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A LETTE
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TRANs, oićf A'ſ 193 º
TO THE --~~~~
Commissioners of 4tailipap 3&nquiry in ºrtlant,
O3 THE
ADVANTAGES TO THE EMPIRE,
FROM INCREASED FACILITIES
of
INTERNATIONAL COMMUNICATION,
A LSO,
observations on THE PROPER POSITION
FOR
A MAIN TRUNK,
TO THE
SOUTH AND WEST OF IRELAND,
BY PETER GALE, Esq. M. A.
Author of “An Inquiry into the Ancient Corporate System of Ireland,” &c.
SECOND EDITION, CORRECTED.
DUBLIN :
MILLIKEN & SON, GRAFTON-STREET,
J. RIDGEWAY & SONS, PICCADILLY,
LONDON.
sº
1837.
#
& This is NOT THE CAUSE of FACTION, or of PARTY, or of ANY INDIYIDUAL, but the
conMon INTEREST OF EVERY MAN IN BRITAIN.”
*.
J. COYNE, PRINTER, 24, COOKE-STREET, DUBLIN.
Transportation
Library
- HE
§ 3 & 4/7
º J J “/?
\. G lº
\ 2 ºn
j | 337
Nſ,
}
Q
*>
TO THE COMMISSIONERS OF RAILWAY INQUIRY
IN IRELAND.
GENTLEMEN,
There are now before you for consideration, two great Lines of
Railway: the one from the City of Dublin to the City of Kilkenny,
and thence to the River Suir, towards Cork, in the south: the other
from the City of Dublin, to the City of Limerick, in the west.
The business of inquiring into the positive value of these two
Lines, of comparing their relative merits, and finally recommending
to the public the adoption of either, or of both, or the substitution of
some third Line, more advantageous if possible, than either, now lies
in a great measure at your disposal.
For the result of your deliberations, therefore, it must be evident
that the deepest anxiety pervades the reflecting portion of the com-
munity. The weight and importance attached to the opinions of
individuals, such as form the commission I am now addressing;
their experience, learning, high station, and integrity, together with
the magnitude of the subject, and the effect their decision (if adopted
by the public) may yet have upon the future destinies of this fine
Country—all conspire to invest the subject with the most lively in-
terest, and to raise expectations in the public mind, which, although
the public are usually too forward to indulge in, yet in this instance
are by no means unpardonable.

4
We are accustomed to look with confidence to the opinions of our
betters, and to draw from the depths of their mental resources, a
store sufficient for our own wants, and this sufficiently accounts for the
respectful, though anxious silence, with which the appointment and
necessary movements of your Commission have been hitherto re-
garded. But it is not to be presumed, because of this silenee, that
the people of Ireland have agreed to, or acquiesced in the establish-
ment of your Commission, as a Tribunal whereby to judge of the
fitness or unfitness, the propriety, or impropriety, of their commercial
speculations.
The very highest privilege that a free commercial people can boast,
is the non-interference of the Crown with the outlay of their accu-
mulated wealth. This is a right sacred in the commercial world;
and wherever such a right is restricted, commerce has declined;
wherever encouraged, commerce has flourished and increased. Of
their privileges in this regard, the people of Ireland are fully con-
vinced, and, when called upon, fully competent to assert.
The view of the formation of your Board, arising from a com-
parison of its relative position with the constitutional and fixed insti-
tutions of the Sister Country, I could not consistently with my duty
to the public pass over in silenee. I purposely refrain from advert-
ing in strong language, to any proceedings anterior to its appoint-
ment. The chain of circumstances which gave birth to it, the indi-
viduals who were most active in obtaining it, the ends originally
contemplated by its construction, and the several modes and devices
employed, in order to arrive at its establishment, are all facts, in
which those who immediately called upon, or advised the Crown to
appoint the Commission, and those who were invested with that
Commission, by the Crown, never anticipated, and are therefore
unconscious of. It is enough, that such proceedings have attracted
the attention of a certain portion of the public : and should occasion
5
arise, these proceedings may become an interesting, as well as useful,
subject of investigation. Sufficient, however, has been now said on
this portion of the subject, to record my views and opinions of the
dangerous tendency of this new ordeal of commerce. -
To express an apprehension that facts may be misplaced, distorted,
or suppressed, by interested individuals, or introduced by undue or
surreptitious means before your tribunal, is beyond my present inten-
tion; nor would I, even by implication, thus involve a charge that
the high-minded individuals composing your commission, could be
capable of the weakness of listening to suggestions, which are not
fairly, openly, and distinctly advanced. It is on this account I
choose openly to address to you the following facts, gathered during
years of attention, exclusively devoted to the subject—a subject dear
to me at first from choice, and now rendered doubly so by habit.
Indeed, had I felt an apology in this instance necessary, I might be
fairly excused, for what would otherwise appear presumption in thus
addressing you, by the circumstance of my having been the first
2ndividual who in Ireland brought the subject of a system of Rail-
ways, from the Metropolis to the interior, before the public, at one
of the largest and most respectable meetings for many years wit.
nessed in Dublin—I mean that at which the Marquess of Headford
presided, in May, 1835—prior and subsequent to which, I intro-
duced the subject at different county meetings which I attended.
On examining the surface of Ireland, with a view to a means of
intercourse, and comparing it with that of England, a distinction
peculiarly striking, is found to exist between both countries. In
England, the undulations of the surface are numerous and regular,
6.
the hills lying for the most part in long continuous ridges, forming
vallies, separate and distinct, and therefore not approachable from
one to the other, without surmounting an interjacent summit. A
striking instance of this fact occurs on the London and Birmingham
Railway, between the termini of which there exists no less than six
summits. In Ireland, the hills, although of far greater magnitude,
appear for the most part in detached groups, leaving its lowlands
accessible without the difficulty of ascending high summits; so that
in general terms, the lowlands of Ireland less deserve the name of
vallies, than of extensive plains. -
This will at once account for the extraordinary fact of a Railway
being found commencing at the Metropolis, and running for up-
wards of 100 English miles into the interior of Ireland, without a
tunnel, or even without a greater slope than 1 in 500, and with
one continued level of 32 miles in length. It will also account for
the fact, that certain portions of Ireland being occupied by these
groups of lofty mountains, must, at least until further improvement
in locomotive powers, remain untraversed by Railways.
Of such nature is that portion of the country called the Leinster
Coal District, extending from North to South, twenty British miles;
and from East to West fifteen; varying in height from 600 to 1000
feet above the surrounding plains, so that a Line of Railway directed
from the Metropolis to the South, must, in order to avoid this Dis-
trict, select either of the two routes: one by the South-east, the other
by the North-west of this District.
The same physical causes require, that both these Lines should
unite near the river Suir, between Clonmel and Caher, from whence
there exists but one Line of extension Southward—the South-western
Line passing by Cashel, the South-eastern Line by Kilkenny. A
careful view of their relative circumstances and advantages, will not
admit a doubt of the propriety of selecting the latter. The engineer.
7
ing details of the Kilkenny Line being perfect and complete, and
the only one of which the estimates are before you, an accurate
judgment may be formed of its merits and advantages; and, though
no survey, as far as I can ascertain, has been made of the South-
western Line; yet, its general levels are sufficiently well known to
afford a comparison. • ‘ -
The first point which must strike you on examining the Line by
Kilkenny, is, the extraordinary nature of the Gradients, there being
no inclination greater than 1 in 500 on the entire Line from Dublin
to the River Suir; and this for a length of Railway exceeding one
hundred miles, without a Tunnel, is quite unparalleled.
