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

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,lietganatmiw
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, candlesticks, toast racks,
tea and coffee pots, cups, 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 Park. We ate happy to hear the Hon. and Gallant
Baronet is gradually, but slowly, improving in health.
The Earl of Burlington, with his family, leaves
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 Stephenson 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 modification 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
Majesty. 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, they 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 motes
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 believe that the
report given in by Mr. Stephenson details
s ell') great ac-
curacyk proposes, we shall append
the nature of the wor.
description which it • •
it to this Report, as the best
shall
is in our
offer of his line, and we now only touch on
power to 0 ,
some of its most important features, and notice the points
of cliff.rence between it and the lines of the other
engineers.
The three lines commence at different points, and,
gradually approaching each other, meet about midway
between Chester and the Upper Ferry.
. In order to dis-
miss this part of the subject, we will here state, that Mr.
Gdes's line commences inn the Crewe and Chester line, 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 Dee above the
Chester. He proposes, also,
city, oa a masonry viaduct, and descend towards the
Upper Ferry, commencing by a fall of three-quarters of 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, that in this course
there would be abort one mile less of new 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,
proposes to pass at right angles under
Mr. Stephenson
Northgatc. street, by a tunnel, in red sand-stone rock, of
220 yards in length, and to cross the canal and the River
Dee by viaducts; the letter, which would 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.
Stephenson 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 last, it was our
intention, 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 southward
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 of 61 miles
to the summit of the line. The work in this length is
shown on the section as being extremely easy, with the
exception of a viaduct of chain' chai over the river Sciont
(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
insl-odf
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.. gridge. of
one arch over a small river. The next eighto Portdynllaen,
the rate of 1 in 1,408, carrying the linoThetre 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 gullies 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 already state', will be 630 yard;
long, and will pass through the base of the north- wcEtern•
promontory of the 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!? base
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 rnat
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 per mile 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 eminently cal-
culated for a railway, and that the line has been judiciously
chosen to admit of high velocities, there being only one
plane of severe inclination. The gradients 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 presents itself - and it is only from
thence to the junction with Mr. Vigeoles' line, beyond
Dolaelly, that serious difficulties have to be encountered.
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 pronounce ; but although, from our own observ,ation
we concurin Mr. Brunel's opinion, we feel justified it;
stating that, taking into consideration 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 examine, they appear to has e evinced
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