The Sun. — London, England, 1840-05-09 00:00:00

• .... , .• .. • ~,,,,,.„,,,-,._ W.,07 11 :-.". .... •, ..-_ . ,:::I_,.''''''.4. , ; —'6 ' ' .1 ''; . -,* '0, 1 .•e; • p4N0'i. , • 5 4 ,„ • _ • 0 l!' , •'''r - ' 1 18 ? "4 ) . .--. ___...._........• • , 7 I C A r ' - ' . -----.' . '''. ,/ ~,-. • 0.11 ~ t ~._ • i rp A.., -. 1: ; ? ::...-• :- ,17. 7.K e §c% , ...7: ..._ , ~. : . . ... -- ;-- -.-1.7., '4,4; ___K, , -: ' ' ';`.• - i A — , \'''''. -,':,:.;•• ,4.. 4 ] , i,';',' %'.1.. , ~, S' 1: 141 : e., , ";' 1 ._ • , 4 '..; r "-- ~ atitil t i 1 5 40 rt • ' `k; -'- , • ' 11I': ",,....'. ei -...''' 45 ' '''' ' '' , ;:""1... .7i rlo '' '.- \.* r I- , ) • / • 1 / 4 , -e :• - r '4_44 . (-. ''' :i, ~.;.4, • ~0-__2• ''',.: - A nz4.4-,,,1,>/,',1 _ -,. i .t . . .I . SV , IT . 't'',4 l - 0 , , .41hi '' , :•;'''t , . ,: , v,, —, l .:,,;'• :?, ... , ‘---- —_•t__ , --•" / -- \, -- f „ ---- r __-,._-:"_,, -1,3 o •N''" , `.‘,- /.:,, , ' \ 1 . - "4„• , e, ... , ,x.), _ , i 1„ ko 4 „,..., / EVENING EDiTION. 14_nr ENING EDITION. STEAM TO NEW YORK. HE GREAT WESTERN, Lieutenant lIOSKEN, R.N., Commander, is intended to SAIL !NOR BRISTOL. ' , Rom Nriw 4th June. 9th May. alith July. Ist July. 12th September. 18th August. 7th November. 10th Oett:ber. Bth December. •* For Freight, Passage, or further information, apply a t Bristol to Christopher Claxton London- T. M. Ward, Great Western Railway-Office; Liv erpool... Messrs. Gibbs. Bright, and Co., North John.strect ; Cjlogow.,,Jl. R. Webb, Glassford. street. Paris... ...... Messrs. Andelle and Smiles. N. B. Dogs will not be admitted on Board. April 21., 1840. sented in Mr. Greenough's recently published gi Map, as being of the clay-slate formation. The next mile will require alternate slight en ti ing • embankments, followed by a filling of lit) feet in i:(;n• h . and 16 chains in length, corcrosed of inat , ,rial, tunnels. The tunnel then ug't the Pestin Cliff will be 1,144 yards long, entering from the upright Leo of cliff, and issuing in a cutting of 42 chains in length, o extreme depth of 80 feet, and of an average ecyt, of feet. No. 14,872. LONDON, SATURDAY, MAY 9, 1840. PRICE Si, ITEELEY'S SUPERIOR STEEL PENS, firo It TICULTUR AL SOCIETY o f LON IIEELEI"S DIAMOND PEN. a DON EXHIBITIONS, at the GARDEN. The --E.---n- Adapted for expeditious Writing, and possessing extraordinary First Exhibition will take place on SATURDAY, the 16th of Flexibility; 12 Pens on a Card, prim Flowers, Is. Alay. Fruit, or other subjects inte n ded for Exhibi lIEELEY'S DIAMOND- PEN , BROAD POINTS, tion, must be delivered at this Office, on Friday the 15th; or For Engrossing, &'r. ; 12 Pens on a Card for Is. at the Society's Garden, at Turnham Green, before Half past HEELEY'S MACIZOSTYLE, or SWAN-QUILL PEN, Nine o'Clock, on the morning of the 16th. A mo't durable Office Pen; 1 2 in a Bo', 2s. 1 • Fellows may obtain any number of Tickets for the admission lIEELEY'S LADIES' RUBY PEN -of their Friends, at this Office, price ss. each. The gates will Particularly suited for neat Writing. Mapping - , &c. ; 12 Pens ibe opened at One o'Clock, on the days of E x ibiti o n. Ali on a Card, Is. 1 Tickets issued at the Garden, will be charged 10 s . e ach. lIEELEY'S CLEVELAND'S PATENT PEN 1 21, Regent-street. Has a regulating'Slide adapted for any degree of Hardness or Softness ; 2s. for 12 Pens on a Card. RAILWAY COIVIMUNICATION bridge;, lilt in a Position that it is supposed will not inter. fare with the navigation. Between this point and Portdynllacn there is no wk -k requiring particular notice, excepting a cut tink , (if,, quit7tvc of a mile in length, and of the extreme depth of 65 loc. The terminus would be about 90 feet above low mark. With the single exception of passing through Chester, we are of opinion that Mr. Stephenson'.s line maf be ex_ ccuted as economically as either of the other hues, to the point where Mr. Jenkins's line diveress towards Orme's Head, which is about 40 miles from Chester. From thence, the projects of Messrs. Stephenson and Giles alone are in competition ; and we may here 'remark, that where these two lines differ, the line of Mr. Stephen. son would, in our opinion, he generally executed at a smaller cost than that of Mr. Giles. sr;rne point ne:ir 13-in,gor, and aftervards to inspect the one proj.:cied from Portilyallaen by Barmouth, Do'golly, 1 3.1 a. and , Slrewsbiry ; but on cur arrival at Caernarvon, we foun(l it expedient to defer the former part of the proposed SHIP FOR NEW ZEALAND WANTED p The DIRECTORS of the NEW ZEALAND COM ANI' hereby give Notice, that they will be r ead y on .ut:suAr, the 12th day of May instant, at Two o'Clock pre to receive TENDERS for the conveyance of from 150 to 200 EMIGRANTS in a SHIP of 40il . or more tons, old 'Niger, from Endon to the town of Wellingtun, in Lambton "'arbou r , Port Nicholson, Cook Strait , , New Zealand, to sail the 15th of June next; also for the CONVEYANCE of the Same numiser of EMIGRANTS in a SHIP lama the sa tonnage to the same place, to sail on the 15th of July next. The Tenders to be made at a fixed rate per head for each Zmigrant, a n d ac cording to a Form which may be had a t the , House on Friday Next, the Bth install'. The Direc tors do not pledge themselves to accept the lowest. Tender. By Order of the Board, JOHN WARD, Sveretary. New Zealand House, Broad-street -buildings, BETWEEN LONDON AND DUBLIN. Having described this line in sufficient detail, it is proper to state, that it appears to have been selected svi.h much judgment. At that piece Mr. Henry Archer delivered to us a letter dated the 31 of January, in which he stated that he was then unable to lay before us the necessary documents for our examination of the hoe advocated by him, and that their reiteration would r.:quire a month from that time. Under [bust! cireenestaeces, we felt that a satid'aciary inquiry into Or merits of this praject could not then be entered upon, and we therefore forvvardeal Mr. Archer's letter for their Lordships' consideration, end confined ourselves to a general inspection of that part of the country through which WO understood that the line in questioa would have to pass. So far ai the nature of the documents in our possession admitted of it, we subsequently examined the line pro jected by Mr. Vignoles for a railway communication from Portdynllaen towards Shrewsbury, the principal features of which we shall now describe. An ineitned plane would bo necessary at Portdynilaen, to be worked by a stationary engine. From hence the flat three miles rise at a gentle inclination ; then two for midable cuttings will be required of 105 and of 96 feet in depth, in dense rock, and of about one mile in total length. In the sections, both of Mr. Tignoles and Mr. Stephen son, an embankment is shown of nearly 27 feet in mean height, commencing about two and a half miles from Pwllheli, and extending about an equal distance beyond that place, the harbour of which will have to be crossed. No further difficulty occurs until arriving at Criccaeth, a distance of about 18 miles from Portdynllaen; here the sections show very heavy work, both in cuttings and em bankments, the lat'ee, in crossing two lakes, being of con siderable height and of one mile and a quarter in length, and the former being in very hard materials. The next work of importance is the crossing, by em bankments, the sands of' Tracth Mawr and Traeth Bach. Front hence, passing under Ilarlech Castle, the line would be formed on favourable ground ; and we may here state, that the inclinations from Portdynllaen to this point arc moderate, 16 out of the first 32 miles being nearly hori zontal. It to now necessary- to consider how it could be mad: a portion of the great chain of communication between London and Dublin. Wo have expressed our opinion, that the best lute from Chester to Bangor is the one proposed by Mr. Stephen-. son, and therefore it is with this line that the Cnernarven line (as we shall designate that advocated by Mr. Archer) would have to form a junction, if Portdyi,litien should be selected as the station for the Dublin packets. It has been already state'', that the Caernarvon line com mences at the Baurr road, near the corner of l'enrlivn Park; but it unfortunately !pipoens th,t at this point it is 80 feet above the level of Mr. Stephenson's hue. No plan has been laid before us by which we could de. termitic the best mode of connecting the two lines; bet there is no doubt that the junction might be eff..•cted by using an inclined plain, or by bringing Mr. Stephenson's line by steeper gradients than those proposed by him up to the level of the terminus of the Caernarv on line. re both cases, however, this difference of level operates as a defect in the project now under consideration, which is not attributable to any mismanagement on the part of the en. gineer, but to the nature of the country. It remains for us to describe the line by Dolgelly, Carna, Newtown, Worcester, and Oxford, to the intended junction with the Great Western Railway. It is proposed that this line should be connected kith the Great Western Railway, at a place called Dudcot, about 521 miles from London, and with the line projected by Mr. Vignola's, at a few miles to the westward of Dolgelly. We have already given a description of that part of Mr. Vignoles' line which intervenes between Dolgelly and Portdynllaen, and as respects the Great Western line, - from London to Dudcot, it is only necessary that we should insert, in a subsequent part of this Report, a state. meat of its gradients. We shall, therefore, row confine ourselves to a detail of the proposed line from the neigh. bourhood of Dolgelly to Dudcot, which may be divided into four portions. • 1. From Portynllaen to Dolgelly, being the part star. veyed under the direction of Mr. Vignoles. 