The next fact to which I shall direct your attention, is one of at
least equal importance, particularly in Ireland, which is so deficient
in town population; namely, that no Railway from the Metropolis
of equal length, would pass contiguous to so many important towns
and cities. Taking up the Line at Sallins, to which point no other
Main Trunk from Dublin to the South and West exists, we have
within a limit of three miles from the Railway, the following Post
Towns -Naas, Kilcullen, Newbridge, Athy, Ballylinan, Carlow,
Leighlin-bridge, Bagnalstown, Gores-bridge, Gowran, Kilkenny,
Callan, Fethard, Clonmel, and four miles from Caher, where it
crosses the River Suir. But, it is not so much the number as the
population of these towns which should be considered. For instance,
Kilkenny may be stated to contain at present, in round numbers,
24,000 inhabitants; Clonmel 16,000; Carlow, with Graigne,
12,000;" Callan nearly 7,000; Athy 5,000, &c. &c. &c. (See
Appendix.) Contrast this with the Route to the North-west of the
Leinster Coal District, where from Dublin to the River Suir, there
• Carlow and Graigne situated on opposite sides of the River Barrow, form
one town, and are incorporated together as a Borough, under the Reform Act.
The population by the latest return was, 11,504, and is fast progressing.
S
is found but one town, (Cashel,) containing a population exceeding
7,000 inhabitants; and no other, except Caher and Maryborough,
amounting to 1,500. The former, however, would be embraced by
the Kilkenny Line, and the latter included in the Line to Limerick,
which I shall presently notice. In fact, Cashel ranks with Callan,
the fourth town in importance on the South-eastern Line. Taking
the aggregate town population of the two Lines, there will be found
a ratio of more than three to one in favour of the Kilkenny Line.
Neither would the distance to Cork and the South be less, by adopt-
ing the South-western Line; whilst the Gradients could not surpass,
nor even equal, those on the South-eastern or Kilkenny Line. This
is manifest, by inspecting the Line surveyed by Mr. Bald, as far as
Maryborough, which presents Gradients of 1 in 330, and also by the
fact that the level of the great Longford or Urlingford pass, between
the Rivers Nore and Suir, through which the Cashel Line must pass,
exceeds by several feet, (I think at least one hundred,) the summit
between those Rivers on the Kilkenny Line.
Apart from these there are other considerations, which point out
the Line by Kilkenny as the proper one to the South of Ireland. To
connect Carlow, Kilkenny, or Waterford, with the Cashel Line,
would involve great circuity, and require at least two distinct Lines
of Railway, from the mountainous character of the intermediate dis-
trict; while Wexford, which could be connected with the Kilkenny
Line at Carlow, would be totally eaccluded by the other. A Line
thus circumstanced, can never lay claim to the character of a great
trunk, or be deemed to occupy a central position. The Branch to
Wexford, whilst it would complete a Line of Railway from Dublin
in the only practical route, would be of first rate importance in an
agricultural point of view. The greater portion of that county and
Wicklow, requiring Lime as a manure, which they can now only ob-
tain, in a limited supply during the summer months, from Carlow and
9
its neighbourhood by land carriage; at an expense in most instances
much exceeding that by Railway conveyance.
This objection of the difficulty of connexion, does not lie against
the South-eastern Line: as Cashel, the only town of importance can
be connected with the Kilkenny Line if required; by a compara-
tively short branch in the neighbourhood of the Suir.
A new Harbour is now forming near Wexford, capable of hold-
ing a large class of Steam vessels, to ply from thence to Fishguard,
near Milford; where the distance across the channel will not exceed
sixty miles. This will greatly facilitate the intercourse between the
Southern parts of England and Ireland, and be of the greatest ad-
vantage to the latter.” The proposed Branch Railway to Wexford,
from the Main Line at Carlow, will therefore benefit the whole
South of Ireland.t. Yet this Line would be excluded, as before
observed, if the South-western route be adopted.
* Since the First Edition was published, a numerous and highly respectable
meeting, attended by many Peers and Members of Parliament, was held, pur-
suant to public advertisement, at the Thatched House Tavern, St. James's-street,
London, on Tuesday, the 14th of February, for the purpose of facilitating
the intercourse between the two Kingdoms, by the extension of the Railway,
from London to Gloucester, through South Wales. Mr. Heslop, the Solicitor
to the undertaking, stated, that for the purpose of connecting the two Kingdoms
of England and Ireland more closely, he, and those with whom he acted, were
determined upon selecting the best Line, independent of all private influence;
and they, after much labour, had decided, that the terminus at Fishguard in
Pembrokeshire, was preferable to that of New Quay.
Mr. Palmer, an Engineer well known to the public, was instructed, most
carefully to survey, and decide on the best terminus; and he was of opinion,
that Fishguard was in all respects the best. A series of Resolutions were then
passed, declaring that a Railroad through South Wales, to Fishguard Harbour,
was most desirable; but the meeting refused to pledge itself to any particular
Line, resolving to select the best, . &
# If the proposed Branch to Wexford, from the Main Line at Carlow should
be objected to, as involving circuity from Wexford to the South of Ireland;
though offering the best and only practicable route for a Railway from Dublin
to Wexford; this objection can easily be removed at a comparatively small ad-
ditional expenditure of Capital. The trade and intercourse at present existing
between Wexford and the South of Ireland, certainly would not warrant the
B
10
The route by Kilkenny, is moreover, that of existing inter-
course with the South of Ireland, which should never be deviated
from; except, in a case of well established neccessity. This princi-
ple has been sanctioned by Parliament, in the case of the Great
Western Railway, which, though a longer Line, was preferred to
that by Basingstoke: the former following the existing route, and
passing through more populous districts. But I need not resort to
England, to shew that the Legislature sanctions the principle, that,
a Railway, should when practicable, adopt a route embracing the
greatest amount of population. In the instance of the Drogheda
Railway, the Coast Line involving great circuity, and expense of
execution, was preferred to the Inland Line; principally, because
it embraced a few towns and villages, of which the Inland Line
could not boast. Towns of no importance when compared with
those of the Kilkenny Railway.
There is one circumstance of a peculiarly local character, which
should not be overlooked, in comparing the relative advantages of
the two Lines under consideration. This arises from the Geological
structure of the Leinster Coal Discrict, on either side of which, aS
before observed, any Line of Railway leading to the South of Ire-
land must pass. T his District presents abrupt escapements, varying
in height from 600, to a 1000 feet, above the limestone valley,
which completely encompasses it; the interior having the character
of extensive table land, of general good quality. Although the
Coal measures of this District, extend in length 20 British miles,
construction of a separate Line of Railway. But, should the contemplated
Railway communication from London to Fishguard be completed, this route
would become of paramount importance. Under such circumstances, a Branch
could be made from the Main Line near Gowran, to join the Carlow and Wex-
ford Branch in the neighbourhood of Newtown-Barry, 3. distance of about 20
miles. No physical obstacles present themselves by this route, and it may con-
fidently be pronounced not alone the shortest, but the only Line by which
Wexford can be connected with the South of Ireland.
11
and in breadth 15 miles; yet, the only portion in which workABLE
beds of Coal exist, does not embrace more than one fifth of that
area, and is situated on the EASTERN side of the Distriët.—
Hence it is manifest, that the South-eastern Line should be preferred,
even, were all other circumstances only on an equality, instead of pre-
ponderating as they do in its favour. For the accuracy of the fore-
going statement, I refer to the able Report on the Leinster Coal
District, by a member of your commission, Richard Griffith, Esq.
