
which, of course, render sharp curves the more objectionable."
We might quote several other authorities, mostly tending to
the same conclusion.
yibsorbed Power in Locomotive Engines.—One. of the first
76
Second Report from.
points to be considered in reference to the mechanical advantages
of Railway communication in comparison with canals and the
usual road traffic, is the amount of power which must necessarily he
expended before any force of traction can he communicated to the
load. This expenditure, or absorption of power, far exceeds what
would, in the first view of the question, appear at all probable.
Few persons, perhaps, are aware that the power absorbed in the
largest of the engines at present employed on the Liverpool and
Manchester line, in order to put the engine, &c., in a condition to
move, and independently of any power applied to the motion of
the load itself, amounts to about one-third of the whole power ex¬
pended ; yet such is the case, and it will be seen, therefore, how
essential it is to the success of the Railway undertaking with loco¬
motive power, that, a very great amount of goods and passengers
should be conveyed, and these not in small detached portions, but
in large masses.
In fact a large and abundant traffic is essentially necessary to
the success of any Railway, undertaken as a matter of profitable
speculation to its subscribers; and although there are certainly
cases where a line is opening the resources of a country, in which
a less amount of present revenue may be held sufficient, yet it is
proper that a full and satisfactory illustration should be given of
the great proportional increase of charge per ton per mile, which
would necessarily be incurred in the case of a deficient or incon¬
siderable traffic.
As part of the above statement may appear extraordinary, and
as we believe that the subject has not been hitherto generally
comprehended, it will be proper to point out the sources to which
this absorption of power may be traced. These are :—
1st, The friction of engine gear, independently of any load.
2nd, The friction of the wheels, axles, &c., of the locomotive
itself.
3rd, The friction of the wheels, axles, &c., of the tender.
4th, The constant resisting pressure of the atmosphere to the
motion of the pistons; all which retardations must necessarily be
overcome before any remaining force can be made applicable to
the traction of the load.
The numerical computations on this head entitle us to assume
in general very nearly one-third of the whole steam power em¬
ployed, as absorbed in what may be termed "preparing to move
a load," and this is the same for great or for small loads ; the
consequence is, that the relative expenditure of steam power per
ton per mile is nearly six times greater for a load of 10 tons than
for one of 100 tons, and so on in different proportions for otlier
defective loads. The same relative increased expenditure is in-
cuiTcd for wages to the engineer, stoker, and other persons engaged
in conducting the loads. The expense of wear and tear of the
the Railwny Commissioners, Ireland.
77
engine beais at least the same ratio, not to mention all the fixed
expenses of direction, stations, gatekeepers, road-attendants, &c.,
which will obviously be increased in a still higher proportion.
The question here, however, is merely the relative cost of work¬
ing with different loads, which is reduced to the following tabulated
ibrm :—
TABLES showing the Steam Pressure required in the Cylinders for difTerent
Loads; the relative Velocity with those Loads; and the relative Expense oí
Haulage per Ton per Mile.
Table 1.—FIRST CLASS ENGINES.
Amount
of
Load.
No Load
10 Tuns
20
j >
30
9 i
40
9 9
50
9 9
60
9 9
70
9 9
80
90
9 9
100
3 3
110
9 9
120
9 t
130
3 3
140
9 9
150
J J
160
170
9 9
180
190
J ^
200
9 9
210
9 9
220
3 3
230
3 9
240
250
260
9 9
270
9 9
280
y 3
290
9 9
Steam
Pressure.
1075
1165
1255
1345
1435
1525
1615
1705
1795
1885
1975
2065
2155
2245
2335
2425
2515
2605
2695
2785
2875
2965
3055
3145
3235
3325
3415
3505
3595
3685
Relative
Speed.
1.84
1.70
1.57
1.47
1.37
1.29
1.22
1.18
1.10
1.05
1.00
.95
.91
.88
.84
.81
.78
.75
.73
.71
,69
.66
.64
.62
.«I
.59
.58
.56
.55
.54
Steam
power
expended
per Ton
per Mile.
5.90
3.17
2.27
1.82
1.54
1.36
1.23
1.13
1.05
1.00
.95
.91
.87
.84
.82
.80
.77
.'5
.72
.71
.70
.69
.68
.07
.66
.65
.64
.64
Wages
per Ton
per Mile.
5.98
3.17
2.27
1.82
1.54
1.36
1.23
1.13
1.05
1.00
.95
.91
.87
.84
.82
.80
.77
.75
.74
.72
.71
70
.09
.68
.67
.66
.65
.64
.64
78
' Seco?id Report from
TABLES showiiifç the Steam Pressuie required in the Cylinders for différé
Loads; the relative Velocity with those Loads; and the relative Expense
Haulage per Ton per Mile*
Table 2.—
.«vrtimn nr agg -rrmnrivrirg
Amount
steam
Relative
Steam
power
Wages
Cost of
Wear
of
expended
per Ton
and Tear
Load.
Pressure.
Speed.
per Ton
per Mile.
per Mile.
per Ton
per Mile.
No Loud
786
1.91
10 Tons
876
1.74
4.60
4.60
4.60
20 ,,
966
1.55
3.48
3.48
3.48
30 ,,
1056
1.42
1.88
1.88
1.88
40 ,,
1146
1.31
1.52
1.52
1.52
50 ,,
1236
1.22
1.31
1.31
1.31
60 ,,
1326
1.13
1.18
1.18
1.18
70 ,,
1416
1.06
1.08
1.08
1.08
80 ,,
1506
1.00
1.00
1.00
1.00
90 ,,
1596
.94
.94
.94
.94
100 ,,
1686
.89
.90
.90
.90
110 ,,
1776
.85
.85
.85
.85
120 ,,
1866
.81
.82
.82
.82
130 ,,
1956
.77
.80
.80
.80
140 ,,
2046
.73
.78
.78
.78
150 ,,
2136
.70
.76
.76
.76
160 ,,
2226
.67
.74
.74
.74
170 ,,
2316
.64
.73
.73
.73
180 ,,
2406
.42
.72
.72
. .72
190 ,,
Table 3.-
-THIRD CLASS ENGINES.
Amount
Steam
Relative
Steam
power
Wages
Cost of
Wear
of
expended
per Ton
and Tear
Load.
Pressure.
Speed.
per Ton
per Mile.
per Mile.
per Ton
per Mile.
No Load
702
2.02
10 Tons
792
1.79
4.46
4.46
4.46
20 ,,
882
1.61
2.48
2.48
2.48
30 ,,
972
1.46
1.82
1.82
1.82
40 ,,
1062
1.34
1.49
1.49
1.49
50 ,,
1152
1.23
1.29
1.29
1.29
60 ,,
1242
1.14
1.16
1.16
1.16
70 ,,
1332
1.06
1.07
1.07
1.07
80 ,,
1422
1.00
1,00
1.00
1.00
90 ,,
1512
.94
.95
.95
. 95
100 ,,
1602
.89
.90
.90
.90
110 ,,
1692
.84
.86
.86
.86
120 ,,
1782
.79
.84
.84
.81
130 ,,
1872
.75
.81
.81
.81
140 ,,
1962
.72
.79
.70
.79
150 ,,
2052
.69
.77
.77
.77
160 ,,
2142
.66
.75
.75
.75
170 ,,
2232
.64
.74
.74
.74
180 ,,
2322
.65
.73
.73
.73
the Railway Commissioners, Ireland.
79
TABLES sliowing the Steam Pressure required in the Cylinders for different
Loads; the relative Velocity with those Loads; and the relative Expense of
Hiuilage )ier Ton per Mile.
Taulk 4.—
FOURTH
CLASS ENGINES.
Amount
Steam
Wages
Cost of
Steam
Relative
power
Wear
of
expended
per Ton
and Tear
Load.
Pressure.
Speed.
per Ton
per Mile.
per Mile.
per Ton
per Mile.
No Load
640
1.84
10 Tons
730
1.61
3.73
3.73
3.73
20 ,,
.30 ,,
820
1.44
2.08
2.08
2.08
910
1.29
1.55
1.55
1.55
40 ,,
1000
1.18
1.27
1.27
1.27
50 ,,
1090
1.08
1.11
1.11
1.11
60 ,,
1180
1.00
1.00
1.00
1.00
70 ,,
1270
.93
.93
.93
.94
80 ,, .
1360
.87
.86
.86
.86
90 ,,
1450
.81
.83
.83
.83
100 ,,
1540
.76
.79
.79
.79
110 ,,
1630
.72
.76
.76
.76
120 ,,
1720
.68
.74
.74
.74
130 ,,
1810
.65
.71
.71
.71
140 ,,
1900
.62
.69
.69
.69
150 ,,
1990
.59
.68
.68
.68
160 ,,
2080
.56
.67
.67
.67
170 ,,
2170
.54
.65
.65
.65
180 ,,
2260
.52
.64
.64
.64
By comparing the resulting expenses as exhibited in these tables,
which are wholly independent of original cost of construction, we
have a convincing proof of the necessity of a large and uniform
traffic in every undertaking of this kind, and the ruinous conse¬
quences which must follow from allowing rival lines, or such as
shall divide between them the traffic, the whole of which is so
essential, if even adequate, to the maintenance of either. It will,
indeed, he obvious, when we speak of the actual expenses of main¬
tenance and haulage, that these are very great; and therefore in
circumstances where one Railway might be a great national
benefit, by the facilities it would afford to trade in the transfer of
goods and general merchandise, and an important public conve¬
nience by the easy and expeditious mode of travelling it would
insure, two such lines would almost as certainly lead to the un¬
profitable absorption of capital, and, for want of due remuneration,
to an indifference and neglect of the important active duties which
such establishments demand, so as ultimately to become, instead,
oí a public benefit, an actual and unalterable nuisance.
The effect of Gradient.—The term gradient has been adopted
to indicate those slight inclinations up which a load maybe taken,
although with a diminished velocity, without assisting power ;
80
Second Report from
being thus distinguished from those steeper slopes, termed in¬
clined planes, where assisting power, either stationary or motive,
is intended to be used, according to the general practice of the
road ; but these latter may still be ascended with small loads by
the power of the single engine only, so that in fact there is no dis¬
tinct limit between those slopes and the former ; it will, however,
be generally understood that a gradient is a slope of small incli¬
nation.
If the power exerted by a locomotive engine were wholly appli¬
cable to the traction of the load, that traction being a determinate
fraction of the weight moved, then in ascending a gradient whose
inclination is expressed by a fraction represented by the height of
the plane divided by its length, the engine power required ior the
ascending plane would be to that on the horizontal plane, as the
sum of the two fractions (viz. that which expresses the angle of
the plane, and that which represents the friction), to that which
expresses friction only.
Thus, if) as is commonly the case, the friction and surface re¬
sistance is 8 lbs. to the ton, or ¡j^ù^th part of the load, then, in
ascending a gradient of -540» the required force would be double
that for the horizontal plane, and so on for any other proportions.
But this is true only of the force of actual traction, and not of the
power expended by the engine.
To know the relative engine power requisite in these two cases,
we must take into consideration the part of that power which is
necessary in order to put the engine itself into a condition to move,
that is, the power requisite to overcome the friction of the engine
gear without a load; the surface resistance, and the friction cf its
own axles and wheels, as well as those of its tender ; and 1 rstly,
the resistance or pressure of the atmosphere against whi-h the
pistons are constantly acting.
These forces together, which must be all overcome by an ex¬
penditure of steam power, and a consequent consumption of fuel,
before the surplus power can become applicable to traction,
amount, as we have seen, to nearly one-third of the whole ; and
as this amount of absorbed power is the same either on a horizon¬
tal or on an inclined plane, the relative force or steam power
requisite in the two cases will be very dift'erent from that of the
force necessary for traction only, and will vary very essentially,
according to the amount of the load the engine is employed in
drawing, the dimensions of the engine itself) and the inclination
of the plane.
In order, therefore to estimate correctly the effect of gradients
on the expense of working a line of Railway, we must first inquire
into the amount of steam power absorbed in overcoming the re¬
sistance to which we have )-eferred. The several residts derived
from these reductions will be found arranged ia the following
tabulated form :—
the Railway Commissioners, Ireland, 81
TABLES showing the Lengths of Horizontal Lines equivalent to' the several
Ascending and Descending Planes stated in Column 1 ; the length of the Plane
being unity.
Table 5.—First Class Engines.
Gross Load, t. e. including Engine and
Tender, 1Ü0 tons.
Table 6.—First Class Engines.
Gross Load, i. e. including Engine and
Tender, 50 tons.
Gradients
Equivalent Horizontal Lines.
Gradients
Equivalent Horizontal Lines.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
1 in 90
95
100
110
120
130
140
160
180
200
250
300
350
400
500
750
1000
1500
2.50
2.42
2.39
2.23
2.12
2.04
1.96
1.84
1.79
1.67
1.53
1.45
1.38
1.33
1.27
1.18
1.13
1.09
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
.83
.83
.83
.83
.83
.83
.85
.90
1.75
1.71
1.69
1.61
1.56
1.52
1.46
1.33
1.31
1.25
1.18
1.14
1.10
1.08
1.05
1.01
1.00
1.00
1 in 90
95
100
110
120
130
140
160
180
200
250
300
350
400
500
750
1000
1500
1.99
1.94
1.89
1.81
1.74
1.68
1.64
1.56
1.49
1.44
1.36
1.30
1.25
1.22
1.18
1.12
1.09
1.06
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
.83
.83
.83
.83
.83
.88
.91
.94
1.49
1.47
1.44
1.40
1.37
1.34
1.32
1.20
1.16
1.13
1.09
1.06
1.04
1.02
1.01
1.00
1.00
1.00
Table 7.—Second Class Engines.
Gross Load, i. e. including Engine and
Tender, 80 tons.
Table 8.—Second Class Engines.
Gross Load, i. e. including Engine and
Tender, 40 tons.
Gradients
Equivalent Horizontal Lines.
Gradients
Equivalent Horizontal Lines
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
1 in 90
95
100
110
120
130
140
160
180
200
250
300
350
400
500
750
1000
1500
2.60
2.51
2.44
2.38
2.20
2.10
2.03
1.90
1.80
1.72
1.58
1.48
1.41
1.36
1.28
1.19
1.14
1.09
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
,83
.8.3
.83
.83
.83
.83
.86
.91
1.80
1.75
1.72
1.69
1.60
1.55
1.51
1.36
1.31
1.27
1.20
1.15
1.12
1.09
1.05
1.01
1.00
1.00
1 in 90
93
100
110
120
130
140
160
180
200
250
300
350
460
500
750
1000
1500
2.07
2.02
1.97
1.88
1.80
1.74
1.69
1.60
1.53
1.48
1.42
1.32
1.27
1.24
1.19
1.19
1.09
1.06
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
,83
.83
.83
.83
.83
.88
.91
.94
1.53
1.51
1.48
1.44
1.40
1.37
1.34
1.21
1.18
1.15
1.12
1.07
1.05
1.03
1.01
1.00
1.00
1.00
a
82 . Second Report from
TABLES showing the Lengths of Horizontai, Lines equivalent to the several
Ascending and Descending Planes stated in Column 1 ; the length of the Plane
being unity.
Table 9.—Third Class Engines.
Gross Load, i, e. including Engine and
Tender, 80 tons.
Table 10.—Third Class Engines.
Gross Load, i. e. including Engine and
i?ender, 40 tons.
Gradients
Equivalent Horizontal Lines.
Gradients
Equivalent Horizontal Lines.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
1 in 90
95
100
no
120
130
140
160
180
200
250
3Ü0
350
400
500
750
1000
1500
2.66
2.58
2.50
2.36
2.25
2.15
2.07
1.94
1.83
1.75
1.60
1.50
1.43
1.37
1.30
1.20
1.15
1.10
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
.83
.83
.83
.83
.83
.83
.85
.90
1.83
1.79
1.75
1.68
1.62
1.57
1.53
1.43
1.33
1.29
1.21
1.16
1.13
1.10
1.06
1.01
1.00
1.00
1 in 90
95
100
110
120
130
140
160
180
200
250
300
350
400
500
750
1000
1500
2.14
2.08
2.02
1.93
1.85
1.78
1.73
1.64
1.57
1.52
1.41
1.34
1.29
1.25
1.20
1.13
1.10
1.07
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
.83
.83
.83
.83
.83
.87
.90
.93
1.57
1.54
1.51
1.46
1.42
1.39
1.36
1.23
1.20
1.17
1.12
1.08
1.06
1.04
1.01
1.00
1.00
1.00
Table 11.—Fourth Class Engines.
Gross Load, i. e. including Engine and
Tender, GO tons.
Table 12.—Fourth Class Engines.
Gross Load, i. e. including Engine and
Tender, 30 tons.
Gradients
Equivalent Horizontal Lines.
Gradients
Equivalent Horizontal Lines.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
or
Planes.
Ascend¬
ing.
Descend¬
ing.
Mean of
the two.
lin 90
95
100
110
120
130
140
160
180
200
250
300
350
400
500
750
101)0
1500
2.51
2.44
2.36
2.33
2.14
2.05
1.97
1.85
1.75
1.68
1.54
1.45
1.39
1.34
1.23
1.18
1.13
1.09
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
.83
.83
.83
.83
.83
.83
.87
.91
1.75
1.72
1.68
1.66
1.57
1.52
1.48
1.34
1.29
1.25
1.18
1.14
1.01
1.08
1.03
1.01
1.00
1.00
lin 90
95
100
110
120
130
140
160
180
200
250
300
350
400
500
750
1000
1500
2.00
1.95
1.90
1.82
1.75
1.69
1.04
1.56
1.50
1.45
1.35
1.30
1.20
1.22
1.18
1.12
1.09
1.06
1.00
1.00
1.00
1.00
1.00
1.00
1.00
.83
.83
.83
.83
.83
.83
.83
.83
.88
.91
.94
1.50
1.47
1.45
1.41
1.37
1.34
1.32
1.20
1.16
1.14
1.09
1.06
1.04
1.02
1.01
1.00
1.00
1.00
- the Railway Commissioners, Ireland. §3
We must observe, however, that these reductions will not affect
in an equal degree the cases of minimum and maximum trafhc ;
because in the former the duty performed by the engine is not
limited by its want of capability, but by a want of due employ¬
ment ; the effects we have traced, therefore, principally apply to
cases of abundant traffic. The effect of a gradient in retarding
the load, and therefore leading to an additional expenditure of
steam power, varies with the amount of the load, the dimensions
of the engine, and the degrees of inclination. Taking a medium
engine and gross loads of 100 tons and 50 tons, that is, including
engine, tender, and waggons, it appears that the expenditure of
steam power, including the absorbed power necessary to overcome
a resistance of jl^trth of the load is expressed by ri^th of the
same, when the gross load amounts to 100 tons, and by jt^th
when that load is 50 tons. While, therefore, the power of traction
is doubled in ascending a gradient of 1 in 280, the requisite steam
power will only be increased about one-third with 100 tons, and
by little more than one-fourth with 50 tons.
It is important to attend to these facts where only a moderate
traffic can be expected, as it will serve to show the impolicy of
expending large sums in the formation of great excavations, em¬
bankments, &c., in cases of minimum or moderate traffic, although
they might be perfectly justifiable where the traffic is likely to be
abundant. For in the latter instance not only do the gradients
retard the speed, and thereby increase the expenditure of steam
power, but they have a still more injurious effect by limiting the
amount of load which the engine is capable of conveying ; it being
obvious that a large load, yet such as the engine would be fully
capable of drawing along a horizontal plane or medium gradient,
might be altogether beyond its power on a place of certain in¬
clination. In such cases, therefore, a considerable expenditure
might be advantageously incurred in the first outlay in reducing
the gradients, which would be altogether useless on a line where
only a moderate traffic is to be expected.
It will be seen in this Report how essential it is to the success
of a general railway system in Ireland that the cost of construction
should be kept as low as possible ; and nothing will tend more
towards that object than carefully avoiding those expenses which
are sometimes incurred by aiming at a degree of perfection of
which we are afterwards unable to avail ourselves, and which can
only be repaid on a line of very extensive traffic.
2. Cost of Constructing and Maintaining.
Cost of Construction.—It is obvious that much of the success
which will attend the profitable working of a Railway depends
on the first cost of its construction, of which it is difficult to form
a very accurate estimate prior to undertaking the execution.
G 2
84
Second Report from
Hitherto the estimates formed of such works, and " proved," as
it is termed, before Parliament, are commonly very inadequate
data on which to proceed ; the actual cost not unfrequently ex¬
ceeding the sums thus "proved" by many hundred thousands of
pounds, and in one case, at least by more than a million and a
half. We allude here to the London and Birmingham Railway,
the Directors of which line published, in January, 1837, the fol¬
lowing comparison between their original Parliamentary estimate
and that then formed of the probable expense which would be
incurred before the work is completed, independently of extra
charges for extension of the original line, viz. ;—
Estimate of the Cost of the Railway to the Time of Completion, compared
with the Parliamentary Estimate.
Present
Estimated
Cost.
Parliamentary
Estimate.
Excess.
Land and Compensation
Contract Works for forming the Road
Hails, Chairs, Blocks, Sleepers, and Inci-1
dental Charges /
Stations and Carrying Department :— £
Buildings 154,521
Locomotive Engines .... 100,215
Carriages, Waggons, &c. . . 153,500
General Charges:—
Expenses of obtaining Act of In-1 », ggg
corporation j
Law Proceedings, including ex-1 -loonn
penses of Amended Acts J
Conveyancing...... 53,800
Engineering and Surveying . . 127,100
Direction 13,300
Office Charges, Salaries to Secre-1 ,, ,,,
taries, &c. |
Printing and Advertisements . 4,800
Sundries, including travelling 1
charges and all other expenses J '
Eustoii extension (including Passenger Station)
Interest on Loans .......
Total estimated cost . .
£
506,500
2,146,068
693,822
408,236
321,984
£
250,000
1,703,830
366,977
80,000
99,191
£
256,500
442,238
326,845
328,236
222,791
»4,076,610
255,722
2,500,000
1,576,610
4,332,332
144,262
£4,476,594
(Signed,)
„ n 1 Secretaries
P } "' the
C. K. MoonsoM, J
The great difference between the actual and estimated cost, we
believe, has led to the abandonment of very important canal
works in England, after they had been partly executed, and such
* We understand anotlier estimate has since been made, which brings up this
aum to four millions tuid a half,
the Railway Commissioners^ Ireland.
85
would undoubtedly be the case with Railways in Ireland, if such
discrepancies were found to exist as those above alluded to j an
evil which it is above all things necessary to guard against.
We have examined the estimates of the several Railways last
year brought before Parliament, the number of which is forty-
eight; their united length is 1233 miles,* and their estimated cost
19,352,7261. sterling, averaging 15,6951. per mile; but, judging
from tlie experience furnished by those already executed, the
expense will scarcely fall short of 20,000 per mile. This may
indeed be taken as the medium charge in England, although we
have instances (exclusive of those lines in the vicinity of the me¬
tropolis, the cost of which is excessive) of differences of expense
varying between 40,0001. and 10,0001. per mile, which latter sum
is, perhaps, the least yet incurred in the construction of a really
well executed Railway for general traffic. We allude here to
the Newcastle and Carlisle Railway, which, we are informed, has
been executed for that sum ; at. present, however, only about
half the length is laid with a double line of rails. We learn also
that the Wigan Line of 7 miles was executed at a like cost.
The great, difference between 40,000/. per mile, and 10,000/.
per mile, (within which limits in the cost of construction, most of
the lines at present projected will probably fall,) has naturally
led us to inquire into the causes of such disproportion, and we
have, in most instances, traced it to some one or more of the fol¬
lowing circumstances ;—
1st. To excessive Parliamentary expenses, incurred during one,
two, or more sessions, in obtaining a Bill ; this cause of expense
arises out of competition between opposing lines, which is some¬
times real, but more frequently fictitious, and is instituted by
interested parties, not, perhaps, in their own names, but in those
of the landowners, whose interest should rather lead them to
promote the undertaking. In many cases, this charge alone,
even in very long lines, has exceeded 1000/. per mile.
2nd. To the enormous demands for compensation by proprie¬
tors, through, or near to whose land the proposed line passes,
and who withhold their assent till purchased by the Company on
the most ruinous conditions. We have instances in which this
species of extortion amounts to 10,000/. per mile.
3rd. Extravagant expenses are frequently incurred by Com¬
panies pushing the termini of their lines too far into the centre of
towns, and in carrying their lines through towns ; in order to
effect which it becomes necessary to purchase much valuable
property.
4th. We have reason to believe that engineers in general have
incurred heavy and sometimes ruinous expenses, in order to ren¬
der their lines mechanically as perfect as possible, without duly
* See Whishawe's .\nalysli of Kailways.
86
Second Report from
considering whether the advantages thus obtained will compen¬
sate for the expenditure requisite to produce them.
That level and straight lines are desirable for Railroads, no
one will dispute ; but every advantage has its value, and may be
purchased too dearly. We are convinced, that by admitting a
certain degree of undulation, accommodated to the natural ine¬
qualities of the ground, very large savings might have been
effected in many existing lines, without introducing any serious
impediments to their working properties.
We may observe also, that by thus reducing the depth of
cuttings and the height of embankments, many of those unlbre-
seen and contingent expenses, which so frequently cause the
actual cost of construction so much to exceed the estimated cost,
would fall within much narrower limits ; for it is in thesé heavy
parts of the work that such contingent expenses most commonly
occur.
5th. Another source of extravagant expenditure arises from the
haste with which these works ai-e frequently pushed forward;
which is such, in many cases, as to require day and night work,
and many other heavy extra charges.
6th. Short lines are frequently rendered expensive by their
requiring a greater proportional number of stations, warehouses,
workshops, and other establishments ; these always forming a
large item in the general cost of construction.
7th. The nature of the country frequently presents difficulties,
only to be overcome by an expenditure in the formation of
tunnels, cuttings, embankments, bridges, &c., so immense, as in
many cases not to be justified by any well founded calculation of
income to be derived from the expected traffic on the line ; for
this must also be immense in proportion, in order to return to the
proprietors a remunerating profit.
We have no hesitation in stating, that if these great and ab¬
sorbing expenses cannot be avoided in Ireland, there is but little
prospect of a general Railway system being attended with either
private or national advantage.
It has been seen, however, that we have an instance of an
English Railway executed in the best manner, having appoint¬
ments of the first order, and supplied, through half its extent,
with a double line of rails, which has cost only I0,000¿. per mile;
and we have no doubt that this may be done in Ireland. Rut
that it may be so generally, it will be requisite that some provision
should be made by the Legislature for reducing the great expenses
hitherto commonly incurred in obtaining Railway Rills.
It is much to be desired that the Irish proprietors, looking to
the great importance of a general Railway system, and to their
own permanent interest, will be moderate in their demands for
land and compensation ; but as we can hardly expect that feeling
to prevail in every instance, it must, we conceive, be provided by
the Railway Commissioners, Ireland.
87
some legislative enactment, that a just, and reasonable compensa¬
tion only shall be granted. The utmost economy must also be
observed in conducting the works ; no unnecessary expense must
be admitted for the mere attainment of an ideal perfection ; single
lines of way must he adopted, till increasing traffic shall call for
an increased accommodation, and all lines presenting great natural
impediments must be laid aside.
All these conditions being complied with, we have no doubt
that in Ireland 10,000¿. or i2,000f. per mile may be generally
made to cover all the charges of construction and appointments,
and, assuming these sums, we have endeavoured, in a subsequent
page, to ascertain what must be the amount of daily traffic re¬
quisite to bear the expenses of working and maintaining, so as to
yield a fair remunerating return to the proprietors.
After having indicated, as above, the sources of the enormous
expenses frequently incurred in the construction of lines of Rail¬
way, it is only necessary for us to repeat what we have already
stated, that they must be all, as far as possible, avoided in Ire¬
land, in order to insure a remunerating return on the money
expended in their execution. We have particularly referred to
the expenses incurred by aiming at very level lines ; a practice
which has been carried to such an excess as (besides its unneces¬
sary cost) to become an evil by the interruption and difficulty it
creg,tes in draining the works.
To obtain the straightest possible line is another of the sup¬
posed tests of perfection on which great cost has been bestowed.
Experience, however, has shown that curves are not so injurious
as was at first imagined; and this fact, now established by prac¬
tice, should be taken advantage of, to avoid passing through ex¬
pensive localities, such as ornamental demesnes, the centre of
towns, cities, &c. We have no doubt, that even in Ireland by
the engineer showing himself more independent and indifferent
to the adoption of the straightest line, many proprietors who,
under other circumstances, would seek for compensation, will be
solicitous to bring the line through their properties, and contend
with each other in offering advantageous terms of accommoda¬
tion.
We will also repeat, that strength and durability must alone be
aimed at ; and all unnecessary works of ornament scrupulously
avoided.
The.se and some other charges are within the control of the
directors of a company : there are, however, others to which they
are exposed in obtaining the Bill, which are beyond their control.
On this head we have offered some suggestions in the Appendix,
to which we refer, our attention and remarks in this place having
reference to the expenses of construction only.
Cost of Workivg and Maintaining by Locomotive Enyine
Power.—The next important question which called for our par-
88
Second Report from
ticnlar attention was the cost of working and maintaining a line
of Railway; to arrive at this information, application was made
to the directors of several existing lines, from whose communica¬
tions it appears that commonly these expenses together absorb
about four-sevenths of the income. This proportion we have
found to be nearly uniform in Railways, which differ very con¬
siderably from each other in respect to their locality, and the
nature of their carrying trade. The Liverpool and Manchester
Line is one of mixed traffic ; that of Dublin and Kingstown is
almost entirely a passenger line, so also is the Antwerp and Brus¬
sels Line ; all of them giving nearly the same ratio, and agreeing
likewise in another important point, viz., they are all lines of
considerable traffic.
This is a consideration which must not be lost sight of, when
we are endeavouring t* estimate the cost of conveyance on a line
of railway, and the advantages of it in comparison with the usual
road or canal traffic, from which it differs in this respect, viz.,
that it can never be worked to advantage without an almost over¬
flowing traffic of goods or passengers.
On a common road the expense of conveyance is always pro¬
portional to the loads conveyed : that is, if there are more goods
or passengers than can be carried by one vehicle, two or more
such vehicles may be employed, the increase proceeding by
small steps or gradations ; and it is the same on canals, although
the steps are somewhat greater. In Locomotive Railway prac¬
tice this is not the case ; it is impossible to do business at all in
a small way. It is the opinion of those who are best qualified,
by experience, to form a correct judgment, that there is scarcely
any line in England which would have been profitable, if the first
practice of small engines and small loads had not been super¬
seded by the employment of larger and heavier engines.
The general run of new engines, at this time, vary in weight
from 10 to 13, or more tons, and the quantity of goods which the
largest of such engines is capable of transferring from one point
to another, in the course of a day, is very considerable for any
given distance.
If we take, for example, a line of 10 miles, a single engine
would go and return four times in a day, and moving upon a level
at a speed varying from 10 to 16 miles per hour, would, each
time and in each direction, carry 180 tons gross, or 120 tons of
effective load ;* that is, it would be capable of transferring 480
tons of goods from each end of the line to the other in a day, and
if the line were four times as long, or 40 miles in length, four
such engines would still perform the same proportion of duty for
the whole line.
But unfortunately, in railway practice, the carriage of any less
* The waggons being taken as equal to one-half the net load.
¿ the Raiheay Commissioners, Ireland,
89
load than 480 tons would be liable to the same charge for work¬
ing and maintenance, or very nearly the same as the whole,
whereas in road or canal traffic 100 tons, or even 20 tons per
diem might be carried at the same expense per ton as 480 tons.
It therefore necessarily follows, that although a line of railway
may be advantageously worked on a large scale, the expense
would be ruinous in cases of small traffic.
We have endeavoured to ascertain the annual expense of work¬
ing a locomotive engine, and have received statements from
different lines, which vary according to circumstances, such as
the amount of wages, and particulaidy the price of the fuel, and
the speed. On coal lines, where engines burning coal are
employed, and only speeds of six or eight miles per hour are
required, the annual expense is not more than 700Z. ; but engines
burning coke incur a charge, varying from 1200Í. or 1500Z. to
2ü00¿. per annum.*
In Ireland there are few coking coals,t and we must, therefore,
take the highest expense for fuel, and if we take also velocities of
about 20 miles per hour, we ought not, perhaps, to assume the
expense at less than 2000/. per annum for passenger trains, and
1500/. for luggage trains, moving from 12 to 15 miles per hour;
or a medium charge per engine of 1750/. per annum.
The next question is, what proportion does the charge for en¬
gine power bear to the whole expense of a line? In looking to
existing lines, there is a great difference in this respect. On the
Liverpool and Manchester Railway the locomotive expense is
little more than one-fourth of the whole; but here the total charge
includes the removal and delivery of goods, and a proportionally
greater charge is made for the tonnage carried, which ought not
to be included in our estimate, according to the view we are
taking of the case, which has reference only to the expense of
transfer between the termini, or between one station and another.
On the Dublin and Kingstown line, vvhich is entirely for passen¬
gers, the whole expense is less than double the locomotive cost ;
other lines give a different ratio, falling, however, between these.
Considering, therefore, the Irish lines as of a mixed character, we
may perhaps assume, that with a traffic of medium extent, the
whole expense will be about three times that for locomotive power
only ; or, considering the carriage disbursements to amount to
about half those for locomotive power, which is nearly the pro-
■|iortion on the Liverpool, we may reckon the two charges to¬
gether to amount to about half the whole expense on the contem¬
plated Irish lines.
* We tdieve, that at a speed of 30 miles per hour it has heen found that the
expense ol locomotive power alone is 2s, Sit. per mile, which, at 30 miles per day,
exclusive ot Sundays, amounts to 28Ü7/. per annum.
f They are only found in the neighbourhood of the Aligna Iron Works, in the
counties of Leitrim and Roscommon.
90
Second Report front
Now the expense of working each engine being taken at 1750/.
per annum, and the carriage and other expenses attending the
motive, at 875/., the whole charge per engine will be 5250/. per
annum. The medium day's journey of an engine may be esti¬
mated at 80 miles ; therefore, assuming a charge of 2c/. per ton,
and excluding Sundays, the expense of working an engine will be
covered by its carrying through the whole distance a net load of
25 tons : all that it takes beyond this will be applicable towards a
dividend on the capital expended.
Cost of Working and Maintaining by Horse Power.—The
foregoing estimate of expense and revenue has been made on the
supposition that the lines are to be worked by locomotive power ;
and there can be no question as to the economy of this power as
compared with horse power, in any case where there is traffic to
give sufficient occupation to the engine. It has been seen that a
locomotive, which costs 1500/. per annum to work it, is capable
of drawing 120 tons net, 80 miles per day, or 500 miles per week,
and this work it will continue to perform for two years, with only
small repairs, before it is necessary to remove it from the line for
substantial reparations or replacement. But the question here
is not what such an engine is capable of performing ; but, having
found the least amount of traffic that will barely pay its expenses,
what would be the cost of horse power to perform the same duty ?
We question much whether in Ireland, where horse power is com¬
paratively cheap, it would be a profitable undertaking to form a
railway with a view to its permanent working by that means ;
but it is important to inquire whether there may not be lines
likely to open the resources of the country, although they should
not in the first instance furnish adequate employment for a loco¬
motive, which might be advantageously worked by horses, till
increased traffic should call for the more economical power of the
engine.
This inquiry is very simple. We have seen that the least cost
of working an engine in Ireland cannot be taken at less than
1500/. per annum ; we have, therefore, only to compute what
amount of tonnage might be transferred a distance of 80 miles
daily by horses, for 313 days, at this cost.
The result will of course depend greatly on the speed ; but we
will assume the most favourable pace for a draught horse, viz.,
about miles per hour. At this rate, a horse of ordinary
strength will draw with a force of 100 lbs., and continue his work
to a distance of 15 miles per day, for six days in the week ; such
a horse would therefore draw on a railway, the friction being
l'-tgth, a gross load of 28,000 lbs., or about Í2-J- tons ; or two such
horses, 25 tons ; which is equivalent to Itif tons net load. Now,
in Ireland, two horses and a driver may be estimated at bs. per
day; the cost of conveyance, therefore, of this loud for 80 miles
Would be 26i. 8c/., and to transfer such load daily, for 313 days.
the Railway Commissioners, Ireland.
91
would cost 4.Y11. 6s. Hence the load that might be carried for
1500/. per annum, is found to be only 60 tons per day. This is,
however, exclusive of the charge for road repairs, which would be
less for horses than with locomotive power.
It follows, therefore, that allowing a rate of travelling of 2^
miles per hour, the expense of horse and steam power would be
equal when the traffic amounted to 60 tons per day, in one di¬
rection, for a distance of 80 miles ; or 60 tons out and home on
a line of 40 miles; or T20 tons out and home on a line of 20
miles; or to 240 tons out and home on a line of 10 miles; that
with a greater traffic the advantage would be on the side of horse
power. There is, however, this important consideration, that in
one case the rate of motion is 10, 12, or 16 miles per hour, and
in the other only 2|^ miles, and therefore appropriate to heavy
luggage only.
It may be observed, that we have made no allowance for the
ascent of gradients ; but the fact is, that our estimate of the ca¬
pabilities of a horse is drawn from the usual road duty, and in¬
cludes, therefore, the increase of draught due to the usual road
acclivities. The real power of a good horse is assumed com¬
monly as equivalent to a draught of 150 lbs., 20 miles per day,
at 2i miles per hour ; whereas we have taken it as 100 lbs. 15
miles per day.
The comparison is by no means so favourable to horse power,
if we take the quick coach rate of 10 miles per hour. At this
speed a horse can only draw with a force of 37^ lbs., and can only
go 10 miles per day. Indeed, it is commonly estimated, that a
quick day coach requires for its service a horse per mile, which
is giving to each horse only a duty of 8 miles per day. We will
assume, however, that he is able to continue his duty at 10 miles
per day, and exert a power of 37|^lbs. at the rate of 10 miles per
hour; and, moreover, that we are still enabled to perform the
duty with a man to two horses. Comparing the cost at these
two speeds, we have in the first case, for the daily horse duty,
100 lbs. X 15 miles = 1500 and in the second, 374 lbs. x 10
miles = ¿75.
The cost is, therefore, four times as great in the latter case as
in the former; or the cost of horse and of steam power becomes
equal at a net load of 15 tons per day, on a line of 80 miles, or
15 tons each way on a line of 40 miles, or 30 each way on a line
of 20 miles, or 60 out and home on a line of 10 miles. Still,
however, on a line of mixed traffic, when the passenger accom¬
modation requires only one or two coaches per day, it may be
possible to work most economically with horses, particularly on
short branch lines.
In coming to this conclusion, we must guard against being
misunderstood. We do not thence intend to infer that in any
case it would be advisable to construct a railway with a view to
92
Second Report from
its being permanently ■worked by borses (at least as a part of a
general system) ; all that we are desirous to enforce is, that where
there is a fair prospect that increased facilities -will lead to in¬
creased traffic, it •will be more economical in some cases to com¬
mence with horse power, till that increase shall be such as to call
for the more powerful aid of the locomotive engine. A remark¬
able instance of this kind will be seen in Note A, in the case of
the Dundee and Newtyle Railway.
It would be possible, in case of working by horses, to reduce
in some measure the cost of construction, by using in the first
instance lighter rails. This saving, however, would be but small
and worthless in comparison to the whole expense. The cost of
a single line of rails for locomotive working would be, at the pre¬
sent price of iron, (reckoning 50 lbs. to the yard,) about 550^.
per mile; or, for the two lines of way, llOOZ. per mile: and the
utmost that could be saved by reducing the weight would not be
more than 400Z. per mile ; or, considering one-fourth of the way
as double, it might amount to 500^. per mile; too inconsiderable
a part of the whole to justify the temporary adoption of light
rails, which must ultimately be replaced, in case of increased
traffic, by others of greater strength, and of course at a great ad¬
ditional expense.
3. Returns derivable from, different amounts of traffic.
There is reason to expect that the lines we have recommended
may be executed and appointed at a charge not exceeding
10,000/. or 12,000/. per mile ; it will be well therefore to exhibit
in a tabulated form the result of a computation, showing the di¬
vidend or loss to be anticipated, with different amounts of traffic
in passengers and luggage, taking the average of the former at
lid. per person per statute mile, and the latter at 2d. per mile.
This charge is very low, but it is assumed as a fair average for
Ireland ; for although on a certain description of goods the greater
sums of 3^d. or 4id. per ton per mile, might be charged, this
would scarcely more than balance the drawback it would be ne¬
cessary to allow upon agricultural produce, brought from places
not immediately in the vicinity of a railway station, according to
the practice adopted by some canal companies, to induce the
farmers to avail themselves of water carriage.
In this computation, we begin by supposing only sufficient em¬
ployment for two engines, for 80 miles, one from each end of the
line per day; we then suppose sufficient for three, then for four,
&c. ; but as in these cases of deficient trade, the proportion of
expense given in a preceding page will not apply, we assume, till
the numher of journeys amounts to four per day from each end,
the fixed expenses of the line to be 262/. lOi. per mile per an-
the Railway Commissioners, Ireland.
93
num,* and the whole expense, this sum plus the working ex¬
pense of tlie engines and carriages, reckoning each engine and
train to cost 26"25/. per annum. We also assume medium loads
of 50 tons or of 80 persons, although the capabilities of the en¬
gines are of course much greater, hut the means are thus taken
to balance the effect of occasional deficient loads or of returning
sometimes without any load. The result is as follows: the table
being computed for a line 80 miles in length, provided only the
number of engines employed be such, as to give each a duty of
80 miles per day.
T.1BLE showing the Gain or Loss to he expected, according to different amounts of
Traffic, and at different Costs of Construction.
.5 *0
ic V
_ Co
2 £
o «
r*
No. of
Entities
IVom
eacli £ad.
With Luggage only.
With Passengers only.
Mixed Traffic.
Passengers and
Luggase.
Dividend
per cent.,
the cost of
Construc¬
tion i)eing
XIO.OOO
per Mile.
Dividend
per cent.,
the cost of
Construc¬
tion being
¿12,000
per Mile.
Tons per
Engine
from
each End.
Total per
Day from
each End.
Passen¬
gers per
engine
from each
End.
Total Pas¬
sengers
per Day,
each way.
Luggage.
m
V
U)
a
If
w
J*
fit
Per cent.
Per cent.
Tons.
Tons.
per Ann.
per Ann.
Loss.
Loss,
2
1
50
50
80
80
25
40
0.67
0.56
Alternately.
120
Dividend.
