Wm Ex Libris C. K. OGDEN UNITED KINGDOM LIFE ASSURANCE COMPANY, 8, WATERLOO PLACE, PALL MALL, LONDON. CAPITAL £ 1,000,000. A.NNUAL INCOME UPWARDS OF £100,000, PRESIDENTS. IKarl of Stair Earl Somers Lord Viscount Falkland TRUSTEES. Charles Graham, Esq., F.S.A. I Charles Uownes, Esq. | Earl of Courtown Earl Leven and Melyille Earl Norbury ARISING FROM THE ISSUE OF ABOVE 7,0C0 Policies. Lord Eljihinstone Lord Belharen and Stenton W. Campbell, Esq.,Tillichewan Charles Graham, Esq., F.S.A., Chairman Charles Downes, Esq., Deputy- Chairman H. Blair Avarne, Esq. LONDON Edw. Lennox Boyd, Esq., F.S.A. Resident -Chas. l?erwick Curtis, Esq, William Fairlie, Esq. D. Q. Ilenriques, Esq. F. C. Maitland, Esq. E. Lennox Boyd, Esq., F.S.A. BOARD. J. Q. Henriques, Esq. F. Charles Maitlann, Esq. William Railton, Esq. F. Hale Thomson, Esq. Thomas Thorby, Esq. Bankers— The Bank of England ; Messrs. Cocks, Biddulph & Co. ; Union Bank of London. Phtsici.in— A. H. Hassall, Esq., S, Bennett Street, St. James's. Surgeon— F. n. ThoiB.son, Esq. Solicitors— Messrs. Tatham, Upton, Johnson & Co. Actuary- John King, Esq. Secretary— Patrick Macintyre, F.R.Q.S. This Compavy was estahlished in 1834, hy a Special Act of Parliament, and affords the most perfect security in its large paid-up Capital, he.ld hy a numerous and xoealthy Proprietary. The Tables are formed on the lowest scale compatible with security, and constructed to meet the various wants of Assurers, and every risk to which protection by Assurance can be extended. One-half the Annual Premium need only be paid for the first five years, the other being allowed to remain at five per cent, interest, thus affording parties desirous of efifecting SHORT TERM POLICIES, the advantage of having a LIFE POLICY at a scarcely increased outlay. Parties insured with this Company are not restricted in their limits of travel, as in most other Offices, but may proceed from one part of Europe to another, in decked vessels, without license, and to British North America, and many parts of the States, without extra Premium, by merely giving to the Office in London the ordinary notice of the intended visit. Whole World Life Policies are granted at slightly increased Rates of Premium, thus rendering a Policy in Money Transactions a real Security. SECOND SEPTENNIAL DIVISION OF PROFITS AMONG THE ASSURED. In 1841 the Company declared a Bonus of 2/. per Cent, per Annum on the Sum insured, to all Policies of the Participating Class, from the time they were effected to the 31st Oecember, 1)J40 ; and from that date to 31st December, 1847, 2i per Cent, per annum was added at the General Meeting on 6th July, 1848. The Bonus thus added to Policies from March, UI34, to 31st Dec, 1847, is as follows : — Sum Time Sum added to Assured. Assured. Policy in 1841. £5000 . . 14 Years . . £683 6 8 *1000 . . 7 Years 500 . . 1 Year Sum added to Policy in 1S48. £787 10 157 10 11 5 £6470 16 8 1157 10 511 5 • Example.— At the commencement of the year 1841, a person aged thirty effected a Policy for lOOlV., the Annual Payment lor which is 24/. Is. M.; in 184? he had paid in Premiums 11)8/. Us. 8(/. ; but the profits beinR 2i ner Cent, per annum on the sum insured (which is -221. \Qs. per annum for each lOOOi.), he had 15?/. Ui». added to his Policy : almost as much as the Premiums paid. Parties^esirous to participate in the forthcoming Bonus should apply for information to the Resident Director, 0, AVaterloo Place, London, or to the following Agents :— Biclfast, T. McC.ammon ; Carlow, G. Fitzmaurice ; Chkster, M. Manley ; Cork, T. Babington ; Dublin, J. E. llyndman, Esq., College Green. Agents ivanted in every principal Town in Enr/land where there are none appointee L ABBREVIATIONS. L. & K W. Co means London and North Western Railway Company. C. & H. Co „ Chester and Holyhead Railway Company. B. L. & C. June. Co. „ Birlienhead, Lancashire, and Cheshire Junction Railway Com- pany. M. S. & L. Co ,. Manchester, Sheffield, and Lincolnshire Railway Company. M. Co „ Midland Railway Company. Y. & N. M. Co „ York and North Midland Railway Company. Y. N. & 'I. Co „ Y^ork, Newcastle, and Berwick Railway Company. N. B. Co „ North British Railway Company. L. N. Co „ Leeds Northern Railway Company. N. S. Co „ North Staffordshire RaiWay Company. S. S. Co , South StafTordshire Railwaj' Company. S. Y. Co „ .South Yorkshire Railwaj' Company. N. & C. Co „ Newcastle and Carlisle Railway Company. L. & C. Co „ Lancaster and Carlisle Railway Company. C. Co „ Caledonian Railway Company. A. Co , Aberdeen Railway Company. S. & C. Co ,, Shrewsbury and Chester Railway Company. B. & E. Co ,, Bristol and Exeter Railway Company. S. D. Co , South Devon Railway Company. S. W. Co ,, South Wales Railway Company. ROUTES BETWEEN ENGLAND, SCOTLAND, AND IRELAND. ROUTE from DUBLIN to LONDON. Dublin . . . .depart. Kingstown Holyhead IJangor . . Rhyl .... Holywell Flint .... Chester ., Staflord , Lichfield . . . . Tamworth . . . Wolverhampto Birmingham. . Coventry . . . . Wolvcrton. Bletchley , Exp Mail 1 & 2 Class 7 45 8 12 8 40 9 9 1.5 9 50 10 41 11 49 12 2.5 12 42 12 27 1 12 — 9 30 11 30 11 Oi 4 50 11 Mail. 1 &2 Class Mail 1 &2 Class. 2 0, 3 45! 3 12 2 44' 9 16 9 50 10 41 11 49 I'i 25 12 42 12 27 1 12 7 67 1 4;3 2 13 2 50 ROUTE from LONDON to DUBLIN. London depart. Oxford Bletchley Wolverton Exp, 1 &2 Class. Weedon 10 22 Rugby ill 35 Coventry 10 Birmingham 12 Wolverhampton . . 10 51 Tamworth |12 30 Crewe . . Chester Flint .. Holvwell Rhyl .. Con ray Bangor 4 35 Holyhead 6 4 Kingstown . . about 10 Dublin 10 30 Exp. 10 50 U 12 11 45 Exp. 8 45' 10 5 45 llO 10 11 11 22 12 58 12 38 12 25 12 40i 1 12! 12 45 1 22 1 2H \ 48 2 lO 3 8 10 25 10 50 11 12 11 45 8 45 2 30 10 11 12 38 12 25 12 40 1 12 2 3 3 B 3 34 3 4-1 4 9 4 39 5 4 fi 15 12 10 1 36 6 15 6 10 30 6 30 11 FROM DUBLIN TO OXFORD. Wf:EK DAYS. ROUTE 1. — Leave Kingstown at 9.0 a.m., as above, reach Rugby at 8.40 p.m.; sleep at Rugby; on the following morning leave at 8 20, and reach Bletchley Junction at 9.22 a.m.; leave Bletchley at 10.30 a.m., and reach O.vford at 11.30 a.m. ROUTE 2. — Leave Kingstown at 1.0 p.m.; reach Bletchley Junction at3.5a.m.; remain at Bletchley till 8.15 a.m. ; reach O.xford at 9.30 a.m. ROUTE 3. — Leave Kingstown at 7.30 p.m. ; reach Bletchley Junction at 9.22 a.m. ; thence as route 1. SUNDAYS. ROUTE 1.— Leave Kingstown on Saturday at 1.0 p.m.,; reach Bletchley Junction at 3.5 a.m. the following (Sunday) morning. Remain at Bletchley until 11.40 a.m., when a train will convey passengers to Oxford, where it arrives at 12.50 p.m ROUTE 2. — Leave Kingstown on Saturdni/ at 7.30 p.m., as above ; reach Bletchley Junc- tion at 9.22 a.m. on the following (Sunday) morning. Thence as route 1. FROM OXFORD TO DUBLIN. WEEK D.\YS. ROUTE 1.— Leave the L. & N. W. Station, Oxford, at 8.0 am.; reach Bletchley Junc- tion at 9.0 a.m., proceed from Bletchley by the Down Train, passing that Station at 9.20 to lilisworth, which is reached at 10..5 a.m. Passengers will remain here till 11. .5 a.m. for the 9.30 a.m. Expre.'^s from London (which conveys second class Passengers booked for Ireland at the same fares as by the ordinary Trains) ; arrives ; reach Dublin at 10.30 p.m. ROUTE 2— Leave the L. & N. W. Station, O.xford, at 4.0 p.m.; reach Bletchley at 5.10 11. m. ; proceed from Bletchley at 5.35 p.m. to Rugby, arriving there at 6.50 p.m. Passengers will here await the arrival of the 5.0 p m. Express from London ; reach Dublin the following day at 6.311 a.m. ROUTE 3.— Leave the L. & N. W. Station, Oxford, at 5.45 p.m.; reach Bletchley Junction at 6.40 p.m. ; leave Bletchley by the Mail Train frum London, due at 10.11 p.m. ; reach Dublin at 11.0 a.m. the following day. SUNDAYS. ROUTE 1.— Leave the L. & N. Vf. Station, Oxford, at 10.0 a.m., and reach Bletchley Junc- tion at 11.15 a.m.; leave Bletchley at 11.22 am by the 10.0 a.m. Mail from London; and arrive in Dublin G..30 a.m. the following (Monday) moraiug. ROUTK 2.— Leave the L. & \. W Station, Oxford, at 2.30 p.m., and reach Bletchley Junc- tion at 3.50 p.m. Kemain there till the 8.45 |>.m. Mail Train from London arrives, which is due at 10.11 ; anive in Dublin at 11.0 a.m. the following day. FSOM DTJBLIN TO LEAMINGTON AND COVENTRY. WEEK DAYS. ROUTE 1. — Leave Kingstown at y.O a.m., a.s jier jiage 2 ; reach Rugby by the Trent Yalley line at 8.40 ]).m. At Rugby talve the Train of the L. & X. AV. Co. from London, which passes Kugby at 8.50 p.m. It arrives at Coventry at 9.30 p.m., and Leamington at 9.55 p.m. Second class Passengers booked in Ireland are conveyed by the Express Train from Chester to Kugby at the same fares as by the ordinary Trains. ROUTE 2, — Leave Kingstown at 1.0 p.m., as per page 2; reach Rugby by the Trent Valley at 1.43 a.m. At Rugby take the 8.0 a.m. Train to Leamington, which arrives there at S.o5 a.m. ROUTE 3. — Leave Kingstown 7.30 p.m., as per p^e 2 ; reach Rugby at 8.15 a.m. ; leave Rugby by the y.40 a.m. Train of the L & N. W. Co. ; arrive in Leamington at 10.15 a.m. SUNDAYS. ROUTE 1. — Leave Kingstewn at 1.0 p.m. on Saturday, as per page 2 ; reach Rugby by the Trent A'alley at 1.43 a.m. Sleep at Rugby and proceed on the following morning (Sunday) by the 10.0 a.m. Train, which pa.sses Rugby at 12.34 p.m. ; reaches Coventry at 1.5 p.m., and Leamington at 1.30 p.m. ROUTE 2. — Leave Kingstown at 7.30 p.m. on Saturday, as per page 2 ; reach Rugby by the Trent Valley at 8.15 a.m. on Sunday. Proceed from Rugby at 12.34 p.m. ; reach Coventry at 1.5 p.m., and Leamington at 1.30. FROM LEAMINGTON AND COVENTRY TO DUBLIN. WEEK DAYS. ROUTE 1. — Leave the L. & N. W. Station, Leamington, at 8.35 a.m. ; reach Coventry at 9.0 a.m., and Biniiingham at 9.55 a.m. Leave Birmingham at 12.0 noon, as per page 2, and arrive in Dublin at 10.30 p.m. Second class Passengei-s booked for Ireland are conveyed by this Express Train at the same fare as by the ordinary Trains. ROUTE 2. — Leave the K & N. W. Station, Leamington, at 6.55 p.m. ; reach Coventry at 7.20 p.m. ; then proceed by 5.0 p.m. Express from London, which passes Coventry at 7.25 p.m., as per page 2, and reaches Dublin at t).30 a.m. the following day. ROUTE 3. — Leave the L. & N. W. Station, Leamington, at 8.0 p.m.; reach Rugby at 8.30 p.m. ; then proceed by 8.45 p.m. down Mail, which passes Rugby at 11.31 p.m., as per page 2 ; and reach Dublin at 11.0 a.m. the following day. SUNDAYS. ROUTE 1. — Same as route 1 week days, arriving in Bii-mingham at 9.55 a.m. ; leave Bir- mingham at 12.45 p.m., as per page 2 ; reach Dublin at ti.30 a.m. Monday morning. ROUTE 2. — Leave Leamington at 8.0 p.m. : amve in Birmingham at 9.25 p.m. Leave Birmingham at 12.3 midnight, as per page 2 ; and reach Dublm at 11.0 a.m. on Jlonday. FROM DUBLIN TO WORCESTER, CHELTENHAM, GLO STER, AND BRISTOL. WEEK DAY'S. ROUTE 1. — Leave Kingstown at 9.0 a.m., as per page 2; reach Birmingham at 8.1.5 p.m.; sleep at BinninKham. On the following morning take the M. Co.'s Train at 8 o a.m.; it reaches Worcester at 9.9 a.m.; Cheltenham, at 10.9 a.m.; Gloucester, at 10.30 a.m.; and Bristol, at 12 15p.m. ROUTE 2. — Leave Kingstown at 1.0 p.m., as per page 2; reach Birmingham at 1.12 a.m. ; leave Birmin.gham at 2.12 a.m. by the Train of the il. C. ; reach Cheltenham at 3.55 a.m.; Gloucester, 4.10 a.m.; and Bristol at 6.0 a.m. This Train does not stop at Worcester. ROUTE 3 — Leave Kingstown at 7..30 p.m., as per page 2 ; arrive in Birmingham at 7 50 a m. : leave Birmingham by the Train of tlie M. R. Co. at 11.0a.m.; reach Worcester at 12.6 noon; Cheltenham at 12.57 p.m. ; Glo'ster at 1.13 p.m.; and Bristol at 2.50 p.m. SUNDAYS. ROUTE 1. — The same as route 2 on week days. ROUTE 2 — Leave Kingstown on Saturday night at 7.30 p.m., as per page 2; aiTive in Birmingham at 7.5<) am. the following (Sunday) morning. Leave Binninghani at 5.0 p.m.; reach Worcester at 6.1S p.m.; Cheltenham at 7.2S p.m.; Glo ster at 7.47 p.m ; aud lirialol at 9.45 p.m. FROM BRISTOL, GLOUCESTER, CHELTENHAM, AND WORCESTER TO DUBLIN. WEEK DAYS. ROITTE 1.— Leave Bristol by the Train of the M. Co. at 7.45 a.m.; Gloucester at 9.20 a.m. ; Cheltenham at 9..S0 a.m., and Worcester at 10.8 a.m. ; ai-rive in Birmingham at 11.0 a.m. Leave Birmingham at 12.0 noon, as per page 2, and arrive in Dublin at 10.30 p.m. KOtJTE 2.— Leave Bristol by the Train of the M. Co. at .S.15 p.m. ; Glouce.ster at 4.40 p.m. ; Cheltenham at 4.56 p.m., and Worcester at 6.48 p.m. ; reach Birmingham at 6.50 p.m. Leave Birmingham at 8.16 p.m., as per page 2, and arrive in Dublin at 6.30 a.m. the following day. ROUTE 3. — Leave Bristol by the Triiin of the M. Co. at 7.5 p.m. ; Glouce.ster at 9.0 p.m. ; Cheltenham at 9.15 p.m. ; Worcester at 10 p.m. ; reach B rminghara at 11.0 p.m. Leave Birmingham 12.3 a.m., as per page 2 ; arrive in Dublin at 11.0 a.m. the following day. SUNDAYS. ROUTE 1.— Leave Bristol by the Train of the M, R. Co. at 6.45 a.m. ; Gloucester at 8.39 a.m.: Cheltenham at 8.59 a.m.; Worce.ster at 10.0 a.m.; reach Birmingham at 11.30 a.m. Take the Train of the L. & N. W. which leaves Birmingham at 12 45 ji.m. as per page 2, and reaches Dublin at 6.30 a.m. on Monday. ROUTE 2.