4

and stone are abundant, and form the staple of com-
merce, *waggon-ways* have existed, and have consequent-
ly been familiar to the inhabitants, for upwards of two
hundred years.

At the commencement of the 17th century, the mode
of conveying the mineral from the mouth of the pit or
quarry to the places on the coast from whence it was
shipped, appears to have been by carts, and, in some
instances, panniers on horseback. The great expence
attending the transit of so heavy a material, by such
means, along a road which we may suppose was not
very good, would naturally lead to a search for some
remedy: and the first that appears to have presented
itself was the *tram-road*. This consisted of parallel,
flat, wooden rails laid along the ground, which had previ-
ously been made as level as possible. Upon these roads
a rudely constructed machine, resembling a large box
upon wooden rollers made to fit the rails, super-
seded the common cart. The advantage gained by
this contrivance seems to have been nearly treble;
as eight boles of coals, equal to 17 cwt. had been the
regular load for one horse with a cart along the com-
mon road; while upon the tram-road he was able to
draw nineteen boles, or nearly 42 cwt. Rude and
simple, therefore, as this alteration was, it amply ac-
complished the end for which it was designed; and
hence, during a century and a half, we find no further
deviation from the original construction of these roads
than was requisite to their adaptation to peculiar
localities. Still, however, the grand principle is here
manifest: it is in the application of that principle only
that the present day claims the laurel of superiority.

5

As the science of mechanics became more generally
diffused, various improvements in the structure both of
the rails and the waggons were suggested; and the
wealth of the mine proprietors enabled them to try each
of these in succession.

About the middle of the 18th century the adoption
of cast iron rails, and the substitution of iron wheels
for the wooden rollers of the waggons, proved material
acquisitions. These rails were formed with a flange or
upright ledge to prevent the wheel from running off the
road. The precise date of this change is not very clear
—several individuals having claimed the invention at
different periods; but, according to the authority of
Mr. R. Stevenson, the books of the Colebrook Dale iron
works mention that some iron rails were cast there for
one of the partners as an experiment in 1767.

The next in succession was a most important im-
provement. The flat rail, from its low position, was
liable to a continual accumulation of extraneous mat-
ter, which formed a serious obstruction to the wheels.
The necessity of obviating this obstacle led to the in-
troduction, in 1789, of the *edge-rail*, the principle of
which has been generally retained up to the present
time. This is a narrow rail fixed at an elevation of
several inches above the surface of the ground, and
the flange to secure the tract is transferred to the wheels
of the waggon. It will be obvious that rails of this
construction have a tendency to reject rather than
harbour whatever substance may fall upon them; and,
therefore, that a material advantage has been gained
by the invention.

6

Down to this period the motive power employed upon
these roads had remained nearly the same; at all
events the variations had been very trifling. But no
change, however minute its nature, can be deemed
altogether unimportant if it ultimately lead to a desired
end. In all improvements in science, the gradations
are many and of corresponding limitation; every in-
significant operation, therefore, forms one link of the
chain whose termination is the object we are endea-
vouring to attain.

Owing to the construction of the vehicles in use, the
horse—then the only power thought of—had no means
of backing or checking his load on a descent; and hence
it was customary, in order to avoid accidents, when-
ever the declivity was sufficient to enable the load to
descend by its own gravity, to detach the horse and
make him follow the waggon to the bottom. This
seems naturally to have furnished the idea of placing
the rails so as to form as nearly as possible a gradually
descending plane to the point at which the load was
discharged: the assistance of the horse thus became
only requisite upon the level portions of the line, and
in returning with the empty waggons to the summit of
the plane. But the adoption of this plan rendered a
break or check upon the velocity of the descending
waggon necessary; and here we have the first appli-
cation of a mechanical agent upon railways. This
break acted by pressure between the fore and hind
wheels; and being attached to a lever, it could be
regulated by the attendant according to the speed
at which he wished his machine to descend. It
was, however, found that the gravitating force of the

7

load—and, as a necessary consequence, the action
of this break—was very irregular, owing to the influence
of the atmospheric changes on the rails. Accidents
were continually occurring in wet weather, by the
waggons "running amain" from the slippery state of
the plane; and many of them were attended with
serious results. Various attempts were, therefore, made
to ensure to the attendant a greater control over his
vehicle by the introduction of other forms of break;
but, for a considerable period, these attempts were
unsuccessful.

It has been aptly advanced that necessity is the
mother of invention; and, perhaps we could not find a
more striking proof of the position than in the next
progressive step in railway motion. Throughout the
infant stages of science, the acquirement of some
direct advantage, or the alleviation of some positive
inconvenience, may be invariably traced as the sole
spring to the faculties. The end sought for once
obtained by means of some prominent and easily
understood principle of art, the impulse ceases, and
with it all desire of further investigation. At the more
matured periods of science, the result is altogether
different. As mankind gradually become more en-
lightened, the several powers of the human mind
become proportionably more fully developed; and
hence, in an advanced state of society, an enquiry
once commenced is followed by deeper and deeper
research into the subject, long after the first motive
has been gratified: emulation—enterprise—thirst for
information—these all furnish incentives to the prose-

8

cution of the task, when the primary stimulant has ceased to operate. Thus we find that the improvements already noticed, emanated—not from any anticipated good to be derived from their introduction—but simply to supply a remedy for an actual evil. The next stage of improvement in the motive power upon railways will, as before stated, place this position in a much stronger point of view.