The principal cause of the failure of Canals in Ireland, as a pro-
fitable investment, arose, from their passing throught the bog Dis-
trict; under the fallacióus hope of thereby creating trade and in-
tercourse, in a country presenting so many natural obstacles.—
Another cause of failure was occasioned by the principle, Canals run-
ning nearly parallel to each other. Let us take a lesson from ex-
perience, and avoid similar errors in our Railways. By adopting
the South-eastern, or Kilkenny Line, the Railway to the South
will pass through the richest, most populous, and fertile Districts;
and will so diverge from the Limerick, or Western Line, as not to
interfere with the trade or intercourse of each other. Another point
which should not be overlooked in your decision, is, that the Kil-
kenny Line has been selected as an eligible investment for private
Capital, and the entire sum necessary for its completion already
subscribed, so that if the act can be obtained in the ensuing Session,
little delay will be incurred in carrying it into effect, and thereby
promoting extensive employment at present so desirable in Ireland.
Whether this investment be a secure one or not, those Capitalists
never submitted to the approval of any judgment but their own, or
such as they chose themselves to select. These Shāreholders
were unaware that any power existed, except in their own repre-
sentatives in Parliament, that might by possibilty extinguish their
hopes, or perhaps cause an arbitrary diversion of that Capital, which
12
the laws of their conntry pronounced to be at their own free dis-
posal. - w
I am aware of but one plausible objection that has been advanced
against the Kilkenny Line; which however, from its apparent jus-
tice is well calculated to mislead. That objection is, that this Line
will interfere with an existing Inland Navigation; whilst that by
Cashel, opens a means of intercourse through a country destitute of
such advantage. I place this objection, or rather assertion, in its
strongest light; because I am fully willing to meet it, and I have
the less difficulty in doing so, as its whole force lies in plausibility
alone, for no one ever yet heard it maintained, either by reasoning
or the adducement of facts. Futile however as it is, it is necessary
to remove it. We turn to England, and there we find Railways,
and Canals or Navigable waters in constant propinquity. In fact,
it would be nearly impossible to point out one single Line of Rail-
way, for locomotive engines in England, sanctioned by the Legis-
lature, that does not directly or indirectly interfere with some ex-
isting Navigation? Against individual enterprize in Ireland, is a
coercive power to be urged, that, in England would NoT, AND
NEVER HAS BEEN TOLERATED; nor shall I enter into the question,
whether or not Railways injure Canal traffic: it is sufficient for my
purpose that it admits of doubt. Perhaps the Eastern counties, and
Cromford and High Peak Railways, may be quoted as instances in
England, of Railways not interfering with Canals, but in each of
these cases, the country presents physical obstacles to the construc-
tion of a Canal. Similar impediments do not exist upon the Line by
Cashel. Why then is it left without this improvement? Simply be-
cause the trade and intercourse would not warrant the construction
of a Canal; and yet, the very absence of this is urged as a reason
for making a Railway. -
But does the Line by Kilkenny to the Suir, traverse a country ot.
13
cupied by an existing Navigation? By no means. Even Kilkenny
itself, the largest Inland town in Ireland, is destitute of water con-
veyance. From what does this destitution spring?—not from want
of trade—not from want of exertion amongst its inhabitants—but
from want of water, and from other difficulties.
Of two proposed Canals, large sums had been expended to con-
struct one along the vale of the Nore; but owing to the opposition
of the proprietors of extensive demesnes, as well as to other causes,
it was never completed. The other was projected to connect Kil-
kenny with the Barrow Navigation; but the difficulty of procuring
for it a supply of water, during the Summer months, prevented its
construction. I state these facts to shew why it is, that Kilkenny
remains destitute of water conveyance, and likewise to prove, the
great benefit that City must derive from the construction of the pro-
posed Railway. From Kilkenny to the River Suir, the Railway
will be the sole medium of trade and intercouse. -
I have been thus particular in pointiug out the comparative merits
of these two Lines of Railway, although one of them is not at
present before you—I mean that called the Cashel Line. The fact
however of its having been traced on the Map of Ireland, and litho-
graphed, and distributed both in London and Dublin, soon after
the publication of the Kilkenny Line, in the Summer of 1835, with
the autograph signature of C. B. Vignoles, C. E., your present
Engineer, sufficiently warranted me in adverting to it, the more
especially as I am unwilling to omit any observation that might bear
upon the important subject under consideration.
Had I not made mention of the practicability of a Line of Railway
from Dublin to the South of Ireland, on the South-west side of the
Leinster Coal District, that omission might have been attributed
either to ignorance or design; nor could I do justice to the merits of
the South-eastern, or Kilkenny Line, without contrasting it with the
14
South-western one, to which, in every point of view it will be found
superior; so much so, that if it even involved circuity, (which is by
no means the case,) it should be preferred. * *
In the foregoing observations I have considered a Railway leading
from the Metropolis to the South of Ireland, solely in reference to its
local situation and advantages; and though important those consider-
ations undoubtedly are, it has yet far higher claims to your attention
—claims involving questions of Imperial and International import-
ance, I am aware that your attention has been particularly directed
to the question of American intercourse; but I shall point out others
of at least equal importance, which I have no doubt will receive
from you their due consideration. -
Without entering upon the possibility or expediency of your select-
ing a port in the South-west of Ireland, as the station for American 4
intercourse, in which event the ENTIRE LINE by Kilkenny and Clon-
mel to the River Suir, would be available; I shall confine my obser-
vations to the results which must follow the extension of the Railway
to Cork. I am aware, that in the neighbourhood of that City, some
engineering difficulties would be encountered, by no means however
of an insuperable character. The connexion however of the two
most important Cities in Ireland by a Railway, is of itself a matter
worthy of attention; and it is to be hoped the Lines of Railway,
projected from Cork to Cove, and Passage, have had reference to
this connexion. We may thus expect to see the almost unrivalled
harbour of Cork, assume its legitimate position; for when united by
Railway through Dublin, with the Manufacturing Districts of Britain,
and through the Wexford Branch, and the Great Western Railway,
with London, and the Southern portion of England, it must from its
more Southern and Western position, at the entrance of the Channel
be preferred to Falmouth, as a General Packet Station,
The delays attending the navigation of the Channel, are too well
15
known to require proof; but if such be wanting, I need only refer to
the instance of the American Packet Ship, “Independence,” which
brought over the President's last message. Although it took but
nine days from New York, in arriving off Cape Clear, yet it occu-
pied seventeen days to make from thence to Liverpool, thus con-
suming double the time in working up the Channel than was em-
ployed in crossing the Atlantic | | It is also an understood fact that
more than one half the losses incurred upon insurance at Lloyds,
happen within the Channel. If such fact be ascertained to be
correct, or even to make any perceptible approach to the truth, how
far does it become, not merely a question of mercantile calculation
of profit or loss, or policy, or interest, but of duty and humanity to
provide against a recurrence of such calamities? Are the public not
bound to see that all future establishments of Ports, shall be as remote
from these scenes of destruction, as can be done compatible with the
nation's resources, and what site can be already found so free from
these defects, and teeming with such advantages, as the Harbour of
Cork. Whether we direct ourselves to the ports of Spain, Portugal,
or the Mediteranean in the South; or the West Indies and South
America, in the West, no port in the British Dominions affords such
opportunity of safe and expeditious communication. Nay, even if
Steam communication with the East Indies shall be established, little
