The Sun.
London, England, 1845-02-28 00:00:00

LAMP,

The great fault which has proved i;tal to the success of the Vesta
Lamp, viz., the emission of black smuts and smoke. is entirely ob-
viated in the Paragon—the brilliancy and purity of its light surpasses
any other yet seen, and burns for one half-penny per hour.
C. Watson's Warehouses, 41 and 42, Barbican. and 16, Norton Fol-
gate, are replete with every variety. The Spirit, analysed by Dr.
Ure, is sold by C. Watson, at 4s. per gall n,
Contracts given for Chapels and Public Buildings.

LAMERT ON DEBILITY, NERVOUSNESS, AND ALL
DISORDERS ARISING FROM EXCESS, &c.
" Ile, who in pleasure's downy arms
Ne'er lost his health or youthful charms,
A hero lives, and justly can
Exclaim, in me behold a man !"
Just published (in a sealed envelope), Tenth Edition, price 2s. 6d., or
sent by post, free, to any address, 3s. 6d.,
SELF-PRESERVATION : a Popular Essay on
those concealed disorders, originating in youthful excesses,
and terminating in Nervous Debility, Local and Constitutional
Weakness, and all those Sinkings, Anxieties, and Tremors, which
afflict the Weak, the Sedentary, and the Delicate. With Practical
Observations on Marriage, and on the Anatomy, Physiology, and
Diseases of the Reproductive Organs, with plain Directions for their
perfect Restoration.
By SAMUEL LA3IERT, Consulting Surgeon,
9, BEDFORD-STREET, BEDFORD-SQUARE, LONDON,
Matriculated Member of the University of Edinburgh, Honorary
Member of the London Hospital Medical Society, Licentiate of
Apothecaries' Hall, London, &c.
" The various positions of Lover, Husband, and Parent, the in-
herent privileges of mankind, are frequently marred and prevented
through the follies and frailties of early indiscretions. To such, among
others, this Essay addresses itself; and by its perusal many questions
may be satisfactorily adjusted that admit of no appeal even to 'the
most confidential friend."—Stafford Gazette.
"Long experience in the treatment of a class of diseases hitherto
neglected and most imperfectly understood by the great bulk of the
medical profession, has enabled the writer to prove that there are
concealed causes of Nervous Debility iu existence, where the mere
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At home every day till Three, and from Five till Eight.

FRIEND; a Medical Work on
FOURTEENTH EDITION of the SILENT FRIEND on Human
Frailty, with Coloured Engravings.
Just published, price 2s. 6(1., free by Post On a sealed envelope) 33. 6cL,
m o the I enerative System in both sexes ; arid
powers, with means of restoration.
The baneful effects of solitary indulgence, neglected syphilis symp-
toms, &c., are fully pointed out. Illustrated by Engravings; followed
by observations on Marriage, n ith plain directions for the removal of
certain disqualifications. By It. and L. PERRY and Co., ConsUlt•ng
oTtheHtlEohses ISonfLithEeitiNerse'prrof d net:ye
Surgeons, London. Published by the Authors, and may be ad at
their residence, 19, BERNERS-STREET, OXFORD-STREET.
street ; Pukiss, Compton-
passed over by a ma:ority of the me-
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embracing most clear and practical views of a series of complaints
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" The authors of the ' Silent Friend' seem to be thoroughly con-
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a careful
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The CONCENTRATED DETERSIVE ESSENCE, an anti-syphi-
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* 8, On Sundays from 10 till 12. One persong yia4 is only fig.!

PARLIAMENTARY DIVISIONS.