It will be readily perceived that although the horse was now no longer necessary in descending the plane, his aid was still as requisite as ever in returning the empty waggons to the higher extremity of the line. Let us place this fact in juxta-position with the means adopted to remedy the accidents occasioned by the waggons "running amain," and we have, at one and the same time, mechanical ingenuity exerting itself to repress a power supplied by nature, and artificial power called into action, at different points of the same operation. Notwithstanding this constant practical display of a superabundant force on the one hand and a corresponding deficiency on the other; and easy as appears the transition from an essential repression of the former to its beneficial direction toward a point where it would evidently have effected a material saving; no attempt seems to have been made to render the laws of gravity subservient to economy. The necessity, however, of a countervailing force to the velocity of the descending waggons accomplished the change; and about the same period as the introduction of the edge-rail we find the self-acting-plane in very general use upon railways.

9

The action of this kind of motive power is gravity; and the object of its thus being brought into practical use, was to regulate the velocity of the descending train, by making it draw up the empty one: this was effected by means of a rope passing over a pulley at the top of the plane having its separate ends attached to the two trains. Thus we see that the necessary endeavours to remedy a serious disadvantage gave an unsought-for economy of power. Practice led to several variations in the adaptation of this species of motion; and consecutive ingenious contrivances superseded the original simple pulley, and each other. In some instances, the speed of the loaded train was much too powerful for the greatest weight it might be expedient to draw up, producing such a jerk in the motion as either to endanger the rope, or cause the empty train to lose its equilibrium and bound off the rails; while, in other cases, the inclination of the plane was so slight that the gravity of the descending train was insufficient to raise the requisite number of empty waggons. To remedy the first inconvenience, the friction was increased by adopting a greater combination of wheels or pulleys; and to obviate the latter, the mechanical power was aided by a horse being fixed to the wheel at the summit of the plane.

The discovery of the active properties of steam led to a mighty revolution in our estimate of force. It accomplished in power, what the introduction of railways has effected in time and distance; and, like the latter, gave to man what had before been deemed unattainable. It was, however, destined to extend its

10

influence still farther, and to embrace within the
vortex of its workings every species of mechanical
motion. For a long period subsequent to its discovery
it appears to have been confined to a rectilinear action,
and solely employed in raising water; but science
numbered a WATT in her brilliant retinue; and to his
enterprising genius and unwearied perseverance we
are indebted for the invention of that rotatory motion,
which gave to the steam engine its present superiority
over every other kind of power, and rendered it appli-
cable to general purposes. This monster of human
creation, whose manifold power seems to realize the
Promethean fable, has now become so familiar to
every reader that a delineation of its form would be
superfluous; and any thing approaching a history of
its progressive application to various mechanical pur-
poses—although such might prove interesting—will
not be expected in a trifle like the present.

The idea of employing steam as a moving power to
wheel carriages seems to have been first entertained by
Mr. WATT, so far back as the year 1759; about coeval
with the introduction of iron rails. The proposed
mode of effecting it seems to have been by locomotion,
or an impulsive force acting upon itself by means of
the expansive or elastic power of steam. The design
was, however, relinquished; and, for the next half
century, the scientific world appears to have been
wholly occupied in the subject of steam acting by
condensation.

In the year 1802 the attention of engineers was again

11

directed to expansion by a patent being obtained ex-
pressly for the application of locomotive steam engines
upon railways. This patent was two years afterwards
acted upon at Merthyr Tydvil, in South Wales; and the
specification contains a drawing of the engine as like-
wise adapted to common roads. *Repertory of Arts,*
*2nd Series, p. 241.*

A want of proper information on the subject of
adhesion presented a formidable obstacle to the intro-
duction of these engines; as it was generally imagined
they would be powerless upon a level or an ascending
plane.

It is well understood that when two smooth surfaces
subjected to pressure are in contact, a certain force is
requisite to cause them to slide upon each other; and
this resistance to motion in surfaces is called adhesion.
This property was not unknown at the period alluded
to; but no data existed by which its extent could be
defined; and, in the absence of this, every failure of
purpose, which, in reality, arose from some defect in
the engine itself, was attributed to a want of adhesion.
The knowledge possessed even at the present day on
the subject is exceedingly indefinite, having been all
derived from practical results formed upon very variable
premises. Experience from actual observation has
taught us that a certain power of adhesion does exist,
and that *generally* it is sufficient to produce the progres-
sive motion; but this experience at the same time proves
that different substances, and indeed like substances
under different circumstances, possess the property in

12

different degrees. If, for example, we take wrought iron wheels upon wrought iron rails, we find the surface of the rails presenting a greater or less adhesion to the wheels in proportion as the rails are more or less affected by the weather: when the surfaces are the most free from extraneous matter, the adhesion is the greatest; when moistened by wet, or covered with dust or mud, the adhesion is then the least. Taking, however, like substances under like circumstances, it appears that the greater the pressure upon the surfaces the greater is the force required to give them opposite motion. Now, as the adhesion is the resistance to that opposite motion or sliding force, it necessarily follows that the two properties must be coequal; and hence it becomes evident that the adhesive property bears some proportion to the weight or pressure applied.

