Monmouthshire Merlin

DR. LIVINGSTONE'S EXPEDITION. The following are extracts from letters just received from Dr. Livingstone :— "RIVER SHIRE, OCT. 10, 1859.-We have traced this river up to its point of departure from the hitherto undiscovered Lake Nyassa, or Nyinyesi. This discovery iu a direction I never contemplated exploring, is of more importance than at first sight appears, for it opens a cotton-producing country of unknown extent, which really seems superior to the American, for there are no frosts to endanger or cut off the crops, and, instead of the unmerciful toil re- quired in America, one sowing of foreign (probably American) seed, already introduced by the natives themselves into several districts, serves for three years' crops, even though the plant is annually burnt down. There may be evils to counter-balance these advan- tages, but I am as yet ignorant as to their nature. We found that the Shire, which is easily navigable for 100 miles above its confluence with the Zambesi, has only 33 miles of cataracts above 15 deg. 55 min. south latitude, when the river becomes placid again, and continues so right into Nyassa, in latitude 14 deg. 25 min. south. The land above the cataracts and east of the Shire is arranged in three terraces of different heights. The lower, or that of the valley of the Shire, is about 1,200 feet high, and exactly like the valley of the Nile at Cairo. The second is three or four miles broad, and over 2,000 feet in altitude; while the third is over 3,000 feet at its western edge, and some twelve or fifteen miles broad. These ter- races are wonderfully well watched with running rills of deliciously cool water. There is also considerable cultivation of cotton of the indigenous kind, which requires to be sown annually. s We travelled in the hottest season of the year, or that called in West Africa 'the smokes,' when, from the burning of tens of thousands of tall grass, the atmosphere takes the appearance of a partial London fog The valley of the Shire was then very hot and stifling, but one day's march took us up to a third terrace, where it was delightfully cool. On this terrace, which is about equal in latitude to Table Mountain at the Cape, long talked of as the highest in South Africa, rises Mount Zomba, which we ascended, and found to be between 7,000 and 8,000 feet in altitude. Here, though it was cold, there is con- siderable cultivation, though not of cotton. I men- tion these peculiarities of the country that you may perceive we have considerable changes of climate within a few miles of each other. These would keep Europeans well, and we flatter ourself into the belief, from which a percentage may be deducted, that we can cure fever, even in the lowlands, without, in general, great loss of strength to the patient. We have not, thanks to Heaven, lost a single man yet, though, from the leaky state of our vesel, we could never keep any water from our beds, and have long laid on damp rotten cushions. A common road could easily be made past the cataracts, and a small steamer made to unscrew could be re-placed on the lake. If I do not form too high an opinion of myself, I think I am not visionary, I resisted all the offers of speculators and company-formers while at home, be- cause, though I had passed through a portion of this same field, I did not see how it could be approached at once. When I described the parts I had seen far to the west of this, with vegetation and soil identical, the idea of large sandy districts in Inuer Africa was so firmly imbedded in the public mind, that I could easily see I was barely believed. Hence my desire to have other witnesses. Now I have had C. Living- stone, Dr. Kirk, and Mr. Rae, all of whom have tra- velled extensively, and they declare that they never saw such a well-watered country anywhere. "The laud beyond Zomba contracts into a narrow isthmus between the lakes Shirwa, or Tanandua, and Nyassa. The former we found to be about 90 miles in length, but no one could tell us where the head of Nyassa lay. There was a swell on it as on the sea, though there was no wind, and it gives off the Shire constantly without rising or falling to any extent. The Shire is from 80 to 100 yards wide, about two fathoms deep, and has a two-and-a-half knot current. A lake giving off such a body of water must itself be large. Where we saw it the width was eight or ten miles. The two lakes lie parallel with the east coast, and all the traffic from the central region must cross at certain fords, the chief of which is situated at the point of departure of the Shire, for there the traders can pass along the isthmus between the lakes, without embarking on either. They then diverge to Mozam- bique, tne Angotia river, and other parts. "We met a large east coast slaving party here coming from Cazembe's country with an immense number of slaves and elephants' tusks. We bought some fine specimens of malachite from them. A more blackguard looking set I never saw: they appear to be the people of the Angotia river, but were not Arabs, though somewhat like them. When they knew we were English, they slipped off by night, with probably the same opinion of us as we had of them. The Eng- lish name is well known far into the country. An English establishment in this quarter would be of great benefit, for the native traders would rather part with their ivory here, than carry it a month farther to the coast for the same prices. "It would soon develope the cotton trade, for the people around are great agriculturists, and have no cattle like the Caftres. They are quick of apprehen- sion, and we found that the suspicions of our turning out to be a marauding party were quickly allayed by frankly stating that we come to find and mark paths for our traders to come along and buy cotton. Some of the natives ran off at once to fiod the cotton for sale. But time would be required to get a firm foot- ing in the country. At present not more than one fifth of the soil capable of cultivation has been under the hoe. "A colony of our honest poor would be a great ad- vantage to both England and Africa; and were our religious as well as mercantile establishments planted simultaneously, I have no fear as to the result. I have submitted a plan to Government by which I think this new field may be occupied advantageously, and the command of a large portion of the east coast slave market obtained. This is the work which 1 pro- posed to myself when the expedition was planned. "D. LIVINGSTONE." In a subsequent letter addressed to Sir Roderick Murchson, dated November the 6th, Dr. Livingstone describes another mountainous and healthful region parallel to the Shire, lying to the east of the Lakes I Shurma and Tamandua, and Nyassa, and which, like Mount Zomba, rises to 7,000 and 8,000 feet in height. In concluding this letter, he says, develope lawful trades, including the cotton trade, in this hilly and healthful country, and slavery is doomed over a very large district."

The cricket ball that was hit out of sight in America, by one of the All England Eleven, has been found. We hear that Mr. Hughes, butcher, of Rhyl, has slaughtered a beast which bad a cricket ball in the middle of the tripe. ThiI must be the ball.