doubt of its eligibility as a port for that purpose can exist, -
Few subjects can be more important to the general prosperity of
the British Empire, than the means of facilitating intercourse with
80 millions of our fellow-subjects in India. But expedition alone is
not sufficient. We should, if possible, establish a route laying claim
to general utility, and which will not deter by its cost the great
majority of passengers from attempting it. Individuals proceeding
to India, have of necessity, a considerable quantity of baggage,
transporting which by land, is attended with vast inconvenience and
16
expense. This should be avoided if possible. By establishing Cork
as a Packet Station, and starting from hence to the Mediterranean,
the expensive land route, traversing the whole of France to Mar-
sailles would be avoided—a route over which the English nation can
have no controul, and liable to be closed against us on the first rup-
ture which may ensue. This has been deemed so great an objection
to the Red Sea route, that many able and practical men have de-
clared, “That in consequence it can never be established as a route
of general intercourse, but only suited to forward the mails and
despatches. That the route by the Cape, must still continue to be
the general one, and that efforts should be made by establishing
various Depôts of Fuel, and employing powerful Steam Vessels, of
the most improved construction to accomplish the voyage. That the
instance of a single failure by the ‘ Enterprise' Steamer, should not
be considered as conclusive.” There can be little doubt that a
steam voyage from Cork to Maderia could without any intermediate
stoppage, be at present accomplished with great facility, and the next
station might be the Cape de Verd Islands, or even St. Helena, then
the Cape, thence to India, touching at the Mauritius. The whole of
this voyage might in the Summer Season, be accomplished in six
weeks, or two months at farthest. In furtherance of these views, I
would suggest that by starting from Cork Harbour, the delays of the
Channel may be avoided, and the probable success of the voyage
much facilitated. The fact that the Government usually selects Cork
Harbour for the embarkation of Troops from Ireland to the Colonies,
including even the Canadas, proves incontestably its value as a
Packet Station. -
But even supposing the route by the Red Sea preferred: supposing
the present extraordinary and enterprising ruler of Egypt to put
in practice his determination of connecting the Red Sea with the
Nile by Railway, is it to be supposed for a moment, that individuals
17
to any extent will be found ready to commit their lives and property
to the mercy of a people, whose advances in civilization entirely
depend upon the duration of a solitary individual's existence—an
individual as fearfully isolated as he is eminently enlightened, sur-
rounded by tribes of wild barbarians, all prepared upon the mere
contingency of his demise or his fall, to roll back into their original
element of havoc and confusion.
The opening of the trade with India and China must wastly increase
our commercial intercourse with those countries. The principal seat
of that intercourse will undoubtedly centre in Liverpool, and the
Manufacturing Districts of Great Britain, from whence, as before
observed, the direct route to Cork Harbour will be by the Railway
from Dublin. In addition to the proposed communication between
the South-western Districts of England, which includes the Metro-
polis and the South of Ireland, near Wexford, Steamers at present
ply from London and Bristol to Cork.
I have only in the foregoing remarks referred to the advantages of
Cork Harbour, as a station for facilitating our intercourse with India,
such intercourse being of paramount importance to the prosperity of
the Empire. This question however, necessarily embraces our com-
munication with the New Continent of Australia, the important
colony at the Cape, and our other settlements in Africa. As to Cork
Harbour being the proper station for facilitating intercourse with the
West Indies, and the South American Continent, the case is so obvi-
ous that I think it unnecessary to offer a single observation on the
subject. -
Such then are the results which must follow to Ireland and the
Empire, on the completion of a Line of Railway from Dublin to
the Harbour of Cork; results which in their importance cannot be
surpassed by any Line in the kingdom.
I shall now offer some remarks upon the Line of Railway from
C
18
Dublin to Limerick, which I consider next in importance to the
Great Southern Line leading to the Harbour of Cork. This Line
passing through the centre of the Queen's county, to the entire of
which, it must consequently afford, increased facilities of intercourse,
and the fertile lands extending from Nenagh to Limerick, thus
traverses a peculiarly rich and fertile District. The Railway will
moreover, connect the third city of the kingdom in population, with
the Metropolis. *
That City, seated on the noblest river of the British Empire, must
rapidly increase in commercial wealth and importance, from the im-
provement now carrying on to facilitate the navigation of the river,
heretofore so much neglected. The construction of the extensive
Docks at present in progress must also considerably enhance its
prosperity, and enable it hereafter to call into action the vast extent
of water-power at present flowing unemployed in its vicinity. The
neighbourhood of such a City, if found equal in other respects, I
consider may well be selected as the station for American inter-
course. *
I am aware that an objection has been urged against the Shannon
as a proper station for the purpose. That objection is, that vessels
in foggy weather traversing the broad, expanse of the Atlantic, may
be liable to miss the mouth of the river; in which case, on either
side they encounter an iron bound coast of many miles in extent;
but when the great breadth of the Shannon at its mouth, is con-
sidered, I am satisfied, that, that objection will not be deemed
sufficient to outweigh the other advantages, decidedly in its favour.
Indeed, I believe I may safely assert, that this objection lies gene-
rally against the Harbours of the Western coast of Ireland. At
Foynes Island a Natural Harbour exists, where vessels of the
largest size may safely ride at anchor, and others equally good can be
formed between that and the mouth of the river.
19
With such advantages, I must assume you will select the Shannon
as the station for American intercourse. By the union of those two
undertakings, namely, the Lines of Railway from Dublin to Cork,
and Limerick, may be matured at a comparatively trifling expense,
the important and international connexion of Europe with the
Western world across the Atlantic; whilst the connexion with the
South, the Ports of Spain, Portugal, and the Mediterranean, is ad-
vanced by the extension of the main Line to the Harbour of Cork.
Thus will a great design be followed up by completing a Railway
communication between the two principal cities of Ireland, and
establishing, when the capabilities of Steam navigation are further
developed, that splendid Harbour, as a medium of communication
between this Empire, and the East and West Indies.
I shall now proceed to consider how that union can be best
effected, and the proper position for a Main Trunk: which will con-
fer the most extended benefit through nearly one half of the kingdom,
consistent with the physical character of the country.
This I believe to be the most important practical object for your
consideration; and the one in which the Irish nation is most deeply
interested. Upon the proper decision of this question the future de-
velopement of the resources of this Country will greatly depend; and
in proportion as your present decision now passes by, or excludes any
of the resources of the Country, so will that decision be hereafter
deplored, as the unhappy result of a novel experiment in the
commercial world; namely, the establishment of a tribunal un-
known to our ancestors, holding a controul either directly or indirectly
over the free voice of the representatives of the people. But upon
this constitutional view of your present position, I have already
observed, and recorded my decided opinion.
To define the leading characteristics of a Main Trunk, will much
assist in arriving at a proper conclusion in any particular instance.
These may for a Railway be stated as follows:—
20
FIRST-The true position of a Main Trunk, is that which admits
the greatest extensibility, and involves the least circuity: consistent
therewith a Main Trunk should be as long as possible.
SECOND–If, in order to increase the apparent length of a Main
Trunk, it be prolonged irs any one direction, to the exclusion or
great prejudice of one or more branches, it from thence ceases to be
a Main Trunk, and should be considered a Branch.