(From the rotes and Proceedings of the House of Commons.)
WEDNESDAY, FEE. 26.
WAYS AND MEANS.
Motion made, and Question proposed, " That the Order of the Day
for the Committee of Ways and Means be now read :"—Amendment
proposed, to leave out front the word " That" to the end of the Ques-
tion, in order to add the words " it is the opinion of this House, that
the plan proposed by her Majesty's Government, in reference to the
Sugar Duties, professes to keep up a distinction between Foreign free
labour and Foreign slave labour Sugar, which is impracticable and
illusory ; and, without adequate benefit to the Consumer, tends so
greatly to impair the Revenue as to render the removal of the Income
and Property-tax, at the end of three years, extremely uncertain and
innitfobable,'' instead thereof :—Question put, " That the words pro-
posed to be left out stand part of the Question." The House divided :
MAJORITY —AYES, 236.
Acland, Sir T. D. Einlyn, Viscount Manners, Lord C. S.
rut, .T- D. . .Eotwisie, -William - Mariners; . Lord J.
A'Court, Captain Escott, 13ickliam Marshall], Viscount
Adderley, C. B. Farnham, e. B. Martin, C. W.
Alford, Viscount Fellowes, Edward Martin, 'l'. B.
Allix, J. P. Fitzmaurice, W. Marton, George
Antrobus, Edmund Fitzroy, Henry Mastennan, John
Arbuthnott, IL Flower, Sir J. Maxwell, J. I'.
Arkwright, George Forbes, William Mullen, Captain
Ashley, Lord Fox, S. L. Miles, P. W. S.
Astell, William Fremantle, Sir T. Mines, R. M.
Bagot, William Fuller, A. E. Morgan, Octavius
Baillie, Joseph Gladstone, IV. E. Mundy, E. M.
!Miley, J , jun. Gladstone, Captain Neeld, Joseph
Baillie, Colonel Godson, Richard Neville, Ralph
Baillie, H. J. Gordon, Captain Newdegate, C. N.
Baird, William Gore, Montague Newport, Viscount
Baring, Thomas Goring, Charles Nichol], John
Barneby, John Goulburn, henry Norreys, Lord
Barrington, Viscount Graham, Sir J. Northland, Viscount
Baskerville, T. B. Granby, Marquis O'Brien, A. S.
Beckett, William Greenall, Peter Oswald, Alexander
Benbow, John Greene, Thomas Packe, C. W.
ilentinck, Lord G. Grimston, V scount Palmer, Robert
Berkeley, Grantley Grogan, Edward Palmer, George
Blackburne, J. I. little, R. B. Patten, J. W.
Blackstone, W. S. Halford, Sir H. Peel, Sir Robert
Illakemore, Richard Hamilton, G. A. Peel, Jonathan
ltlandford, Marquis Hamilton, W. J. Plumptre, J. P.
Bodkin, W. H. Hami.ton, Lord C. Polhill, Frederick
Boldero, H. G. Hamner, Sir J. Praeti, W. T.
Borthwick, Peter Harcourt, G. 0. Pringle, Alexander
Botha], Beriah Harris, Captain l'usey, Philip
Bowles, Admiral ' Bay-es, Sir E. ; Reid, Sir John
Brantston, T. W. lieneage, G. 11. W. Repton, G. W. J.
Brisco, M.I Henley, J. W. Rolleston, Colonel
Broadley, Henry Ilepburn, Sir T. B. Round, C. 0,
Brownrigg, J. S. Herbert, Sidney Round, John
Bruce, Lord E. Hervey, Lord A, Rushbrooke, Colonel
Buller, Sir J. Y. Hinde, J. H. Russell, Charles
Burroughs, H. N. Hogg, J. W. Russell, J. D. W.
Cardwell, Edward liohnes,:W. A'Court Ryder, G. D.
Carew, R. S. Hope, Charles Sanderson, Richard
Carnegie, Captain Hope, G. W. &union, Viscount
Castlereagh, Viscount Hotharn, Lord Shirley, E. J.
Chapman, Aaron Hughes, W. B. Sibthorp, Colonel
Charteris, Francis Hussey, Thomas Smith, Abel
Cholmondeley, H. Ingestrie, Viscount Smith, T. B. C.
Clayton, R. R. Inglis, Sir It. H. Smythe, George
Clerk, Sir G. Irton, Samuel Somerset, Lord G.
Clifton, J. T. James, William Somes, Joseph
Clive, Viscount James, Sir W. C. Sotheron, T. H.
Clive, R. 11. Jennyn, Earl Spooner, Richard
Cochrane, A. Jocelyn, Viscount Stewart, John
Cockbnrn, Sir G. Johnstone, Sir J. Stuart, Henry
Colquboun, J. C. Johnstone, Hope Stunt, H. C.
Colvile, C. It. Jolliffe, Sir W. G. Sutton,',llenry
Copeland, Alderman Jones, Cactaini Taylor, Edward
Corry, Henry Kemble, Henry Taylor, J. A.
Courtenay, Lord Law, C. E. Tennent, J. E.
Cripps, William Lawson, Andrew Thesiger, Sir F.
Darby, George Legh, G. C. Thornhill, George
Denison, E. B. Lennox, Lord A. Tollemache, John
Dick. Quintin Leslie, C. P. Trench, Sir F. W.
Dickinson, F. H. Lincoln, Earl Trevor, G. R.
D'lsraell, B. Lockhart, William Trollope, Sir J.
Dodd, George Long, Walter Trotter, John
Douglas, Sir H. Lowther, Sir J. H. Tyrrell, Sir J. T.
Douglas, J. D. S. Lowther, Colonel Waddington, K. S.
Dowdeswell, W. Lyall, George Wellesley, Lord C.
Drummond, H. H. Ligon, General WOdehouse, Edmond
Dugda:e, W. S. M`Geaehy, F. A.', Wood, Colonel
Duncombe, A. Mackenzie, T. Wood, Colonel T.
Duncombe, 0. Mackenzie, W. F. Wortley, John S.
Du Pre, C. G. Mackinnon, W. J. Wyndham, Colonel
East, J. B. Maclean, Donald Wynn, C. IV. W,
Eastnor, Viscount Macnamara, Bator
Eaton, It. J. 31`Neill, Duncan
Egerton, W. T. 3lahon, Viscount
Egerton, Sir I'. 31ainwari rg, T.