EDUCATION AND DESTITUTION. The substance of the admissions accepted, of the facts collected, and of the conclusions arrived at, as the connexion between education and destitution, may be stated under the following heads :—1. More desti- tution and suffering prevail in society than are thought to be unavoidable, if men would but rouse themselves to the requisite exertion, and did but know how to direct it 2. Among the most notable causes of destitution are ignorance, indolence, drunk. enness, dishonesty, and parental neglect. 3. Educa- tion skilfully directed and universally diffused, is capable of largely removing, if not completely ex- tinguishing, these causes of destitution. 4. Educa- tional incapacity among schoolmasters, and inability and insensibility among parents, in combination, have hitherto debarred children from education adequate, either in quality or quantity, to keep down destitution. 5. While the consequences of child-neglect have ap- pealed to the growing intelligence and humanity of society, so forcibly as to compel Government to inter- vene in behalf of children, fears have arisen not without reason, that the good accomplished has scarcely been commensurate with the magnitude of the efforts. 6. The efforts of Government having hitherto been confined to extending education as they found it, and assisting in supplying a staff of school- masters more numerous and more accomplished in teaching the minor and technical branches of educa- tion, a sensible impression upon the extent of desti- tution and parental improvidence was scarcely to be expected. The undiminished amount of these evils ought not, therefore, to discourage expectations of more favourable results from an education better adapted to form judgment and conduct, and to inspire ire schoolmasters with a more elevated conception of the work of man-forming. 7. Among the safest of courses open to Government to allay their fears of ever increasing expenses, without any corresponding abatement of destitution and parental neglect, is that of bending their efforts to bring forward a race of schoolmasters with intellects instructed and aspira- tions directed to the teaching and training of the young, especially with a view to qualify thenfto keep clear of destitution, and to do their duty efficiently by their own offspring. The Government already exercise a potent influence over two instruments for good or evil, as bearing upon the qualifications of schoolmasters—the principals of training colleges and the inspectors of schools. Let them direct this iu fluence aright; let it be known that they are as anxious to learn about modes of thought as about modes of speech-about the habits of conduct of children as about school-furniture; and after the lapse of a few years destitution and parental neglect will begin to diminish, and a diminution of Govern- ment expense will not be slow to follow. Woe to the Government and to the people who should think to escape outlay by refusing to listen to the cries of neg- 9 t) lected children, in the hope that destitution and parental improvidence will disappear of themselves. —The Friend of the People.

THE LATE STRIKE IN THE BUILDING TRADE. THE NINE HOURS MOVEMENT. The following circular has just been issued :— THE CONFERENCE OF THE UNITED BUILDING TRADES TO THE WORKING CLASSES OF THE UNITED KINGDOM. Gentlemen,-The conference beg to inform you that they paid the last dividend to the late lock-outs on Monday, Febuary 27, and intend publishing, in the course of a few weeks, a balance-sheet of the receipts and expenditure of all moneys received by them on behalf of the lock-outs. We avail ourselves of the opportunity thus afforded for the purpose of once more reiterating our grateful sense of your kindness in supporting your London brethren throughout the long and arduous struggle with their powerful antagonists. To this generous and chival- rous conduct of yours the victory which has just been achieved is solely attributable. Without the aid of their brother workmen throughout the country, the utmost exertion of fortitude and self-denial on the part of the lock-outs would have been impotent to induce the associated master builders to abandon the odious document. Be pleased, therefore, once more to accept our deep and heartfelt thanks for the sacrifice which you have made for the defence of the fiercely-assailed rights of your class. These sacrifices so cheerfully made, and the triumph which they have enabled us to win, we hail as the earnest of that complete victory of labour over its present oppressors which we believe the future to have in store for us. It now only remains for us to consider what ought to be our future course with regard to the question out of which the contest just concluded had sprung. You are aware that in order that the whole available energies and resources of the working classes might be concentrated on a single point namely, the defeat of the odious document, it was deemed expedient that the nine hours movement should for a time be suspended. Are you of opinion that this movement should now be revived ? And, if so, what steps are you prepared to take for giving effect to this opinion ? It is hardly necessary to remind you that, without organization, the working classes are powerless and at the absolute mercy of their employers. You are equally well aware that it is a great deal easier to preserve an organization already in existence than to create a new one. Now, the organization which has managed the struggle just brought to a close is, even on the admission of its enemies, tolerably efficient. It is no doubt susceptible of improvement, but, as it is, it has succeeded in rendering some valuable service to the cause of labour's independence. Through its exertions, the country at large has to a great extent been enlightened as to the nature of working-class grievances. The most artful and dangerous of the sophistries and misrepresentations by which the public mind has been duped and misled have, by the en- deavours of the conference, been torn to pieces and rendered all but inocuous for the time to come. That conference is now wiser, and therefore stronger and more efficient than ever it was, chiefly owing to the dear-bought experience of the last six months. It now remains with you to determine whether this experience is to be thrown away by the dissolution of this organization; or whether by your continued support, in the shape of a small weekly subscription, it shall persevere in the prosecution of the great. work for which it was called into existence, and in the accomplishment of which the whole of the in- dustrial trades are deeply interested. These considerations we beg to submit to your judgment, confident that your decision, whatever it may be, will be dictated by the desire to adopt that line of conduct which you conscientiously believe to be best calculated to promote the welfare of your order. An early reply is respectfully solicited. "In the meantime, I am, on behalf of the United Building Trades, yours respectfully, "GEORGE POTTER. 11, Rochester-terrace, Rochester-row, West- minster, S.W., London, March 10."

The inquiries ordered by the Board of Trade re- specting the foundering of the Ondine" steamer, after being in collision in the Channel, and the stranding of the ship Earl of Eglinton," have been abandoned. The gentlemen of the press have had a strike at Dudley. It appears that a body of the Dudley trades- men got up a dinner on the occasion of the elevation of Lord Ward to the Earldom of Dudley, and his Lordship, with the Hon. Dudley Ward, were the guests of the evening. For six reporters the trades- men very liberally provided dinner down stairs;" they could not atford to treat the gentlemen of the press to the dainties of the season," on which the upstairs people were regaling; and so the gentlemen of the press paid for their own dinners, and closed their reporting books. They very properly concluded that people who could not conduct themselves with ordinary civility were not likely to utter a word of ordinary sense, and so they struck work, to the horror of the committee of Dudley tradesmen. The will and three codicils of Thomas Wood, Esq., of Littleton, Middlesex, Colonel of Her Maje ty's Regiment of East Middlesex Militia, and Aide-de- Camp to Her Majesty, were proved in London, by his eldest son, Major General Thomas Wood, the sole executor, the personalty being sworn under £25,000. He has devised his real estates in Cardigan to his eldest son, and has divided his property amongst his other sons and his daughters, to whom liberal legacies and annuities are bequeathed, and a year's wages to all his servants.—Illuitrated London News.