— Same Route as Route 3 on Week Days. FROM DUBLIN TO EXETER, TORQUAY, AND PLYMOUTH. Note. — Through-Tickets are only issued between Dublin and Bristol. WEEK DAYS. ROUTE 1. — Le..m. ; Exeter at 2.40 p m. ; reach Bristol at 5.36 p.m. ; leave Bristol at 7.5 p.m., as above ; reach Dublin at 11.0 a.m. on the following day. SUNDAYS. ROUTE 1. — Leave Plymouth by the Train of the S. D. Co. on Saturday evening at 6.25 p.m. ; Torquay at 7.35 p.m. ; Exeter at 9.0 a.m. It reaches Bristol at 11.50. Sleep .at Bristol and leave at 6.45 a.m., as above ; arrive in Dublin at 6.30 a.m. the following day (Monday). ROUTE 2. — Same Route as Route 3 on Week Days, except that there is no departure from Torquay. FROM DUBLIN TO NEWPORT, CARDIFF, AND SWANSEA, BY GLOUCESTER. Note. — Through-Tickets are only issued between Dublin and Gloucester. WEEK DAYS. ROUTE 1. — Leave Kingstown at 9.0 a.m. ; reach Gloucester at 10..S6 a.m., as per page 3 ; procoi^d by the S. W. Co.'s Train at 12.30 a.m.; reaching Newport at 2.45 p.m.; Cardiff, 3..5 p.m. ; and Swansea at 4.03 p.m. Koute 2. — Leave Kingstown at 1.0 pm. as per page 3; reach Gloucester at 4.10 a.m. Lcive Gloucester by the Train of the S. W. Co. at 9.15 a.m. ; reach Newport at 11.30 a.m.; Canlilf, at 11.53 a.m.; Swansea, at 1.45 p.m. 5 Route 3.— Leave Kingstown at 7.30 p.m., and arrive in Gloucester, as per page 3, at 1 .0 p.m. Leave Gloucester at 3.0 p.m. by the Train of the S. AV. Co., and an-ive at Newport at 5.30 p.m.; Cardiff, 5.35 p.m.; and Swansea, at 7.50 p.m. SUNDAYS. Route 1.— Leave Kingstown at 1.0 p.m. on Saturday, and reach Gloucester, as per page 3, at 4.10 a.m. the following i^uudav morning. Pmceed by the 8.30 a.m. Train of the S. W. Co., and arrive in Newport at 10.45 a.m. ; Cardit}', at 11.10 a.m.; and Swansea, at 1.20 p.ra. Route 2.— Leave Kingstown at 7.30 p.m. on Snturday, and reach Gloucester the follow- ing Sumloy evening, at 7.47 p.m.; sleep at Gloucester; and on the fullowiiig Monday morning take the 9.15 a.m. Train tit'l(l at 7.4'j p.m. ; arrive at Stockport at 9.25 p.m. ; change carriages; arrive at Crewe at 10.41 p.m.; leave Crowe at 2.3 a.m., as per page 2, and arrive in Dublin at 11.0 a.m. (Monday.) FROM DUBLIN TO HUDDERSFIELD AND" LEEDS, via MANCHESTER AND WARRINGTON. J^ote. -Through-Tickets are not issued further than Manchester by this route, WEEK D.4VS. ROUTE 1. — Leave Kingstown at 9 a.m.; reach Manchester (Victoria Station) at 7.40 p.m. ; at 9.0 ]).m. jiroceed by the Train of the L. & N. W. Co.'s Train, and arrive in Hud- der.sfield at 10.17 p.m , and Leeds at 1 1.10 p.m. ROUTE 2. — Pas.sengers by this route, viz., leaving Kingstown at 1.0 p. m., will have to sleep at Cliester. In the morning, the first Train from Chester to Manchester is at 4.50 a.m. ; but should this be too early, take the 9.0 a.m. Train, whicli reaches Manchester ( Victoria Station) at 10.35 a m. ; start at 12.15 p.m. ; reach Hudderslield at 1.35 p.m., and Leeds at 2.35 p.m. ROUTE 3. — Leave Kingstown at 7.30 p.m., and reach Manchester at 6.15 a.m., leave Manchester {Victoria Station) at 6.40 a.m. by the Train of the L. & N. W. Co., and arrive in Huddersfield at 7 59 a.m., and Leeds at 8 55 a.m. SUNDAYS. ROUTE I. — Leave Kingstown at 1.0 p.m. on Saturday, ani arrive in Chester at 9.40 p.m.; •sleep at Chester, and on the follomng Sunday morning leave at 8.0 a.m. by the Train of the 15., L., & C. .June. Co., and arrive in Manchester at 10.10 a.m. ; leave Manchester (Victoria Station) by the Train of the L. & N. \V. Co. at 8.30 p.m. and arrive In Hudderstield at 10.0 p.m., and Leeds at 11.0 p.m. ROUTE 2.— Leave Kingstown at 7.30 p.m. on Saturday, and arrive in Cliester at 4.40 a.m., and Manchester at 10.10 a.m. ; thence as in route 1 . FROM LEEDS AND HUDDERSFIELD TO DUBLIN via MANCHESTER AND WARRINGTON. Xote. — Through-Tickets are not issued further than between Dublin and Manchester by this Route. WEEK DAYS. ROUTE 1.— Leave Leeds by the train of the L. & N. W. Co. at 9.30 a.m. ; Huddersfield at 10.12 a.m. ; and arrive at Manchester ( Victoria Station), at 11.20 a.m.; Leave Manchester at 1..S0 II. m. by the train of the B. L. & C. Junct. Co. ; reach Dublin at 10.30 p.m. ROUTE 2.— Leave Leeds by the train of the L. & N. W. Co. at 6.15 p.m. ; Huddersfield at T.4 p.m ; arrive at Manchester (Victoria Station) at 8.20 p.m. ; leave by the train of the B. L. & C. Junct. Co. at 8.45 p.m. ; arriving in Dublin at 6.30 a.m. (following morning.) ROUTE 3.— Nil. SUNDAYS. ROUTE 1. — Leave Leeds by the train of the London and N. W. Co. at 6.0 a.m. ; Hudders- field at 7.2 a.m.; and arrive at Manchester {Victoria Station) at 8.35 a.m.; Leave Man- chester (Ficiiria Station) by the train of the B. L. & C. Junct. Co., at 8.45 a.m. ; and an-ive in Chester at 10.29 am.; remain in Chester until 10.2 6p.m.; reach Dublin at 6.30 a.m. (Mondav morning.) ROUTE 2.— NIL FROM DUBLIN TO YORK AND SCARBOROUGH, via LEEDS. Hote. — Through-Tickets are only issued between Dublic and Leeds. WEEK DAYS. ROUTE 1. — Leave Kingstown at 9.0 a.m., and arrive at Leeds, as per page 6, at 11.10 p.m. ; .sleep at Leeds; take the train of the Y. & N. M. Co. at 7.0 a.m. the following morning, and arrive in York at 8.45 a.m. ; at 12.0 noon proceed to Scarborough ; aiTive at 2 p.m. ROUTE 2. — Leave Kingstown at 1.0 p.m, and arrive in Leeds, as per page 6, at 11.0 a.m. ; take the train of the Y. & N. M. Co. at 12.45 p.m., and reach York at 2.0 p.m. ; proceed at 5.30 p m. to Scarborough ; arrive at 7.30 p.m. ROUTE 3.— Leave Kingstown at 7.30 p.m. ; reach Crewe at 5.34 a.m. ; Stockport 8.40 a.m. (where carriages are changed) ; Huddersfield at 10.17 a.m., and Leeds at 11.0 a.m. ; thence as per Route 2. SUNDAYS. ROUTE 1. — Leave Kingstown on Saturday at 1.0 p.m., following the Route to Leeds as per page 6 , Arrive in Leeds at 10.45 a.m., the following (Sunday) morning ; take the train of the Y. & N. M. at 6.5 p.m., and arrive in York at 7.30 p.m. This'train does not go to Scarborough. ROUTE 2. —Leave Kingstown on Saturday at 7.30 p.m., arrive in Leeds, as per page 7. at 11.0 p.m. on Simday night ; sleep at Leeds, and on the following morning proceed by the 7.0 a.m. train of the Y. & N. M., and arrive in York at 8.45 a.m. FROM SCARBOROUGH AND YORK TO DUBLIN. Note. — Through-Tickets are not issued further than between Dublin and I^ieeds. WEEK DAYS. ROUTE I.— Leave Scarborough by the Train of the Y. &. N. M. Co. at 9.0 a.m., ami reach Y'ork at 11.0 a.m. Leave Y'ork "at 12.0 noon ; reach Leeds at 1.20 p m., and arrive in Dublin, as per ppg3 6, at 6.30 a.m. (following moniing). ROUTE 2.— Leave Scarborough by the Train of the Y. & N. M. Co. at 9.0 a.m., awl arrive in York at 11.0 a.m. Remain in Y'ork till 4.0 p.m. ; arrive in Leeds .at 5.0 p.m. ; and then proceed, as in Route 3, from York to Ireland, arriving in Dublin at 11.0 a.m. ROUTE 3.— Nil. SUNDAYS— Nil. FROM DUBLIN TO HARROWGATE, DURHAM, NEWCASTLE-UPON- TYNE, BERWICK, AND EDINBURGH via LEEDS. Note. — Through-Tickets are issued only between Dublin and Leeds. WEEK DAYS. ROUTE 1.— Leave Kingstown at 9.0 a.m., and aiTive in Leeds, as per page 6, at 11.10 p.m. Sleep at Leeds. Leave Leeds on the following morning by the L. N. Co's Train at 8.15 a.m.; arrive at Harrowgate at 9.4 a.m., and the Thirsk Station of the N. h B. at 10.0 a.m. Proceed by the N. & B. Train, which reaches Durham at 12.20 p.m. ; New- castle at 1.0 p.m. ; Berwick. 4.10 p.m. ; and Edinburgh at 7.50 p.m. ROUTE 2.— Leave Kingstown at 1.0 p.m., and arrive in Leeds, as per page 6, at 11.0 a.m. (following day). Leave Leeds by the L. & N. at 1.15 p.m. ; reach Harrowgate at 2.4 p.m., and the Junction of the N. & B. at 3.0 p.m. Proceed by the Train of the N. I't B., arriving at Durham at 5.10 p.m. ; Newcastle, 6.0 p.m. ; Berwick at 9.40 p.m. Sleep at Berwick, and proceed to Edinburgh by the 7.0 a.m. Train the following moniing (Monday). It reaches Edinburgh at 9.40 a.m. ROUTE 3.— Leave Kingstown at 7.30 p.m., and arrive in Leeds, as per page 6, at 6.30 ajii. (following morning.) SUNDAY^S. ROUTE 1. — Leave Kingsto\vn at 1.0 p.m. on Saturday ; arrive in Leeds, as per page 6, the following Simday morning at 10.45 a.m. Leave Leeds by the L. & N. Railway at 6 40 p.m. ; arrive at Harrowgate at 7.29, and the Junction of the Y^., N. & B. at 8.25 p.m. Proceed by the 8.40 p m. Train of the N. & B. Co. ; arrive at Durliam at 10.25 p.m. ; New- castle, 11.0 p.m. ; Berwick at 2.2.5 a.m. Monday morning; and Edinburgh at 4.45 a m. ROUTE 2 — Leave Kingstown at 7 30 p.m. on Saturday ; arrive in Leeds, as per page 6, at 11.0 p.m. on Sunday ni.ght. Sleep at Leeds, and on the following Monday morning proceed by the L. & N, Co.'s Train at 8.15 a.m , and thence as per Route 1, on week days. FROM EDINBURGH, BERWICK, NEWCASTLE, DURHAM, AND HARROWGATE, TO DUBLIN via STOCKPORT. Note. — Through-Tickets are only issuod hctM-eeu Leeds and Dublin. WEEK DAYS. ROUTE 1.— Leave Edinburgh at 10.40 a.m. by the Train of the N. B. Co. ; arrive in Ber- wick at 12.55 p.m.; Newcastle at 3.30 p.m. Leave Newcastle at 4.0 p.m. by the Train of the Y. N. & B. ; Durham, 4. .33 p.m., and reach the Thirsk Junction at 6.10 p.m. Change carriages, and proceed by tiie L. N., arriving at Harrowgate at; 7.0 p.m., and Leeds at 7.40 p.m. Sleep at Leeds, and on the following morning proceed at 9.30 a.m. from Leeds, and arrive in Dublin, as per page 6 ; at 10.30 p.m. ROUTE 2.— Leave Edinburgh at 5.55 p.m. by the Train of the N. B. Co., and reach Berwick at 8.10 p.m., and Newcastle at 10.4.^) p.m. Sleep at Newcastle, and leave on the following morning by the Train of the Y. N. & B at 8.15 a.m. Leave Durham at K..50 a.m., and reach "the Junction of the L. N. at 10.45 a.m. Proceed by the Train at 10.50 a.m., and reach Harrowgate at 11.40 a.m. and Leeds at 12.25 p.m. Leave Leeds at 3.15 p.m., and, as per page 6, reach Dublin at 6.30 a.m. SUNDAYS. ROUTE 1.— Leave Edinburgh at 10.40 a.m. on Saturdays ; thence same Route to Leeds, week days. Sleep at Leeds. Leave Leeds on Sunday at 6.0 a.m. ; reach Dublin at e.30 on Monday moniing, as per page 7. FROM DUBLIN TO STOKE, UTTOXETER, BURTON-ON-TRENT, AND DERBY. WEEK DAYS. ROUTE 1.— Leave Kingstown at 9.0 a.m., as per page 2, and reach Crewe at 7.0 p.m. Take the train of the N.S. Co.. which leaves Crewe at 7.15 p.m., and reaches Stolce at 7.55 p.m., Uttoxeter at 8.45 p.m., Derby at 9.30 p.m. This train does not go to Burton. ROUTE 2. — Leave Kingstowii at 1.0 p.m., a.s per page 2 ; reach Crewe at 10.il p.m. Sleep at Crewe, and proceed on the foUowini; morning, by the train of the X. S. Co., which leaves Crewe at 7.50 a.m. It reaches Stoke 8.30 a.m., Uttoxeter at 9.40 a.m., Burton at lU.lO a.m., and Derby at 10.45 a.m. KOUTE 3. — Leave Kingstown at 7.30 p.m., as per page 2 ; reach Crewe at 5.34 a.m. Thence as per Route 2. SITXDAYS. ROUTE 1. — Leave Kingstown at 1.0 p.m. on Saturday ; reach Crewe at 10.41 p.m. Sleep at Crewe. Take the train of the N. S. Co. on Sunday moniing, at 8.20 a.m. ; reach Stoke at 8.58 a.m., Uttoxeter at l».50a.ni.. Burton at 10.20 a.m., and Derby at 11.30 a.m. ROUTE 2. — ^Leave Kingstown at 7.30 p.m. (Saturday ), as per page 2 ; arrive at Crewe at 5.34 a.m., the following Sundiiy morning, and thence aa per Route 2. FKOM DEEBY, BURTON-ON-TRENT, UTTOXETER, AND STOKE, TO DUBLIN. WEEK DAYS. ROUTE 1.— Leave Derby, by the N. S. Co 's Tain, a.t 10.0 a.m.. Burton at 10.10 a ra., Ut- toxeter, 10.45 a.m.. Stoke, 11.38 a.m. ; reach Crewe at 12.20 p.m. Proceed by express Train from London, which passes Crewe at 1.40 p.m. Thence as per page 2 ; reaching Dublin at 10.30 p.m. ROUTE 2.— I^eave Derby, by the N. S. Co.'s train, at 6.40 p.m., Burton,6.50 p.m., Uttoxetei , 7.25 p.m.. Stoke. 8.18 p.m. Reach Crewe at 9. 15 p.m. Proceed by the express train from London, which passes Crewe at 9.42 p.m., as per page 2 ; and reach Dublin at 6.30 a.m. ROUTE 3.— Nil. SUNDAYS. ROUTE 1.— Leave Derby, by the N. S. Co.'s train, at 8.45 a.m., Burton at 9.0 a.m., Uttox- eter at 9 40 a.m., and Stoke at 2.15 p.nL, and reach Crewe at 2.55 p.m. Leave Crewe, by the train of the L. & N. W. Co., at 3.8 p.m., and reach Dublin, as per page 2, at 6.30 a.m., the following (Monday) morning, ROUTE 2.— Leave" Burton, by the X. S. Co.'s train, at 2.0 p.m., Uttoxeter at 2.30 p.m , and Stoke at 4.0 p.m., and reach Crewe at 4.45 p.m. Remain at Crewe till 2.3 a.m., when the L. & X. W. train, which left London at 8.45 p.m. pa.sses. Thence as per page 2; arriving in Dublin at 11.0 a.m. the follo\ving (Monday) morning. FROM DUBLIN TO NOTTINGHAM AND NEWARK, via DERBY, Kote. — Through-Tickets are only is.^ued between Dublin and Derby. WEEK DAYS. ROUTE 1. — Leave Kingstown at 9.0 a.m., and reach Derby as above, at 9.30 p.m. Sleep at Derby, and proceed on the following morning by the train of the M. Co. at 6.45 a.m., arriving at Nottingham at 7.35 a.m., and Newark at 8.40 a.m. Should thi.s, however, be too early, there is a train which leaves Derby at 9.10 a.m., and arrives in Nottingham at 10.0 a.m., but does not go to Newark except on Wednesdays. ROUTE 2. — Leave Kingstown at 1.0 p.m., and reach Derby at 10.45 a.m., as above. Prixieed by the M. Co.'s train at 11.20 a.m., and arrive in Nottingham at 12.15 p.m. ; and Newark at 1.20 p.m. ROUTE 3. — Leave Kingstown at 7.30 p.m., and reach Derby at 10.45 a.m., as above. Thence as per Route 2. SUNDAYS. ROUTE 1. — Leave Kingston at 1.0 pjn. on Saturday, reach Derby, as above, at 11.30 on Sunday morning ; leave Derby at 6.40 p.m., and reach Nottingham at 6.25 p.m. ; Newark at 7.25 p.m. RtJU'fE 2. — Leave Kingsto%vn at 7.30 p.m. on Saturday, reach Derby at 11.30 a.m., as above; and then as per Route 1. FROM NEWARK AND NOTTINGHAM via DERBY. Xote. — Through-Tickets are tnly issued between Derby and Dublin. WEEK DAYS. ROUTE 1. — Leave Newark (M. Co's. Station) at 9.5 p.m., ; Nottingham at 9.50 p.m. ; reach Derby at 10.45 p.m. ; sleep at Derby ; jjroceed by the N. S. Co.'s train the follo\Ting morning at 10.0 a.m., as above; reach Dublin at 10.30 p.m. ROUTE 2. — Leave Newark (JI. Co.'s station) at 4.40 p.m. ; Nottingham at 5.30 p.m. : reach Derbv at 6.15 p.m. ; start from Derby at 6.40 p.m. by the train of the N. S. Co., and, as above, reach Dublin at 6.30 a.m. the following morning ROUTE 3.