Dividend,
3
2 and I
50
75
80
37f
60
0.30
0.23
4
2
50
100
80
160
50
80
1.25
1.06
Alternately.
5
3 and 2
50
123
SO
200
624
100
2.25
1.87
6
3
50
150
80
240
75
120
3.23
2.70
Alternately.
280
7
4 and 3
50
175
80
874
140
4.20
3.50
s
4
60
200
SO
320
100
160
5.18
4-32
4. Probable Dividends from the proposed lines.
In order to form an estimate of the probable returns which would
be yielded by the income derivable from these lines, after defray¬
ing the expenses of working, maintenance, and repairs, it will be
necessary to divide them into distinct portions, viz. :—first, of the
whole trunk; secondly, of the branches separately ; and lastly, of
the whole combined system.
South-western Line.—The length of the Main Trunk Line,
from the zero of mileage, is 166^ miles ; and the equivalent num¬
ber of persons carried on it one mile, in one direction, is 13,750.
* It is (llHicult to fix this expense with any degree of certainty ; it embraces every
charge except that appertaining to the locomotive engine, the carriages, and their
attendants, viz., the salary of the resident engineer, secretary, superintendents; the
wages of porters, messengers, station>keepc-rs ; turn-plate and signal men ; assess¬
ments in passing through parishes ; expenses attending the supply of water and fuel
at the fuel stations ; the repairing all buildings, such as warehouses, workshops, and
stations ; also bridges, culverts, and viaducts ; keeping in repair the drains, slopes
of cuttmgs and embankments j the chairs, rails, and road, packing blocks, &c., &c.
94
Second Report from
—See estimate, page 26. Dividing this number into the primary
and secondary classes, as explained page 32, we have.
Principal Class, . . 8,227 Secondary, .... 5,523
At lOU per cent., . . 8,227 Add 50 per cent., • . 2,761
16,454 ^ 8,284
8,284
Road Passengers with increase ...... 24,738
Posting, &c., one-fourth, 6,185
Small Parcels, &c., one-tenth of present traffic, . 1,375
Total in one direction, . . . 32,298
2
Total in both, 64,596
64,596 at 11 £336 8 11 {
14,592 tons of Merchandise at 2(7., as deduced! ^21 12 ol income from
from the estimate, pages 16, 17, ...J \ Merchandise.
Total daily receipt, . , 458 Oil
The above daily traffic is obtained by dividing the annual
traffic by 365 ; it is, therefore, an average for every day in the
year; but, supposing it to be all carried on 313 working days
only, viz., exclusive of Sundays, the passenger traffic would be
equivalent to the power of 11.6 engines, the duty of each being
accounted 80 persons, 80 miles per day ; and the merchandise at
a duty of 50 tons, 80 miles ; or 4000 would require the aid of 4.1
engines, or 16 engines on the whole line, which may be considered
equivalent to about 8 engines on 83 miles ; and which, therefore,
by our Table page 60, shows a dividend of 4.32 per cent., at a
cost of construction of 12,000/. per mile ; or of 5.18 per cent., at
a cost of 10,000/. per mile ; or of 4.75 per cent., at a mean
charge of 11,000/. per mile.
In this statement it is not to be understood, that eight engines
will pass daily between Cork and Dublin, but that that amount of
duty will be daily required on the whole line. On some divisions
four or five trains may leave each end per day, while in others
two per day, or even occasionally only one may be required ; but
it is impossible in this stage of the inquiry to enter into this de¬
tail, nor is it necessary so long as we are in possession of the
amount of duty required on the whole distance.
Of course, those parts of the line on which the greater number
of engines pass, will be the most profitable, and would be gladly
undertaken by private companies ; but it is essential, for produc¬
ing the greatest national advantages, that the gain on the more
profitable parts should be available to bear the loss of others of
deficient revenue, provided only, that on the whole a fair remu¬
neration for the capital invested can be derived from the under¬
taking.
This result, however, has reference to the Trunk Line only ;
the Railway Commissioners, Ireland.
95
let us now inquire what effect will be produced upon it by the
branches.
1. Kilkenny Branch.—The length of this line is 26 j miles.
The number of persons carried upon it one mile is 813; this
divided into primary and secondary, with the increased per cent-
age added, as also for posting and parcels, the result is equiva¬
lent to
4,076 persons, 1 mile, at lid. (6 days per week) £ 21 4 7^
2,709 tons, at 2d. . . ditto . . 22 11 6^
Daily receipt 43 16 2
Annual receipt . ; i 13,712 10 0
Annual cost of working with one engine . 9,581 5 0
Surplus . . k . . . . . 4,131 5 0
Cost of construction 26^ miles, at 8,000Z. per mile, 212,000Z. :
yielding, therefore, a dividend of only 2 per cent.
2. Limerick Branch.—^The length of this line is 35f miles.
The daily revenue for passengers, deduced as in the preceding
case, is
4,341, at lid. (6 days in the week) . 22 12 2J
Merchandise, 3,655 tons, at 2d. ditto . ' 30 9 2J
Daily receipt . . . . . 53 1 5
Annual receipt ..... 16,602 18 9
To work this line with two engines will cost 14,634 0 0
Surplus . i Í t 1,968 18 0
To pay a dividend on 286,000^., about per cent.
Taking the whole of the main trunk and branches, viz.
166^ miles, at ll,000i. per mile . • . £1,831,500
Kilkenny Branch .... 212,000
Limerick Ditto , . • . , 286,000
Total charge of construction . , . 2,329,500
Total surplus ..... 82,137
Yielding a dividend on the trunk and these two branches of
about 31 per cent.
We have not felt ourselves justified, with our data, in assuming
a larger proportion of revenue from these branches than is given
above ; at the same time there certainly appears strong reasons
to anticipate a greater amount of traffic on these lines than our
present numbers seem to indicate, and it is important to observe
that all additional traffic that may be drawn to the branches
which at present pass by other routes to Dublin, will tend greatly
to increase our estimated revenue derivable from the main trunk.
9G
Second Report from
It still remains for us to furnish the probable eifect of the pro¬
posed line from Limerick to Waterford.
Waterford and Limerick Branch.—First, the distance be¬
tween Waterford and the junction of the Cork line, 37 miles, will
cost for a single line, at 8,000¿ per mile, 296,000/.
Estimated traffic upon it, allowing' 25 percent, in¬
crease on Lieut. Harness's estimate, is, per day £ 50 15 0
Annual Revenue (at 6 days per week) , , 15,877 10 0
Again, the distance between this junction and that of the
Limerick branch is 13 miles, the cost of construction for a single
line, 104,000/.
Income from the same, allowing 25 per cent, on
Lieutenant Harness's estimate, is, per day . £ 24 19 6
Income, per annum (at 6 days per week) . . 7,812 10 5
Proportional traffic on the Limerick Branch,
from the last junction to Limerick, per day . 34 13 0
Ditto, per annum ..... 12,647 5 0
Total annual income . ... . 36,337 5 5
Annual cost of working the Branch (3 engines . 21,000 0 0
Surplus) ....... 15,337 5 5
Cost of construction (the Limerick Branch being
supposed already formed as a part of the former
system) ....... 400,000 0 0
Yielding, therefore, a dividend on this part of 3.8 per cent.
4. Northern Line.—It appears by the estimate, page 36, that
the equivalent daily receipts for passengers and merchandise are
as follow :—
64,628 Passengers, at lid. (6 days per week) £336 12 1
7,955 Tons, at 2d. . . . ditto . 66 5 10
402 17 11
Whole annual receipt ..... 126,106 7 11
The passenger traffic is equal to the duty of 10.1 engines, and
the tonnage to 1.9 engines; total for both, 12 engines, on the
121 miles, being equivalent to nearly 8 engines on 80 miles, and
therefore by table, page 93, the dividend will be 4.32 per cent,
at 12,000/. per mile, or 5.18 at 100,000/. per mile : mean, 4,75
at 11,000/. per mile.
the Railway Commissioners, Ireland.
97
PART III.
INQUIRY INTO CIRCUMSTANCES PECULIAR TO THE SITUATION OF
IRELAND, AND THE PRESENT CONDITION OF ITS INHABITANTS,
WHICH WOULD RENDER THE PROMOTION OF THESE WORKS,
OR ANY OF THEM, AN OBJECT OF NATIONAL IMPORTANCE ;
AND INTO THE MEANS BY WHICH IT MIGHT BE NECESSARY
OR ADVISABLE TO PROMOTE THEM.
I.—As to Situation :—Does Ireland, as compared with England,
offer any peculiar facilities for a Steam Communication with
America ?
If this question were limited to the mere consideration of the
facility M'ith which a voyage could be made from port to port, the
answer must necessarily be in the affirmative ; for not only are
tire southern and western harbours of Ireland nearer to America
in lineal distance, but they are also more favourably situated, as
regards the prevailing winds and currents of the Atlantic. This
fact, indeed, has been so thoroughly established in the Parlia¬
mentary Reports on the Western Harbours of Ireland, in 1834,
and in the P^irst and Second Reports on the Public Works of
Ireland, as to render any further inquiry on the subject, in this
place, quite unnecessary.
A saving in distance is always an object of importance in steam
navigation ; but it is of peculiar value where the entire voyage is
supposed to verge on the point which will scarcely admit of the
carriage of sufficient fuel, exclusively of any other cargo.
But the subject includes a wider range of inquiry than that
which depends on the distance from point to point: it involves
also a consideration relative to the amount of probable traffic,
and how far it may be such as to counterbalance the disadvan¬
tages of a more remote position.
viewing the state of Ireland as previously described, and the
well known resources and extent of trade from several ports in
Great Britain, the conclusion is inevitable, that the freight, whe¬
ther in passengers or goods, will be almost exclusively from the
latter. The inquiry will, therefore, resolve itself into these three
queries :—
First—Whether the superior facilities afforded in departing
from Ireland are sutlicient to compensate for the expense and
inconvenience of a conveyance of the freight through Ireland to
a port of departure.
H
98
Second Report from
Second—Whether, on the contrary, it would be more advan¬
tageous to embark in Great Britain, and make the voyage direct
from thence. Or,
Third—Whether a medium course might not be advisable ;
VIZ., that steam vessels should take in the bulk of their cargo,
fuel, &c., in Great Britain, and touch at an Irish port for a por¬
tion of their passengers and cargo, fuel, and other sea stores.
With regard to the first point, we see no reason to suppose
that vessels departing from any port of Ireland, for general pur¬
poses, could, under the existing circumstances of the country,
compete in any way with those leaving Great Britain direct.
Ireland has itself little or no traffic with America, and the cost
and inconvenience of transit would be far too great for a convey¬
ance by land across it.
The answer to the second question is naturally involved in that of
the first, turning entirely on the practicability of making the direct
passage from England, which is examined in a subsequent page.
The adoption of the third course would be influenced by the
degree of importance attached to the addition in the stowage of
freight, which would in such case be obtained by the reduction
in the stock of fuel—by the probability of obtaining passengers
and goods in Ireland—affording additional accommodation to tiie
passengers in general, and by considering how far these advan¬
tages would compensate for the delay and prolongation of the
entire voyage, occasioned by touching at an intermediate port.
We think it probable that vessels from Liverpool or Glasgow
would find in the supply of fuel alone a good reason for touching
at the most convenient port in Ireland (such a port as would be
far to the westward, without being much out of their course) ;
and if advantages were experienced by passengers in embarking
at the same port, the inducement would be greatly increased.
But this latter motive cannot be expected to operate at pre¬
sent, for the time of travelling to such port, by the common road,
would be nearly the same as in going by sea, while the trouble,
fatigue, and expense would be much greater.
With regard to vessels from Bristol, the policy of touching at
an Irish port (probably at Cork) admits of a greater doubt—the
length of voyage between the two places seldom, perhaps, exceeds
twenty-six hours; yet a reduction in the stowage of fuel even for
that distance will admit of an additional freight of as many tons.
There are also other Irish ports still more westward, but very
little out of the way ; and should it be found that the final
embarkation from Ireland would be attended by a general gain
of time, or other accommodation to passengers, the vessels from
Bristol may find it advantageous to toucii there ; but altogetber,
in reference to the actual condition of the country, the selection
of a western port in Ireland does not appear to be a considera¬
tion of great importance.
the Railway Commissioners, Ireland.
99
We are led, then, to the main point, as regards our particular
subject of inquiry ; namely, how far these circumstances would
be altered by railways.
Ill order the more fully to ascertain the particulars that might
influence the determination of this question, we thought it neces¬
sary to be prepared to show, in a general way, how the principal
ports that have been suggested for such an object, namely, Cork,
Berehaveii in Bantry Bay, Valentia, and the Shannon, might be
reached by railways ; and what influence each of these lines
respectively might have upon the general condition of the
country.
With this view (Cork being included under other arrangements)
we caused exploring surveys to be made of a line to Berehaven,
and of an extension from Limerick to the lowest available anchor¬
age on the Shannon at Tarbert ; * and Mr. Vignoles was enabled,
from a previous examination, to point out the line for Valentia.
The line to Tarbert is only 35 miles; the country through
which it passes is favourable for its construction ; the Shannon,
as a port, has the advantage of an immediate connexion with the
establishments of the influential city of Limerick, and an adja¬
cent district of remarkable abundance and capability ; and more¬
over, with an inland navigation to Dublin, and with the entire
navigation of the Shannon.
The line to Valentia would require 74 additional miles of rail¬
way, made expressly for it, over a country certainly not very
unfavourable, and passing very near to Killarney, which might
be expected to prove a place of some resort, could it be reached
by a railway, but otherwise the line is by no means adapted for
internal traffic. On the merits of the port of Valentia some dif¬
ference of opinion exists.
Of the very superior qualities of Berehaven, as a port, there is
no question whatever ; a railway to it, however, would be a work
of much difficulty and expense, and would present but small pro¬
portionate advantages to the country, from which again it would
derive but little support.
Both Berehaven and Valentia are far removed from any exist¬
ing establishment, or from the resources that might be useful to
a station of departure for America. As a simple packet station,
any great resources might not be of very much importance, but
it would hardly be considered expedient to incur heavy expenses
for a national object of that nature, without, if possible, combin¬
ing with the packet service, the promotion and acceleration of
other means of intercourse essential to the general service of the
Government, and to the purposes even of mercantile transport.
Of these four stations Cork is the only one whose situation and
* Kilrush is six miles lower down the river, Imt heing on the Clare side is not to
he reached by railway without a considerable detour, and the necessity of crossing
the rivers Shannon and Fergus.
100
Second lieport from
traffic have been found such as to justify us in recommending its
connexion by a railway with Dublin, on considerations of internal
communications only, while at the same time it unites the advan¬
tage of being a port conveniently situated for vessels to call at
on their voyage from Great Britain ; and the question is, there
fore, whether these advantages can be counterbalanced by that
which alone can be claimed for the others, namelv, their beins
J y J ^ O
farther to the westward, and consequently nearer to America.
Tarbert is 46 miles to the west of the entrance of Cork har¬
bour ; Berehaven, 69 miles, and Valentia 87 miles.
The considerable extra cost which would be required for the
construction and maintenance of railways, either to Berehaven or
Valentia, with their small comparative advantages as means of
internal communication, and the trifling gain which would be
effected in distance over Tarbert, whilst in consequence of the
increased length of railway journey there would be but little gain
in point of time ; as well as their remote situation and distance
from establishments or resources, induce us to dismiss all further
consideration as to those places, and narrow the question to an
inquiry into the relative merits of Tarbert and Cork.
Tarbert would be about the same distance by railway from
Dublin, or, perhaps, a triffe nearer than Cork, and would enjoy
similar advantages, in having in its neighbourhood large existing
establishments and resources; but its adoption would require 30
miles of additional railway ; improvements should also be made
to the port, which would, after all, be completely out of the
course from the ports of England and Scotland. We think that
these considerations for the present, more than counterbalance
the saving of 46 miles in the voyage.
We therefore recommend, that no other measures be taken, in
the first instance, with regard to establishing a western port for
this purpose, than such as may be necessary for improving, to
the highest degree, the means of communicating with Cork.
We have stated that there would be many inconveniences and
no advantages attending the conveyance, at present, of passen¬
gers or goods from Great Britain through Ireland, to meet vessels
touching at a southern port; but if railways were opened in the
most advantageous directions through both countries, for the
whole extent of the land travelling, and if the passage across the
Irish Channel were accelerated, the balance of advantages might
be entirely altered.
To enter into some calculation on this question, let us suppose
the line of railway we recommend from Dublin to Cork to be
executed, and the most rapid possible communication opened
between London and Dublin. Persons or packages might then
reach Cork from London in about 29 hours (allowing 20 miles
per hour for railway travelling), while a steam-vessel would be
probably three clays in completing the same distance ; and if
ihe Rnilu ay Commissioners, Ireland.
101
another day be added in the latter case, for insuring a fixed time
for final departure from Cork, the very saving in time, amounting
to two or three days, would at once secure the conveyance of the
mails to be established by that route, and would occasion it to
be greatly resorted to by passengers, as well on account ot the
additional available time which they would gain, as of the
increased comfort and convenience which most persons woidd
consider to attend that mode of conveyance. The only drawback
(which would no doubt influence a portion) would be a small
i/icrease in the expense.
By the same train of reasoning it may be shown, that from
Glasgow and Liverpool, two very important places (particularly
the latter) as regards their connexion and intercourse with
America, one or two days might be saved in like manner ; while
the facility would be still greater, and the expense proportioir-
ately less, of joining the vessels at Cork, than (as shown in the
preceding calculations) of the journey from London.
Bristol here again requires a separate consideration, as the
advantages possessed bv that port, which is in the most direct
line from Great Britain, become more nearly balanced.
From London to Bristol by railway, and from thence by sea
to Cork, would require usually about the same time, if anything
perhaps a little more, than by the supposed railway route, and
be more subject to occasional delays from adverse weather; yet,
if the voyage w ere carried on direct, without touching at Cork, it
would be a more simple proceeding, less expensive, and conse¬
quently, to persons proceeding from London, Bristol itself, and
the south and west of England, it might be as convenient to em¬
bark at Bristol at once ; but any person or package from Liver¬
pool, or any place north of it, could be conveyed as easily to
Cork as to Bristol, and be thus one or two days advanced on the
route ; and as the difference from London itself would be incon¬
siderable as a question of time, and the railway might by many
be preferred to the voyage, it is probable that regular passenger-
vessels, even from Bristol, would find it advantageous to touch at
Cork ; since by doing so, they might not only complete their
stock of fuel, and thus gain the space for a few tons more of
ireight, but also, which would be an object of no less importance
to the proprietors, they would be in a situation to take up pas¬
sengers from the nortli, and some even from the metropolis.
On this head, it must be recollected, that Liverpool has pro¬
bably as large, if not a larger communication with the United
States of America, than even London itself ; it is also the line by
which a considerable intercourse is carried on from the north of
Europe, by way of Hull to America.
Indeed it is probable that neither London, nor any port in the
English Channel, will be able to compete advaiitageously with
102
Second Report from
the western ports of England and those of Ireland, in the business
of steam navigation to North America.
Having thus endeavoured to explain that by the construction
of the best lines of railway between London and Dublin, and
between Dublin and Cork, the latter being established as the
fixed port of embarkation, a more certain, expeditious and con¬
venient, if not a cheaper communication, would be effected with
America than from any port of Great Britain directly, unless with
partial advantages from Bristol only ; and that even from Bristol
circumstances are likely to induce many vessels to touch at Cork.
We may then safel}'' urge the construction of these railways as a
consideration of national importance, quite independent of the
amount of direct profit from increased business which the inter¬
course thus created is likely to produce. We have reason, more¬
over, to believe that the policy of adopting the greatest degree of
improvement of which such undertakings are susceptible, is not
to be estimated by the simple calculations of the manner in which
the intercourse between Great Britain and North America might
be carried on. We know that it is a question of doubt still
pending whether Havre, or some other place in France, or a port
of the British Empire, shall henceforth become one of general
resort for the business to America, for a great part of the con¬
tinent of Europe, and a favourable result for our own country
can only be obtained by the establishment of facilities manifestly
superior to those of Havre or other French ports.
We have thus far considered the subject of this proposed
method of intercourse with North America as of a mixed cha¬
racter, being equally adapted for passengers, goods, and letters ;
but if a periodical line of packets were established for the con¬
veyance of mails and passengers, with a few very light articles
only, and that the question had no reference to the accommoda¬
tion of vessels sailing from British ports, we consider that there
would be advantages in fixing its permanent station in some port
of Ireland, provided with a i-ailway communication ; chiefly be¬
cause, by reducing the length of the entire voyage, a smaller
number of vessels would perform the service, with more certainty
and safety, while at the same time the means of reaching such a
port from any part of the empire would be perfectly easy.
Should such a system hereafter be judged expedient, we are
inclined to believe that perhaps Tarbert might be the most
appropriate situation, as uniting the shortest distances, including
journey and voyage, the presence of existing large establishments
and resources, a favourable port, and a great extent of railway,
well adapted to the purposes of internal communication.
But, on the whole, we consider that Cork, under present cir-
cumstance.s, will answer every purpose for which a western port
can be required to promote a steam communication with America.
the Railway Commissioners, Ireland,
103
It oßers, however, at this moment, no other advantage than that
of a port, where vessels may complete their supply of fuel pre¬
vious to taking their final departure. But by the establishment
of a i-ailway from Dublin to Cork, and also of the most improved
and rapid railway and packet communication between London
and Dublin (which is also indispensable), the intercourse with
North America might be accelerated to the utmost degree, which
it would be, as yet, prudent to attempt ; and freed from some
portion of danger and inconvenience. These are objects of so
great importance, that we are induced to recommend most
strongly that every encouragement be given to the completion
of those lines, on the best system, and under such arrangements
as shall prevent private or partial interests from having a power
to check a perfect co-operation in the means of transport through¬
out the whole.
2. On the means of effecting the most rapid Communication
between London and Dublin.
There is an obvious connexion and dependence between this
object and that referred to our especial consideration, with
respect to the navigation by steam-vessels to America : it also
claims attention, as being essential to the profitable working of
railways in Ireland, and calculated to promote the mutual interest»
of this and other parts of the British empire.
Before the introduction of railways, great exertions had been
used, and a considerable progress made towards rendering the
communication between the two countries as expeditious as the
means then available for the purpose would allow. Large sums
were expended in improving the several packet-ports of Milford,
Dunmore, Donaghadee, Portpatrick, Howth, Holyhead, &c., and
in bringing the Holyhead road to its present perfect state. The
advantages thus obtained to the public were well worth the ex¬
pense which had been incurred ; but their acknowledged value
and importance are not to be weighed against results now attain¬
able by the application of a power which was unknown when
those improvements were effected. The locomotive engine has,
at one step, trebled the speed of ordinary road conveyance, at the
same time that it combines the advantages of superior conveni¬
ence, safety, and cheapness ; and we are, therefore, naturally led
to inquire whether that power should not be adopted, in order to
complete the end and purpose for which those works were ori¬
ginally undertaken. Hitherto, as we have seen, no expense has
been spared by the Legislature in adopting any practicable means
of facilitating the intercourse between the two countries ; and,
doubtless, the same principle will still be acted upon. It is the
more reasonable to expect this, because, by an extension of the
railway system, the attention which hitherto has been necessarily
104
Second Report from
divided in various directions, may be concentrated to one main
point, namely, the attainment of the most rapid communication
between the metropolis and Dublin ; for if that object be effected,
the communication with all the important towns in Ireland will
be equally, and at the same time, facilitated—and that in a more
perfect and economical manner than could be accomplished by
any other management.
We shall not attempt to fix or define the utmost degree of
expenditure which it would be right to incur for this purpose.
The advantage that would result from merely expediting the
mails, so as to gain three or four available hours, in each direc¬
tion, daily, can scarce y be estimated too highly. But we believe
that it may be obtained at a cost not disproportioned to the
object, and that a considerable direct return may be expected, in
addition to the benefits which would spring from the improved
resources of this country.
Whth regard to a system of Railways for Ireland, any such at¬
tempt must depend so much on the support it would receive from
British commerce and enterprise, that we should take a most im¬
perfect view of the question unless we considered it in combination
with the increased facility of intercourse it would afford with
Great Britain generally, and with London in particular. It
happens very fortunately that Dublin, which would naturally
become the centre of Radway communications in Ireland, is that
port which can be reached in least time from London, and which
is, on all accounts, the most important to reach quickly.
The principal information we have gained on this important
subject is contained in an interesting Report by Mr. Vignoles, on
different lines of Railway which could be carried through North
Wales; and in the Report of Captain Beaufort, R. N., Hydro-
grapher to the Admiralty, on the Ports on the coast of North
Wales, which might be adopted in connexion with such lines.
The lines of intercourse between London and different parts
of Ireland, which are in existence, or have been suggested, are as
follow :—
3. Projects pjroposed for effecting this object.
To Dublin,
Dublin,
EXISTING LINES.
through
Holyhead,
Liverpool,
Milfoid,
Bristol,
Dunmore, or
Waterford,
} :: i
Donaghadee
Portpatrick.
To Dublin,
Dublin,
Wieklow.
LINES SUGGESTED,
through
Orme's Bay,
J'ortli-Dynllaen,
Porth-Dynllaen,
9>
the Railway Commissioners, Ireland.
105
Kinafstown through Fishguard,
Wicklow, „ Fishguard,
Wexford, „ Fishguard,
Ardglass, „ Liverpool.
Holyhead Line.—The principal communication at present
between London and Ireland is by Holyhead. The Mail is con¬
veyed in 36i hours from Dublin to London, and usually in 34J
from London to Dublin.
The difference arises from the necessity of making allowance
in the departure of the coach from Holyhead, for occasional
long passages across the Irish Channel, in order to secure a re¬
gular arrival in London.
By the arrival of the whole of the Irish, as well as the London
Mails in Dublin early in the morning, and their not being gene¬
rally despatched till the evening, a loss of 12 hours is occasioned
for all such letters to and from the interior of Ireland.
The only improvement to be anticipated for some time on this
line, is that which will be occasioned by the opening of the London
and Birmingham Railway; a saving in time, of perhaps eight
hours will then be effected in the conveyance of the Mail to
Wolverhampton ; in consequence of which it would reach Dublin
at half-past ten o'clock at night. An issue after that hour could
be of no advantage to the ordinary correspondence of Dublin or
the interior, but greater regularity would be insured by allowing
so many hours to spare for long passages ; and, in veiy urgent
cases, an express to any town in the interior of Ireland might
gain nearly 24 hours on the present Mail time.
When, however, the Railway shall be open all the way to
Liverpool, the Mail will be conveyed to that port so quickly, that
Holyhead will probably be abandoned as a station ; but as the
shortest sea voyage to Dublin is to be made from Holyhead, it is
of importance to consider the means of carrying a Railway here¬
after to the latter port.
Exploring surveys have fixed the general direction which such
a Railway must take, but the difficulties are represented to be
very great.
Were such a Railway, however, carried into execution, and
, the port improved so as to admit a better class of vessels, the
Mail between London and Dublin might probably be delivered
within 17 hours .52 or 53 minutes, supposing no delay to be oc¬
casioned in passing the Menai Bridge. The time is made up
thus,—half an hour from the Post Office in London to the Rail¬
way station, and for starting ; 10 hours 5 minutes for the Railway
conveyance, 272 miles, at 27 miles per hour, and half an iiour
for embarking and sailing; ten miles per hour for voyage, and
half an hour for landing at Kingstown, and reaching the Dublin
Post Office.
106
Second Report from
A continued rate of 27 miles per hour, including stoppages,
seems to be now considered an extraordinary speed ; but, with¬
out speculating upon the very high velocities occasionally antici¬
pated, though never yet carried into effect for purposes of constant
ordinary communication, it may be estimated, even in the present
state of Railway practice, that 30 miles per hour may be obtained
should great and paramount interests demand the application of
the force and exertion requisite for that purpose.
It is presumed to be entirely a question of expense, and the
difference of expense must be very great indeed to counterbalance
the advantages which would arise from the gain of a single hour
in the correspondence between London and all parts of Ireland.
It is required by the Admiralty in its conditions for a contract
to convey the Mails from port to port, that the vessels engaged
shall be capable of steaming 11 miles per hour, in smooth water,
and by comparing this rule with the experience of the Liverpool
packets, 10 miles per hour may reasonably be assumed as a fair
average rate in crossing this Channel.
Liverpool Line.—The communication from London to Dublin
viâ Liverpool, is performed by coach in about the same time as
by Holyhead.
When the entire line * of Railway between London and Liver¬
pool (now in a very forward state) shall be opened, the Mail
might reach the latter place, by that conveyance, within SJ hours
from the time of leaving the Post Office in London, thus saving
upwards of 12 hours.
With the present packets and arrangements, it would, conse¬
quently, arrive in Dublin at about a quarter past six, p.m., that is,
three quarters of an hour before the departure of the Mails to the
interior. The entire conveyance from London would thus occupy
22| hours ; being about four hours less than will be required by
the route to Holyhead, when the London and Birmingham Rail¬
way shall be completed.
This is an approach to a considerable advantage ; for though
the Dublin correspondence would be only benefited by the many
additional hours to spare for occasional long passages, the letters
might sometimes, though rarely, be ready for the despatch of the
country Mails, and, consequently, at those times would be acce¬
lerated 24 hours.
The time, however, would be so close that the failures would
be very frequent, and therefore a further gain of two or three
hours in the arrival of the Mail in Dublin would be oí much ad¬
vantage, if it could possibly be obtained.
If the Mail service on the London and Liverpool Railway can
be pushed to 30 miles per hour, a gain of three quarters of an hour
* The line has heeii opened while this edition was passing tliruugh the press.
the Railway Commissioners, Ireland.
107
will be effected ; and another quarter may perhaps be saved by
conveying the bags of letters at once on board without commu¬
nicating with the post-office at Liverpool ; this would bring it to
Dublin by half-past five, p.m. ; then, by deferring the departure
of the coaches from Dublin to eight, or still better, to nine, p.m.,
the London Mails might be almost uniformly despatched at the
same hour ; and this, it is to be observed, has reference to what
may be attempted in the course of the ensuing year, hy merely
taking advantage of circumstances as they will then exist.*
By these means London letters might be received at a distance of
100 or 110 miles, in the interior of Ireland, within 36 or 3/ hours,
and nearly the whole day be allowed for preparing answers, which,
by corresponding arrangements in the country, might reach London
in 38 or 39 hours. Towns at that distance from the metropolis
would thus be placed in very nearly as good a position in point of
practical accommodation, with respect to the hours of arrival and
departure of the London Mail, as Dublin itself.
The first and most obvious advantage to the interior of Ireland
from such an arrangement, would he a reduction from five days
to three in the time which intervenes between the despatch of a
letter to London and the receipt of an answer.
It must he borne in mind, however, that this calculation is
founded upon the presumed maintenance of the highest velocity
throughout the whole route, namely, 30 hours by the Railway,
and 10 miles per hour across the Channel, and yet it allows but
three hours at the utmost to spare, so that many failures might
still be anticipated.
The Liverpool passage, also, will be always subject to peculiar
irregularity, in consequence, first, of the force of strong tides
operating sometimes favourably, sometimes the reverse ; secondly,
of the prevailing wind being directly contrary from Liverpool to
Dublin ; thirdly, of want of water to enable the larger vessels to
pass the bar of the Mersey for certain days of the low water
springtide; fourthly, of the necessity of frequently taking what is
called the new channel, which is longer than the other ; and fifthly,
because the hours of departure, either under the present or the
intended new arrangement, are the most unfavourable that could
be selected for the longest and lowest tides.
Orme's Bay.—It has been suggested, that a greatly improved
communication could be effected by constructing a harbour at
Orme's Bay, between Liverpool and Holyhead, and that a
Railway, 230 miles from London could be advantageously carried
thither.
♦ There aie two projects in contemplation; one of a Railway from the Grand
J unction at Crewe, to Birkenhead by Chester : and the other to cut off the angle by
Warrington and Newtown, either of which would save some miles, and thus create
another saving in time ; it has also been suggested, that the Irish Mail might, with¬
out inconvenience, quit London at seven instead of at eight, p.m.
108
Second Report from
The passage from Orme's Bay to Kingstown would be
96 miles.
At the same rates as before mentioned, namely, 27 miles per
hour for Railway, and 10 miles per hour for voyage, and the
same allowance for delay in passing to and from the Railway
stations, embarking, &c., this communication would be effected
in 19 hours 38 minutes, being nearly three hours less than by
Liverpool ; it would be attended with less irregularity, in conse¬
quence of the shorter voyage ; be free from the inconvenience
occasioned by getting in or out of the harbour, and not liable to
the same extent to the obstruction of unfavourable tides ; but it
would be equally subject to the bad effect of the prevailing winds
being directly contrary in the passage to Ireland.
The arrival at Dublin would then be at about half-past three,
p.m., and the issue of letters perhaps at half-past four.
The Mail for London would leave at half-past nine, a.m., by
which answers to letters received by the previous night's post
might be forwarded, if delivered at the post-office before half-past
eight, a.m., whereby a saving of 24 hours on the present system
would be effected ; and to a letter sent from Dublin by this Mail
an answer could be received from London on the second evening
of the second day.
But the harbour is yet to be made, as well as a considerable
distance of Railway.
Forth-Dynllaen.—Another project is the construction of a new
harbour at Forth-Dynllaen, on the coast of Carnarvon, to which
a Railway can be carried from the Birmingham line, making a
distance of 260 miles from London.
The voyage would be 70 miles. This communication would,
consequently, take 18 hours and 8 minutes, being an advantage of
about one hour and a half over the route by Orme's Bay ; the
voyage also would be shorter and more favourable in direction, as
regards the prevailing wind, than any of the preceding; but the
communication would be about a quarter of an hour longer than
by a perfect line to Holyhead.
For the accomplishment of this line, however, as well as that by
Orme's Baj', it would be necessary to construct a new harbour,
and a great extent of railway.
By reaching Dublin from London in about 18 hours, as cal¬
culated either from Holyhead or Forth-Dynllaen, and allowing
one hour for sorting, the letters would be issued about three p.m.,
and the departure being about 11 a.m., time would be afforded for
returning answers by tbe next morning's post, by which 24 hours
would be saved on the ])resent periods of return; and again,
letters put into the post by ten a.m., might be answered from
London by three p.m. of the third day, instead of the fifth, as at
present.
It would still require the three intervening days before an ex-
The Railway Commissioners, Ireland.
109
cliange of letters coulcl take place between London and the interior
of Ireland. But when railways shall be established in Ireland^
from Dublin, the mail from London might be delivered in most
parts of the interior to which railways shall extend on the even¬
ing of the day of their arrival in Dublin, and the returns being
equally quick, it will be impossible, on occasions of emergency, to
save another whole day in the correspondence of the interior;
that is, to answer a communication from London with only two
intermediate days, instead of five as at present.
Independently of the mails, very great advantages will be given
to passengers, in the saving of time, particularly when they are
going to the interior.
Any of the above-mentioned communications that can be effected
with such a degree of regularity as to insure the arrival of English
letters and travellers in Dublin before the departure of the country
mails, will make Dublin the best, as being, in point of time, the
surest route by which the south of Ireland can be reached from
London ; and this, notwithstanding the improvements which may
be effected in the Bristol, or Milford and Waterford line. The
advantage will, of course, be yet greater when there shall be rail¬
ways from Dublin.
With regard to the north of Ireland, a quicker route might be
effected by Liverpool and Ardglass, if the port of Ardglass were
considered fit for a packet station, and the advantage worth its
establishment; but the voyage would be longer than between
Holyhead, Porth-Dynllaen, or Orme's Ba}^ and Kingstown, and
the arrival at Belfast at about eight p.m. would not give any great
practical benefit. A direct navigation from Liverpool to Belfast
would not offer any saving in time ; but should a railway com¬
munication be continued from Lancaster to Glasgow, which
appears not to be improbable, the mail might be forwarded by
that route to Portpatrick for the north of Ireland so as to reach
Belfast, perhaps, in about 19 or 20 hours.
Wicklow.—Another plan has been proposed as an improve¬
ment on the Porth-Dynllaen and Kingstown line, which is, the
construction of a new harbour at Wicklow, with a view to gain
time, by shortening the voyage across the Channel; Wicklow
being nearly opposite Porth-Dynllaen, and the distance between
them only 60 statute miles.
It is stated in favour of this passage that it would be clear of
the Kish Bank, and that there would not be more than ten miles
of the passage in which either the light on Wicklow Head, or that
of the opposite coast, would not be visible.
In comparing Wicklow with Kingstown as the Irish packet
station on this line, everything may be considered equal from the
time ot leaving London to that of departure from Porth-Dynllaen,
and the packets in either case the same. By Wicklow there will
then be a voyage of 60 miles or 6 hours : and 30 miles bv rail-
110
Second Report from
way, one liour seven minutes ; by Kingstown, a voyage of 70
miles, or seven hours ; railway, six miles, 13^ minutes. The time
for landing, for conveying the mail from the railway to the post-
office, &c., being the same in either case. By this calculation a
difference appears of six and a half minutes in favour of Wiclflow,
which might also be supposed to have the additional advantage
of being subject to less irregularity, by reason of the shorter
voyage ; but Kingstown, as before remarked, is in a more favour¬
able direction with regard to the prevailing wind, and the last ten
miles which constitute the difference in distance would, during
adverse winds (when alone the shorter voyage would he of very
great consequence), be much under shelter of the land.
As there is a good floating light on the Kish, and well out to
sea, the advantages as respects that bank or the nearness of the
lights, are but small. It is only in cases of fog that there could
be any inconvenience,, and then it is difficult to make any shore.
It may be remarked also that the passage would be always a day
passage. This latter advantage is common to all those improved
projects. '
The Wicklow plan would require the construction of an entirely
new harbour at that place, for which the facilities are not great;
and it would also require an extension of the railway for about
24 miles from Kingstown.
But this is no obstacle to the project for establishing a harbour
at Forth-Dynllaen, and a railway in connexion with it, should
such be deemed advisable on other grounds ; for Kingstown would
he available in the first instance, and the harbour at Wicklow
might be added subsequently, if thought desirable.
Milford and Diinmore.—The distance from London to Milford
is about 265 miles, and is performed by the mail in 33 hours :
The voyage across to Dunmore, 81 miles, takes 12 hours dur¬
ing one-third of the year :
These, together with I^ hour consumed between Dunmore and
Waterford, the time of landing being included in the latter space,
will make 46^ hours.
Now, supposing a railway to be made from London to Glou¬
cester, 110 miles (4:^ hours from the post-office in London), and
the road thence to Milford improved and shortened to 150 miles,
which might be traversed in 16^ hours ; and that a better de¬
scription of packets were employed, so as to make an average
voyage of 10 hours, which is as much as seems to be looked for :
this calculation, allowing I^ hour, as before, between Dunmore and
Waterford, will give 32^ hours froin London, the passage being,
moreover, liable to peculiar irregularities from the exposed sea
to be crossed.
It has been shown, however, that as soon as the London and
Liverpool railway shall be open, arrangements may be made for
forwarding the London letters ordinarily by the night mails from
The Railway Commissioners, Ireland.
Ill
Dublin, and they might consequently reach Waterford by that
line in little more than the same time, or at least sufficiently early
in the morning for every object of practical utility.
Should any of the projects be executed as proposed, for Holy¬
head, Porth-Dynllaen, or Orme's Bay, the communication will be
rendered more certain and expeditious ; and should there be a rail¬
way from Dublin, either to Waterford or for any part of the dis¬
tance, the letters will be still more accelerated.
It may be observed here that the greatest advantage to be de¬
rived from the acceleration of the London mail, according to the
plans which have as yet been suggested, would be received by
those places where the communications could be accomplished in
less than 22 hours ; that is, at any hour before six p.m. of the day
next after the despatch from London. In the next degree of
advantage would be those places which might be reached within
34 hours, or down to six a.m. of the second morning from London.
But the arrival of the mail at any intermediate time between
those hours would not be an object of much practical importance ;
for letters arriving later than six in the evening would remain in
the post-office during the night ; and therefore it would signify
nothing, as to public accommodation, whether they should have
been deposited there at or before midnight, or a few minutes only
previous to the opening of the office for their delivery in the morn¬
ing. But in Ireland, owing to the unavoidable irregularity and
uncertainty of the sea, this becomes a matter of no slight im¬
portance; because the longer the interval between the regular
hours for the arrival of the steam-packet at its station on the Irish
coast, and that of the delivery of its contents, provided that no
opportunity of ' reply be lost in consequence of delay, the greater
security will be afforded against disappointments, occasioned by
adverse weather, or the occurrence of other casualties during the
voyage.
Bristol and Dunmore, or Waterford.—It has been proposed
to convey the mail from Portishead, 10 miles below Bristol, from
whence the vessels could depart at all times of tide to Dunmore
or Wat er ford.
The journey from London would be about 120 miles, and
when the Bristol railway is completed it may perhaps be per¬
formed in 51 hours, including the transfer from the post-office to
the railway, and the coaching from Bristol to Portishead ; but the
voyage to Dunmore would be nearly 200 miles ; to perform this,
an average of at least 24 hours must be calculated upon, and that
subject to peculiar irregularity irom the exposed sea, and for at
least 9 months in the year to the unfavourable south-west wind,
and to a very strong tide, up or down the Severn, for 60 miles.
The time to Waterford (including H hour from Dunmore)
would be then 31 hours, and therefore no essential advantage
would be gained in point of time while there would be a great and
112
Second Report from "
frequent liability to delay ; and irregularity in the arrivals of
mails is always to be avoided.
Fishguard.—It has been proposed also to establish a line of
communication with Ireland, by way of Fishguard, a bay on the
coast of Carmarthen, in South Wales, which is said to be well
adapted for the construction of a harbour for packets, as well as
for a port of general refuge.
The railway from London would be viâ Gloucester, extending
110 miles to that place (by the line at present sanctioned by Par¬
liament, but which, it is said, might be reduced to about 103 by
taking another direction viâ Steventon), and thence about 150
miles to Fishguard, the whole distance being about the same, or
rather less than Porth-Dynllaen, viz., 260 miles. The voyage to
Kingstown, however, from Porth-Dynllaen would be shorter b}^
more than 30 miles than from Fishguard, and that from Holyhead
shorter by 37 miles. Nor would there be any useful object
gained by forwarding the mails from Fishguard to Waterford, the
length of voyage and the nature of the sea to be passed being
objectionable. The harbour of Fishguard is still to be con¬
structed, as well as a great extent of railway. Parliamentary
sanction has been obtained for a line as far as Gloucester ; from
thence to Fishguard, supposed about 150 miles, remains to be
undertaken.