It is certain that the point of adhesion in a locomotive engine is the periphery of the wheels; and it is equally certain that these wheels form the point of action; or, in other words, receive the action of the impulsive force. If then, we suppose a locomotive engine of just sufficient power to impel itself at agiven speed, the adhesive property, by preventing the sliding motion, necessarily forces the wheels round upon their axis and produces the rolling progression of the whole body; and this will be accomplished whatever increase of weight—and necessary increase of impulsive power —may be given to the engine. But if a palpable ascent in the rails occur, the impulsive force immediately encounters the resistance of gravity; and if we endeavour to overcome that resistance by proportion-

13

ably decreasing the speed, the wheels will slide round upon the rails, while the body remains stationary. Experience has likewise proved that a body upon two wheels possesses only half the amount of adhesion to one upon four wheels. Here then is positive demonstration that adhesion does exist,—that it has certain limits,—and that those limits bear a certain proportion to the weight of the moving body, and also to the extent of surfaces in contact. To ascertain what the amount of that proportion is would at once give the exact adhesion; but it has been already shown that this depends upon the state and substance of the surfaces, or, in other words, wheels and rails. The only certain rule—as applicable to railways—is that the adhesion, at any given time, equals that force which would be requisite to drag the body, at that given time, along the plane with the wheels fixed to the axles, minus the rolling friction. This has been now estimated—from experiments with wrought iron wheels upon wrought iron rails—at one-eightieth the weight of the machine to each wheel, in the most unfavourable state of the rails. Thus, for instance, suppose an engine weigh 5 tons, the adhesiveness would be, if upon four wheels 5 cwt, and only 2⅜ cwt. if upon two wheels; because 5 tons = 100 cwt. ÷ 8 × { 4 = 5 cwt. { 2 = 2½ cwt.

The absence of even the above indefinite data created, as before mentioned, a reasonable doubt of adhesion, and led engineers to seek a substitute for this supposed defect. The certainty, too, that the introduction of wheels had reduced the friction of moving

14

bodies to a minimum, by presenting the least possible extent of surface at one time, perhaps had its influence in strengthening this opinion.

Various were the contrivances to accomplish a progressive movement in the engine. MR. BLENKINSOP invented a rack reaching the whole distance of the rail, along which toothed wheels, worked by the engine, travelled, and thus produced a progressive motion of the machine. Messrs. W. and E. CHAPMAN adopted a chain stretched along the centre of the railway, which chain was grasped by a grooved wheel and roller at each stroke of the engine, and necessarily forced it onwards. MR. BRUNTON invented two moveable iron legs, each jointed, and terminating in a claw; these were placed behind the engine, and being acted upon by the piston, fixed themselves alternately in the ground, and drove the engine forward at every stroke. Notwithstanding the ingenuity of these and several other expedients each had some equivalent disadvantage, either of increased friction, or diminution of power, that prevented its general adoption.

In the mean time the superiority of steam power was so obvious, that fixed engines were erected upon several railways, and the use of these has continued in a greater or less degree up to the present day. The means by which they effect the moving action, is either by a rope attached to the ascending train, and returned again to the bottom of the plane by each descending train, or by means of what is termed in mechanics an endless chain.

15

At length about the year 1815, Mr. BLACKETT effectually proved, by repeated experiments, that the adhesive power of the wheels was, at all times, sufficient to produce a progressive motion in an engine, with a train of loaded carriages, upon a railway either level, or with a very slight inclination upward.

The locomotive engine is a wonderful display of human ingenuity,—a powerful illustration of what the restless imagination of man is competent to accomplish when its efforts are concentrated on one point. Not only does this piece of machinery possess motion and power, but it has these attributes in a degree that is truly astonishing. Its speed can be increased to an extent far exceeding what would be consistent with safety; and it will, under favourable circumstances, impel a load equal to the draught of one hundred horses. Let us reflect, too, that so long as it is supplied with fuel, its course will be incessant, or, at least, terminating only in its own decay. Here then is a creature—the term will scarcely be deemed a misnomer—moulded by mortal hands, and fully capable of all the physical functions of animal existence; its very absence of vitality making it superior, in strength and action, to the most powerful specimens of living creation.

Some time previous to the above date, and about the same period as the introduction of fixed engines, another considerable improvement was effected in the manufacture of the rails. They had hitherto been constructed of cast iron; and the exceeding brittleness of that material rendered them liable to frequent damage.

16

both from the weights placed upon them, and the sharp frosts of the winter season. This had repeatedly occasioned the total stoppage of a whole line of road, and it was desirable that such a loss of time and money should be remedied. Wrought iron was known to possess an advantage over cast iron in this respect; but it was conceived that the softness in its texture, which constituted this advantage, would produce a commensurate, if not greater, evil in the rapid wear and occasional bending of the rails. Experience, however, proved not only that wrought iron was capable of a sufficient firmness—particularly when the rolling body was of the same material—to prevent an injurious decay from friction; but that it also presented a much greater resistance to the oxydising influence of the atmosphere than cast iron. This led to a very general substitution of the former; although at the present time, the latter has many advocates among scientific men.

This then was the state of railways a dozen years ago; but let it be remembered that all these were isolated and private undertakings, confined to the mining districts; and that, therefore, very few persons had an opportunity of witnessing their operations. To the many, this subject was as yet a dark shadow in the womb of futurity. But from out the midst of this darkness a new era was ushered to the wondering world. It was the birth-struggle of a giant power, destined ere long to bear down, like the rushing of a mighty torrent, all existing barriers, and give a direction hitherto unknown to the leading features of our social institutions; to annihilate—or, at least, immeasurably extend—the bounds of time and space;—to convert

17

our hills and our valleys into level plains;—to throw up towering mountains, and scoop out dread depths for himself from the very bowels of the earth;—to “make our rough places smooth, and our crooked “paths straight.”

To the year 1825 was reserved the privileged distinction of applying the principle of railways to the practical purposes of general conveyance: and, on the 27th of September in that year the first public railway, sanctioned by an act of parliament, was opened between Stockton and Darlington. This may be considered as having been the infant essay of the more matured and stupendous undertaking which is more immediately the subject of the present description.