2. From Dolgelly to Newtown, surveyed by Mr. Ne wnh a a. r~HE Magnificent FIRE CLOUD, Mr. Green's BALLOON and his Guide Machinery, the late Mr. Cecking's Parachute and Garnarin's Illustrated; weaving splendid specimens of Spun Glass and Silk (Messrs. Willi ams an d Sowerby, patentees); MoAels and Engines now in motion ; a variety of beautiful Scientific Works, Works of Arts and Experiments, including E lectrotypes and Daguert co types ; Diving Bell and Diver.—Admission to the whole, Is. ; annual seliscribers,. IL Is. to 3/. 3s. A modified scale for schools. Open from 11 a.m. to 7 p.m. The Directors beg to announce that Mr. Maugham, the Professor of Chemistry to the Institution, has now opened the extensive Laboratory, and is ready to receive applications from Pupils either in classes or private. Persons des►rous of obtaining • tests will have their wishes strictly attended to. Analyses and advice given in mining and manufacturing processes. Private rooms for Noblemen and Gentlemen. POLYTECHNIC INSTITUTION, 309, REGENT- HEELEY'S 101.4,DIOGRAPIIIC PEN, With serrated Opening, by which the Ink is duly regulated; 12 Pens on a Card, Is. lIEELEY'S POLYCHRONOGRAPIIIC PEN, Is so constructed as to retain a greater quantity of Ink than 0 hers : 12 Pins for ls. TIM EY's EUTOCIIIIOSTYLE PEN, _ . Between the point where the three lines almost come in contact, near Chester, and that %!here Mr. Jenkins' s line branches off to Orme's Head, as above alluded to, the country is extremely favourable for the construction of a railway ; and, with the exception of Penman Rhos, there is scarcely a difficulty for the engineer to overcome. At this promontory, Messrs. Giles and Jenkins propose a tun nel of 350 yards in length. and Mr Stephenson one of 330 yards. Up to this point, which is between 38 and 40 miles from Chester, there are no less than 35 miles of level, and for a great portion of this distance the railway would be nearly on the natural surface of the ground. The next point rcquifing observation is the passage of the Conway River, and the line through the town. Both Mr. Stephenson and Mr. Giles propose to form an em bankment parallel to that which has been constructed for the turnpike road, and to erect a bridge for the railway, a little higher up the river than the suspension bridge. Mr. Giles does not inform us how he proposes to pass through the town, but we learn from the report of Mr. Stephenson, and this gentleman also pointed out to us on the ground, that his own line passes under Rosemary-lane and Upper Gate-street, and through the town walls, a short distance to the southward of the turnpike road. The difficulties that might have been apprehended at this point, either do not exist or may easily be overcome, and the two lines may be carried on without requiring any work of importance until they reach Penman Bach. Ire proposed to pass through this headland by tunnels ; that of Mr. Giles being 1,408 yards in length, and that of Mr. Stephenson only 500 yards. sth May, 1840. Particular!}• suited for expeditious Writing; 12 Pens on a Card, Ig. M. KELLEY'S ),lEIICANTILE PEN, 12 Pens on a Card price Is. 6d. EMIGRATION TO NEW ZEALAND. The DIRECTORS or the NEW ZEALAND COMPANY h e reby give NOTICE, that they are ready to RECEIVE,_ APPLICATIONS for a FREE PASSAGE to the TOWN of WELLINGTON. at Lambom Harbour, Port Nicholson, Cook's Straits, Nets- Zealand, from Agricultural IL,aboarers, Shepherds, Miners, Gardeners, Brickmnkers, Me "'flies, Handicraftsmen, and Domestic Servants, being Married 41,1 not exceeding Forty years of age; also from Single Fe rasies ander the care of near relatives, and Single Men, accom- P 4 alefl by one or more adult Sisters, not exceeding in either ease the age of thirty years. Strict inquiry will be made as to gaalifications and character. The Company's Emigrant Ships .7' ll sail fr om th e Port of London, positively on the 15th of J une and 15th July next. Further particulars and printed forms of application may be ° brained at the Company's House in Broad-street-buildings. By order of the Directors, JOHN WARD, Secretary. Ness Zealand House, Braz , !-• treet-buildings, • EVER-POINTrD PENCILS. HEELEY'S EVER-POINTED PEN( IL-CASE, With Reserve and Seal-top, b. fil. ; cir highly ornamented, 2s. HEELEY'S EVER-POINTED PEN AND PENCIL- CASE. 1;. 6i. ; or highly ornamented, 2s. THE BEST CUMBERLAND LEAD, H or M; Is. the Packet. STREET. IMPORTANT COMMUNICATION. HOTEL, TAVERN, AND COFFEE-HOUSE. 11 ESS It S. WA ItLTE It S and LOVEJOY are instructed, by the Executors, to dispose of, with immediate possession, a highly respectable HOTEL and Ta- VERN, one of the principal and oldest established in London, the returns of which arc upwards of 5,C00/. per annum, and the beds pay the rent and taxes. The business has been car ried on by the late proprietor for upwards of thirty years; the premises are in excellent repair, and contain, besides a noble dining-room and coffee-room, numerous parleuri and sitting rooms, 50 bed-chambers, ample domestic offices and cellars, held for 16 years, at a moderate rent, and the coming in for the whole will require about 4,000/. A FRENCH GENTLEMAN, lately arrived in LONDON, has communications of importance to make to Mr. JOHN AN QUETIL, aged about 37 or 40, a native of London, and who received his education at Avranches, in Normandy. Apply to Monsieur Morel, 337, Oxford-street, opposite John-street. APPRENTICE WANTED. 6th May, 1840, LONDON and BRIGHTON RAILWAY. The Public are informed that the SHORE- L 4414 f BRANCH RAILWAY will be OPENED on 7,,oxiisT, the llth of May inst., and that on and after the of May inst., the Trains of the Company will start as " h "er, until further notice : Prom Brighton—Morning, 9, 11 ; Afternoon, 1,3, 5,7, 9. Prom Shoreham—Morning. 8, 10, 12; Afternoon, 2,4, 6, 8. AMARRIED FRENCH LADY, from Paris, who works in the FANCY DRESS-MAKING LINE for Genteel Families, wishes to take a Young Girl of respectable connections as an Apprentice, to be treated as one of her own family, with the advantage of learn ing the French Language. Further information may be obtained by application to the auctioneer, Farringdon-street; From hence the work presents no difficulty until the lines reach Penman Mawr, which is about 54 miles from Chester. Apply, personally, to Madame Amand, 337 A, Oxford-street opposite John •street), between 11 and 2. At Llandthrywe, 324 miles from Portdynllaen, a plane commences, 14 miles in length, rising at the rate of one in 462. TO PERSONS FURNISHING. THE FURNITURE DEPARTMENT of the PANTECHNICON, BELGRAVE-SQUARE, will be found to comprise the largest stock of CABINET and UPHOLSTERY FURNITURE ever exhibited for Sale. The Manufacturers' lowest prices are affixed to each article. The materials and workmanship, being of the best description, will be WARRANTED to the Purchaser, and delivered within five miles free of expense. A few days' notice is sufficient for furnishing houses of the first class. EMIGRATION TO CENTRAL AMERICA. In this distance the following difficulties have to be en countered : At Barmouth a tunnel of half a mile in Icrtgth, in rock of the clay-slat o formation, with deep cuttings of SO feet at one end, and 70 at the other; arid at Dolgclly a viaduct of not les , than 170 feet in height, and about three-quarters of a mile in length, over the val ley of the Mawr. _ _ LASTERN COAST OF CENTRAL _ AMERICA COMMERCIAL and AGRICULTURAL COMPANY. 3. From Newtown to Worcester, surveyed by Mem:. Varden ; and 4. From Worcester to Didcot, surveyed by 11r. net, under the direction of Mr. Brunel. Mr. Newnharn. has selected the line of the Carno Pass. Joining Mr. Vignoles' section at 40i miles fro m Port_ dynlliten, he crosses the valley of dm: Mowdbeh, and after ON SUNDAYS. From Brighton—Morning, 10; Afternoon, before 3,6, 8; after 9. From Shoreham—Morning, 9; Afternoon, 2,5, 7, 9. The Fares will be—First Class Carriages, I s., Second ditto, Third ditto, 6d. In the Coupe of the First Class Car naps, Is. 4d. ,N.B.—The Trains will call at the intermediate Stations to ako up and set down passengers. The doors of the booking "'no° will be closed precisely at the hours appointed for de brture, after which no person will be admitted to go by the I rai ns. May 1, 1940. THOMAS WOOD, Secretary. LONDON and CROYDON RAILWAY. DAY TICKETS. In order to afford the public an opportunity of viewing the rautiful scenery upon this line, more at leisure than the rapid transit of the trains will now permit, the Directors have given Zrders th a t D ay Ti c k ets s h a ll b e i ssue d, w hi c h w ill ena bl e th e 441 4 by paying the fare to Croydon and back, to stop at all ( 4; any of the stations, and proceed by any other train in which ere may be room to or from Croydon. On and after Friday, the lit of May, trains will start to and . aura Croydon as under, viz. : McmNlNG.—Every hour, from five minutes after eight until 're minutes past twelve o'clock. A FTERNOON.—Every hour, from twenty minutes after two tntil twenty minutes past nine o'clock. S UNDAYS.—Morning : Every half hour, from five minutes P a st eight to five minutes past ten o'clock. Afternoon : Every alf hour, from ten minutes before two to twenty minutes after nine o'clock. ‘s. All the trains will stop at the intermediate stations—viz., :40Wer038, Dartmouth Arms, Sytienham, Anerly, near Wes -6"-hill, Norwood, and Jolly Sailor, near Beulah Spa, and that part of Norwood.