THIRD–As the greatest amount of traffic must take place on the
Main Trunk, any gradients upon it should be made as favourable as
possible.
Now to apply these Rules in considering the best position for a
Main Trunk, for a system of Railways, extending to the South and
West of Ireland. There are three plans before the Public; but I
am not aware of more than two being laid before your Board; one
by Messrs. Macneill and Aher, and the other by Mr. Bald: the third
plan is the one I have before alluded to, having the autograph sig-
nature of your Engineer, Mr. Vignoles, but of which I am not
aware of any survey having been made.
Mr. Bald proposes, so to branch from the Main Southern Line, as
to leave the Main Trunk only seventeen miles in length: this is
manifestly too short a Main Trunk, if it can be avoided. Mr. vig.
moles, on the contrary, pushes forward his Main Trunk to a distance
of fifty miles: this is evidently in the other extreme. For, it thereby,
as proved in the foregoing part of this letter, throws out important
towns and cities, and practically exeludes a district of country, con-
taining nearly One Million of inhabitants. Such a plan is in direct
violation of the First and Second Rules; and whether it accords
with, or violates the Third Rule, no opinion can be formed, as it is
unaccompanied by a Section. I am bound consequently to con-
clude that it cannot meet your approval, and shall therefore dismiss
its farther consideration.
To obviate the evils arising from both, and establish a medium
21
between the two extremes, would clearly be the most desirable course;
especially as that course is already suggested and supported by good
authority. The plan of Messrs. Macneill and Aher, presents a Main
Trunk of twenty-nine miles in length, which, as it was the first Line
that appeared before the public, comes with this recommendation,
that its projectors, having no other Line to compete with, (or in
other words to disturb,) came free and unencumbered to the consi-
deration of their subject, and of their own option, selected the most
desirable portion of the country; and after mature and full consi-
deration decided upon the plan at present before the Pnblic, under
the title of “The Great Leinster and Munster Railway.” Thus
then it leaves internal evidence of its sincerity; whilst those affecting
to compete with it, cannot lay claim to an equal character. It is
impossible that the Public can be blind to this observation, that in a
work of this sort, an attempt to improve may be accompanied by an
intention to displace, and that rivalry assumes so strong a sway
over our judgments, as to render suspected the conflicting decisions
of professional men of high eminence. When the first Main Trunk
was made known, men of professional merit were employed to find
others, not, be it remembered, to prove the accuracy or inaecuracy of
the first, but to find out others. Did it never strike those who en-
tered upon such a speculation, that they were standing in their own
immediate light, and that if the first Main Trunk happened to be the
best, that they were placing professional men in the unhappy dilemma
of either corroborating the view of perhaps a rival in the profession,
and thereby yielding the fullest and highest acknowledgement of his
merit; or else of differing in their views, and then recommending a
deviation contrary to their conviction ?
It is the business of the Public, however, to lay aside those petty
considerations, and examine those several Lines by the severest pos.
sible test. Now what are the pretensions of this Main Trunk of
22
29 miles? How does it square with the first Rule f First, then, it
admits the greatest extensibility, and involves the least circuity, af.
fording direct Branches to Wexford, Waterford, Kilkenny, Clonmel,
and Cork in the South, and to Limerick, &c., in the West: and,
consistent with all those duties, it is the longest Trunk that could be
chosen. So far the first Rule is observed even to the lettér. Now
as to the second Rule, no attempt is made to increase its apparent
length; nor is it prolonged to the exclusion or great prejudice of any
useful or desirable branches. So far therefore it bears the test of
the second Rule. As to the third Rule, there being no Gradient
greater than 1 in 500, the matter at once speaks for itself. Thus
then it fully accords with the general principles upon which a Main
Trunk ought to be constructed. -
But to enter more fully into detail: by adopting the Main Trunk
of 29 miles, suggested by Messrs. Macneill and Aher, in preference
to that of 17 miles, you at once advance by a common Main Trunk
12 miles farther into the country, and without prejudicing any of its
branches, taking into account the whole. It is true, that by diverg-
ing from the Main Trunk at a distance of 17 miles from Dublin, you
may shorten the Line to Limerick one mile and a half, or possibly
two miles; but this would be too far departing from the principle of
Partial concession for a common object. Now what would be
gained by this departure? Five minutes in time. To effect which
saving of five minutes, it would be necessary to construct 27 miles of
Railway instead of 16%. Now what would this cost? The differ-
ence being 10% miles, could not be executed for less than One Hun-
dred Thousand Pounds!!! That is, Public time is to be valued in
Ireland, at Twenty Thousand Pounds per minute!!! Advantages
may be some times purchased at too dear a price. On the Dublin
and Drogheda Railway, four or five miles of circuity were considered
of no consequence, in a distance of thirty, Would the inhabitants of
23
Limerick, have any cause to complain of this slight deviation in a dis-
tance of 113 miles? No such thing. Besides according to Mr. Bald,
notwithstanding this trifling circuity, the proposed Line compared
with the existing route by the Turnpike road would still effect a saving
in distance of eight miles!!! Contrast this with the Southern line,
which though Messrs. Macneill and Aher, have laid out in the best
direction, and by the shortest possible route; yet as far as Kilkenny,
it effects no saving in distance; and if continued to Cork, owing to
the nature of the country, must encounter circuity. I believe the
great saving in distance effected by Mr. Bald, in his Line to Lim-
erick, is mainly attributable to his bold and daring design, of cross-
ing the Shannon twice, near that city. This would appear at first a
most formidable undertaking, but the reasons he adduces in favour of
his plan, are worthy of attention. The principal are; the saving of
distance; avoiding extensive demesnes, which would save great
opposition and expenditure; and the facility of continuing the Line,
as laid out to Foynes Island, or whatever harbour near the mouth of
the river, might be selected as a Western Packet station.
The importance of the subject, namely, the proper position for a
Main Trunk, demands that it should be viewed in every possible
light, and under every circumstance, which could assist in arriving at
a just and satisfactory conclusion. Viewing therefore together, the
two lines of Railway, the one surveyed by Mr. Bald, and the other by
Messrs. Macneill and Aher, it cannot be supposed that your Board
could sanction Two Lines running parallel, so great a distance.—
Possibly the question might then arise in your Board, whether
you would recommend for adoption, Messrs. Macneill and Aher's
Main Trunk, or suggest an equal portion of the commencement
of Mr. Bald’s Line, for that purpose. The comparative merits
of these Two Lines, would thus become a subject of the greatest
importance. For that purpose, it will be necessary to enter
24
into further detail. It is therefore much to be regretted that
the survey, uniting Messrs. Macneill and Aher's Main Trunk,
with Mr. Bald’s Line, has not, for want of time I believe, been com-
pleted. But as the intermediate country is admitted on all hands, to
be peculiarly favourable for the construction of a Railway, this can-
not therefore effect the question of the eligibility of the proposed
Main Trunk, to which I shall confine my attention.*
In this case, the principal question for consideration is, which
Line will admit the greatest extensibility, and involve the least cir-
cuity. Upon both these points, but particularly the latter, there can
exist little doubt. Messrs. Macneill and Aher's, or the Newbridge
Trunk, offers the best connexion to Kilkenny, Cork, Wexford, and
all the towns of the South, and at the same time effects a consider-
able saving on the present route to Limerick. Mr. Bald’s, or the
Kildare Trunk, would involve circuity to Cork, and all the towns in
the South but add to the advantages existing in favour of Limerick,
as already pointed out. -
The Newbridge Trunk follows the route of existing intercourse,
and embraces a greater amount of population. Reckoning from the
commencement of the two Lines near Sallins, it approximates to the
towns of Naas, Newbridge, and Kilcullen—the Kildare Trunk to
£lane and Kildare. -
The part of the Curragh which the Newbridge Trunk intersects is
decidedly the least important in its whole extent, and the most remote
* I believe this Survey is now in progress, and will when completed, fully
justify the description I have given above, of the favourable nature of the
country which it intersects. There is however one circumstance of the utmost
consequence that I have omitted to notice in the former edition, and which at
once points it out as the most eligible Line of Railway from Dublin to Limerick—
namely, that it is the oNLY route by which Demesnes can be avoided in that por-
tion of the Line, situated between Dublin and Maryboro’. This alone without
adducing further argument, may be deemed conclusive. I must also observe,
that I fear such defects could be pointed out in the parallel portion of Mr.