— NU. SUNDAYS. ROUTE 1. — Leave Newark (M. Co.'s Station) at 9.5 p.m. on Saturday ; reach Nottingham at 9.50 p.m. ; Derby at 10.45 p.m. ; sleep at Derby ; proceed on Sundliy by the N. S. Co.'s train from Derby at 8.45 a.m., as above ; reach Dublin at 6.30 a.m. on Monday. 10 FKOM DUBLIN TO PETERBOROUGH via DERBY. Note. — Through-Tickets are only issued between Dublin and Derby. WEEK DAYS. ROUTE 1. — Leave Kingstown at 9,0 a.m., and arrive in Derby, as per page 9, at 9.30 p.m, sleep at Derby ; proceed on the following morning by the M. Co.'s train at 6.0 a.m. ; reach Sj'ston Junction at 7.42 a.m., and arrive at Peterborough at 10.0 a.m. ROUTE 2. — Leave Kingstown at 1.0 p.m., and arrive in Derby,as per page 9, atlO.45 a.m.; proceed by the train of the M. Co. at 11.0 a.m. ; reach Syston Junction at 12.25. p.m., and Peterborough at 2.50 p.m. ROUTE 3. — Leave Kingstown at 7.30 p.m. ; an-ive in Derby as per page 9 at 10.45 a.m. ; thence as per Route 2. SUNDAYS. ROUTE l.^Leave Kingstown at 1.0 p.m. on Saturday, and arrive as per page 9 in Derby at 11.30 a.m. the following (Sunday) Morning ; Proceed by the train of the M. Co. It arrives at Syston at 12.35 p.m. ; leave Syston at 6.10 p.m. ; reach Peterborough at 8.50 p.m. ROUTE 2. — Leave Kingstown at 7.30 p.m. on Saturday, and arrive, as per page 9, in Derby at 11.30 a.m., thence as per Route 1. FROM PETERBOROUGH TO DUBLIN (via DERBY). Note. — Through-Tickets are only issued between Derby and Dublin. WEEK DAYS. ROUTE 1. — Leave Peterborough by the Train of the M. Co. at 4.20 p.m., and reach Derby at 9.5 p.m. Sleep at Derby. Leave Derby at 9.30 a.m., as per page 9; reach Dnblin at 10.30 p.m. ROUTE 2. — Leave Peterborough by the Train of the M. Co. at 12.20 p.m. ; reach Derby at 3.30 p.m. ; leave Derby at 5.30 p.m., as per page 9; arriving in Dublin at (5.30 the follow- ign morning. ROUTE 3.— Nil. SUNDAYS. ROUTE :.— Leave Peterborough at 4.20 p.m. on Saturday by the Train of the M. Co. ; reach Derby at 9.5 p.m. Sleep at Derby. Proceed on Sunday morning at 8.45 a.m., as jier page 9 ; arrive in Dublin at 6.30 the following (Monday) mornmg. FROM DUBLIN TO MACCLESFIELD. WEEK DAYS. ROUTE 1. — Leave Kingstown at 9.0 a.m., as per page 2 ; reach Crewe at 6.25 p.m. ; leave Crewe at 7.15 p.m. by the Train of the N. S. Co, ; and arrive at Macclesfield at 8.20 p.m. ROUTE 2. — ^Leave Kingstown at 1.0 p.m., as per page 2; reach Crewe at 10.41 p.m. Sleep at Crewe. Proceed on the following morning by the Train of the N. S. Co. at 7.50 a.m., and arrive at Macclesfield at 10.40 a.m. ROUTE 3. — Leave Kingstown at 7.30 p.m., as per page '2; reach Crewe at 5.34 a.m. Thence as per Route 2. SUNDAYS. ROUTE 1. — Leave Kingstown by 1.0 p.m. Boat on Saturday; reach Crewe at 10.41 p.m. Sleep at Crewe. Proceed on Sunday morning at 8.20 a.m. by the Train of the N. S. Co., and reach Macclesfield at 9.40 a.m. ROUTE 2. — Leave Kingstown by 7.30 p.m. Boat on Saturday evening, and reach Crewe the following (Sunday) morning at 5.34 a.m. Thence as per Route 1. FROM MACCLESFIELD TO DUBLIN. WEEK DAYS. ROUTE 1.— Leave Macclesfield by the N. S. Co.'s Train at 10.30 a.m. ; reach Burslem Junction at 11.3 a.m., and Crewe at 12.20 p.m. ; the 9.0 a.m. Plxpress from London passes Crewe at 1.40 p.m. Take that Train and arrive in Dublin at 10.30 p.m., as per page 2. ROUTE 2. — Leave Macclesfield by the N. S. Co.'s Train at 7.15 p.m. ; reach Burslem Junction at 7.55 p.m. ; reach Crewe at 9.20 p.m. The 5.0 ji.m. E.xpress from London passes Crewe at 9.42 p.m. Take that Train and reach Dublin at C.30 the following morning. ROUTE 3.— Nil. SUNDAYS. ROUTE 1.— Leave Macclesfield by the N. S. Co.'s Train at 9.20 a.m. : reach Burslem Junction at 10.5 a.m. ; Crewe at 11.10 a.m The 10.0 a.m. Express Mail from London pu-sses [ Crewe at 3.S p.m. Take thai Train and arrive in Dublin at 6.30 a.m. (Jlondav; morning. ROUTE 2.— Nil. FROM DUBLIN TO MANCHESTER via WARRINGTON- WEEK DAY^S. ROUTE 1. — Leave Kingstown at 9.0 a.m. ; reach Chester at 5.10 p.m., as per page 2. Leave Chester by the. Train of the B., L. & C. June. Co. at 6.5 p.m. ; reach Warrington at 6 45 p.m.; Manchester at 7.40pm. ROUTE 2 — Leave Kingstown at 1.0 p.m.; reach Chester at 9.40 p.m. as per page 2. Sleep at Chester, and proceed the following morning by the Train of the B., L. & C. .lunc. Co. at 9 a.m.; reach Warrington at 9.40 a.m. ; Manchester, 10 35 a.m. 11 ROUTE 3. — Leave Kin<»stown at 7.30 p.m.: reach Chester at 4.40 a.m as per page 2. Proceed by the Train of the B., L. & C. June. Co. at 4.45 a.m.; reach Warrington at 5.30 a.m., Manchester at 6.1£ a.m. SUNDAYS. ROUTE 1.— Leave Kingstown at 1.0 p.m. on Saturday; reach Chester at 9.40 p.m., as per page 2. Sleep at Chester. Proceed on Sunday morning at 8.0 a.m. by the Train of the ]{., L & C. June. Co. It reaches Warrington at b 40 a.m. There take tlie Train of tlie L. & N. W Co. It reaches Manchester at 10.10 a.m. ];OU fE 2 —Leave Chester at 7.3J p.m. on Saturday ; reach Chester at 4.40 a.m. Then as per Ruute 1. FROM MANCHESTER TO DTIBLIN via WARRINGTON WEEK DAYS. ROUTE 1.— Leave Manchester (Victoria Station) by the Train of the B., L. & C. June. Co. at 1.30 p.m. ; reacli Warrington at 2.1(i p.m., and Chester at 2 55 p.m. Change carriasres, and proceed bv theC.& H. Co., as per page 2; and arrive in Dublin at 10.30 p ni. ROUTE 2.— Leave Manchester (Victoria Station) by the Train of the B., L. & C. June. Co., atS 45 p.m.; reach Warrington at9 15 p.m.; Cliesterat 10.15 p.m. Leave Chester at 10.25 p.m. by the Train of the C. & H. Co., and arrive in Dublin, as per page 2, at 6 30 a.m. the following morning. ROUTE 3.— Nil. SUNDAYS. ROUTE 1.— Leave Manchester f Victoria Station) by the Train of the L. &N. W. Co., at 7.0 p.m ; it only proceeds as far as Warrington. There take the Train of the B., L., & C June. Co , which leaves at 8.0 p.m , and arrives at Chester at 8.39 p.m. Leave Chester at 10,25 p.m., as per page 2 ; reacli Dublin at 6..30 on Mondav morning. ROUTE 2.— Nil. FROM DUBLIN TO SHEFFIELD, LINCOLN, GREAT GRIMSBY AND HULL, via WARRINGTON, AND MANCHESTER. AVKKK DAYS. ROUTE 1. — Leave Kingstown at 9 a.m., and reach Manchester i-!a Warrington, at 7.40 p.m. as above. Sleep at Manchester, and proceed on the following morning from the Linidon Road Station at 6.30 a.m. by the Train of the M., S. & L. Co. It reaches Shettield at 8.35 a.m.; Lincoln at 10.39 a.m.; Great Grimsby at 12.11p.m.; and Uull at 12.15 p m. ROUTE 2. — Leave Kingstown at 1.0 p.m. Sleep at Chester, and take on the following morning the 9.0 am. Train of the B., L. & C. June. Co. to Manchester, which reaches the Victoria Station at 10.35 a.m. Proceed by cab or omnibus to the London Road Station ; start at ll.oOa.m.by the Train of the M., S. & L. Co. It reaches Shetheld at 136 p.m.; Lincoln at 3.29 p.m. ; Great Grimsby at 5.15 p.m., and Hull at 4.50 p.m. Passengers can -by leaving Chester with the 4.45 a.m. Train of the P., L. & C. June. — reach Man- chester (Victoria Station) at 6.15 a.m.. and by then taking the Train from the Lomhn Road Station of the M., S. & L. Co. at 6.30 a.m., they will reach Sheffield at 8.35 a.m. ; Lincnln at 10.39 a.m.; Great Grimsby at 12.11 p.m. ; and Hull at 12.15 p.m. ROUTE 3 —Leave Kingstown at 7.30; reach Chester at 4.40 a.m. Leave Chester by the Train of the B., L. & C June. Co. at 4.45 a.m. reach Manche.ster at 6.15 a.m. Proceed by cab or omnibus to the London Road Station; take the Train of the M., S. & L. Co. at 6.30 a.m. ; that Train reaches Sheffield at 8.35 a.m. ; Lincoln at 10.39 a.m. ; Great Grimsby at 12.11 p.m. ; and Hull at 12.15 p.m. SUNDAYS. ROUTE 1. — Leave Kingstown at 1.0 pm on Salurda;/ ; reach Chester at 9.40 p.m. Sleep at Chester. Proceed on the following (Sunday) morning from Chester at 8.0 a.m.; reaching Warrington at 8.40 a.m. There take the Train of the I ,. & N. W. Co., .nnd an-ive at Manchester {Victoria Station) at 10.10 am. Proceed by cab or omnibus to the London Road Station ; take the Train of the M., S. & L. Co. at 4.0 p.m. It reaches Sheffield at 6.3 p.m. ; Lincoln at 8 6 p.m ; Great Grim.sby at 9.0 p.m. and Hull at 9.4erbv Hull' 2.50 p.m. 1.23 pm. 1.20 p.m. 12 6 p.m. 9.0 a.m. 7.50 a.m. 7.20 a.m. Sundays. Nil. Nil. Nil. Nil. 9.0 a.m. 7.50 a.m. 7.20 a.m. 12.23 a.m.; 12.23 a.m. 8.30 a.m. 8.30 a.m. 4.0 p.m. I Nil. 3.0 p.m. : Nil. Week Days. Sheffield I 6.0 p m. Stoke I 3.30 p.m. Huddersfield I 12.0 noon Leeds Warrington , Manchester . Chester Macclesfield . Liverpool .... 12.30 p.m. 12.10 p.m. 8.45 a.m. 5.0 a.m. 5.15p.m. 6.5 a.m. Carlisle j 9.0 p.m. Sundays. Nil. Nil. 12 noon 12..30 p.m. Nil. 8.45 a.m. 5.0 a.m. Nil. 6.5 a.m. Nil. * Except Mondays. Letters and newspapers by this dispatch are not received at the Post-office, Glasgow, until 2.0 a.m., and at Edinburj^h until 1.50 a.m. of the day but one after they are posted. Letters and newspapers posted in time for the morning mails to Dublin are forwarded to England and Scotland by this despatch. Letters and Newspapers posted for Edinburgh and Glasgow (on week days only) at the Receiving Houses throughout Dublin until 7.30 a.m., and at the General Post Office, Sack- ville-street, until 9.0 a.m., are despatched via Belfast, and reach Glasgow at V.O a.m., and Edinburgh at 10.0 a.m. the following day. DELIVERY OF LOCAL LETTERS IN DUBLIN. The Boxes close at the Receiving Houses throughout Dublin for Local Delivery at 7.30 a.m., 11.0 a.m., 3.0 p.m., 6.0 p.m. ; at the General PostOffice, Sackville-.street, at 9.0 a.m., 12.0 noon, 4.30 p.m., (i.O p.m. The delivery is completed in about an hour and a half after the closuig of the Boxes at the General Post office. FOREIGN LETTERS AND NEWSPAPERS.' The Rates of Postage on all Letters and Newspapers sent to, or received from, abroad, are the same as in England. HACKNEY CAH FARES IN DUBLIN. 1 . — For a Drive from any place within the Municipal Boundary of Dublin direct to any other place within the same, without any delay, for not more than two persons, and not exceeding 421bs of lugJiage, 6d. For more than two and not more than four persons, and 421bs. of luggage, or six persons without luggage, lOd. *^* In the latter case, the Driver, if required, must hring the Employer back for the same Fare, if the delay does not exceed fifteen minutes. 2. — Hackney Carriages may be engaged by time, either within or beyond the Municipal Boundary of Dublin, not exceeding the distance of seven Irish Miles from the Oii'cular Road, at the rate, for the firet hour, of Is. For every half-hour commenced after the first hour, 6d. *,* But no Hackney Carriage is bound to a time engage ne it within the Municipal Boutida.'y of Dublin hsyondfive consecutive hours, except by agreement. THE IKISH TOURIST'S ILLUSTRATED HANDBOOK yiSITOES TO lEELAND IN 1852. WITH NUMEROUS MAPS. SECOND EDITION. LONDON : OFFICE OF THE NATIONAL ILLUSTRATED LIBRARY, 227, STRAND. M'ULASIIAN, SACKVILLE STREET, DUUI.IN. 1852. LONDON : BHADBURY AKD EVANS, PRINTERS, V.-IIITEFRTARS. ADVERTISEMENT. Irish Excursions. — Attempts are in progress to render Ireland during the coming summer a centre of many attractions. In the south of the island there will be the Exhibition of Xational Industry — in the north the Meeting of the British Association. Cork and Ivillarney, abounding at all times in such beauties of aspect and position as draw legions of tourists from the Thames to the Rhine and beyond the Alps, will give an additional lure ; and we understand that the various railways and steam-boat companies have entered into arrangements to issue in Lon- don, and along the great lines, monthly tickets at very moderate rates, which monthly tickets will enable their holders to travel along any and every railway in Ireland, as well as to and from Dublin and London. These facilities will doubtless tend to divert some part of the vast stream of pleasure-seekers to the sister island. — Athenceiim, May 8, 1852. As an liumble auxiliary to tlie accomplishment of some of the objects here enumerated, this little Handbook is offered. It makes no pretensions to literary merit of any sort, and it is not desired that it should be judged by any such standard. The design of its compilation has been, in the first place, to show the rapid, convenient, and economic means that now exist for travelling between every part of the United Islands ; secondly, to point out, in bi-ief terms, the more remarkable of the picturesque beauties of Ireland, with passing allusions to the historical and other associations of each place visited under the privileges of the Tourist Ticket ; and, lastly, to draw attention to the vast field for enterprise 1 117094 Vi ADVERTISEMENT. now existing in various portions of that country, for the safe and profitable investment of capital. It is hoped that the business arrangement of the contents will be found alike useful and novel, as enabling the reader at a glance accurately to compute his expenses in every particular before commencing his journey, and possessing him of all needful information essential to its satisfactory completion. The three larger maps are the latest and best of the districts they severally appertain to, and their copyright has been purchased from Mr. Preston White, C.E.. to whose extensive and intimate local knowledge, and the promptitude with which he has rendered it available, the book owes much of whatever value it may contain. The honoured Irish name of Samuel Lover, appended to a few of the sketches which he has most obligingly contributed, will, doubtless, in the estimation of many with whom his versatile genius has so deservedly popularised him, help to recommend our little volume, aud compensate for various short-comings in the letter-press. Obligations due to other parties are acknow- ledged in the introductory pages. LOXDOX, 3[ay 13, 1852. CONTENTS. INTRODUCTORY CHAPTER. CHESTER TO HOLYHEAD. PAOB Cli'ister.