—By order of the Board of Directors, R. S. 1 OUNG, Secretary. 200, Toolev-street, April 25, P 340. Marquees, ie. are erected in the wood, close to the -Anerly station ; and passengers by the railway are permitted to angle in the adjacent canal, which abounds with fish. METROPOLITAN INFIRMARY for the CURE cf STRICTURES of the URETHRA, CONORRIREA, GLZETS, SYPHILIS, &c. This Insti tution is closed, but as the Surgeon of it feels assured that there are hundreds suffering under the diseases, to the cure of 'Ali& it was especially devoted, who would gladly avail them selves of his professional assistance, rather than place them selves under the charge of chemists, or, worse still, have re veling to any of the dangerous and inefficieut nostrums daily advertised, he has made arrangements to see patients at his ova residence, at the mere expense to the patient of the maces try saellioine. Thus persons of limited means hare now an 2Pertunity ef securing for themselves a mode of treatment ria,), whilst it is based on experience, is reguled b the ecu- t es whieft their own cases and consti tu ti o ns ma y y requ p ire ; 4. 'arshy freeing themselves from the a bsurdities and d angers Fmt wait upon the employment of one ki n d o f me di c i ne f or a ll ats of these diseases, without regard to these essential Pan limier'. Apply at 42, Great Marlborough-street, Regent• street, from Evening. to Ten in the mo rn i ng , an d f rom Soren to Nine in the Evening. On Sundays in the Morning, but not in tho Evening DEVIZES UNION. WANTED, a MAN and his WIFE, without family would he preferred, as MASTER and MA TRON of the DEVIZES UNION WORKHOUSE. The salary of the Master and Matron will be 801. per annum, with Lodging and Firing, &c., in the Workhouse, end Rations. The Master will be required to keep the several accounts of the Workhouse, according to the rules and regulations o f the ' o or -law Commissioners for England and Wales, and to be salitiect to the orders of the Board of Guardians. ideates of character will also be required, as also testi- Il icitials of the Master being a good accountant. ~:rhe rty elected wil be required to give security f for the Into an d pa isehar an agreement to continue twelve months, and not to resign `n•nt giving th ree calendar months' previous notice. ehlo3didates to appear personally at the Board of Guardians , t eir meeting to be held on TUESDAY, the 26th day of 1) 7 next, in the Board Room at the Union Work-house, eg, at ten o'clock in the forenoon, when the election will "t Place. ~.rartieular s as t o th e res p ec ti ve d u ti es o f Master and Matron —l •7 be known on application to the Clerk. (By Order) W. E. TUGWELL, Clerk to the Board of Guardians. mazes, nth April, 1840. toEXCELLENT UNREDEEMED PLEDGES. EBENH 41N1 and STORK will SELL by AUCTION, at their Rooms, King-street, Covent. Orden on MoNnAr, May 11, and following day, at Eleven, , 9eld, silver, and gilt watches, elegant jewellery, modern P la te , plated goods, guns, pietols, superfine cloths and kersey ,,,.eres, linen-drapery, silk mercery, laces, ladies' and gentle '_en's fashionable apparel, table and bed linen, feather beds, "',lrPets. looking-glasses, household furniture, and other effects, f l edged for months prior to June, 1839, with the following pawn °rakers, viz. : —Aldridge. Orange-street, Bloomsbury ; Bur fess, Chichester-place, Gray's Inn-road; Burgess, late Sower ' Long -acre ; Gill, Wilmot -street, Brunswick-square ; e dges, Drury-lase ; Harri s on, Wardour-street, Soho ; r ' dner, North-place, Gray's Inn-lane; Wood, High-street, 40 msbury ; Young, Prince's -street, Soho. d a l it , lay be viewed, and Catalogues had, at the Rooms, on Satur ) and the mornings of sale. SHIRTS, nt Wholesale Prices nt W. IT. ABLETT and CO., 37, Cornbill. Not less than Half . rs t Dozen so ld. Calico Shirts, 95., 125., 18s., and 245. pea 41 , 0 1e1l ditto, with Plaited Fronts, 18s., 245., and 30s. per ; ditto, Long Cloth with fine Linen Collars, Wristbands, ..and Plaited Linen Fronts, 305.. 36s , 4 ' .5., and best quality 1 8s, per Dozen, usually sold at 8., Gd. each. Linen Shirts all Prices, very fine 9s. 6d. to 12s. Gd. each ; Linen Collars, 3s. 6d,, bs. 6d., 6s. 6d., fine Ss. 6d. and 10s. 6d. per Dozen. Ladies Chemises 95., 125., fine 18s. and 245. per Dozen; Night Gowns, 18s. .245., fine, with Frills, 30s. and 365. per Dosen for Cash. Letters pre-paid. WORTHY the NOTICE of TRAVEL LERS, MERCHANTS, CAPTAINS, SHIPPERS, HEADS of SCHOOLS, and Famil;es.—V!e Spring Stock of WRAY'S celebrated EFFERVESCING POWDERS may he had at No. 118, Holborn-hill, 9, Agar-street, Trafal gar -square, and for the accommodation of shippers and seafar 'o2 people, at 8, Darkhouse-lane, Lower Thames-street, at the following exceedingly low prices :—Ginger Beer Powders, 6d. llor dozen ; three dozen, Is. 3d. Soda Water ditto, 4d. per dozen ; four dozen, I s . I m p rove d Schnitz, 91. per dozen ; these dozen,' 2 s .—WRAY'S CHALYBEATE GERMAN NEIDLITZ POWDERS, in boxes containing powders for 12 glasses, at 2a. each, and in bottles fitted in cases, with spoon, measure, &c., complete, at 7s. 6d. and 10s. 6d., very conve l ent for t rave lli n g or exportation. Al so W ra y' s Improved , aic, Ginger Beer, and I.emonado Powders, in cases com plete for travelling, at As. 6J. and 7s. 64.—A liberal allowance ; 0 merchants and captains.—Be careful to have '° Wray's Cha 'lbeAto German Svidlitz Powders." "Amon g the thousand and one questions put to us this week, It,* are asked which is the best Spa to visit? Our reply is, the ',eidlitz Powders manufactured by Mr. Wray, chemist, 1101- b °rn-hill, have now an established reputation for excellence, measurably beyond those of any other practitioner. Persons l in hav e visitede Sas o y for the Lueit health have th p , on their re G rn tu erman to England, renova found th on e of se Powder s topt • posSCH all the tonic and aperient qualities of the eleh r e ' " spring.. —TI Weekly Dispatch, May 4, 1819. ----- ritE CURE EFFECTED. OR THE MONEY CHARGED lq It ETU RN ED. R ESSRS. COOPED, anti CO., Members ip ... of the 'loyal College of Surgeons,. ti ght 1 , 0, Bouyerie m-Z Ni ! fl eet-street, may be consulted from ght o Clock , in th e 11 0 ." I ng until Ten at Night, on y stage and symptom of syphilis, Stri c " rh ee. , , Glee, Secondary Symptoms, Seminal Weakness, end au e • of the Urethra, kr. - The treatment they adopt is the re- Tr of twenty-five years' extensive and successful practice in London. 4.0.m05t inveterate cases et' Syphilis eradicated in eight or nine e q( l ,2..'lid eases •f a slight nature in two or three, at a moderate h'" s e, unaided illy the clangermsly indiscriminate use of mercury. Letters etteeted without confinement or hindrance from business aesw er " (pest Mid) enclosing a remittance for medicines will be .„_ . ea by return; and Country patients corresponded with until -___'•\ erod. A A CERPAIN CURE FOR CORNS AND BUNIONS. tOLLINGHAM'S ROTTERDAM CORN L and BUNION SOLVENT, w hi c h g i ves re li e f upon e first application. The universally acknowledged efficacy of this extraordinary, safe, and never-failing remedy f or th e s peedy and fe rt ain cure of Corns and Bunions, however obst Mate and long'stand. induces the Proprietor of this highly-important chemical disco : et Y, to Caution the Public against base and spurious imitations, in. inrious in their efteas, and most dangerous to those who, either Ithrough ignorance or the fraudulent pretenc e s o f ot h ers, are a pply them. Yoe Proprietor has received Testimonials of its he heticial effects fratu the most re,pectable families in the kingdom. T he Renuinc has the signature of" J. A. SHARWOOD " on the out. awe wrapper. ..,7 11, 1 at 5.5, Bishopsgate-without ; and, by appointment by Sanger, l.4 'lnd Chandler, 7d, Oxfoid-street and most Medicine V enderp. PUBLICATIONS. This day is published, price I's. FD I N B U R GIL A POEM'. By THORNTON THISTLE. With Illustrations, by Luke Sharpe. PART I. THE BENCH. 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IV. c. 54; com monly called LORD LYNDHURST'S ACT.—Parties ag grieved by the above Act, which prohibits Marriages with a Deceased Wife's Sister are earnestly solicited to co-operate in an endeavour now making to obtain its repeal. The pro hibition has no foundation either in Religion or Morality, and cannot be supported upon any ground of rational expediency. Communications to b' addressed to Messrs. Wilson and Ogilvy, Printers, 57, Skinner-street, Snowhill.—Names will be scrupulously concealed, if desired. TO MAGISTRATES, SOLICITORS, POOR-LAW UNIONS, &c. &c. This day is published, No. 19, of Vol. I V., price 6d. Stamped, THE JUSTICE of the PEACE ; contain ing —Servants, Jurisdiction of Justices--The Case of Johuson v. 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Particular attention will be paid to the department of Foreign Intelligence; and measures hive been taken for the gradual organization of a most extensive and interestin,T Cor respondence from abroad. It is a p ecu li ar recommendation of THE TABLET, that it will afford the Catholics of this em pire a full opportunity to lay temperately before the Public, from time to time, any statement of facts with regard to them selves and their doctrines which they may wish to promulgate, or with which liberal and inquiring Protestants may desire to become acquainted. THE TABLET will contain sixteen pages, and be very nearly the size of the Atlas. Advertisements and Communications (post-paid), received at the Office, No. 3, BrydgeF-street, Catherine-street, Strand. Orders to be addre,sed to the Office of THE TABLET, or to any Newsrender in Town or Country. NEW WORKS, PRINTED FOR LONGMAN, ORME, AND CO. I. NICHOLSON'S CAMBRIAN TRA VELLEWS GUIDE. Third Edition, revised by his SON, the Rev. E. 