i I- COLEFORD, MONMOUTH, USK, AND PONTYPOOL RAILWAY. I FROM MO., MOUTH TO LlTfLE MILL. FROM LITTLE MILL TO MONMOUTH. WEBK DAYS I SUN- PAYS. I WEEK DAYS. SUNDAYS. STATIONS. 1,2,3 1.2,3 :1,2,3 .,2,3 1,2,3 12.3,jj",2,3 .1,2,3 1STATIONS. )l,2,3 !>, 3, 1,2,311,2,3 1,2,3,il,2.3 1,2,3 11,23,123 Monmouth 8 20 — 20 — 5 45 — 9 15 50 —ILittle Mill June; 10 5 — if 15 7 25 10 407 5 Dingestow 8 31 — 2 12 — 5 56 — 9 26 5 11 — lUsk 10 35 — — 4 25 7 35 — 10 55,7 20 — Raglan Roa 8 49 — 2 30 — 8 14 — 9 44 5 29 — ILlandenny 10 46 — — 4 35 7 45 — jl 5 7 30 Llandenny 8 54 — 2 35 — 6 19 — 9 49 5 34 — /Raglan Road 10 50 — — 4 40 7 50 — 11 JO 7 35 — Usk 9 51 — 3 0 — 6 30 — 10 0 5 45 — IDingestow 11 10 — — 4 58 8 13 — II 287 55 Little Mill Juncl 9 15 — 3 20 — 6 40 — 10 [5 5 551 — I vi onmniitli 11 25 — — |5 10 8 25 — II 40\S 5

SOU T H W ALE S h.1.l.L ,V A Y FROM PADDINGTON TO NEW AiILFOltD (MILFORD HAVEX). Wf. 1. K DAYS. SUN DAYS lst2U lstaa 1st <4j L.xp.i lst2d; Mail. lst2dTut^a l»t2d Mail STATIONS. & 3rd & 3rd lstid, 2nd lst*2dj&3rd Ist2d :st2d(lst2d Ist2d & 3d & 3d & 3d lstScl class, class, class.' class, jclass. class.;class. class, class, class, class, class, class class. f addinirtni! A'M" A'M' A"M* A-M- A.M. A.M. P.M. P.M. [P.M. A.M. A.M. A.M. P~M~ addington — — 6 0 9 30 7 15; 10 30 2 0 4 50 8 10 — — i> « 2 n r*1?, L futrv* — 9 20 II S5 12 0j 1 35 4 30 (i 52 10 4? 1 5 I 1 Cheltenham Departure for South VV ales 6 30 10 30 13 IS. — 3 0 6 lo! 7 30 12 0 8 50 2 30 a M (-■loucester Departure Ki; 1 in 1 i „ or. „ I, « A.M. Newnham ™ 1 •»! — ■» 2.o — b 20.. 2 15 — 9 2C 3 0 iM« z m =, g = z •» = ■« = z III = = = il! = z^'ti z ASJ.r: R IS rij,; •» r • g; z »_»« JJ « >•« E?rdflf!' T]"V tf 95 — I 25 2 41- — 5 53i — 9 54; 4 12 7 2ti 12 3 5 29 4 12 Lly lorLlandaff — 9 10 — I 30 — — 5 S8j — 7 J2 12 9 5 <u Llantrissa.it 9 34 1 54 6 20i -|10 14 4 34 7 5b 12 33 5 55 4 3, Brldtret"t — 10 0 — 2 22 3 10| — e 53j — 1.0 2? 4 .V»« 8 'jl 57 B •>« J Port l'albot 10 29 2 Si 3 28j 7 *1 |C 50| 5 18 S AO lit, „ 5o 5 18 Briton Ferry — 10 37 — 2 59 — — 7 3U — — — j 8 57 '3;; 7 — j0 47 3 t>j 3 *0, — ,7 40: — u 4| 5 33! y 41 717 t Swausea 8 0 |1 0 4 « J 5« —17 5«! — 11 25! 5 37? 9 38 2 G 7 52 5 37 £ laael,y 8 37 11 48 4 45 4 30 -18 43;- 6 t7'U0 13 824617 Carmartnen 9 5 |2 8 — 5 uj 5 O — 9 40; — — 6 i0in m 9 Haverfordwest 10 32 I 46 — 6 45 6 10 — — — — ,s i 11 — ln L ,f New Milford II 0; 2 15t — 7 lo! 6 30l — — 36! 'j. FROM NEW MILFORD (MILFORD HAVEN) TO PADDINGTON. WEEK DAYS. SUNDAYS. Kxp. l8t2d Kxp. 1st sc Ist2d Mail. \st2d Ist2a||st2d ilst2d,Mail lst2d STATIONS. !st2di& 3rd lst2d lst2d 2nd Ist2d & 3rd lst2d 3c3rd 3rd; & 3rd & 3rd1 lst2d & 3d claaa..class, class, class, class class, class, class, class, class, class. classJcUss.'class v- j A.M.I A.M. A.M. A.M. A.M. P.M. P.M. P.M. P.M~ ATm7 A. M AV" TTT TTR* New Milford 2 45 8 25 in 40 4 26 6 30 -1| '5 Mj Haverfordwest 8 fl0 ,1 5 4 50 6 51 -III 5 4 5 0 Carmarthen 3 52 6 5 9 45 12 8 5 44 8 0 2 g £ lanel'y 7 2 10 50 1 14 641 0 i ,« 6 « 7 ri ^"Sea 4 45 7 25 10 SC 11 18 1 40 7 0 9 3y 8 50': 2 lo 7 0 7 50 Seath — 8 0 II 0 11 45 — — 2 10 7 31 — — 9 1535. 7 Briton Ferry 8 8 1- e — 2 17 — 9 92! 2 37 » l> £ 0rt.Talbot 8 21 11 14 11 50 2 27 7 42 9 30i 2 U 7 421 8 30 Bridgend 6 23 9 0 II 44 12 18 — 3 5 8 7 J0 2! 3 13 a J a 5S Llantrissaut y 25 li 12 12 «>7 .X nZ\ I /l 8 Ely for — 9 49 !2 33 — — — 3 55 — — {n fs 5 8 "7' I Mardi5fi".V 6 0 9 50 I 0 12 49 4 2 8 49 8 0|| 0 8 49! 8 Marshfield — 10 8 1 13 — — — 4 17 & ?8 Newport « 28 10 30 I 33 I SO — — 4 39 9 13 — S 27 1 23 t 3K qTVi'n J- Llanwern — 10 35 1 43 — — — 4 47 c 1 4 9 13 M«gor 10 <6 I 53 4 58 8 44 Z f 54 Portskewet — 10 56 2 0 — — — 5 10 — — 8 54 — t I Chepstow 6S3|1 9 2H 1 46 5 23 9 47 9 6 — | 16 9~47 Sydney 7 8 11 29 2 46 — — — 5 43 10 5 — S Si — r m r! Nfwnham 7 23,11 50 3 5 — 6 5 19 21 948 -'5 56 10 21 Gloucester 55112 40 3 43 2 42 — — 6 55 12 40 — 10 25 — « •>? rn jl Cheltenham Arrival from South Wales 8 20j 1 20 4 10 3 20 — — 7 20 12 35 lo 30 7 1? Swindon ..Departure 9 25 2 40 6 1»| 4 15 — — 8 35 2 25 12 25 a it Haddington 1 i 101 5 0 9 2.V 6 0 — — 10 45 4 45 4 jq J,

