1840.] 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



243 



line are, first, tlic crossing of the River Lune at tlie Crook, on a bridge of 

 GO feet ill licigiil, and consisting of tlirce arches of 50 feet span ; llien short 

 cuttings in gravel of 05 feet, and 50 feet in depth ; and near Kirkby Lons- 

 dale a cutting of a quarter of a mile in length, and of the extreme depth of 

 07 feet, in limestone. 



From this spot to nearly ojiposite to Sedburgh, the only engineering work 

 requiring notice is the crossing of the Lune twice in the short distance of 1 5 

 chains. 



.\t Borrow Bridge the Lune would have to be crossed on a bridge of about 

 48 feet in height, consisting of one arch of GO feet span ; and here an em- 

 bankment of nearly half a mile in length, and of the mean height of 20 feet, 

 would also be necessary. From hence to Orton the points deserving of re- 

 mark are the formation at Tebay of an embankment of lialf a mile in length, 

 and about 35 feet in height ; aud tlie crossing of the Lune on a bridge of 

 M feet in Keight, and about 200 feet in length. 



From Tebay the line rises at the rate of 1 in 132, for upwards of three 

 miles to Orton Scar, the proposed summit, which is 650 feet above the Lan- 

 caster terminus. 



In approaching this summit, where a timncl of abont 1 mile and 30 chains 

 would be requisite, there would be a cuttirig in rock of rather more than a 

 mile and a half in length, and averaging 48 feet in depth; the extreme 

 depth being 84 feet. On the northern side of the tunnel, another cutting in 

 the same material would occur, of about half a mile in length, averaging 

 36 feet, and of the extreme depth of 75 feet. 



These two cuttings, aud the tunnel, which are in red sand-stone and lime- 

 stone, wouhl be the heanest and most expensive operations on this line. 



The extreme height of the hill aliove t!ie tunnel is shown in Mr. Larmer's 

 section as being 322 feet, and this we have found to be con-ect, by a survey 

 made under onr directions, and to which we shall hereafter more particularly 

 allude. 



Between the northern end of the tunnel and Crosby Ravensworth, the 

 railway would keep in the valley, in which Mr. Larmer proposes to cross a 

 mountain stream two or three times ; for this purpose bridges would be 

 necessary; but we ai'e of opinion that it would be better to change the 

 course of the stream, aud to form a proper embankment for the railway, to 

 keep it clear of the water during tloods. 



At Crosby Ravensworth a bridge 44 feet high, and at Maids Jleaburii 

 another, 50 feet high, would be necessary, over two streams ; an embank- 

 ment would likewise be required at the latter place. At ilorland Bank there 

 would be an embankment of half a nnle in length, and of the extreme height 

 of 55 feet. 



Between Newby and Melkeuthorj) a cutting in limestone, of a mile in 

 length, and of the extreme depth of 28 feet, would be requisite. At the last- 

 n.imed place the Leathe would have to be ])assed, on a bridge of GG feet in 

 height, with an arch of 50 feet span, approached by considerable embankments. 

 At Clifton there must be a cutting in sand, of about a ([uarter of a mile in 

 length, and averaging 30 feet in depth. 



Between Clifton and Penrith, the Rivers Lowther and Eamont would have 

 to be crossed on bridges of 52 feet in height, and 200 yards in length. 



Examination of the Kendal Line, from Lancaster to Penrith — It remains 

 for us to describe the Kendal line. 



It is proposed that this line should form a junction with the Lancaster and 

 Preston Railway, at about 2 miles 54 chains from the terminus at the former 

 place ; that it should pass in a tunnel under the town of Lancaster, and then 

 by a stone bridge across the river Lune, near the ruins of the old bridge. 



From this point it would pass the villages of Sline, Bolton, Carnfortb, and 

 Warton ; and thence crossing the Rivers Betha and Viver and the canal, it 

 would be carried to within about a mile of the town of Kendal. 



The line would then be continued by a rather indirect course to the en- 

 trance of the valley of Long Sleddale, where it would cross the river Sprint. 

 It is intended that it should be carried to the upper end of this valley, where 

 a tunnel becomes necessary to pass through (iate Scarth. Issuing on the 

 north side of the hill, the railway would open on the valley of Mardale-green, 

 and after passing by another tunnel tluough Chapel Hill, be continued along 

 the western side of the lake of llawes ^Vater, surrounded by scenery of the 

 most beautiful and romantic character, as far as the village of Brampton. 

 From hence it would run for several miles nearly parallel to the course of the 

 River Lowther, as far as the village of Askham, where it would skirt the 

 park of Lowther Castle ; it would then have to cross the River Eamont, and 

 proceed direct to the proposed southern terminus of the Carlisle and Penrith 

 Railway. 



The chief details of this line are as follow : — 



The length of the tunnel proposed to be formed under the town of Lan- 

 caster is 13 chains ; the length of the bridge over the Lune is represented by 

 Mr. Bintley to be 400 feet, and its height 26 feet. Near Hestbank a tunnel 

 of eight chains in length is shown in ilr. Bintley's section, but it is believed 

 that this may be avoided. 



No severe work would occur until nearly opposite to Carnfortb Lodge, 

 where there would be a cutting of half a mile in length, averaging 20 feet in 

 depth, followed by an embankment of about a mile and a quarter in length, 

 and 20 feet in mean height, having, about mid-way, a bridge over the River 

 Keer, 



From hence towai-ds Burton there would be two cuttings through alluvial 

 soil and limestone ; the average depth being about 30 feet, and the total 

 ength something more than a mile. 