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By the same Author, VISITS to REMARKABLE PLACES; Old Hans, Battle Fields, and Scenes illustrative of striking Passages in English History and Poetry. 1 vol. medium Bvo. with Illus trations on Wood, 21s. cloth lettered. VII. C ULT. 0 C H'S GEOGRAPHICAL INIL DICTIONARY. Parts 1,2, and 3, 51. each. VIII. AHISTORY of PRICES in 1838 and 1839 ; with Remarks (art the Corn-laws, &c. By THOMAS TOOKE, Esq. Bvo. cloltxh.lettered. DR. IJRE'S DICTIONARY of ARTS, 11IAINUFACTUHES, &c. I thick vol. Bvo. with I,'_'•ll Engravi:us on Wood, bes. cloth lettered. It will be enough to say that no man is better qualified than Dr. Ure to execute the task, for his life has been devoted to his subject.'"--Spectator. Capital £200,000, in Debentures of £2O each. The First Series bearing interest at Four per Cent., payable Half-Yearly. DIRECTORS. P. H. Abbott, Esq. William Hood, Esq. Captain_P. D. Bingham, R.N. Adam Murray, Esq. Charles Bourjot, Esq. David Pollock, Esq., Q.C. John Dawson, Esq. John Spurgin, Esq., M.D. With power to add to their number. SECRETARY—PhiIIip D. Souper,Esq. CASIIIER and ACCOUNTANT—L. S. Uoxe__,. Esq. SUPERINTENDENT—Young Anderson, Esq. BANKERS—Messrs. Glyn, Halifax, Mills, and Co. This Company has obtained a grant from the Government of the Federal States of Central America of 15,000,000 acres of Virgin Lands in that country, which lies between the 15th and and 19th degrees of North Latitude and 88 and 92 degrees West Longitude. The Grant includes the magnificent sea-port of Santo Tomas, and several navigable rivers ; the most important of which aro the Polochic, the Motagua, and the Usumasinta, of which the Company has the exclusive right of steam navigation. The first settlement is called Abbottsville, and is situated about 100 miles up the river Polochic. The climate is good and genial, and the country presents an alternation of mountain and plain, affording a choice of temperature. It abounds in minerals, many of which are of the most pre cious description ; and, by the law of the Federal States, any one denouncing a mine becomes the proprietor thereof. The soil is rich to a degree unknown in Europe, and produces, amongst other things, mahogany, dyewood, Santa Maria wood, and many others of great value; indigo, cochineal, sarsaparilla, tobacco, cocoa, coffee, cotton, sugar, rice, vanilla, Indian corn, balsams, gums, and drugs; likewise wheat, barley, pulse, and all culinary vegetables. Horned cattle, horses, mules, sheep, poultry, game, and fish, are abundant and cheap ; and fruits in great variety and plenty. The terms of the grant secure to the settlers the right of governing themselves, by the election, from among their own number, of municipal bodies. Trial by jury, and religious toleration, are likewise secured to them. They are authorised to embody themselves as a militia for self-defence, and to hare a police under the orders of their own Magistrates, for domestic protection. They are not subject to any taxes or contributions, except such as shall be established by themselves. There are no Game or Tithe-laws, nor any burdensome enactments whatever. They have, in fact, a country to them selves, to be regulated by their own municipal institutions. The voyage occupies from six to eight weeks. At the mouth of the river they will be met by the Company's steam er, and conveyed to the settlements, where they will receive every attention from the Company's Superintendent, Mr. Young Anderson, who es ill give them proper advice as to the choice of location, and the first steps to be taken, and will assist them in procuring labourers. The ship St. Lawrence, Huggup master, has just been dis patched with a party consisting of the Company's Superintend ent (on his return to the settlements after a visit to this coun try), the Rev. Mr. Krause and family, a surveyor, a few pur chasers of lands, and a party of English and German mechanics, with their families. A Man and his Wife will be conveyed by the Company to the settlement, provision on board, and put in possession of 40 acres of freehold land (with an indisputable title), for the mo derate sum of 201. ; or persons in a more elevated sphere can purchase of the Company any quantity of land at ss. per um, and may have a cabin passage for 251. To purchasers of land, land orders will be issued, which w ill entitle the holders, on the presentation of them by themselves, or their agents, to the Company's Superintendent, to choice of location, according to their numerical order ; and, having fixed upon a site, the Company's Surveyor will forthwith run the lines, free of charge to the settler. These land orders will be transferable at the pleasure of the holders; and a registry will be kept at the Company's Office in London, and in the settlement, as well of original land orders as of transfers thereof. The expense of reaching the port of embarkation must be borne by the emigrants. Detailed accounts of the country, a copy of the grant, maps, and all other particulars, can be had upon application to the Se cretary, at No. 60, Moorgate.street, Bank, London ; or to the following agents in the country, viz.:— Liverpo'Ol—: - Mr. A. Baid, 13, Bath-street. Bristol—Mr. James Lyon, 3, Corn-street. _ _ Falmouth—Messrs. IV. and E. and C. Came. Manchester—Mr. 1). Holt, 51, King-street. Stockport, Cheshire—Mr. John Smith. High-street. Newbury, Berks—Mr. Thos. W. Fielder. Hull—Mr. Wm. Stephenson, Eastern Counties Herald Office. Oxford—Mr. 11. W. Davis, 21, Walton-place. Leeds—Messrs. R. R. Watson and Co., 20, Albion-street. Edinburgh—Mr. Hugh Handyside, 59, York place. Glasgow—Messrs. Bell, Bogle, and Co. Aberdeen—Mr. Alexander Fraser. Dunbar—Mr. Peter H. Hume, Lumfield, Dunbar. Dublin—Mr. M. Gallwey, 167, Great Brunswick-street. York—Mr. John M‘Dointell, City- Mart, Patrick-street. Waterford—Mr. W. Sharp, Auctitm Mart, Quay. Limerick—Messrs. J. Harvey and Co. Tralee, Kerry—Mr. Thos. O'Connell. Listowel, Kerry—Air. Edward Harnett and Son. Swansea—Mr. John Williams, Cambrian Newspaper Office. Carn arthen—Mr. William Evans, Carmarthen Journal Office. - Carmarthenshire—Duffryn, Llannibie, near Llandilo, Mr. Wm. Pugh. Cardiff—Mr. Robert Thomas. Redrutn, Cornwall- 7 31r. W. Wade, jun. . _ St. Agnes, Cornwall, Mr. Joseph Vi"vian. St. Ives, Cornwall—Mr. James Young. St. Austin and Fowey, Cornwall—Mr. J. Brotlrick. Stratton, Cornwall-- - 111r. W. Rowe. The next ship will be despatched in September. ASTERN COAST OF CENTRAL A AMERICA COMMERCIAL and AGRICULTURAL COMPANY. EMIGRANTS to CENTRAL AMERICA, desirous of availing themselves of the September Ships, are requested to sig nify their intentions, and also to complete their PURCHASES of LANDS, on or before the 15th of July nest, in order that the necessary arrangements may be made for their comfort on the voyage, and for their reception at the settlement. By order of the Dir..ctors, PHILIP D. SOLTPER, Secretary. 60, Motrgate-street, Bank, May 6. CALL. VASTERN COAST OF CENTRAL VI AMERICA COMMERCIAL and AGRICULTURAL COMPANY. CALL of 11. per DEBENTURE on the 5,000 Debentures issued. The Directors having resolved that an instalment of 1/. per debentu. e, payable on the Ist of June, 1840, be called for on the first series of debentures, numbered 1 to 5,000 inclusively, the Proprietors of such debentures are herby required to pay the sum of I/. on each of their respective debentures, at the offices of the Company, No. 60, Moorgate-street, Bank, on or before the said let day of June, 1840. I. the Call be not paid the debentures will be forfeited, and will be sold by auction, the Company reserving such portion of the proceeds as will cover the Call, and the interest that may hare accrued. By Order of the Directors, PHILIP D. SOUPER, Secretary. 