The vast and continually growing increase in the population and trade of both Manchester and Liverpool, had long rendered a readier communication than already existed between the two places desirable. The propriety of supplying this defect by establishing a railway was first discussed in 1822; and, two years subsequently, a company was formed for carrying the project into effect. A bill, to obtain the requisite sanction of the legislature, was brought into parliament in the session of 1825; but, after encountering a strenuous opposition on the part of individuals who had “vested rights to protect,” it was thrown out in committee by a majority of one. At the commencement of the following session another attempt was made, and proved successful; the second bill being eventu-

B

18

ally carried in the Commons, on the 6th of April, 1826, by a majority of 47 out of 129; and in the Lords, on the 1st of May, without a division.

The projectors having gained this essential preliminary step, lost no time in commencing actual operations. Directors were chosen at a general meeting of proprietors held on the 29th May; and the draining of Chat Moss in June formed a beginning to this great undertaking. This was followed by the first shaft of a tunnel, to carry the railway under the Streets of Liverpool to the water side, being opened in the following September—just twelve months after the completion of the Stockton and Darlington road. In January, 1827, the excavations and embankments along the whole line were in progress; and in the spring of that year, a loan of £100,000 was obtained from the Exchequer Loan Commissioners, for carrying on the work with greater vigour. Early in the year 1828, the Directors obtained the sanction of parliament to some improved alterations in the line of road; and during that year the Newton-bridge was completed; the piles to support the foundation of the Sankey viaduct were driven; and the last joining of the tunnel was effected. In the spring of 1829, another act was applied for to empower the company to raise additional capital by an additional number of small shares, and to carry the railway directly into Manchester over the river Irwell. As soon as this was gained, extraordinary exertions were made, and double sets of workmen employed to carry on the work during both day and night. In the course of this year the Rainhill, and several other bridges, were completed; the bridge over the Irwell

19

was commenced; and the company's premium of £500 in addition to the purchase money, for the most improved locomotive engine, was awarded to the Rocket, after a competed trial. On the first day of 1830, the much dreaded and justly doubted obstacles presented by Chat Moss were practically surmounted by the completion of one line of railway, and the crossing of a carriage and company drawn by the successful engine.

At length on the 15th of September, 1830—four years and a quarter from its commencement—this magnificent triumph of art was publicly opened. The interesting ceremony was honoured with the presence of a splendid assemblage of spectators: several of His Majesty's Ministers—some of the most distinguished characters of the age—the principal public men in the county—and a very considerable proportion of the residents both of Manchester and Liverpool paid the deserved compliment of hailing the "illustrious stranger." A dark cloud was, however, destined to over shadow this brilliant scene; and while the 15th of September is commemorated as the anniversary of a new epoch in the world's affairs, the saddening reflection will recur that on that day, too, England lost one of the brightest gems from her coronal of talent. The reader will not need to be reminded of the melancholy fate of Mr. HUSKISSON.

On the following day the Northumbrian engine performed the first journey for hire; and on the 17th, six carriages commenced running regularly upon the road.

B 2

20

As nearly every railway hitherto constructed had for its object, as previously stated, the transfer of stone or coal from the place where it was procured to the wharf or dépôt, the load to be conveyed was, of course, solely in one direction. In such cases, the descending plane is obviously the most advantageous line; but, in a railway intended for general conveyance, where the traffic each way may be considered equalised, it is highly essential to gain, as nearly as possible, a level line; as every inequality—even such as would not be discernible in a common road—forms a material obstruction to locomotive force. It is equally important that the line should be straight, or at least free from sudden curves; for, as the carriages are supported upon the rails by a flange, it necessarily follows that, where the curves are abrupt, the increased friction of the wheel against the side of the rail must very powerfully retard its progress. Both these points have been happily attained in the Liverpool and Manchester railway; the greatest ascent along the whole line—if we except the tunnels, and one ascending and one descending plane near Rainhill—being only in the proportion of one in about nine hundred; and the roundest curve not exceeding a deviation of more than one in two hundred from a straight line.

During the progress of the road, the species of impulsive power to be employed upon it became a matter of weighty and tedious consideration. Upon a level railway the power is necessarily confined to horses, locomotive engines, and fixed engines. In discussing which of these should be adopted in the present in-

21

stance, the horse was at once discarded as ineligible. The opinion of scientific men appeared so equally divided upon the remaining two, that it was considered requisite to institute a strict enquiry into the relative merits of each. This terminated in the adoption of the locomotive engine: to this undertaking, therefore, may be attributed the merit of having established the superior claims of this kind of railway power to general patronage. In the course of investigation it was computed that the original cost would be rather greater, and the annual charge rather less, in fixed than in locomotive engines: it must at the same time be remembered that a system of the former kind must be at once completed, while the latter can always be proportioned to the quantity of traffic.

After this question had been decided, it next became a matter of discussion as to what kind of impulsive power should be used on the two excepted points of the road. The inclined plane in the great tunnel commences at the opening towards Manchester, and descends under Liverpool in a straight line of 1980 yards at the ratio of one in forty-eight. The whole descent therefore is 123 feet. The smaller tunnel ascends toward Liverpool in the same ratio. Here a fixed engine with an endless chain is used; but it was evident that the same mode could not be resorted to in the centre of the line without great disadvantage. The two inclined planes at Rainhill are each a mile and a half in length, and the ratio of their inclination is one in ninety-six—a rise that certainly requires additional power. In rejecting a fixed engine at this point, the question

22

then to be decided was, whether the adhesion was
sufficient to enable the locomotive engine to perform
the task; and if so, whether it should be accomplished
by increasing the power or decreasing the speed. This
led to a series of experiments, the result of which was
that the difference between the adhesion on the level
and such an inclination was too trifling to bring into
calculation, provided the same speed were continued;
but that to increase the power of the same engine for
that purpose would require it to be worked to a great
disadvantage on the level: it was finally agreed that
an extra locomotive engine should be kept on the spot,
to be attached, whenever occasion required, to the as-
cending train.