With regard to Wexford, which lies opposite to Fishguard,
there would be still a voyage of 69 miles to a port not adapted to
the packet service, and thence a long distance and difficult country
to be traversed in order to get into the interior.
Hence it would appear that by taking advantage of any of the
probable modes by which the country mails may be despatched
from Dublin in 24 hours after leaving London, a saving may be
effected by the reduction of the whole of the packet establishments
except one, as well as of the day mails from Dublin to Cork and
Belfa.st. It will only be necessary to provide for a direct com¬
munication between the west of England and the south of Ireland.
By the Porth-Dnyllaen, Orme's Bay, or Holyhead projects, the
Liverpool mail for Ireland would also eventually be brought down
to either of those, as a concentrated packet station. Upon the
whole, it will appear that in order to effect the most rapid com¬
munication between London and Ireland a selection is to be made
between a line of railway to Holyhead or to Porth-Dynllaen.
In point of time, the difference between those two lines, accord¬
ing to the above calculations, appears so small that it. will require
to be further considered.
In making comparisons of this kind, the actual distance is
commonly assumed as the measure of the time, a form of calcula¬
tion sufficiently accurate for ordinary purposes, and where other
circumstances strongly occur in favour of a particular conclusion ;
but in a nicely balanced case, time being the only or principal
the Railtvay Commissioners, Ireland.
118
consideration, it should be well understood that amere comparison
of distances may often prove a most fallacious mode of estimating
the time necessary for travelling over a given space. There may
exist, on the one hand, peculiar and unavoidable causes of delay,
such, for example, as will be presented in the passage of the
IMenai Strait, on the Holyhead line; while inferior gradients
(should they prove so) may retard the progress equally on the
line to Forth-Dynllaen.
It is sufficient at present to advert to the extent of capability
that exists for a very improved communication ; whenever it shall
be considered expedient to carry either project into execution,
more minute investigation will be required to fix their con^parative
merits, with reference to facility of execution, to the benefit of the
country (as means of internal communication through North
Wales), and to the expense, as well as to the ultimate results
which are aimed at. Although the passenger traffic must be very
considerable, comprising, as the line will, that for the whole of
Ireland, or nearly so, and increased in a great degree by the
more rapid and cheaper medium of intercourse, still, as a con¬
siderable portion of the line will produce very little accession of
business in Wales itself, it is not to be expected that such a pro¬
ject can be carried into execution without aid from the public, and
probably it will be best to effect it by direct government agency.
Rates at which it is calcidated that the Mails may be conveyed from
the Post Office in London to that in Dublin, by the construction
of Railways that have been projected, or may perhaps be executed.
English Port.
Distaoco
from
Loiidua.
Time
by
Rail¬
way.
Irish Port.
Length
of
Voyage.
Time on
Voyage, in-
clutling 30
minutes for
Embarking
and Sailing.
Time from
Irish Port
10
Dublin,
including
Landiug.
Whole
Time.
Hour
of
Arrival
in
Dublin.
Hour of
Departure
of Mail
from
Dublin for
London.
Holyhead....
Liverpool ....
Ornie's Hay..
Fort-Dynllaen
Porl-Dyiillaen
FUhguaid....
Mill's.
210
230
2(>0
260
260
h. m.
10 35
3 17
9 1
10 B
10 8
10 8
Kingstown
Kingstown
Kiiigatuwii
Kingatüwu
WicUlow..
Wicklow. •
Stat.Mil.
63
130
96
70
so
79
Hours. Mins.
6 48
13 30
10 6
7 30
6 30
8 m
Hours. Mins.
0 30
0 30
0 30
0 30
1 23f
1 m
h. m.
17 53
22 17
19 37
18 8
18 H
19 55i
k. m.
1 53 p m.
6 17 m
3 37
2 8.,
a Um
3 55i
h. m.
U 7 a.m.
6 43 ..
9 28 „
10 52 „
10 584
2 4U m
One half hour is allowed from the Post Office in London to starting
on Railway ; 21 miles per hour for the Railway ; 10 miles per hour for
Steam Packet Voyage ; 30 minutes from Railway to embark and sail;
2 hours additional for return to London to allow for occasional long
passages by sea. Hour of leaving London, 8 p.m. ; hour of arrival,
1 A.m.
I
114
Second Report from
n.—As to the Present Condition of the Population of
Ireland.
1. Circumstances Peculiar to that Condition.
The present social aspect and condition of Ireland is an ano¬
maly in itself. Whilst the country is making a visible and
steady progress in improvement^ and signs of increasing wealth
present themselves on all sideSj the labouring population, consti¬
tuting a large majority of the community, derive no proportionate
benefit from the growing prosperity around them. In many
places their condition is even worse than it has been. This
apparent incongruity is, however, easily understood and ex¬
plained, by a reference to the peculiar state of property, and to
the complex relations which subsist between the proprietors and
the several parties deriving interests under them, from the imme¬
diate tenant down to the actual occupier of the soil.
The division of the land into small farms, and their subdivision
into portions, continually decreasing in extent, with each suc¬
ceeding generation of claimants, until, on some estates, literally
every rood of ground maintained, or rather was charged with the
maintenance of " its man," was the immediate cause of the rapid
increase of the population, which, within a period of fifty years,
has risen from four millions to upwards of eight.
The defective state of the law, which for a long time afforded
the landlord no adequate security against the partition of his
estates, and the long term of years or lives for which it was cus¬
tomary to grant leases, without any valid limitations being set
upon the power of the tenant to underlet, contributed without
doubt to this result. But there were other causes in which the
proprietors had a more direct and personal participation, and
which justly impose upon them a full share of responsibility /or
the consequences. Not only did they not discourage the multi¬
plication of small tenures (which they might have done effectually
by their infiuence, even in cases where, bj' former demises, the
management of their estates had been placed in the power, and
depended upon the will of others), but they were themselves
active promoters of that system, and that from two obvious and
intelligible motives—a desire to swell the amount of their rent-
rolls, which were at first considerably increased by the operation
of this principle, and a wish to possess themselves of political
influence and power at the elections. The local operation of the
latter cause is manifest, and admits of distinct proofs in almost
every populous district in Ireland ; and its general effect may be
inferred from the remarkable and accelerated increase of the
population, which took place from the year 1793, the date of the
Act for conferring the Elective Erancfiiise on that class of voters
known as the Forty Shilling Freeholders. In 1791 the numbers
ihe Railway Commissioners, Ireland.
115
were 4,200,612 ; in 1821 they were found to have increased to
6,801,827 ; in 1831 to 7,767,401 ; and they now amount to more
than eight millions and a half. It is due to the proprietors and
intermediate landlords who took no measures to repress this
astonishing increase, while it might have been beneficially checked
without inconvenience or injury to any individual, to admit, that
few persons, during its early stages, foresaw its rapid extension,
or suspected the evils it would bring in its train. But this consi¬
deration, while it exonerates them from the imputation of culpable
design or indifference, does not exempt tbem from the necessary
consequences of their improvidence, or from the just obligations
and duties inseparable from the possession of property.
The misery and destitution which prevail so extensively, to¬
gether with all the demoralization incident to the peculiar condi¬
tion of the Irish peasantry, may be traced to this source. The
country, particularly in the west and south-western counties, is
overspread with small but exceedingly crowded communities,
sometimes located in villages, but more frequently in isolated
tenements, exclusively composed of the poorest class of labourers,
who, removed from the presence and social or moral influence of
a better and more enlightened class, are left, generally, to the
coercive power of the law alone to hold them within the bounds
of peace and order. No system of constant or remunerative
industry is established amongst them. The cultivation of their
patches of land and the labour of providing fuel are their sole
employment, which, occupying but a comparatively small portion
of their time, leaves them exposed to all the temptations of an
idle, reckless, and needy existence.
In such a community there is no demand for hired labourers.
Every occupier, with such assistance as his own family can fur¬
nish, manages to raise the scanty supply of food which he may
need for their support, and as much grain, or other produce, as
may be required to pay his rent ; but beyond this, there is no
solicitude about cultivating the land, nor thé least taste for im¬
proving or making it more valuable. At the periods of active
labour, when additional hands are absolutely necessary, every
expedient is resorted to in order to avoid the employment of a
single paid labourer. Children of tender years are then forced to
do the work of men in the fields, to a degree far beyond their
strength, and all the females who are capable of rendering assist¬
ance are tasked in many ways utterly unsuited to their sex,
and incompatible with the slightest attention to their proper
cares and duties. At all times, indeed, of the year, whether the
case be urgent or not, the share of labour, out of doors, imposed
upon women and young girls, who might, in every respect, be so
much better occupied, is as injurious to the moral condition as it
must be to the personal and domestic comfort of the peasantry.
There is a class of landholders superior to these, holding from
I 2
116
Second Report from
eight to twelve oi- fifteen acres, who are eqtially slovenly and
careless in the management of their land, but necessarily obliged,
on account of its greater extent, to procure assistance out of their
own families. Sometimes, but rarely, these persons hire daily
labourers among the neighbouring poor ; and in such cases they
are usually guided in their choice, not by the character or capa¬
bility of the man they employ, but by the lowest rate of wages at
which they can possibl}^ obtain his service. More commonly,
however, they engage as farm-servants young men between sixteen
and twenty-five years of age, who reside in the family of their
employer, and hire themselves out at remarkably low wages,
seldom exceeding \l. per quarter, and in numerous instances
scarcely more than half that sum.
The litigation which occupies a great portion of the time of the
several courts of petty sessions arises out of the disputes of this
class of servants with their employers, the former being usually
impatient to break off their engagements at the busy and more
profitable season of the year, and the latter anxious, of course, to
reap the full benefit of the contract. Another common subject of
angry contention before the same tribunals is furnished by ill-
defined boundaries, neglected fences, and consequent trespass
between the neighbouring tenants of the small divisions of land
above described. More time and money are commonly wasted
in such contests than would suffice to repair all the damage which
forms the ground of quarrel ; and animosities are engendered
which often lead to feuds of a lasting duration, and the most
deadly consequences.
It is plain that under such a distribution of property, no
rational hope can be entertained of the general introduction of an
improved system of husbandry, or the employment of the labour¬
ing poor, to the extent and in the manner which would be bene¬
ficial to them, and conducive to the prosperity and good order
of the community.
It is, therefore, much to be wished that such a system should
no longer continue. For the preservation of property—for the
interests of the public peace—for the progress of civilization and
improvement—and for the permanent good of the rural popula¬
tion, it is desirable that a speedy alteration should take place.
The evil cannot remain stationary; it must either be met with
effective opposition, or it will, by its own accumulative force, pro¬
ceed to the last point at which the process of subdivision is prac¬
ticable ; and what may be the consequences of sufiering it to go
so far, it is painful to contemplate. How rapidly it is in some
places approaching to that point may be gathered from the
Population Returns of the Board of Trade, which represent an
increase to have taken place between the years 1821 and 183!,
amounting, in certain western counties, to one in five, and in
others nearly to one in four, of the whole number of inhabitants,
viz.
the Rttilicrnj Commissioners, Ireland.
117
In Donegal, . increase . 20 per cent.
Mayo, . ,, . 24 „
Gaiway, • ,, • • 23 „
Clare, . ■ „ . ■ 24 „
Among the effects of this rapid increase of population, with¬
out a corresponding increase of remunerative employment, the
most alarming, though perhaps the most obviously to be ex¬
pected, is a deterioration of the food of the peasantry. It could
scarcely be thought, indeed, that their customary diet would
admit of any reduction, save in quantity alone ; yet it has been
reduced as to quality also in such a way as sensibly to diminish
their comfort, if not to impair their health. Bread was never an
article of common use amongst the labouring poor; but it is now
less known by them than it was at the time when a sum exceed¬
ing 50,0000/. per annum was paid in " bounties," to induce the
landholders to grow a sufficiency of grain for the supply of the
city of Dublin.* Milk is almost become a luxury to many of them ;
and the quality of their potatoe diet is generally much inferior to
what it was at the commencement of the present century. A
species of potatoe called the " lumper" has been brought into
general cultivation, on account of its great productiveness, and the
facility with which it can be raised from an inferior soil and with
a comparatively small portion of manure. This root, at its first
introduction, was scarcely considered food good enough for swine;
it, neither possesses the farinaceous qualities of the better varieties
of the plant, nor is it as palatable as any other, being wet and
tasteless, and in point of substantial nutriment little better as an
article of human food than a Swedish turnip. In many counties
of Leinster, and throughout the provinces of Munster and Con-
na\ight, the lumper now constitutes the principal food of the
labouring peasantry ; a fact which is the more striking, when we
consider the great increase of produce, together with its manifest
improvement in quality, which is annutilly raised in Ireland for
exportation and for consumption by the superior classes.
For some years the proprietors of land have endeavoured to
counteract the evils arising from the increase of a pauper and
unemployed population, and to prevent, its extension. Their eyes
have long been opened to the mischief partly created, and in a
great measure countenanced by themselves, and they are quite
willing to retrace their steps, and reduce their estates, if possible,
to a condition more favourable to a judicious mode of cultivation,
and to the regular and profitable occupation of the poor. The
* By a tftltle piitilished in Mr. Newenham's View of Ireland, it appears that in a
period oi .t7 years, up to 179S, a sum of 1,917,770/. was paid in hounties for grain
and tlour brought by land carriage, canal, and coastways, to Dublin. The amount
lavished in bounties during the last century would have sufticed to place Ireland on
a par with any part ot tlie United Kingdom in the advantages of internal qommu»
mcation. °
118
Second Report from
habit of letting their grounds in small allotments has altogether
ceased in the agricultural districts, though it still prevails in parts
of the manufacturing counties of Armagh and Down, where the
skill of the artizan is rendered in some degree subsidiary to the
toil of the labourer. Generally, however, as often as opportunities
occur, they are gladly embraced, to enlarge the divisions of land
to farms of dimensions better adapted to the development of
agricultural science and the beneficial employment of capital and
labour. In some cases these changes have been conducted with
judicious humanity ; in many, it is to be feared, without much
regard either to humanity or justice; but where they can be
effected without injury to individual happiness or equitable rights,
without doubt they must, in all cases, tend to the ultimate advan¬
tage of society, as a means of checking a great and growing evil,
of increasing the wealth of the country, and consequently laying a
firm and sure foundation of prosperity for the Irish people.
Already considerable progress has been made towards the esta¬
blishment of a better system of agriculture, and the altered and
much-improved appearance of the country in many places is
owing to the success which has attended those endeavours. But
although the land has thus been rendered more valuable, and its
produce more abundant, the condition of the labouring poor has
not advanced, even in those improved localities.
The fair inference to be drawn from this fact is, that the
labourer is not allowed a just proportion of the product of his own
toil and industry ; but the cause of that inadequate remuneration
will be found in the increased number of persons forced into the
market-place in quest of daily employment, in consequence of
their being deprived of the resource of the potatoe-garden and
the mud hovel, in order to make room for the improvement of the
land. The number of hands absolutely unemployed being thus
increased, the price of labour will of course be kept down. Nor
should it be omitted or disguised, that in proportion as these im¬
provements shall become more general the multitude of appli¬
cants for employment will still further exceed the demand for
their labour, and consequently their condition, if left entirely de¬
pendent upon the aid of the mere agriculturist, will be still more
depressed, while the country is advancing in wealth and abun¬
dance.
Such appear to be the inseparable concomitants of that transi¬
tion which a considerable portion of the Irish peasantry are
actually undergoing at present, and through which it is necessary
for the general good that they shall all pass—a transition from
the state of pauper tenants to that of ind(!pendeut labourers,
maintained, as the same class arc in England, by their daily
labour. This change cannot much longer be delayed with safety.
It is not possible to avoid it by any other alternative than that of
permitting a state of society, pregnant with all the elements of
the Railway Commissioners, Ireland. 119
disorder and confusion, to go on unchecked, until it forces the
whole population down to the lowest depths of misery and de¬
gradation.
The proprietors of estates claim public support, in their en¬
deavours to bring the country to a sound and secure condition, by
opposing and counteracting the further progress of so ruinous a
System ; and if they would proceed in all cases with discretion,
and a just consideration of those whose interests are as nearly
concerned as their own, they are entitled to it. Of course we do
not palliate the injustice and cruelty of turning families adrift,
helpless and unprotected upon the world. There is a compact,
implied at least, between the landlord and the peasantry who
have been brought up on his estate, by which the latter have as
good a right to protection as the lord of the soil has to make ar¬
bitrary dispositions for the future management of his property. Nor
do we think that it makes much difference as to the force of this
obligation whether the injurious subdivision of lands was made by
the direct sanction and for the immediate benefit of the tenant in
fee, or by others to whom the power of a landlord over the pro¬
perty had been delegated by lease. It is not denied that those
subdivisions were lawful at the time they were made. They were
a part of the system then recognised and in operation for the
management of property ; for their effects, therefore, upon the
general welfare and security, the property itself is justly to be held
accountable. Nor is this responsibility to be shuffled aside, or
laid at the door of persons who, having ceased to possess an in¬
terest in the lands, are no longer in a state to repair the error that
has been committed ; but the country will look to those who now
hold the property, having received it charged with all its moral
as well as its legal engagements.
Still, however, as the landholders and owners of estates are
really unable to sustain the whole of this liability, and to proceed
at the same time with that work of improvement which is so
essential for the interests of all classes of the community, and
eventually of none more than of the labouring poor, it is much to
be desired, as an object of public importance, that means may be
speedily taken to distribute a part of the burden through other
channels. If there were no other public ground for doing so, it
would be motive sufficient that the suffering and privation which
seem inevitable during the transition of so vast a number of
people from one state of living to another would be thereby alle¬
viated, and its period considerably abridged.
Among the measures proposed for this purpose, that which
appears to have obtained the most favourable share of the popular
attention is the reclaiming of waste lands, such as bogs and moun¬
tains, of which there are millions of acres in Ireland, very capable
of improvement. No doubt a great deal of most useful improve¬
ment might be effected in this way ; and, what is more to our
120
Second Rejwrt from
present purpose, a wide door might be thereby opened for the
profitable employment of numbers of the peasantry ; but much
will depend on the regulating principle, and the object, of such
undertakings, whether the people shall be set to work as daily
labourers, to divide and cultivate large tracts for the agricultural
capitalist, or as colonists to reclaim and make rude settlements for
themselves. If the latter be contemplated, it would in effect but
spread and magnify the evil which it is proposed to remedy, only
removing its pressure partially, and for a short period. As a
measure of immediate relief the change would be scarcely attended
with any increase of comfort to the peasantry, while their position
would be rendered far more hopeless than it is even now, and the
ultimate consequences to society, in its moral as well as in its
political results, would be most disastrous. An extensive recla¬
mation of the waste lands, however, by the application of capital
and intelligence, and upon a well-ordered system, would add
most materially to the resources of the country, and, besides af¬
fording the means of present employment to great numbers, assist,
in providing permanently and beneficially for them, as paid
labourers, on the land reclaimed through their exertions.
Emigration is another project to which there can be no objec¬
tion, except that of its insufficiency as a remedy for so wide-spread
and multitudinous an evil. It is impossible that emigration could
be effected on so large a scale, were the people themselves ever so
anxious to embrace it, as wholly to remove the pressure of dis¬
tress arising from the excess of the population over the means
now available for their support. It can only be resorted to as a
secondary relief, effectual as far as it goes, and therefore deserving
of attention and encouragement; but it must always leave behind
it so many destitute and unemployed that the cares of the legis¬
lature or the burdens of the country can experience no very sen¬
sible alleviation from its aid.
The measure now before Parliament, for the relief of the Irish
poor, is also relied on as a means of enabling the peasantry to
buffet and overcome the difficulties of their present and impending
position. It is not for us to canvass the merits or probable effects
of that Bill. But we may observe, that an effective Poor Law
must greatly assist the object we are considering ; and it is there¬
fore most desirable that, its provisions should he carried into effect
promptly and fully. It should be recollected, however, that the
landed interest will be taxed heavily for the support of the poor
under that Act; and it would thereibre be a most auspicious in¬
troduction of so great a change in the social state of the country,
if the pressure of that measure were lightened by the commence¬
ment of some works of great magnitude, which should last for
a considerable time, and afford employment to large numbers of
the people in various parts of Ireland. And if such undertakings
were of a nature evidently calculated to open new avenues to
the Raihoay Commissioners, Ireland.
121
laborious industry, and thus hold out a reasonable prospect of
constant occupation, even after the period of their completion,
the anxiety uhich, both on grounds of humanity and of policy,
must attend the adoption of so great a change, would be allayed,
and the most formidable of its immediate inconveniences be etfect-
ually obviated.
The works necessary for completing such a system of Railways
as our Report contemplates would serve both these purposes, by
affording present employment to vast numbers of the people, and
by throwing open resources and means of profitable occupation,
which are now inaccessible and almost unknown. The immediate
ctfect would be, to afford extensive relief to the most indigent
portion of the population, and that in a manner the most accept¬
able to their feelings, and the most, conducive to their moral im¬
provement. "In all the views of Ireland placed before the
empire," as Mr. Stanley, in a letter to Mr. Nicholls, well observes,
"there is a remarkable concurrence in attributing the poverty
which exists to the want of continuous employment of the popu¬
lation." To that want of continuous employment, and of ade¬
quate remuneration when employed, may be traced the cause, not
only of the poverty of the Irish people, but, in a great, measure,
also, of that heedless improvidence, and of those habits of lassi¬
tude and indolence, which it may possibly require years of a
better system to eradicate wholly from their character.
The effect of these depressing circumstances, aggravated, of
course, in a very high degree, by the backward state of agricul¬
tural knowledge and improvement, is strikingly illustrated in the
deficiency of the produce of wmrk performed by Irish labourers
to that of the same class in England. The Irish Poor Law Com¬
missioners state, that the average produce of the soil in Ireland
is not much above one half the average produce in England,
whilst the number of labourers employed in agriculture is, in
proportion to the quantity of land under cultivation, more than
double, namely, as five to two ; thus, ten labourers in Ireland
raise only the same quantity of produce that two labourers raise
in England, and this produce too is generally of an inferior
quality. So striking a disproportion, though certainly admitting
of very considerable qualification, with reference to the different
nature and degree of aid and facilities afforded to the labourers
in the two countries, still shows a decided advantage in favour
of the English workman, and fully confirms an observation
which we have elsewhere made, as to the dearness of ill-requited
labour.
But the spirit of the Irish peasant is by no means so sunk by
the adverse circumstances of his lot, as to be insensible to the
stimulus which a due measure of encouragement to laborious in¬
dustry supplies. Where employment is to be obtained without
122
Second Report from
difficulty^ and at a fail- rate of compensation, his character and
habits rise in an incredibly short space of time with the alteration
of his circumstances. In a state of destitution no race of people
are more patient and resigned. Their uncomplaining endurance
seems almost to border on despondency. They make no effort
to help themselves, probably because they despair of being able
to do so effectually ; and it ought to be mentioned to their honour
that in such emergencies they have scarcely ever been known to
extort by violence that relief which cannot be obtained from their
own lawful exertions, or the benevolence of others. Their forti¬
tude during the unparalleled sufferings of 1822 was regarded
with the greatest admiration and respect ; feelings which have not
failed to be renewed by their conduct on every subsequent trial of
a similar kind. Within the last two years, namely, in the
summer of 1836, a populous district on the coast of Donegal was
exposed to all the miseries of famine, rendered tenfold more
agonizing by the knowledge that there was food enough and to
spare within a few miles ; yet the poor people bore their hard lot
with exemplary patience, and throughout the entire period,
though numbers were actually without food, and reduced to eat
sea-weed, there was no plundering of stores, no theft, nor secret
pillage. Such forbearance, almost approaching to insensibility,
might be deemed to belong to a character incapable of being
roused to exertion in any circumstances ; yet the same race, who
endure the last extremes of want without a murmur, are no sooner
placed in a condition of supporting themselves by independent
industry, than they cast aside the torpor which distinguishes them '
in a depressed state, and become active, diligent, and laborious.
The unsparing exertions and obliging disposition of the poor
half-starved harvestmen who periodically visit the west of England
are well known, and will, we are sure, be cheerfully acknowledged
by all who have had occasion to employ them.
The moral effect upon a people of a system of steady and re¬
munerative employment is an object of public importance, not
inferior to its influence upon their physical condition ; for it is
invariably found that, where industry prevails, order and respect
for the laws accompany it. Ireland forms no exception to this
rule. The vice and the bane of its people is idleness. They have
little to do; no useful or profitable occupation to devote their
time and thoughts to ; and hence those habits of intemperance,
and that proneness to outrage and contention, which unhappily
distinguish them. But those amongst them, who have been for
any considerable time engaged in pursuits which afford encou¬
ragement to industry, rarely trouble themselves about angry
local differences, or frequent the resorts of low profligacy and
dissipation. The hand of the thrifty and diligent is not often
raised in fierce and clamorous dispute, or seen amid scenes of
the Railway Commissioners, Ireland. \ 23
sectarian strife and rancour. These are vices which proceed from
idleness and the habits engendered by it ; nor can there be any
reasonable ground to doubt, that they would speedily dis¬
appear before the civilizing power of occupation and successful
industry.
To afford the means of present employment to such a people,
and, at the same time, lay the foundation of their future prosperity
and improvement, is surely an object worthy of a wise and great
nation, and will not be opposed from any narrow and short¬
sighted views of economy. The interests of these countries are so
inseparably interwoven, that nothing which concerns one part of
the United Kingdom can be alien from the rest. But it is the
direct interest of Great Britain that Ireland should be raised, and
that as speedily as possible, from its present condition. Mr.
Stanley shows, by a very moderate calculation, that, if the Irish
peasantry were placed, in point of comfort, on a par with those of
Great Britain, the res\ilt to the public revenue would be an annual
increase of six millions in the article of Excise. This consider¬
ation alone ought to silence any objections on the ground of
expense, against affording public aid such as may be required for
these works; for it gives assurance of an enormous profit on the
greatest contemplated outlay.
On prudential considerations alone, then, we should not he¬
sitate to recommend an immediate and liberal attention to the
claims of Ireland for assistance, which cannot be conferred in any
shape more likely to prove beneficial than by encouraging public
works of extensive and permanent utility. It is a waste of the
public available resources to suffer so large a portion of the
empire to lie fallow, or leave it to struggle, by slow advances and
with defective means, towards its own improvement, when the
judicious aid of the state might quickly make it a source of com¬
mon strength and advantage.
The policy of rendering such assistance is unquestionable. It
is acknowledged to be necessary towards a colony, and must be
considered more so in the case of a part of the United Kingdom,
comprehended within its domestic boundaries, where neither the
land nor the population can continue to be useless without being
hurtful at the same time, and nearly in the same degree. Look¬
ing, therefore, at the proposition as a mere account or estimate
of profit and loss, the balance is clearly in favour of a prompt
and liberal encouragement, on the part of the Legislature, to
whatsoever tends manifestly to call into action the great powers
and capabilities of. this fine country. In every instance where
such encouragement has been afforded, even in the construction
of a common road, the returns to the state in improved revenue
have hitherto more than repaid the public outlay; and, viewed in
this light, public assistance, well directed and applied with judg¬
ment and economy, is in effect a beneficial expenditure of capital.
124
Second Re^íorl from
similar in kind (o that which a provident landlord makes for the
improvement of his estate. The only measure of both should be
the assurance of an adequate remuneration.
It were easy to show, from the actual state of Ireland, that the
moral results which may reasonably be expected to flow from an
improvement of its social condition, should suffice, even on the
low ground of concomitant financial advantages, to fix the
attention of the Legislature to this subject. We need but refer
to the burdensome and costly establishments of Soldiery and
Police, which are necessarily maintained for the preservation of
peace and order, and which, in a really wholesome state of
society, might be greatly reduced.
But there are other considerations equally importing the
general welfare, and which it is more pleasing to dwell upon, as
being more worthy of a great and enlightened nation—consider¬
ations of justice, of generosity—of a liberal concern for the
improvement and civilization of our countrymen. In attending to
such considerations, no nation was ever faithless or blind to its
own best and dearest interests ; and were there no commercial
advantages for England in the projects which we submit for
adoption, nor any promise of actual benefit to the public treasury,
or of relief from the heavy contributions which the unsettled state
of society in Ireland annually extracts from it, yet the certainty
of rendering this country prosperous, and diffusing the blessings
of i)eace and industry, with their attendant fruits of knowledge
and moral culture, amongst its people, ought, as we have no
doubt it would, be considered an ample recompense.
2. On the Influence of Raihcays in developing the liesovrces
of a Conniry.
Experience testifies that increased facilities of intercourse
between distant places, and more especially between sea-ports
and the interior of a country, are among the most effective means
of extending civilization, with its attendant lights and benefits.
Together with the ojiportunities of communication, a desire to
take advantag-e of them is diffused; and this readiness will be
more decided, and the important results to be expected will follow
more promptly, in proportion as the means thus presented shall
combine security with convenience, and despatch with both.
The proofs and instances which sustain this assertion are not
confined to the case of any one country or district ; although they
are more observable in communities wJiere the resources of
wealth and commerce, already possessed by the inhabitants,
enable them to turn every advantage, as it arise.s, to immediate
account. In England, wherever new channels of communication
have been opened—either between dillerent parts oí the interior,
or the interior and the coast, or between dillerent sea-ports one
the Railway Commissioners, Ireland.
123
with another, or with other countries—these opportunities have
invariably been embraced without delay ; and the changes so
produced have been, on that account, the more striking. In less
favoured countries, the ability to [¡roßt by the occtision does not
always exist, but must be acquired by degrees ; consequently,
improvement also will be gradual, and its first manifestations the
more tardy.
The degree to which intercourse is not merely promoted but
actually created by the facility of accomplishing it could be
scarcely credited, but for the numerous and authentic examples
which establish the fact. The Omnibus traffic, of modern intro¬
duction, between different parts of London and its principal
suburbs, is a familiar instance which immediately suggests itself.
There is a constant succession of those conveyances, to and fro,
through all the leading avenues and streets of the metropolis, and
their number is increasing daily : yet, in addition to these frequent
means of transfer from east to west, small steamers are con¬
tinually plying between Westminster Bridge, Hungerford Market,
Dyers' Wharf and the Surrey side of London Bridge; by which
many thousand persons are withdrawn every day from the Om¬
nibus traffic; while below London Bridge the number of pas¬
sengers, by steam-vessels, down the Thames—also an introduction
of recent date—amounts to several millions in the year.
We learn that each of the two Greenwich Steam Packet Com¬
panies carried, last year, about 400,000 passengers ; that the
Woolwich Old Company, calling at Greenwich, carried more than
100,000 Greenwich passengers, besides 192,000 to Woolwich;
and the Nevv Woolwich Company carried nearly 100,000 pas¬
sengers between Woolwich, Blackwall, and London Bridge. To
these are to be added the many thousands who pass those places
to Gravesend, Margate, llamsgate, Southend, Dover, Herne
Bay, &c., &c. ; and, above all, the multitudes, greatly exceeding
one million, who, during the last year, passed by the Railway to
Greenwich, while the public conveyances on the high road
scarcely appeared diminished in number or in the frequency of
their journeys.*
These may possibly be regarded as peculiar cases, incidental to
the immense population of the great metropolis; but similar
results are found to occur, in a proportionate degree, in places
quite beyond the circle of that influence.
A writer on Statistics (G. R. Porter, Esq.) relates, that two
generations back " there were no means of reaching London from
• Wb believe it to be a faet, that thirty years back the only publie mode of con¬
veyance between Woolwich and London was by coach; and two coaches, each
leaving and returning twice in the day, were then deemed sufficient for the whole
passenger h'uffic ot that place. There are now omnibuses leaving twenty-four times,
and returning as often, in the day ; and a still greater number of vans and single-
horse coaches, running, as they fid, to Greenwich only, whence niost of the pas¬
sengers proceed by railway, steam-boat, or omnibus, to Loudon.
126
Second Report from
Horsham, in Sussex, but on foot or on horseback—the latter not
practicable in ail seasons. Horsham is 36 miles from London—
and the journey between the two places now occupies less than
four hours. More than thirty coaches pass through it daily, to
and from the metropolis, in addition to private carriages, post-
chaises, &c. The traffic of goods, chiefly coal and agricultural
produce, carried on in the district of which Horsham is the centre,
exceeds 40,000 tons in a year ; besides which, the road is con¬
stantly covered with droves of cattle and flocks of sheep."
This result has been obtained by a rise of only the first degree
in the scale of improvement, namely, an excellent road, without
even a canal. It is the effect of improved communications on a
country of rich soil, and bears analogy to what has taken place in
many parts of Ireland.
On the Stockton and Darlington Line the passenger-traffic, prior
to the establishment of the Railway, amounted only to 4000
persons in the year ; it now exceeds 16,000. On the Bolton Line
the average weekly number of passengers is 2,500, whereas the
number of coach journeys out and in per week, which the Railway
has superseded, amounted only to 2S, carrying, perhaps, on a
weekly average, about 280 or 3Ö0 persons.
On the Newcastle and Carlisle road, prior to the Railway, the
whole number of persons the public coaches were licensed to carry
in a week was 343, or, both ways, 686 ; now the average daily
number of passengers by the Railway, for the whole length, viz.,
47| miles, is 228, or 1596 in the week. ,
The number of passengers on the Dundee and Newtyle Line
exceeds, at this time, 50,000 annually; the estimated number of
persons who performed the same journey, previous to the opening
of the Railway, having been 400Ö.
Previous to the opening of the Railway between Liverpool and
Manchester there were about 400 passengers per day, or 146,000
a-year, travelling between those places by coaches ; whereas the
present number, by Railway alone, exceeds 500,000.
In foreign countries the results arising from the same cause
are equally, if not more, striking. The number of persons who
usually passed by the road between Brussels and Antwerp was
75,000 in the year; but, since the Railroad has been opened from
the former place to Malines, it has increased to 500,000; and,
since it was carried all through to Antwerp, the number has
exceeded a million. The opening of a branch from Malines to
Termonde appears to have added 200,000 to the latter number;
so that the passenger-traffic of that Railroad, superseding a road-
traffic of only 75,000 persons, now amounts to 1,200,000.
It is remarkable that on this, as on most other Railroads, the
greater number of passengers are those who travel short distances,
being as two to one compared with those who go the whole
distance. This appears from a statement read by Mr. Loch,
the Railway Commissioners, Ireland.
127
before the Statistical Society of Manchester, showing that between
April 30th and August 15th, 1836, 122,417 persons travelled the
whole distance, and 244,834 short distances ; chiefly to and from
Malines. He further states, that " nearly one-third of the whole
revenue of the Railway is derived from travelling to and from
Malines, and paying a fare of about 60 centimes, or nearly sixpence
sterling." On the same authority we learn another fact, most
deserving of attention in calculating the probable success of a
Railway in such a country as Ireland, viz.'—that nearly "three-fifths
of the whole revenue of the Company are derived from passengers
of the lower class, paying a very low fare.
We have no means of precisely ascertaining the difference in
the traffic of the United States of America, previous and subse¬
quently to the establishment of Railways ; hut, if it is allowable to
judge by the effect of an inferior species of accommodation, we
may conclude that it is very considerable. The American
Railroad Journal, 1833, says, that "in 1817, when the Erie
Canal was commenced, there were not more than fifty small
villages within a distance of 20 miles on each side, and extending
the whole length of the route; whereas there are now more than'
one hundred and thirty, exhibiting evidence of prosperity and
wealth, besides many well-cultivated and well-stocked farms."
The following return, taken from Pitkin s Statistics, shows a
great increase in the traffic of a Railway, after it has been some
time at work, and may be offered as a proof of the influence
which such superior facilities exercise, in proportion as they
become better known, in promoting general intercourse.
Traffic on the Hudson and Mohawk Railroad, for the years
1833 and 1834.
1833, Passengers departing from Albany . 59,599
„ Ditto from Schenectady . 56,155
115,754
1834, Passengers departing from Albany . 78,188
,, Ditto from Schenectady . 65,290
143,478
Increase . . . 27,724
The number of Railroads, however, which have been established
in the United States, and the unabated anxiety which still
prevails there to multiply and extend them in all directions, are
convincing indications, both of the high estimation in which the
Americans hold such accelerated means of intercourse, and of
their knowledge of their advantages. Doubtless they have expe¬
rienced its powerful and effectual aid in advancing a people
128
Second Report from
from a rude and half-civilized conditio« towards the highest state
ot improvement. The Railroads which were completed, or
nearly so, on the 1st of January, 1835, in the United States, ex¬
tended 1600 miles in length, and their cost was thirty millions of
dollars, or 8,130,GOOZ. sterling.
We shall mention one more instance somewhat distinct from
those which have preceded, as showing the high degree of
advantage which steam-vessels and Railways, when so placed as
to admit of their joint co-operation, may reciprocally impart and
receive ; and how great an impulse such a combination gives to
trade and to the general intercourse of society. The instance we
allude to is that of the Hull and Selby steam-packets, which
conveyed 33,882 passengers in the year that preceded the
opening of the Leeds and Selby Railway, and in the year follow¬
ing, 62,105.
We have direct proofs that Ireland is as capable as other
countries of being influenced by the same cause, and of profiting
by its operation ; and there is this additional motive to recom¬
mend the subject for consideration, that the backward state of the
country, and its not unfavourable position, present a stronger
obligation, as well as a wider scope, for improvement.
In the Reports and Evidence of Engineers,* and of the Board
of Public Works,f the most striking effects are described as
having resulted from the opening of roads through districts
which had been previously shut up from intercourse with other
parts of the country ; the traffic which immediately ensued, in
almost every instance, surpassed the most favourable calculations
that had been formed of it. Erequently roads first made with
gravel, which were expected to last for years, were so worn
before the expiration of the second year, that it became necessary
to apply substantial coverings of broken stone : and even small
portions of those roads were scarcely out of the engineer's hands
before thev were Covered with the carts of the farmers, eager to
take advantage of the improvement.
The enterprise and intelligence of an individual has, within the
last 20 years, supplied the entire of the south, and a great portion
of the west of Ireland, with means of internal communication,
by a species of accommodation, and in directions, which, till
then, had been unattempted—we mean a regular system of
communication by cars between the provincial towns ; for it is
worthy of remark, that, while the intercourse has been long kept
up by public coaches and other vehicles between Dublin and the
great towns, and between the several places situate on those
lines one with another, there w'as scarcely an instance of a public
* Parliameniary Papers on the Employment of the Pooï in Ireland^ 1823. Par¬
liamentary Reports ui' Kniçineers, 1823.
t Animal Huports presented to Purliaincnt.
the Railway Commissioners, Ireland.
129
conveyance plying regularly by the cross roads, until the indi¬
vidual we allude to undertook it. VVe speak of Mr. Biaiiconi,
of Clonniel, whose flourishing establishments afford a distinct and
unequivocal proof that Ireland is in a condition to take advantage,
speedily and effectually of such facilities of internal communica¬
tion as may occur. Mr. Bianconi is a native of Milan, who,
when he settled in this country, was unacquainted even with the
language spoken by its inhabitants. With a capital little exceed¬
ing the expense of the outfit, he commenced running a car
between Clonmel and Cahir. Fortune, or rather the due reward
of industiy and integrity, favored his first efforts, and he soon
began to increase the number of his cars, and to multiply their
routes, until his establishments, which are still extending them¬
selves in all directions, spread over the whole province of
Munster, passed through Kilkenny to Wexford, Carlow, and
Mountmellick, in Leinster, and penetrated into the counties of
Sligo and Leitrim on the north-west. He has now 94 public
carriages in constant work, and the distances traversed by them
exceed three thousand miles per day.
44iese results are the more striking and instructive, as having
been accomplished in a district which has been long represented
as the focus of unreclaimed violence and barbarism, where neither
life nor property can be deemed secure. Whilst many persons,
possessing a personal interest in everything tending to improve
and enrich, have been so misled or inconsiderate, as to repel, by
exaggerated statements, British capital from their doors, this
intelligent foreigner chose the county-town of Tipperary as the
centre of his operations, wherein to embark all the fruits of his
industry, in a traffic peculiarly exposed to the power and even to
the caprice of the peasantry. The event has shown that his
confidence in their good sense and good feeling was not ill-
grounded. By a system of steady and just treatment he has
maintained a complete mastery, exempt from lawless intimidation
or control, over the various servants and agents employed by
him ; and his establishment is popular with all classes, on account
of its general usefulness and of the fair and liberal principles of
its management.
It should be recollected that the success achieved by this
spirited individual, is the result, not of a single experiment,
which might have been favored by particular local circumstances,
but of a series of distinct experiments, all of which have been
successful. To attribute this to his perseverance and intelligence
would be so far true, as those qualities are necessary in order to
give effect to the best adapted plans, under the most favorable
circumstances ; but it must at the same time be obvious, that no
degree of personal energy or sagacity could create a constant
intercourse, where none had previously existed, had there not
been in the country itself a necessity for such facilities as Mr.
K
130
Second Report from
Bianconi introduced, and an aptitude and capability of making
use of them.
To what degree such capabilities would he further called forth
by the establishment of railways, we can for the present only
conjecture by their effects in other countries, and by reasoning
from analogy upon the changes which much inferior accommoda¬
tion has accomplished in Ireland. As yet there is but one
railway in Ireland, and that depending, perhaps, on peculiar
local circumstances, and, at all events, being on too limited a
scale to be fairly cited as a guarantee for the success of under¬
takings, in their nature and design more general and extensive.
But its history, as far as it is applicable, perfectly accords with
our opinion, as to the increased intercourse that follows the
adoption of improved means of carrying it on. The Dublin and
Kingstown railway has been in operation for three years only ;
the prices are not lower than those of the ordinary road convey¬
ances, and the line being a very short one, no considerable saving
is effected in point of time ; yet it has more traffic than ever was
known to be on the high road, while the latter is still frequented
to a great extent, with carriages, horses, and foot passengers.
The owners of hackney cars, who had derived all their support
from the intercourse between Dublin and Kingstown, and feared
that they would be thrown out of bread by the railway, have
actually experienced an improvement in their business,'—not all,
indeed, being employed upon the same line as before—but
finding the deficit amply made up by calls to places not directly
in the line of railway, and in journeys and excursions to and from
its several stations.
The introduction of steam navigation has caused a vast in¬
crease of intercourse and of business from every part of the inte¬
rior of Ireland with the coast, from which it is easily accessible.