60, Moorgate-street, Bank, May 4, 18.10. Costly Repeating and other Watches, Ship Chronometer, Or molu Eight-day Clock, Splendid Jewels, 'lnset Brilliants, Gold Snuff-box, 1,200 ounces of Plate, Sheffield plated goods, entirely from Mr. Baxter, Norfolk -street. , IFIEI3ENHAM and STORK will SELL, at their Rooms, King- street, Covent-garden, on WED stEsnAv next, May 13, at Eleven, an assemblage of truly valua ble forfeited PROPERTY, comprising an unique gold repeater with independent seconds, and strikes the seconds, several other costly repeating watches, a large collection of fashionable gold, silver, and gilt watches by the most 'eminent English and Ge neva makers, a superior ship chronometer, by Tupman, hand some ormolu eight- day clock ; a display ofe , l i e t gan a t m iw com prehending dress suites, armlets, bracelets, sevignys, head orna ments, brooches, car-rings, Ste., n ru bies, emeralds, pearls, turquoise, &c., set in fine gold ; beautiful brilliant pins, brooches, rings, and shirt studs ; unset brilliants, gold and silver snuff-boxes, musical boxes, 1,200 ounces of an cient and modern plate, in waiters, candlestick s , t oast racks, tea and c o ff ee po t s , cu ps, King's pattern and fiddle spoons, forks, ladles, &c. ; Sheffield plated dishes, covers, and warmers; two ladies elegant riding whips, mounted in fine gold, one set with rubies, and other valuable items. May be viewed and catalogues had at the Roomg. Sir Edward Kerrison, Bart., M.P., and Lady Kerrison, arrived in Stanhope-street, on Wednesday last, from Oakley P ar k. W e ate h a ppy to hear the Hon. and G a ll ant Baronet i s gra d ua ll y , b u t s l ow ly, improving in health. The Earl of Burlington, with his family, l eaves town on Monday next, for Eastbourne, where the Noble Earl intends passim± a few weeks in retirement. The lion. Mr. Cavendish, and other branches of the family, have arranged to go there for a short time. FIRST REPORT of the Committee appointed by the Lords of the Treasury, in pursuance of the Addresses of the House of Commons of the 14th, and 20th August, 1839. Railway Committee Office, 5 Committee Room, House of Commons, 16th April, 1840. Sir,—We have the honour to acquaint you. for the information of the Lards Commissioners of the Treasury, that on the receipt of their Lordship's instructions, dated the 26 , 11 November, 1839, in which we ere directed, in pursusnce of the Addresser of the House of Commons, dated the 12th, 14th, and 201.11 August last, to inquire into and report upon the surveyed and projected lines of railway therein mentioned, we lost no time in entering on the per formonce of the' duty assigned to us. We communicated with the engineers, or other parties who, we had reason to believe, were promoters of, or in terested in, the lines alluded to, and we devoted our earliest attention to the consideration of the communica tion between London and Dublin, which forms the subject of the address of the 12th August last. This Address prays " that her Majesty will be pleased to give directions that an engineer or engineers may be appointed to inquire and report upon tie relative merits, and the preference which ought to he given to the respec. tive already-surveyed arid projected railways following; :slimly, from Holyhead, via Bangor and Chester; Port. dynllaen, via Carnarvon, Bangor, and Chester ; Port dynllaen, via Barmouth, Bala, and Shrewsbury ; Orme's Head, via Chester ;" and also, " that her Majesty will be pleased to give directions that proper persons may be appointed to inquire and report upon the best means of communication by sea between Dublin and London, as connected with the said intended railways." We have to observe, that for the route by Chester to Holyhead there are two projects; ore of which is recom mended by Mr. George Stephenson, civil engineer, and the other by Mr. Giles, civil engineer. One line only has been proposed to Orme's Head, and this has been brought forward by Mr. Jenkins, civil engineer. The three above-named gentlemen submitted to us such plans, sections, and reports of their lines as we considered would be sufficient to enable us to decide on their relative merits, after an examination of the country through which it is proposed that they should pass. It appears that Mr. Vignoles and Mr. Rastrick were the civil engineers employed to make surveys of a railway leading from Portdynllaen towards London, and the for mer gentleman reported the result of these researches to the Commissioners for the proposed lines of railway in Ireland, which is published in the Appendix of their Re port. Mr. Vignoles there gives it as his opinion, that the best line for a railway from Portdynllaen is by Pwllheli, Tremadoc, liarlech, Barmouth, Dolgelly, Drews-y-nant, Bala, and Shrewsbury. He attached to his Report a tracing of this line, on a map compiled from the Ordnance map of North Wales, and he also supplied a detailed section of it from Port dynllaen as far as Bala,- but beyond that point there is no thing to guide us as to Mr. Vignoles's project. Mr. George Stephenson states, in his printed report to the directors of the Chester and Crewe Railway (a copy of which was laid before us), that he has recently had the country between Portdynllaen and Bala surveyed, keep ing nearly in the track pointed out in the report of M . Vignoles ; and of this survey, which Mr Stephens on e . tended to Chirk, 30 miles beyond Bala, he has given both a section and a verbal description. It appears, that a line was surveyed between Wolver hampton and Shrewsbury, on which Mr. Locke has made a report. A copy of this report was forwarded to us, but we do not learn that any survey has hitherto been made for determining the best line between Shrewsbury and Chirk, so that the project for a railway communication between London and Portdynllaen, by the route recommended by Mr. Vignoles, is apparently still incomplete. Of the line from Portdynllaen to Bangor, we were net enabled to procure any plans or sections previously to our commencing the inspection of this part of the country ; and until our reaching Chester, where Mr. Henry Archer acquainted us that he is a promoter of this line, we were not aware that it was likely to be supported. We shall, in a subsequent part of this Report, give the result of our further communications with Mr. Archer, and shall now proceed to describe the proposed lines by the northern coast of Wales. Having signified to the engineers concerned our inten tion of examiniz,g their lines, we left London on the 30th of December and proceeded to Chester. At that place we were met by Mr. George Stephenson and Mr. Jenkins, and these gentlemen, with Mr. Glad stone and Mr. Palin (who had surveyed Mr. Stephenson's line), accompanied us in the examination of the country, to point out their respective routes; but Mr. Giles and Mr. Vignoles did not join us in our investigation. Mr, Vignoles acquainted us, that he had no information to supply beyond that which is to be found in the Report of the Irish Railway Commission, and he referred us to a letter, dated the 17th August last, addressed by him to the Lords of the Treasury, in which he states, " that any comparison drawn from the result of exploring surveys, levels, and researches, as far as they have hitherto been curried along the Portdynllaen and Bala line, with the result of the detailed surveys and sections made on the Holyhead and Chester line, would be decep tive, and that no truly correct professional conclusions of an unbiassed judgment can be drawn from such unequal examinations." Mr. Vignoles concludes the letter in question with the following paragraph At the risk of being considered presumptuous, I would most earnestly re present to the Lords Commissioners, that notwithstanding the reports made in favour of the Holyhead and Chester route, I am still of opinion that the line from Portdynllaen by Bala and Shrewsbury, or a mo difi cation thereof, would, upon a full, and detailed, and impartial investigation, be found the most desirable, in reference to the numerous collateral circumstances, and to the general public results ; and at the same time, I beg to be permited to record my deliberate professional opinion, that it can only be from minute surveys, on a sufficiently large scale, and upon ac curate location, that a proper judgment can he formed, or one which ought to sway with her Majesty's Government or with the Legislature, in deciding upon the relative merits • and the preference which ought to be given to the respective lines of railway stated in the Commons' Address to her M a j es ty. It is true that to obtain such detailed investiga tion to the requisite extent would be attended with some expersc, which to some might be deemed considerable in the abstract; but I do most urgently submit, that such expenditure should he regarded as but a trifle in compari son with the magnitude and importance of the object, and that such a consideration ought not to impede the sufficient and satisfactory inquiry which ought to p.ecede the ulti made decisien on this subject ; but I apprehend, that in the event of such detailed examination and surveys being mode, t h ey may all, by proper arrangement and system, on the part of the directtng, engineer, and of the surveyors, in recording their operations on a !sage scale, be made available for the ultimate laying out and construction of the railway, and. would be most valuable documents to the parties .rho might ultimately have to execute them, and upon whom the expanse might, with the utmost propriety, be eventually thrown." We here think it right to remark, that had there seemed to us, after an inspections of the country, any ground for supposing that a line more easy of executien than that from Chester tea Holyhead was to be found between Petit dvnllaen and Shrewsbury, by the Bala Pass, which Mr. Vignoles has stated to be the lowest in this part of North Wales, or had there appeared statistical reasons for pre ferring the Inlsnd line, we might have felt the propriety of pressing upon the e.,nsiderati,n of their Lordships the foregoing suggestion of Mr. Vignoles, but we have seen no cause for so departing from the strict letter of our in structions. Indeed, with the exception of some minor details, which do not effect the general bearings of the case, the line se lected is perhaps the host that the difficult tract of country which forms the Bala Pass affords, end is such as might have been expected from the skill and exrricnce of those gen tlemen who directed the surveys ; and whatever may be the objections %N hiell in a subsequent part of this Report we shall have to make to this line , they will apply to de fects that were not within the power of the projectors to remedy. EXAMINATION OF THE LiNrs TO HOLYHEAD AND