NEWPORT, ABERGAVENNY, ANDHEREFORD RAILWAY FROM HEREFORD TO NEWPORT. WP-EK DAYS. SUJJOAYS. 1,2,3, 1,14,3, 1,2.3, lixp. i,2,3,11.2,3, 1 cC 2 1^2,3. 1,2,3. 1,^3. 1,2,3 STATIONS. class, class, class, class, class.|class.;class, class, class, class, ciass. rr <• j a. m. a. 111. a. m. a. m. p. m. p. m. p. m. a. m. p. m. a. m. „ m Hereford — 8 0 9 30 12 45 2 50 — 6 55 9 0 — 5 30 Tram Inn — 8 11 9 50 — 3 0 — 7 6 9 12 — 5 43 St Devereux — 8 18 10 5 — 3 7 — 7 13 9 19 — 551 Tram Inn. 8 II 95C 3 0 7 6912 543 St Devereux 81810 Õ 3 7 713 919 551 Pontrilas — 8 28 10 25 1 0 3 17 7 23 9 29 6 2 — Pandy — 8 40 10 46 — 3 30 — 7 3.5 9 42 — 6 15 — Llanfihangel — 8 47 10 00 — 3 37 — 7 42 9 49 — 6 21 — Abergavenny — 9 0 11 15 1 28 3 49 — 7 55 10 3 — 6 36 — Penpergwm — 9 8 11 25 — 3 57 — 8 3 iO 11 6 44 — Goitre — 9 15 11 37 — 4 4 8 10 10 19 — 6 61 — Little Mill — 9 22 11 50 — 4 10 6 45 8 17 10 26 6 58 — 1'ontypool road Arrival — 9 30 12 U 1 50 4 18 6 55 8 26 10 32 — 75 — Pontypool road Departure — 9 40 12 10 — 4 '23 8 25 10 35 — 715 Pontypool — 9 45 12 15 — 4 28 — 8 30 10 40 — 7 20 Crumlin — 9 55 12 30 — 4 40 — 8 45 10 65 — 7 jt Tredegar Junction — 10 5 12 40 — 4 48 — 8 53 11 g 7 Rhymney Junction. — 10 10 12 ÕO 463 8 5811 12 7 60 Llancaich — 1020 1 0 5 1 9 t 112:2 — Rfi — Quaker's Yard. — 10 30 1 10 — 5 9 9 U II 35 8 10 4 Troedyrhiew — 10 43 4 2 — — — 9 3i 11 48 8 w Merthyr Arrival — 10 50 4 10 — 5 25 — 9 4Q j gg 8 35 Poninewydd .» 9 50 12 25 — 4 28 8 35 10 41 7 20 Nowport — 10 0 J2 40 2 0 4 38! 7 30 8 45 10 50 — 7 30 FROM NEWPORT TO HEREFORD. WEEKDAYS. SVNVAYH. 1,2,3 1,2,3, 1,2,3, 1,2,37 I & 2 1,2,3, 1,2,3 1,2,3, l,V, STATIONS. class class, class, class, class, class, class, class, class, class, class. a- ra- a* a f P■ m- P- m. p. m. a. m. p. m. p. m. a. in. a. m. a m. a. m p. m- P- m. p. m. a. m. p. m. p. m. m. Newport — 7 50 9 0 11 10 3 0 6 30 — 10 0 — 5 30 — Pontnewydd — 8 0 — 11 20 3 10 6 40 — 10 10 — 5 4C — Merthyr Departure — — — 10 10 1 45 5 40 "gTfs 4 45 ~~ZT Merthyr Departure — — — 10 10 1 45 5 40 "gTfs 4 45 ~~ZT Troedyrhiew — — — 10 19 1 53 — — 9 23 — 4 55 Quaker's Yard — — — 10 40 2 15 5 55 — 9 33 — 5 6 Llancaich •• — — — 10 47 2 25 6 5 9 4-> 5 14 Rhymney Junction — — — 10 57 2 35 6 15 — 9 Si 5 24 Tredegar Junction.. — — — 11 1 2 46 6 20 — 9 57 5 29 Crumlin — — — 11 12 3 O 6 30 — lo 7 6 3t Pontypool — — — U 25 3 15 6 42 — 10 20 — 5 50 — Pontypool road Arrival — 11 32 3 20 6 49 — 10 25: — 5 5 £ — Pontypool road Departure — 8 10; 9 35 11 37 "3 23 6 53 ~3" fo^! Z_ TTz, Little Mill. 8 Ii 945 H 45 3 31 7 0 10331 6 3 — Goitre — 8 24 — 11 52 3 39 — — 10 40 — 6 9 — Penpergwm — — 8 3- — 12 0 3 47 7 14 — 10 48 — 6 17 Abergavenny — 8 42 — 12 10 3 58 7 22 — 11 0 — 6 28 — Llanfihangel — 8 52 — 12 20 4 8 — — II 11 — 6 3^ Pandy — 8 59 — 12 27 4 15 7 37 — 11 18 — 6 4b — Pontrilas — » 11 — 12 38 4 2- 7 4S — 11 32 St. Devereux — 9 20 — 12 48 4 37 — —11 42 — 7 — Tram Inn. — 9 28 •— 12 54 4 46 — — n 501 7 It Hereford — 9 4' —• 1 t 4 55 8 10 — 12 oj — 7 30