On the Lower Shannon from Limerick to Kilrush and Tarbert,
a communication was established by the Dublin Steam Com¬
pany, in the year 1829, by a single steam-boat going and return¬
ing on alternate days ; great numbers from the counties of
Limerick and Tipperary availed themselves of the opportunities
thus afforded, of an easy communication with the sea-coast ; and
not only have the above-named towns, more particularly Kilrush,
been much enriched by the constant influx of strangers, but a
thriving bathing village has been created at Kilkee, on the shore
of the Atlantic Ocean, where, a few years ago, nothing was to be
seen but the wild mountain-heath, and some scattered hovels
among the rocks upon the shore. The villages of Miltown and
Ballybunnion have also become places of considerable resort and
importance through the same means.
The single steam-boat, plying on alternate days, is no longer
sufficient for this traffic, which now gives full employment to two
packets of more capacious dimensions, departing with passengers
the Railway Commissioners, Ireland.
131
and goods from either end of the line every day. The number of
persons who were carried last year by these boats amounted to
22,417.
On the Upper Shannon, that is, above Killaloe, one steamer
of 100 horse power and smaller steam-boats have been launched
within the last few years, and a regular and expeditious commu¬
nication is thereby maintained between Limerick and Shannon
Harbour, and thence by the Grand Canal to Dublin. The
benefits of this traffic are obtained by the districts on each side
of the river, as far as its junction with the canal, by means of
quays erected at convenient intervals along the banks, by the
Dublin Steam Packet Company, through the effective and un¬
wearied enterprise of Mr. Charles W. Williams.
Ten thousand passengers were also carried between Cork and
Cove, by steam-boats on that station, during the year 1836.
The communication between this country and Great Britain
has been greatly extended and increased since the establishment
of steam packets ; but, we regret, that owing to the reluctance
of the private steam packet companies to supply the details
which we desired upon this subject, we are not enabled to state
precisely the amount of the increase. The following facts, how¬
ever, establish the conclusion that it must be exceedingly great ;
and if we should estimate it on a rough calculation, at twenty
times the number carried by the sailing packets, we could
scarcely be charged with exaggeration. The regular intercourse
with Great Britain, previous to the year 1821, was carried on
almost exclusively by the Post Office sailing packets, and the
passage by Holyhead being preferable for its shortness and
greater security, was then more frequented than all the rest : yet
the average number who crossed the channel by that favorite
route, comprehending, probably more than one half of the entire,
did not then exceed 14,600 in the year. Now that steam packets
are running from every port between Cork and Londonderry to
various parts of England and Scotland, the annual number of
passengers to Holyhead by the Post Office steam boats is at
present more than 11,000, while the passengers to Liverpool, by
the packets in the same service, amount to 26,000. For the
cause already intimated, we have not been able to ascertain what
numbers depart daily in vessels of the several companies for
Bristol, Liverpool, and Glasgow ; but the number of vessels
engaged in this traffic, and constantly afloat, amount to twenty-
eight, and the extent of their traffic in passengers may be conjec¬
tured by a return which we believe to be perfectly authentic, that
in the course of last year 15,600 persons passed between the
comparatively inconsiderable port of Drogheda and the coast of
Great Britain. An inference to the same effect is also supplied
by the fact that 10,000 passengers were conveyed last year by
K 2
132
Second Rejjort from
vessels making the circuitous and comparatively hazardous
voyage between Dublin and London.
A striking illustration of the increase of business in Ireland,
occasioned by the opening of new and convenient channels of
communication, presents itself in the traffic of trading steam
vessels between different ports in this country and in Great
Britain. From Cork, Waterford, Wexford, Dublin, Drogheda,
Dundalk, Newry, Ardglass, Belfast, Coleraine, and London¬
derry, á regular and fiequent intercourse is kept up by steam
vessels, with London, Bristol, Liverpool, and Glasgow ; from
two to four of these vessels passing each way between Dublin
and Liverpool every day. Nine-tenths of the traffic thus carried
on may be said to be new, such as the trade in fattened cattle—a
most important item in the present exports of Ireland—as also
in several articles of inferior value, which it would have been too
hazardous to have shipped, while subject to the chances of delay
and of uncertain times of arrival, to which sailing vessels are
necessarily liable. Of the extent of such transactions, a notion
may be formed from the estimated amount of the export of eggs
only, wffiich is valued at 156,039¿. for the year 1835.
In consequence of the readiness and speed with which personal
communications can be effected through these means, even the
mode of trading has taken a new turn, which is generally deemed
favorable to the commerce and conducive to the increasing
prosperity of the interior of Ireland. The country dealers and
merchants now commonly proceed directly to Great Britain to
transact their own business, instead of employing factors or
agents in Dublin to do it for them. Hence the amount of busi¬
ness transacted is considerably increased, and its benefits being
more generally diffused through the country, the effect is more
advantageous to the community. Dublin has, indeed, suffered
by ceasing to be the storehouse from which the provincial dealers
were accustomed to draw all their supplies ; but this partial ill is
a general good, the public being generally better served, and on
fairer terms.
A well arranged system of Railways in Ireland would have the
effect of continuing, and extending throughout the country, the
benefits which the outports have thus obtained by the introduction
of steam vessels. It is scarcely necessary to dwell upon the
great and obvious advantages which would result from such com¬
bined facilities of intercourse. The subsisting relations of business
and commerce would be thereby extended and enlarged, and
Others formed, opening fresh resources to the industry and enter¬
prise of the trading portion of the community, while an object of
no less consideration would be immediately attained in rendering
agricultural produce, which may be called the grand staple of this
country, at the same time more profitable to the producers, and ac-
the Railway Commisaioners, Ireland.
133
cessible on easier terms to the principal purchasers and consumers.
We have already mentioned, that a considerable traffic has been
formed since the application of steam vessels to purposes of com¬
mercial transport in the exportation of fat cattle. The direct
benefit, however, derived from this trade on the part of Ireland,
is confined to counties adjacent to the eastern ports, or connected
with them by canals; for the condition of the animals would
suffer so much by their being driven any considerable distance,
that thev are necessarily disposed of in some neighbouring
market; and thus the great, feeding counties of Limerick, Clare,
and parts ofTipperary and Queen's County, are precluded from
the advantages recently opened to other places. A Railway in¬
tersecting the country from Dublin would place the cattle of
those rich pastures within reach of Liverpool, Manchester, and
Birmingham, thereby insuring to these markets a larger supply, and
of superior quality, while the profits of the Irish feeder would be
proportionally enhanced. Asimilar advantage would be secured
through the same means, to the growers of corn, that the prices of
produce thus equalised through the whole country, land would
be of nearly equal value to the cultivator at a distance from the
metropolis as in its immediate neighbourhood ; and hence the in¬
ducement to expend capital and labor upon its improvements
would be as strong in the one case as in the other.
An opinion, which we believe to be quite erroneous, has become
prevalent, that because in the populous and wealthy districts in
which Railways have been established, their traffic has consisted
for the most part in the conveyance of passengers and goods of
high value ; they are, therefore, ill adapted to the conveyance of
goods of bulk or of ordinary value. This notion has probably
arisen from the inconvenience and difficulty hitherto experienced
in combining the two purposes in such a manner as to yield a
remunerative profit to the proprietors. We cannot, however, see
any reason to doubt, but on the contrary, we can see good grounds
for calculating on a great extent of profitable traffic in agricul¬
tural produce and live stock, as well as in other articles.
A similar opinion, which has been proved to be quite ground¬
less, was at first entertained with respect to steam vessels, and it
was some considerable time after they had been used for the con¬
veyance of passengers that they were employed in carrying cargoes
of grain and stock, with which they are now so extensively
freighted between Ireland and Great Britain.
Probably the best answer to such an objection as we have
mentioned, will be found in the following table of the value, in
tons, of the several kinds of Irish agricultural produce respeç-
tively:—
134
Second Reportß-om
Average Value, per Ton, of Agricultural Produce in Ireland.
Butter . ,
per ton
. £90
Beef and Mutton .
9 > "
45
Bacon , ,
9 9 •
42
Pork , .
9 9 •
30
Second Flour
9 9 •
20
Wheat
J 9 •
12
Oatmeal .
9 9 •
12
Barley .
9 9
8
Oats . .
9 9
7
Now, when we consider the intrinsic value of these commo¬
dities, why should it be thought that they cannot, for the advan¬
tage of a surer and better market, very well support the expense of
Railway conveyance ? We repeat, therefore, our persuasion,
that besides the advantages of speed, security, and exemption
from waste or deterioration, the dealer in these articles will find
the Railway the most economical method of transport that he
could possibly adopt.
Among the inducements which we may notice, as holding out
a prospect of support for such undertakings, are to be mentioned
the numbers from all parts of the United Kingdom, and even
from the Continent of Europe, who would resort to Ireland, as
travellers, to view the natural beauties of its splendid and varied
scenery ; and some, no doubt, to acquire a more perfect know¬
ledge of the character and condition of the people. The line
which we propose to Cork passes within a morning's drive of
Killarney, and through a highly picturesque country besides; and
should a Railw.ay be completed to Holyhead, or some other port
in North Wales, as forming part of the plan recommended by us,
with a view to the safest and most rapid communication with
America, the tourist will then have an opportunity of passing
through the magnificent mountain scenery of Wales, and visiting the
most remarkable places both in the north and south of Ireland at
a very moderate expense, and in a few days. To many, the saving
of time will be a much more valuable consideration than a reduc¬
tion of expense, though the latter will, of course, operate as a
strong inducement to numbers; and we have no doubt, that a
considerable accession of traffic will be derived during the summer
and autumn of every year from this source.
But the moral effects of such intercourse will perhaps outweigh
the immediate jiecuniary interests involved in it, by the important in¬
fluence which they will exercise on the fate of the country. Ireland,
though for. years past a subject of anxious attention and discus¬
sion in public, is really very little known to the British people ;
and the disadvantage to both countries, arising from that circum¬
stance, is much greater than is generally su[)posed. Connected
as they are by the same laws and identified in interests, any pro-
the Railway Commissioners, Ireland.
135
posai to cement this union by drawing their inhabitants closer
together in the bonds of nuitual intercourse and knowledge, claims
general attention, and if it appear calculated to promote that end,
should command general support.
If the lines recommended by us shall be adopted, there will,
undoubtedly, be a large resort of strangers to Ireland, and great
numbers will constantly pass and repass through the land. It
might be enough for the shareholders and proprietors of a Rail¬
way to be assured of this, without troubling themselves to ask
what business may have brought so many travellers to their trains, or
whither they may go after departing from the stations. But these
are questions of great interest and importance to the country, for
so abundant and continuous a stream could not flow through its
soil without fertilising and enriching it on both sides. Those
frequent visitors, whether engaged in commerce, attracted hy
curiosity, or merely passing on to a more remote destination,
must, necessarily, cause an increased activity in various depart¬
ments of business, and add most considerably to the circulation of
money. Thus, although a Railroad itself, as a mercantile specu¬
lation, might not all at once fulfil the sanguine expectations of
the projectors, it would still be an invaluable source of general
wealth and prosperity.
It would be an endless task to point out the various interests and
social relations which would be more or less affected by the intro¬
duction of this mode of traffic on an extensive scale; but it may
be proper, before we conclude this part of our subject, to advert
shortly to its probable effects upon some departments of the public
service.
Of these, the Post Office naturally presents itself to the mind.
The vast importance of the transmission of letters in less than half
of the ordinary time needs but to be mentioned. There is not a
merchant, or man of extensive business, but can readily appeal to
instances of the great value of even a few hours saved in the car¬
riage of letters; and it has been shown, that by the Railway, entire
days may be saved in the post between London and many parts
of Ireland.
We may contemplate, as another example, the effects on the
military service of the country, the facility of moving troops in
large bodies, hundreds of miles within a few hours, fully supplied
with artillery and stores of all kinds, and in a state of perfect
readiness either to oppose foreign aggression or repress domestic
outrage, must be apparent ; and its influence upon the security of
the public peace can scarcely be overrated.
But it is needless to multiply instances of the application of this
princijde, as far as its powers have been ascertained, to the actual
concerns of the country, and it would be folly to attempt to im¬
pose limits to its future influences in creating new resources for
the population, or in giving directions as yet unknown to those
136
Second Report from
already possessed. The French Minister of Public Works, in a
late address to the Chamber of Deputies, says, " Railways are
assuredly, next to the invention of printing, the most powerful in¬
strument of civilization that the ingenuity of man has ever devised.
It is difficult, if not impossible, to foresee and define the results
which they must, of necessity, at some period produce on the fate
of nations." The observation does not appear to be in the least
overstrained. The mind can scarcely set bounds to the e.stent to
which the effects of so important a discovery may be carried, nor
the imagination take too wide a scope in speculating upon its
future operations. What has been already done upon its very
threshold, and as it were in the dark, seems but an earnest of ad¬
vantages to come, when experience shall have shed its full liglit
upon the subject and brought this wondrous power more within
the grasp and the command of man.
3. Conclusion ;—Suggestions and recnmmendntiov.s as to the
extent of public aid ivhich it might be advisable to afford ;—
the manner in which it might be given, and under what con¬
ditions.
Having now examined the principles by which a general system
for Railways in Ireland should be regulated, and laid down lines
which would, as we conceive, be the most beneficial to the country,
we shall conclude our Report with a few suggestions as to the
means and the manner of carrying those projects either altogether,
or in part, into execution, and some observations upon the prin¬
ciples on which Railway Bills should be framed for the mutual
benefit of the public and the Companies.
There can be no doubt that parties might be found ready to un¬
dertake certain portions of these lines, which hold out special
prospects of advantage ; such, for example, as the first twenty or
thirty miles leading out of Dublin, over which all the traffic with
other places, near as well as remote, must necessarily pass. But
since, according to our calculations, the return of profit on the
whole system could not be expected, for some time, to exceed 3-|
or 4 per cent., it is manifest that if the best and most productive
portions are taken possession of unconditionally, there can be
no reasonable hope that the remainder will ever be carried into
effect. This would so completely frustrate the most important of
the objects contemplated in issuing this Commission, by opposing
a bar to the future imjirovement of the country, that we trust it
will not be in any case permitted. It would he even more ad¬
visable that no partial lipe should be sanctioned until the country
should possess within itself tl^e means of undertaking the whole
system to its full extent, than at once and for ever to obstruct and
paralyse all future exertions for its accom]ilislimcnl, by abandon¬
ing to parties having particular and distinct interests, the mono¬
poly of some of its most productive detached portions.
the Railway Commissioners, Ireland,
137
We, therefore, earnestly recommend, that every effort should
be made to combine into one interest, and under one manage¬
ment and control, the whole of the southern system of inter-
comnninication between Dublin and Cork, Limerick, Waterford,
and Kilkenny ; and that the northern line, by Navan—to Armagh
at least—be treated according to the same principle, and con¬
sidered as one concern.*
If a body of capitalists be found ready to undertake either of
tiiese great works, as a whole, we presume that the general
feeling of the legislature and of the country, will be to leave the
e.vecution of it as little fettered as possible by restriction, to the
management of private enterprise ; and in addition to this, it
would be just and advisable to relieve them from all needless ex¬
penses to which otherwise, in the existing state of the law, they
would be liable. With this view, we recommend particularly,
that the Act of Parliament be granted free of any charge, as for
a public measure ; that a mode of determining the amounts to
be paid in compensation of land and damages be adopted, on
principles more fixed and independent of private or local bias
than the present practice ; and that some general enactment be
provided, authorising, to a certain extent, alterations of obvious
utilit}', to be introduced in the original plan, without the costly
expedient of resorting, in every case, to Parliament for a new
amended Act.
But the investigations which vie. have made lead us to doubt
whether any company will be induced to undertake either of
tliese great lines, even with the facilities and advantages which
might, on general principles, be afforded them. In such case we
tiust, that to avoid the evil of partial execution, and to accom¬
plish so important a national object as that contemplated in the
completion of the entire system, we may look forward to a
certain degree of assistance from the State, as great, at least, as
has been given for the encouragement of other public works in
Ireland ; and on those grounds of policy, which we believe have
not been disputed, and on which it is therefore unnecessary for
us to enlarge.
We feel not only the difficulty of the subject, but also that we
should be exceeding the bounds of our instructions, to enter
minutely into the precise form and amount of the aid which we
have ventured to express our hope may be afforded. At the
same time, the following suggestions may not be considered irre-
levant, as to the different modes by which the State might
render great assistance, in forwarding these important objects,
"VVe shoxild have wUhcd the general avninj^Gment to have included iii the line
the distance between Armagh and Belfast; but as that is already occupied by a
company in full operation with the works, it is to he hoped that a readiness to unite
in the same system for fares, &c., as shall he adopted for the rest, may render the
ruinous expedient of a distinct line into Belfast unnecessary.
138
Second Report from
without injury to other public interests ; they are offered merely
as suggestions of principles which may be deserving of con¬
sideration, and as admitting of modifications in their details, so
as to form the groundwork of an agreement between the Go¬
vernment and the parties interested. We proceed, therefore, to
suggest—
First, That Government should advance, by way of loan, a
considerable proportion of the amount of the estimates, at the
lowest rate of interest, and on the easiest terms of repayment,
to be secured by a mortgage of the works. We think that many
landholders may also be found to subscribe towards carrying into
effect an object which, in addition to its importance as a national
concern, cannot fail to benefit and improve their own pro¬
perties.
As a further assistance in filling the subscriptions, perhaps
powers might be given to the counties interested, as well as to
corporate towns, to become shareholders to certain amounts ; the
Government, in such case, advancing the money on the security
of presentments, in the usual manner, and the return on such
shares being available for the reduction of the county or other
rates.
A provision, however, will he necessary in this case, to insure
the co-operation of the whole of the districts interested—the
approval of a certain majority having been obtained.
Secondly, if these means be rejected, or fail to produce suffi¬
cient subscriptions to insure, in the first instance, the execution
of the entire system, we would suggest that the work might
still be allowed to go forward—beginning at Dublin, or other
fixed terminus, to any other determinate point, such portion,
however, not to be considered as an integral line, but only as a
part of the general system, and to be continued from that point
towards the ultimate termini of the several lines and branches, as
new subscriptions are received. The subscribers to these con¬
tinuations should be entitled to all the privileges and advantages
arising from the whole portion of the line already executed, from
the date of the payment of their respective subscriptions, equi¬
tably estimated according to the time when each subscription
shall be made.
Thirdly, we would further venture to suggest that the Go¬
vernment should undertake either or both of the proposed com¬
bined lines, on the application of the counties interested; the
outlay to be repaid by small instalments, at the lowest admissible
rate of interest, and under the provision, that in the event of the
returns not paying the stipulated amount of interest, the counties
shall supply the deficit by presentments.
In offering this proposition we may be allowed to state, that
relying on the result of our estimates, our impression is, that the
local districts under such an arrangemen twould, to insure a
the Railway Commissioners, Ireland.
139
certain great benefit, incur but a very inconsiderable risk, freeing
themselves at the same time from many inconvenient arrange¬
ments.
This proposition is somewhat on the principle adopted for the
improvement of the Shannon navigation. It is, of course, sus¬
ceptible of various forms and modifications ; but we purposely
avoid entering into details, which, however, we see no difficulty
in filling up to suit all the circumstances of the case.
Should either of the two latter suggestions he adopted, the
Government will possess an immediate interest in the due exe¬
cution of the work, and must, of course, have a great share in its
direction. But even were the work undertaken without public
aid, we are still of opinion that it should, in a certain degree, be
subject to the control of the State.
It is a favourite opinion with many that all undertakings of this
description are best left to the free and unfettered exercise of
private enterprise, and that the less the State interferes, either in
prescribing their execution, or controlling their subsequent ope¬
ration and management, the better.
We are fully sensible of the great advantages to be obtained by
allowing full scope to the vigour, energy, and intelligence of
individuals associated for such important purposes ; and that it
would be equally inconsistent with the interests and with the
rights of society were such exertions crippled or restrained by
unnecessary or impolitic regulations. But we apprehend that the
essential difference between railways and any other description of
public works has been overlooked, and that power and privileges
have been conceded to private companies, which should be ex¬
ercised only under the direct authority of the State, or under
regulations enforced by effective superintendence and control.
So great are the powers, so vast the capabilities of a railroad,
that it must, wherever established, at once supersede the common
road ; and not only will all the public conveyances now in use
disappear, but even the means of posting will, in all probability
rapidly decline, and eventually, perhaps, cease to be found along
its line. These effects may be expected as the necessary conse¬
quences of opening a railway. Its superiority is too manifest and
decided to admit of rivalry; it possesses almost unlimited means
of accommodation ; no amount of traffic exists on any road, or is
likely to exist, which a single railway is not capable of con-
veying; no concourse of passengers, which it cannot promptly
dispose of; the velocity of the locomotive, when impelled even
at a very considerable reduction of its full power, surpasses the
greatest speed which the best appointed coach on the best made
road can maintain : in short, where the capabilites of the system
are brought lully into operation, they present such an accu¬
mulation of advantages, as to render it an instrument of un¬
equalled power in advancing the prosperity of a country.
140
Second Report from
It tlierefoie deeply concerns tlie public, wliose welfare is in¬
separably connected with all that tends to improve the internal
resources, or to maintain the commercial and manufacturing
superiority of these countries, that such works should he pro¬
moted ; and consequently every encouragement, consistent with
the regard due to otlier interests, should he given to capitalists,
who n)ay he willing to undertake them. Their propositions
should be submitted to a competent and duly constituted tri¬
bunal ; and if approved, should he adopted and stamped as
national enterprises. As such they should he protected from all
unnecessary e.xpense—from extravagant demands for compen¬
sation—from vexatious opposition, and from the ruinous com¬
petition of other companies. To that extent they have a strong
claim on the protection of the State.
But, on the other hand, the public interest would require that
they should he hound by such conditions, and held subject to
such well-considered regulations and effective control, as shall
secure to the country at large the full benefit and accommodation
of this admirable system.
The practice hitherto followed in England has been almost the
very reverse of that which we here recommend. No preliminary
steps are taken on behalf of the public, to ascertain whether the
proposed railroad be well adapted to its specific object, or cal¬
culated to form a part of a more general system. The best and
the worst devised schemes are entertained alike, being equally
exposed to opposition, and left equally unprotected against the
difficulties which interested parties may raise up against them.
Nay, a railway bill may be passed, or it may be rejected ; but the
fate of the project merely proves the number and influence of its
respective supporters or opponents. Its failure or success is no
test whatever of its merits, as a measure of general utility ; for
that consideration forms a very small part of the inquiry before
Parliament.
The principal points which, on application for an Act, the pro¬
jectors of a railroad are required to establish before Parliament
are these :—
1st. That the probable traffic be sufficient to justify such an
establishment.
2nd. That the project for effecting the given object be so
planned as to produce good mechanical results.
3rd. That adequate funds be secured for carrying it into exe¬
cution.
4th. That private property be not unduly interfered with.
Of these tlie second alone bears reference to the future effi¬
ciency of the work ; and even this confines the attention of Par¬
liament to the one only oflhe many important questions in which
the interests and accommodation of the public are involved. It
also relates to a sulyect so professional in its nature, that it is not
the Railway Commissioners, Ireland.
141
to be expected that a Parliamentary Committee, constituted as
such tribunals generally are, should be competent to examine or
decide upon it.
Should the parties succeed in obtaining a favourable Report,
they are usually empowered to proceed, and to hold the work as
any other description of private property, subject to little or no
external regulation or control. Hence are they enabled to esta¬
blish a monopoly, in the most extensive sense, and to keep the
intercourse of the country entirely at their command. The rate
of speed, the choice for departing, the number of journeys in the
day, rest at their discretion ; and as they have the unlimited right
of fixing the charges for the conveyance both of passengers and
goods, they then have an opportunity of repaying themselves, not
only for the legitimate costs of constructing and maintaining the
Railway, but for all the heavy expenditure incurred, either
through their own extravagance, or in consequence of the various
impositions practised upon them. Thus, every item of unne¬
cessary expense falls eventually upon the public.
Sanguine anticipations have been formed of the advantages
already enumerated, of rapidity, facility, frequency, and economj%
which this mode of communication is unquestionably calculated
to afford. But it will depend greatly upon the will of the
Railway Companies, as at present constituted, to what extent
such expectations shall be realised.
With respect to the first of those advantages, that of rapidity, it
is known that as the speed increases, the expenses increase in so
high a proportion, that it may be apprehended there will be a
strong temptation to bring down the velocity to a rate not much
exceeding the best public conveyances which the Railway will
have superseded.
Next, as to facility of communication, the existence of separate
Companies along the same line, without a provision to regulate
and enforce their co-operation, may be productive of the greatest
inconvenience ; and it is already exemplified in the most im¬
portant line in the kingdom—that from London to Liverpool :—it
is a matter of notoriety that a junction of the two lines, near
Birmingham, might readily have been effected, and by that
means the inconvenience and delay of transferring goods and
passengers avoided.
It has been avowed by certain Companies, that it is their
intention not to run their carriages on a Sunday. If they exercise
such a power, it will be tantamount to locking the turnpike-gates
on common roads ; for, although most Acts allow individuals to
run their own carriages, and even their own locomotives on rail¬
ways, this privilege is only allowed, subject to the approval and
regulations of the Company. Scarcely under any circumstances
does it appear to us that an individual could take advantage of
such permission ; but it is evident, that while accompanied by
142
Second Report from
the condition we have named, it becomes wholly inoperative, as a
remedy for any inconvenient regulation which a Company may
think it right to enforce.
Lastly, as to economy ; it may, without fear of contradiction,
be stated, that the practice hitherto followed leads, necessarily,
to the highest possible rates of charge. The expenses, which are
generally excessive, of obtaining the sanction of Parliament, the
exorbitant payments frequently extorted as compensation, or to
buy off a vexatious opposition ; the superfluous and wasteful
profusion often displayed in the construction of the work itself;
all concur to demand a large return from the public; which the
proprietors, as carriers, being unrestricted as to the rates of charge,
will not fail to enforce. And they will the less scruple to do so,
because competition, the usual remedy against a disregard of the
public accommodation, would be ruinous, and can, in such cases,
be rarely resorted to.
We ventured, in our first Report, to point out the probable
consequences of confiding such unrestricted powers to private and
irresponsible individuals : as regards the conveyance of the mails,
these have already begun to manifest themselves ; but they are
trifling when compared with the serious evils, which, we fear,
must inevitably result from such improvident concessions. We
believe that railway travelling will continue to maintain a su¬
periority over that which it has superseded ; but there is reason
to fear that it will be far below what the country might have
derived under better regulations ; when this is perceived and
understood, the satisfaction which is now felt will give way to
discontent and complaint, and retrospective legislation will supply
but a partial and imperfect remedy.
It might be well to look to the proceedings of other countries,
in reference to this important matter. In France the main lines
have been laid out under the immediate direction of the Govern¬
ment, and the conditions made known, on which private Com¬
panies will be empowered to construct and work them. America,
as might be expected, from its separate and independent juris¬
dictions, has proceeded less systematically ; but the several States
have, in general, become shareholders to a large amount, and
have thus acquired great influence in the direction of the railways
undertaken within their respective limits.
In England alone, the main lines of communication have been
committed to the direction of individuals, almost unconditionally,
and without control. We believe this has arisen, in a great
measure, from the suddenness with which this invention burst
upon the country, and the imperfect view which has as yet been
taken of its extraordinary power, as well as of the extent to which
the public interests are involved in its just application and
management.
But to whatever cause this may be attributed, we have deemed
the Railway Commissioners, Ireland. 143
it our duty, before closing our Report, to urge these important
considerations on public attention, in the earnest hope that, in
Ireland, where the ground is yet untrodden, every precaution may
be taken, and every measure adopted, which can contribute, on
the one hand, to the encouragement of the capitalist, and, on the
other, to secure to the country the full and entire benefit which
the railway system is capable of affording.
We humbly submit this, our Second and final Report, to your
Majesty's consideration.
T. DRUMMOND, (L. S.)
J. F. BURGOYNE, (L. S.)
PETER BARLOW, (l. S.)
RICHARD GRIFFITH, (t. s.)
Dublin, \Zth July, 1838.
HARRY D. JONES, Secretary.
141
Second Report from
NOTES REFERRED TO IN REPORT, Parts II. & III.
NOTE A.
Statement of the actual Traffic on several existing Railways,
its Increase since the opening of these Lines, the previous
Road Traffic, Sçc. ^'c. ^-c.
Liverpool and Manchester Railway, opened 16th September, 1830.
Statement of the number of Passengers booked at the offices of the Com¬
pany in each successive half year, from July 1st, 1831, to December 31st,
1836, and the Receipts duriníí the same period.
[Note.—The numbers do not include the passengers taken up on the
road, but the sums stated include the whole receipt.]
Half Year ending
Year.
No. of Passengers.
Receipts.
June 30th,
1831
188,
,726
£ 43,600
0
0
December 31st,
1831
256.
,321
58,348
10
0
June 30th,
1832
174
,122
40,044
14
7
December 31st,
1832
182.
,823
43,120
6
11
June 30th,
1833
171
.421
44,130
17
2
December 31st,
1833
215.
,071
54,685
6
11
June 30th,
1834
2oo;
,676
50,770
16
11
December 31st,
1834
238,
153*
60,292
7
4
June 30th,
1835
206.
,856*
52,437
3
4
December 31st,
1835
268!
.197*
67,897
19
2
June 30th,
1836
228,
,866*
57,914
2
6
[Note.—The number of passengers carried is not stated in the Company's
returns from December, 183-t ; the numbers, therefore, marked with asterisks
are estimated from the receipts.]
Statement of the number oftons of Merchandise carried between Liver¬
pool and Manchester, for each successive half year, from July 1st,
1831, to December 31st, 1836, and the Receipts for Merchandise
during the same period.
[Note.—The tonnage does not include certain road-traffic, but the receipt
applies to the whole, j
Half Year ending
Year.
No. of Tons.
Receipts,
December 31st,
1831
52,224
£ 30,784
17
8
June 30ih,
1832
54,174
32,477
14
0
December 31st,
1832
61,995
34,977
12
7
June 30th,
1833
68,284
39,301
17
3
December 31st,
18,33
69,806
32,957
16
8
June 30ih,
1834
69,522
41,087
19
5
December 31st.
1834
69,911»
41,197
18
6
June 30th,
1835
74,042*
43,631
1
4
December 31st,
1835
78,698*
46,375
15
8
June 30ih,
1836
80,507*
47,441
1
1
December 31st,
1836
[Note.—The number of tons carried is not stated in the Company's
returns, from December, 1834, to December, 1836. The above numliors
marked with asterisks are computed from the receipts.]
Beside this tonnage carried tlie whole way, there are a considerable num¬
ber oftons, perhaps half as many as the above, carried to various distances,
at a medmni of about one half, or lô miles.
the Railway Commissioners, Ireland.
145
Statement of the quantities of Coals carried on the Liverpool and Man¬
chester Line, from July 1st, 1831, to December 31st, 1836, and the
Receipts during the same period.
Half Year ending
Year.
Tons of Coals.
Receipts.
Bücembet 31st,
1831
8,396
£695 14
4
.hine oOtli,
1832
29.456
2,184 7
6
December 31st,
1832
39,940
2,804 3
4
June 30th.
1833
41,375
2,638 15
9
December 31st,
1833
40,134
2,591 6
6
June 30th.
1834
46,039
2,925 15
11
December 31st,
1834
53,505«
3,408 16
4
June 30t.h,
1835
53,474«
3,406 11
4
December 31st,
1835
57.807«
3,68-2 S
8
June 30tli,
1836
62,800«
4,000 8
4
December 31st,
1836
[Note.—The number of tons carried from December, 1834, to December,
1836, are not stated in the Company's return. The above numbers marked
with asterisks are computed from the receipts.]
Referring to the first of the preceding statements, if we reject the result
shown in the second half year after the opening, (the great number in
this period being the mere temporary eifect of curiosity,) it will be seen
that the present passenger traffic exceeds that at the commencement by
about one-third, showing an increase of about 33 per cent. The merchandise
indicates an increased traffic of 50 per cent:, and the coals since 1832, of
nearly 100 per cent.
Stockton and Darlington Railw.ay.
We have not here the same minute statement of the increase of traffic
since the commencement; nor would the comparison, if we had the data,
be so satisfactory, because the original line has been considerably extended,
various branches added, and the whole design greatly altered.
It consists now of 54 miles, including branches, of which
18 miles are single lines, with 400 yards double every mile.
8 miles, with 3, 4, 5, and 6 ways.
28 miles of double way.
The original estimated traffic for coal for home consumption was 70,000
tons per annum ; it now amounts to 110,000 tons.
Traffic in coal for exportation was not contemplated in the original design ;
it now carries 400,000 tons annnally.
The passenger traffic by coach, prior to the Railway was, between Stock¬
ton and Darlington, 4000. The present traffic by the Railway amounts to
16,000.
The passenger revenue per annum is SOOOf., and the gross income
70,000f.
Bolton, Leigh, and Kenyon and Leigh Railways.
It appears by a letter received from Peter Sinclair, Esq., treasurer and
engineer, that on these lines the number of passengers carried in 6 months,
ending October 16th, 1836, amounted to between 50,000 and 60,000, or
about 10,000 per month, although the Railway has only superseded one stage¬
coach, which ran daily out and in, and four others which ran each one day
in the week only.
Ihe traffic in goods has been considerable ; amounting in merchandise to
about 130 tons, and coal between 200 and 300 tons daily.
In reference to the carriage of goods, the same intelligent writer states,
l
146 Second Report from
that previous to the opening of the Bolton and Leigh line, the ordinaiy
charge for the conveyance of merchandise between Liverpool and Bolton
was fifteen shillings per ton, and that the conveyance was extremely uncer¬
tain ; timber and other goods being frequently weeks on the way, though
there were three modes of conveyance by canal ; one into the town, and the
other two coming within 6 or 7 miles of it.
The effect of the Railway has been not only to reduce the charge to 10
shillings per ton, hut to reduce the time of conveyance to a few hours ; for
the canal carriers, immediately upon the opening of the Railway, made ar¬
rangements by which they were enabled to deliver almost as quickly as by
the Railway, and have continued to do so ever since.
The reduction of the cost of carriage has, upon the quantity moved into
and out of Bolton, caused a saving to the manufacturers and consumers in
Bolton of 5000/. or 6000/. a year ; and the benefit which must have resulted
to the same class of persons by the facility of communication both as to per¬
sons and goods, superseding the necessity of keeping large stocks in hand,
and at the same time to meet the fluctuations in the markets, has no doubt
been very great.
Newcastle and Carlisle Railway.
This line is not yet completed, but it has been at work, on different parts,
since March 9th, 1835. There are now 47^ miles of way open, the interme¬
diate part being travelled by coaches. The following is a statement fur¬
nished by the company, showing the amount of traffic in passengers up to
October, 1836, together with the amount of previous coach traffic.
Previous to opening the Railway (17 miles), on 9th of March, 1835, the
following coaches were employed in the district between Newcastle and
Carlisle :—
The Mail, 7 days in the week, licensed to can-y 7 passengers. The True
Briton, 6 days, 15 passengers, during 4 months, and 12 passengers during
8 months.
These coaches ran daily both ways ; hut, as they were supposed to carry,
on an average, only half their number, they would probably not exceed 30ÜÜ
to 3300 persons in six months.
A coach, called the Balloon, ran 3 days in the week from Newcastle to
Haydon Bridge, thence to Penrith, returning alternate days ; licensed to
carry 12 passengers.
The British Queen and the Doctor Syntax plied between Newcastle and
Hexham, licensed to carry 15 passengers each, daily both ways, and were
supposed to carry, on an average, about half their number.
Since opening the Railway the traffic in passengers has been as follows :—
(■9th of March to the 28th of March, number of miles tra- Miles.*
veiled was ........ 35,394
The engine discontinued running for five weeks and re-
Upon Kumed;—5 th May to 10th October, 1835, the number of
17 miles."! miles travelled was ....... 712,691
10th October, 1835, to 5th April, 1836 . . . 459,289
5th April, 1836, to 28th June, when a further portion was
. opened ........ 327,857
* These numbers are found by multiplying the number of persons by the number
of miles. And by dividing the totals by the number of days, multiplied by the dis¬
tance opened, there is obtained the following means, expressing the equivalent
number of passengers which passed each day the whole distance, viz. :—
On the tust 17 miles, . . . 361 passengers per day.
, On the first 24 miles, • . . 284 do. do.
On the first 43 miles, . . . 224 do. do. ,
But as a very great number of passengers, in the two latter periods, did not go'
the whole distance, the actual daily number of passengers greatly exceeds what is
here stated.
the Railway Commissioners, Ireland.
147
24 miles, 28th Juneto 19th July, when a further portion was opened 149,927
43 miles, 19th July to 10th Oct., when a further portion was opened 799,737
(Signed) John Chai.loner.
P. S.—Since the preceding was at the press, we have received a state¬
ment from Mr. Adarason, secretary of the above line, furnishing the result
of the traffic in passengers, from October 10th, 1836, to October 10th, 1837,
as follows; viz., multiplying each passenger as before by the miles travelled,
the total amount for
(from October 10th, 1836, to April 5th, 1837, during
part of which time 47y miles were open . • 891,061
47^ miles, April 5th, 1836, to October 10th, 1837 . . • 1,974,924
And it is remarked, that, being in a district where there is a considerable
county population which travel to and from market, the number that go
short distances is very great.
Grand Junction Railway.
Opened July 4th, 1837, to December 31st, 1837.
£. s. d.
Gross sum expended on the construction . . . 1,607,490 10 10
Number of passengers conveyed . . 232,202
The gross receipts lor passengers and parcels onl^l jg ^
and for the conveyance of mails ... 3 '
Clear balance of profit ...... 56,035 0 0
And it is here again remarked, in the Report of the Directors, that the
number of intermediate passengers is very great in comparison to the
whole, not more than one half of the whole number passing through any
one township.
The foregoing are the principal English lines to which we are enabled
to refer as examples of Railway traffic after completion, and of the increase
compared with the previous road traffic. But we may add the following in
Ireland, Scotland, and Belgium.
Dublin and Kingstown Railway.
This is, at present, wholly a passenger Railway, about 6 miles in length.
The public road traffic, previous to the construction of the line, was carried
on principally by cars, besides which there were many private carriages,
saddle-horses, and other conveyances. To ascertain the amount of previous
traffic, persons were employed to note the number which passed between
six o'clock in the morning and nine o'clock at night, for 37 weeks, i. e. from
the 14th of February to 30th of October, and the result was, 29,256 private
carriages, 5,999 hackney coaches, 113,945 private jaunting cars, 149,754
public jaunting ears, 20,070 gigs, 40,485 saddle-horses, and 58,297 carts.
From the amount of general tratlic, thus ascertained, the estimate of pro¬
bable Railway traffic was made up on public cars only, viz.,
37 weeks, 149,754 cars
15 weeks, at same rate, . . . 60,711} ,,,
Deduct 25 per cent, for difference of season, 15,1781 '
Number of cars, . . 195,287
Allowing four persons to each, 4
Annual number, . . 781,148
Kstiinated increase, . . 390,574
Total, . . 1,171,722
Which, at Gd. each, amounts to an annual revenue of £29,293.
L 2
148
Second Report from
The actual numbers conveyed since the opening, December 17th, 1834,
have been
rasspnijeTS. £. ï. rf.
From December 17th, 1834, to 1st March, 1833 139,829 4,177 9 8
From March 1st, 1835, to March Ut, 1830 . 1,097,971 31,138 6 8
From March 1st, 1836, to March 1st, 1837 . 1,184,428 31,901 5 1«
The general daily average number of passengers being about 3000.
Dundee and Newtyle Railway.
This line is about 10^ miles in length, its summit level about 500 feet.
During the years 1832 and 1833 it was worked by horses, and since that
time by locomotive power.
The following is a statement of the traific in passengers, from the com¬
mencement to the end of 1836.
Per Annum.
Ksiimated number prior to the Kailway, • . . • . 4,000
Tlie actual number ill 1832. tlie hallway being worlccd byhoises . 31,109
J)o. 1833, do. <lo. . , 29,702
Do. 1834, do. by locomotive power, 49,140
Do. 1835, do. do. . . 54,756
Do. 1836, do. do. . 51,560
In the latter year the fares were raised ; the first class seats from Is. 64.
to li. 84. ; the second class, from 1«. to 1«. 34.; and a third class of U. seats
was added.
Brussels and Antwerp Railway.
This is a uDion of two lines from Brussels to Mechlin, distance about
13i English miles, and from Mechlin to Antwerp, about 14f English
miles.
The total number of passengers carried on the road between the two
extremes was about 80,QUO annually, conveyed in from 15 to 20 diligences,
besides canal passengers, the number of which is not stated.
The line from Brussels to Mechlin was first opened 7th May, 1835 ; and
the number of passengers conveyed by it to the end of April, 1836, was
563,607 ; and from the 1st of January, 1836, to 31st December, 1836, the
number conveyed amounted to 872,893'.
The other part of the line, from Mechlin to Antwerp, opened May 1st,
1836, and from that time to August 15th the number of passengers (long
and short stages) was 369,452 ; and from August 1st to October 3Ist,
256,673, making a total of 626,125 passengers, of which 187,233 tra¬
versed the whole distance. The remaining part went only to intermediate
stations.
the Railway Commissioners, Ireland.
149
NOTE B.
COMPARISON OP THE PROFITS WITH THE ENTIRE RE¬
VENUE OF THE LIVERPOOL AND MANCHESTER
AND OTHER RAILWAYS.
Liverpool and Manchester Railway.
Statement of the Revenue, Expenses, (deducting the interest of loans,) and
net profit of the Liverpool and Manchester Railway for ten successive
half years, from July 1st, 1830, to June 30th, 1836.
Whole Revenue
Expenses,
Net Profit, in¬
Ratio of
for
deducting the in¬
cluding interest
Revenue to
each half year.
terest of Loans.
of Loans.
Profit.
£. s. d.
£. s. d.
£. s. d.
89,809 2 0
46,288 11 2
43,520 10 10
1 to .484
74,706 16 1
40,691 16 5
34,014 19 8
1 to .455
80,902 2 10
43,722 13 3
37,179 9 7
1 to .459
86,071 10 2
47,532 17 4
38,538 12 10
1 to .447
97,234 10 1
51,209 15 5
46.024 14 8
1 to .473
94,784 12 0
54,546 11 11
40,238 0 1
1 to .424
104,899 2 2
57,827 1 2
47,072 1 0
1 to .448
99,474 16 0
54,936 4 8
44,538 11 4
1 to .447
117,956 3 6
62,939 2 8
.55,017 0 10
1 to .466
109,355 0 0
63,271 12 5
46,083 7 7
1 to .421
Revenue per
Annum.