mote s HEAD. Owing to the nature of the country, the lines of Mr. Stephenson, Mr. Giles, and Mr. Jenkins are for m,ny miles nearly identical , and therefore, as we b e li eve t h at the report given in by Mr. Steph e nson det ails s ell') great ac curacyk propos es, we shall append the nature of the wor . description which it • • it to this Report, as the bes t shall is in our offer of his line, and we now only touch on power to 0 , some of its most important features, a nd notice the p o i nts of c liff. renc e between it and the lin e s of the other engineers. The three lines commence at different points, and, gradually approaching each oth er, meet ab out m id way between Chester and th e Upper Ferry . . In ord er to dis miss this part of the su b j ect, we will here state, that Mr. Gdes's line commences inn the Crewe and Chester li ne , at about three miles from Chester, and crossiog the Dee by a viaduct of masonry, arrives, without any severe inclination at the Upper Ferry about one mile beyond Chester. Mr. Jenkins's terminus is likewise to be on the Crewe and Chester line, at about two and a half miles from tin cross the D ee a b ove the Chester. He proposes, also , city, oa a masonry viaduct, and descend towards the Upper Ferry, commencing by a fall of three-quarter s o f a mile in length, at the rate of one in 9, The terminus selected by Mr. Stephenson is that of the Chester and Crewe and the Chester and Birkenhead Railways. Time construction of that part of his line which would intervene between his terminus and the Upper Ferry, would, in proportion to it 3 length, be attended with more expense than the construction of either of the other lines to the same point, as will appear from the following de scription; but it is to be observed, th at i n this course there would be abort one mile less of n ew line to con struct, although it would increase the total distance from London. Proceeding from the Chester station of the Chester and Crewe, and the Chester and Birkenhead Railway, p r oposes to pass at right ang l es under Mr. Stephenson Northgatc. street, by a tunnel, in red sand -stone rock, of 220 yards in length, and to cross the ca na l an d the River Dee by viaducts; the letter, which wou ld be 30 feet above high-water mark, he proposes to place below the Mr. Stephenson proposes to pass round this promon tory, below the level of the turnpike road, protecting the railway by a sea-wall. Mr. Giles, on the other hand, recommends going through the rock by a tunnel of 1,628 yards in length. It appears to us, that as Penman Mawr is in the clay-slate formation, the latter would be a mach more expensive and formidable operation than the stew-.wall, and we therefore have no hesitation in stating the mode proposed by Mr. Stephenson of passing this headland is preferable to that suggested by Mr. Giles. From Penman Mawr the lines follow a course in which there is not any essential difference until they reach the corner of Penrhyn Park. Here Mr. Stephenson proposes to pass under the turn pike road; then over the River Ogwen, b) a bridge 37 feet high, with embanked approaches, and afterwards through a cutting five-eighths of a mile long, and 45 feet deep. The line then crosses the River Cagen and the valley through which it iuns, by a short viaduct, and an em bankment 350 yards long, the extreme height of the former being 75 feet; this brings it to the ridge on the east side of Bangor. By cutting a tunnel of 490 yards in length through this ridge, the line would open on the Bangor valley, and pass Castle-street by a viaduct 35 feet high and 125 feet long. It would then cross the valley by an embankment and viaduct of a quarter of a mile in length, and of the extreme height of 70 feet. Mr. Stephenson proposes to pass through the hill of Pcnrhalt by a cutting 1,000 yards in length and 17 feet in mean depth; and curving, with a moderate radius, to cross under the turnpike road and join the Menai Bridge. Mr. Giles, on proceeding from Ponrhyn Park, recom mends a. more direct course than that of Mr. Stephenson, so AS to bring his line nearly opposite to the end of the Menai Bridge ; but in adopting this plan, he would have to encounter very formidable difficulties, in the com unc tion of two viaducts and two tunnels, one of the latter be ing one mile and a quarter, and the other three quarters of a mile in length. The passage of the Menai Bridge is the next point of importance. It has been supposed that this would have presented an insuperable obstacle to the lines of Messrs. S te phenson and Giles, but neither of these gentlemen pro poses to cross the bridge with locomotives engines ; the former suggesting that the railway carriages may be drawn over by horses, and the latter by a stationary engine. There seems to be no objection to either of these plans, and the loss of time consequent upon them would proba bly not exceed one quarter don hour. The following observations will show the sufficiency of the Menai Bridge to sustain the weight of any number of railway carriages that may be required to pass over it. In the first place, as far as regards the mode of pas sage, no important difficulty can be foreseen ; the only question, therefore, is one of strength. The weight of a railway passenger-carriage, with its load, is commonly estimated at about five tons, and the length occupied by each carriage, from one connecting pin to another, may be taken at 22 feet, when several car riages arc in connexion. This would give a pressure of only .23 of a ton per lineal foot on the length of the bridge, supposing the platform to be wholly filled with such carriages. i ce us--;;citv see what weigh: the bridge is capable of sustaining. It appears from the statement of Mr. Proviso, who was the resident engineer during the erection of this splendid structure, that the suspended part between the piers con sists--- Tons. cwt. Of 16 main chains, including connecting plates, screws, bolts, &C. -7eigbing 394 5 Of transverse ties ditto... 3 163 And of suspended rods, platforms, &c. ditto... 245 13i The total weight being 643 15 The distance between the points of suspension is 579 feet 10} inches, and the deflection 43 feet. With these data, the tension in terms of the weight may be readily computed, from the properties of the catenary curve ; but it will, perhaps, be more satisfactory to derive it from the actual experiment of Mr. Rhodes, who superintended the erection of the chains, and who found, practically, the tension to amount to 1 . 7 times the weight. This makes the tension on the supporting chains from the weight of the structure alone to amount to 1,094 tons. Now, to sustain this tension, wo have a sectional area in the 16 chains of 260 square inches, which, according to Mr. Barlow's experiments, made on the chain.cable testing machine at Woolwich, are capable of sustaining 2,600 tons, without injury to the elastic force of the iron-. namely, 10 tons per square inch, the ultimate strength being 25 tons per square inch. Tons. If. then, from the absolute strength of the ehltins ... 9 .600 We de luct the strain due to th?, weight of the bridge 1,094 Thera remains a surplus strength of 1,506 which is competent, therefore, to sustain a uniform load (allowing the tension to be P 7 times the weight) of 1506-1 7, or 886 tons. Now, if the bridge were cove7.ed with loaded railway carriages on both sides, it would only be equivalent to 265 tons, leaving still a surplus strength of 621 tens. The objections, therefore, that have been raised respecting the capability of the bridge to bear the weight of the railway carriages which it might be requirel to support, must be considered as utterly groundless. Mr. Stephenson proposes to establish a station at each end of the bridge, where the locomotive engines would be kept in readiness to be attached to the trains. No further difficulty occurs, in either of the lines, till they reach Maldraeth Marsh, where each would require an embankment. That of Mr. Stephenson would be of the mean height of 38 feet, and about two miles and a quarter in length, with a cutting of ono mile ani three quarters on one side, 20 feet in mean depth, and on the other of one mile in length and 27 feet in mean depth. We find that the practicability of forming such an em bankment has been doubted, in consequence of the nature of the soil : but it is to be remarked that the whole of this part of the island of Anglesea is of the coal formation, and as several coal pits have been sunk in this marsh, the build ings appertaining to which appear to have been supported without any extraordinary precaution, we do not apprehend any great difficulty will be found in the formation of the proposed embankment. From Maldraeth Marsh to Holyhead the work is toler ably easy on both lines, with the exception of a tunnel of 1,605 yards in length, that Mr. Giles proposes to cut near Trefdraeth, by which means his embankment across the marsh would be less than that of Mr. Stephenson. Having thus followed the course of the lines of Messrs. Stephenson and Giles to their western terminus, it is proper that we should here observe. that after a careful consideration of all the properties of both, we feel bound to give the preference to the line proposed by Mr. Stephen son, on account of the greater facility and economy of construction that it admits of. This line has, in an extent of 85 miles, only 1,504 yards of tunnel, whereas that of Mr. Giles has 8,533 yards, in the same distanc,. The gradients of both lines