SHREWSBURY AND HEREFORD, MANCHESTER, AND LIVERPOOL RAILWAYS FROM MANCHESTER AND LIVERPOOL FROM HEREFORD TO MANCHESTER TO HEREFORD. AND LIVERPOJL WEEK DAYS. SUNDAYS. WEEK DAYS, SUNDAYS. 1>2»3 lst2d, 1, 2,3 lst2d 1, 2,3 1,2,3 Ist2d"lst2d lst2d lst2d 1, 2,3 lst2d STATIONS. Mail, class class class class Mail, ciass STATIONS. class class class class' class class class a. rn. a. m. a. m.ja. m. p. m. a. m. a. m. a. ni. a. nt. p. m. p. m. p. m. p. m n itT Manchester departure — — 6 45 — 10 0 — — Hereford departure — 9 50 2 40 5 20j 8 20 8 20 Warrington — — 8 8j — 10 5C — — Leominster — 10 25 3 15 5 56 8 47 8 47 Chester arrival — — 8 50| — 11 45 — — Ludlow 7 55 10 55 3 42 6 22| 9 5 9 R Li^r^moT..TTTrTdTparture 8 o| 9 30 1~45 TTo Shrewsbury arrival 9 10 12 20 4 55 7 3o|:0 0 10 0 Birkenhead „ — — 8 20 9 50 2 5 — 8 59 shrewsbui-v departure 10 35 12* (k r ,K 2 ^1,, a.m. —— Chester — — 9 0 10 45 2 45 — 9 50 ShrewsDuiy .aeparture JO U 2a 5 15 7 40 11 7 9 25 5 5 Wrexham 9 25 11 16 3 10 — 10 29$refham ^4 } 5 J 8 20, 10 26 6 6 Llangollen Road 11 89 10 55 ^Yer t 24 8 4912 12 10 48 6 30 Shrewsbury arrival 10 30 12 35 4 15 U 50 £ amval 5 6 50 9 15,12 35 11 20 7 5 EXP. 1,2,3 1 5 2 40 7 30 9 45 5 15 11 55 8 10 Shrewsbury .departure 3 15 8 0 10 40 12 40 4 20 3 15 — Liverpool ^arrival 1 25 3 0 7 50 10 5 5 35 12 15 8 30 Ludlow 4 45 9 20 11 40 1 47 5 50 4 45 — Chester departure 12 15 0 30 — — 7 0 6 0 — Leominster 5 i5 9 52 12 .» 10 6 25 5 15 — Warrington 1 5 6 10 — — 7 45 6 50 — Hereford arrival 5 4610 40 12 40 i 4U b do 5 45 — Manchester arrival 2o?0 — — 8 40 8 10

GREAT WESTERN RAILWAY. LONDON TO BRISTOL. — — WEEK DAYS. I SUNDAYS. 1 & 2, 1,2,3 1&2 1& 21&21&2 1 2 1^21^3 F& 2 STATIONS. class, class. EXP. class, class, class, class, EXP. class, class, class „ a. m. a. m a. i< a m. a. m p. m p. ni. p. m p. m.'am n m~ London (Paddington Departure 6 0 7 15 9 30 10 3011 45 2 0 3 0 4 50 8 10. 8 0 2 6 Beading 715 9 10 10 20 11 45 12 45 3 3 4 28 5 40 9 lo! 9 40 3 23 Didcot 8 0 10 55 10 45 12 20 1 15 3 35 5 12 6 5 9 45 10 40 4 3 Swindon 1 Arrival 9 5 12 0 11 20 1 15 1 50 4 10 5 55 6 40 10 35:11 50 5 0 { Departure 9 1512 25 11 30 1 25 2 0 4 20 6 5 6 CO 10 45 12 20 5 10 Chippenham 9 55 1 10 11 57 1 53 2 27 4 50 6 35 7 15 11 18 1 5 5 39 Bath 10 30 1 45 12 20 2 20 3 55 5 20 7 10 7 35 11 50 1 45 6 15 Bristol 11 0 2 25 12 40 2 45 4 30 5 45 7 35 7 55 12 20 2 25 6 40 BRISTOL TO LOiSDOiN. WEEK DAYS. SI; D.\ys. 1 st2d 1,2,3 lst2d jlst2d lst2d lst2d!l,273 lst2~ STATIONS. tXP. MAIL cla3S class class E p. class class class?class clas a. m. a. m. a. m. p. m. p. m. p. m.p. m. p. m. p. m.'aTm. pTni. Bristol.Departure 8 510 0\11 1012 15 1 0 2 551 4 20 6 451245\10 0 6 30 Bath 8 25 10 20 11 35 12 50 1 24 3 15 4 48 7 15 1 1010 40 7 0 Chippenham 8 50 10 60 1 0 1 30 1 58 3 40 5 25 7 55 1 40 11 30 7 35 Swindon kArrival 9 15 11 20 1 30 2 15 2 28 4 5 6 0 8 25 2 15 12 15 8 5 < Departure 9 25 11 30 1 40 3 0 2 40 4 15 6 10 8 35 2 25 12 25 8 15 Didcot 9 57 12 20 2 25 5 10 3 25 4 50 7 5 9 25 3 5 1 28 9 10 Reading 10 23 1 0 2 55 6 5 4 0 — 8 0 9 55 3 35 2 20 9 45* London (Paddington) 11 10 2 25 3 60 8 10 5 0 6 0 9 25 10 45 4 45 4 10 10 45