TELLERS.
Young, John
Baring, Henry

MINORITY-NOES, 142.
igNbnby, H. A. Dundas, Frederick Paget, Lord A.
Ainsworth, Peter Easthope, Sir J. Palmerston, Viscount
Anson, Colonel Ebrington, Viscount Parker, John
Arundel, Earl of Ellis, Wynn Pechell, Captain
Bannerman, A. Evans, William Pendarves, E. W.
Baring, F. T. _ Ewart,;William Philips, G. R.
Barnard, E. G. Ferguson, Sir It. A. Philips, Mark
Bellew, R. M. Fitzwilliam, G. W. Plumridge, Captain
Berkeley, Captain Forster, Matthew Protheroe, Edward
Berkeley, 11. F. Gibson, T. M. Pulsford, Robert
Blake, M. J. Gill, Thomas Rawdon, Colonel
'Hewitt, R. J. Gisborne, Thomas Rice, E. R.
Bouverie, E. P. Gore, Robert Ross, David R.
Bowring, Dr. Hastie, Archibald Rumbold, C. E.
Bright, John Hawes, Benjamin Russell, Lord J.
Brotherton, J.' heron, Sir R. Russell, Lord E.
Browne, W. Hindley, Charles Scrope, G. P.
Buller, Charles Hobhouse, Sir J. Shelburne, Earl
Buller, Edward Howard, C. W. Stanley, W. 0.
Busfeild, William Howard, J. K. Stansileld, W. R. C.
Carew, It. S. Howard, E. G. Stanton, W. H.
Cavendish, C. C. Howard, Henry Stuart, W. V.
Cavendish, G. H. Howard, Sir R. Strickland, Sir G.
Childers, J. W. Ilowick, Viscount Strutt, Edward
Christie. W. D. Humphery, Alderman Talbot, C. It.
Clay, Sir W. Hutt, William Taucred, H. W.
Clive, E. B. Labouchere, Henry Thornely, Thomas
Cobden, Richard Langston, J. H. Towneley, Jblur
Colborne, W. N. R. Lascelles, W. S. Traill, Geor .e
Colebrooke, Sir T. Leader, J. T. Trelawny, J. S.
Collett, John Lemon, Sir C. Vane, Lord H.
Cowper, W. F. Leveson, Lord Villiers, Charles
Craig, W. G. Listowel, Earl Wakley, Thomas
Crawford, W. S. Macaulay, T. B. Walker, Richard
Curteis, H. B. M 'Taggart, SirJ. Wall, C. B. .
Dahneny, Lord Marjoribanks, S. Wallace, Robert
Dalrymple, Captain Marshall, William Ward, H. G.
Dashwood, G. 11. Marsland, Henry Wawn, J. T.
Dawson, T. V. Maule, Fox Wilde, Sir T.
Denison, W. J. Mitcalfe, Henry Williams, W.
Denison, J. E. Mitchell, T. A. Wilshere, W.
Dennistoun, J. Morris, David Winnington, Sir T.
D'Eyncourt, C. T. Morison, General Wood, Charles
Duff, James Napier, Sir C. Wyse, Thomas
Duke, Sir J. O'Connell, M. J. Yorke, Henry H.
Duncan, George Ord, William TELLERS.
Duncannon, Viscount Osborne, Ralph Hill, Lord M.
Duncombe, Thomas Paget, Colonel Byng, G. S.