are fa vourable; but after what has been stated, it will only be necessary to detail those of Mr. Stephenson. namely : Miles. Chains. Level 5 feet per mile and under Above . b feet and up to 10 feet 7 20 Above 10 feet and up to 15 feet 2O 64 16 feet per mile 19 feet per mile With respect to Mr. Jenkins's lines, it has been already stated that from the Upper Ferry, near Chester, to tho pint where thii Eno turas off to Orme's Head, it is nearly identical with those of Messrs. Stephen son and Giles. From the point of divergence to its west ern terminus, at the Great Orme's Head, there is no heavy work excepting a tunnel of 660 yards in length, in clay slate rock. Mr. Jenkins is, however, aware that this difficulty might be obviated, and the railway carried over a more favourable line, by a small increase of its length. EXAMINATION OF TIIE LINES TO POETDYNLLAEN. On the termination of the inspection of the competing lines to Holyhead, on the 3d of January l as t, i t was our i nten tion, in pursuance of the instructions of the Lords of the Treasury, to examine the line w hien is prcpoed to connect Portdynliaen with that of the North Coast, at 53,,e Mr. Provis's vahtible work on the Co ruction of the l‘leni Bridge. From Dolgelly an inclined plane commences, which, rising for 10 1-6 miles at the rate of 1 in 150, brings the line to the summit, at about one mile beyond Drews-y -nant. Here, on Mr. Vignoles' section, a tcnnel is marked of two miles in length, with a cutting at the west end of 90 feet in extreme and of 45 feet in mean height, and two and a half miles long, and another cutting at the cast end of 120 feet in extreme and of CO feet in mean height, and one mile and a quarter long. Mr. Stephen,on states tnat this tunnel would require to be three miles in length. It would be impossible for us to give a decided opinion on this point without havinr , the ground surveyed under our own direction, arid we do not think that in the present stage of the inquiry it is necessary to take this course. Tho summit of the pass, according to Mr Vignoles' showing, is 710 feet above the level of the sea at low water. From hence the line descends at the rate of 1 in 640 to Bala, where his section terminates. [Here a table of gradients is given from Portdynllaen to beyond Bala, pointing out the difference of level with the rise and fall. The greatest rise in the line is from Lianelitid to near Drews-y-nant, a distance of about 11 miles, at the rate of 351 feet per mile.] Mr. Stephenson's section is extended to Chirk, to show the probable inclinations of the proposed railway between that place and Bala. From Bala to Corwen the gradients would be favour able, and the formation of the railway would present no extraordinary difficulty; but from the latter place to Llangollen Mr. Stephenson is of opinion that the earth work would be severe, requiring at least three tunnels, through material of a very hard nature. We are inclined to coincide with this opinion, as we conceive it would be preferable to incur the expense which these tunnels would entail, than to work trains with a locomotive engine on curves of the short radius that would otherwise seem to be requisite. The next 30 miles, namely, from Chirk to Shrewsbury, have not been surveyed with a view to the formation of the railway now under consideration, and therefore we can offer no opinion as to the line that might be selected in this part of tl-.e country ; but a survey, on which Mr. Locke has reported, has been made from Wolverhampton to Shrewsbury. This report, which will be found in the Appendix, and a section of the lino, as prepared for Parliament, were laid before us, but we do not think it necessary to give a detailed description. or an opinion on this project, as it has not the sanction of Mr. Locke's recommendation. We will therefore only observe, that from an examination of the country between Wolverhampton and Shrewsbury, it does not appear that any great eng►neering difficulty would have to be encountered ; and as it is in a line that, in our judg ment, could not fail to be very beneficial to the district through which it would pass, ►we consider it probableth,t it will eventually be executed. We have to remark, that in our examination of the north coast lines, as well as of the line by the Bala Pass, we had the advantage of the co-operation of Colonel Cun ningham, who concurred in the opinion ►which we have now expressed ; but the state of that officer's health has un fortunately precluded him from taking part in our subse quent investigations, and his name is consequently not attached to this Report. Your letter of the 14tli January 1074.1075 13-1, con veyed to us the consent of the Lords of the Treasury to Mr. Archer's request, for the postponement of our inspec tion of the line advocated by him, and your letter of the 14th February (3254) 11 2, instructed us to examine and report upon a line to Portdy►►llacn, via Worcester and Newtown, pursuant to the Address of the tiouse of Com mons of the 4th July, 1810. It r•ns subsequently intimated to us that an extension of time had been granted to the parties interested in the lines for the Dulin communication till the 12th March. On that day plans and sections of the Worcester and Portd)nllaen line, and a section of the Bangor, Caernarvon, and Portdyullaen line were dclivrrcd to us, but .as those documents were deficient in the necessary details, they were returned to the parties concerned, fur the purpose of being rendered complete. O.: the 25th March we were informed that the neces sary additions had b..•cil made, and on that day the exami nation of 11r. Archer's line was entered upon, in conjunc tion with that gentleman and Mr. Wellington Purdue, by whom it had been surveyed, under the d.rectien of Mr. Vignoles. This line commences at the Bangor tun:pike road, near the corner of Ponybpi Park • passes to the southwa r d along the valley which lies behindl the town of Bangor; runs wi•'•in a mile and a quarter of Caernarvon; crosses the Bedgellert and Caernarvon road, close to Penrose toli bar, and proceeds nearly in a straight line by the Chapel of Tynybout, and across the eastern side of Lord New. borough's park. From thence it takes a direct course to Clvneg, asd crosses the, Llanlofty and Tyne streams. Prom Clynog . it runs parallel to the high road to Eter nion, at which place the road turns off towards Pwliheli. The line of the proposed railway then proczmds in the direction cf the north-western or seaward peak of the Rivel chain, which must be passed by means of a tunnel 630 yards long ; crosses Vortigern's Valle 7, and after passing over a narrow gulley reaches the cliff at Pest:ll, in which a tunnel of 1,144 yards in length will be necessary, open ing- out on the southern side of the hill into deep cutting. The line generally from hence keeps parallel to the sea-coast to Nevin, where it curves round to the Western promontory of Portdynllacn Harbour. The foregoing being the general direction of the route, we shall now proceed to describe its dettilp. In the first '5l miles, which are hofirmtal, the following work will ho necessaiy. A cutting of about three-fifths of a mile in length, an,l of the average depth of 36 feet ; then a bridge of uno arch of 58 feet in height over the Ogwin; afterwards a cutting, 45 chains in length, of the extreme depth of 70 feet, and the average depth of 55 feet, through the ridge south of Bangor, and, lastly, two cuttings of about 10 chains each, and 50 and 40 feet deep. For the next two miles the work will be very slight ; tl en a viaduct of 10 chains in length, and of the extreme height of 100 Teet, will be required over the valley through which Mr. T. Ashton Smith's railway passes t 3 his slate quarries. On either side of this viaduct there will be about three quarters of a mile of cutting, of the average depth of 18 feet. The next gradient rises I in 9SI for a length o f 61 m il es to the summit of the line. The work in thi s l ength is shown on the section as being extremely easy, with the exception of a viaduct of chain' chai over the riv er S c i ont (the maximum height being 50 feet), and a bridge over the river Gwrfai, of one arch 50 fect high, with embarked ap proaches, made up front the adjacent cuttings, of a mite and a half in total :ength, and of the extreme depth of '4 feet. From hence the Ii )e falls 61- miles, at 1 in 398. Fur the first five miles the r4ils wi I ba nearly on the surface. In this &stance, the river Tyne will be crossed on a bridge, of ono arch, 80 feet in height, connected with embankments on both sides". Then the river Llanllyfni will be passed on a bridge, of one arch, 75 feet in height, followed by some low em bankments, of 1 a mile in length. The following 3 miles have a gradient of lin 1,017. The work required consists of two pieces of cutting, n.e amounting to 1 of a mile in length, and of an embankment depth of 17 feet. Tucre will be an embankmeo ins l- o d f up from the last-named cutting) of about seyen:bi 1 I a mile, and of abut 14 feet ;n height, Iles fall at with al.. g ridge. of one arch over a small river. The next eighto Portdynllaen, the rate of 1 in 1,408, carrying the linoThe t re will be in this at about 90 feet above high water. distance a piece of cutting about 27 chains long, and ave raging 28 feet in depth. Two small gu llies will have to be passed on embank ments c.. of 33 feet 1.. c: which ; one of 36 and theoth which will connect the line with the shorter tunnel. This tunnel, as has