— IJailway SUition. — Roodee Racecourse. — Saltney.— Ilawardeti Castle. — Halkiu Mouiitain and Castle— Flint.— Colesliill. — I?;igillt.—15asingwerk Abbey and OITa's Dyke.— Holywell.— St. Winifred's Well.— Mostyn.— Rhyl and the Vale of Clwd. — St. Asaph.— Kinmel Park. — Conway.— Iron Tube. — Suspension Bridge.— Bangor. — Intended New Hotel. — Suspension and Tubular Bridges.— Moonlight Effects.— Telford and Burns, Romance and Reality.— Plus Newydd.— Marquis of Anglesey. —Holyliead.— Excellent Arrangements. — Resume of the Chester and Holyhead Railway. . . . 1 CHAPTER II. ON IRISH TRAVELLING, PAST AND PRESENT. Introduction.— Causes of the avoidance of Ireland by English Tourists until lately. — Causes of present Popularity of Ireland as a field for the Tourist. — Ireland from the Traveller's Point of View.— Tlie Chester and Holyhead Railway, an«I the Irish Railway System. — Character of Mr. Dargan, the great Irish Contractor. 8 CHAPTER III. DUBLIN. Dublin Bay. — Kingstown.— Dalkey and its Atmospheric Line. — The Kingstown Railway. — Irish .Jaunting Cars. — Lord J. Manners upon Cars, and the " Castle."— General View of Dublin. — Dublin in Detail. . . . .12 CONTENTS. PIEST TOTJE. CHAPTER I. FKOM DUBLIN TO COKK. PAGB The Great Soutliern and Western Kaihvay from Dublin to Cork. — History and Character of the Line, and of its Chairman, Sir E. McDonnel. — Places along the Line — Lucan and General Sarsfield. — Celbridge and Mr. Grattan. — Carton and the Duke of Leinster. — Lyons Castle and Lord Cloncurry. — Palmerstown and Lord Naas. — The Hill of Allen and Fingal's Hall. — The Grand Canal. — The Curragh. — The Nuns of St. Bridget. — Moore Abbey, and the Marquis of Drogheda. — The Barrow River. — Portarlington and the Duke of Wellington. — Beet-root Sugar Manufacture, and Irish Mercantile Industry. — The Kock of Dunamase, Strongbow, and Cromwell —Marj'- borough.^ — The Devil's Bit Mountains. — Prevalence of Ruins of Churches and Castles in the District. — Proofs of its Fertility. — Long Orchard and Richard Shell. — The Rock of Cashel. — The Limerick Junction Station. — Mr. Dargan's connection with the Line. — Character of Mr. Lefaiui. — Lord Derby's House and Demesne. — Tipperary. — Kilmallock, the Baalbec of Ireland. — Buttevant. — Sir Walter Raleigh and Spenser. — Mallow, the Cliftoii of Ireland. — The Blackwater. — Blarney Stone and Castle.— Songs of Father Prout, etc 27 CHAPTER IL CORK. Coi'k.- — Its Antiquity. — Its present Position. — The Streets. — Father JIathew, and its Great Men, past and present. — The Buildings. — The Suburbs. — The Harbour. — Queenstown 44 CHAPTER III. FROM CORK TO KILLARNEY. Various Routes to the Lakes. — Railway to Bandon. — Annals of the Town. — Recommendation to p\irsue the Coast Road to the Lakes. — The Scenery ofi'ers snfiicient compensation. — Hotels at Skibbereen and Skull. — Mineral Riches. — Great field for Enterprise presented by the County Cork. — Magnificence of the Scenery. — E.xtraordinary cheapness of Provisions. — Excellent Society. ■ — Capabilities of Crookhaven Harbour. — Road from Bandon to Bantiy. — Scenery on the Route 50 CHAPTER IV. BANTRY AND GLENGARIFF. Bantiy Bay.— Historical Incidents.— Mountain Road to Glcngariff.— Opinions of Mrs. Hall and Mr. Titmarsh.— Views from the Hill Road leading to Killarney.— Cromwell's Bridge. — Bridge constructed of the planks of wrecked French War Ships.— End of the first Two Days' Journey to the Lakes by this Route 56 CONTENTS. ix CHAPTER V. FROM GLEXGAEIFF TO KILLARNEY. FAGB Road to Berehaven full of Historical Incideuts. — Ruins of the Castle of the O'Sullivaiis.— Hungry Hill.— Effect produced by the Adrigole Stream- Contiguous Mountain and Valley Scenery.— Valentia, the Kuight of Kerry's Home. — liirth-place and residence of O'Connell.— Road to Kenmare. — Kenmare Town. — Lansdowne Lodge. — The Marquis in Ireland. — The black- water and Its Historians, Wilde and O'Flanaghan. — Road to Killarney. — Glimpse of the Lakes.— Distant View of the Gap of Duuloe. . . .59 CHAPTER VI. KILLARNEY. >'ative Guides. — The Spillanes.— Their abilities. — Other classes peculiar to Killarney. — Pipers. — "Mountain Dew Girls." — Wood Ornament Sellers. — lieggars. — Likelihood of their Diminution. — Carmen. — Boatmen. — Extortion the exception, not the rule. — Hotels. — Recommendations with regard to arrangements for Lake Excursions. — Gap of Dunloe. — Echoes. — Black Valley and Upper Lake.— View of Eagle's Nest.— Old Weir Bridge. — " Meeting of the Waters." — Thackeray's Description of Tore Lake. — Copper Jline at Muckross. — Mr. Herbert and his praiseworthy efforts. — Lower Lake. — Ross Castle. — View of the Pass between Glena and Tore. — Copper Mine. — Island of Innisfallen. — O'SulIivau's Cascade. — Bay of Glena. — Lady Kenmare's Cottage. — Description of the Stag Hunts. — Ruins of Muckross Abbey. — The Reader now best left in the hands of the Guide.— Other spots yet to be noticed. G3 CHAPTER VII. LIMERICK AND THE LOWER SHANNON. Conveniences afforded for various Excursions. — Further favourable facilities in contemplation. — Railway to Limerick. — Uninteresting part of the Country. — Limerick City. — The Castle. — Reminiscences of the Pariiamentary and Orange Wars. — Appearance ju'eseuted by the City. — Manufactui-es. — Com- mercial Prospects. — Thomond Bridge.— Hospital. — Sir M. Barrington. — The Shannon, the Glory of Limerick.— Associations connected with the River . SI CHAPTER VIII. THE LIMERICK JUNCTION.— TIPPERARY TO CLONMEL. Tour through the "Golden Valley."— Cahir, and its Quaker Resident Pro- prietary .—The Earl of Glengall, Lord of the Manor.— The Town of Clonmel. —Historical and Literary Associations.— Bianconi and his Car-driving System 8S CONTENTS. SECOND TOUE. WICKLOW. FAGB AVicklow, the Garden of Iieland.— Toetic Fancies. — Hints to the Tourist. — Necessity of seeking tlie advice of Mr. Quin, of Bray. — His valuable Hints. —Number of Guide-books. — The " Scalp." — Village of Enniskerry. — Detour into the Hills.— Lough Bray.— Swiss Cottage erected for Sir Philip Cramp- ton.— Different beautiful Views. — Ket\irn to Bray. — Visit to Powerscoui't. — Tinneliinch, the residence of the great Grattan. — Excursions to Loughs Tay and Dan. — Kecommendations witli I'egard to other Excursions . . 93 THIED TOIJE. DUBLIN TO GALWAY, CONNEMAKA, AND THE WEST. A brilliant future in store for Galway. — Midland and Great Western Railway. — Difficulties of the undertaking, and triumph of engineering skill. — MuUin- gar. — Auburn, "the Deserted Village." — Athlone and its representative, Mr. Keogli. — Ballinasloe. — The Fairs.— Garbally and its proprietor, Lord Clancarty. — Galway.— Queen's College and Mr. Hardiman. — A scrap from his History. — Prospects from the establishment of a Packet Station. — Peculiar race of people. — Hints about Connemara tours. — Commercial considerations, — Fine field for investment.— Kemarks of Mr. Twining. — Finale from the West 114 FOUETH, AND CONCLUDINO TOUE. DUBLIN TO THE GIANT'S CAUSEWAY AND THE NORTH. Historical retrospections.— Resume of the Railways going North.— Balbriggan " Stockings." — Commencement of the Tour from Drogheda. — First acquaint- ance with the Boyne.— Drogheda. — Abbey of Monasterboice.— St. Boyne's Cross. — The Belfast Junction. — Louth. — Antiquities. — Dunleer — ■ Castle- bellingham. — Approach to Dundalk. — Splendid aspect of the country. — Anti- quity of Dundalk. — Historical resume. — Jaunt to Newry.— Forthill and its battle. — Kosstrevor. — Its liistoric, bathing, and scenic beauties. — Gastro- nomic exordium of Carlingford oysters. — Sea and inland beauties of the Mourne Mountain district and the County of Down 137 HOTELS. 3; ''-'6 r_, (M JO ?0 to . 2 to -o to _ ;: to o o _ y. X 2 6 3 to S ■2 G to 3 G 1 G 2 C 5 c •< CO O o ,oco CO co5 o s CO to _ to . 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County Antrim . ;j Cavan J) Clare J> Cork . 33 Donegal . ;3 Fermanagh Galway . The best angling in Ireland is to be had at the undermentioned rivers and lakes : — Rivers Bann and Bush, and Lough Neagh. Lough Shelan. Rivers Shannon and Fergus, Inchiquin and Dromore Lakes. Rivers Blackwater, Lee, and several small streams. River Erne, at Ballyshannon. Lough Melvin, &c. Ballinahinch, Spiddal, and Costello Rivers ; Loughs Corrib, &c. Lakes of Killarney. River Blackwater ; lake and river at Waterville. , River Nore and King's River. , Shannon, at Banagher. . Shannon, at Castleconnell ; River jMeague. , River Bann. . River iMoy, at Ballina ; Lough JIask, and several other lakes. . Rivers Boyne and Blackwater. . Loughs Gill, Arrow, &c. . River Suir and tributaries. , Blackwater, at Lismore, &c. . Lakes Belvidere and Derevaragh Owall ; River Inny, &c. . Lake of Luggelaw ; Lough Dan Vartry, Avonmore, Liffey Head, King's River. The rivers and lakes in the county Wicklow are very numerous and abound with trout. The tourist who stops at Roundwood will have very good fishing in this locality. The river Vartry runs through the place, and within short distances are Lough Dan, Luggelaw, and the Churches' lakes. The first and latter are open to the angler ; boats are to be had at a small remuneration. Luggelaw can only be fished by an order, not difficult to be procured, from Colonel Latouche. Char are also to be had in these waters. The fishing in Westmeath is very superior to that of Wicklow, both in size and quality. The lakes which are in the immediate neigh- bourhood of jVIullingar are very extensive, open to the angler and boats easily to be had. These waters are well stocked with trout — in size from one pound to eight pounds, and, in some instances, have been taken so large as fourteen pounds weight ; there are also to be had both pike and perch : they are exceedingly plentiful and of very large size. In the rivers supplying and running out of those lakes Kerry Kilkenny Kings . Limerick . Londonderry Mayo Meath Sligo Tipperary . Waterford Westjieath Wicklow . Lough Rivers and NOTES FOR THE ANGLER. XV there is also very good fishing. This locality is very convenient for the angler, it being within a couple of hours' drive of the metropolis, the IVIidland Great Western Railway passing by MuUingar, at which place conveyances are always to be had at a moderate rate. At CastlepoUard, there are likewise good lakes and rivers, the fish being veiy fine and numerous. Accommodation can be had here for' the angler both at the hotel and with boats. Ii is almost unnecessary to name the Shannon, it is so well known both for its salmon and trout fishing at Limerick (which has given its name to the finest hooks in the world), Castle Connell, Killaloe, and other towns along its banks. Every facility can be had. There are also a vast number of rivers from every direction running into it, in all of which excellent sport can be ensured. The trout and salmon fishing throughout nearly its whole extent is excellent, and the lovers of the gentle sport can obtain the right of fishing in any part of the river for a season by payment of a fee of 10s. for a " permit." At Killaloe is the eel irshery, celebrated as one of the best in Ireland. The period at which the lessee of the waters is allowed to fish is from the 10th of July to the 10th of the following January. Hurdy's Hotel at Killaloe, though limited in accom- modation, is clean, comfortable, and very reasonable in its charges. It is good head-quarters for anglers ; so is the picturesquely-situated hotel at ^^'illiamstown, twelve miles from Killaloe, on the Lough Derg portion of the Shannon. Athlone is also good head-quarters for the lovers of fishing. Rourke's Hotel, situated close to the Protestant church in the town, is excellent. The landlord keeps his establishment with English cleanliness and neatne^^s. The charges are very moderate. From Athlone, the tourist can proceed to Galway by railway (forty-nine miles) three times a day, in about two-and-a-half hours ; fares, first class, 75. (id. ; second class, Gs. At Ballyshannon, the salmon fishing is very good ; also trout are very plentiful. The tourist can either stop here or at Belleek. If at the latter, he is within an hour's drive of Lough Melvin, in which salmon and trout are alike numerous and fine. The west of Ireland abounds with rivers and lakes ; abundance of salmon and trout, particularly white or sea trout. The latter are exceedingly plentiful, and of large size, and afford excellent sport. In every fishing locality accommodation can be had ; the scenery in many places both wild and romantic. Kerry is also a good fishing county. The lakes and rivers about Killarney are well known, and the angler cannot be disappointed here. In the immediate neighbourhood of Dublin there are some nice trout streams. Altogether, Ireland may be said to be unsurpassed by any country in Western Europe in attractions to the votaries of Walton. Our Guide incidentally glances at such of these waters as we approach in the course of our route ; but here we may specially say that fishing tackle of every description, with practical judicious advice as to the use of the various flies used through the different seasons of the year, may be had of Messrs. Kelly and Son, Sackville- street, and Mr. R. Long, 14, Arran Quay, Dublin. TOURS IN IRELAND, IN 1852, COMMEMCING ON MAY ITin, AND TERMINATING ON OCTOBEK 30th. THE PuWic is respectfully informed that arrangements have been entered into by the CHESTER AND HOLYHEAD RAILWAY COMPANY, with the Principal Railway Companies in England, Scotland, and Ireland, by which First and Second Class " IRISH TOURIST TICKETS " will be issued at the following Stations and Prices . — FIEST CLASS. SECOND CLASS. £ s. d. £ s. d. LONDON (Euston Station) 6 10 550 EDINBURGH, GLASGOW, HULL, BRISTOL, CARLISLE,"! ^ « n 'i ^ n OXFORD . .. j660 550 WORCESTER, CHELTENHAM, GLOUCESTER . . . 