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

EVENIN G E DIT lON

time to be employed in the work, the preference should be
given to the route by Chester, Bangor, and Caernarvon ;
And it will be seen by the following tables, that with the
incle exception of time to be expended in the journey, in
which the advantage would be decidedly in favour of the
Wo-cester line, all the tested properties are in favour of
that by Chester, Bangor, and Caernarvon.
TABLE (A) shows the length of line already formed, the
length of line in progress, the length remaining to be formed,
and the total distance between London and Portdynllaen.
(Those marked * have been fo:med; tin progress; to be
formed.)
LONDON, CIIXSTER, AND PORTDTNLLAEN.

Miles. Ch.
16, 49
20 50
88 55

*Londcni to Crewe
t Crewe to Chester
Chester to Portdynllaen

Total 274 76
LONDON, SHREWSBURY, AND POUTDYNLLAEN
*London to Wolverhampton
+Wolverhampton to Shrewsbury 3l 40
Shrewsbury to Portdynllaen

Total..

•••• • • • ••• - • • 272 40

LONDON, 01FORD, WORCESTER, AND PO R.TDVNLLAEN.
#London to Diulcote
t Dudeote to Oxford ...... 920
tOxford to Worcester. 56 70
Worceater to Nevvto,
Newtown to the junction with Mr. Vignoles's line,
near Dolgelly ••• ••••
tMr. Vignoles's Irne, from the junction near Dohzelly
to Portdynllsen

40 0

Total

In computing the distance from London to Crewe to be
)65 miles 49 chains, we base our calculation on the length
f: he present line to Birm ogham, and thence by the
Gradd Junction to Crewe : but if a line should be exe-
cuted from Rugby to Stafford, or from Rugby to Stone,
the distance would be shortened by about eight miles.
The other distances in this Table arc obtained as fol-

lows:—
That from Crewe to Chester is taken from Bradslaw's
Tables.
That from Chester to Portdynllaen is taken from Mr.
George Stephenson's section, as far as Penrhyn Park wall,
confirmed by Mr. Giles' section, and partly also by that of
Mr. Jenkins ; and from:Penrhyn Park wall to Portdynllaen
,the distance is taken from Mr. Purdon's section.
That from London to Wolverhampton is an admitted
measured distance.
That from Wolverhampton to Shrewsbury is taken from
a seekion deposited in the Private Bill Office, and the dis-
tance Irom Shrewsbury to Portdynllaen is ascertained in
the under-mentioned manner:— _ .

Mr. Vigil°les represents the distance from Portdynllaen
to Llangollen as being 85 miles and 20 chains * by his
proposed railway line,, and the distance by the turnpike
road betty. ea Llangollen and Shrewsbury is 30 miles and
40 chains, making a total of 115 :miles 60 chains ; we
therefore feel justified in putting the whole distance as at
least 1:6 miles for a railway.
The distance from Loudon to Du icot is taken from the
section of the Great We..tern Railway.

That front Dudcot to Oxford, from the section deposited
in the Private Bill Office.

That from Oxford to Worcester, from the section re-
commended by Mr. Brunel.

That from Worcester to Newtown, from the section pre-
pared by Messrs. Varden ; that from Newtown to Dol-
gelly, from the section prepared by Newnham ; and that
from Dolgelly to Portdynllaen, from Mr. Vignoles's section.
The foregoing table shows that by adopting the line by
Chester, Bangor, and Caernarvon to Portdynllaen, there
would only be about 88 miles and 55 chains of new railway
to form, w hereas by the Shrewsbury and Bala line there
would be :461 miles, and by the Worcester line 208 miles.
The comparatively small amount of capital that would
therefore be required for the Chester and Bangor route to
Portdynllaen, is a strong argument in its favour; and it
will be observed, by an examination of Tables (B) and
(C), that there are other reasons which contribute to
entitle that line to a preference.
Table (B) shows the relative amount of population cf
the country through which the projected lines of new rail-
way would pass, and the average coach traffic.
TABLE (B).

i Average
Miles Popula- Coach Traffic,
to tion per per Annum
he formed. Mile. per

Names of the New Lines,

Miles. Ch. 1

Chester, Bangor, and Caer-
narvon to Portdynllaen
Wolverhampton, Shrews-
bury, and Portdynllaen
-ord, Worcester, and
Portdynllaen

88 55 I. 4,836 1b,723

146 40 3:252 4,433
203 10 3,936 I 7,819

In the route lulu Chester to Portdynllaen we hare
taken the population of Anglelea. Caerna. yorihire,
bi and part of Chrshire.

E the route through Shrewbtiry we have inelut d the
popultton of the e-unties of Sllop, Montgornifry, Merio-
DerLbigh, and Caernarvon.
In the line from Dudeot to Portdynllaen we have allowed
for the population of part of Oxfordihire. Woreest,rshire,
Berkshire, Buckinv.,,hamshire, Warwickshire, Gloucester-
shire, Shropshire, Cardiganshire, and the whole of Hereford-
shire, Montgomeryshire, Merionethshire, Caernarvonshire.
and Radnorshire.

In each ense the population is taken from the census of
1531, and the amount being divided by the number of
miles in length of the propoel new line, gives the result
st%peitlcd in the precedinc, blc, from which it will be sect,
ti, ,t the population to be accommodated is greater by the
Chester than by either of the other lines.
We have hitherto only regarded the competing lines
with reference to London and Dublin, and the interme-
diate districts, but it is also necessary to sec how the ease
stands with respect to the manufacturing districts of the
North of England.
Having taken London as the point of departure of the
southern counties, we propose to take Manchester for the
northern, since it is chiefly to this town that the traffic of
the North converges f.

'TABLE (C.)
MANCHESTER, CHESTER, AND PORTDYNLLAEN,
Miles. Ch.
Manchester to Crewe (in progreFs)
Crewe to Chester ( Ditto)
Chester to Portdynllaen (to be formed)

Total from Manchester to Portdsrdlaen ...... 139 65
MANCHESTER, SHREWS/31:11.Y, AND PORTDVNLLAIN.
Manchester to Wolverhampton (formed and in pro-
gress)f
Wol4erhampton to Portdynllaen (to be formed) 146 0