been alread y state', will be 630 yard; long, and will pass through the base of the north- wcEtern• promontory of t he Rive' mountains, in a.rock which is repre- lai;f~ intersecting the road from Capel Artheg to DAzelly, z.r!cl keeping parallel to it for about four miles, Le taly.s a course to the southward of the town, and skirting th!? b ase of Cadcr Idris, leaves the valley of the Alowectiach by a tunnel, of about three miles and a half in length, which takes the line into the valley of the Afon Geryst ; fr,in hence, after crossing the Dovey, the line pass by a tunnel of half a mile through the hill of Cell-cock, a.,(1 leaving .11allwyd about a mile to the southward, crosses the road between Welch Poole and 11 , Iallwyd. Near Blaen Tafolog another tunnel will be necessary of two miles , n length. Issuing near Dolfawr, the line keeps in the COLINC of the valley, and after passing - through a tunnel of 1 570 yerds in length, reaches the sum-nit at Carno. Front hence it proceeds along the vale of the Afon Gorna to Llanwnog, where it skirts the high ground, keeping a course parallel to the turnpike road ; and after passing Aberhavesp, it crosses the river Severn, and passes on t• the Newtown station. [ A long table follows, showing the probable extent of earth work that would be required, and the gradients from the junct;on with Mr. Vignolcs' line to Newtown. The cut , logs will chiefly be is rock, of the clay slate formation, and the line passes through a district which abounds in quarries of excellent slates.] The total length of the proposed tunnels in this distance of 401- miles is no less than 8 miles and 63) yards, and as the principal tunnel is three miles and 920 yards in length, through a hill of considerable altitade, composed of rock of the clay-slate formation, with some portion of porphyry, there is no doubt that the completion of this line would occupy several years. Thu line of Messrs. Varden commences at the Newtown station. It intersects the turnpike read lesading to K rna t and runs nearly parallel to the course of the Severn fol. about three miles, when it turns off to the eastward, passes over the turnpike road from Kerry to Montgomery, and after going through Sarn, crosses under the turnpike road to Churchstoke. It then takes a direction towards Lsdharn, crossing, at Aston Hall, the turnpike road beta eert Bishop's Castle and Montgomery ; thence it proceeds till it reaches the vale of the Onny River, which it crosses several firms. At Streatford Bridge it is carried under the Church Stret ton turnpike road, and sweeping round the foot of Norton , bill, on which arc the remains of a celebrated Roman en campment, it runs parallel to the Onnybury-road to Lud low, where it passes the Come River on a bridge. _ From Ludlow the line follows the course of the Teme for several miles, taking a direction, between Ashford 'church and the village, to the vicinity of Little Hereford, where i t runs parallel both to the Leominster canal aid to the Aim pike road to Tenbury. From hence it keeps the Vale o f Tame, occasionally being► carried over the river, and finally reaches the Worcester terminus to the southward of the town, after crossing the River Severn by a bridge of three arches, two being of 60, and one of 80 feet span, and of 35 feet in height. Messrs. Varden have given in drawings of their line, on which are marked not only the actual sr!etion levelled by them, but also another section, which, though not levelled, they assert could be obtained on a fresh survey of the country. A table of gradients and cuttings follows, showing the probable extent of the earth-work according to both sec tions, for although we cannot vouch for the accuracy of the section which has not been positively leveller!, and should, feel bound, if a elose comparison were necessary with :Inc other line, to regard the levelled section only as the one via which we ought to decide, we yet consider ourselves war ranted in saying, from a close inspection of the country, hat if time had been allowed to Messes. Varden, they would, in all probability, have obtained as good a line as that which they have assumed. The distance between the Newtown and the Worce•scr stations isabont 61 miles. The cuttings for the first 30 miles are in limestone, and the remainder in freestorto. gravel, and alluvial soil. it is understood that within about five miles of Messrs. Varden's line, and about 15 miles from Newtown, several copper and lead mines have been recently discovered, of which some have been wolkeds• At &mut 37 miles from Ne'vrtown, and within fou► miles • of the line, there are coal field: and ironstone, which lattor is said to be of a very vahrble dzseription. There arf also extensive coal fields at Pensax, near the line, and about 46 miles from N.wtown. The line surveyed ty Mr. Bennet, under Mr. Brun-i's direction, commences at the Worcester station, and after crossing the Birmingham Canal anii the Birmingham and Gloucester Railway, passes to the north of the the town of Perbhore. From hence it take's the direction of Evcsham, crossing the River Avon at Fladbury, and afterwards twice, near Ercsitarn. It then runs nearly parallel to the turnpike read as far as Bretforton, where it . sweeps round Church Honey bourne at the foot of Bsyly's Hill, and crosses the turn pike•road about midway b^twecn the town of Chipping Campden and the tillage of Ebrington. It proceeds from hence towards Morton-in-the- Marsh , where there will be a short tunnel ; and, entering the vale of the Evenlode, continues in very nearly a straight c.firee lion until it raises the Chipping Norton and Burford road, about half tray betivcen those places. It thtii curves round to the eastward, folloiiing nearly the course of the • Evenlode, by the villages 0 Sliorchunpton and Cliarlbury, dose to the north side of Cornbury Park, %there it crosses the river. Between that paint and Oxford the Evertido is again crossed, at eight different places, and before reach- in,; the Oxford station the Isis is also crossed ; but the bridges for the passage of these rivers would not be works of much importance. A fter pa . ssing the Oxford Canal and the turnpike road between Oxford, and Abingdon theline pruceeds, with cagy work, to join the Great Western Railway at Dudeot. • • [Two tables follow, showing the quantity of the eafth work, and the gradients ft.( m Worcester to DOCOLI GENER4L SUMMARY OF THE. GRADIENTS FICHII LONDON TO PCItTU'i NLLAEN. a Level, and up to 5 feet p er m il e Mles. Ch 111 12 ins Above 5 feet, and up to 10 feet per mile 63 11 .-- 10— ' 16 25 46 • --16— 18 -- 26 16 20 and 21 feet per mile 25 feet per mile - 6 50 Inclined plane, 58 feet 6 inches per mile. 4 9 2b9 77 The rate of travelling on the Great Western is too well known to render it necessary for us to make any observa tions upon it; and we have only to remark that . the nous e of the country from Dudcot to Worcester is em inen tly cal culated for a railway, and that the line has been judiciously chosen to admit of high velocities, th ere being only one plane of severe inclination. The grad ients proposed be. te eon Newtown and Worcester are very favourable; and we may obAtrve that from Newtown to London. a distance of Mei miles, there would only be about 1 1-7 ttile of tunnel. From Newtown to the C4rno summit nothing of\ a for midable character presen ts itself - and it is only f r o m thence to the junction with Mr. Vigeoles' l ine , b eyon d Dolaelly, that serious di ffi culties have to be enco u nt ere d . In Mr. Brunel's Report to Us, which will be found in the Appendix, it is stated that circumstances have pre vented this district being thoroughly explored by the sur veyots, and that a better rine than the one submitted would be found, on a careful and minute examination of the coun try. To what extent this may be the case it is not fat' us to pronounc e ; but alth oug h, f rom our own observ,ation we concurin Mr. Brunel' s o pi n i on , we f ee l justified it; stating that, taking i n t o cons id erat i on the very inadequate time ellcwed to Messrs. Varden end to Mr. Newnham to prepare their section;, and the very difficult nature of the country they had to exam i ne , t h ey appear to h as e ev i nced much ability in the selection of their lines. In our examination of the line from Worcester to Dudcot we were accompanied by Mr. Brunel and big surveyor, Mr. liseuet. Mr. R. Vardar) and Mr. Newnhara poi;:ted out their rnpec:ive lines between Dolgeily and Worcester. OPINION UPON THE COMPET:NG L1N7.5 TO P3II7DVNLI.AUN. Having described tlic leatures o, tho-tlireee:'' , '- rtmg lines from London to Portdynlinen, it mill be mos that as regards the eXtent of .new railvisy to b• formed, the facility and ec:lnocey of construction, and the WALL ON THE ORTHOGRAPHY OF THE JEWS. This day is published, royal Bvo., price 15 s . c l o th, THE PROPAGATION of ALPHABETS and other Phonetic Systems throughout Eastern Asia ; and the vast inferiority of Ideagraphic Writing, as dis played in its effect on Human Learning. Being Part 11. of An Examination of the Ancient Orthography of the Jews, and of the Original State of the Text of the Hebrew Bible. By CHARLES WILLIAM WALL, D.D., Senior Fellow of Trinity College, and Professor of Hebrew in the University of Dublin. Also to be had, uniform in size and price, Part 1., AN INQUIRY into the ORIGIN of ALPHABETIC WRITING ; with which is incorporated An Essay on the Egyptian Hieroclyphics. London, Whittaker and Co. ; Dublin, Milliken and Son.