5 15 4 15 BIRMINGHAM, RUGBY, LEAMINGTON, COVENTRY, ) ^ r a 4 r, n LINCOLN jo50 40U WOLVERHAMPTON, HUDDERSFIELD, LEEDS, \ . r, r, 4 r; n SHEFFIELD, DERBY |t)UU lou MANCHESTER, WARRINGTON, STOKE, MACCLES- ) . . r> q in n FIELD . ........ f ^ ^ ^ ^ ^'^ ^ LIVERPOOL, CHESTER 400 350 These Tickets (which in no case are transferable) will be available for ONE MONTH, ft'om the Date of Issue. They will enable the holders to proceed to Chester, thence to Bangor, Holy- head, and Dublin : from Dublin to Mallow, or Cork, situate on the Picturesque River Lee, and within ten miles of the celebrated Harbour, Dock Y''ard, and Naval Station of Queenstowu (Cove); from Cork, or Mallow, to the far-famed Lakes of Killarney. Included in the Tour will be the New and Romantic Route of Kenmare and Glengariflf, which latter place combines some of the most Attractive and Magnificent Scenery in Europe. The Tourist can remain, as long as convenient to himself, at Chester, Bangor, (for the inspection of the Britannia Tubular Bridge,) Holyhead, Dublin, Cork, Killai'ney, and Glengariff, the only condition being, that bis return to the Station in England, or Scotland, at which be took his Ticket, must not be later than one month from the date of his departui'e therefrom. Under arrangements which have been specially and exclusively entered into for the accommo- dation of English Visitors, the holders of each ''Irish Tourist Ticket" is entitled (within the month it is available), on its production at the office of the Chester and Holyhead Kailway Company, 52, Westland Row, Dublin, to have issued to him : — I. A Ticket for a Four Days' Tour in the County of Wioklow, and embracing all its interesting Scenery, at the Price of 1?. 15s. II. A Ticket from Dublin to Belfast, and back, (by Railway) for the Excursion to the " Giant's Causeway," First Class, 1?. 5s., Second Class, 1?. III. A Ticket from Dublin to Galway, and back, (by Railway,) for the Tour through the Wild and Romantic District of Connemara, First Class, 11. 10s. Second Class, 11. 4s. Every Purchaser of an Irish Tourist Ticket, will be presented gratis, with a Copy of the "Illustrated Irish Tourist's Handbook," which has been compiled solely with Reference to the above Tours. In addition to the usual Descriptions and Illustrations of the Scenciy and Places through which he will pass, it will contain the fullest information of the Postal aiTangements between every place in England, at which Tourist Tickets are issued, and all the principal places in Ireland, as also the most copious particulars respecting the Hotels, and the Scale of Charges for Rooms, Meals, Wines, &c., at each : the object being to enable Visitors to know as accurately as possible both their Travelling and Personal Charges, during the whole period of their sojourn in Ireland. The Landlords of the Hotels have undertaken to leave no effort unsparcd on their part, to contribute to the comfort of their English Visitors ; a glance at their Scale of Charges will show their extreme moderation. The Curators of the Public Institutions in Ireland, and the Proprietors of the Parks and other objects of attraction, will have pleasure in granting every reasonable facility and accommodation ; and at the Office of the Chester and Holyhead Railway Company, 52, Westland Row, Dublin, the fullest and most accurate information upon every subject connected with tliese Tours, will be afforded. Note. — Persons desirous of visiting the North or the West of Ireland only, can take the ordinary Buturn Ticket from London, Birmingham, Manchester, Chester, or Liverpool, to Belfast or Galway. Those issued at London arc available for Fourteen Days : Those from the other Stations for !-'even. London to Belfast, First Class, 5?. 5s., Second Class, 'SI. 15s., Galway, First Class, 5^ 15s., Second Class, U. From the other Stations at Proportionate Fares, for which, and for further particulars, see the London and North- Western, and Chester and Holyhead Railway Company's Through Time Bills, also Bradshaw's Kailway Guide for each month, page 122, and Fisher's and Walsh's Irish Railway Guides. THE IRISH TOURIST'S HANDBOOK. INTEODUCTORY CHAPTER. CHESTER TO HOLYHEAD. Chester. — Railway Station. — Eoodee Racecourse. — Saltney. — Hawarden Castle. — Halkin Mountain and Castle. — Flint. — ColeshlU. — Bagillt. — Basingwerk Abbey and Oflfa's Dyke.— Holywell.— St. AViunifred's Well.— Mostj-n.— Rhyl and the Vale of Chvyd. — St. Asaph. — Kinmel Park. — Conway. — Iron Tube. — Suspension Bridge. — Bangor. — Intended New Hotel.— Suspension and Tubular Bridges. — Moonlight Effects. — Telford and Burns, Romance and Reality. — Plus Newydd. — Marquis of Anglesey. — Holyhead. — Excellent Arrangements. — Resume of the History of the Chester and Holyhead Railway. Though Ireland is the subject-matter of these pages, the intro- ductory stages of the journey thither abound in attractions unsurpassed in Great Britain ; and were the scenic beauties of the sister-country less striking and diversified than they are, their eulo- gists might well dread the criticism of travellers fresh from an inspection of the most picturesque portions of North Wales. Chester itself, which we assume to be virtually the common starting- point for the great majority of those about to commence these tours, is unlike any other town or city in the United Kingdom ; and the reader, if he has a particle of curiosity in his composition, will not have been within its precincts five minutes before he become vividly impressed with the desirability of making as minute an exploration as the time at his disposal is likely to permit, of its most quaint and curious peculiarities. The best preliminary to such an undertaking is to become possessed of a copy of the " Stranger's Companion in Chester," a useful little book, which will communicate all necessary details of such objects as one may reasonably hope to become acquainted with in the space of a few hours, at a very trifling outlay of time and money. While the reader is making the purchase recommended, we would suggest that he should invest another eighteen-pence in a similar little volume by the same author, B 2 iKisH tourist's handbook. Mr. Parry (a name most honourably distinguished in numerous walks of Cambrian literature), entitled a " Railway Companion from Chester to Holyhead ; " for with these the tourist may con- sider himself master of all necessary knowledge pertaining to the portion of the Principality about to be entered upon, and to the ancient Capital of the ^larches to begin with. For parties, however, indisposed, from any cause, to seek other guidance than what our own " Handbook" may be expected to supply, we must briefly enu- merate the more prominent objects needful to be particularised. In the first place, then, let the traveller, on arriving in Chester, cast his eye on the walls. A single glance will conviuce him that he looks on a memorial of reverend antiquity, and instinctively a crowd of historical incidents will at once present themselves to his mind's eye. He will picture to himself the scenes incidental to the old border warfare of the Welsh and Roman, Saxon and Norman ; and will marvel much how, amidst such stirring times as the present, these old walls, in a quiet agricultural county of peaceful England, " down by the river Dee," should have survived, when no ramparts are impervious to attack, and it is doubtful even if Gibraltar itself be any longer impregnable. Traversing the walls, still in a state of perfect preservation, and of which the citizens are justly proud, we come to the Castle, which was built by Hugh Lupus, in 109.3, (who, almost about the same period, repaired the Abbey, which adorns another portion of the city,) to whom the place was given by his uncle, the Conqueror. It is now used as a prison and a garrison, and contains 30,000 stand of arms and 90 cannon ; and is an object of great interest, without and within, from historic associations and cotemporary utility. Descending from this point into the town, we soon reach the main streets, which are distin- guished by the soubriquet of " rows," the origin of which term is sufficiently accounted for in the peculiar shape of the houses, there being a line on both sides, running on a level with the street, and over them another set of shops, with piazzas in front, forming fine promenades, of which the citizens take advantage ; nothing of the kind in street architecture being to be met with in any other portion of the United Kingdom. The whole city may be said to teem with attractions of historical interest ; but we cannot linger on the threshold of our journey, and must take for granted that after viewing what may seem most alluring to him, the traveller will again wend his way back to the railway station, a magnificent structure of 1010 feet long, spanned by an iron roof 60 feet wide, designed by Mr. Wylde, C.E., and forming the entrepot of the London and North Western, the Shrewsbury and Chester, the Birkenhead, Lancashire and Cheshire Junction, and the Chester and Holyhead lines. While awaiting the time of departure for Holyhead, the traveller may find some amusement, and gain knowledge by observing the busy scene ever going on in this station. Once " ofi^," however, attention will be directed to other subjects. The train rapidly shoots by the carriages and locomotives scattered up and down the CHESTEU TO HOLYHEAD. 6 contiguous rails, and immediately comes abreast of the Roodee. Hereon are held the annual races, distinguished in sporting annals, and to whose eclat all local classes contribute largely ; the present members of the city (Earl Grosvenor and the Hon. W. 0. Stanley, second son of the first Lord Stanley of Alderley.) being subscribers to the stakes, according to time-honoured custom. Crossing the Dee, by the largest iron girder-bridge in the kingdom, we come to the Saltney station, (where the Shrewsbury railway wheels off to the left,) famous as being the place where a portion of the army of Henry II., in 1156, was routed by the Welsh under Owen Gwynedd ; and further, on the right, (across the river, along which the railway runs parallel for several miles,) will be observed a large tract of land, comprisinf,' about 4000 acres, which has been reclaimed from the sea. A mile further wo reach the junction with the Mold Railway, abranch line to Mold (the county town) containinij 10,000 inhabitants, the majority of whom are employed in the neighbouring lead mines, which are remarkably prolific. Soon afterwards we pass Hawarden, with which are connected several historical associations, the most im- portant of them being those relative to the famous compact between Mountfort, Earl of Leicester, and Prince Llywelyn, which proved so injurious to the interests of Henry III. The Castle was for many years in the possession of the House of Derby, and it will be interesting to the antiquarian to know that the Lord Monteagle, to whom was directed the obscure letter detailing the intended gunpowder plot, was closely related to the Stanley family. The estates were confiscated by the Puritans, in 1651, and purchased by Sergeant Glynne, from whom the present owner, Sir S. R. Glynne, Bart., (late M.P. for Flintshire.) is descended. His brother is the present Rector of Hawarden, the living of which is worth upwards of 4000/. per annum. Buckley Church shoots next into view ; and, proceeding onward we pass the Queen's Ferry, which (prior to the formation of the railway) was a place of great traffic, as lying midway between several important places in Wales and Liverpool. Forwaid, again, we reach the estuary of the Dee, which, in width here, vies with the mouth of any river in the kingdom. At this period of the journey we come into close proximity to the Halkin Alountain and its Castle, which forms part of the