The Stockton and Darlington railway consists of a
single line of parallel rails; and to effect the passing
of vehicles meeting upon these rails, what are termed
sidings have been constructed at certain intervals.
These are extra portions of railway which issue from
the line by means of opening flanges and, taking a
curvilinear direction forward, at a short distance re-
enter the original road. During the progress of one of
the oppositely-moving carriages along these sidings the
free passage of the other is effected; but the operation
is generally attended with some slight interruption and
delay. Upon a road of considerable traffic it must be
obvious that every moment of time gained is a material
advantage acquired; and hence on the Liverpool and
Manchester railway, every impediment of the above
nature would have seriously detracted from the merits
of this new mode of travelling. To obviate this, there-

fore, that railway is formed with an entire double way
of parrallel lines, four feet eight inches apart. One
of these is used in going, the other in returning; and
the danger that would occur from the concussion of
two rapidly moving bodies is thus avoided. The
line has occasional sidings, to allow a free passage
in case of any obstruction arising from the stoppage
of a preceding train. Branch-railways communicate
with some of the intermediate towns lying north
and south of the road; each of them having two oblique,
curvilinear openings inflecting respectively toward
the two extremes of the journey, to render the transi-
tion of the carriages from or to the main line less sud-
den.

The structure is a raised edge-rail of rolled iron, two
inches broad, and one inch thick, in lengths of twenty-
five feet each. These are firmly fitted together, and
placed upon cast iron chairs or pedestals, and the whole
supported at intervals of three feet by stone blocks,
twenty inches square and twelve inches deep. Into each
of the blocks two holes are drilled, and filled up with oak
plugs; and to these the pedestals bearing the rail are
spiked down. On the embankments, and other places
where the foundation may be expected to subside, ad-
ditional firmness is secured by the introduction of oak
sleepers. The whole length of the road is thirty-two
miles; and posts are placed every quarter of a mile to
mark the distances.

The company keep a police establishment who have
station-houses at intervals of about a mile along the

24

road. These stations form also depôts for passengers and goods from or to any of the intervening places. The duties assigned to these men are to guard the road,—to prevent or give notice of any obstruction,—and to render assistance in the event of any accident occurring; and to do this effectually they keep up a continuous line of communication. They are guided by a code of regulations issued by the board of management. Their directions to the engineer are given by signal. When a train approaches within a certain distance of a station, the policeman presents himself, and signifies a clear road by assuming an erect posture with his arm outstretched: should he take the position of "stand at ease," the engineer is aware that some obstruction exists. When a passenger is waiting at the station a red flag is hoisted by day, and a swinging light exhibited at night. In travelling in the dark the last carriage of every train carries "astern"—to use a nautical expression—a revolving lamp, one side of which is red and the other blue. As long as the train is in motion the red light presents itself to whatever follows, but at the instant of stopping, the blue light is turned outward; the engineer of the next train instantly sees this change, and is enabled, by checking the velocity of his engine, to avoid a collision that would be tremendous. The fire of the engine is sufficient to give warning to the policeman or to any object upon the road of the approach of a train.

Each engine is immediately followed by a tender or light open vehicle containing a supply of fuel and water, with the engineer and his attendant; and to this is

25

attached a train of from five to twenty carriages, according to the number of passengers or goods to be conveyed.

The passage-carriages are divided into three classes; and are made to resemble four coach bodies joined together upon one frame. Those of the first class contain seats for eighteen passengers, three abreast, each seat being separated by arms and numbered. Those of the second class carry twenty-four passengers, four abreast, and have the seats likewise separated and numbered. The third class are open carriages, containing seats for twenty-four passengers. Each train of carriages is attended by one or more guards, who have seats on the outside. To enable private carriages to travel along the railway, flat frames are provided, upon which the carriage is raised and its wheels firmly secured upon the platform by moveable grooves.

The cattle-carriages are covered and fenced round with a light grating. Some of them, for the conveyance of pigs, are quite open; and it is no small difficulty for the poor Irishman, who may be thus travelling, to keep his live stock from rebellion.

The luggage-waggons for the conveyance of goods are square open carts; each of which is furnished with a tarpauling to protect the bales of merchandise from the weather. The waggons for conveying coals are likewise open carts, made wider at the top than the bottom.

26

It may not prove unacceptable, to add to the preceding general outline of the structure of this magnificent work of art, the estimated expenditure on some of the principal objects of which the whole is composed. The items are derived from information given in a work by Mr. BOOTH, the treasurer to the company, and may, therefore, be considered officially correct. The cost was originally estimated at £400,000, which sum it was proposed to raise in four thousand shares of £100 each; but it became evident, during a survey of the road which preceded the second application to parliament, that such an amount would be quite insufficient for the purpose, and the undertaking was, therefore, divided into a larger number of shares; the Marquis of Stafford, in consequence of his immediate interest in the Duke of Bridgewater's canal, becoming a subscriber to the extent of one hundred thousand pounds. The parliamentary and legal expenses to secure the bill, together with the survey of the road, amounted to £48,294; the purchase of land, £95,305; the excavations and embankments along the line, £199,763; the formation, walling, and fencing the road, £47,520; and the rails, blocks, and sleepers, £88,432. The erection of the buildings, comprising police-stations, warehouses, and offices, cost £66,697; and the bridges, £108,565—of which latter sum £14,795 is chargeable to the Irwell bridge; £5,340 to Newton bridge; and £46,608 to the great viaduct over the Sankey. The expenditure upon Chat Moss was £27,719; upon the great tunnel, £44,768; and upon the small or coach tunnel, £2,485. The engines, waggons, and carriages cost £52,637. The aggregate amount of the undertaking was £820,000.