BRISTOL AND EXETER RAILWAY. FROM BRISTOL TO EXETER WEEK DAYS. SUNDAY. lst2d 1,2,3 lst2d| ilst2d lst2d lst2d l3t2d 1,2,3 STATIONS. MAIL MAIL class class class! EXP. jclass MAIL class class EXP. class MAIL class class a. ni. a. 111. a. in. a. m. a. m. p. m.'p. m. p. m. p. m. p. m. p. m. p. m. a. m. p. ni. p- m. Bristol Departure 12 40 6 45 8 0 9 40 11 30 12 50 1 20 3 0 4 40 6 0 8 0 8 15 6 45 — 6 50 Nailsea — 7 0 — 9 57 11 50 — 1 35 3 16 4 53 — — 8 30 7 0 — 7 8 Yatton, Clevedou Junction — 7 10 8 18 10 8 12 5 — 1 45 3 27 5 2 6 20 — 8 40 7 10 — 7 22 Banwell — 7 18 — 10 15 12 12 — 1 53 3 34 5 9 — — 8 45 7 18 — 7 36 Weston Junction 1 25 7 26 8 30 10 27 12 20 — 2 0 3 45 5 18 6 31 8 30 8 50 7 25 — 7 45 Highbridge — 7 40 8 50 10 44 12 42 — 2 20 4 2 — 6 47 8 45 — "40 — 85 Bridgwater 1 50 7 55 — 11 0 12 55 1 38 — 4 19 — 7 2 8 55 — 7 55 — 8 28 Durstou Arrival — 85 — 11 16 15 — — 4 32 — 7 14 — — 85 — 838 Taunton 2 15 8 19 — 11 31 2 5 1 55 — 4 44 — 7 28 9 15 — 8 19 — 8 53 Wellington 2 30 8 33 — 11 50 2 23 — — 5 0 — 7 42 — — 8 38 — 9 10 Tiverton Junction 2 50 8 55 — 12 19 2 53 — — 5 26 — 8 6 — — 8 55 — 9 35 Exeter Arrival 3 20 9 35 — 1 0 3 35 2 45 — 6 10 — 8 4610 5 — 9 35 — 10 20 FROM EXETER TO BRISTOL WEEK DAYS. ¡¡USDA YR. ,lst2d lst2d lst2d Ist2d lst2d lst2d 1,2,3 lst2d ist2d lTVUstM— STATIONS. class class class class class EXP. MAIL class class class class MAIL elasslclaaa MAIL' a. m. a. ni, a. m. a. m. a. m. p. m. p. m. p. m. p. m. p. m. p. m. p. m. a, m.'p. m. p. m. Exeter Departure — — 7 10 10 0 11 50 12 53 3 30 5 3o — 8 0 9 45 6 0: 3 30 9 45 Tiverton Junction — — 7 42 10 2912 28 — 4 2 6 12 — 8 32 10 12 6 40: 4 210 12 Wellington — — 8 0 10 49 12 58 — 4 18 — 6 37 — 8 55 10 33 7 o| 4 1810 33 Taunton — — 8 16 11 5 1 40 1 33 4 33 — 6 5j — 9 10 10 50 7 15 4 33 10 50 Durston Departure — — 8 2611 19 1 54 — 4 i5 — 7 — — 7 25! 4 45 — Bridgwater — — 8 36 U 331 2 9 1 5- 4 59 — 7 23 — 9 37 11 15 7 40 4 59 11 15 Highbridge 6 40 9 5 8 50 11 4J 2 28 — 5 .0 — 7 40 — 9 50 — 8 4 5 10 — Weston Junction 6 59 9 19 9 912 7 2 5» — 5 25 — 8 0 — — 11 40 8 28 5 25 11 40 Banvell 3 4 — — 5 g y g Yatfon, Clevedon Junction 7 15 9 37 — 12 22 3 14 — 5 40 6 20 3 18 9 40:10 25 — 8 50 5 40 — Nailsea 7 24 9 45 — — 3 23 — 5 55 g 35 8 28 — — — 9 4 5 55 — Bristol Arrival 7 40 10 5 9 45 12 45 4 0 2 43 6 15 6 55 8 50 10 lOjll 0 12 25 9 30 6 15 12 25

SOUTH DEVON RAILWAY. FROM EXETER TO TRURO. WEEK DAYS. SUNDAYS. MAIL 1,2,3, MAIL 1,2,3. EXP. 1, 2 1, 2 EXP. 1, 2 ,1,2,3 MAIL 1,2,3 1,2,8 STATIONS. a. m. a. m. a. m. p. m. p. m. p. m. p. m.|p. m. a. m. a. m. a. m. p. m. p. m. Exete 3 30 6 45 9 45 1 10 3 15] 4 20 6 30'10 10 3 30 6 45 9 45 — 6 30 Teignmouth 4 3 7 30 10 2j 2 2 3 50 5 3 7 15 10 45 4 3 7 30 10 25 — I 7 15 Plymout 6 5 9 55 2 20 — 5 25) 7 30 9 25112 10 6 5 9 35 2 20 — I 9 25 Truro 8 55 12 40 5 5 — ^_30|lo 201 1 — 8 55 — 5 5 — I — FROM TEURO 1U EXETER. WEEK DAYS. SUNDAYS. 1,2,3 1, 2 EXP. MAIL11,2,3j 1, 2 11,2,3 MAIL1,2,3 1, 2 |1,2,3. 1,VT*A7I TATIONS. a. 111. a. in. a. 111. noonla. m. p. m. |p. m. p. m. a. m. a. m.ip. m. p. m. p m. Truro — 6 45 8 16 — ill 0 — J — 6 55 — 6 45 — — — Plymouth 6 40 8 55 10 40 12 40 2 15 5 5 — 7 10 6 <«> 12 40| 2 25 — 7 10 T«igmao*th 8 35 10 60 12 7 2 27 4 20 | 6 55 7 47 8 52 8 35 2 271 4 27 — 8 J2 £ a«to w M 9 30 i: » 12 45 3 101 5 101 7 40| 8 34 9 »T 9 3 101 » 16l — 936