patrimony of the Marquisate of Westminster, and, by its mines, adds no little to the princely revenues of that noble house. Further on lies the famous old town of Flint, now a large entrepot for coals from the neighbouring mines ; but greater interest attaches to it, of course, from the fact that its castle was for some time the prison-house of the unfortunate Richard II., and the scene of many important events in connection with the rebellion of the Duke of Lancaster. It is likewise distinguished for having been several times besieged and retaken during the parliamentary wars. A little onward to tlie right, we come to Coleshill, the scene of a very bloody battle between the army of Henry II. and the Welch, the fatal result of which determined that monarch to give up the project of conquering Wales. Passing Bagillt, remarkable for its b2 4 IRISH TOURISTS HANDBOOK. extensive lead works, we obtain a view of the ruins of Basingwerk Abbey, founded in 1131, by Randulph, Earl of Chester : and in the neighbourhood is the spot which marked the termination of Offa's Dyke, the famous entrenchment cast up by the Saxons, as a defence against the Welch, and extending along the borders to the river Wye. The next station we reach is Holywell, which is a very pretty little town, and is celebrated as possessing " St. Winifred's Well," with the history of which are interwoven many legendary romances. ^Vondeis still appertain to the place, for there are many allegations made with regard to the potent medicinal properties of the waters. We next pass Downing, the seat of Lord Fielding, and come to Mostyn, which is a great place for collieries, and proximate to the residence of the Hon. E. M. L. Mostyn (son of the aged Lord Mostyn), member for the county. The hall is famous as being the place wherein the Earl of Richmond (afterwards Henry VIL), was nearly captured by a troop of King Richard's partisans. Now passing in rapid succession, Hilbree Island, Point of Air light- house (a new iron structure, fifty-five feet above the level of the sea), a few villages, we soon reach Prestatyn. Near this place are lead mines of a very productive description ; and on the neigh- bouring hill are seen the ruins of Dyserth Castle, which, it is alleged, was built by the ancient Britons. A little further on again lies Rhyl, which is resorted to during the summer months, in conse- quence of the facilities aftorded for bathing ; and another attraction, which invites visitors, is the neighbouring renowned Vale of Clwyd, the scenery of which is beautiful in the extreme. There is no more rising place on the British shores than Rhyl, and none is better entitled to it ; its prosperity as a popular watering-place being unequalled of late years except by Lowestoft, on the coast of Suffolk, exactly on the opposite side of England. As the train rushes on, this beautiful vista of the Clwyd gradually fades away, and the eye of the traveller is attracted to the venerable ruins of Rhuddlan Castle and the square embattled tower of St. Asaph Cathedral, near which is Kinmel Park, the residence of Lord Dinorben, who derives his title from an ancient mansion in the neighbourhood. The late noble lord, very recently deceased, married as his second wife the daughter of Giles Blakeny Smythe, Esq., of Ballynatray, sister of the Princess of Capua, whose matrimonial embroilments made a considerable noise a few years back. We next approach Abergele, and further on to the right may be observed huge rocks, jutting out into the sea; these are known as the Ornie's Heads, which have always been con- sidered great features in the marine splendours of this part of the coast. Soon afterwards the train dashes through a tunnel, 1629 feet long, cut through hard limestone rock ; and after emerging thence, and passing through a few unimportant places, arrives at Conway, crossing over the river through the celebrated iron tube, which, along with the other wondrous works that distinguish this railway, will be described when we reach the end of our present journey.' The town of Conway is peculiarly interesting, as being a perfect embodiment of the features of antiquity most beloved by tourists. It CHESTER TO UOLYIIEAD. 5 is surrounded by walls which palpably attest a great ape, and is ornamented by the storied castle constructed in 12y3 by Edward I. Over the river is seen the magniticent suspension-bridge, built in 1822, by Telford, the engineer, at a cost of 40,000^. Journeying forward again, we soon come abreast of the giant and surge-washed mountains of Penmaen Each and Penmaen Alawr. On the summit of the latter is an extensive fortress, built by the ancient Britons ; go through two tunnels ; pass Penrhyn Castle, (a very magnificent castellated edifice, and now the residence of the Hon. Colonel Douglas Pennant, member for the County of Carnarvon) ; pass the riverOgwen, gliding over a viaduct ; hurry through two more tunnels ; and finally emerge into Bangor. As Bangor presents numerous points of attraction, many travellers will here make a halt for the purpose of viewing some few of them. In order to meet the convenience of the increasing number of visitors (for which the present hotels, the George and the Penrhyn Arms, excellent, commodious, and capacious as they are, will soon be found inadequate), the railway company are about erecting a large and magnificent structure, with IGO bed-rooms, in the first instance, and more to be added, as may be required, pro- vision being proviiled for almost illimitable extension of this kind. The coffee and dining-rooms, &c., will be in proportion, on a com- manding scale, and there will also be numerous detached suites of private apartments. In addition to every modern convenience, which luxury can command or ingenuity supply, there will be extensive gardens and pleasure-grounds, laid out after designs by Sir Joseph Paxton, whose ingenuity will doubtless be stimulated to the utmost by the incentives derived from, and the immediate attractions of, the surrounding scenery. The hotel charges also will be regulated on a most moderate scale, the design of the com- pany being not immediate profit, but to encourage travelling. This excellent plan, the details of which were given most fully at the last meeting of the directors, by the chairman of the company, Mr. Peto, M.P., who successfully illustrated the working of the prin- ciple by reference to Lowestoft, will doubtless conduce to the desired end ; and, in return, the company may confidently reckon on receiving the thanks of yearly increasing myriads, who will thus have additional reasons for appreciating the inducements the beautiful locality already so abundantly holds out. Beyond these natural charms, the most proximate objects of attraction will be found to be the Suspension and Tubular Bridges, which respectively produce in the beholder mingled emotions of awe and pleasure, and the feeling of surprise is maintained as long as the eye rests on these amazing structures. The former was long the great pontine engineering glory of England and wonder of the scientific world, until the still more unique and stupendous chef d'ceuvre of Robert Stephenson well nigh eclipsed its marvels in the estimation of the million ; but yet it is a miracle of elegance and utility, in the way of graceful adaptation to the precise pur- poses it was required for. In these days of locomotion, however, it 6 IRISH tourist's handbook. may be regarded rather as a poetic souvenir of the great engineering giant who erected it, than as an abiding contribution to the neces- sities of the present age ; and, looking at it from such point of view, it may not be inopportune to say that, like JNIehose — they who would view it aright must visit it by the pale moonlight — when its fairy- looking tracery, spanning the Strait, will be found to present a coup d'oeil of softened beauty altogether jjerfect of its kind. Let it not be supposed that there is anything incongruous in thus coupling romance and reality by bringing engineering and poetry into juxtaposition. In Telford's case, at least, it is pardonable ; for the great projector successfully wooed the muse, many of his rhythmical compositions being inscribed to his friend Burns ; and it is worthy of remark, that on the opening of the railway between Shrewsbury and Ludlow (the scene of " Comus "), on the 17th of last month, at a banquet given by the great contractor of the line, Mr. Brassey, one of the effusions of the bard and builder of the Suspension was quoted with vast eclat, composed in reference to Shrewsbury Castle, where he resided awhile duiing the construction of the great Holyhead mail-coach road, the A'erses being addressed to Burns, and beginning, — " No distaut Swiss with warmer glow E'er heard his native music flow, Nor could his wishes stronger glow Than still have mine, When up tliis rural mount I go With songs of thine." The dimensions of this Suspension Bridge, the greatest of Telford's great works, are — length, 1715 feet ; height from the water, 153 feet ; span of each arch, 52^ feet. The road on the bridge consists of two carriage ways, of 12 feet each, with a foot-jjath of four feet in the centre. The chains, 16 in number, consist of five bars each. The total number of the bars in the cross section of the chain is 80, and the total weight of the iron-work is 4,373,281 pounds. With this brief digression we again hui-ry back to the railway station, and recommence our progress. Soon after starting from Bangor, we are whisked through the Tubular Bridge (whereof presently), and emerge into the island of Anglesey, which gives the title of marquis to the noble owner of Plas Newydd, near which is a column erected as a memento of the many eminent services the British IMurat has rendered to his grateful and admiring country. The portion of the line last traversed presents no very particular point of interest till we reach Holyhead, where the traveller will be agreeably struck by the completeness of the ar- rangements made by the railway company, for, without being dis- turbed from his seat, he is carried on to the pier ; and it is worthy of note that all travellers by the day express trains for L'eland have their luggage put on board tire company's steamers without charge. This convenient and agieeable method is also adopted towards those who come to Holyhead by the nine a.m. week-day boat from Kingstown ; whereas from parties travelling by the mail- CHESTER TO HOLYHEAD. 7 boat a charge for embarking and disembarking lugcage is invariably made. To those ■who may desire a short stay at Holyhead, which possesses attractions peculiarly its own, we can, with confidence, recommend the Royal Hotel, one of the completest establishments of the kind in the empire, presided over by Mrs. Hibbert, whose catering abilities have been the theme of all travellers by the London and North-Western Kailway, to whom, on that account, recollections of Wolverton have ever been agreeable. Not only is she the Gencralissima, as Sir F. B. Head, in the ' Quarterly Review,' and subsequently in his ' Stokers and Pokers,' so pleasantly calls Mrs. Hibbert, at Holyhead ; but she is accompanied by her inimitable corps of handmaidens, whose Wolverton services, as administrators of refreshment, have been made the subject of deserved admiration all over the reading-world by the gallant and accomplished baronet who has worthily enacted their historian as aforesaid. Having come thus far on our journey, it will not be amiss if we reflect for a moment on the history and the works of the great rail- way which we have traversed. j\Ir. Robert Stephenson commenced the operations on the line at Conway, on St. David's Day, 1845; opened for trafhc as far as Bangor on the 1st of IMay, 1848 ; and soon afterwards to Holyhead, with the exception of the Britannia Tubular Bridge, which, as might be expected, took some further time to finish, thousands predicting that it never would nor could be completed. The evidences of engineering skill on the line are numerous, but we will confine ourselves to a very few words on the most important — those at Conway and the Menai Straits, on which volumes have been written, and will continue to be written as long as the highest order of engineering genius commands admira- tion. We should liave before stated, perhaps, that, passing through the Conway Tubular Bridge, the train glides by the picturesque and venerable ruins of Conway Castle, and the grey and turretted walls of the old town ; and on arriving at the station, (the architec- ture of which has been made to harmonise as carefully as possible W'ith the antique and mouldering towers and broken arches of the surrounding ruins.) the visitor finds himself in one of the most picturesque spots in Great Britain. The interest which formerly attached to this bridge is now absorbed in the grander experiment of its neighbour at the j\Ienai. The span over the river is 400 feet ; length of tube being 412 feet, to allow 6 feet bearing each side. The width inside of each tube (two for the up and down train), is 14 feet; height, 22^ feet at each end, gradually increasing to 25^ feet in the middle, so as to lessen deflection of base of tube : weight of each tube, 1300 tons ; height of bottom, above high-water, 18 feet. The section of the tube is rectangular, of wrought