Bald’s Line, as would render it inapplicable to Locomotive power.
&
Aº Q_
5
from the Racing and Coursing ground. The portion it cuts off is
inconsiderable, and of very inferior quality. The Kildare Trunk
approaches nearer the Race Course, traverses the Coursing ground,
and would cutoff a larger and more valuable portion of the Curragh.-
Mr. Bald appears aware of these defects in his Line, as he states, he
is prepared with another, which would run more to the North, and
avoid the Curragh altogether. This would sadly displace his Line
for extension to Cork, and the South, to which it is, even at present,
so unfavourable, and without effecting at the same time any improve-
ment in the Line to Limerick. Such a deviation, would in fact,
leave it little pretension to the character of a Main Trunk. In jus-
tice to Mr. Bald however, it should be stated, that he had but ONE
object in view in laying out his lime, namely, Limerick, without
considering what circuity it might entail upon any extension South-
ward, neither did he contemplate any part of his Line as a Main
Trunk. Departing from the Main Southern Line, at Sallins, he
surveyed the shortest Line from thence to Limerick.
Such then are the principal observations relative to the proper
position for the Main Trunk—observations, arising out of facts,
which leave little doubt, as to the proper choice, and it is presumed
will assist you in arriving at a just and satisfactory conclusion on the
most important practical subject for your deliberation.
I shall now proceed to the last subject for consideration; namely,
the connexion of the Main Trunk with the Channel, to effect whose
junction with the interior of Ireland, should ever be regarded, as a
matter of the highest importance.
The wisdom therefore of the provision contained in the following,
must be manifest to those who reflect, that to open a communication
between the Harbour of Cork, and the River Shannon, without at
the same time, connecting them with the Eastern Coast, would be
no more than half forming a project, and therefore obstructing the
- t {}
26
attainment of their own views. I refer to an opinion advisedly put
forward, in the report of Messrs. Macneill and Aher, in January,
1836, they there say, “A branch may be taken at Ballyfarmot, near
Chapelizod, 4% miles in length, with a fall of 1 in 310, crossing
the Grand Canal at the tail of the second lock; and proceeding out-
side the suburbs of Dublin, until it meets the Kingstown Railway,
near the River Dodder, thus completing a Line from the Harbour of
Kingstown, to the Atlantic, and holding a midway course inland
through that large portion of the South of Ireland, at present
inaccessible by Navigation; being equidistant from the navigable
shores of the Shannon on the West, and St. George's Channel on
the East.” - - -
Here it is evident the purpose originally had in view, of first
connecting the Metropolis with that part of the South of Ireland,
possessing the greatest claims to commercial importance, was but a
part and parcel of that desirable object, uniting the trade of the South
with the Western Ports of Great Britain, through the Harbour of
Kingstown. Nor should it be allowed to pass unnoticed, the pru-
dence that mainly induced the original projectors of the Great
Leinster and Munster Line, to defer to another period, the consum-
mation of the connexion with the Channel. The nearer we ap-
proach the City of Dublin, the more costly, for many reasons, will
be the execution of a Railway; added to which, the number of dif.
ferent interests, and clashing of opinions, as we approach the respec-
tive locations of a dense population, tend to create confusion amongst
the Public—the usual result of which is, that there is a union of
opinion upon one only portion of the subject, and that is, a decided
opposition to the whole Line. Petitions would pour into the Houses
of Parliament, not against that portion, which opponents thought
objectionable, but against the entire Line, without any discrimination.
Until that portion of the national project most free from difficulties
27
-
—that which was cheapest to execute—that which was most likely to
pay the Capitalist—that which passed through the fewest dissentients,
and those dissentients, not armed with bitterness or enmity; until
such portion was first approved, executed, and tried, the projec-
tors would not consult their own honour, or the subscribers' safety,
in urging them beyond the present course.
Another cause, no doubt, concurred in determining their course.
It was deemed unadvisable to proceed with that portion of the Line,
close to the Metropolis, until the public had maturely deliberated
upon its merits. Upon the adoption of such portion, hang conse-
quences of the most awful importance; what these may be, will per-
haps be a fit subject for consideration, some time hence; but as
regards the Citizens of Dublin, mercantile, or otherwise, no local
question ever did, or ever could come under their consideration,
involving more serious results, than the question, whether their City
shall be considered as a destination, (be it temporary or otherwise,)
for the traffic and intercourse of so great a portion of the Kingdom.
Objections have been started, and are still maintained, against any
Great Central Line occupying such a position, as could by the most
remote possibility tend to exclude the City of Dublin. For so ex-
tensive an alteration in the interests, and commercial pursuits of its
inhabitants, no consideration could offer sufficient amends.
The promoters of the Line by Kilkenny, willing therefore, to avoid
that collision of opinions, which would naturally ensue, when so great
a question came before the public, did not presume to dictate
whether the Line should pass through the centre of the City, or
avoiding the City, pass through its Southern vicinity to the Sea.
Leaving this part of the subject untouched, they selected only that part
of the Line, upon which no general question of policy could arise.
Of the expediency of the proposed Branch from the Main Trunk, to
the Harbour of Kingstown, no doubt could exist, were it not, that it
28
raised the question of excluding the City, and Harbour of Dublin.
Its practicability must be fully admitted, although from the nature of
the property intersected by it, and the expense necessary to effect the
proper Curves and Gradients, probably a sum little short of Half-a-
million, would be required for its perfect completion. I offer this
however, on general grounds, without having any accurate means of
estimate. So important a subject, cannot fail to occupy your most
serious attention, as upon the result of your decision much will de-
pend. -
It has likewise been suggested to carry a Viaduct along the Quays,
on the south bank of the Liffey, passing over the bridges, by arches,
of sufficient height, not to interfere with the general traffic. These
might be embellished in the style of Triumphal arches, and the whole
structure given such a general architectural appearance, as would
add to, rather than detract from, the acknowledged beauty of that
portion of the City. The underpart of the Viaduct, might be
profitably occupied by Shops and warehouses, where the Quays
would not be of sufficient breadth to admit of curtailment, the
whole, or the greaterportion necessary, might be obtained from arches,
made in the unemployed bed of the River, but so constructed as not
to impede the current. A junction could thus be formed with the
Dublin and Kingstown Railway, near its Dublin Terminus. Upon
the Viaduct quitting the Line of the Quays to form that junction a
Depôt might be formed, for all goods destined for the City, or
intended to be shipped by the River. Thus neither the City, nor
Port of Dublin, would be deprived of any of its present advantages.