£. 5. d.
|164,515 18 1
|1G6,973 12 0
|192,019 2 1
1204,373 18 2
|227,31I 3 6
The mean of these gives the following proportional numbers, viz. : Re¬
venue, 100; Expenses, 55; Profits, 45.
On examining the preceding table it will appear, at first, extraordinary,
that, with an increased traffic and revenue of nearly 50 per cent., the profits
of the last year should not be proportionably greater (whereas they are
actually less) than in the first years. Some part of the anomaly must he
attributed to the relaying the road with heavier rails, which incurred in the
last half year, including the regular cost of maintenance, an e.xpense of
5749¿. As. 2d.-, but, if this whole charge be added to the profit account,
making it 51,832f. Hi. 9d., still the ratio of revenue to profit would be
1 :.473, which is precisely that stated in the table for the fifth half year.
Mr. Booth, the Secretary of this original line, and whose acute mind has
been given to the important interest involved in such works, offers some
remarks on this point, in his letter to the Commissioners, which cannot be
hotter given than in his own words. After some preliminary statements he
proceeds :—
" 0" contemplating the result of six years' experience in the working of
the first great public Railway, it becomes an interesting question how far this
experience may safely be taken as a guide in reference to other Railways, or
lor the future in reference to our own ; and if 1 should feel disposed to
answer in the affirmative, and farther to express an expectation that, with
the benefit of past experience, future undertakings may be able to diminish
their proportionate expenditure, I should do so from a strong impression
that such will be the fact, from a general view of all the circumstances of the
case, (and these circumstances are both numerous and complex,) rather than
from actual experience having testified to any gradual decrease of expendi¬
ture in proportion to the gross receipts. Experience has not shown such a
150 Second Report from
result. Our disbursements, in proportion to our receipts, are at this time
heavier than at any former period. Another circumstance should also be
taken into consideration, namely, that the traffic on the Manchester and
Liverpool Railway yields a very large gross income, amounting to about
200,000<. per annum, or nearly 7,0üü/. per mile ; and experience abundantly
proves that a large traffic can be conducted far more economically than a
small one; and hence it becomes obvious, though one rail with a given
traffic yield a net income of 10 per cent., it by no means follows that the
same traffic divided between two Railways would yield to each a net income
of 5 per cent.
" Some explanation, therefore, seems requisite of the ground of my ex¬
pectations, that a more economical working will obtain in future under¬
takings—mainly it is this : The Liverpool and Manchester Railway, in
reference to the formation of the road, and to all its moving machinery, is
yet far from being completed. From the opening of the Railway to the
present time, and more especially for the last 12 or 18 months, we have
been in a state of transition, passing from the defective and imperfect, in
form and construction, to more improved forms, and especially to increased
strength in engines, coaches, and waggons,
" In the original formation of the road, imperfect rails, insufficient
sleepers, and inadequate drainings, have been and still are the cause of heavy
and constant expenditure ; gradually these defects are in course of being
remedied, but time and money are indispensable in this process, and the
work of transition from wrong to right is far from being accomplished ;
further time will be needed, and further sums must be expended. New
Railways will have a great advantage in this respect. In the formation of
the road, in the mechanism of the engines, in the construction of the
carriages, in everything which constitutes the working of a Railway, they
will start at a point which we have not yet reached, or only in solitary
instances. Under such circumstances, and with an improved system from
the commencement, it seems reasonable to anticipate, that with an equal
traffic their comparative disbursements will be less ; but as to how much
less, we have literally no experience to guide us."
It is requisite, however, that we should form the best estimate in out-
power on this important point, because upon it depends, in a great measure,
the question as to the extent to which it will be desirable to carry the
establishment of Railways in Ireland, We shall proceed, therefore, to analyse
the amount of receipt and expenditure in one or two other cases.
Dublin and Kingstown Railway,
Statement of the Revenue, Expenses, and Net Profits of the Dublin and
Kingstown Railway, from 17th December, 1834, to March 1st, 1837.
The Railway having opened in December, 1834, and tbe accounts being
made up, agreeably to the Act of Parliament, every 1st March, the amount
of revenue, expense, and net profit in the following statement embraces a
period of 14^ months,
•f. s, d.
The income derivable from the traffic during this period,
Í, e., to March 1st, 1836, was 35,699 5 6
Expenses for the same period, independent of the in¬
terest of loans, repayments, &c 20,382 15 10
Leaving a gross profit of 15,316 9 8
Making the ratio of Revenue to profit as 1 to -429,
Second period from March 1st, 1836, to March 1st, 1837.
Income 32,655 13 10
Expense, independent of interest and payments • . 18,247 18 10
Leaving a gross profit . . , 14,407 15 0
Ratio of Revenue to profit, I to .-441. . . • '
the Railway Commissioners y Ireland.
151
' Of the above expenses it appears that the cost for locomotive power in
the first period was 11,061A 8s. 5d., in which is included 4428/. Oí. 1 Id. for
fuel only.
This statement shows how important a consideration the expense of fuel
is in the economy of Railway working. On this line, and on the Liverpool
and Manchester, the Bolton and Kenyon, and others in that neighbourhood,
the average price of coke is about 23«. 8d. per ton, and it appears, by a state¬
ment with which we have been furnished by the London and Birmingham
Railway Company, that, in the employment they have made of a locomotive
in constructing part of their line, their coke costs 46«. Si/, per ton, while on
the Carlisle and Newcastle line the price of coke varies from 8«. to 9«. 6ci.
per ton.
To have performed the same duty, therefore, on these three lines, there
would be the following striking differences in the charge for fuel alone :—
Dublin and Kingstown ... £4,428 0 11
London and Birmingham ... 8,856 1 10
Carlisle and Newcastle . . . 1,771 4 2
With this great difference in the charge for so important an element in
locomotive practice, it is impossible to state the ratio of revenue to expense
and profit with any certainty; yet it is singular that the average ratio, in
two lines so differently circumstanced as the above should be so closely
approximative, and still more, that it should hold good also in the case of
the Brussels and Mechlin line, on which it appears the revenue for the first
year was as below, i. e.
Revenue 359,392 francs.
Expense 183,913
Profit . 175,479
Ratio of revenue to profit 1 to *488.
We have not the data for making this comparison on other lines ; but as
far as these go, comparing the whole of the preceding ratios with each
other, we are perhaps justified in assuming, that on the lines of abundant
traffic the ratio of expense to profit varies in about the ratio of 55 to 45, or,
in less numbers, in the ratio of about 11 to 9, as we have assumed it in the
Report.
( 153 >
APPENDIX
No. 1.
REPORT on the several lines of Railtouy through the South
and South-Western Districts of Ireland, as laid out under
the direction of the Commissioners; Charles Vigkoles,
Civil Engineer, F.R.A.S., M.R.I.A., M. Inst. C.E.
To the Commissioners for Inquiring into the Best System of Railway
Communications through Ireland.
Gentlemen,—I proceed to lay before you my Report upon the several
Lines of Railway through the South and South-western districts of Ire¬
land, laid out by me pursuant to the official letter from your Secretary of
tlie 6th December, 1836.
I would, however, beg to observe, that the original instructions, parti¬
cularly as to levels and sections, were, from time to time, very consider¬
ably extended by the Commissioners, with a view of obtaining results
more in detail than appears to have been in the first instance contem¬
plated ; and, in accordance with after directions, I have had taken com¬
plete profiles of all the lines first and subsequently determined upon.
I have also to remark, that the whole of the out-door work was exe¬
cuted with very great rapidity, during the most inclement season of the
year, and without the assistance of accurate documents ; the only maps
which could be procured, and especially those of the more difficult parts,
being extremely defective in the delineation of the natural features and
modern roads of the country, and grossly inaccurate in respect of the
relative position of the important points.
I must, therefore, claim indidgeiice, if, in consequence of these diffi¬
culties, some points should in places be found imperfect. Before any
of the lines recommended to your Commission are adopted, they should
be carefully revised, and J have no doubt many improvements in the
details will be effected, especially when, by the extension of the Ordnance
Surveys, the engineer shall be enabled to avail himself of the valuable
documents for such purposes which that great national work affords.
The lines here reported on, except from Dublin to Sallins, cannot now
be traced in sufficient detail on the imperfect plans attached to this
Report ; most of these ])lans were compiled in great haste from the old
county maps and other documents, uj)on none of which a,re the recent
improvements laid down ; and, therefore, the leading points only of the
154
Appendix to the Second Report from
Railways can be identified. However, the original measurements of
the several lines, as chained and levelled, have been plotted on a large
scale, and may be hereafter transferred to the Ordnance plans.
I am much indebted to the valuable hints and observations afforded
me by Mr. Griffith, one of your honourable Board, particularly as to the
great natural formation and geological characteristics of the districts.
The suggestions of Mr. Griffith came to my aid when misled by the in¬
accurate maps.
Had I not previously given a great deal of time and attention to the
subject of Railway lines through these districts, and collected materials
as far as they were extant, of which I have availed myself where correct
or applicable, it would have been impossible to have completed the
operations in the field (westward of Sallins) within the limited time
allowed.
The final Surveys between Dublin and Sallins were postponed until
long after the other portions of the work through these south and south¬
western districts were 'finished. Manuscript copies of the Ordnance
Maps, westward of Dublin to the vicinity of Naas, having heen furnished
me at the latter end of 1837, I was then enabled to have the very ex¬
tensive and detailed levels previously taken verified and repeated, so as
to determine with proper accuracy and certainty the most eligible line
for the entrance of the Main Trunk Railway into Dublin, an object to
which I had been desired to pay the greatest possible attention.
The diagram sectional index, and the index map herewith sent, exhibit
abstracts of the following lines laid out, viz. :—
1. Main Trunk Line.—From Dublin by Rathangan, Maryborough,
and Thurles, to Holycross, 89f miles ; computed from Inchicore
Avenue, which is three miles from the General Post Office in
Dublin. To the preceding distance should be therefore added
the entrance into Dublin, to the general terminus at Barrack-
bridge, at the west end of the southern quays, an extension of l£
miles from Inchicore; making together 91J miles.
2. Shannon Line.—From Holycross by Donaghill (near Tipperary),
and Cahirconlish to Limerick, 454 miles ; thence along the left
bank of the Shannon to Tarbert, 33f miles; in all, 69¿ miles.
3. Cork Line.—From Holycross by Cahir, Mitchelstown, Mallow,
and Blarney to Cork, 76| miles.
4. Berehaven Line.—From Blarney down to the Lee, near Ballin-
collig ; thence by the Valley of the Bride River, to near Macroom,
and by the Lakes of Inchygeelagh and Pass of Cummineer, to
the head of Bantry Bay, at Glengarriff, and thence to Berehaven,
71 miles.
5. Limerick and Waterford Line ; that is, adopting part of the
Shannon Ijine, (No. 2,) eastward from Limerick, as far as
Donaghill (near Tipperary), for about 23 miles ; thence following
a separate route, and passing the River Suir, near Golden, and
crossing the Cork Line (No. 3) about midway between Cahir
and Cashel, and then falling into the course of the Railway
originally proposed between Limerick and Waterford, at a point
between Woodruff Demesne and Clonmel, being about 20 miles
of line now laid out by me, besides (included in the estimates)
4 miles further to Clonmel, from which town either of the
the Railway Commissioners, Ireland.
155
directions separately proposed by the late Mr. Nimmo, or by
Mr. George Stephenson, might be followed to Waterford.
6. Kilkenny Line.—From the Main Trunk Line (No. 1), near
Maryborough, passing by Abbeyleix and Ballyragget, to Kil¬
kenny, 27 miles.
In all, nearly 360 miles of Railway Lines have been determined and
laid out, exclusive of the numerous trial lines and transverse sections
which it was found necessary to make; which latter will be sent'in as
Supplementary Documents.
In laying out these lines, I have acted on the following principles,
viz. to ascend and descend with as much uniformity of gradient, or
rate of inclination, as the face of the country would admit, with a due
regard to economy ; to seek the lowest passes in the ridges, and to sur¬
mount them with as little excavation as possible ; to cross the streams
and rivers as far up as was consistent with the general direction of the
lines, and with the smallest extent of embankment, and to limit the
profile of the Railway to the rate of 1 foot vertical rise or fall, to 330
feet horizontal distance, (16 feet per mile,) a rate of inclination which,
for all practical purposes, may be said to be very good for passenger
traffic, and not unsuited to merchandise trains, such as will probably
pass over these lines. In fact, the above is the prevailing rate of incli¬
nation which has been acquired on the Railway between London and
Birmingham at great expense.
It having been my endeavour to fix the inclination of 1 in 330 as a
maximum, such gradient only occurs occasionally. On the Main
Trunk Line, from Dublin to Holycrossy the aggregate extent of this
slope constitutes only one-eighth part of the whole distance ; this fraction
of the entire length occurring in three separate places, and, if considered
of sufficient importance, even these might be reduced to 11 or 12 feet
per mile, by additional earth-work.
It will be found then (with the very few qualifications which will be
specially observed in the proper place) that, for the Main Trunk Line,
a distance of about 90 miles ; for the whole of the Shannon Line, a
distance of nearly 70 miles ; and for the greater portion of the Cork
Line, that is, as far as Mallow without break, 56 miles, and for six miles
near Cork ; for 50 miles of the Berehaven Line ; and for nearly all that
portion of the Limerick and Waterford Line laid out by me, viz., for
18 out of the 20 miles from Donaghill, near Tipperary, to the junction
with the original line of Railway from Limerick to Waterford, some
miles to the westward of Clonmel ; and for the entire of the Kilkenny
Branch, 27 miles ; no inclination will exceed 1 in 330, or 16 feet per
mile, and the generality will be much less; while 15 miles between
Cork and Mallow, and 18 miles between Blarney and GlengarrifF, are
the extent of heavy gradients.
Such are my original conceptions and mode of laying out the lines
intrusted to me ; but it will be found that I have likewise prepared and
estimated for a system of reduced or inferior gradients, which will insure
a considerable saving of expense of construction in the first instance,
should such be considered advisable or unavoidable under the existing
circumstances of the tralfic and intercourse of the country.
The following are the Lists of the Plans and Sections which accom¬
pany this Report '.-r-
156 Appendix to the Second Report from
Index Map.
PLANS.
PdaNjNo, 1* Enlarf^ed Plan from Dublin to
Celbridge Commons.
jEutrance into Dublin.
— 1. Dublin to Naas. 1
— 2. Naas to Castletown. ;1 (.Main Trunk Line.
— 3. Castletown to Holycross. j
{Holycross to Donaghill, near Tipperary. Shannon Line.
Holycross to Cahir Cork and Waterford Lines.
DonaghilL near Tipperary,to Clonmel.Limerick and Waterl'ord Line,
— 5. Donaghill near Tipperary, to Limerick1„, »■
— G. Limerick to Tarbert. jcrhannon Lme.
— 7. Cahir to Maliow.
jMallow to Cork.
IBlarney to Iiichy^eelagh.
— 9. Inchygeela^h to Berehaven.
— 10. Enlarged Plan of Glengarriff'Bay.
I Cork Line.
jBerehaven Line.
1 Limerick and Waterford, and
j Dublin and Waterford Lines.
Kilkenny Line.
— II. Cahir to Clonmel and Waterford.
— 12, Maryborough to Kilkenny.
All the above Plans, except No. 1* and No. 10, are drawn to a scale
of one inch to a Mile, and have diagram sections on the same horizontal
scale, the vertical scale being 200 feet to an inch.
SECTIONS.
Diagr.am Index to the Sections,
Section A. Dublin to Maryborough summit ; in 7 sheets. 1 \t„:„ Tmnlr T ino
— B. Maryborough summit to Htd) cross Î in 5 sheets. }
Maryborough summit to Holyc
C. Holycross to Limerick; in 5 sheets.
D. Limerick to Tarbert ; in 4 sheets.
E. Holycross to Mallow; in 7 sheets.
E. Mallow to Cork ; in 3 sheets.
G. Blarney to Inchygeelagh ; in 4 sheets.
ÍI. Inchygeelagh to Berehaven ; in 5 sheets.
1. Tipperary to Clonmel; in 3 sheets.
K. Maryborough to Kilkenny ; in 4 sheets.
I Shannon Line,
jCork Line.
I Berehaven Line.
)
Í Limerick and Water-
1 ford Line.
Kilkenny Line.
Diagram Sections of the preceding lines with reduced Gradients.
All the ahove, except the Index Sections, are drawn to the present
Parliamentary scale for such documents, viz. :—four inches to a mile,
horizontal scale, and 100 feet to an inch, vertical scale; with the rates
of inclination and their respective lengths marked ; and all are referred
to the same datum, viz. :—to the level of the top of a 12-ibot tide, or the
ordinary high-water spring-tides in the Bay of Dublin.
I beg leave in this place res})ectiully to observe, that in order to insure
a proper uniformity in the plans and sections of future Railways through
Ireland, it would be desirable, so far as relates to this country, that the
Standing Orders of both Houses of Parliament should be modiíied by
compelling parties making application for Railway Bills (and it would
be equally advisable in respect of all public works, where documents
(rt) The several lines ou the same Plan,
the Railway Commissioners, Ireland.
157
are to be lodged) to lay down the plans which they are required to de¬
posit, on the scale of the Ordnance Maps of Ireland, viz., six inches to
the mile, and that no other scale (except for the enlarged portions through
towns, &c.) should he allowed. (6) This increase, from 4 inches to 6
inches in the mile, would also allow the vertical scale for the sections to
be increased from 100 feet to 80 feet, or even to 60 feet to the inch, which
latter would not be much more than the increase necessary to assimilate
the profiles of the ground to the ])roportions of the scales now in use ;
and would insure much greater distinctness and accuracy, and easier
detection of errors. At all events, the vertical scale of the sections
should be made uniform as well as that of the plans ; and should cer¬
tainly not be less than 80 feet to the inch.
In addition to the simple line upon the plans, it would be very easy,
on such a scale as the above, to indicate the extreme breadth of land on
each side to be taken for the Railway, including the fences and the
slopes of the excavations and embankments, which the engineer could
very readily deduce from the sections ; and the necessity of so doing
would further require much greater care in determining the course of
the Railway, and the location of the same on the plans and on the
ground.
I conceive this mode would be much more explanatory to the land¬
owner, and far less likely to mislead and conlhse, than the combination
of the section upon the face of the plan as recommended to the Com¬
mittee of the House of Commons on Standing Orders, and since ordered
for adoption. To the Engineer such a combination is very useful, and
for my personal reference I have long since occasionally used it on the
Ordnance maps of England ; but to the Owners and Occupiers it will
convey the impression that their lands are to be affected in a totally
different place and manner from what really would be the case.
I shall now enter on a brief description of the several Railways,
tracing their respective routes through the country, and defining the
general character of their gradients or inclinations.
I. MAIN TRUNK LINE.
It appeared exceedingly desirable that the general terminus, or rather
point of departure of the hiain Trunk Line of Railway for the south and
south-western districts of Ireland, should be advanced as far as possible
into the city of Dublin ; and I therefore strongly recommended to your
Commission, and you were pleased to approve, that the general termi¬
nating station should be fixed at Barrack-bridge, at the west end of the
quays bounding the south shores of the river Liffey. Barrack-bridge is
only li mile from the General Post Office in Sackville-street, and is
approached from the first contemplated station at Island-bridge Road,
entirely through open and unimproved land, without disturbing a single
(h) In respect to tlie dotailccl sections of the lines laid out by me, in the South
and South-western districts of Ireland, the above scale has not been adopted, becau.se
the Ordnance Surveys had not then been made ; and the plans and sections must
necessarily be revised when the lines are prepared for execution.—I except from this
remark Plan No. 1,* from Dublin to Celbridge Commons, MS. copies of the plans
having been furnished, by permission of Colonel Colby, to enatde the entrance line
into Dublin to be distinctly shown, and the line having been examined in detail and
laid out with care.
158 Appendix to the Second Report from
building ; and an additional mile of Railway into Dublin is thus attained
at a comparatively minor cost. A further, though prospective advantage
attends the terminus at Barrack-bridge, viz., that the Railways at each
extremity of the city may he hereafter connected, in the manner ex¬
plained in a Report I have already laid before the Commissioners ; and,
though such an extension through Dublin may form no part of the
Report or recommendation of your Commission, it may not he alto¬
gether unworthy of consideration, that such a Railway connexion may,
at some future time and favourable occasion, he made at a moderate
expense, and with great facility.
In the commencement of these surveys, although the mode of enter¬
ing Dublin had not been decided upon, it was necessary to forward the
engraving of the plans and sections; and the road near Sallins being
found to he 17 miles from the outskirts of Dublin, at Island-bridge
Road, and the road from Celhridge to Newcastle, about 11 miles from
the same point, the mileage was regulated forward accordingly.
After your Commission had decided which line into Dublin should be
adopted, the zero of the mileage, as measured back from Sallins, was
found to fall upon or near the avenue to Inchicore House, three miles
from the General Post Office ; and throughout this Report and the an¬
nexed Plans and Sections, this point will be considered as the com¬
mencement of the distances, while the space from Inchicore Avenue to
Barrack-bridge, li mile, will be designated as the Entrance into
Dublin, and treated as a separate subdivision of the Main Trunk Line.
The General Station being fixed at Barrack-bridge, the course from
thence, as approved by the Commissioners, is along the valley of the
Liffey, first crossing the King's-bridge Road and the Military Road
below the Royal Hospital, next going over Island-bridge Road, close
above the Artillery Barracks, and thence direct to Inchicore Avenue.
The estimates for this subdivision are considerable, from the value of
property, and the extent of earth-work and masonry, the bed of the
Railway being prepared for four lines of road.
The level of the stiition at Barrack-bridge is rather elevated, being
43 feet above the high-water datum, and about 30 feet over the street,
and the mound averaging nearly this latter height all the way to the
Island-bridge Road. In execution it may be advisable, on several
accounts, besides the saving of expense, to lower this elevation.
From Barrack-bridge to the Artillery Barracks, I have estimated to
construct the Railway within retaining walls, filling in with earth, and
forming the bridges, &c., for four lines, precisely as was done on the
Dublin and Kingstown Railway, but laying at first only two tracks :
this filling may be done either by common carts bringing rubbish from
the city and parts adjacent, or by the excavated material being brought
from the cuttings westward, by locomotive engines, when the works
there are advanced.
After passing through the whole length of Inchicore demesne, the
turnpike-road is crossed, and the Railway keeps parallel thereto, at
little more than 100 yards distance, to near Palmerston, when it re-
crosses the road and enters the enclosures of Palmerston House, and,
skirting the rising grounds which overhang the right bank of the Litfey,
pervades several other demesnes. Hermitage being the last, and once
more crosses the turnpike-road to Lucan, at the entrance of the avenue
the Railway Commissioners, Ireland. 159
leading to Woodville. After passing the ravines near Esker, a remark¬
ably fine line is obtained, almost on the surface of the country for many
miles, approaching near Leixlip, then over Celbridge Commons, and
tlience, nearly direct to Whitechurch and the vicinity of Sallins, with
very favourable gradients.
The superiority of this, which I distinguish as the river line, over
either of the other two lines which have been proposed, will be obvious
on even a casual view of the comparative sections. At Island-bridge
Road the level is nearly 30 feet lower than the Parliamentary level of
the Great Leinster and Munster (Dublin and Kilkenny) Railway, which
has its terminus such, that it would not be practicable to extend their
line into Dublin, except at great cost. Independent of this circum¬
stance, the quantities of earth-work would be five times greater on those
lines, avoiding the demesnes ; that is, calculating the deep cuttings to
have the usual slopes ; or, if the material did not require slopes, or only
very steep ones, its consequent hardness would demand a proportionably
augmented price, so that, after every allowance for damages to the pro¬
perties, the money difference would be vastly in favour of the river line,
even by adopting gradients on the Kilkenny Railway of 16 feet in the
mile, and upwards.
Very suitable ground between the Grand Canal and the river Liffey
may be obtained for any Railway level from Celbridge Commons, west¬
ward towards Sallins. The line I have laid out will pass close to
Whitechurch, and near the cross-roads between Devonshire bridge and
Bodenstown, then cross the river Liffey and over the Grand Canal im¬
mediately north of the Leinster aqueduct. From the Canal the Rail¬
way keeps parallel to the Liffey for 3 or 4 miles, and proceeds to traverse
the Bog of Allen, and across the Miltown branch of the Grand Canal,
where the first summit is attained, 293 feet above high water in Dublin
bay ; the line having surmounted an ascent of 222 feet in 25 miles, of
which 5 miles only are at the rate of 16 feet per mile.
From Miltown the line necessarily descends to the valley of the river
Barrow, and it has been purposely directed to pass about midway be¬
tween Monastereven and Portarlington. It appears to me questionable
whether any probable saving of expense would make it desirable to
keep to the north of Spire Hill. It would go nearer to Portarlington,
but would leave Monastereven at an inconvenient distance ; whereas
the Railway as proposed passes only about 2 miles north of that town.
The descent from Miltown to the Little Barrow river is 94 feet in 11
miles ; the line is then horizontal for a mile, at an elevation of 199 feet
above high water.
From the valley of the Barrow to pass Spire Hill, a rise of 16 feet per
mile occurs for a distance of 3^ miles. From Spire Hill the route is
nearly south-west, passing Emo bog on the north of Lord Portarlington's
demesne, and crossing the Trihogue or Blackwater river, about 1^ mile
north of Maryborough, and 3.^ miles south of Mountmellick. From the
Trihogue river another rise, for 3^ miles, of somewhat less than 16 feet
per mile, will bring the Railway to its second or Maryborough summit
on Ross bog, 52^ miles from Dublin, and at an elevation of 345 feet
above high water. The rise from the Barrow valley will be 146 feet in
15^ miles.
From this summit a branch may be very advantageously taken off to
■Appendix to the Second Report from
Kilkenny, as will be more particularly described hereafter ; the total
distance from Dublin to Kilkenny bv this route being 19 miles.
Besides numerous transverse profiles of the country, two series of
levels were taken from Naas to Maryborough, of which I consider the
one selected as much the best. The high ground of the Curragh of
Kildare and vicinity would present a summit to be surmounted at least
30 feet higher than at Miltown, and which must be acquired at great
expense of excavation. Tö pass the Curragh advantageously, and to
avoid Eino Park, it would be necessary to keep below Monastereven, and
to cross the Barrow on a level nearly 20 feet lower than the line I
have adopted, and of course increasing the rates of inclination, while
the embankments over that valley would be much longer. In addition
to which, the high ground at Maryborough heath, and beyond, would
also be more difficult to surmount ; and, even if the levels were equally
favourable, I consider that it is better to throw the line to the north, in
order to approach several important towns in the King's County, and to
carry the Main Trunk Line more centrally through the district.
From the Maryborough summit on Ross Bog, a gentle descent takes
place to the river Nore ; the fall being only 21 feet in 6 miles, making
the Railway level at the Nore (about 2 miles south of Castletown, and
3 miles from Mountratli) 324 feet above the datum of high water in
Dublin Bay ; the distance from the capital being 58^ miles.
From the river Nore the line ascends to pass the third summit, on a
bog between 2 and 3 miles south of Borros-in-Ossory, attaining its
maximum elevation of 409 feet at 64 J miles from Dublin. Some heavy
earth-work will be requisite on this length, but the inclination will
scarcely exceed 14 feet per mile.
The quick fall of the Garryduff river (an important tributary of the
Nore, compels the Railway tobe carried towards the head-waters of this
stream, and those of the Erkin, its principal branch, maintaining a
nearly horizontal line (slightly falling, however) for many miles. Tn
being thus forced north of Rathdowny (from which, nevertheless, it is
little more than 3 miles distant), the line is brought nearer to Roscrea,
a town of much more importance, from which it is not further distant
than 8 miles, across a country favourable for forming a new road, or con¬
structing a branch Railway.
From the Erkin a deep cutting will be requisite, through Dromard
Bog ; but from thence to the Washpin, a hamlet 2 or 3 miles south of
Teraplemore, the earth-work is easy.
At 2 miles beyond the Washpin, and at 80 miles distant from Dublin,
the descent from the last summit has been only 22 feet in 15i miles.
From hence to the Suir the fall is somewhat quicker for 3 miles, and at
that River the Railway level is 351 feet above the datum. The direction
is then parallel to the Suir, and the line will pass three-fourths of a mile
west of the town of Thurles, and thence to Holycross ; immediately be¬
yond which town the Main Trunk line terminates, at the distance of 89i
miles from Dublin, being there 307 feet above the datum level of high
water in Dublin Bay.
At the termination of the Main Trunk, two principal lines diverge;
the first to the south towards Cashel, and thence by Cahir to Cork, with
another line by Clonmel and Carrick to Wuterford; the second to the
westward, which will be next described as—
the Railway Commissioners, Ireland.
161
II. THE SHANNON LINE.
From the separation at Holycross the Railway will descend rather
quickly for more than 2 miles, to the river Clodagh, a branch of the
Suir. Thelevelof the rails is here 274 feet above the datum. From
the Clodagh, near Miltown Castle, a nearly uniform ascent for 9^ miles
carries the Railway by the old castle of Ballagh, and the woods of Dun-
drum, to a summit at the Multeen river, 324 feet above high water.
From hence the descent to Limerick commences, first falling to the level
of309 feet at the village of Donaghill, about 5 miles north of Tipperary.
It is at this point, which is 103 miles from Dublin, and about 23 miles
south-east of Limerick, that another line is taken, south-eastwardly,
which passes by Golden, towards Clonmel, being aportion of the trans¬
verse line of Railway from Limerick to Waterford, as will be hereafter
described.
From Donaghill to Lynfield, in the county of Limerick, at a point on
the Dead river between Cappamore and Pallas-Green, a uniform inclina¬
tion of 16 feet per mile can be obtained on further examination in
detail. Owing to some misapprehension of my instructions by the assist¬
ant who surveyed this district, the fall has been made rather steep for half
the distance, and nearly level for the remaining half.
From Lynfield, for six or seven miles, the line falls with a very easy
inclination, and over very favourable ground, for the first two or three
miles, occupying nearly the site of the original line of Railway from
Limerick to Waterford, laid out by the late Mr. Nimmo, about twelve
or thirteen years since. Owing to a similar misconstruction of orders,
and to defective maps, the profile of the ground, for the last five or six
miles into Limerick, as levelled, is unnecessarily high : a second set of
levels would easily find ground suited to the gradient, with a very much
less extent of earth-work than shown on the detailed section.
It is manifest the inclinations and facilities mentioned might be ob¬
tained, when the detailed surveys and sections are to be prepared for
Parliamentary purposes. The time being short, and more doubtful
points requiring first attention, I was anxious to close the out-door
work, in order to get the Plans, Sections, and Estimates in hand for this
Report.
The Railway reaches Limerick at the Lunatic Asylum, in the Cork
road, on a level 41 feet above high water, and at a distance of 125^ miles
from Dublin.
A natural hollow, immediately south of the main portion of the city
of Limerick, affords a convenient passage for the Railway, which
descends gradually to Ballinacurra bridge, where it crosses the Tarbert
road, and then continues nearly parallel thereto, at a greater or less dis¬
tance, but avoiding its bends for the whole way down the banks of the
Shannon.
A slight rise occurs between Ballinacurra bridge and the navigable
river Maig, which is crossed about midway between the town of Adare
and its confluence with the Shannon. After passing horizontally across
the Marshes, another ridge between Pallis-Kenry and Askeaton compels
a rise of 12 feet per mile, for four miles, and a deep cutting at the sum¬
mit reduces the level of the rails to 60 feet above high water, being the
M
162 Â'ppendix to the Second Report from
most elevated point between Limerick and Tarbert. A gentle fall of
8 feet per mile conducts the line across tlie river below tbe town of Askea-
ton, and on to the marshes of Fannamore.
From Fannamore to Tarbert, the line, after crossing the Marshes,
keeps close under Poultallan Point, opposite the New Harbour at Foyne's
Island, and below the cliffs at the demesne of Mount-Trenchard ; and
thence along the coast, and across the small bays and inlets of the south
bank of the Shannon, passing in front of Loghill and Glin, to terminate
at whatever point of Tarbert Bay may be considered advisable. The
last 15 miles of the line are horizontal ; the total distance from Dublin
to Tarbert Bay being 159 miles, and from Limerick to Tarbert about
33^ miles ; the whole of which latter length may be said to be pecu¬
liarly favourable, both in inclinations and facilities for construction, and
will, besides, present a coast line of considerable attractions.
Some little interference with the ports of Glin and Loghill will neces¬
sarily ensue j hut in both instances, this may be remedied by altering
and improving the present landing-places and shelter.
At Askeaton, to dispense with a swivel-bridge, it will be better to con¬
struct new quays below the line of Railway, providing access to them by
arches, and otherwise restoring the accommodation for the trade of that
town.
The passage of the river Maig will, however, involve a choice of difS-
culties. Should a permanent stone or iron bridge be constructed, the
transit of vessels with masts to the town of Adare, five miles above, will
be stopped ; but, if a navigable channel must be kept open for masted
craft, the Railway will be deformed by that most awkward impediment,
a swivel-bridge. If quite unavoidable, this will be a great blemish on
what would be, otherwise, a remarkably eligible line of Railway ; be¬
sides, the chance of accidents from a swivel-bridge being left open, has
been proved by experience to be far from inconsiderable.
Should the importance of the commerce of the town of Adare compel
the adoption of a swivel-bridge, a proper regard for the safety and ac¬
commodation of the public requires that it should only be opened to
admit the passage of vessels at times when no Railway train shall be in
sight.
The Shannon Line appears to possess peculiar engineering advan¬
tages, and to afford easy access to a port in direct connexion with the
Atlantic Ocean. On the advantages of Tarbert or Foyne's Island, as
packet stations, it is not within my instructions to offer an opinion.
Thus far the Commissioners will perceive that I have been able, in
laying out these lines, to follow, almost literally, their original instruc¬
tions ; and I now revert to the termination of the Main Trunk Line, at
Holycross, to proceed in my account of the lines to the south-west, com¬
mencing with
III. THE CORK LINE.
The Cork Line will branch from the Main Trunk a little to the south
of Holycross, and, recrossing the river Suir, continue parallel to the
river as far as Cashel, passing to tlie westward of that town, which is
98 miles from Dublin, by the proposed Railway.
Some demesnes, on the banks of the Suir induced me to keep to the
the Railway Commissioners, Ireland.
163
eastward af the Cashel road, and the valley of the Thurlesbeg river
being wide and flat, an apparently unnecessary undulation of the section
occurs.
It is probable a closer examination might enable the Engineer to
obtain a uniform ascent from Holycross to Cashel, should such be con¬
sidered necessary, but the deep cutting between Fore Abbey and the
race-course cannot be avoided, except by a circuitous course, and an
inconvenient route, as regards Cashel. The summit, south of this
town, is 332 feet above the datum, and, if the rise were perfectly uni¬
form, would exhibit an ascent of 24 feet per mile, for 10 miles. As
laid out, except for 3 miles of 1 in 352, the levels are very good.
In descending to recross the Suir above Cabir, the line levelled gives
an iirclination of 1 in 314. When the Railway is actually laid out, this
may be readily reduced to a slope of 1 in 330, or 16 feet per mile,
which I have established as the maximum inclination ; but, knowing
such might be hereafter investigated in detail, I have not considered it
needful to cause further levels to be made at present.
About midway between Cashel and Cahir, the Cork Line will be in¬
tersected by the line from Limerick to Clonmel and Waterford, as here¬
after described ; and the respective levels of the Railways are such,
that a very short branch, with suitable gradients, would put the latter
line in direct communication with the lines from Dublin; making
Clonmel 115 miles, Carrick-on-Suir 126 miles, and Waterford 139
miles, by Railway, from the Irish metropolis.
The level of the rails, at the last crossing of the Suir, above Cahir,
is 227 feet above high water in Dublin Bay, at an elevation of 75 feet
above the valley, the distance over which is very short, and the point of
crossing otherwise peculiarly favourable. After passing the Suir, the
Railway continues for 2 miles parallel to the river, and approaches, at
the 108th mile from Dublin, within three-fourths of a mile of the cen¬
tral part of the town of Cahir, and afterwards crosses the new posting
road from Cahir to Mitchelstown, at the Police Barracks, and keeps
parallel to, and on the south side of this road for 10 miles, having a
uniform rise of 1 in 452, from the Suir to the summit, at some distance
north of Ballyporeen, and near the Mitchelstown caves, at which sum¬
mit the Railway level is 376 feet above the sea at high water.
From the above point to Mitchelstown, the line descends at the rate
of 1 in 334, or something less than 16 feet per mile, for 5 miles along
the right bank of the Draebawn, one of the head branches of the Fun-
cheon river, passing, half a mile beyond the summit, into the very
southern extremity of the county of Limerick : it then enters the county
of Cork, one mile to the north of Mitchelstown, 126 miles from Dublin.
The line, as levelled and graduated, falls 1 in 245 ; it then rises to¬
wards Kildorery, at the rate of 1 in 634, and continues, with a very
slight rise, nearly two miles further, then Mis 1 in 440, to the Owbeg
river, which it crosses 136 miles from Dublin, and at an elevation of
198 feet above the datum level of high water in Dublin Bay.
By keeping further towards the roots of the mountains, and with
some extra expense of earth-work, the descent may, most probably, be
made continuous from Mitchelstown to the Owbeg river, nowhere ex¬
ceeding 1 in 330, or 16 feet per mile; but as this required a good deal
of examination, which time would not permit, I did not attempt the
M 2
164
Appendix to the Second Report from
additional surveys, being satisfied that such might be effected when the
Railway was ultimately laid out.
The Owbeg river is crossed about two miles north of Castletown-
Roche, and a little above Anne's-grove, with a short but high viaduct.
From the Owbeg to the Blackwater river, at Mallow, the fall is gentle
and continuous.
At Shanakilty, 139 miles from Dublin, the Railway is within 4 miles
of Doneraile.
Repeated examinations, and many lines of levels were requisite to fix
the most advisable route by Mallow. Circumstances, and the experi¬
ence I had obtained in the investigation of the Railway previously
contemplated between Cork and Limerick, gave me much additional
assistance and information. On the whole, it appears to me most ad¬
visable, that the Cork Line should be carried from Shanakilty to Ana-
kishey, down the Spa-Glen, and through the town of Mallow, passing
over the streets at a considerable elevation. The extreme height of the
Railway above the stream of the Blackwater will be 60 feet, and the
embankment and viaduct must, necessarily, be an expensive work.
The level of the Railway, when over the main street of Mallow, will
be 118 feet above the datum level of high water in Dublin Bay, and the
distance will be 145 J miles from the metropolis.
Up to Mallow it will be practicable, and within the limits of reason¬
able expense, to keep the acclivities and declivities of the Railway not
exceeding 16 feet to the mile ; but between Mallow and Cork, we have
to abandon this limit of slope, and are unavoidably compelled to adopt
inclinations of greater steepness. From the town of Mallow to the
summit (where the waters of the river Clodagh flowing to the Black-
water, and those of the river Martin, falling south to the Lee, have a
common source near Ballyhillogue), the rise somewhat exceeds 30 feet
per mile, the graduation of the line being 1 in 173, for about 7 miles.
This is inevitable, and we must be reconciled to it by referring to the
absolute necessity which occasionally forces the adoption of such sec¬
tions. Thus, on the Grand Junction Railway (between Birmingham
and the Liverpool and Manchester Railway), an inclination of 1 in 180
has been had recourse to, as the mode of surmounting the passage
across the Madeley summit. The length of this inclination, on the
Grand Junction, is 3 or 4 miles, a distance sufficiently long to test the
capability of the locomotive engine to carry the usual trains up such a
slope, at a satisfactory speed ; a test which has been successfully applied.
The summit between Mallow and Cork, on the Railway level, is about
400 feet above the datum. The descent from thence to Cork, on the
line which, on the whole, appears to be the most eligible, will be at the
rate of 1 in 237, or nearly 22^ feet per mile, for about 7 J miles, to the
vicinity of Blarney, at which point (236 feet above the datum, and
about 160 miles from Dublin), the south-western line to Berehaven
will branch off ; but from Blarney to enter Cork, as I am about to
suggest, the descent will be as gentle as 1 in 868, for something under
six miles, to Cork barracks, from whence an inclined plane, to be worked
by stationary power, must be made, if it be required to connect the
Railway with the river Lee and harbour of Cork.
The terminating point at Cork barracks being 200 feet above high
water, and the distance to the river little more than half a mile, it will
the Raihcay Commissioners, Ireland.
165
be seen on inspecting the detailed section, that the plane will have to
descend as ninch as 1 in 15 ; an inclination, it must be confessed,
highly objectionable, and which can only be justified by an extreme
emergency. This inclination might probably be softened ; that is, the
length of the plane conld be increased by making the descent diagonally
on the hill side, either pointing tip stream towards St. Patrick's bridge,
or down towards Glanmire. If so, the chief objection will be removed,
as the entrance of a Railway into a large town by an inclined plane
worked by stationary power is not unprecedented. At Glasgow, in
Liverpool, and even into London, it has been thus proposed, and in the
two latter instances executed, though by planes considerably easier than
the above.
Several other approaches into Cork have been tried ; one by a line
from Blarney, to terminate at Blackpool, on a level about 100 feet above
high water; but it would scarcely be practicable to extend the Railway
from this latter station to the harbour without a very considerable ex¬
pense, while an inclined plane and stationary power would still be
requisite. This line is, moreover, inconveniently situated with respect
to level at Blarney ; and its adoption would induce a change in the
course of the first part of the Berehaven Line, between Blarney and
the river Lee at Ballincollig, rendering it much more expensive, while
the gradient from Blarney to the summit would be increased to 30 feet
to the mile. Should the extension from Cork barracks to the harbour
not be considered by the Commissioners so advisable as to terminate
the Railway at Blackpool, it may be possible to find a line from the
latter place to Blarney, not exceeding the rate of 1 in 237, to unite
with the line on the higher level at that point. But I think the advan¬
tage of uniting with Cork harbour overbalances the inconvenience of
the inclined plane, the main objection to which is the steepness.