27

Let us now, courteous reader, imagine the chances of travel to have brought us together at the Star, the Royal, the Talbot, or any other of the many excellent hotels with which the large and bustling town of Manchester abounds. Manchester may with propriety be named the heart's core of England. It is the spot upon her surface, perhaps of all others, the least favoured by nature; but one in which may be traced many of the mighty sources of her wealth, and honourable distinction in other lands. It is the very centre of her greatest manufactures; and, were we pursuing an enquiry into the internal resources of our native isle derived from personal observation, and were to omit a visit to Manchester, by far the most important data upon which we must form our conclusions, will have been neglected. In such a pursuit, the next object to the manufacturing districts of Great Britain would be her sea-ports; and here we are situated little more than thirty miles from one which ranks inferior only to her greatest.

But whether philosophical research or rational pleasure be the immediate and direct aim of our journeying, happiness is doubtless the end which all have equally in view; and it has been advanced as the fiat of a dread authority that this is only attainable in variety. The sultry beams of an autumnal sun likewise add their powerful influence to induce us to quit the toiling scenes of inland commerce for the inspiring gaieties of the coast. Liverpool, with its "kaleidoscope" and all-but-ocean Mersey, is visible in the distant horizon, and invitingly woos us to exchange the stifling

28

atmosphere of crowded streets for the life-invigorating
spirit that breathes forth from the undulating bosom of
the majestic deep; and to seek, in the stilly murmur of its
gentle ripple, a soothing relief from the fervid turmoil
inseparable from a mixture with the busy haunts of
man.

All preliminaries arranged, an omnibus—for Man-
chester, the ready copyist of metropolitan fashions,
has, too, her omnibus—will in a few minutes convey us
to the railway office in Liverpool-road. This is a fine
stuccoed building, with ample convenience for transact-
ing a business equal to the largest coach-office esta-
blishment in London. On making our desires known,
we become the recipients of a numbered ticket; and this
ensures to us that seat in the carriage by which we in-
tend to travel, bearing its duplicate numeral. Ascend-
ing a flight of stairs which rise from the interior of the
lower office, we enter upon the railway at a level with
the second story.

There is something singularly striking, and, to a
contemplative mind, instructive, in this sudden change
in our altitude—this alteration in our relative position
with our fellowmen. But a moment ago we were in
the midst, and made a little part, of a busy multitude,
each of whose features betokened an eager pursuit of
some object: anon we find ourselves, as it were insen-
sibly, translated to another equally sublunary scene,
from which we discern the self-same beings of our pre-
vious companionship still plying the self-same stern
activity, but in a world that now lies stretched far

29

beneath us. Such a scene naturally brings reflection,
and seems to point out how minute an item our indi-
vidual exertion forms in the mighty mechanism of
general life.

The railway runs for about two hundred yards to our
right; and on each side of this line, and extending to
our front, are the warehouses of the company. They
are fine, lofty brick buildings, faced in some parts with
stone; and waggons can be rolled through large gates
on to their second story, with which we are now level,
and be there loaded or unloaded at leisure. Directly
upon our left, a fine arch carries the railway across
Water-street, into which the ground floors of many of
the warehouses open. Across this arch are some ex-
tensive dye-houses, belonging to Messrs. HARRISON
AND COMPANY; and opposite to these is the summit
of an inclined plane leading to the streets below. Still
farther to the left, the river Irwell marks the western
boundary of Manchester: the railway between this
point and its eastern termination, is supported upon
twenty-eight brick arches.

But our conveyance is at the door; the "steed of
metal," foaming as if impatient of delay, is yoked to his
ponderous burthen; the signal bell sounds; and in a
second more, we are crossing the Irwell, by a handsome,
two-arched, stone bridge, at an elevation of thirty feet
above the level of the water; the span of each arch
being sixty-three feet, and the width of way between
the parapets fifty-three feet.

Proceeding through several archways which afford
communications for the "good folks of Salford," we

30

enter the open road toward Liverpool. Several pleasant
country residences and some handsome villas enliven
the road for a considerable distance out of the town.

Immediately on leaving Salford we reach Oldfield-
lane, under which the railway passes by a stone-faced
arch, thrown over at an elevation of eighteen feet and of
thirty feet span. Close to this bridge is a depot for the
reception of cattle from the surrounding country intended
to be conveyed along the railway. It consists of a large
yard, surrounded with sheds, and stands upon a slightly
elevated ground, whose bank is supported by a low wall
rising perpendicularly from some branch-rails that
diverge from the main line. Pens are erected in the
front of the buildings, and occupy the whole space from
the yard-gate down to this wall. The cattle-vans, which
are kept at a station a short distance from this spot, are
run directly under the wall; and the cattle, being driven
from the yard, enter the pens, from which they are readily
passed into the carriages.

The next object of attraction is the Cross-lane bridge.
This is likewise of brick faced with stone, and of the
same dimensions as the one just described. Here is
one of the police-stations; and a flight of several steps
leads to a neat village inn, which conspicuously dis-
plays its whitewashed walls on a lofty eminence to the
right.