The different bridges would present a ready access to the Railway,
from all parts of the City; and as Locomotive Engines traversing a
densely populated City, are justly regarded as an intolerable nui-
sance, I would under such circumstances suggest, that upon this
portion of the Line, Horse Power would be suffcient for all
29
useful purposes. It is found to work well upon the Edinburgh
and Dalkeith Railway.” For the short distance between the Main
Trunk, and the Kingstown Railway, it would occasion only a few
minutes retardation on the general route; but would overcome an
almost insuperable objection to the proposed Line of communication.
In addition to the evident necessity and advantage of using Horse
Power in traversing a great City, it is questionable, if Locomotive
Power could be applied tâ the case under consideration; suppose
the Viaduct along the Quays was determined upon, that Viaduct
must follow the natural windings of the River, and though these are
by no means abrupt, yet they would necessarily produce greater
curves than are advisable upon a Railway intended for Locomotive
Traffic. The Citizens of Dublin, would no doubt, under such cir-
cumstances, gladly concur in the formation of the proposed Viaduct,
which would have so important an object as preventing the exclusion
of their City to the great Line of intercourse about to be established,
and likewise confer upon it peculiar local advantages.
If therefore the Viaduct be upon investigation, found practicable,
Horse Power should only be applied to it. That Power in this
instance, has other advantages to recommend it; the connexion of
the Main Trunk by this Route with the Kingstown Railway, if
intended for Locomotive Engines, could only be effected in two ways;
either by an Inclined Plane, to be worked by fixed, or auxiliary
Engines; or by reducing the Gradients upon the Main Trunk,
*The following is taken from an English Paper, under the heading of “Ease
of draught on Railways.” Two horses drew the immense load of two hundred
and sixty-three quarters of grain from Dalkeith to Edinburgh, on the Edinburgh
and Dalkeith Railway, a distance of six miles. The weight of grain was about
forty-four tons, and the weight of the waggons ten tons, making a gross weight
of fifty-four tons ! The Editor of the Railway Magazine, in copying the fore-
going article, stated, that the whole draught was only 432 lb., which one horse
ought to draw, if the road was level. I believe, however, I may safely state,
that the inclines on the Edinburgh and Dalkeith Railway, are by no means
favourable: this proves however, how much may be accomplished by Horse
Power, upon a short length of Railway.
30
neither of which, should if possible be resorted to, But the use of
Horse Power for so short a distance, would at once obviate this diffi-
culty, in which case, so high a Gradient, as 1 in 150, might be
encountered.
Such are the principal reasons that occur at present in favour of
the proposed Viaduct—reasons which perhaps under other circum-
stances would be entitled to little attention; but placed as they are in
connexion with a question of vital importance to so great a City as
Dublin, cannot fail to make a strong impression; especially when
those are assisted by the fact, that the land to be occupied by it, being
chiefly Government, and other public property, its purchase would
involve little or no expense. -
If the proposed Viaduct, be found impracticable, from cost or
other causes, then the necessary junction with Kingstown Harbour
must be formed, (as before shown,) on the South side of the City.
This may be rendered less objectionable by making a Branch from
it to some central point in the City, which would be found by no
means difficult. The best Line perhaps for this purpose would be
found by crossing the Grand Canal, between Dolphin's Barn and
Portobello Basin, traversing the waste ground, at the rere of the
Meath Hospital, and terminating at Kevin-street, which is of ample
breadth. From thence a direct communication exists by Bride-street,
to the Mercantile portion of the City, and by Cuffe-street, and
Stephen's green, with what may technically be denominated “The
West End.” This Line might be further extended, if thought
advisable, passing over Bishop-street, and Peter-street, to Great
Longford-street, near the end of Aungier-street. Except Peter-
street, and Bishop-street, the property to be traversed would be of
comparatively little value. South Great George's-street, which could
be widened if necessary, would conduct at once into Dame-street,
which may be considered the centre of the City; approaches equally
convenient to other parts of the City, would offer themselves from
31
that Terminus. But when public attention is fully directed to the
subject, other and probably more convenient Lines may no doubt be
recommended. - -
Having so frequently alluded to the importance of rendering the
Gradients upon the Main Trunk as favourable as possible, the testi-
mony of Mr. Locke, and Mr. Robert Stevenson, to the following
effect, given before the House of Lords, upon the Great Western
Railway Bill, may be referred to—“The lower the maximum can
be kept upon a Railway the better, because the power of the
Engines, or, in other words, the load that the same Engines can
draw, will be governed by the inclinations over which they have to
take the load at any one part of the Line.” This is the principle
on which Mr Brunel has laid down the Great Western Railway.
. The following facts relative to that Line, taken from the Railway
Magazine, for last December, may likewise be quoted, as bearing
upon the question:—“Considerable improvements have been effected
in laying out the Line since the Act of Incorporation was obtained;
all tending to the acquisition of the most perfect levels, and the most
economical application of Steam Power. For this purpose, Mr.
Brunel, the Engineer has determined to concentrate a great part of
the rise within a comparatively short space, by means of two inclined
planes, upon which, assistant power can be employed if necessary,
and the remainder of the Line, thus left free, to be worked by
Engines of less weight and expense than would otherwise be prac-
ticable.” * • * * “Thus upon the
whole Line, there will be:—
Miles. Furlongs.
Level, or not exceeding 4 feet per mile .. 63 4
Above 4, and not exceeding 6 feet per mile, 50 l
Inclined planes . . . . . . . . . . 3 7
Total ... 117 4
32
And whilst the whole Line (with the exception of the inclines) may
practically be considered level, it happens that 4-5ths of the traffic
will be carried upon that part of it where the maximum Gradient
does not exceed 4 feet per mile.”
The Great Western Railway, considering the nature of the coun-
try, is undoubtedly one of the best engineered lines in England. Mr.
G. Stevenson, in his evidence before the House of Lords, stated,
that “he knew of no Railway of such an extent with such advan-
tageous levels.” Here we have the principle upon which a Line of
Railway from Dublin to Cork should be constructed; with this dif-
ference in favour of the Cork Line, that the inclined planes (if found
necessary,) would occur at the extremity, instead of the centre, as is
the case on the Great Western Railway. Another advantage is,
that the inclined planes would be situated at the extremity of the line,
having least traffic. ^
The foregoing observations I was induced to lay before you, in
the hope of being followed by others better qualified for the task.