SERIOUS GIG ACCIDENT.—On Wednesday a man,
named Charles Denny, was driving a gig at a rapid rate down Pearl-
row, Blackfriars-road, when, coming in contact with a cart, he was
thrown with fearful violence, head foremost, on the pavement. On
being picked up he was found to be quite insensible and apparently
lifeless. Ile was carried to St. Thomas's Hospital in a dangerous con-
dition. The gig was shattered to pieces, but the horse escaped un-
injured.
HOUSE OF COMMoNs.—The new Committee-rooms
geaccxhc,eptotioainiso.w OthneiTnuetesdabey
•
theare dneeowrscozerpeleitieetel,gt, viatildonfiereosr
it)wla-ocetdriflittin
properly aired. The rooms vary in size, some of them being very
spacious, with a view of affording accommodation to a great number
of witnesses and others who are engaged on important Bills. The
tables are also so arranged that the confusion so much complained of
at present will be entirely obviated, ample space being allowed be;
tweet' the tables and at the sides for the
. P 919.115 alleildanee. The
rooms will be ppned (of the gUst tune at the approaching sittings of
itie general Committees on railway and other Bills.

RAILWAY DEPARTMENT OF THE
BOARD OF TRADE.
REPORT OF THE RAILWAY DEPARTMENT OF TUE BOARD OF TRADE
ON THE SCHEMES FOR EXTENDING RAILWAY COMMUNICATION
FROM NEWCASTLE TO BERWICK.
(Ordered, by the House of Commons, to be printed, 24th Feb. 1845.)
Railway Department, Board of Trade, Whitehall.
The Boar.] constituted by minute of the Lords of the Committee
of Privy Council for Trade for the transaction of railway business,
having had under consideration the two competing schemes for
extendiug railway communication from Newcastle to Berwick, viz.,
the Newcastle and Berwick, and the Northumberland, have de-
termined on submitting the following report thereon for the cond.
deration of Parliament.
In this case there can be no doubt that the object of completing
the eastern line of communication by the construction of the sole
remaining link between Newcastle and Berwick is one highly de-
sirable to be attained ; and as there are two companies in the field
to effect it, and the returns of traffic appear sufficient to show an
expectation of a fair though mcxlerate'return on the capital re.
quired, we may at once assume that the question is reduced to one
of preference between the competing schemes.
The Newcastle and Berwick scheme is promoted by the same
parties who have carried out the remaining links in the east coast
communication between Darlington and Edinburgh.
The abandonment of the porting of their line beyond Darlington
by the Great North of England Company, owing to the expensive
nature of the works upon the line selected between Darlington and
Newcastle, and the difficulties arising from the state of the money
market, rendered the attainment of this object for a considerable
time exceedingly problematical. At length, by the aid of a gua.
rants e of six per cent, given by the several Companies interested in
the Eastern route, the requisite capital was raised for completing
the communication as far as Neitelstle. The success of this pro-
ject led to the formation of a Company, promoted,itc the same in:
444144, -49 ronetruiete- the ,Notth Britfah line . Edinburghfront to
Berwick, which was sanctioned by the Legislature last year. As a
natural consequence of the sanction of the North' British line, the
priject of a line between Newcastle and Berulek, for which sur-
veys h.d been previously trade, was brought forward to der the
auspices of the united eastern Companies, north of Rugby ; as d
from a correvondence which has been made pub ic, it ap-
pears that there would have been no likelihood of opposi ion to it,
had net the line, as originally laid out, threatened to interfere in
a particular instance with private property in a mariner considered
so objectionable, that an opposition Company was got up fur the
express purpose of averting the injury. Upori the details of these
proceedings we shall not further enters for we think it right to
state that except in so far as the actual position and relations
of Companies fonted for the promotion of particular schemes may
affect the -general question of public advantage, we have not
thoi.ght ourselves wananted in allowing circumstances wt ich may
have led to the formation of these Companies, or which may have
wired place previous to the submission of their schemes in a defi-
nite form, in compliance with the standing orders of Parliament, to
enter as an element into our consideration. We proceed, there.
fore, to compare the two schemes now before us upon their public
merits, altogether irrespective of the circumstances which may have
led to their formation.
The first and most material point of difference between the two
schemes is, that the Northumberland Railway is projected as an
atmospheric line, by
.parties who profess the utmost confidence in
the successpf the atmospheric system, and are fully prepared to
adopt it, unless the contingency, which they consider extremely
improbable, of an unforeseen tailtire of the experiment now about to
be tried on the Croydon and Epsom line, should compel them to
resort to the use of locomotive engines.
It becomes necessary, therefore, that we should state, both in
regard lolhis and to other schemes similarly circumstanced, how
far the conclusions at which we have arrived have been formed or
modified by reference to the atmospheric system.
The experiment at Dalkey may be considered, to a great extent,
conclusive as regards the success of the atmospheric sy. teen, con.
sideteel Merely as a mechanical problem. It is demonstrated that
trains may be propelled by means of it at high velocities, with
safety and convenience to the public; and there appears not suffi-
cient reason for .doubting that, as far as mere mechanical
arrangements are concerned, the same result may be at.
tained when the separate consecutive portions of line
over which the trains have to pass are multiplied indefinitely.
This, however, is a point which-will scion be brought to the test of
experience by the experiment about; to be tried on the Croydon and
Epsom line.
It is impossible, therefore, not to feel the highest interest in the
progress of an experiment, whose success hitherto has been suffi-
cient to induce eminent authorities to entertain strong hopes that
the result maybe an acceleration of speed in travelling, combined
with the general introduction of a system of very frequent trains
and low Three. •
The question, however, assumes a different aspect when we are
called upon, in forming a judgment upon competing schemes, to
assume the complete success of the atmospheric system, not mere!)
as a mechanical theory, or as applicable under peculiar circum-
stances, but in a practical and commercial point of view, as appli.
cable to railways generally.
While we wish to guard ourselves against being supposed to express
any opinion whether the atmospheric system may or may not be
found ultimately to be so applicable, it becomes necessary for us to
state a few obvious reasons why we should not be justitiel at pre-
sent in allowing the assumption of such success to enter as an ele-
ment in the comparison of such lines as are now under conside-
ration.