WESTERN VALLEYS RAILWAY. FROM NEWPORT TO XANTYGLO AND EBBW VALE. WEEK DAY SUXDAYS *TVTION». I, 3,: 1, H 1^2, 1,2,3,1,2,3 .R I A-M* I NOON. I P.M. A.M. P. M Newport,Dock-street. 7 0 12 0 5 SO 8 30 515 Bassalie- Junction 7 12 12 13 1 5 43 8 43 5 28 ^DEE •••••! 17 12 IS 48 8 48 5 S3 Kisca 7 12 27 o 57 8 57 5 42 Cro.»s iveys 7 32 12 34 6 4 9 3 5 48 Chapel Bridge 12 39 « 9 9 7 5 63 AT»er<-arn 7 42 12 44 C 14 9 13 5 58 Newbridge 7 48 12 50 6 20 9 19 64 i 7 63 12 55 G 25 9 24 6 9 LlanImleth 1 2 6 32 9 31 6 16 Aberbeeg Junction. 8 6 1 10 6 40 9 38 6 23 Abertillery 8 14 1 18 6 4« 9 46 6 31 »LAINA 8 24 | 1 29 6 59 9 57 6 42 Nantyglo 8 32 1 37 7_J_ 10 _5 6 50 •lberbeeg Junction ..j 8 6 1 10 ~6~40 "1T38 \~6 23 CWM 8 17 1 21 6 51 9 49 6 34 Victoria 8 24 1 29 6 59 9 57 6 42 Ebbw Vale 8 3^ 1 37 7 7 10 5 6 £ 0 On Saturdays, an additional Train leaves Newport at 7.30 P.M., lor Crumlin, calling at inte) mediate Stations. FROM NANTYGLO AND EBBW VALE TO NEWPORT. WLIRK A.Y8. SUNDAYS STATIONS. JL, 2,3 l, 2, J 1,2,3 1,2, 3 17^3 A.M. P.M. A.M. P.M. EbbwVale 8 45 2 LC 7 20 LO 25 7 10 Victoria 8 52 2 22 7 27 10 32 7 17 Cwm G OS 2 26 — 10 38 7 23 Cwm G OS j 2 26 — 10 38 723 Aberbeeg Junction.. \) 8 2 38 7 42 10 48 7 33 N.mt)glo 1~45 JTIO Till wž5"7w air.a G 51 2 2L 7 26 10 31 7 16 Abertillery. 8 58 2 28 7 33 10 38 7 23 A.berueeg Junction 9 8 2 3* 7 42 10 48 7 33 Llanhilleth 9 14 2 44 — 10 64 7 39 Crumiin 9 20 2 51 7 51 11 1 7 46 Newbridge. 9 25 2 56 7 56 11 6 7 51 Abercarn j 9 30 3 2 8 2 1112 767 Chapel Bridge 9 35 3 7 — 11 17 8 2 Cross, Keys 9 40 3 13 8 11 11 23 8 8 Risca 9 47 8 20 8 18 11 30 8 15 TYDEE 9 56 3 30 8 28 11 40 8 25 Bassalleg Junction. 10 3 j 3 37 8 35 11 47 8 32 Newport, Dock-street 10 15 3 50 8 48 12 0 8 45

,EASTERN VALLEYS RAILWAY. FROM NEWPORT TO BLAENAYOX WEEK. DAYS. SUNDAYS. en i* ■ =& «r,<*5 • <. (O (D nr -00 STATIONS. jg-3 1,3-3 S"3 j-o [^-•a j-'S Lr? JJeo ^cts A.M &.M. IP.M.'P.M.IP.M. A.M. P.M. P.M. Newpcrt 9 0| 1 36I5 0; — |8 0 9 30 — 8 0 Llantarnam.. 9 61 1 41 5 6 — !8 6 9 36 — 8 6 Llantarnam.. 9 61 1 41 5 6 — !8 6 9 36 — 8 6 Cwmbran.| 9 LOI 1 45;5 10 — 8 10 9 401 — 8 10 Pontnewydd.. 9 141 1 49;5 14, — 8 14 9 441 — 8 14 Pontrhydyrun 9 18 1 63|5 18 — 8 18 9 48 — 8 LA Pontypool 9 35 2 10 5 35 — 8 35 10 5[ — 8 35 Pontnewynydd 9 39 2 14 5 39 — 8 39 10 9 — 8 SD Abersychan. 9 44 2 19 5 44 — 8 44|10 14 — 8 44 Cwmavon 9 52 2 27 5 52 — 8 O2|lO 22 — 8 62 Blaenavon .110 Q| 2 35 6 0 — 9 O|IN 301 — 9 Q FROM BLAENAVON TO NEWPORT. WEEK DAYS. SUNDAYS. 1*1- STATIONS. £ 0 J -T; -RA R'Q oo ,2 co co A.M. A..M.|p.M* P.M. P.M. A.M. P.M. P.m. Blaenavon 7 30 11 301 3 0 6 30 — 8 0'4 30 — Cwmavon 17 38111 38 3 8 6 38: — 8 8:4 38 — Abersychan..|7 46! U 46 3 16 6 46' — 8 16'4 46 — Pontnewynydd 7 50'11 5(> 3 2" 6 50: — 8 20 4 50 — Polity poo 1 ..(8 0)12 0 3 30 7 0 — 8 30;5 0 — PontrhydyrunlS 7! 1*2 7 3 37 7 7; — 8 ;*7I5 7 — Pontnewydd 8 11112 11, 3 4L 7 ll| — 8 41 5 LL — Cwmbran (8 15112 15I 3 45 7 15 — 8 45 5 1FT — Llantarnam.. 8 21,12 21 3 51 7 21 — ,8 51 5 2L' — Newport '8 30112 301 4 0 7 30; — 9 0 5 3o! —