iron plates, from half an inch to seven-eighths in tliickness, and of various lengths and widths, the greatest strength being in the middle. In its construction it exactly resembles the Britannia Bridge, regarding which it may be interesting to know that, by the original plan, it was intended to carry the line over the Straits on Telford's Bridge ; but this elegant structure was not fitted to bear the strain and b imSH TOUEISTS HANDBOOK. vibration. After much deliberation and costly experiment, the present Tubular Bridge was designed, — a structure on similar prin- ciples having been erected, on a miniature scale, by Mr. Stephenson, on the Cambridge line. The entire length of the bridge is 1849 feet. The great Britannia Tower's foundations are laid on the Britannia Rock, in the centre of the Straits. On either side there are clear openings of 460 feet each to the two-side towers (62 feet by 52, and 190 high) ; and these are distant each 230 feet from the abutments on either shore — huge piles of masonry — that on the Anglesea side being 143 feet high, and 173 long. The tubes were floated by jJontoons to their respective stations, and then raised by the power of hydraulic presses to their final positions. Each consists of sides, top, and bottom — all formed of long, narrow, wrought iron plates, varying in length from twelve feet downwards. Some weigh nearly seven cwt., and are among the largest it is possil)le to roll with any existing machinery. The total weight of wrought iron in each tube is 1600 tons. The tubes having been floated into their respective positions, the lifting chains were attached, and by Bramah's hydraulic press, these immense masses were raised to the required height. The machinery used for elevating the tubes formed great attiactions in the Great Exhibition at London last year. The wing- walls at either end of the bridge terminate in splendid pedestals, and on each are two colossal lions couchant, of P^gyptian design, like the bridge they ornament, on a gigantic scale, each 25 feet long, 12 feet high, though crouched, nine feet abaft the body, weighing 30 tons each, and each paw two feet four inches. There is said to be some intention of surmounting the central tower with a colossal figure of Britannia, 60 feet high. It only remains for us to add, that splendid steamers of unsurpassed speed and unequalled accommodations, the civillest of captains, and the most attentive of stewards and stewardesses, form an aggregate of all possible auxiliaries to the enjoyment of a swift and pleasant run of four hours, which lands you on the Irish shore. CHAPTER II. ON IRISH TRAVELLING, PAST AND PRESENT. Introduction. — Causes of the avoidance of Ireland by Knglish Tourists until lately. — Causes of Present Poimlarity of Ireland as a i'.eld for Tourists.— Ireland from the Traveller's Point of View. — The Chester .niid Holyhead Railway, and the Irish Railway System. — Character of Mr. Dargan, the great Irish Contractor. Though this is the fifty-first 3-ear of the Union, and though the scenic charms of the sister country have been household words on Saxon tongue, or at least in Saxon type, for a far longer duration — within the last ten years only has Ireland attracted the attention IRISH TRAVELLING, PAST AND PRESENT. 9 of the general Summer tourist. Separated from England by a sea, which rendered every passage of sailing vessels a matter of risk much too great to be incurred by the ordinary pleasure-seeker, Ireland remained a terra incognita for years after the period when the essentially English habit of summer wanderings from towns had become confirmed, and long subsequent to the time when, having seen every hill and valley in Cumberland, surveyed all Scotland, and made the mountain passes of North Wales absolutely beaten tracks, the restless migratory British race had planted their season colonies every half mile along the Rhine, the Loire, and the Danube. 'Ihe steam-boats did not create the summer traffic of English in Germany and France, for it existed before steamers were seen in the Thames or in Dover harbour. But steam, which developed the travelling abroad, no doubt created the travelling in Ireland. Still however, even when a sea-passage from Holyhead to Dublin had become as safe and as rapid as a voyage from the Thames or Dover to Ostend, and when an enormous new trade was rising up between the two countries, this autumnal tourist com- merce remained, for some years, exceedingly limited. English travellers commonly crossed the Channel with no intention to go farther than Dublin. A few ventured into Wicklow, still fewer got so far as Killarney. For this there were several causes. In the first place, even with all the advantages of steam communication to bridge the channel, there were political reasons deterring that influx of inhabitants of England which, in consideration of the wonderful natural beauties of the country, was to have been expected. In the next place, the facilities for seeing and enjoying Ireland commenced and ended with the steamer between the Mersey, or Holyhead, and Kingstown. The roads, except some few for the mails, were bad, the coaches scarce, the inns execrable; and though all these disadvantages are endured abroad, all proper tourist parties, i.e., including ladies, would not readily face such difficulties in a country where their own language was spoken, only twelve hours distant from England, and where they had unex- citingly to consider themselves " at home." Good inns, good coaches, good horses, and the other agrcmcns of a tour, are affairs of slow growth ; and, under only a gradual pressure, they have been called into existence very slowly in Ireland. But within the last ten years great changes, both commercial, political, and social, have taken place in this particular regard ; and each season, for some years, has seen a large progressive increase in the number of Anglo-Irish tourists. The trade between the two countries compelled direct personal intercourse, Irish men of business visiting P^nglish men of business in England, and the Irish traffic therefore becoming quite as large as the English traffic between Dublin and Liverpool. English capital, directly and indirectly, became invested in Irish enterprises. Political differences relaxed and grew weaker, and the two peoples no longer viewed one another in tlie light of foreigners. By degrees roads were improving, inns being built, and, thanks to Quin in the east, and Bianconi in the south and west, cars and 10 IRISH tourist's handbook. coaches becoming plentiful. A progress through at least those portions of the Emerald Isle was as pleasantly accomplished as a journey through Derbyshire or Cornwall. Then came the railroads in Ireland, and concurrently with the railways was constructed the great line between Chester and Holyhead. In the last two years as many strangers passed into Dublin from England as in any iive years pre- viously. It is obvious that had the long sea passage not been shortened, the pleasure traffic, if not the direct trade, between the two islands, would have been after all but slightly stimulated by the development of the national resources in Ireland itself. The Britannia Bridge was the link to connect adequately Celtic with Saxon advancement, and in that sense it may be truly said, that the Menai Straits, not the Channel, separated the sister countries. The traveller will glance at Ireland now simply from the traveller's point of view, and doubtless thousands who read this "Guide" will desire to have some statistics to enable them to estimate accurately the present position and character of this, to them, completely new country which they are approaching. By most of those needing a " Guide" like this, Ireland will be regarded as a land of picturesque attractions, and frolic, and romantic associations; but the beautiful scenes about to be explored must not be gazed at as mere pictures ; and some facts are, therefore, here pointed out as an introduction, which, contributing to correct conclusions, may enhance general gratification. From the traveller's point of view Ireland is not to be considered politically or polemically, but socially and commercially. Two or three circumstances first attract his attention. Ireland now presents one of the most extraordinary social spectacles ever witnessed in the history of civilisation. She is in a transition state. On the one hand, her native population has, in ten years, been diminished directly 20 per cent., and indirectly, in the sense of having lost the natural increase, by 30 per cent. On the other hand, the owner- ship of her soil is changing hands ; the old encumbered being succeeded by a new and unencumbered proprietary. And while these vast changes are going on, a railway system has arisen, which, in regard to the machinery for promoting the prosperity of a people, places Ireland next after England and Belgium in Europe. The labour market is thus eased of surplus hands who, in America, have found contentment and prosperity. Free capital is introduced for the development of agriculture. The railways present themselves to increase the value of the land in the districts which they traverse, to multiply the rural markets, to stimulate manufacture, to promote trade, and to put all Ireland in direct communication on the one coast with England and Scotland, and on the other shores with the buoyant and beckoning western world. Ireland, no doubt, is still reeling under the consequences of the famine of '4G ; but, looking to material resources only, it is obvious that no country in the world has at this moment more distinct prospects of an onward career. Everything is there, consequently, to be looked at with reference to those considerations. IRISH TRAVELLING, PAST AND PRESENT. 11 The Irish railway system, the origin of the increasing English passenger traffic experienced last year, and further anticipated this year, will receive the first attention of the traveller in Ireland. That system, for symmetrical completeness, exceeds our English system. Lines run from Dublin, west, and through the centre of Ireland, to Galway, the new western port of the Atlantic, crossing intermediately the three great agricultural and market localities of Mullingar, Athlone, and Ballinasloe. The second great trunk-line runs in a south-westerly direction from Dublin to Cork ; secondary and branch-lines connecting the main line with Carlow, Kilkenny, and Waterford, on the south-east : and with Limerick (thus opening up the whole Shannon navigation), on the west. A third great line, wanting but a viaduct across the Boyne, con- nects Dublin direct with Belfast — the conjoined Liverpool and Manchester of Ireland — Drogheda, Newry, and Dundalk, being linked; and from Dundalk westward to Enniskillen, and north- ward from Enniskillen to Londonderry, connecting lines are pro- ceeding. Thus already every great city and town and every district in Ireland are benefited by railway communication; and besides those main lines, there are minor lines, existing or pro- gressing, of which we will afterwards have to speak in detail. All these lines have been projected and carried out with a view to the continuous steady trade of the districts joined. But the traveller will not fail to see, that it so happens that the districts where trade traffic is to be sought are precisely the districts where the country is grandest and most beautiful, and where tourists are certain to travel. The line to Galway leads to Connemara, and to the wild picturesqueness of the Connaught coast. The line to Cork (the Great Southern and Western) in connexion with the South-Eastern, leads to Wicklow, to the Suir, the Shannon, the Blackwater, the Lakes of Killarney, and the magnificent bays of Kei'ry. The strictly commercial lines to the north bring the traveller to Rostrevor, tire Ulster Lakes, and the Giant's Causeway. All, in fact, that the tourist in Ireland has heard of he readies by rail. Altogether the existing Irish Railway Interest, according to " Thom's Statistics " (an invaluable and indispensable manual to all who would acquaint themselves with the commercial, official, and general business-like bearings of Irish matters), comprises twenty- nine companies, with power to raise on shares 19,156,700/., and to borrow 6,321,852/., together 25,478,552/., and to construct 1510 miles of railway. The amount raised to the 31st December, 1850, was, on shares 8,406,597/., and by loans 2,360,311/., total 10,766,908/. Of the amount borrowed, 130,950/. was at 6 per cent., 38,600/. at 5^, 1,498,215/. at 5, 103,226/. at 4^, 376,937/. at 4, and 212,383/. at 3h per cent. 198,565/. only, of the share capital at that time raised, is entitled to a preferential dividend. The amount expended by the companies to the 31st of December', 1850, was upwards of 10,750,000/. The length of railway open for traffic in December, 1851, was 614 miles. Excluding the Midland Great Western, which is hardly pertinent to the calcu- IS IRISH tourist's handbook. lation. 