I Assuming for the Moment all mechanical difficulties to be over.
come, the question still remains by which the practical success of
any system of propulsion must be tested, viz., that of expense.
Under this head the important question is not yet fully solved, whe.
ther a double line may not be equally required with the atmo-
spheric as with the locomotive system for the convenient working
of a large and mixed traffic over an extended line. Upon this
point the opinion of some eminent authorities has been strongly
expressed to the effect that a double line, with double tube,
Ste., would be indispensable, unless upon a short line,
where the traffic should consist of a certain number of trains
starting a: regular Intervals nom ach eni ; n:r is thee ;myth ng
in the experience of the atmospheric system, up to the present
time, that would warrant us in assuming this opinion to be alto.
gether un'ountleci. But if we were to assume a double line to be
necessary, the first cost of construction under the atmo;pl-iris
system v.ould be so greatly incr:astd, that no reduction in the rate
of wetting expenses cou d compensate far :t, uci as the traffic was
exceedingly large. The cost of the atmospheric apparatus is esti.
mated by Messrs. Eamuda, in their evidence last year Mora the
Croy do.. and Epsom Committee, at 4,0001, per mile of single line,
independently of the cost of stationary engines, whic't is estimate..
at about 5,00 W. for every three milts, or 1,7004 per mile. The
actual cost.of the propelling power by the atmospheric system was
stated by the manager of the Dalkey lire, in his evidence before
the Croydon and Epsom Committee, last year, to have been a frac-
tion over 7d. per mile ; and, Includinfi tte cost of maintenance of
way, the comparison was stated, by the same gentleman, to stand
as 9d. per mile under the atmospheric system, against Is. 41d. per
mile muter the locomotive system. It is evident, therefore, that
even if we could assume the sufficiency of a single line under the
atmospheric system, we should not be warranted in assuming the
success of that system, in a commercial point of view, as an esta.
Wished fact, especially when the traffic is not likely to be large.
It is also the opinion of many practical men, that the atmospheric
system could not be applied with advantage when the traffic is
of a mixed character, consisting, in a great measure, of heavy
trains of goods and minerals, and there are, as yet, no sufficient
data to warrant us in assuming this opinion to be altogether with-
out foundation.
Under these circumstances, and considering that, on the one
hand, a good locomotive line can always be rendered available for
the atmospheric system, should that system be found to succeed;
while, on the other hand, a line laid out expressly for the atmo.
spheric system might not, in the event of its failure, admit of being
readily converted into a good locomotive line, we have not thought
ourselves justified, when comparing two rival projects presented to
us, in assuming the complete success of the atmospheric system,
which is still under experiment, but have thought ourselves bound
to form our opinion upon them with reference to the present and
not to the future or possible state of the science of railway loco-
motion.