An Act has been obtained for a Railway from Cork to Passage, ter¬
minating at the new quay there, and opposite deep water, in a safe and
sheltered arm of the Cove of Cork. The distance between a terminus
of the line from Dublin, at St. Patrick's Bridge, and the commence¬
ment of the Passage Railway is very short, yet the connexion by Rail¬
way could not be conveniently or economically made ; but as Cork would
be always a stopping place for passengers on their wav to the port of
embarkation, this extension through Cork is not to be considered abso¬
lutely indispensable. But were it so, I should remark, that a Railway
has been suggested between Cork and the town of Cove, and that a con¬
nexion could be made by the inclined plane, from Cork barracks to
some point on the Cove Line, thereby forming a continuous Railway
communication from Dublin to Cove, should that point be deemed the
most eligible for a packet station.
The distance from Dublin to Cork, either to the river below the bar¬
racks, or to Blackpool, would be nearly the same, viz., 166J miles;
and by the Cork and Passage Railway, to the new quay at Passage,
about 6^ miles ; and by the Cork and Cove Railway, to Cove, about lOj
miles ; making Passage 173 miles, and Cove 177 miles from Dublin.
Other modes of approaching Cork are to be found by diverging, or
rather by reversing, in a south-eastward direction, from the Berehaven
Line, either at the banks of the Lee, or of the Bride, and terminating
in front of the new gaol, and, if necessary, to be thence extended to
166
Appendix to the Second Report from
pass quite through the city ; otherwise, to keep round entirely to the
south of Cork, and to form a junction with the Cork and Passage Rail¬
way on the Slob, below the Monerea Marsh. By each of these lines
on the lower levels a continuous Railway line to a packet station at
Passage would he obtained ; but either of them would add 10 miles to
the distance between Dublin and Cork, and, although much cheaper
lines, and with superior gradients to those on the higher levels from
Blarney, their additional length, as branches into Cork, would scarcely
allow of any diminution in the total cost of construction. It is only in
the event of the packet station being fixed at Berehaven, and a very
direct line being required from thence to Cork, that these lines on the
lower level need he considered j and even then the gain in distance
would scarcely justify the additional length of Railway to be made.
The whole of the approaches into Cork are full of difficulties, and it
has required a great deal of time and attention to examine and deter¬
mine the most eligible route. The details of the lines here recom¬
mended may probably be much improved when finally set out; but 1
have considered it sufficient to fix the entrance into Cork to be on the
high level to the barracks, with or without a communication to the
harbour, and that Blarney should be the point of departure for the
south-western line to Bantry Bay, which line I proceed to describe.
IV. BEREHAVEN LINE.
Commencing on the high level, at 160 miles from Dublin, and at a
point 236 feet above the high water datum, the Railway will cross the
Martin river above Blarney, and follow the right hank of that stream to
its junction with the Shawnagh river ; and where this river, which
hitherto had flowed south-west, makes a very sharp bend, and flows
south-east to fall into the river Lee, the Railway sweeps round in a
south-westardly course, and forcing its way, by a half-mile tunnel,
through a ridge of hills, then crosses the river and valley of the Lee
near Ballincollig, 165^ miles from Dublin, at an elevation of 10 feet in
height ; and, returning to a south-west course, attains the banks of the
river Bride, one of the principal tributaries of the Lee. The descent
from Blarney to the Lee is 1 in 237, being a continuation of the original
gradient from the summit between Mallow and Cork. The Railway
level at the viaduct over the valley of the river Lee, is 114 feet above
high water. From thence to the river Bride the rise is only 1 in 660,
and the elevation of the Railway there would be 134 feet above high
water, at 168 miles from Dublin.
The valley of the Bride is now followed with a very gentle ascent for
7 or 8 miles, when the result of my various inspections and levels in¬
duced me to quit that stream, and to gain the valley of the river Lee,
2 or 3 miles below Macroom.
In seeking materials for this part of the inquiry, and for determining
the summit between the head-waters of the streams flowing westward
to Bantry Bay, and eastward to Cork, 1 had access to some useful docu¬
ments furnished me by the Commissioners, and prepared by Messrs.
Leahy and Son, civil engineers.
I should mention here, that we struggled a long time to find a more
direct line from the summit between Mallow and Cork, through some
of the latter valleys, proceeding west from the Clydagh valley, by Plu-
the Railway Commissioners, Ireland.
167
canes, Donaghmore, and Carigadrohad, to Macroom or its vicinity.
Several weeks were spent, in the severest part of the winter, on this
route, and in exploring, with occasional levels, other lines more direct.
The difficulties, however, both of inclination and construction, were
much too formidable, and it was found that the most eligible route was
to approach within 6 or 7 miles of Cork ; and, on the whole, I am
satisfied that the little addition to the length of the Railway is more
than compensated by the small extent of the branch line into Cork,
which is at least 10 miles shorter than it would have been if obtained in
any other manner.
From below Macroom, the Railway keeps the south-east side of the
extensive flats or swamps of the river Lee about Toom, and then passes
by Drumcarrow Castle, and follows the Lee, close to the village of I nchy-
geelah ; and from thence, after skirting the north shores of the lakes,
crosses at their upper end, arriving (194 miles from Dublin) at the
road leading from Macroom to the celebrated Pass of Cummineer.
The Railway level is here 289 feet above high water, and the rise, in
the last 28J miles, from the river Lee near Ballincollig, only 175 feet,
or averaging about 1 in 860, and over a district presenting a most pe¬
culiarly favourable section as to the earth-work, &c.
Here the facilities for Railway formation are much diminished, and
difficulties of gradient and physical obstacles interpose for nearly 20
miles, of a character which, if not unprecedented, is at least formidable,
and in one or two of the points gigantic. It will rest with the Com¬
missioners and the Government to determine how far the object attaii\-
able by surmounting them, is worthy of the cost which must accrue.
Rising from the 194th mile, the Railway proceeds, still closely fol¬
lowing the River Lee for more than three miles, when the stream is left,
and the Pass of Cummineer entered. Here the line is about a mile
below the gloomy lake of Gougan-barry, the source of the Lee. A
tunnel of 2000 yards (1^ mile) is now required, to penetrate the ridge
and attain the extreme summit, on the south side of the Pass, at an
elevation of 469 feet above high water, and nearly 199 miles from Dub¬
lin. The ascent from the lake to the summit is at the rate of 40 feet
per mile, or 1 in 132, for 4t miles.
The descent to the head of Bantry Bay, and|thence to Glengarrifif, is
spread over about 13 miles ; the total fall is upwards of 400 feet, aver¬
aging about 1 in 170; and on this inclination, as well as on the pre¬
ceding ascent of 1 in 132, there is no doubt that all such trains of goods
or passengers as may be likely to pass this line, will travel upwards
with facility, and downwards with safety,
Similar to the above are the prevailing inclinations upon the Railway
I have designed, and am now commencing to construct, between Shef¬
field and Manchester, extending for 40 miles, and surmounting, about
midway, between those great commercial towns, an elevation of nearly
800 feet above the termini at each end. The importance of the commu¬
nication has induced the promoters of the measure to submit to gra¬
dients of 40 feet in the mile, although these were only to be obtained by
the construction of works of great magnitude, necessarily requisite,
from the roughness of the country which the Railway unavoidably
traverses.
On the Berchaven Line, as laid out, the summit tunnel, penetrating
168
Ajipendiœ to the Second Report from
the dividing vidge of mountains, is one of an ordinary length ; but
the passage of the vale of Coomhoola, and the bay of Glengarriff, are
doubtless engineering diihculties of more than an ordinary nature.
The valley of Coomhoola will be passed by means of a lofty viaduct,
the materials for which lie on the hill sides adjacent, with limestone in
the vicinity. The extreme height of this construction will be about 200
feet ; the average height is little more than 90 feet ; and the length
about 600 or 100 yards.
From Coomhoola, the Railway must skirt the head of Bantry Bay ;
and approaching Glengarriff, south of Captain White's grounds, I pro¬
pose to take advantage of a chain of islands which divide the inner and
outer bays, and to cross, curving with a radius of about 1000 yards,
upon an embankment and occasional arching, at an elevation of 62 feet
above high water. The channel, from the outer to the inner anchorage,
is very narrow, though deep ; it lies between the easternmost island
and Captain White's grounds. Glengarriff bay is 212 miles from
Dublin.
If Berehaven is to be attained, I consider the crossing of Glengarriff
bay a necessary step towards it j and whatever may be judged of the
proposition, I am of opinion that this mode is much more advisable
than going round the head of the Bay, even if that were practicable.
A passage could be left in the channel, of width sufficient to admit
all such craft as, at long and rare intervals, seek anchorage in the inner
Bay ; in which case it might be nece.ssary to have recourse to the aid
of the diving bell. All the other work recpiires mere ordinary masonry.
Glengarriff bay once passed, the distance to Berehaven is 19 miles,
and a line may be traced along the north shores of Bantry Bay, cutting
through the projecting points, and striding across a few small inlets.
A short tunnel of 800 yards, near Roosk, and the crossing of Adrigoole
bay, are the chief points of difficulty in this distance. The profile of
the Railway, from Glengarriff to Berehaven, may be called practically
level J as laid out it nowhere exceeds 1 in 566, and that for a short dis¬
tance only. The most advisable termination appears to me to be upon
Dinish Island, 231i miles from Dublin, opposite to Castletown; the
Railway level being there about 22 feet above high water.
VALENTIA LINE.
As connected with the inquiry into Railway communications to a
packet station, it may be here the proper jilace to make such observa¬
tions as are in my power, upon the line to Valentia.
I should premise, that I have not had an opportunity of taking any
actual levels through the district I am about to describe; but from
having, as far as Killarney, twice personally examined the country, and
also from the levels marked upon the maps of the bogs and roads in the
county of Kerry, constructed by the late Mr. Nimmo, and from
authentic information, I am satisfied of the perfect feasibility of such a
line.
The course would be the same as the Cork line, as far as Mitchels-
town; then, on account of the demesnes in the valley of the Owbeg
river, to keep quite to the north of Kildorery, passing north of Doneraile
and south of Buttevant, and on to Kanturk.
I may here note, that if a more direct route to Valentia were required.
the Roütccnj Commissioners, Ireland.
169
a practicable line, with good levels, and probably easy of execution,
may be found, proceeding out of the Shannon line (before described)
at Donaghill, north of Tipperary, to pass north of Kilmallock, and by
Charleville to Kanturk ; making a connexion with Cork through Bally-
clog, crossing the Blackwater west of Mallow, and falling into the line
previously described. But such a line, though nearer to Valentin,
would, I apprehend throw out of Railway communication, unless by ad¬
ditional lines, the important districts of Cahir and Mitchelstown, in¬
cluding Fermoy, and even Youghal and Dungarvanj and, therefore, as
a Trunk Line, would not be so eligible.
From Kanturk, the right or north side of the valley of the Blackwater
river is to be followed, as far as the boundary of the county of Kerry ;
then keejting a general westwardlv course, north of the main road from
Millstrect to Killarney, and proceeding to the north-west extremity of
the lower lake ; then to wind round the side of Killorglan bog, and pass
north of Lough-Carraght, keeping along the clifls, and crossing the
Glanleigh river. It would he thence a coastline, along the south shores
of Dingle Bay, until a favourable pass were found for leaving them, and
penetrating, by a tunnel, to the head of the valley through which the
Vartin or Yalentia river flows, to Cahirciveen ; thence following that
valley to a proper terminus, opposite the island of Valentia.
Kildorery is about 133 miles from Dublin, and from Kildorery to
Valentia is about 87 miles; in all about 220 miles. The inclinations
from Kildorery, by the route described, to the summit of the Blackwater
valley, on the extensive moors between Millstreet and Killarney, would
be very favourable; I might add, particularly so; and if it were found
advisable to diminish the expense by undulating the sections, even then,
I apprehend, the ratio need in no case exceed 1 in 330, or 16 feet per
mile. But after passing the summit of the table land, the distance from
thence to the lower lake of Killarney (the level of which is only about
50 feet above high water), is not sufficient to avoid having recourse to
inelinations of'a steeper character; and probably slopes of 1 in 150
may be requisite for several miles in succession. But in this case, the
disadvantageous gradients will be all concentrated in one division ; aird
if high velocities are absolutely to be maintained, it may be accom-
]flished by the aid of assistant locomotive engines, otherwise a retarda¬
tion of speed or diminution of load must occur, but on the ascent only.
From the Lakes of Killarney to the point where the line will quit the
cliffs of Dingle Bay, and jtrobalily down to the termination opposite to
Valentia Island, tb.e inclinations will be very favourable ; horizontal, or
nearly so, for a considerable distancé, and never exceeding 16 feet per
mile, unless while traversing the ridge of hills dividing the coast from
the head of the valley of the Valentia river. On the whole, it may be
safely pronounced that the engineering diffictilties of the Valentia line
are lew, and the gradients throughout very favourable.
On the other hand, a route to Valentia must probably diverge from
the Cork Line upwards of 20 miles nearer to Dublin than the Berehaven
Line, and thus the economy of construction and the excellence of gra¬
dients woidd not be obtained with very much ultimate diminution of
expense ; that is, of the expense of constructing a Railway communica¬
tion to a packet harbour, branching from a line which must, at all
events, be carried to Cork,
170
Appendix to the Second Report from
On account of the great elevation of the Railway at Mallow, the ex¬
tension from that town, direct up the valley of the Blackwater, would
be attended with considerable difficulties in crossing the lateral valleys,
and by interfering with valuable property.
Another practicable route to Valentía might probably be found, by
extending the Shannon Line from Tarbert, south-west to Listowell,
Ardfert, and Tralee, and supposing a direct course forward from the
latter town to be impracticable, the Railway must bend back, and pass
between Castlemain and Castle Island, and reverting once more to the
south-west, pass by Milltown and Killorglan, falling into the line before
described, at the head of Dingle Bay. But the extension from Tarbert
to Valentia could scarcely be less than 80, and might even extend to 90
miles; and, though probably passing, with a few exceptions, over a
favourable range of country, and presenting good levels, the augmented
distance may reasonably be^ supposed to bring the cost of construction
to as much as, or even more than by either of the other routes. It
would, however, have certain advantages, in opening the improving
parts of the county of Kerry, and giving them a direct and speedy com¬
munication with Dublin ; and more local traffic might be looked for ;
while the favourable levels, and a fertile soil, would induce a greater
amount of agricultural traffic.
V. LIMERICK AND WATERFORD LINE.
The connexion of the important cities of Limerick and Waterford by
Railway has so long been a favourite object with many influential per¬
sons, both in Ireland and England, that it has not failed to attract the
attention of the Commissioners. In pursuance of their instructions, I
adopt the Shannon Line as part of this course, from Limerick south¬
eastward to Donaghill, a few miles north of Tipperary.
Quitting the Shannon Line at Donaghill (23 miles from Limerick), I
have laid out a route, proceeding south-eastward by Donaskeagh, and
the demesne of Thomastown, to cross the River Suir, about a mile
below Golden-bridge.
In the section hereto attached one-half this distance is horizontal,
and the remainder falls at the rate of 18 feet per mile, or 1 in 293. In
laying out the line for execution, I apprehend it will be easy to reduce
this inclination to the standard of 1 in 330. I did not conceive it
necessary to do more in the first instance, than to run one set of levels
in this district.
From the River Suir the Railway proceeds to rise gently, and crosses
the Cork Line, about midway between Cashel and Cahir, at 104.V miles
from Dublin, and 36 miles from Limerick. It then jiroceeds to a sum¬
mit on the road from Cahir to Clonmel, being there 301 feet above the
high water of Dublin Bay, 41 miles from Limerick, and near Wood-
rufi'e demesne, from whence it has been conducted to fall into the course
of the originally projected Railway from Watcrford to Limerick, as laid
out by the late Alexander Nimmo, the celebrated engineer; the direc¬
tion and inclination of which line is followed, falling from the summit
near Wooilrufl'e, at the rate of 1 in 151, to near Clonmel. Beyond that
city no line has been explored by me, but either the route from Clonmel to
Waterford, designed by Mr. Nimmo, or that afterwards proposed by Mr.
George Stephenson, might be taken ; or a line to pass Clonmel on a higher
the Railway Commissioners, Ireland.
171
level could te found, and with gradients probably not exceeding 16 feet
per mile. The whole distance from Limerick to Waterford, by either
route, would be about 13 miles ; viz., 93 miles along the Shannon Line
to Uonaghill, near Tipperary ; 20 miles from Donaghill to the junction
with the original Limerick and Waterford Line; 4 miles further to
Clonmel; and 26 miles from Clonmel to Waterford.
As Clonmel must have a communication with Dublin, a connexion
will, of course, be made with the Cork Line, where the Railway from
Limerick crosses, which may be done by a few hundred yards of branch,
and the levels of the two lines, going in opposite directions, render this
easy. Clonmel would thus, by Railway, be 115 miles from Dublin, and
it would only require the 20 miles from Donaghill to the Cork Line,
and the 26 miles from Clonmel to Waterford, to complete the Railway
communication between the latter city and Limerick, being little more
than one half the whole distance between these places, the remainder
being necessarily constructed to connect Limerick and Clonmel with
Dublin. A communication would also be thus established between
Cork and Waterford, which would be but a very few miles out of a
direct course, while a general opening would be made, from all the above
important commercial towns, into the very heart of the country.
VI. KILKENNY LINE.
The last line I have now to point out, is the one to the city of Kil¬
kenny. This leaves the Main Trunk Line at the summit, on Ross Bog,
2 or 3 miles south-west of Maryborough, and 52^ miles from Dublin,
that point being 345 feet above the datum high water level in Dublin
Bay.
The general course of the line is nearly south, passing Mr. Lawler's
demesne, and close to Corbally, leaving Ballyroan two miles to the east,
then passes close adjoining the town of Abbeyleix, and over Abbeyleix
bog, to the Cross-roads at Branra Gate, about midway between Durrow
and Ballynakill; thence by Grennan Church to Ballyragget, and along
the left or east bank of the River Nore, arriving in Kilkenny at the
barracks, 79 miles from Dublin, and 169 feet above the datum, having
fallen 116 feet in the 26^ miles from the summit on the Main Trunk
Line.
The route is through a country presenting very few obstacles to the
formation of a Railway, and the coujrse of the line laid out approaches
within a very few miles of the Castlecomer and Killemaule collieries.
GENERAL OBSERVATIONS ON THE LINES OF RAILWAYS.
As general observations, applicable to the whole of the lines laid out
under the direction of the Commissioners, through the South and South¬
western districts, as well as to the other lines surveyed, as just enume¬
rated, they may, with the few exceptions particularly mentioned, be
characterized as of remarkable facility of execution, and as having very
favourable curves and levels.
Through an extent of nearly 360 miles of lines laid out, for the Com¬
missioners, the amount of tunnelling is barely two miles, and, on a com-
])arison of many of the sections with those of the principal English
Railways, as executed or in progress, the smaller amount of earth-work
172
Appendix to the Second Rep/ort from
T\'ill he manifest, though some of the very heavy portions of the lines
make tlie averages, in the Abstract of Estimates, appear high.
The long list of important towns emhraced w ithin the range of the
various lines, esjiecially of the main trunk, amply bears out the correct¬
ness of the principles on which the instructions for laying out the Rail¬
ways were made out.
While approaching the principal places, as near as practicable, there
is scarcely any interference with houses, villages, town property, or
valuable building land. Mallow is the sole exception, and the ground
taken would be but for the piers of the bridge or viaduct across the town.
Neither are any of the existing canals, or navigable rivers, affected.
No road, of any traffic, will be crossed on the level. Indeed, for all
public roads, bridges have been provided in the estimates.
Nowhere, except for the Entrance into Dublin, will the lines interfere
materially with any residence property of importance, nor in any one
place that I can remember, or have had pointed out to me, injuriously
so : the lines, for the most part, pass over lands of comparatively little
worth, and, in many places, of no Value at ali, particularly in the bog
districts, and in the western parts of the county of Cork.
Traversing, almost universally, through the limestone country, the
materials for drains and for the bed of the Railway, for bridges, and for
fencing, will be abundant and cheap ; and where the heaviest construc¬
tion will be required, the supply is most plentiful.
It is conceived, also, that, except for the streams and public roads, but
few bridges will be requisite ; and, as regards the water-ways, no arches
but those of ordinary dimensions will he necessary.
The manifest improvement which the Railway lines will bring to all
the properties it may approach, induces a hope and expectation that the
many heavy items for contingencies and damages, arising on the con¬
struction of Railways in Great Britain, may be avoided, when the lines
now laid out through Ireland shall be put into execution.
I have the honour to be, Gentlemen,
Your very obedient humble Servant,
Charles Vignoles, Civil Engineer.
4, Trafalgar Square, London, March, 1838.
No. 2.
REPORT on the several lines of Railway through the North
and North-western Districts of Ireland, as laid out under the
direction of the Commissioners ; hy John Macneill, Civil
Engineer, F.R.S., M.R.I.A., Sçc.
To Major H. D. Jones, Secretary to the Railway Commission.
Sir,—In obedience to the request of the Commissioners appointed to
consider the best Lines for Railway communications throughout Ireland,
conveyed to me in your letter, dated the 19th December, 1836, and to
the Railway Commissioners, Ireland.
173
the instructions contained in the same letter, and also to subsequent
instructions received by personal communication with the Commissioners
themselves, I have proceeded to examine the districts pointed out to me.
With especial reference to the important question under consideration, I
have to report that the surveys, &c., of the line through the towns re¬
quired by the Commissioners are entirely completed; that the whole of
the lines are laid down in plan and section, on sheets of the Ordnance
Map of Ireland. These, together with the description of the Lines
which I should recommend to be adopted for Railway communication
through the parts specified—of other Lines which, after examination,
have been considered unfavourable for this purpose, with the reasons for
such an opinion—the lengths and clivities. &c., and the estimates of the
cost of execution, I have now the honour of requesting you to lay before
the Commissioners.
Previous to entering into detail, it may be satisfactory to state the
general result of the examination of the country for the proposed object;
which is, that Railway communication may be established between
Dublin and Armagh, and between Dublin and Enniskillen, without
encountering any engineering diíBculties of importance.
According to the instructions I have received, the line of these com¬
munications is the same for both transits between Dublin and Navan.
From Navan the Armagh Line would proceed northerly, passing
within two miles of Carrickmacross, through Castleblaney, to Armagh.
And from Navan the Enniskillen Line would proceed north-westerly,
through Kells, Virginia, and Cavan, to Enniskillen.
In addition to the inestimable advantages which the Ordnance Map
of Ireland affords to the Civil Engineer, I had a tolerably accurate
knowledge of the general features of the country through which the
proposed Lines of Railway were to be laid out ; and, in many of the
most important districts, a local knowledge of the probable levels, and
the difficulties that were to be encountered, from having been previously
employed to lay out and survey several Lines of Railway for different
Companies in the northern districts of Ireland, which I will hereafter
more particularly advert to. One of these surveys extended from the
sea-port of Drogheda, on the east coast, in a northerly direction to Bel¬
fast and Armagh, and two others in a westerly direction; one from the
same sea-port to the towns of Navan, Kells, Granard, and Longford ;
and the other from the sea-port of Dundalk to Castleblaney, Ballybay,
Cootehill, and Cavan, with branches to Monaghan and Carrickmacross;
plans, sections, and reports of which I subsequently had the honour to
transmit to the office of the Commissioners. The trial surveys and ex¬
aminations of the country that were made for these different lines
amounted to upwards of 2000 miles, and afforded data and information
that were most valuable ; much time was thereby saved, which would
otherwise have been spent in useless attempts to cross the country in
apparently favourable directions, and which nothing but actual levelling
could have decided to be impracticable. This follows from the nature
of the country, and its geological structure ; the latter of which, in many
places, is exceedingly embarrassing to the Engineer, who has to deter¬
mine the proper course of a general line of communication requiring an
hori^ontal or slightly inclined profile ; for, besides the great and pro¬
minent features of the country as to main ridges and valleys, these are
174 Appendix to the Second Report from
again covered with innumerable smaller hills and basins, so that it is
not sufficient here, as in some other parts of the country, to determine
the principal passes, in addition to which it requires the labour and
patience of ascertaining the proper course over the subordinate hills, in
order to attain these main passes in the best manner, and at the least
expense. This can only be accomplished with certainty by trial surveys,
and rendered absolutely necessary the great extent of levels which I
have stated to have been taken for the investigation of the limited dis¬
trict of country which I had to examine (not exceeding 3000 square
miles), and which certainly wovdd not have been required in the cam¬
paign of either England or Ireland.
Besides this previous information as to levels, which I had acquired
in my investigation for private Companies, I had over a consideiable
portion of the country under consideration, the important co-operation
of Mr. Griffith, one of the Commissioners. His extensive general and
local knowledge were eminently useful in this coup d'œil of the country.
The lines which are sketched in upon the Ordnance Maps, on his sug¬
gestion, and with his assistance, were always of very considerable use,
and, in many cases, were those which, with some slight deviations,
were ultimately adopted.
But for the important aid I thus received from this gentleman, and
from the Ordnance Maps, both published and unpublished (for of the
latter I was furnished with tracings), I could not have tendered to the
Commissioners the information I am about to lay before them, in less
than quadruple the time which has elapsed since the receipt of their
commands.
Having ascertained, by a careful perambulation, and a comparison of
the general levels, the situations that appeared most favourable for lines
of the Railway, trial sections were made in these directions, always
keeping in view the general principle of carrying the lines in the most
direct course possible, between the respective situations pointed out and
fixed upon by the Commissioners, and never deviating from it, except to
gain the lowest summits or passes through the hills, and the highest
points in the valleys ; and this, a due regard to economy in the con¬
struction of such works renders necessary and advisable. When these
trial surveys were laid down they were carefully examined and compared,
and the most favourable line adopted. In one or two instances it was
necessary to abandon lines previously selected, and to institute fresh
surveys and examinations of the country, in order to connect the lines
with certain summits which were found indispensable to other parts of
the line. In all cases, when the general line was decided on, the whole
was relevelled by other parties than those who first made the trial sec¬
tions, in order to arrive at as much accuracy as the limited time allowed
for the survey would admit ; the differences in the levels of the extreme
points were compared, and errors that might have introduced themselves
were, by such comparison and proof, detected. In making these last
sections due regard was also had to any minor alteration or improvement
that suggested itself, so as to lessen the cuttings or embankments ; and
although this may not have been carried so far, as on laying out the
work for the execution may be found desirable, yet it is hoped, from the
great care that was bestowed on this part of the survey, that in the
event of the works being proceeded with, none but very trilling altera-
the Railway Commissioners, Ireland.
175
tioTis will be required. When the levels were thus revised, and a section
of the country accurately laid down to a horizontal scale of six inches to
the mile, and to a vertical scale of 100 feet to an inch, a series of gra¬
dients were chosen, according to principles generally adopted, viz., to
obtain or approach as near as practicable to a horizontal line ; to have
the summits as few and as low as possible; to rise continuously, or, if
that be inconvenient, progressively, from the lowest to the highest point,
and therefore never to descend whenever it will be necessary to rise
again, or vice versa ; and finally, if possible, to have no clivities exceeding
16 feet in a mile, or 1 in 330.
On these princi])les, the estimate I had the honour to submit to the
Commissioners in May last, was founded ; and though no tunnel, or
any very extensive embankments or cuttings, as compared with similar
works in England, will be required to follow cut the above principles,
yet from the undulating nature of the country, and particularly from its
separate and detached hills and corresponding basins, which must he
cut through and filled up, to prevent sharp curves, a considerable quan¬
tity of earth, taken in the aggregate, will require to be removed ; though,
looking at the required outlay, this, in lines so extensive as those under
consideration, may be considered favourable. But being of the opinion
that the cost of construction of works of this nature should always be
proportioned, as accurately as possible, to the probable traffic of the
country, and fearing that this traffic might not warrant such an expen¬
diture as the above would demand, I have assumed and laid down a
second series of gradients which are steeper than the first, and the effect
of which will be to reduce the items of expense in the land, earth-work,
and masonry ; but, necessarily, on the other hand, increase the cost of
working the line.
The maximum gradient of the first system is, as stated above, 16 feet
in a mile, or 1 in 330, except in a single instance, for a length of eight
miles, in which the gradient is about 17 feet in a mile, or 1 in 308.
That of the second system is about 29 feet in a mile, or 1 in 180, which,
I conceive, should never be exceeded except in extreme cases. In some
Railway works already commenced, and in others about to be under¬
taken under my direction, both in Scotland and Ireland, I have recom¬
mended this gradient, and in extreme cases, for short distances, even as
high as 41 feet in a mile, or 1 in 130. By this means I have been
enabled to avoid high embankments and deep cuttings, and effect a very
considerable economy in earth-work and masonry. The same gradient
has also been adopted in Railways in England, without producing any
serious inconvenience, and it is my opinion that it may be considered
as probably sufficient for any Railway in Ireland. In order to exhibit
it on the lines under consideration, I have laid down the line to a smaller
scale to the preceding sections ; viz., one inch to a mile, for the hori¬
zontal scale, and 200 feet to an inch for the vertical scale. I have
taken the same datum line as in the others, and marked the new clivities
which the steeper gradients produce. These clivities, as well as those
of the first, I have collected into tables, and given with them references
to the particular plan and section on which the first system of gradients
ap])ears.
From these data, the steeper gradients may be laid down on the same
plans and sections, and their efi'ect on the roads, rivers, &c., which cross
176
Appendix to the Second Report from
the line, be ascertained. The earth-work to be removed, on this system,
may also be calculated from them, and compared with that of the first
series. This I have done, and tabulated in the Notes A and B, pages
60 and 62, to this Report, and the saving that may be effected in the
first cost of construction, by adopting these steeper gradients in prefer¬
ence to others, may be seen by a comparison of the estimates I have
given for each supposition. But I must beg leave to repeat, that previ¬
ously to finally determining the gradient which shall be adopted, in
actual execution, the expense of construction, and the probable traffic on,
the lines, should be carefully proportioned to each other ; it being evident
that a case might arise, in which a considerable income would justify
such an outlay of capital as would lie ruinous in a small one.
The drawings, &c., which have been made from the surveys, I have
classed in books, under their respective lines. The three relating to
the Dublin-Armagh Line are marked A 1, A 2, A 3. Those belonging
to the Dublin-Enniskillen Line, B 1, B 2, B 3.
The two books marked A 1, B 1, contain the Plans ; they include all
the lines surveyed, both those recommended for adoption, and also the
trial lines ; those which, after survey and comparison, were found infe¬
rior to the selected lines, and were rejected as unfit.
The Railway line recommended is strongly marked on the Plans.
All are laid down on engraved sheets of the Ordnance Maps to the
six inch scale, from which the Plans sent have been reduced to a scale
of one inch to a mile.
The two Books marked A 2, B 2, contain sections, but of those lines
only which I have recommended for adoption. Tiiese, also, are drawn
to two scales ; viz., one of which is small enough to exhibit a whole
line at one view, serving as an index to the otliers, which are to the
scale of the Ordnance General Map ; viz., six inches to a mile.
The two Books marked A 3, B 3, contain the sections of the trial
lines only. These are numbered, and coloured green, blue, &c., to
correspond with their respective Plans in the Books A 1, B 1. These
may, perhaps, be considered at present as of minor importance, but
their preservation may save future expense, and assist in estimating the
merits of any proposed deviation from the lines now recommended,
which future experience or circumstances may bring under discussion.
From the preceding documents, plans and sections have been en¬
graved, and it is to these engravings only that reference will be made
in the following part of this Report. The plana consist of sheets of
plates, including the Index Map, and form the second part of the Book
of Plans. The Sections consist of 36 sheets, including the Clivity
Diagrams and their Indexes ; and form the second part of the Book of
Sections.
It must be observed, that in all the sections of six inches to a mile,
the first series of gradients alone is laid down ; and that the steeper, or
second series, is confined to the Clivity Diagrams, on pages 33 amj 34
of the above Second Report.
It may be proper here to state, that I have laid down all the sections
to the same datum line, and that I have assumed for this the level of low
water adopted by Colonel Colby in the Ordnance Survey in Ireland. I
would here, also, take the liberty of suggesting, for the consideration of
the Commissioners, a recommendation to the Legislature, that in all
the Railway Commissioners, Ireland.
\17
Parliamentary Surveys, plans and sections for intended works, public
and private, in Ireland, the adoption in future of the scale on which the
Ordnance Maps of Ireland are laid down to ; that is, of six inches to a
mile ; that all levels should he referred to the same datum; and that no
other he permitted, as far as relates to that country. If this were
always done, most of the inaccuracies arising from reduction would he
avoided ; the expense of laying down surveys would he diminished ; all
the plans and sections for contemplated works would he on a uniform
and intelligible scale. The eye would become accustomed to it, and
would, in a great measure, he able to judge of the différent works, and
compare one with another without the constant application of the scale
and compass, which is now necessary to reconcile the various dimensions
which are adopted : besides, it would lead to much useful information
both to the engineer, the geologist, and the statistical engineer, that all
plans and drawings which require levels should he referred to one
common standard or datum, for affording the best means of comparison.
The following arrangement will he found useful in referring to the
Plans or Sections :—
PLANS.
Part 2. Index Map, reduced from the Ordnance Index Maps, to a scale of 4 miles
to 1 inch, showing the General Lines of Railway from Dublin to Armagh
and Enniskilleu, and the intermediate country.
Part 2 Plan I I^ui'hn to Navan, Main Trunk for the Armagh and Enniskillen
' ' I Lines.
rNavan,
Part 2, Plan 2,]?"™™°'^''''
j (yârrickniECross^
Pait 2, Plan 3,
ICastleblaney,
rCastleblaney,
I Milltowii,
J Middletown,
' Dublin-Armagh Line,
' Dublin-Enniskillen Line.
lArmagh,
rNavan,
Part 2, Pland,
iNear to Cavan,
I Cavan,
Newtowu-Butler,
Lisnaskea,
Maguire's-Ii ridge,
Enniskillen,
SECTIONS.
Part 2, Plate 3, Diagram of Clivities, and Index to Sections, Dublin to Armagh.
» 4,1
" "ySections, Dublin to Navan, - . . /Main Trunk for Armagh
7,
8,1
Part 2, Plates 9
10
I and Enniskillen Lines.
jj'VSections, Navan to Cavrickmacross,
I'iJ
Part 2,Plates 13,1 „ . r. „
,, loectrons, Carrickraacross to Castle-
:: iy
Part 2, Plates 16,1
„ 17, >Sectiona, Castlehlauey to Armagh,
» 18,J
' Duhlin-.4rmagh Line.
178 Appendix to the Second Report from
Part 2, Plate 20, Diagram of Clivities, and Index to Sections, Navan to Enniskillen.
Part2, Plates 21,1 „ ,,
22 Navan to Kells,
Part 2, Plates 23,1„ -k- n i tr- • •
24 J ' Nells to Virginia,
Part 2, Plates 25,1
„ 26, >Sections, Virginia to Cavan,
27.
Part 2, Plates 28,1
Dublin-Enniskillen
Line.
29,>Seetions, Cavan to Newtown-Butler,
30,J
Part 2 Plate 31 Newtown-Butler to Lis-
' 'I naskea,
Part 2, Plate 32, Sections, Lisnaskea to Enniskillen, -•
Part 2, Plate |Dublin-Navan-Armagli.
Part 2, Plate 34, do. do. do. Navan-Enniskillen.
In the above drawings will be found all the Railway Lines under
consideration, laid down in the usual manner. The plan and the section
are therefore necessarily detached from each other ; their union or com¬
parison is consequently always a process of some labour and time ; and,
even in cases where considerable trouble has been taken, is sometimes
inaccurately accomplished ; or, which is nearly the same thing, not
accomplished free from all suspicion of error.
The strong line on these plans represents, as usual, the position of
the proposed Railway line upon the ground ; but, in addition, I have
considered it to represent a vertical section of the rail, and in order to
exhibit the relations of the rail line to the existing surface, I have laid
down upon it a vertical section of the ground, keeping the surface line
above or below the Railway line, according as it rises above or falls
below the latter, precisely as is done in the usual detached section.
The parts which are found above the Railway line are shaded in faint
vertical lines ; and those below it in strong horizontal lines : where the
ground surface line coincides with the Railway line, then, of course, no
shading is applied ; the small figures show the depths in feet of the
cuttings and embankments.
A line illustrated in this manner will, in a single glance, establish
its usefulness. The character of the surface in the direction of the
Railway is at once evident ; its elevations, depressions, and levels, at
whatever height, are instantly seen, and in their exact positions. If
cuttings or tunnellings he necessary, a dotted line marks their situation
and extent ; and any embankments which may be required are as
accurately depicted by the shading. No measurement or estimate is
necessary to determine the position of a required point on the Plan cor¬
responding to any given point on the Section, and vice versa; they are
here, as in nature, in intimate union, and their peculiar combination, or
relation, can he instantly and accurately decided upon. In the engraved
plans the sections have been laid down on this principle, to correspond
and illustrate the more desirable line of gradients only.
During the short interval of experience since I ado])ted this mode, I
have met with in my own practice, and have received from several pro¬
fessional brethren, such evidence of its utility, that I not only trust the
Commissioners will excuse my having introduced it into these Surveys,
the Railway Commissioners, Ireland.
179
but that they will do me the honour of examining into its merits, and
if they find it possesses the convenience, accuracy, and utility which I
have attributed to it, they will be pleased to sanction it with their appro¬
bation.
The lines recommended to he adopted for the connexion of Dublin
with the distant towns of Armagh and Enniskillen, both pass through
the town of Navan ; I have designated them,
1. The Dublin-(Navan)-Armagh line.*
2. The Dublin-(Navan)-Enniskillen line.
I shall now proceed to describe their routes, lengths, clivities, esti¬
mates, costs, &c. ;—
DUBLIN-(NAVAN)-ARMAGH LINE.
Plans, Part 2, Plates 1, 2, 3.
As time did not permit me to ascertain and compare all the numerous
and conflicting circumstances which enter into the determination of the
most preferable site for the entry and terminus of a Railway, at so im¬
portant a place as Dublin, I selected a point which involved little or no
discussion, and from which, if it should ultimately be considered, as it
probably will be, too far from the centre of the city, there would be no
difficulty in advancing nearer ; or it might be connected by branches
with more than one entry and terminus in the city and its environs, if
such should be better adapted to the several articles of transport.
The point I start from, and which I consider to possess the condition
above mentioned, is situated near the Cross Guns, on the north side of
the Royal Canal, adjoining the Botanic Garden.
It is evident, on reference to the dotted line on the plan, that from
this point the line may be advanced to the waste ground in the neigh¬
bourhood of St. George's church, Dorset Street.f
^ At the Cross Guns the ground surface is about 88 feet above low-
water mark, and an embankment of 18 feet will be necessary, according
to the first series of gradients that I have chosen ; but should it be found
advisable to adopt the second series, then this embankment may be
much less.
From the Cross Guns the line runs close and nearly parallel to the
Royal Canal, and within half a mile south of the Dublin Hill Brook,
in the parish of Castleknock ; it then runs northerly, and crossing the
valley of the Tolka, runs along the north side of that stream, to near
Mulhuddart bridge, about a mile and a half west of the bridge; there
enters the county Meath, a little beyond the seventh mile from
Dublin, in a ten-feet cutting, in the townland of Gunnocks. It con¬
tinues in the same direction, and passes into Mayne, where it bends in
a gentle curve towards the north-west, and passes through Norman's
Grove, then north-west of Wood Park, and between the Black Bull and
Piercetown cottage, through Quarryland to Rathbeggan ; a distance of
* This title (listinfjuishes it from the Diihliu-Armagh line, which I surveyed last
year for a Company, and which is proposed to pass throughout Drogheda, Dundalk
and Newry.
f This line I have subsecpiently surveyed, and found practicable.
N 2
ISO
A2)pendix to the Second Re^jort from
about 12J miles from Dublin, where the summit of the country (2,S4ö
feet above the datum line of low water) is attained by a uniform accli¬
vity from the Botanic Garden to this spot, of 14i feet in a mile, or 1
in 364.
From Rathbeggan the line continues over the table land which sepa¬
rates the valley of the Liffey from that of the Blackwater and the
Boyne, for a distance of about 6i miles ; passes through Leshemstown,
and Calvertstown, and about 1^ mile to the westward of Dunshauglilin,
and near Dunsany Castle to the westward, to the public road near the
Roman Catholic Chapel.
From Rathbeggan to this point the line is nearly straight; it then
curves in nearly a northerly direction, descending 1 in 352, or 15 feet
in a mile, to the valley of the Boyne ; and passes about one mile to the
west of Tara, near to the ruins of Castletown, and a little to the eastward
of Dowdston House : it then curves in a north-west direction, and
running nearly parallel and close to the river Boyne from Ardsallagh
House to Kilcarn, crosses that river at a bend in it, nearly at right
angles, and at a height of about 57 feet above ordinary floods. The
distance from Dublin to this point of the line is 26 miles, and its height
above the datum line of low water 184 feet. From the Roman Catholic
Chapel to the same point is a uniform declivity of 15 feet in a mile, or
1 in 352. After crossing the Boyne, the line continues in the same
direction, and with the same rate of declivity, to the Lime Kiln Hill,
about one mile further. Here the inclination changes to the horizontal,
and so continues for about a mile to the town of Navan, a distance of
27 miles 1,276 yards from Dublin. This horizontal plain is 167 feet
above the datum line, and sufficiently high (varying from 10 to 20 feet
above the surface of the ground) to allow a free passage under it ; and
is favourable not only as a terminus and depot for the town of Navan,
but also for the branching off of the two main lines, Armagh and
Enniskillen.
These I will now proceed to describe, commencing with the line to
Armagh.
NAVAN TO ARMAGH.
This line commences, as already stated, about midway between the
27th and 28th mile from Dublin, and about half a mile west of the town
of Navan, on a ten feet embankment, at a point which is 167 feet above
the datum line, and 61 feet above the terminus at the Cross Guns, near
Dublin. The first portion of the line is horizontal, and sweeps round
the west side of the town in a curve of about three-fourths of a mile
radius, and at about a quarter of a mile distant from the Market-place
crosses one of the streets and the road to Kells. The line then rises
and takes a northerly course through the Abbey lands, and crosses the
Blackwater river near the old distillery, at an elevation of 57 feet above
ordinary floods, in a very favourable situation, as the line runs nearly
at right angles to the stream, and at a point where there are high banks
which approach within 150 yards of each other. The ground appears
firm, and suitable for building upon, though no borings were made to
ascertain the precise nature of the soil. After crossing the river, it runs
in nearly a northern direction through Donaghmorc, between Symonds-
town and Proudstown ; after which it curves gently towards the north-
ihe Railway Commiísioners, Ireland.