Between the towns of Burton and Kendal the rivers Bctha ar.d Viver, as 

 well as the Lancaster and Kendal Canal, wouhl have to be crossed on bridges, 

 and a tunnel of 13 chains in length, and nearly half a mile of deep cutting in' 

 schistose rock, would be necessary. 



From Kendal to the entrance of the proposed summit tunnel, Jlr. Bintley's 

 section shows the necessity of the following works ; and althuugli au inspec- 

 tion of the country led us to believe that t'lie line might, in some few in- 

 stances, be improved, we do not think that the alterations we suggested on 

 the spot are of sutficieut importance to be adverted to in this report. 



There are two rock cuttings of the average depth of 30 feet, and measuring 

 together seven eighths of a mile in length ; then there is a viaihict of the 

 extreme height of 125 feet, aud IG chains in length; and in the following 

 order, a tunnel of 11 chains, another of 14; chains, then a cutting of three 

 quarters of a mile in length, and averaging 4"8 feet in height ; a viaduct 114 

 feet in extreme height, and 9 chains long, a cutting a quarter of a mile in 

 length, of the a\ erage depth of 30 feet ; an embankment also of a quarter of 

 a mile in length, and 45 feet in height ; again a cutting of the same length, 

 and 38 feet in dejith, an embankment half a mile in length, and 40 feet in 

 height, crossing tlie Sprint on a bridge ; and, finally, another cmliankmeut 

 of 25 chains in length, and 50 feet in height. 



These cuttings are chielly in schistose rock. The River Sprint, which runs 

 through tlie valley of Long Sleddale, has a rather tortuous course ; and, as it 

 frequently crosses the line of the railway, some difficulties would necessarilv 

 arise in diverting the course of this river, as well as of the mountain stream's 

 which flow into it. 



In connexion \vith the summit tunnel there is a cutting, the longitudinal 

 section of which is nearly of a triangular form, being three-quarters of a mile 

 in length, and G3 feet in extreme depth. 



The length of the tunnel is shown on the section prepared by Mr. Bintley 

 as 2 miles aud 20 chains, aud as being 1200 feet under the summit of the 

 liiU through which it would have to lie pierced. On issuing from the tunnel, 

 on the nortli side of the hill, tlicre wouhl be a cutting of rather less than 

 a quarter of a mile in length, and about 40 feet in depth, and then a short 

 tunnel of 20 chains, through Chapel Hill. It is stated by Mr. Bintley, that 

 these cuttings and tunnels would'be in rock of the clay slate formation. 



The Rev. A. Sedgwick, who has very minutely examined this district, re- 

 presents it as being composed of green slate and porphyry, which he con- 

 ceived to have been elevated by the protrusion of mountain granite and 

 syenite.* 



Beyond the short tunnel there would be an embankment of about a mile 

 ill length, and aljoiit 28 feet in height. From hence, passing by Brainptou 

 and Hilton, there is nothing of importance to notice until arriving at Ask- 

 ham, where a cutting would be reqiusite, in rock of the grawacke formation, 

 of IJ mile in length, and averaging 25 feet in dejith. 



Between Askham aud Penrith there is no work of consequence, excepting 

 the bridge across the Eamont, which would require to be 85 feet in height, 

 and 200 feet in length. 



Operation!: of an e.rpensii'e or difficult character on the Kendal Line. — The 

 engineering ditticulties, or works of a very expensive character on the Kendal 

 line, arc as follows: — 



1st. The tunnel under the town of Lancaster. 

 2nd. The bridge over the Lune. 

 3rd. The works in the valley of Long Sleddale ; and, 

 4th. The summit tunnel. 



The tunnel under the town, although only 13 chains in length, would he 

 expensive, and might give rise to some opposition on the part of the in- 

 habitants. 



It is proposed to build the bridge for the railway over the Lune at the 

 point where the old bridge formerly stood, and where the river makes aii 

 elbow towards the southern shore. In order to diminish the cost of the 

 work, by avoiding the necessity of using coft'cr-dams, Mr. Bintley proposes 

 to construct the bridge on the shore, opposite to Lancaster, and afterwards 

 to divert the course of the river, so tliat it may flow through the arches of 

 the proposed bridge, and he would then fill u]) tlie present bed of the river, 

 and form an embankment across it. 



The operations in the valley of Long Sleddale would require to be managed 

 with much care and dexterity, for owing to its narrowness, and the space 

 required for the railway embankments, the ])resent courses of the River 

 Sprin:, and of its tributary streams, would be much interrupted. 



However, all these matters are of but little moment in coniparison with 

 the great work of this line, the summit tunnel. 



Summit Tanne: on the Kendal Line. — We have before remarked that this 

 tunnel is pro))Osed to be 2J miles in lengtli, and to be approached on the 

 south through a cutting of three quarters of a mile in length, and on the 

 north by a tunnel of one quarter of a mile in length, and a cutting of nearly 

 the same extent, making a total length of nearly 'ih miles of very severe 

 work. 



Comparison of the Lines. — Having now described, in sufficient detail, the 

 principal features, as far as regards construction, of the three competing 

 lines, we shall proceed to consider their defects and advantages, in order tu 

 decide upon their relative merits. 



In the two inland lines, which we shall first compare together, the most 

 striking defects are, obviously, their summit tunnels. * * 



* Trans. Geological Society, 2nd Series, vol. 4. p. 67. 



2 K 2 



