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TWO:Mr. J. F. Maguire, who writes as an eye-witness of the scenes he describes, referring to the spring of 1847, says:��"The famine now raged in every[541] part of the afflicted country, and starving multitudes crowded the thoroughfares of the cities and large towns. Death was everywhere��in the cabin, on the highway, in the garret, in the cellar, and even on the flags or side-paths of the most public streets of the city. In the workhouses, to which the pressure of absolute starvation alone drove the destitute, the carnage was frightful. It was now increasing at prodigious pace. The number of deaths at the Cork workhouse in the last week of January, 1847, was 104. It increased to 128 in the first week in February, and in the second week of that month it reached 164; 396 in three weeks. During the month of April as many as thirty-six bodies were interred in one day in that portion of Father Mathew's cemetery reserved for the free burial of the poor; and this mortality was entirely independent of the mortality in the workhouse. During the same month there were 300 coffins sold in a single street in the course of a fortnight, and these were chiefly required for the supply of a single parish. From the 27th of December, in 1846, to the middle of April, in 1847, the number of human beings that died in the Cork workhouse was 2,130! And in the third week of the following month the free interments in the Mathew cemetery had risen to 277��as many as sixty-seven having been buried in one day. The destruction of human life in other workhouses of Ireland kept pace with the appalling mortality in the Cork workhouse. According to official returns, it had reached in April the weekly average of twenty-five per 1,000 inmates; the actual number of deaths being 2,706 for the week ending the 3rd of April, and 2,613 in the following week. Yet the number of inmates in the Irish workhouses was but 104,455 on the 10th of April, the entire of the houses not having then been completed.The construction of public roads has been greatly improved in the United Kingdom by the general adoption of the plan of Mr. Macadam, who gave his name to the process of substituting stones broken small for the old rough pavement. We read with astonishment of the state of English roads a century ago, of carriages breaking down and sticking fast in deep ruts, and of days passed in a journey which now only occupies as many hours. Yet in early times England was better off in this respect than other countries. Of all the proofs of social progress which the country now exhibits to such a marvellous extent on every side, there is nothing more decisive or more wonderful than the rapidity with which we have improved and extended our internal communication. From 1818 to 1839 the length of turnpike roads in England and Wales was increased by more than 1,000 miles. In the former year England and Wales contained paved streets and turnpike roads to the extent of 19,725 miles. Scotland also made great progress in the construction of highways from the commencement of the century, and roads were thrown across the wildest districts in Ireland. By the improvement of the common roads, and in the construction of vehicles, stage coaches increased their speed from four to ten miles an hour. Upon the Stamp Office returns for 1834 a calculation was based which showed that the extent of travelling on licensed conveyances in that year would be equal to the conveyance of one person for a distance of 597,159,420 miles, or more than six times the distance between the earth and the sun. There were, in 1837, in England, fifty-four mail coaches drawn by four horses each, and forty-nine by two horses each, drawn at an average speed of nine miles an hour. Ireland had at the same time thirty four-horse mails, and Scotland ten.