181
"west, througli Silloiigh, Moortown, Tankartlrath, and other tov'nlands
ill Kilberrv parish ; and again to the northward, until it arrives at the
village of Wilkinstown, 34 miles from Dublin ; it then curves to the
north-east to near the village of Irishford, 36 miles from Dublin. At
this point it has gained the summit of the country lying to the north¬
ward of the Valley of the Blackwater and the Boyne, and which, ac¬
cording to my levels, is 247 feet above the datum line, and 80 feet
above the terminus at Navan. From the Kells road at Navan to this
point is a uniform acclivity of about 10 feet per mile, or 1 in 537. From
Irishford the line passes in a north-east direction, close to the Cross of
Knock and Killery Bridge, through !Mitchelstown and Killery parishes,
and about a mile to the westward of Parsonstown House ; it then curves
to the northward, close to the village of Syddan, 195 feet above the
datum line. It then continues in a northerly direction, crossing the
river midway between Wooden Bridge and Yellowford Bridge, west¬
ward of Aclare House, to the village of Drumcondra, passing through
Newstown and Bresslingstown, to the townland of Crowmartin, in the
county of Louth, a small portion of which it crosses, and then enters
the county Monaghan, near Lagan Bridge ; thence passing eastward of
Coolderry House, it runs in a north-west direction to Mullyore, a dis¬
tance of about 48 miles from Dublin, and 160 feet above the datum line.
From Aclare House to Mullyore the line has a continued level. From
this point a branch might be made to Carrickmacross, which lies to the
north-west of the mainline, and about 3^ miles distant from it. Various
attempts were made, as will be seen by a reference to the plan No. 2,
Part 2, to approach nearer to this important agricultural town; but,
from its low situation, compared with that of Castleblaney, through
which it was required that the main line should pass, it was found im¬
practicable to carry a satisfactory line, which should have the same
favourable gradients as those attainable on all the other parts of the line
between Dublin and Armagh, nearer than the line on the plan. Should,
however, the first series of gradients be abandoned, and the steeper and
undulating ones of the second series be adopted, it is possible that the
line may be brought something nearer this town, and the trial lines and
sections which have been furnished to the Commissioners may then
be of essential service in pointing out how that may be accomplished.
From Mullyore, in the county of Monaghan, it was found necessary,
in consequence of the high ground which lies between Carrickmacross
and Castleblaney, to carry the line considerably to the eastward of the
direct couisc, so as to get into the valley of the Fane; it is on this
account that the line curves to the north-east, near the 49th mile, and
after passing to the eastward of Tullyallen lough, through Corkeeran,
Clonturk, Drumturk, Lisnathannagh, Ballymackney, Coolreagh, and
Strade.cn, it arrives at Garlcgobbnn, where it is 185 feet ahove the
datum line, and at the extreme eastern point between Navan and Castle¬
blaney. From Mullyore to Garlcgobban is an acclivity of 6 feet per
mile, or 1 in 852. Here it curves to the north, and passing through
Dunclly, Killybeg, Druinganney, and along Kilmurry lough, through
Corcullonglish, it runs close to the river Fane, continuing the same
course through Ardkirk and Gorteens to Coolskeagh, in the Muckno
valley, along the south side of the road from Dundalk to Castleblaney,
which it passes close on the south : at this point the line is 348 feet
182 Appendix to the Second Report from
above the datum line, and from Garlegobban it is an acclivity of "Jj feet
in a mile, or 1 in 120. After crossing the road to Ballybay the accli¬
vity becomes 2| feet per mile, or 1 in 2,091, nearly equal to a level for
a distance of a mile and a quarter.
This part of the line, 350 feet above the datum line, and 65 miles
from Dublin, and as it runs nearly on the surface of the ground,
would be a favourable situation for a dépôt or station for the trade of
Castleblaney, and might be joined to the line of Railway I laid out from
Dundalk to Ballybay, for which a Bill was procured in the last session
of Parliament, and which approaches very close to this point.
From Castleblaney to Armagh a very direct course of Railway is im¬
possible, in consequence of high ground, which, in fact, is a continuation
of the mountainous range which extends from Newry in a westerly
direction towards Monaghan ; and which, even at Keady, situate in the
direct line between Castleblaney and Armagh, and about half-way be¬
tween each, is of considerable elevation, and tails out very gradually
towards Monaghan and Ballibay ; it therefore became absolutely neces¬
sary to make a considerable circuit towards Monaghan to attain a point
sufficiently low to carry a line of Railway over it. By reference to
Plan No. 3, Part 2, it will be seen that this deviation amounted to
nearly 6 miles from the direct course, and even then the elevation was
greater than on any other part of the line from Dublin, being 409 feet
above the datum. Considerable care was taken, and a great deal of
labour bestowed on this part of the survey, to ascertain if there was any
Pass in the range of hills that would enable a line to be carried nearer
to Keady, or in a more direct course, and to fix upon that point which
I considered as a just limit between distance and elevation. The various
trial surveys which were made for this purpose have not been sent to
the Commissioners, as they were made in detached pieces, and merely
connected by a series of levels, in many places without lineal measure¬
ments, and though sufficient for an engineer to reason upon, would not
be suitable to engrave upon a plan. After skirting close along the west
side of the town of Castleblaney, as already described, the line continues
in a north-west direction close to the Monaghan road, passing south¬
west of Drumillard lough, and to the north-east of Laragh and Cre-
martin loughs, up the valley of a stream, to a point about a mile beyond
the latter lough, in the townland of Cornamaeklough, where it attains
the highest summit at 69 miles from Dublin, being at 4091 feet above
the datum line, and 303 feet above the terminus at Dublin, and 239
feet above the terminus at Armagh.
This summit is attained at one uniform rate of acclivity from Castle¬
blaney, of 15 feet in a mile, or 1 in 359, and the descent from the same
point to Armagh is also a uniform declivity of the same rate and
number of feet per mile. From Cremartin's lough the line curves to
the northward to Milltown, and then inclining to the north-east, at
Bryanlitter, to gain high ground, it again curves towards the north-west,
and leaving Castle-shane on the west, passes through the townlands of
Feddans, Cornahoe, and Drumneill, and enters the county of Armagh
in the townland of Skerries. From this it curves to the north-east,
passing about one and a half mile to the south-east of Middleton, be¬
tween Doogary lough and Portmilligan, half a mile north-west ol
Morton's Cross ; then running through Dernalea, Conneen, Bally-
the Railway Commissioners, Ireland. 183
cofFey, close to Abbey Park, Ballycrummy Distillery, St. Patrick's Well,
the south-west angle of Pen ton ville Nursery, terminates near the
shambles in the north part of the city of Armagh, on a 15 feet embank¬
ment, the ground at that point being 154 feet above the datum line,
and 85è miles from Dublin, by the route which I have just described.
This terminus appears to possess all the advantages that can be desired;
it is sufficiently close to the town, without being a nuisance ; no house
property will be required ; the situation is well adapted for a depot and
stores, and the line may be hereafter carried forward to Coleraine, or
joined to the Ulster Railway, as the levels are suitable for both these
objects. A branch might also be carried from the neighbourhood of
Milltown to Castle-shane and Monaghan, the latter of which is not
more than 5 J miles from the line ; and as the gradient need not be so
perfect on short and local branches as on main or trunk lines, the
expense would be inconsiderable in carrying it into execution.
DUBLIN—(NAVAN)—ENNISKILLEN LINE.
Plans, Part 2, Plates 4 and 5.
The Dublin-N avan part of this line has been already described in the
Dublin-(Navan)-Armagh Line.
At Navan the line turns towards the west in a gentle curve, and
running in a north-west direction along the valley of the Blackwater
river, and nearly parallel to it, and on the south side of the road from
Navan to Kells, passing through the town parks south of Navan,
Moate, and near to Mountwhistle ; a distance of about one mile and a
half from Navan, which is level, being 16T feet above the datum line.
From this point the line continues along the south side of the Kells
road, passing through Liscartin to near the village of Tankardstown,
the acclivity being 7 feet in a mile, or 1 in 736, the height above the
datum line being 182^ feet. From Tankardstown the line continues in
a north-west direction, passing through Castlemartin to Ballybeg on a
level : at this place the direction becomes more northerly, and the line
passes through Nugentstown, Cookstown, and Gardenrath, to the town
of Kells, which it approaches on the south side to within a quarter of a
mile of the market-cross without interfering with a single house, and in
a situation most favourable for a depot or station. The acclivity to this
point is ISi feet in a mile, or 1 in 382. The height of this point
above the datum line being 221^ feet, and 57 feet above the station at
Navan, the distance from which is 9j miles, and from Dublin about
38i miles. The ground I'rom Navan to Kells is so favourable for a
line of Railway that the rates of acclivity need not exceed 13f feet per
mile, or 1 in 382, in the steepest place, and that for three miles only,
the remainder of the distance being nearly horizontal. From Kells,
after passing along the south side of the town, the line continues in a
north-west direction along the valley of the Blackwater, and skirting
the side of the hills on the south side of the river, passes 350 yards to
the north of the Pillar of Lloyd ; half a mile beyond which it crosses
the Blackwater river near Clevan's bridge. The acclivity from Kells
to this point is 11^ feet in a mile, or 1 in 449, and the height above
184 Appendix to the Second Report from
the datum 248 feet. At the point where the river is crossed there will
he an embankment required of 35 feet. From this it passes through
the townlands of Meenlagh and Carnacross, where it twice crosses the
river Blackwater, at the loop or bend which surrounds the east side of
the townlands of Woodpole : this requires two bridges and an embank¬
ment, 38 feet in one place and 40 feet in another. Should the gradients
be diminished, as given in the diagram sections, the expense at this
point will be a good deal lessened. From hence the line continues on
the south side of the river, and runs parallel to the road, and about 200
yards from it to the boundary of the county of Cavan, which it enters
near the cross roads of Whitegate in Edinburt. It then runs on the
south side of the Dublin and Kells road, and about 300 yards from it
to the south angle of Lough Ramor in Straraatt, the acclivity being 13
feet in a mile, or 1 in 412 ; it then curves gently towards the north,
and crossing the mail-coach road near the chapel in Pollintemple, it
again turns towards the north-west, and running parallel to the lough, it
reaches a point on the north side of, and about 200 yards from the town
of Virginia ; the rate of acclivity being nearly 2 feet per mile, or 1 in
2,532; where it is 334 feet above the datum line, and about 21 miles
from Navan, and 48i from Dublin. The situation here is favourable
for a depot and station, which can be formed without inconvenience or
injury to private property.
From Virginia the line continues in the same direction to Carnaslieve,
where it crosses the road ; it then runs along the line of the mail-coach
road to Fintavin ; here it curves towards the west, and passing close to
the eastern angle of Lough Nathreegeelagh, it inclines more northerly,
and passes through Pottle, near Pallatree Fort, to Ranevogue, the ac¬
clivity being 8 feet in a mile, or 1 in 660, where it attains the summit
of the country between Virginia and Cavan, which is 400 feet above the
datum line, 30 miles from Navan, and 50 from Dublin. From this point
it runs in nearly a straight line to Aghadreenagh, with a declivity of li
foot per mile, or 1 in 4,320. It then runs in a straight line to the Fort
at Corrawellan, about one-fourth of a mile to the east of the Catholic
chapel; the declivity being 15 feet in a mile, or one in 353; here it
again inclines to the westward until it reaches the old church of Anna-
geliff, where it curves to the northward, and passes along the high land
on the north east side of the town of Cavan, to a point where it crosses
the old road from Cavan to Ballyhase, in the townland of Kinny-pottle,
near which the station or dépôt should be situated. The distance fronr
Navan to this point is 39^ miles, and from Dublin about 67 J miles ; the
declivity being 15 feet in a mile, or 1 in 353; the height above the datum
line being 278 feet.
The line of railway which 1 surveyed from Dundalk to Cavan might
join the main line near this point, and would thus open a communica¬
tion to Cootehill and Ballybay, and the districts lying between these
towns. The line which has just been described, between Virginia and
Cavan, passes within ten miles of Ballyjamesduff in the west, and Stra-
done in the east, to either of which towns branches might easily be laid,
should they be required.
From Cavan, after passing along the east side of the town, at a dis¬
tance of 300 or 400 yards from it, as already described, its direction
becomes nearly due north, and running in nearly the line of the mail-
the Railway Commissioned, Ireland.
185
coach road ; and, a short distance from it, it passas along the east side
of Drumelagh Lough, through Drunigallagh and Drumaturk, and over
the river Erne, or Annalre, about halt a mile to the eastward of Butler's-
hridge, at a point which, although otherwise favourable, requires a high
embankment of from 60 to 10 feet. From the river Erne the line con¬
tinues in the same direction along the east side of Castle Sanderson
Demesne, to the Enniskillen road, near Drumheghanah, where the
height of the ground is 155 feet above the datum line. Near this point
it enters the county of Fermanagh, at the quarry, near Lough Bane; it
then curves a little to the westward, through Annaghamore, and crosses
the river Finn at right angles to the stream, at a point that will require
from 15 to 20 feet embanking. After crossing the river, it inclines
more towards the west, and passes close towards the east angle of Kil-
garrow Lough, and Spectacle Lough, to Starraghan, on a level ; it then
skirts the western side of Lough Nacallagh, passes about three quarters
of a mile to the westward of Newtown-Butler, and running near the
mail-coach road on the east side to near the school-house, Drumgoland,
rising at the rate of 3xVth feet per mile, or at I in 1115. It then runs
level, and in a north-west direction to Gorroroosky, where it crosses the
mail-coach road, in a 26 feet cutting ; it then passes through Culbordia,
Drumhose, a little to the east of St. Ronan's Stone and the ruins of
Aghalurcher church, to the east angle of Lough Head, in Castle Balfour
Demesne ; it then curves gently towards the north-west, passing about
half a mile to the westward of Lisnaskea, and continuing in a noi th-
westerly direction it again crosses the mail-coach road at Oghill ; from
this it passes through Oghill and Mullynascarty, and crosses the Cole-
brook river, nearly at right angles to the stream, in the townland of
Aghinure, in a 16 feet embankment. This point of the line is about
If mile from Maguire's-bridge, to which a county road now leads in a
direct course along the northern hank of the river. Where the line
crosses the river it is 60^ miles from Navan, and 83^ from Dublin ;
the height above the datum line being 185 feet. After crossing the
river, the line continues in the same direction ; and passing close to
Lough Corban, at a rate of acclivity of 6 feet in a mile, or 1 in 868, it
then passes through Whinnigan Glebe, Drumrainy, and runs level
along the northern extremity of Tamlaght Bay to Castlecoote Demesne,
which it passes on the west, between the mail-coach road and the lough,
and terminates in the Fair Green in Enniskillen, on an embankment,
15 feet above the ground, which is here 181 feet above the datum,
68^ miles from Navan, and 96 from Dublin. At Whinnigan the line
is about 1^ mile from Lisbellew, to which an easy access might be
made : there is now a good county road which would communicate with
the line near the Sandstone Quarry.
The terminus above described is in a most favourable situation, and
is raised on an embankment, for the purpose of crossing the roads, and
giving free access to the town, for the country lying east of it, which
might otherwise be put to inconvenience or expense, in the event of new
lines of road being hereafter required to be made. It has also another
advantage, that the line may be continued with more facility and with
better gradients, in a northerly direction towards Derry, which I ascer¬
tained before I finally determined upon the position of the terminus.
It is also well situated for the town, and will not require the removal of
a single house, or injure one, except^Fair View, near the gaol.
186 Appendix to the Second Report from
GENERAL OBSERVATIONS.
The estimates have been formed on the supposition that the roadway
is to be 30 feet wide at the bottom of the cuttings, and of the same
dimensions at the top of the embankings, and that the slopes, both in
cuttings and embankings, are to be 2 horizontal to 1 perpendicular
(except through the deep cuttings south of Carrickm across, which are
calculated to stand at 1 to 1) ; though, considering tlie nature of the soils
through which the different lines will pass, slopes of 2 to 1 will not, in
my opinion, be required throughout ; in many cases through the cuttings
the soil may stand much more upright ; but as rock and loose stones,
hard gravel, and other soil, expensive to remove, will be found in many
of the excavations, I have thought it the safest way to maintain this pro¬
portion throughout, and then allow earth prices for the whole, which I
have no doubt will be sufficient to execute the work; particularly as the
earth-work has been calculated from these dimensions, by my tables,
which give generally 15 per cent, more than the common inaccurate
mode of calculation.*
In the estimate for ballasting, I have supposed gravel, pebbles, or
quarry chips to be used ; the ballasting to be 18 inches thick under the
railway, diminishing to 4 at the sides. In all places, however, where
good rubble stone can conveniently be had, and which I believe will be
the case in most parts of the line north of the Boyne, I would recom¬
mend that a course of such stones should be laid by hand across the road,
firmly packed and wedged together in the form of a compact pavement,
the interstices of which should be filled with stone chips or spawls,
driven in by means of a hammer : the stones should be placed on their
broadest edges, and should be 10 or 12 inches deep; over this sub-
pavement 6 or 8 inches of broken stone or gravel should be placed, and
well rammed before the blocks or sleepers are laid down. The boxing
should be 12 inches deep, and composed of the smallest description of
gravel, of which abundance can be procured in most of the districts
through which the lines pass. Under the sub-pavement, cross drains,
either open or filled with rubble stone, should be made at every 10 or 15
yards, where the soil is at all wet. These drains need not be more than
10 inches deep and 10 inches wide; they should fall each way from the
centre towards the main side drains, the bottom of which should be 10
inches below the level of the lowest side of the ballasting.
The rails are estimated to be wrought iron, and 42 lbs. only to the
yard, which I have no doubt will be sufficient, either with the continuous
bearing suggested by Mr. Nimmo, in his Report on the Limerick and
Wateribrd Railway, in 1826,t or by introducing closer bearings (say
* To enable the Commissioners to examine the details of this part of the estimate
I have sent the tables of the original calculations of the earth-work and tlie quantity
of the land.
f This j)lan has been lately adopted i)y several railway companies, both in Eng¬
land and Ireland, under the direction of Mr. Vignoles. By the use of the timber
baulks which he uses 1 have no doubt that there will be less wear and tear on the
road and engines ; but I have some doubt as to its durability, and particularly to its
applicability, in preference to stone blocks, in many districts of Ireland.
the Railway Commissioners, Ireland.
187
two feet only apart), which has heen found to answer well on some rail¬
ways in Scotland ; but the mode I should recommend for adoption would
be that which I have directed to be used on a railway in that country,
viz., to lay the rails on square stone blocks, in cast-iron chairs, three
feet from centre to centre, in the usual manner ; each alternate block to
be of large dimensions, and placed diagonally, bearing, besides the chair,
a cast-iron saddle, laid under the rails near the angles of the blocks, so
as to divide the bearing between each pair of chairs into two lengths,
and thereby reduce it to at least 18 inches. These saddles are to be
fixed to the stone by plugs and spikes, in the usual manner ; but they
require no protection against lateral strain, the upper surface being
merely a ridge without any check or projection, like the chair. In fixing
the rails to the chairs, I should recommend that keys or wedges of wood
may be dispensed with, and the chairs be cast so as to fit the rail, and
be driven on tightly before they are laid down. The plan has been
adopted on several railways in Scotland, and has been found to answer
exceedingly well ; but as it may still be thought desirable to use wooden
keys, I have included them in the estimate.
In designing for the bridges, &c., rubble work and hammered stone
masonry have been introduced as much as possible, cut and dressed
stone being used only where absolutely necessary. Should severe
economy in the first construction be resolved upon, one line of railway
might be laid down, with passing-places or double ways between the
principal towns or stations ; these passing-places might not exceed one
mile in length, and should be placed in those parts of the line where the
trains would pass each other if they were started at the same time from
the nearest principal towns ; and also in these parts where the trains
would pass each other, between the extreme termini, viz., Dublin and
Armagh, and Dublin and Enniskillen. In the latter cases the passing-
places should be five or six miles long, so as to allow amply for such
small irregularities in time as may occur on the other parts of the line :
by this means, and by judicious and careful management, uninterrupted
communications might be maintained between the principal towns and
places intermediate, and a reduction effected in the first cost, amounting
to 2,400/. per mile.
There are already several railways which have been laid with one line
of railway only, which have succeeded admirably ; they are now paying
from seven to eight per cent. The rails on these have been laid on one
side of the space which had been formed for the double track, and that
side only finished up, and its slopes, &c., soiled and levelled ; the other
side being left unfinished for an indefinite time.
A saving might also be effected in many of the bridges by introducing
timber trussed with wrought iron ties instead of stone arches, a mode
which I have adopted on the Slackmannan railway ; also on that of the
Wishaw and Coltness, both of which are in progress, to bridges which
have spans of 100 feet. A similar mode might be adopted for crossing
the Boyne and Blackwater rivers ; and where railways are carried over
turnpike roads a considerable space may thus he afibrded at a compara¬
tively small additional expense.
In estimating the earth-works, I have added two feet to the depths
shown on the sections in all the cuttings, to allow space for the ballast-
]88
Appendix to the Second Report from
ing and blocks, as the line on the sections represents the surface of the
rails when finished.
I have previously noticed the great advantage and facilities afforded
by the maps of the Ordnance Survey of Ireland ; and it is a duty I think
I owe to the parties who prepared them, to add, that having now had an
opportunity of examining and checking them in various directions, and
for different works, over an area extending from the cast coast to the
parallel of Enniskillen on the west ; and from Dublin to the extreme
coast of Antrim and Derry on the north j and having had lines of sur¬
veys carefully measured by myself and assistants laid down upon them
to a total amount of more than 4,000 miles, I have in no instance de¬
tected any error or inaccuracy. As they contain ample information, laid
down on a scale of six inches to a mile, with unrivalled distinctness, they
leave scarcely anything to be desired, either by the topographical sur¬
veyor or the civil engineer, who may be engaged upon ascertaining the
best routes of communication.
JOHN MACNEILL.
8th January, 1838.
No. 3.
Suggestions on the Pmccrs to he given to Railu mj Companies,
and the Restrictions to which they should be subjected.
The powers to be given to Companies undertaking Railways, and the
restrictions to which they should be made subject, are questions for the
serious consideration of the Legislature.
It was difficult, indeed scarcely possible, to come at once to just con¬
clusions on a subject so novel, and operating in so many different ways,
and by so many influences, upon the varied relations of property and
commerce.
Much has been done, but much still remains to be effected in the
arrangements, before a thorough understanding can be arrived at, of the
encouragement which ought to be given to these establishments, for the
benefit of the public interest, without trespassing unduly upon private
rights and property.
It is a question of very great difficulty, and cannot be satisfactorily
disposed of, in each distinct case, by that tribunal to which, like ordinary
projects of private speculation, these undertakings have been hitherto
referred, namely, a Parliamentary Committee.
An investigating body for deciding upon the merits of a great Railway
project should, undoubtedly, be composed of individuals selected for the
task, on account of their possessing a competent knowledge of the
general nature of the business and matters to be submitted to them ;
and if the same individuals were permanently occupied in similar inves¬
tigations, their efficiency would, of course, be increased on account of
the greater facility of forming a sound judgment, which a continued
familiarity with the general subject, and the consideration of many cases,
would thus afford them.
Such a body, besides hearing and examining the representations and
arguments of parties interested for and against a project, should have the
the Railway Commissioners, Ireland.
189
power to order any other researches which might he judged necessary to
be made, through means of agents of its own selection ; and it would
reject the vast quantity of irrelevant matter and lengthened discussion,
as well as those repetitions of arguments and evidence to points pre¬
viously decided, which must be necessarily entered into before Com¬
mittees that are newly organized for each separate occasion.
ft will be immediately perceived, that these are advantages which are
not, and cannot be possessed by Parliamentary Committees.
It is a further objection to the present system, that a double process
is necessary, in consequence of a separate inquiry taking place before
each House ; when it is evident that a thorough and efficient examin¬
ation, by a body deputed for the purpose, would form a sufficient
foundation for legislating in both.
On the introduction of one of these great undertakings, there are many
important interests to be considered, which require to be more or less
protected ; but it does not appear that protection has been afforded
hitherto in due proportion to their relative importance.
These interests may be classed under the following heads :—
1. The Company itself.
2. Rival Interests J. such as Competing Lines, Canals, &c.
3. Future branches or Extensions to the same Line.
4. Parties from whom Property or Rights are to be taken.
5. To protect the interests of the Public, in the first instance, so as
to prevent, as far as possible their becoming the dupes of artful
Speculators.
6. Public Economy and Convenience, as they may be affected by the
future results.
I. The Interests of the Company.
The great advantages that may be derived from Railways, if esta¬
blished on a proper basis, being indisputable, it would be proper to
afford to a duly-qualified body, desirous of undertaking them, every
facility to bring forward their respective projects, and every encourage¬
ment when they have satisfactorily established the real merit of their
plans.
In whatever way this facility be given, the preliminary expenses must
still necessarily be great ; but the parties might be spared many of the
very extravagant charges, and of the numerous difficulties and delays to
which they are at present subjected.
The cost of procuring an Act of Parliament for these undertakings,
which is enormous, particularly when they are opposed, might be much
reduced, by adopting a more efficient system of investigation, and pro¬
secuting it, in certain cases, in the neighbourhood of the subject of
inquiry—by the passing of a general Act for regulating such matters as
are common to all Railways, and by some minor regulations that will be
found adverted to in the annexed remarks upon the details of the
Standing Orders of Parliament.
They might also be protected from the extortions of individuals, to
which circumstances and prescribed forms render them frequently
liable.
Every person who is compelled, for the promotion of public objects,
190 Appendix to the Second Report Jrom
reluctantly to surrender rights or property, is entitled to a full and
liberal compensation ; but when the propriety of the measure is esta¬
blished, justice and the public interests require that such compensation
should be within reason. Some regard, also, should be had to the
general benefit which the neighbourhood will derive, and even direct
allowance made in cases where it appears manifest that the individual
would obtain great collateral advantages. Thus, if it be evident that a
Railway, either by an adjoining station, or for some other cause, will
raise the value of land or premises, a proprietor should not be entitled
to the same rate of remuneration for a portion of his estate contiguous
thereto, as if he were required to give up the whole of his possessions in
that place. This principle has been carried in America so far, that
juries have actually awarded compensation to be paid to Railway Com¬
panies, by proprietors, for leading the work into their lands.
These considerations are peculiarly applicable to Ireland, where it is
the direct interest of almost every individual to call forth and stimulate
the resources of the country, and where there is little danger of an
injurious interference with existing establishments. It is otherwise in
England, which is advanced to a state of improvement so near perfection,
that doubts may be in many instances entertained whether the actual
existing advantages are not greater than can be supplied by the intro¬
duction of any changes or novelties however promising.
In Ireland no such doubts can exist ; by ordinary precaution there
will be little to sacrifice, but much to gain ; therefore the guards with
which existing rights are protected at the cost of so much inconvenience,
expense, and delay, might, in this country, be greatly simplified.
The mode of determining the amount to be paid for land and damages,
by the adjudication of a jury, appears to be defective, and not always
calculated to lead to satisfactory results.
Independently of the strong opinions, either favourable or adverse to
the project, which are likely to be held by persons selected from the
district where the work is to be carried on, and of the sentiments with
which they may be also conscientiously impressed, as to the degree in
which compensation should be made to individuals, by public bodies,
whether Joint Stock Companies, or the Government, the subject is not
usually brought before them in such a shape as to enable them to form
a correct judgment.
All the information afforded them is the evidence of extreme opinions
in favour of, or against the claims ; usually of the most discordant
character, which cross-examination only tends to make more obscure ;
and further mystified by the artful pleadings of counsel, applied more to
their feelings than to their judgment. On the confused mass thus laid
before them they have to give a hasty decision.
It is true, the jury is advised by a barrister as an assessor ; but he,
himself, does not possess the proper data, and is, besides, scrupulous
not to interfere respecting the important inferences to be drawn from the
evidence ; his chief employment being to unravel and clear away the
perplexities which are raised by the adverse counsel.
Instead of the usual jury, it would be advisable to substitute one
consisting of a smaller number of persons, three or four at most : not
necessarily professional men, but selected for the purpose, brought from
a distance, and perfectly independent of all parties ; equally under an
the Railway Commissioners, Ireland.
191
assessor, who should inform them on questions of law, that must ocea-
sionally come before them, and, by watching their proceedings, afford
additional security to the public.
This body, like that proposed for investigating the merits of the
Railway projects, should be enabled, or perhaps required to obtain,
in addition to the evidence produced by the parties, that of independent
valuators.
Such a proceeding would , be deliberate, and would become more
simple and more satisfactory in its results, and even less expensive than
the ordinary mode, where the valuations, as in the case of Railways,
amounted to considerable sums. A vast dea lof the delusive and irre¬
levant matter, now commonly brought forward, would be found of no
avail before such a court, and anything like collusion would be very
difficult, if not impossible.
Should there be any difficulty, however, in abandoning the principle of
the ordinary jury, it would be at least expedient to reduce the number to
five, or at most, to seven, and to appoint independent competent valuators,
under some fiscal or public authority, whose opinions might guide the
jury, in a great measure, amidst the conflicting evidence produced by
interested parties.
But the most serious evil to which these Companies are exposed, in
the acquisition of property, is the power which individuals occasionally
possess, owing to peculiar circumstances, to extort very unreasonable
amounts of compensation.
It is notorious, that the consent of men of great influence has fre¬
quently been obtained, as a matter of policy, by agreements to pay
amounts, totally out of proportion to the value of the land or premises
required ; and where the assents of individuals will preclude the neces¬
sity for recurring again to Parliament, as in some cases of proposed
deviation, the matter to be considered is sometimes a calculation, not of
the real value of the required property, but of the amount which the
undertakers of the measure can afford to pay, in preference to applying
for an amended Bill. Occasionally, even the alternative has proved so
onerous, that it has been judged better to abandon altogether a useful
improvement.
It would not be easy to provide remedies for either of these cases; but
a more improved system of investigation into the merits of the projects
would leave the result of obtaining the necessary Parliamentary sanction
less liable to caprice or influence ; and it may be hoped that on such
improved system some matters, now requiring new Acts of Parliament,
might be authorised under other forms.
There is another necessary step, preliminary to appearing before Par¬
liament, to which some importance is attached, but which might be
advantageously dispensed with in Ireland. It is that of obtaining lists
of the assent or dissent of proprietors along the line of Railway.
It is not easy to perceive why such a form should be required ; there
is no situation in Ireland to which a Railway of any extent can be
carried, where there can be any real difficulty in putting a fair money
value upon the property that is necessary to be taken for the purpose ;
and the utility of the project should stand on far too determined and
obvious a basis to admit of the peculiar views or inclinations of the
owners or occupiers of property forming a necessary criterion of its
merits.
192
Appendix to the Second Report from
To make the assent of proprietors necessary for obtaining the power
to establish one of these great undertakings, is, in reality, to abandon the
high principle, that private rights (liberally paid for) must give way to
great public interests.
The purpose which this formality is most usually made to serve at
the present time is, to enhance, by pretended dissent, the amount of
compensation ; many a dissent being purchased off by what can only
be denominated a bribe.
If it were practicable in Ireland to make the selection of the. line of
country through which a railway was to be carried, depend, as is some¬
times done in America, upon the terms on which the land could be
obtained, the amount of claims would be very different from what it is
likely to be where the line is fixed upon by other considerations.
It is not solely with a view to benefit the companies of undertakers
that these acts of justice and encouragement should be enforced, but also
for the advantage of the public at larg-e, for it would be a great mistake
to imagine that there is no public interest involved in reducing the
e.xpenditure attendant upon the construction and maintenance of rail¬
ways : whatever may be the amount of profits sought by the Companies,
extravagant expenditure must ultimately be paid for by the passengers
and traffic; whereas an economical arrangement and reduced expendi¬
ture may lead to reduced charges and greater accommodation.
If the whole system could be lightened of the enormous expenditure
now looked upon as a matter of course, and which, without doubt, might
be reduced in every part, a general system of reduced charges would
naturally be the consequence. *
2. Rival Interests, such as competing Lines, Canals, 8çc.
The necessity of avoiding, particularly in this country, a waste of
capital by an accumulation of operations towards the same object, can¬
not be too strenuously insisted on.
Where the need of improvement is almost universal, and so wide a
field is open for the extension of new resources, it would be most unwise
to admit of ruinous competition in the prosecution of any single object.
The history of the two great canals out of Dublin affords a most useful
lesson on this head, as well as a caution against interfering in any way
that can be avoided with these or other navigations ; for although they
do not afford precisely the same nature of accommodation as railways,
still a double establishment precisely in the same line must be most
injurious to one or the other, or perhaps to both.
The interests engaged in the traffic of the high roads, which might
be supposed likely to l)e affected by the construction of railways, aré not
so considerable as to be ultimately much injured ; the increase in lateral
business will very soon more than compensate for any loss on the direct
lines; the operation of the works of construction, while in progress, will
produce considerable intercourse ; and the labouring classes now
• Tlie lavish expciuUturc whidi prevails Ihrouj^h a p;reat part of the proceedings
in railway nndertaliings is imicli to he regretted. Tlie solicitor and the engineer
seem to act without any control wli.atever. Wlien the worUs are to he executed
every consideration is certainly given to limiting the contractors, workmen, Xc., to
the lowest practicable amount of profits ; hut the savings that might be eflected in
all the oth.er operations, in the degree of remuucratieu for services rendered, and in
the formation of the project, are hltle regarded.
(i(t()ni/)(ut I
Khtu.s of Isli
ÍIMíWCálY OOIÏÏMIYYIOJY.
INDER
nu: DIRECTION
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the Railimy Commissioners, Ireland.
193
engaged in that traffic will, both at the time and subsequently, meet
with gteatly increased means of employment.
With respect to competing lines of railway, any question regarding
them will be speedily disposed of, should the suggestions in the body
of the Report of the Commissioners meet with the approbation of the
Legislature.
3. Future Branches or Extensions to the same Line.
The policy of undertaking extensions or branches to established rail¬
ways has hitherto been dependent solely on the probable traffic of those
subsequent additions. The consequence of leaving them thus entirely
to their own resources in this country would be, that the leading lines
would be taken up for certain distances likely to prove remunerative,
without a hope of any further operation ; the only remedy then for par¬
ties desirous of promoting railways to more distant, or to other places,
would be to obtain a power to carry their own distinct line also to the
capital or other point whence the productive traffic is to be obtained,
and thus rival lines would be constructed where a single communica¬
tion would answer every useful purpose ; or else the original work
allowed to remain within its own solitary limits, and a check given to
further improvements, in either case, after very expensive trials for
power before Parliament.
The obvious remedy, and it appears very reasonable, is to provide, by
legislative enactment, that every branch or extension should partake in
the gross receipts gained by the trunk line on all the traffic which it
brings to that trunk line.
By the mutual exchange of a way-bill, and comparing accounts
periodically, it is apprehended, that a debtor and creditor account might
be regulated by some little arrangement and mutual understanding ; the
amount to be allowed to the branch being regulated by a scale of com¬
parative distances.
4. Parties from whom Property or Rights are to be taken.
Every precaution that could be devised seems to have been adopted
by the Legislature, to protect the rights of landowners with respect to
the property that might be required for the construction of railways and
other public works ; and therefore little is necessary to be stated here
upon the subject.
Allusion having been made to the undue advantages which might be
taken of the forms which have been raised for the security of proprietors,
it must, on the other hand, be recollected, that their rights should not
be lightly meddled with or invaded ; and never beyond what the neces¬
sity of the case absolutely requires.
They should undoubtedly be remunerated liberally, not only for the
precise amount of land or other property of which they may be deprived,
but for every collateral loss they may sustain ; so that in cases where it
may unfortunately be necessary to disregard their feelings they may be
protected at least from being deprived of actual property without obtain¬
ing an equivalent.
Where a series of properties, highly ornamental, or otherwise of pecu¬
liar value, and with which the proprietors may be unwilling to part,
is to be interfered with, it will constitute a necessary part of the investi-
o
194
Appendix to the Second Report from
gation, whether the object is worthy of such a sacrifice j for it is not to
he supposed that such species of property should be placed absolutely at
the mercy of any railway, and perhaps one of doubtful advantage.
In the observations on the specific standing orders which will be
found annexed, some modifications in the mode of giving notices to pro¬
prietors are recommended.
5. To frotect the Interests of the Public, so as to prevent, as far as
possible, their becoming the Dupes of artful Speculators.
The prevailing mania for railway speculation, and the traffic in shares
connected with undertakings, the probable result of which can be but
imperfectly understood, are dangerous evils to contend with, and the
more so as they tend to render the public liable to the most gross
delusions.
In the attempts to provide a remedy against these much damage has,
by a natural reaction, been done to the most legitimate operations ; and
therefore it becomes a matter of great interest to ascertain by what
means injudicious or delusive speculations may be checked without
acting injuriously on those which are really deserving of support.
The great majority of these projects originated with professional men,
or others seeking for profitable employment, which such undertakings
afford to a great extent ; and these gentlemen obtain the support of real
or pretended capitalists, by the prospect of sharing with them consider¬
able gains, if they can lay a tempting statement before the public.
Those who have the discretion and judgment to originate propositions
really of value and general interest labour beneficially for the public as
well as for themselves ; but unfortunately the advantage of projectors
does not depend upon that contingency ; for provided they can by any
means excite an interest, and keep it alive for a certain period by plau¬
sible statements, their own profits are secure.
This occasions the country to he overrun with such schemes ; * the
good mixed up with bad ; and both, even the former, supported by such
exaggerated calculations as to leave much doubt and uncertainty as to
the actual merits of any; an uncertainty but little removed by the
nature of the investigation which takes place before Parliamentary
Committees.
In many instances the first consideration in forming these projects in
England has not been the benefit of the country, although the country
will be greatly improved by many of them ; but the primary object has
been the personal advantage of the originators.
This is not stated in disparagement of such a motive, which is natural
and legitimate when prosecuted with honesty and fairness ; but it points
out the necessity for anxious watchfulness, in every instance, after the
public interest.
It may be hoped that Ireland, by the researches with which the Rail¬
way Commissioners have been charged will be saved from much of the
evil that has been experienced in England on this account; but still
every new project, even in this country, whether in conformity with
* The amount of capital authorised to be raised for making railways, under Acts
passed in 1833, 1834, 1835, and 1836, was upwards of 2U millions. The estimate
for those for which Bills were petitioned in 1837, was very near 31 millions.
the Railway Commissioners, Ireland-
195
their recommendations or otherwise, should be carefully and efficiently
examined, more particularly with a view to guard against exaggerated
and delusive statements of probable profits, grounded upon low estimates
of outlay and high calculations of traffic.
Even the statements of the Commissioners, though in several in¬
stances limited by expressions of hope, far short of certainty, and modi¬
fied by the conditions of economy and good management upon which
their calculations are founded, will probably be appealed to as positive
assurances of facts, independent of any qualifying circumstances
whatever.
But altogether, it is reasonable to expect that gambling transactions
in connexion with ill-founded and delusive schemes, together with the
undue profits of those professional men who are mainly instrumental in
setting them on foot, will be exposed and arrested by an efficient and
vigilant system of investigation.
It is, perhaps, impossible altogether to prevent the traffic and gam¬
bling in the shares of those undertakings that shall be approved of.
Time will be found the best, if not the only corrective, as the real value
of the article will by degrees be better understood, and therefore be less
liable to fluctuation. Some direct provisions, by throwing difficulties
in the way of such traffic until the operation shall have arrived at a cer¬
tain point, may perhaps afiford a partial remedy ; it is apprehended that
those hitherto devised for that purpose will admit of improvement, as
explained in the specific remarks on the Standing Orders of the two
Houses. *
The Act for the Dublin and Kingstown Company required the pay¬
ment of calls on the shares to the amount of 20 per cent, before they
could be legally transferred, which must have effectually prevented the
interference of professed jobbers in shares.
6. Public Economy and Convenience as they may he affected by the
future results.
The considerations presented under this head, are not only very im¬
portant in themselves, but they appear more difficult to grapple with, as
to any hope or means of overcoming them, than those which attend any
other part of the subject.
When the engrossing tendency of Railway establishments is consi¬
dered, superseding, as eventually they must, all other means of internal
communication, and holding the public dependent solely, and in most
cases, even without the power of selection, upon this mode of travelling
and of traffic ; it cannot be denied that just apprehensions may be enter¬
tained of much inconvenience, trouble, and expense to the public, as
the consequences of investing the Joint Stock Companies, as they have
been, with power so great as to extent, and so unlimited as to time.
Bodies having no motive of action but their pecuniary interests, fre¬
quently swayed by caprice, jealousies, and anything but enlightened
views, even towards their own interests, will have entire and uncon¬
trolled possession of the main avenues throughout the country.
In treating a subject of this nature, every approach to personal or
invidious reflection should be avoided. The inquiry has to deal with
general considerations ; and if it glance at particular instances, it is for
purposes of illustration merely. A particular case here presents itself ;
o 2
196
Appendix to the Second Report from,
a case so illustrative of the manner in which the public interests may
suffer, through the uncontrolled and exclusive power just alluded to,
that it could not he omitted without injustice to the argument. It is
introduced here with less reluctance, inasmuch as none of the parties
appear to be personally liable to censure for the part they have taken.
The line of Railway between London and Liverpool is divided among
three Companies :—
1. The London and Birmingham, extending to the latter town;
2. The Grand Junction, from Birmingham to Newton;
3. The Liverpool and Manchester, from Newton to Liverpool.
Thus, the degree of facility, which shall be afforded to the great
traffic of the important town and port of Liverpool, as well as of a great
part of the north of Great Britain, and of Ireland generally, is depend¬
ent, not only upon the arrangements made by each of these three Com¬
panies respectively, for their own lines, but on their joint and mutual
co-operation. And, as a specimen of the consequence of a want of this
connexion, the following facts may be stated :—
At Birmingham, the two Railways of the different Companies enter
the town by two costly converging lines of viaduct, at no great distance
asunder, and were designed to terminate at stations very near to each
other ;—the one has been completed to the intended terminus, the other
has stopped short at the entrance to the town, with the intention, it is
believed, of endeavouring to form a junction in the direction of the
course to London : to obtain this object, however, a new Act of Parlia¬
ment will be necessary ; different interests must be reconciled, and even
then, the communication from that line to Birmingham will be less
convenient than from the other.
In the mean time, the public, who may be going beyond Birmingham,
are subjected to great inconvenience and delay, which, by a mutual
accommodation, might easily have been avoided. Not only has no con¬
nexion been made between the two lines, but even the hours of arrival
and departure for the. trains have been, for a long period, not made to
coincide ; thus, the passengers on the arrival of one train had, and
perhaps still have, to proceed with their luggage by omnibuses to the
other, and to wait sometimes for hours, before they can continue their
journeys.*
* Eietracl from a Letter from London, dated 18<A April, 1838.