214 miles of the length open may be considered as north, and 273^ miles as south of Dublin. The South-Western and South- Eastern system of lines is distinguished as affording the continuous railway communication, upwards of 2.50 miles in extent, that now connects the cities of Dublin, Cork, Limerick, Clonmel, Kilkenny, and the important intermediate districts. The arrange- ments between the several companies thus comprised, for the uniformity and facility of working the thi'ough traffic, &c., are conducted on the clearing .system, the accounts being adjusted in the Irish Railway Clearing House at King's-bridge station, Dublin, established for such purposes in 1848. The Northern system yet requires the construction of the viaduct across the Boyne, to furnish an unbroken road between Dublin and Belfast. The length in course of construction is 189 miles; the remaining 793^ miles have not been commenced, and a proportion of this mileage is not likely to be proceeded with. INIuch capital is absorbed in the unfinished portion of the undertakings ; for about eight companies only have their lines completed, and the amount of unproductive capital is necessarily very considerable. The gauge (compulsor)') is, with the exception of that of the Dublin and Kingstown railway, the same throughout Ireland ; viz., the "middle," or 5 feet 3 inch gauge. The Dublin and Kingstown gauge is the English narrow, or 4 feet 8k inches gauge. Of the individual lines we will speak separately, as well as of the gentleman to whose open- handed liber.ility and sagacious enterprise, not less than to his indomitable energy of character in the face of most discouraging prospects, the construction of the greater portion of them is mainly due. We allude to Mr. Dargan, the great Irish railway contractor, of whom the Irish people of all classes are most justly proud, and whose name the English reader who accompanies us in the subjoined tours, will find mentioned with gratitude and admiration wherever the development of Irish industry is the topic of conversation. CHAPTEE III. DUBLIN. Dublin Bay. — Kingstown. — Palltey and its Atmospheric Line. — The Kingstown Railway. — Irisli Jaunting Cars. — Lord J. Manners upon Cars, and the " Castle." — General View of Dublin. — Dublin in Detail. It is not our purpose to enact the part of a minute topographer of the Irish metropolis. " Frazer's Roadbook," issued by our Dublin publisher, wholly supersedes the province of any amateur cicerone ; and is indeed so full and satisfactory in its information on almost all subjects necessary to be known by travellers in Ireland, that it deservedly ranks beside the very best works of an analogous nature DUBLIN. 13 which ]Murray, the great London bibliopole, has rendered nearly as indispensable as a passport to all British tourists on the continent. IMr. jM'Glashan has also issued a little work, entitled " Dublin and its Environs," with a map of the city and numerous engravings, which may be recommended with great confidence to such of our readers as purpose making any stay in the Irish capital, and the recom- mendation is not the less readily urged because it will entail no outlay that need alarm the most economic. To the instructive companionship of those faithful advisers and most pleasant asso- ciates, we accordingly commit such of our readers as the necessary meagre details of these pages will not satisfy ; but probably the great majority of monthly ticket holders will be tolerably content with the data we are about to furnish, and a considerable portion of which we have epitomised from the sources just indicated, and many others, which we will acknowledge as we proceed. The metropolis of Ireland, and the second city in the empire, is situated close to the shores of the picturesque bay to which it gives its name, and into which the river Liffey, intersecting the city, flows. Dublin occupies the eastern termination of the great central plain of the island, which reaches from the Irish Sea to the Atlantic. It is watered by the Dodder, the Tolka, and the Slade ; the Dodder falling into the estuary at Ringsend, the Tolka at Clontarf, and the Slade into the River Litfey, under the Royal Hospital : on the south, the Dublin hills, connecting with the mountains of Wicklow, form a magnificent back-ground, whether viewed from the city or the bay. The estuary of the Liifey or Dublin Bay is celebrated throughout the world. Some native enthusiasts, presenting the Italians with all the advantages of the climate of Italy, have insisted on the superiority of the Bay of Dublin over that of Naples. The comparison is not very judicious, and those who, without the means of establishing an actual visual comparison, may desire to see wherein the want of resemblance consists, will find it set forth in the introductory chapter to the Irish Tour of the late Dr. James Johnson, physician to William IV., in which he demonstiates that there is scarcely a single point of similarity between the two localities or their accessories. Dublin Bay is beautiful, eminently beautiful, perhaps more so than any on the coast of Great Britain. But the excessively exaggerated praises bestowed upon it are neces- sarily productive of disappointment in those who see it for the first time ; and as we shall probably show that there are many bays in Ireland at least its equal in every respect, we are anxious that the reader should not be carried away by the ordinary rhapsodies on this head, and thus commence the present tour with what could hardly fail to be feelings of mortification. Dublin Bay is semi- circular in outline, its diameter being about seven miles, and the pier, which extends from Kingstown to the lighthouse, a distance of three miles and a quarter, almost bisects it. This north side of the bay is faulty in the want of elevation. It presents to the eye, from ]\Iarino, Lord C'harlemont's handsome residence, to Howth, a 14 IRISH tourist's handbook. mere flat line along the horizon, which is far from handsome. It is bounded on the north by the beautiful lands of Clontarf, which are strikingly terminated by the bold Peninsula of Howth ; and on the south by the remarkable hill of Killiney and the rich environs running thence to the city. On the south side of the bay, beyond the shores, the eye is carried over a rich variety of villas, woods, and pastures, gradually rising to the hills which, on that side, bound the view ; and on the west, the plantations which adorn the numerous seats .appear to blend with the vast surrounding plain. These magnificent boundaries on either side, with the city in front, constitute, according to the eloquent writer in the " Handbook " (M'Glashan's), the general outlines of the glories of Dublin Bay. It is the pride of the citizens. Their villas along its shore have been built specially to enjoy its " looks out," and the invigorating breezes which blow in from it. In summer, yachts, chiefly owned by Irish clubs, and pleasure boats, crowd it ; and the bathing-houses for ladies and gentlemen in its neighbourhood are some of the best in the world. Kingstown (originally Dunleary), on the pier of which you step from the Holyhead steamer, is named after George IV., just as lately. Cove (near Cork) has been named Queenstown, after Victoria; Celtic nomenclatures being freely sacrificed in honour of royal Saxon visits. Kingstown was little more than a fishing village when the first gentleman in Europe left it in 1821 for England. It is now part of Dublin, and may be said to include Monkstown, Bullock, and Dalkey, the latter place being very speedily reached (that is to say, in a few minutes) by the famous Atmospheric Railway (the only one now in the united kingdom), which every tourist should travel on before leaving Ireland. It is one mile and three quarters in length, and was opened for public traffic, as an extension of the Dublin and Kingstown Railway, in 1844 ; and as it was the first, so it continues to be the only one in the empire worked on the same principle of traction. It is certainly not the least remarkable of all the Irish lions, and to those of a scientific turn of mind, would alone well justify a visit thus far at least into Ireland. Kingstown harbour, designed by the late John Rennie, and in- tended by the Admiralty as a refuge for vessels frequenting the Irish Channel, was begun in 1817, and is now nearly completed. The area enclosed by the piers (the eastern 3o00 feet, and the western 4950 in length,) is 251 statute acres ; and in all respects the work is a great one. A quay, 40 feet wide, has been carried along the piers ; and a wharf of 500 feet in length has been erected along the breast of the harbour, opposite the entrance, where, at all times, merchant vessels may discharge and receive their cargoes. The harbour is the commodious station of the English steamers. Streets, terraces, villas, and fine hotels, indicate the position and popularity of Kingstown as a fashionable watering-place. A few hours may be devoted to a ramble through the neighbourhood, to a trip to Dalkey, and to an ascent of the Killiney Hills, from which a splendid prospect of the harbour and of the country is to be obtained, with DUBLIN. 15 the certainty of deriving profit and pleasure. Indeed, the view from this point, looking towards the bold promontory of Bray Head, in Wicklow, is one of the most striking in this part of Ireland. Kingstown and its localities, however, should not interrupt the traveller on his way to Dublin, but may tempt him subsequently ; and Dalkey should not be examined without the visitor having read fully the humorous stories which may be found in the " Handbook" of our Dublin publisher before adverted to, respecting the celebrated convivial club of Dublin citizens, some of them historical personages, who established the " Kingdom of Dalkey," under the " Emperor of the Muglins," who was elected here annually, and the ceremony was duly reported in the " Dalkey Gazette." ikit many an English reader is doubtless already familiar with the incidents of these comic convivialities, from the preface to Moore's last edition of his works, wherein the bard tells us how Incledon was, on one memorable occasion, knighted as '^ Sir Charles Melody " by the " August Muglins," who, the following morning, offered a large reward in cronebanes (Irish halfpence, so called) to the finder or finders of his Majesty's crown, which, owing to his having " measured both sides of the road " in his pedestrian progress on the preceding night, had, unluckily, fallen from the royal brow. A casual inspec- tion of Dalkey will also be pertinent in these times of warlike apprehension, not only because the diminutive island was once defended by no less than seven castles, three of which remain, but because the traveller, fresh, mayhap, from Cockneydom, will here have an opportunity of making an acquaintance with martello towers — once considered to be a potent repellant of external aggression, and which may again, probably, become popular as a. specific against invasion, in connection with militia bills, and other bellicose parliamentary contrivances for keeping the foreigner abroad. On landing from the steamer, the tourist will proceed to the Kingstown terminus of the Dublin and Kingstown Railway — a very elegant granite building. This line, in length six miles, was the first, and for many years the only railway constructed in Ireland. It was opened for public traffic in 1834, and became and continues one of the best paying lines, proportionate to its length, in the world. Its gauge, an exceptional one in Ireland, as already stated, is 4 ft. 8iin. ; and its cost, with appointments complete, has been about 63,000/. per mile. The passenger trafiic is immense, espe- cially in the summer, and the high dividends are perpetually provoking an agitation for a reduction of fares. There is nothing in the work or in the country traversed calling for special remark. The English tourist, however, will notice at once the difference in the Irish railway carriages, the second class being superior to those which he has been accustomed to on the English lines. Arrived at the Dublin terminus, a plain, but well-arranged station, at Westland liow, we first make the acquaintance of the Irish jaunting-car, national and peculiar in itself, in its horse and in its driver, and long dissertations on whose characteristics form prominent features 16 inisii touuist's handdook. in every English description of Ireland. We shall not, however, follow precedent in this instance ; but merely adduce the testimony of the noble Chief Commissioner of Woods and Forests to the excellence of these vehicles. Lord John Manners, in his tour in Ireland during the famine, having occasion to visit his friend, Mr. Augustus Stafford, M.P., the present Secretary to the Admiralty, at his beautiful seat of Cralloe, County Clare, on the Shannon, near Cratloe Keel Castle and Cratloe Beg, two of the ancient towers of the O'lh'iens, says : — " Having selected a good horse and car from the nearest stand in Sackville-street, and packed portmanteaus, servant, and self upon it, off we set for the ^Vest. To my fancy, there is no such agreeable method of travelling as this sort of posting ; you enjoy the fresh breeze, have an uninterrupted view of the scenery, can jump off and on as you please, do as you like, and withal get over the ground very quickly. The distance and the pace at which one horse will take a heavily laden car are astonishing to an Englishman. Four of the stages I came were above eighty English miles ; the first stage was twenty, which was done in two hours an