I have done so entirely from myself, unsolicited by, or unconnected
with any individual, or body, interested in the views I entertain. I
am therefore alone responsible for the accuracy of my statements, or
the justness of my conclusions; which I offer without any other mo-
tive, but the elucidation of truth, acting under a thorough conviction,
that nothing can better aid a good and just cause, than open and
candid discussion. -
I have more than once declared freely my opinion of the new and
unconstitutional position in which you have been placed; but I have
no where charged you with inadequacy, or what would have been
worse, attributed to you undue prejudice. The right I asserted of
denying, I hope inoffensively, at the same time firmly, your jurisdic-
tion, equally belongs to the humblest individual in society. That
your task may be ably performed, so far as passing a professional
33
opinion upon the mere professional points laid before you, I am far
from denying, but I am also far from admitting that the whole course
of proceeding submitted to you for investigation, is either exclusively
or legitimately a professional one. Your Report, the result of your
labours, cannot be viewed in the light of a professional opinion, be-
cause it does not come in answer to any quere submitted by persons
interested in it, and who would be therefore at liberty to canvass the
merits of that opinion, and adopt or reject it, according to conve-
nience. It can never be received as suggestions from the scientific
world, so valuable in lightening the labours, or increasing the pro-
fits of the industrious, because it does not come from the voluntary
observations of the Philosopher; nor is it sent as an offering to
the man of business, for his voluntary adoption or refusal. The
objects of your commission being specified by the Crown, your in-
westigations are confined to those objects: the result will be the
dictum of a very few in number, (however eminent they may be,)
and unsolicited by that portion of the people, whose rights of com-
merce may by possibility be violated by it. Having been, in the
first instance, conveyed to the Crown, it may then become a Royal
recommendation, from whence it may insensibly be matured into a
State dogma—a position for a question purely mercantile, neither
useful nor desirable. In such a case, no man dare raise his voice
against the proposition; and whatever may be the desire to speculate
in commerce, with whatever degree of enterprise, the public may be
endowed, if their speculation, and their enterprise, square not with
the dogma, their attempts at industry are extinguished, and their
commercial hopes blasted, for at least a generation. In this I al.]]]
by no means detracting from the attainments of professional skill, or
undervaluing the benefits conferred upon society by the advancement
of Science, but I would merely remind your Board, that Science is
valuable only so far as it is auxiliary to mens' rational speculations;
- E
34
and that those speculations are commendable or otherwise, according
as they are the natural offspring of the wants and interests of -
Society.
To speculate upon a voyage to India, or across the Atlantic, is a
matter purely for the consideration of the Trader, who choses to
embark his fortune in such a venture, and it may be then his interest
to consult men of Science, upon the surest and best mode of convey-
ance, &c., necessary for the safety of his property. But it has not
yet been yielded to any peculiar class of men, to select what mar-
kets, or countries, or merchandize are the best for adoption, even in
a region yet untried. Trade makes the discovery, science facilitates.
If then, no peculiar class have privilege of selecting in the first on-
set, how can they undertake not merely to select, but to reject a
well tried, well approved Line of Trade? Such is the Southern
Line by Kilkenny, already long established, and little in need of
farther recommendation; its increased and increasing Trade call
loudly for facilities of conveyance; these calls are responded to;
Engineers consulted, not as to the value of the Line, (of which
Traders and the Public are the surest Judges,) but as to the practica-
bility, and ultimate cost of attaining these facilities; which is the
only proper Sphere for the exercise of Scientific knowledge. These
Engineers report the practicability of attaining that, which trade re-
quires, and the cost involved; the sum necessary, (a rare thing in
Ireland,) is subscribed to its fullest extent. What better test of its
eligibility, or expediency can be required?
In my statements I feel that it is probable, I may not have adduced
many facts which have not already perhaps been under your considera-
tion at some previous time; but I have brought them together for
the greater ease and assistance of your Board, and advanced them
in this shape for the information of the Public, and as an induce.
ment to those whose sentiments may differ from mine to state openly
the reasons upon which their conclusions are founded.
35
The result of your deliberations are now looked for with increasing
anxiety. As a native of Ireland wishing much for its prosperity—
as a country Gentleman, desirous to encourage agricultural improve-
ments—as a Magistrate, anxious to promote and secure the tranquil-
ity of the country—as a Shareholder in the Southern Line, willing
to advance trade, and assist the growing enterprise of a nation,
whose efforts after greatness have hitherto been only exceeded by the
neglect of her rulers—as an admirer of equal laws, and good govern-
ment, so long strangers to us, I conjure you to set an example of
impartiality which will be so beneficial to this country—weigh well
the evidence before you—leave nothing to others that you yourselves
are capable of inquiring into—reject all attempts at secret evidence—
encourage free and open discussion—let no undue controversies inter-
rupt the progress of your investigations, until you arrive at such a
free and impartial decision as will alike do justice to the greatness of
your subject, and honour to yourselves. Remember that your deci-
sion involves in its consequences the welfare of existing thousands—
that the destiny of millions yet unborn, is about to be pronounced by
you.
I have the honour to be,
GENTLEMEN,
Your most obedient,
Humble Servant,
PETER GALE.
Ashfield Hall,
Jan. 20th 1837.
APPENDIX.
A CoMPARATIVE VIEW of the population of all the Towns and Villages within three miles of each of the two proposed
Lines of Railway, from Dublin to the South of Ireland—the one by Kilkenny, the other by Cashel, commencing at their
divergence, near Sallins, and terminating at their rejunction, near the River Suir. Towns and Villages, common to both,
are for perspicuity sake omitted, as Sallins, Naas, Clane, Celbridge, &c. The distances from the Cashel Line are princi-
pally taken from a Table” attached to the Map of Ireland, bearing the autograph signature of Charles Vignoles, Civil
Engineer. The population for 1884, is taken from the returns of the Commissioners of public Instruction—that of
1831, from the general Census, -
N. B. Some places, although not contained in the Table of the Cashel Line, above referred to, are, for accuracy, intro-
duced here, and marked thus f.
KILKENNY LINE,
CASHEL LINE.


POPULATION,
Towns & VILLAGES.
Towns & VILLAGES. 1831. 1834. i.*;. Fº & VILLAGES. i.“. Towns & viLLAGEs. 1. *i;.
Newbridge .. 577 591 Brought forward. 21,731] 22,548|Rathangan . . 1,165. 1,192 Brought forward. 9,120, 9,376
Kilcullen 699 715|White Hall . . 312 216|| Monasterevan 1,441| 1,475|Rathdowney 1,214. 1,245
Athy 4,494; 4,793 Gore's Bridge .. 634 647||{Ballybrittas 168 172|{Cullahill .. 130 133
Ballylinan 533 546|Gowran . . . 1,009| 1,030|{Emo . . . . . . 102 104|Johnstown .. 875 893
Arles . . . . 205 210|SKilkenny ..] 23,741. 24,083||Maryboro' .. 3,223. 3,342|Urlingford .. l,366; 1,397
Ballickmoyler . . 249 255|Callen .. 6,111| 6,249|Ballyroan . . . . 71.4 732|Cashel . . . . 6,971; 7,347
Carlow & Grainge | 11,090| 11,504|Mullinahone 1,175 1,236|{Abbeyleix . . 1,009| 1,034|Caher . . . . 3,408; 3,541
Old Leighlin . . 106 106|Fethard . . . . 3,408; 3,538||Durrow 1,298 1,325
Leighlin Bridge . . . 2,035 2,072|Clonmel . . . . . 15,134 15,466
Bagnal's Town 1,315. 1,325|Ardfinane . . . . 316 332
Royal Oak . . 428 431 - gº
Total J 21,731| 22,548 Gross Total 73,471 75,345 Total 9,120. 9,37 *I Gross Total 23,084] 23,932
* Some mistakes and inaccuracies occur in this Table. Indeed the Line, as traced on the Map from Monasterevan to Maryboro’, may be
pronounced whattainable, as it would pass through several Demesnes, particularly those of the Earl of Portarlington, General Archdall, and
Judge Johnston.
§ The population of Kilkenny, as here stated for 1834, differs in a trifling degree from that given in the former editition. It is taken from
Pettigrew and Oulton's Directory, for 1837. * +
* Thus it appears that the separate Population in favour of the Kilkenny Line, is more than three to one over that of the Cashel Line, and
that the united Population of all the Towns and Villages upon the Cashel Line, is not equal to that of the City of Kilkenny alone !!!
9015 01 118 5991
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