The railway now runs along the side of a steeply
descending bank, until we arrive at the village of
Eccles, about four miles from Manchester. The church

31

and vicarage stand at a short distance south of the
railway. At the entrance to the village are the Bent-
cliffe snuff mills; and nearly opposite to these, on the
south or lower side of the road,—but almost hidden
from view by a profusion of surrounding foliage,—
stands an old water corn mill, whose continuous sharp
click reminds the passenger of the presence of an object
that would otherwise be unnoticed. These two mills
form a truly picturesque feature in the scenery.

The Patricroft tavern next claims a worthy notice,
as being a resort of the Manchester holiday-makers,
whom it supplies with excellent ale and Eccles-cakes.
The latter are a spongy, sweet, currant cake, which are
manufactured at the village through which we have
just passed.

A little farther, a neat free-stone viaduct of two
arches, each twenty-five feet span, twelve feet elevation
and with a width of twenty-five feet, conveys us across
the Worsley canal; on the banks of which an im-
mense cotton factory formerly reared its towering
height. It was destroyed by fire some months ago,
and no symptoms of its restoration are yet manifest.

The Barton embankment, extending about a mile
along the marshes west of the canal, forms the com-
munication with Chat Moss. This embankment is
carried over several fine bridges. One of these is a di-
agonal, or—in technical phraseology—a skew bridge,
similar, though upon a considerably smaller scale, to one
at Rainhill: it is of brick with stone facings; the arch

32

being twenty feet high and twenty-two feet span, and the
width between the parapets twenty-five feet. It
crosses the road leading to Winton, whose only
claim to notoriety consists in its having been the
scene of a most inhuman and barbarous murder
which engrossed considerable public attention at the
time it was perpetrated. The village is seen at a short
distance to the north of the railway.

Chat Moss is an immense bog covering an area of twelve square miles. The soil varies in depth from ten to thirty-five feet; and it is calculated that the whole comprises a mass of sixty millions of tons of decomposed vegetable matter. The moss is of so pulpy a texture that a piece of stone or iron will sink through by its own gravity. The railway runs for upwards of five miles over this dreary mass of semi-fluid substance; and, for far the greater portion of the distance, it is quite buoyant upon the surface. Some idea may be formed of the herculean difficulties which this portion of the undertaking presented by the following circumstance; which, at the same time, strikingly exhibits the triumph of human ingenuity and perseverance. A considerable inequality of the surface at the eastern extremity of the bog rendered it requisite to form an embankment of about half a mile in extent. This embankment was raised twenty feet above the natural level, but, in a short time, it entirely disappeared, having gradually pressed down the original surface. Another attempt was made: the subtrata became by degrees consolidated; and this point of the road is now the finest of the whole line. Endea-

33

vours have been made at various periods, to bring
portions of this immense bog into a state of cultivation.
The late Mr. ROSCOE expended considerable sums for
this purpose; and the improvements, which now bear
his name, at the eastern extremity, are one out of num-
berless proofs that might be adduced of the generous
heart and benevolent mind of that lamented poet and
philanthropist. Since the completion of the railway,
this laudable design has been revived, and has met
with warm support. Moveable branch-railways, ex-
tending from the great line, have been laid down in
different directions; and, by this means, little patches
of the bog have been drained,—gardens formed,—and
cottages erected. Several of these are now completed;
and their verdant aspect, contrasted with the brown,
dull, mother-soil give the appearance of so many oases
in the desert.

On the approach to the Moss from the Barton em-
bankment, Worsley Hall presents itself pleasingly to
the eye on a beautiful eminence to the right. It was a
favourite residence of the late Duke of Bridgewater,
and is now in the occupation of R. H. Bradshaw, Esq. his
Grace's trustee for the management of the Bridgewater
canal. In traversing the Moss, the Worsley branch of
this Canal, over which we passed by the viaduct, may be
seen at intervals in nearly a parallel course with the rail-
way. It is intersected about the centre by the little town
of Astley; beyond which, in the distance, the newly
erected church of Tildsley is conspicuous from its
whiteness.

C

34

The western termination of the Moss is bounded by the little river of Glessbrook, over which a stone bridge carries us on to the Broseley embankment. The way over this bridge is thirty-five feet in width; the span of its arch thirty feet, and its elevation from the water thirty feet.

This portion of our journey exhibits in a lively manner one striking peculiarity of railways. Perhaps it would be difficult to find a ride of equal extent, and similarly situated between two populous towns, more destitute of all interest for the tourist than the old turnpike-road between Manchester and Liverpool. There the eye traverses a dull, flat, and dreary space; searching in vain for a single object to give that enlivening variety which constitutes the charm of travelling; while upon the railway the mighty genius of science conjures up, on "this same tame dull spot," an endless diversity of valley and mountain,—lake and glen; and all with such astonishing truth that we deem the illusion a reality, and are ready to pay homage to a power that can so instantaneously, yet effectually, convert a bleak and dreary wilderness into a land fraught with nature's beauteous undulations.

Proceeding onward for some distance we enter the Kenyon excavation, from which nearly eight hundred thousand cubic yards of substance were dug. Part of this mass was used in raising the embankments at each end. Near the entrance to this cutting, a branch-railway leads to Leigh and Bolton, and about two miles farther is another leading to Wigan.

35

Midway between these two branches is Park-side, the spot where Mr. HUSKISSON met with the accident which finished his talented career. At this place is a station for replenishing the engines with water when requisite. This is accomplished by means of a hollow crane into which the water is pumped by an engine erected at the road side; the crane has a descending branch containing a valve, and this is brought over the top of the boiler, into which the water is then ejected.

Emerging from the Kenyon excavation, a gentle ascent of about two miles brings us to a handsome and spacious building erected by COLONEL LEGH, the proprietor of the neighbouring town of Newton, for the purpose of an hotel. A licence was refused on the first application; but a second has recently been made, which it is anticipated will have a more favourable result.