We shall proceed therefore to compare the two lines, apart from
all considerations as to the atmospheric system.
As locomotive lines, the Newcastle and Berwick has a great
superiority over its competitor in respect of gradients. The
gradients of the Newcastle and Berwick line are of a very superior
description, having in the whole course of the line only two planes,
one of 1 in 170 for 3/ miles, and the other of 1 in 150 for two
miles, upon which the use of additional power might occasionally
become necessary. All the rest of the line has remarkably easy
gradients, and would admit of being worked over at the highest
velocities.
The Northumberland line has gradients of 1 in 50, 1 in 59, L in
80, and on the whole, a length of upwards of five miles, at an
inclination steeper than or equal to 1 in 100, and of 8/ miles at an
inclination of lin 100 to lin 150. It is true that these gradients
are generally for short distances, and undulating, and are there.
fore not so objectionable as if they had been for treater lengths ;
still, when compared with the excellent gradients of the other line,
their inferiority is manifest.
Our views upon the subject of gradients have been already fully
stated in our report upon the Manchester and Leeds district, to
which we here refer. It will be seen, that while as a general rule,
and more especially for lines of light and frequent traffic for short
distances, in districts where level gradients cannot be attained with-
out an enormous increase of expense, we are disposed to think
that undue importance has often been attached to superiority of
gradients, as compared with economy in the first cost of construc-
tion, we do not fail to recognise the obvious advantage of good
gradients, when such can be attained at any moderate cost, upon
such a line as the present, which forms a great link in a very im-
portant and extended system of national communication.
Perhaps the greatest advantage of decidedly good, as compared
to inferior gradients, is, that they admit, consistently with :eco-
nomy, of a higher degree of punctuality. The chances of delay
are considerably multiplied upon steep gradients, occurring too
frequently to admit of the regular use of assistant power, espe-
cially in certain states of the weather. Upon short lines, and for
a local traffic, this may be comparatively unimportant, but where
the delay accumulates over 60 miies, and affects the whole system
of trains from Newcastle to London, it may become a formidable
evil. Accordingly, we can have no hesitation in pronouncing de-
cided superiority of gradients a strong feature of preference in a
hue such as that from Newcastle to Berwick, and as sufficient to
compensate for the difference in actual distance, in which respect
the line on inferior gradients has the advantage.
This opinion might have been modified if the superiority of
gradients on the part of the Newcastle and Berwick line bad
involved any disproportionate increase of expense. But this
does not appear to be the case. The works of both lines are
remarkably easy, with the exceptiou of the bridges across the
Tyne and Tweed, and passage through the town of Newcastle.
The estimated capital of the Newcastle and Berwick line is
1,400,000!.; that of the Northumberland, 1,000,000 i. The latter
estimate is for a single atmospheric line, and it is therefore not very
certain how far it might be accurate for a double locomotive line.
Assuming this, however, to be the case, the excess of capital upon
the main line of the Newcastle and Berwick will not be very great,
since out of the 400,000!. additional which the scheme is esti-
mated to require, it provides eight and a half miles of branches for
local accommodation, not provided for by the other scheme, as
well as a much more complete and expensive passage of the Tyne
and through the town of Newcastle, to which we shall presently
advert. In regard to gradients, therefore, we consider that the
Newcastle and Berwick scheme has a decided advantage, and that
the small additional outlay at which this advantage may be pur-
chased, is, in a case like the present, well bestowed.
The next important point of comparison is as to the made of
passing the Tyne and the town of Newcastle. The Newcastle and
Berwick scheme proposes to effect this object by a lofty britlgi, and
viaduct, forming a direct communication between the high parts
of Newcastle and Gateshead, and uniting in one central station all
the different railways which radiate from Newcastle,
The Northumberland line, on the other hand, crosses the Tyne
at a lqtycr lrvt 1. by a bridge approached try steep descents, and then
tunnels under the town far a distance of 2,410 yards.
Considered with a view to public advantage, and irrespective of
the question of interference with private property. from the const-