" On Monday,the 5th of March, 1838, the Liverpool and Carlisle mail-coaches from
" London arrived at the Grand Junction Railway station at Birmingham, and the pas-
' sengers, together with their luggage and the mail-bags, were delivered from those
" coaches into the station-house previous to 28 minutes after 7, a.m., by the clock in
"the station-house office. Many, if not all of the passengers, were desirous of
" moving forward by the first-class train, which was appointed to start at half-
" past 7, a.m. ; but, notwithstanding their earnest applications and remonstrances,
" they were noj permitted to purchase tickets, nor to enter the Railway carriages,
"although five minutes elapsed between the arrival of the mail-coaches and the
departure of the Railway train, and although many vacant places were observed in
" the Railway carriages. The third northern or Manchester mail arrived before the
train started, and its passengers were also left behind. It was also stated, that
" all the mail-bags of these three northern mails were left at this station. Break-
" fast was offered in the station-house for the passengers, at the same time that they
were refused permission to proceed by the train.
" In consequence of this detention, the passengers, and probably the mail-bags,
" were obligeil to use the second-class train, which started at half-past 8, and did
the Railway Commissioners,. Ireland
197
Instead of this ill-contrived arrangement, if the junction between the
two had been made in the more direct course between London and
Liverpool, and from thence, one joint viaduct carried into Birmingham,
every convenience would have been afforded to the public, and a vast
expense saved to the Companies themselves.
It is to be i)resumed that all this arises from the calculation made by
each of the Companies respectively, that they have nothing to gain by
giving the additional accommodation so desirable ; but, on the contrary,
might incur some expense, or sacrifice some local convenience, for that
purpose. Under such circumstances, therefore, it is, perhaps, scarcely
to be expected that they should consider themselves bound to comply
with the wishes of the public.
There may be, and probably is, some little disagreement between the
Managers of the two Companies as to the manner of co-operating, and
the extent to which each ought to contribute.
The public in the mean time are far from enjoying the advantages
which those establishments are capable of affording ; and it is a very
fair sample of the countless ways in which the general interest may
suffer from the unrestrained powers given to Railway Companies.
This want of co-operation will be an evil of constant recurrence, and
one that will be severely felt ; each party will naturally make those
arrangements exclusively which shall be most favourable to its own
traffic ; and no circumstance will constrain them to a unanimous consi-
deratioil of the public interests, but a competition, which in many cases,
and as regards Ireland, probably in all, will be hopeless.
Should there be, eventually, two modes of reaching Liverpool, or any
place beyond, by Railway, the one by Birmingham and the other by a
different line, the two Companies running to that place would speedily
adjust their arrangements with a view to obtain a preference, but pro¬
bably no farther ; and this consideration, which will form the best, and
perhaps the only argument in favour of the ruinous expedient of closely
competing lines, may be the means of their being established -, a most
extravagant and improvident remedy for what might be so easily ar¬
ranged by a little mutual accommodation.
This danger of want of co-operation affords an additional objection
to short lines, with a prospect of branches or extensions by other Com¬
panies, besides those grounded on the extra expense for management.
Acts of Parliament, establishments, &c.
The more such divisions can be avoided the better. The evil results
to be apprehended from them are very considerable ; not only may they
exhibit themselves in such instances as that above referred to, of neglect¬
ing to turn to the best account the means already provided for public
accommodation ; not only may the Directors of two contiguous lines
prove adverse to form a junction, but one Company may decide upon a
different width and construction of rail altogether, may adopt different
"not reach Liverpool till about 3, p.m., instead of 12 o'clock. The Manchester
" train probably was equally delayed, and all the northern letters and passengers
" which leave the train at Warrington must have been so proportionally. °
" General and great inconvenience must be the consequence of detentions of this
" description. Important appointments were made on the occasion quoted, which
" were, of course, broken, but which, under the old system of mail-coaches, would
" have been kept with certainty of regularity,"
198
Appendix to the Second Report from
levels at tlie place of meeting, or be in many respects wanting in coin¬
cidence with another, and may thus render any future junction imprac¬
ticable, without incurring enormous expense.
These arguments, together with others, are strongly in favour of the
united system, which seems absolutely essential to the success and
public utility of the Main Lines in Ireland.
Precautions should also be taken against allowing parties to execute
a portion only of any given lines for which they may obtain Acts of
Parliament.
By such proceeding they might neglect to provide the accommodation
which formed the principal inducement with the Legislature to grant the
Act j and having only opened the portion which they see reason to be¬
lieve to be remunerating, might leave the remainder with little prospect
of ever being completed. They should certainly be bound to the com¬
pletion of the whole undertaking, and within a limited period.
It has been found that the high speed on Railways is attended with a
greater increase of expense than was at first anticipated ; and it may be,
therefore, expected that the speed will, by degrees, be reduced till it
shall be no more than barely sufficient to maintain unrivalled possession
of the business.
The number of trains during each day will be regulated als6 on the
same principle ; in short, every arrangement will have reference solely
to the profit of the concern ; and the public, in consequence, will not
obtain the benefits that might reasonably be expected, and, under good
arrangements, would be afforded.
The inconvenience which was alluded to in the First Report of the
Commissioners, as likely to result from allowing the service of the Post
Office to be entirely at the mercy of Railway Companies, has now been
experienced, and to such a degree, as to render it absolutely necessary
to apply to the Legislature for a remedy.
This leads to the embarrassing and somewhat arbitrary proceeding,
although quite necessary, of an ex post facto law interfering with what
has been inconsiderately sanctioned as a vested right.
The Companies have no reason to complain of such a power being
exerted, when proved to be necessary for the protection of the public. ;
they themselves could not have existed without an interference of a
similar kind with landed proprietors, as well as with many other valu¬
able interests ; and they will still by their position be enabled to enforce
very large remuneration for every accommodation afforded. In fact,
the oversight, whatever arrangement may be adopted for its remedy,
will leave them in possession of great advantages, for what ought and
might have been much more reasonably adjusted, in the condition of
their Act of Incorporation.
The obvious remedy now, is to make it compulsory to carry the mails
in such manner, or by such kind of vehicle as the Post Office shall
approve ;* the hours of departure, places of stoppage, as far as may be
necessary for the taking up and delivery of the bags, and the rate of
travelling (not exceeding what can be shown to be perfectly practicable
♦ An arrangement may, perhaps, be made for the Company to provide the wheels
and axles on which the Post Office may have their own carriage constructed, being
limited to certain dimensions and weight if necessary.
the Railway Commissioners, Ireland. 199
with safety) to be regulated by the Post Office, being subject to the
usual high penalties for any but accidental causes of delay or failure ;
and even in cases of delay arising from accidents, it might be attended
with good effect to enforce a penalty, as a stimulus to the exercise of
greater vigilance and industry, as well in adopting as in devising pre¬
cautions against their recurrence, and in applying the readiest remedies
when tliey do occur.
For this service, the existing Companies have a full right to claim
not only to be reimbursed for every really extra expense to which they
shall be subject, but to receive a reasonable profit on the business in
addition ; the amount, however, not to be precisely according to their
own calculation, but, in case of difference, to be regulated by a fair
arbitration by competent persons.
When this account shall be duly considered, it is apprehended that
the cost to the Post Office will not be so heavy as might at first appear
probable ; but an argument has been employed by evidence before the
Committee of the House of Commons on this subject, which may be
adverted to as strongly illustrative of the evils to be anticipated from the
unrestricted powers hitherto given to Railway Companies.
In order to justify the demands of one of these Companies, it was
stated, that the entire expense of the night service of trains for convey¬
ance of the mails, including all the watchmen and gatekeepers along
the line, &c., must be considered an extra expense, because there was
reason to believe that all the passengers who accompanied those trains
would still be customers by day if the night trains did not run.
Now, not only is the general despatch of business materially pro¬
moted by the power of travelling by night, but many persons, for various
reasons, set a high value upon the saving of time thus effected. This is
proved by the fact of night travelling being resorted to so commonly,
notwithstanding the manifest privation of ease and comfort that attends
it -, and yet, according to the above reasoning, the public are to be pre¬
cluded from this advantage, because the Railway Establishments are sure
of the passengers, at the times best suited to their own interest and con¬
venience. If they are to be regulated by such a principle, the expense
of night trains, necessarily greater than any other, will not be incurred,
nor that of a greater number by day, than may be absolutely necessary
for the conveyance of all the passengers, in the most crowded and eco¬
nomical manner ; and these arrangements may and will be made, not
only to obtain a moderate return for the capital expended, but where
the difference may tend to increase enormous profits, by a small
addition.
This is the manifest consequence of an absolute monopoly. The
parties have only to adapt their accommodation for the public to the
precise extent that will keep down any competition by the roads ; and
this may be easily effected.
A limitation of profits to 10 or any other degree of per centage has
been proposed, to meet in part this evil ; but such a principle would be
impolitic as well as unjust, tending to check useful enterprise, and to
take away the inducement to good and economical management and to
great improvements, which usually spring from hopes of large rewards ;
and it would be also quite inefficient ; for it is easy to perceive, that in
such case, whenever the maximum of profit can be readily obtained.
200 Appendix to the Second Report from
any excess will be wasted in expensive establishments and extravagant
outlay, and distributed directly or indirectly in the shape of salaries,
allowances, and immoderate charges, among the managers and their
friends and dependents.
With reference to the carriage of the mails in Ireland, it is presumed
that there will be no necessity for any considerable amount of extra
expense.
By adopting the most rapid communication from London, the im¬
portant London mail may be forwarded from Dublin at least by 3, p.m.,
and may reach the most distant points of the Railways, as at present
proposed, by an accelerated rate, before 10, p.m. This, therefore, may
be deemed a day transit. The return will also be effected in the morn¬
ing ; commencing, however, at remote points, somewhat earlier than
might be found generally suitable to the mere convenience of the Com¬
pany. The intermediate mails may be conveyed also by day.
Some remuneration may be required partially for extra hours, and for
the extra speed ; but it is to be expected that an additional charge may
be put upon the passengers, in consequence of that advantage, that will
in some degree cover the expense.
With respect to the taking in and delivering of the bags, there can be
no difficulty in making arrangements by which that service may be ex¬
ecuted without stopping, or even interrupting the speed in the slightest
degree.
It would be endless to attempt an enumeration of the instances in
which the arrangements of Joint Stock Companies not only may be,
but are likely to be prejudicial to public convenience; and probably it
will be admitted, that this is not one of the ordinary cases in which
parties should be left to the uncontrolled management even of their own
affairs.
These establishments will exercise a paramount influence over some
of the most important concerns of society ; for they will possess the only
public means, which will be left, of communication and intercourse be¬
tween the principal parts of the United Kingdom. They will, there¬
fore, become objects of very great interest to the community, and most
deserving of the serious consideration of the Legislature.
In all other couirtries, the periods for which the exclusive rights and
powers of Railway Companies have been granted are limited, or the
parties are made liable to some species of superintendence or control ;
in some instances, restrictions of both kinds are imposed.
It is clear, that a country reserving a control over the Railways, and,
above all, providing for the entire property in them devolving to the
State after a given time, beyond which the receipts in tolls need not ex¬
ceed the amount of current expenses, will have a very great commercial
advantage over one, where the only means of transit will be for ever
subject to heavy imposts for the benefit of the respective proprietors.
In the United States of America, where the Railway system has been
carried to a far greater extent than in any other country, the powers
given to assoeiated companies, (by whom they are almost entirely ex¬
ecuted) appear to be very large, and the restrictions upon them very-
small.
These works, however, are chiefly undertaken by the landed proprie¬
tors, farmers, and persons connected with trade or manufactures along
the Maihcay Commissioners, Ireland.
201
the line. The general projects are brought, in the first instance, before
popular meetings in the districts through which the proposed line is to
pass, where their policy is discussed, and observations regarding them
elicited. Having obtained the sanction of public opinion, the parties
next obtain, before even the surveys are made, an Act of Incorporation,
with very little trouble or expense. They are by that Act empowered
to carry the Railway in any direction they please, on making compen¬
sation for the land or premises interfered with, for which it is considered
there can be no difficulty in fixing a money value, and that in doing so
no hardship whatever can be incurred ; indeed much of the land is fre¬
quently given gratis, and the general impression is, not to allow more
for compensation, when the object is to promote such useful undertak¬
ings, than a perfectly fair and reasonable amount.
The process, in case of the parties not agreeing as to the amount to
be paid, is, for certain Courts to appoint three proper persons, who in¬
vestigate and decide ; subject still to an appeal to the ordinary Jury
Court, the expense of such appeal falling upon the party against whom
the Jury shall finally give a verdict.
Thus two great sources of trouble and expense, the Act of Incorpora¬
tion, and the Compensation for Land, are readily adjusted.
The Companies are bound to provide proper fences, gates, &c., to
take measures not to encroach unnecessarily upon the public intercourse
or convenience in crossing roads, navigations, &c., and to complete the
line within a given time; but they are unrestricted in their rates of
charge, and not bound to vield any peeuliar accommodation to the public
or the State.
There are, however, two or three circumstances that may partially
counteract these uncontrolled powers, and possibly lead to an amend¬
ment of the system ; one is, that the property in the Railway is rarely
given in perpetuity, the limit being sometimes 100 years, sometimes
only 50 ; after which it devolves to the State, which also preserves a
right, in almost all cases, to purchase the property before those periods
are expired.
Another safeguard to the public consists in the common practice of
the State taking a very large proportion of the shares in the undertak¬
ing, perhaps one-fourth, and obtaining an influence in the management
proportioned to its holding.
Still, it may be expected, that such extensive uncontrolled power in
the Companies, will be found to be attended with very inconvenient
effects, and another evil may be apprehended from the independent and
distinct jurisdiction of the different States of the Union, that jealousies
and want of concert may arise in the operations of a Railway which
passes through more than one of them.
It is said that difficulties were very early experienced in the States,
on the subject of the conveyance of the Mails, by Railways ; and that
the Post Office, as one remedy, were driven to the expedient of sending
the guard as a passenger with the bags as luggage ; but it is plain that
such a mode of conducting so important a service could not be tolerated
fur any length of time ; and it would be interesting to know whether
these companies have the power of making the Post Office conform to
whatever conditions they may please to impose upon them, or what
remed;, has been resorted to in that matter.
202 Appendix to the Second Report from
The French have used great foresight and precaution in the principles
they have adopted for the protection of the public interests.
The first great projects are drawn up under a principal department of
the Government, at the public expense, in order to avoid the confusion
and imperfect measures that may he originated by partial views, or by
the spirit of individual speculation.
Opinions are formally courted from the portion of the public who
may be supposed to feel a peculiar interest in the undertaking ; and
that the result has been the selection of measures best suited to the
country generally, may be inferred from the inconsiderable degree of
opposition that has been made to the plans as they were finally brought
forward.* They are then divided into portions, each comprehending
the entire of a line between one great point and another, including some
of 100 or 200 miles in extent.
An Act is then proposed in the Legislative Chambers, for any one of
these undertakings, in which the nature of the work is defined, as well
as all the terms and conditions to which any party undertaking them
will be liable, and the powers and advantages that will be given to them.
The measure is discussed, and if approved, it is then open to the bid¬
dings of capitalists, and consigned to such duly qualified parties as offer
the most favourable terms.
The inducements held out to the capitalists, or parties wishing to
embark in the undertaking are:—
1. The surveys and particulars of the project and valuations ready
prepared, and sufficiently in detail to enable them to be thoroughly con¬
sidered and acted upon ;
2. The Act of Incorporation given to them;
3. All the powers and advantages usually given for the encourage¬
ment of great public works, to facilitate the procuring of materials and
conveniences, and for the regulation of labour ;
4. The co-operation of the Government Departments connected with
public works, and which were engaged in directing the first investiga¬
tions ;
5. A power to levy tolls ;
6. And the offer of a contribution, not exceeding a given sum,
amounting, in some cases, to one quarter of the estimate.
Amongst the conditions with which the Companies are usually re¬
quired to comply, are the following :—
1. A limited period of possession, generally for 99 years—sometimes
only for 50—after which the establishment is to be given up in a good
condition, with all its works, premises, buildings, &c., to the State ; the
engines, carriages, and other moveables to be taken at a valuation ;
2. The State reserves a right to purchase the Railway, at a fair value,
after a given number of years' possession ;
3. The Tolls are defined and fixed at moderate rates ;
4. The nature of the works is defined ; and the system for drainage
* This is a feature well worthy of .attention ; that notwithstanding all the oppo¬
sition raised against the Government proeeodings generally, in this measure of
liailways, the propriety of the lines laid down on extended views, embracing the
whole country, was never disputed ; or, at leafit, was only the subject of some pro¬
posed moditications in the detail, the relative advantages of which were calmly dis¬
cussed, and finally adjusted without much difiiculty.
the Railway Commissioners, Ireland. 203
of country, fences, the manner of crossing roads and navigations, the
limits of curves and gradients, number of lines of rails, strength of rail,
&c., &c., and the works, are to be subject to examination and approval ;
5. A Tax to be paid to the Government of one-tenth, on the amount
received for Passenger traffic, exclusive of the amount charged for
Tolls, or profit on capital ;
6. The Mails and Despatches, with their Guards, to be carried free of
charge ;
7. The military, when on duty, to be carried at half-price;
8. Every facility to be given, in cases of necessity, to the removal of
large bodies of troops or military stores :
9. The police, the preservation of the Railway, and safety of its
working, and the regulations in general, to be subject to the control of
a public department ;
10. And sometimes the profits limited to 10 per cent.
On these terms, many offers have been made to undertake Railways
of considerable extent, and, in lines promising peculiar advantages,
even without demanding any of the Government contribution.
In contradistinction to this extreme limitation of powers, it may be
worth while to advert to some of the consequences of the other extreme,
as experienced in England.
The plan of a Railway in these countries originates, as already
mentioned, in nineteen cases out of twenty, with an Engineer, Solicitor,
or other ingenious projector, who conceives and draws up a proposition
calculated to be attractive.
The plan is laid before a certain number of capitalists and associates,
who form a Company, collect a sum of money for the purpose of pro¬
ceeding with detailed Surveys and the preparation of a Bill.
When arrived at that point, the Engineer, the Solicitor, and the
salaried Agents obtain very lucrative employment.
The Survey is made, prospectuses and advertisements issued, and the
Share list filled up, chiefly hy parties who look to profits by dealing in
Shares.
This list is filled with more or less facility, according to the attrac¬
tions held out, and likely to be maintained for the necessary period ;
frequently the influence and reputation in such concerns of the engineer
or solicitor will be sufficient for the purpose.
The Bill is presented to Parliament ; and if it be strenuously opposed,
particularly by a rival company, then commences the rich harvest of
Counsel, Solicitors, Engineers, and persons summoned and retained in
London for the purpose of giving evidence; discussions are entered
into respecting every abstract professional matter connected with Rail¬
ways : the principles of curves and gradients, of friction and gravity,
are investigated—questions on which, in many cases, the counsel, the
witness, and the court, are all equally ignorant. Then a formal effort
may be made, and perhaps with success, to reject a measure, after an
expenditure of tens of thousands of pounds, not on account of some
very essential grounds of objection, but frequently for some such trivial
cause as that a notice to the proprietor of a small piece of waste land
was left at No. 23, instead of No. 24, in a given street.
Thus a project, though possibly of great value, (for that does not alter
the case,) may be defeated for two or three sessions of Parliament,
204
Appendix to the Second Report from
having the whole to recommence each time: and the same process
would have to be gone through before the Committee of each House, but
that the Lords do not admit of so discursive a system.
After the Company has once battled its way, at an enormous expense,
through Parliament, it has still to contend under many disadvantages
with the landed proprietors and others to whom compensation is to be
made ; after which it has its own way, and is in a condition to make
reprisals upon the publie for all these unnecessary expenses and
vexations.
The restrictions and terms for the protection of the public interests,
after the project has been set at work, are few and nugatory. Every thing
seems then to be abandoned to the Company ; though, after all, the re¬
searches of others may perhaps show this first project to be imperfect in
many points.
These are among the natural consequences of leaving such under¬
takings (according to the received popular notions) entirely to the
exertion of private capital, ingenuity, and enterprise, when it is manifest
that the projects thus urgently enforced are often taken up for mere
temporary objects, and that the great body of the same parties, having
made their account of them, will readily enter upon others whose only
prospect of success may depend upon the ruin of the first.
It would be difficult to provide against many of the inconveniences
and great evils that have been pointed out in this paper, without
adopting rules and principles repugnant to received opinions in this
country ; but they are of such serious consequence, that they must be
resolutely grappled with.
Several remedies in detail have been already referred to.
As many safeguards as can reasonably be introduced into the Acts of
Incorporation should be inserted in every succeeding Act. This, how¬
ever, will but imperfectly meet the exigency, and some measure of a
more arbitrary character will be requisite, if such can be admitted—
something in the nature of a Board of Control, to whose sanction the
proceedings of all Companies, to whom Railway Acts shall be granted,
should be submitted.
Such a Board should be composed of that class of individuals to
whom it may be thought most safe to entrust the authority ; their acts
being made subject to every degree of restriction, superior sanction, and
publicity, that may afford the greatest security against their exceeding a
proper discretion.
This controlling body might be easily restrained from any captious or
unnecessary interference ; whilst a reasonable watchfulness over the
whole concerns would not only obtain certain advantages for the public,
but be of service to the body of Shareholders themselves, even although
such superintendence might not be pleasing to the managers.
Whatever objection may be raised to this proposed remedy, or what¬
ever difficulty might be found to its organization, the evil itself should
not be lost sight of ; some mode of correcting it is absolutely necessary.
the Railway Commissioners, Ireland.
205
REMARKS ON DETAILS REGULATED BY THE STANDING
ORDERS OF THE TWO HOUSES OF PARLIAMENT, AS
THEY AFFECT THE CONSTRUCTION OF RAILWAYS
IN IRELAND.
1. It is required, by order of the Commons, but not of the Lords, that
Notices be published with regard to Railway Bills, (and only to them)
in the months of February and March preceding the Session of Parlia¬
ment, in which application for the Bill is to be made. These Notices
must consequently Ije published a year before the petition for the Bill is
presented, which is particularly inconvenient for Railway projects, which
require a long time to prepare.
The object is, no doubt, to insure adequate notice being given; but
it is presumed that the same period of four or five months, within which
notices of all other private Bills are allowed to be given, and the same
period for the decision in Parliament would be ample for the purpose ;
and more especially as application to owners and occupiers may be made
so late as any time before the 31st December.
"The effect of this order must be to check and repress speculation in a
great degree, and perhaps it was designed for that purpose; but in
Ireland, it is an object of paramount importance to encourage the invest¬
ment of capital in all undertakings of acknowledged public utility.
It is most just and proper that all due publicity be given of the
intention to seek powers to interfere with private properties and rights ;
and the most efficient mode of doing so will be to publish the notice first in
the Gazette and Newspapers specified ; not a twelvemonth prior to the
Petition, (an interval so long as to set vigilance asleep, if not to lead to
total forgetfulness of the subject) but within a more reasonable period
of two or three months ; and further, to circulate bills printed legibly,
with a heading in conspicuous characters, and aifi.xed to the doors or
walls of churches, chapels, market-houses, and police stations ; no
omissions, however, in point of form to be deemed an obstruction to the
measure, unless they amount to a wilful and palpable neglect of this
order, or appear strongly indicative of design.
The order, at present, only requires that notices shall be fi.xed on
parish-church doors, and does not define the character of the document,
which may be in writing, and most difficult to read.
2. Application in writing is required to be made to the owners,
lessees, and occupiers, interested in any land or property, with which it
is proposed to interfere.
To comply strictly with this regulation in Ireland, where interests are
multiplied and extended to a very great degree, would be most difficult,
if not impossible.
It is understood that, in point of fact. Parliament is not in the habit of
throwing out bills on account of any defects in such applications, unless
there shall appear to be gross and wilful negligence in the case ; but it
would appear equitable to relieve companies from vexatious opposition
on such grounds, by allowing them to charge any specified parochial
or public authority with the obligation to perform this service; the
companies, of course, providing the necessary information of the details
of the localities and circumstances, and defraying the expense.
206 Appendix to the Second Report from
Such an arrangement wonld insure the service of due notice upon
distant parties concerned, by their giving advice of their respective
interests and their address to the authorities so named, who might be
required to register them in books of reference.
3. The notices are to contain the names of parishes and townships.
In Ireland the town-land is that which most nearly resembles the
English township, but it does not strictly correspond to it.
But the town-lands are ill-defined, and very difficult to ascertain, except
in those counties of which the great Ordnance Survey has been printed.
The division also, being minute, adds very considerably to the cost of
advertising.
It might, therefore, be reasonable to limit the enumeration of the
town-lands to those counties of which the Ordnance Survey had been
published; allowing the names of the parishes alone to be sufficient,
where that authentic guide is wanting, and not requiring the town-lands
to be mentioned in the advertisements at all, but to be inserted in the
printed notices that are required to be affixed to the buildings.
In the Lords' regulations, a useful schedule for notices is given, easy
to be filled up ; but to owners and occupiers of large holdings in par¬
ticular, tracings from the plan and section might be added.
4. The plans are to be on a scale of not less than four inches to a
mile.
For Ireland, it would be advisable to enforce a uniform scale of six
inches to the statute mile, that being the scale of the Ordnance Survey,
a work of very great accuracy, of which the maps of 15 counties have
been already published, and the remainder are in rapid progress.
It is questionable whether combining plan and section in the manner
now defined, be advantageous.
For the sake of reference, a corresponding mileage divided into
quarter miles in conspicuous figures on plan and section, might be
applied.
The combination of plan and section may occasionally be useful to an
engineer or professional man, but amongst country gentlemen, farmers,
&c., it might create a very erroneous idea, as the shading will, more or
less, cover rivers, gardens, and houses, which will consequently be sup¬
posed, as Mr. Vignoles states, to be immediately affected.
It would be advantageous to enforce a uniform vertical scale for the
section, as well as for the plan, as the eye would get accustomed to the
scales, and it would be easier to draw comparisons. This vertical scale
might be increased without inconvenience to 80, or perhaps still better,
to 60 feet to an inch.
It might be useful also to adopt, as far as possible, a uniform datum
level, such as that employed by the Ordnance, where it can be con¬
veniently applied.
The rate of inclination of each gradient is required to be shown : this
might be further defined, in order to establish uniformity, and to obtain
as much information as possible by a sample ; thus ;—
Inclination, 16 feet per mile, or 1 in 330 for miles.
The section should have a horizontal scale of miles and quarters, cor¬
responding with similar figures on the plan, and the extreme depth of
the Railway Commissioners, Ireland.
207
each cutting or filling should be figured, in addition to those at stated
distances.
5. Some modification would appear desirable in the scales for the
enlarged plans of buildings, court-yards, gardens, &c.
The scale defined, namely, one-fourth of an inch to every 100 feet, is
sufficient for detached houses and gardens ; for garden grounds generally
it might almost appear too large; but for close blocks of buildings in
towns, villages, &c., it is too small. A uniform system, but of two or
three different scales, suited to differently defined circumstances, might
be an improvement.
It might be proper to add an enlarged section at the crossing of every
road, street, or canal, &c., with transverse sections, showing the old and
new approaches, and where anyroad is stated on the section, as intended
to be diverted, the plan of the mode in which it is to be carried into
effect should be marked (in colour) on the maps, and a longitudinal
section of the new piece of road given : this is very important, parti¬
cularly in populous places.
In Ireland, where turnpike roads are not so general as in England, the
expression should be turnpike or mail-coach roads.
6. Great practical inconvenience will arise respecting the periods for
depositing plans and sections, &c., with the different authorities.
To be enabled to lodge so many duplicate plans by the 1st of March, or
1st of April, the surveys and investigations must be made in the pre¬
ceding autumn, that time may be allowed for complying with all that is
required, and for engraving the plans and sections, which is necessary, in
order to insure accuracy in the several copies : thus two years must
elapse from the time a Railway subscriber puts down his deposit, before
the Act of Parliament is obtained. Parties wishing, for instance, to
adopt at this time any line recommended, must make their surveys in
the ensuing autumn, 1838, lodge their plans, and give their notices in
March, 1839 ; present their petition in February, 1840 ; and, supposing
the Act to be obtained in that same session, they can hardly, under the
most favourable circumstances, be at work with much activity till 1841.
This would be a great additional discouragement to the advance of
capital for public works in Ireland.
It is very desirable, no doubt, that abundant time should be afforded
to the engineer for maturely considering the first project. The period
so employed might be the means of saving the great expenses attending
renewed applications to Parliament for further Bills, rendered necessary
to amend the errors found in the first hastily drawn up plans ; but this
very early period for making them up formally is attended with much
inconvenience.
7. The obligation to deposit 10 percent, of the capital, in the first in¬
stance, is greatly objected to, and is said, after all, not to give the con¬
templated security.
To evade this provision, a system has been adopted of bankers
advancing the money. If the Bill fails the banker gets his money back,
with interest from the parties ; the same if the Bill succeeds, and the
10 jier cent., necessarily, does not remain applicable to the purposes of
the Company, but, by the very terms of the order, may be paid back to
the person nominated, who will of course be the party who advances the
money, for which he gets interest and commission.
208
Appendix to the Second Report from
The public obtain no security against a bad scheme by this clause ;
but good ones may be crushed by it if the promoters cannot find specu¬
lating capitalists to assist them ; and few subscribers will advance 10 per
cent, to be so locked up, besides having to pay from 2 to 5 per cent,
for surveys and other expenses, two years before an Act can be obtained.
It is confidently asserted, that most of the deposits, to be made under
this order in the present session, will be made by capitalists under the
guarantee of the Directors, which is thought to be a good speculation,
as they receive 5 per cent, from the Company for advances, which they
can themselves procure at to 3 per cent. Nobody, in fact, is bene¬
fited when the transaction is so conducted, except the banker and broker.
8. Not allowing the validity of subscription contract, unless signed
immediately preceding the session wherein the act is to be brought in,
is said to lead to trouble, expense, and hardship.
If a Bill be lost in one session it cannot be renewed in the next on the
same contract deed ; and even in a new measure a valid contract cannot
be signed until long after much expense has been necessarily incurred,
by which the risk is to be thrown on a few individuals.
9. The power to make improvements in the lines might be facilitated.
There appears to be no good reason for limiting a proposed alteration
to one mile in length ; the endeavour to avoid infringing on that limit
may give rise to inconvenient junctions at the^ends, or palpable improve¬
ments may be abandoned on aceount of the heavy cost of obtaining new
powers. Some intermediate jurisdiction might, perhaps, be established
under proper guards, to avoid the necessity for recurring to Parliament
except on occasions worthy of its interference.
10. Companies are restricted from borrowing an amount exceeding
one-third of their capital, and from borrowing at all until 50 per cent, on
the capital be paid up.
This provision should be modified for Ireland, so as to correspond to
the degree of encouragement authorised by the Acts for the promotion
of public works there.
The limitations prescribed to deviations from the section seem to be
too strict, and might tend to prevent many very useful improvements in
the execution, which would be really injurious to nobody, even although
the deviation should greatly exceed five feet, while, on the contrary, a
smaller deviation under some circumstances, might be prejudieial. The
difficulty arises from the necessity of defining a fixed limit.
The limitation should prescribe that embankments should not be
raised, nor cuttings sunk beyond a certain degree; the lowering an
embankment, or reducing a cutting, might be made admissible to any
extent.
It is a question whether the deviation should not be from the surface
of the ground, and not from the datum level ; if the same line be kept
the effect would be the same; but, by removing to a different level,
what may be cutting in one respect may be embarrking in another.
Giving the owners, lessees, &e., of the land, the option of preventing
such deviation, is giving them an undue power to extort heavy payments
from the companies when there may not be even a plea of injury. It
does not follow, as a matter of course, that the owner or occiipier of the
actual piece of land traversed by the Railway is the party whose interest
may be most afl'eeted.
the Railway Commissioners, Ireland.
209
It would be an improvement if there could be some authority or arbi¬
tration to sanction deviations in section, and to value the amount of
iujurv done.
Tlie limitation in the gradients affects solely the subsequent working
of the line, and the latitude given should be in proportion to the nature
of the gradient; where it is not to exceed 10 feet in a mile there need be
no limitation ; from 10 to 21 feet in a mile, perhaps a deviation of 5 feet
might be allowed, and only where it exceeds 21 feet in a mile, the limi¬
tation to be fixed at 3.
The limitation with regard to curves requires modification. It is
found by experience, that the passage of curves, even at high speed, is
far less dangerous or inconvenient than was apprehended.
Curves of less than half a mile radius are passed at the rate of 30
miles per hour without accidents. There may be additional wear and
tear of carriages in consequence, but the extent is not known, and, at
all events, that circumstance would not form so strict a subject for
legislation.
There need certainly be no provision for curves exceeding one mile in
radius, and even a reduction between one mile and half a mile radius
might be admitted, if a great saving of expense, or other adequate ad¬
vantage could be shown for it. A case has been before us, where, to
obtain a curve of one mile radius, it has been necessary to carry the
Railway, in plan, into the sea, which might be avoided by adopting a
somewhat flatter curve.
With reference to the standing orders, in general, as regards power
to deviate, it is most desirable that parties should be induced to draw up
correct plans before they go to Parliament ; but, however complete they
may be as general plans, which is all that should be required, certain
alterations and improvements will be suggested at very late periods, in
working up the details ; and a discretion should, therefore, be reserved to
make such deviations from the original plan as may appear obviously
beneficial, and, at the same time, consistent with the security and pre¬
servation of other interests.
The great want seems to be that of some investigating body, to report
to the two Houses, and to whom Parliament might depute authority to
decide on many cases of detail.
It might be useful to require copies of all Bills and Acts, and of such
plans, sections, and other documents regarding Railways as may be
printed for Parliament or lodgment, to be deposited in the Public Works
or other office in Dublin.
They might be useful for reference, and the provision would be at¬
tended with very little expense or trouble to the parties.
The same power to enter lands, for making surveys for Railways, as is
given for roads in Ireland, might be allowed under an order of two
magistrates, securi ty being given for the payment of any damage.
p
INDEX.
Agricultural produce carried from the
interior, 15; average value of, per ton,
132.
Aid, suggestions and recommendations
as to the extent of public, which it
might be advisable to afford, 133.
America, does Ireland offer any peculiar
facilities for a steam-communication
with ? 97 ; practicability of Steam
Navigation, 102,
Antrim Coal-District, 47.
Arigna Iron Works, 46.
Banker's notes, estimate of the amount
circulated in each province, 22.
Banks, increasing number of since 1833,
23.
Barrow Navigation, account of, 14.
Bergin, T. F. Esq., abstract from his
Report relative to the working of the
Dublin and Kingstown Railway, 144,
Biancorie, C. Esq., 129.
Bolton, Leigh, and Kenyon and Leigh
Railway, actual traffic on, 145.
Bounties, bad effect of, 117.
Boy ne Navigation, account of, 14.
Breadth of Railways, 71.
Bristol and Dunmore Packet Line, 111.
Brussels and Antwerp Railway, traffic
on, 148.
Canal, Grand, trade on, 10.
, Royal, account of, 12; Receipts,
1834 to 1836, 12 ; Sums expended on,
13.
Canals, Royal and Grand, tonnage car¬
ried by ail the, 12.
Capital, inquiry into the probable return
on the capital required to construct
and work the line proposed, 70.
Carrying-trade of towns north of Dublin,
inquiry into, 15.
Coal carried on the Liverpool and Man¬
chester Line, 1831 to 1836, 145.
Commercial enterprise, increase of, 23.
Connaught Coal District, 46.
f jüiistabulary Returns of public convey¬
ance, 24.
Conveyances, Public return of. for pas¬
sengers between the several towns, and
avernge number conveyed, 24.
Cost of constructing and maintaining, 84.
Curves, effect of. 74.
Districts, superior facilities of certain for
the construction of Railways, 48 ; Pro¬
ductiveness of the soil of différent, 49.
Dividends, probable from the proposed
lines, 92.
Dublin and Kingstown Railway, traffic
on in 1835, 1836, and 1837, 147; re¬
venue, expenses, and profits, 1834 to
1837, 150.
Dublin and London, means of effecting
the most rapid communication be¬
tween, 103.
Dundee and Newtyle Railway, traffic on,
1832 to 1836, 148.
Economy of Railways, 70.
Emigration, relief by, 120.
Employment of the people, 123.
Estimate of the cost of Railways, com¬
pared with the Parliamentary Esti¬
mate, 84.
Exports, increasing amount of, 21.-
Fishguard Line for packets, 112.
Gain or loss to be expected, according to
amount of traffic, and at different costs
of construction, 93,
Geological structure of Ireland, 41.
Gradients, on the effect of, 79.
Grand Junction Railway, actual traffic
011,1^7.
Grantham, Mr., engineer, failure of first
attempt to establish steam-boats on
the Shannon, 11.
Holyhead Packet Line, 105.
Horizontal lines, tables showing the
lengths of, equivalent to the several
ascending and descending planes
stated, 77.
Horse-power, cost of working and main¬
taining by, 90.
Hudson and Mohawk Railway, traffic on
in 1833 and 1834, 127.
1 Imports and Exports, increasing amount
! of, 21.
I' 2
212
INDKX.
Influence of Railways in developing the
resources of a country, 124.
Inland Navigation Company, Return of
tonnage carried by their boats from
1826 to 1836, 12.
Inland traiïic, estimate of, to and from
the ports, 16.
Inquiry into circumstances peculiar to
the situation of Ireland, and the pre¬
sent condition of its inhabitants, 97.
, the probable return on the ca¬
pital which would be required to con¬
struct and work the proposed lines,
70.
—, the various circumstances to be
considered in determining a general
system of Railways, 2.
Introduction to Sixth Report, 1.
Kilkenny branch, dividend probable
from, 95.
Killarney, Cork Line passing near, 52,
134.
Lagan navigation, account of, 15.
Le Grand, M., documents transmitted
by, relative to French Railways, 2.
Leinster Coal District, 44.
Iñinerick branch, dividend probable
from, 95.
, Return of goods carried from
and shipped at Dublin for Liverpool,
12.
Linen, value of unbleached, sold in Ul¬
ster, 1821 to 1824, 5. 6.
Lines of Railway best calculated to
prove beneficial to the country, 51.
Liverpool and Kingstown Packet Line,
105.
, actual traffic on, 1831 to 1836,
144; comparison of the profits with
the entire revenue, 149.
Locomotive engine-power, cost of working
and maintaining by, 87.
London and Birmingham Railway, 84,
141.
London and Dublin, means of effecting
the most rapid communication be¬
tween, 103.
Mails, time in which they may be con¬
veyed from Loudon to Dublin, by the
projected Railways, 113.
Malting process, improvement in, 8.
Manufacture, woollen, 6,
Mechanical principles of Railways, ex¬
amination of the, 70.
Milford and Dunmore Packet Line,
110.
Moiigey, M., documents transmitted by,
relative to French Railways, 2.
Newcastle and C'arlisle Railway, actual
traffic on, 146.
Newry navigation, account of the, 14.
Northern Line, estimate of traffic, and
passengers, 39, 61.
, dividend probable from, 95.
Orme's Bay Line for packets, 104.
Parliamentary estimate for Railways,
compared with the actual cost, 84.
Passengers, calculation of number that
would probably travel on the line from
Dublin to Cork, &c., 26.
, calculation of number that would
probably travel by a line from Dublin
to Armagh, and thence to Belfast, 35.
——, calculation of the number that
would probably travel on a western
line from Dublin to Mullingar, 38.
, principal and secondary, 33.
Population, amount and distribution, 2 ;
employment of, 5 ; present condition
of, 114; increase of, 116.
Perth Dynllaen Packet Line, 108.
Postage received at the several towns
and counties in 1830 and 1836,22.
Productiveness and nature of the soil of
different districts, and their capabilities
of improvement, 49.
Public aid, extent which it might be ad¬
visable to afford, and on what con¬
ditions, 136.
Railroads in France, 142.
Railways, traffic on, 148.
, Dublin and Kingstown, traffic
on in 1835, 1836, and 1837, 148.
——, revenue, expenses, and profits,
1834 to 1837, 147.
, Dundee and Newtyle, Traffic on,
1832 to 1836, 148.
, Grand Junction, actual traffic
on, 147.
——, Hudson and Mohawk, traffic on
in 1833 and 1834, 127.
—, Liverpool and Manchester, actual
traffic on, 1831 to 1836, 144..
— comparison of the people with
the entire revenue, 149.
—, Loudon and Birmingham, 84.
, Newcastle and Carlisle, actual
traffic on, 146,
, Stockton and Darlington, actual
traffic on, 145.
, economy of, 70.
, gain or loss to be expected, 93.
, influence of in developing the re¬
sources of u country, 124.
■ —, cost of constructing an»! inaiii-
taining, 83,
——-, by locomotivo engine-power, 87.
, by horse-power, 90, •
Railway Companies, extent to which
public aid iniglit be afforded, and on
what conditions. 136.
Rails, form of, 70.
INDEX.
213
Kails, mode of laying, 70.
, breadth of way, 71.
——, eti'ect of curves, 74.
Keturns derivable from different amounts
of tratfic, 93.
Rivers, navigable, tonnage carried by
the, 15.
Shannon, failure of first attempt to esta¬
blish steam-boats on, 11.
— navigation, capabilities and pro¬
gressive improvement in, 11.
, trade on the, 11,
——, return of tonnage carried by the
boats on for 11 years, 12.
South-Western Line to Cork, estimate of
traffic and passengers, 26.
Statistical information, difficulty of pro¬
curing, 9.
Steam-packets, Greenwich, 125.
, pressure required in the cylin¬
ders for different loads, the relative ve¬
locity and expense per ton, per mile, 77.
Stockton and Darlington Railway, ac¬
tual traffic on, 145.
Suggestions and recommendations as to
the extent of public aid which it might
be advisable to afford, 136.
Tipperary coal-district, 45.
Tonnage carried by all the canals and
navigable rivers, 15.
Traffic on several existing Railways, 144.
, nature and amount of, 9.
, different amounts of Returns de¬
rivable from, 92.
Tyrone, navigation account of the, 14.
Waste lands, reclamation, 119.
Waterford and Limerick Branch, divi¬
dend probable fromi 96.
Western Line, estimate of traffic and
passengers, 39.
Wicklow Line for packets, 109.
iMutcd by W. Clowes uikI SünSj
Stamford Street.