TAFF VALE RAILWAY. FROM CARDIFF TO MERTHYR AND ABERDARE WEEK DAYS 5 SUNDAYS $, STATIONS. A.M. P.M. P.M. 1 A.M. P.M. Carditi Docks.. 9 20 2 50 — F 8 50 3 50 LI[Cardiff S 30 3 0 6 30 9 0 4 0 4I Llandaff 9 39 3 9 6 40 9 9 4 9 6 £ Pentyrch 9 47 3 17 6 48 I 9 17 4 17 8 Taff's Well 9 52 3 22 6 53 I 9 22 4 22 12 Treforest 10 3 3 -3 7 5 | 9 33 4 33 13 Newbridge 10 8 3 38 7 11 j 9 38 4 38 161 Aberdare J unotion lo 10 3 49 7 23 | 9 48 4 4Q 18 (Quaker's Yarn 1C 32 4 2 7 SG JLO 1 5 1 22 |Troedyrhiew I 10 43 I 4 13 7 48 Sio 12 5 12 24 jDowlais Junction Hj Merthyr [10 50 4 20 7 55 10 20 5 20 ABEKDAKE BUNCH 164 Aberdare Junction'10 22 3 52 7 28 9 51 4 51 IOJ Mountain Ash.. 10 35 4 5 7 41 10 4 16 4 22| Aberaman — — 221 Treaman 10 43 4 13 7 49 10 12 5 12 )A ABPRDAR" 110 TF 4 I" 7 53 "IN 16 5 16 B'ROM MERTHYR AND ABERDARE TO CARDIFF WEEK DAYS^ SUNDAY 8 g | STATIONS. AM. P.M. ) P.M. A.M. P.M. JJJ- (Merthyr 8 2O 1 50 6 35 9 5 4 5 DowlaisJunction •• •• 2 £ Troedyrhiew 8 28 1 58 6 44 9 13 4 13 6* Quaker's Yard 8 39 2 9 6 57 9 24 4 24 8 Aberdarejunction 8 52 2 22 7)1 9 37 4 37 11$[Newbridge 9221722947447 124 Treforest «. 9 7 2 37 f 7 1:7 9 52 4 52 164|Taff'S Well. 9 18 2 48 7 3S dO 3 Ó 3 18 Pentyrch 23 2 53 7 4 3 10 8 5 8 20 Llandaff 931|3 1 jl 10 16 5 16 23JI Cardiff 9 40 3 10 8 0 10 25 5 25 24ilcardiff Docks.. 9 50 I 3 20 J — 10 35 — ABERDARE HUNCH ———— ——— Aberdare 8 22 j 1 52 6 41 9 7 4 7 U Treaman 8 26 1 56 ti 45 9 11 4 II 3F Aberaman — — — — — (Mountain Ash.. 8 34 2 4 6 53 9 19 j 4 19 Aberdare Junction 8 47 2 17 7 6 9 32 4 32

RHYMNEY RAILWAY. FROM CARDIFF TO RHYMNEY. aTATioxa. Week Days. Sundays. a. m. p. m. p. m. a. M. p. m. Cardiff (Adam-st. Station) 10 0 1 40j 5 20 8 45j 4 25 Walnut Tree Bridge 10 18 1 58 5 38 9 3| 4 43 Caerphilly 10 30 2 101 5 50 9 19! 4 58 Ystrad 110 45 2 251 6 5 9 37i 5 14 Hengoed Arr.JLO 50 2 30! 6 10 9 44 5 20 Dep. Ill 0 2 40j 6 2010 0 5 30 Pengam 11 7 2 471 6 27110 8 5 38 Bargoed 11 14 2 54. 6 34 10 16 5 46 TyrPhil 11 23 3 3J 6 4310 26 5 56 Rhymney 11 35 3 15' 6 55|10 40 6 10 FROM RHYMNEY TO CARDIFF. STATIONS. Week Days. Sundays. a. M. p. M. p.m. p. M Rhymney 9 30 1 55 4 15 9 10 3 55 Tyr Phil 9 42 2 7 4 27 9 24 4 9 Bargoed 9 51 2 16 4 36 9 34 4 19 Pengam 9 58 2 23 4 43 9 42 4 27 Hengoed Arr. 10 5 2 30 4 50 9 50 — Dep. 10 13 2 40 5 010 0 4 3 5 Ystrad 10 17 2 45 5 5 !0 6 4 42 Caerphilly Arr. 10 30 3 0 5 20 10 22 4 58 Dep. — — — — — Walnut Tree Bridge 10 42 3 12 5 32 10 37 5 12 Cardiff (Adam-st. Station) 11 0 3 30 5 50 10 55 5 30

VALE OF NEATH RAILWAY. VROM NEJTH TO MERTHYR. WFEK DAYS. SUNDAYS STATIONS. 1. 2,3 1,2,3, 1,2,3 1,2,3 1,2,3 -2- A.M.I A.M. P.M. A.M. P.M NEATH 8 30! 2 2C 7 45 9 20 8 30 Aberdylais 8 3r 2 25 7 50 9 25 8 35 Resolven 8 47 2 H7 8 0 9 35 S 45 Ulyn-Neatb 8 57 2 47 8 8 9 43 8 53 Hirwain .—.an. 9 17 3 782810 3 9 13 Hirwain.def.. 9 23 3 13 8 36 10 10 9 20 Aberdare .air, 9 35 3 25 8 45 10 20 9 30 Hirwain dep 9 20 3 10 8 31 10 6 9 10 LKvydcoed 9 27 3 17 8 38 10 13 9 23 Abernant for Aberdare. 9 37! 3 27 8 48 10 23 9 33 Vlerthyr 9 50 3 40,9 0 10 35 9 45 FROM MERTHYR TO NEATH WlitK DAYS, SUNIJA Y8 STATIONS. |L,2,3IL.2JMT3 1,2, ii 1.2,3 A.M P.M. P.M A.M. P.M. Vlerthyr 8 55 1 50|6 0 7 45 & 50 Abernant for Aberdare 19 7(2 2 6 12 7 57 6 2 Llwydcoed 9 12|2 7 O 17 8 2 6 7 — arr.j 9 18 2 136 23 8 8 6 13 Aberdaie dep.i~9 0 1 65 0 6 7 50 5 55 tlirwain ^.»^.ARRJ9 13 2 8 6 IS 8 3 6 8 Hirwain 1 9 21 2 156 25 8 10 6 I.5 G!yn-Neath 9 4; 2 34|6 44 R 29 6 3I Hesiolven.I 9 BL 9 43I6 53 8 38 6 43 •iberdvUn I! .T12FT5L7 5 8 5. 655 Neath In -18657 0 Newport, Saturday, March 17, 1860, Printed for the Proprietor, by WILLIAM CHRISTO- PHERS, of No. 7. Commercial-street, in the Borough of Newport; and published at the MERLIN General Printing Office, NO. 15, iosQiaeroial-stre^t, NEVPWT,