To the west of this house is a deep narrow ravine over which the railway is carried at some distance south of the town by a handsome stone bridge of four arches, each thirty feet span, and twenty-seven in height. The Newton and Warrington turnpike-road passes under the first arch, and beneath the other flows a stream that rises in the grounds of Haydock Lodge, which is situated about a mile and a half north of Newton.

Immediately below this bridge stands an old corn mill, and adjacent to it is an antique mansion displaying in its pointed gables and oak crossings the archi-

c 2

tecture of Elizabeth's reign. The effect of these objects as viewed from the elevated road is strikingly picturesque.

Still continuing the ascent we pass the opening of the branch-railway to Warrington, and then speedily approach the valley of the Sankey, situated about half way between the two extremes of the journey. The railway is carried over this valley along a magnificent viaduct of nine arches, each fifty feet span, and seventy feet above the surface of the ground. This fine structure is built principally of brick with stone facings; and it forms not only a chief feature in the beauty of the road, but a very considerable item in the entire cost. The canal which passes under one of the arches was the first made in England. It was excavated in the year 1755 to give a navigable water communication between St. Helen's and the Mersey. The little stream that ripples playfully along its margin and occasionally crosses its course, looking like the bounding of a joyous child at the side of its parent, is the Sankey brook.

Another mile and a half conveys us on to Parr Moss, which resembles in miniature the huge bog already described. The process of forming the road, was in both instances by a high deposit of the materials dug out of the neighbouring excavations; and the obstacles presented to the progress of the work were precisely similar in their nature, although differing in their extent; the area of Parr Moss not covering more than two square miles, or one-sixth the space of Chat Moss.

The next object of attraction is the St. Helen's intersection bridge. It is a beautiful stone structure, with two horizontal openings, and is surmounted by a balustrade of the same material, but so light and elegant as to have the appearance of being formed of iron rather than of stone. The bridge is thrown over the great railway and a common road, and affords a passage for another railway, leading from the collieries in the vicinity of St. Helen's to the bank of the river Mersey opposite to Runcorn.

We now reach the Sutton inclined plane, at the foot of which stands a station where the extra locomotive engine, occasionally employed on the ascent, is kept. This plane is a perfectly straight line, one mile and a half in extent, and presenting a uniform rise in the proportion of one in ninety-six. On attaining the summit, which is at an elevation of eighty-two feet above the base, we enter an exactly level excavation of nearly two miles in length. It was upon this portion of the railway that the several locomotive engines contended for the premium which was offered by the directors during the progress of the work; and the experiments that subsequently took place, to ascertain the effect of ascending ground upon the power of the engines, were made upon the inclined planes at each end. The stipulated conditions under which the premium was to be awarded were that each locomotive engine should run a distance of seventy miles, at a rate, when once fairly in motion, of not less than ten miles an hour, drawing after it a burden three times its own weight. The plane, being under two miles in length, would necessarily have to be traversed forty times.

38

The engines entered for the contest were,— the
Rocket,—the Novelty,—the Sans Pareil,— and the
Perseverance. The Rocket—whose weight, including
the water in the boiler, was four tons and a quar-
ter—was placed the first, and its performance con-
siderably exceeded what was required by the stipula-
tions; the speed attained being frequently eighteen,
and occasionally upwards of twenty miles within the
hour. The Novelty was the next put upon trial; but,
in consequence of some accidental derangement in the
machinery, a stoppage occurred, and the proprietors
relinquished the attempt: this was a singularly beauti-
ful machine of a very compact form, and not requiring
the attendance of a tender. The Sans Pareil and
Perseverance were withdrawn, as they deviated from
the prescribed conditions.

Near to the western end of this level excavation is
the Rainhill bridge, previously alluded to; it carries
the turnpike-road from Warrington over the railway,
and is situated nine miles from the warehouses of the
company in Liverpool. The lines of the two roads
intersect each other at this point, at an acute angle of
thirty-four degrees. The bridge, by which the crossing
is effected, is of massive stone-work of a peculiar des-
cription. Each stone is shaped in a diagonal form,
adapted to the particular position in which it is placed,
and corresponding with the total angle of the arch,
which extends forty-five feet beyond the square; making
the span, as measured at the face, fifty-four feet; while
the interior width, taken from wall to wall, is only
thirty feet. The elevation of the arch is eighteen feet

39

from the railway, and the width between the parapets
for the turnpike-road thirty feet.

Scarcely have we time to express our admiration of
the singular beauty of workmanship displayed in this
structure, ere we are upon the summit of another plane,
which descends in an exactly corresponding ratio with
the ascent at Sutton. The increased rapidity of motion
acquired in descending is so considerable that, when
at the bottom, the mile and a half which we have
travelled appears but as a few yards. The little village
of Whiston crosses the railway at the base of the plane;
and, in going through it, we pass under two stone arch
ways of the same span and elevation as the Rainhill
bridge.

The railway, from this point until it reach within a
quarter of a mile of the grand entrance at Edgehill, has
a gradual inclination upward in the proportion of one
in eleven hundred. Immediately from Whiston, we
proceed in a slightly curved direction toward the village
of Hayton; passing several slate-stone quarries, situated
on the north side of the railway.

Leaving Hayton church to the right, we arrive at the
Great Roby embankment. This immense work, far
surpassing the vast undertakings which the tourist oc-
casionally encounters in the remains of the old military
roads of the Romans, stretches across a valley of nearly
two miles in width, and has an elevation, in many places,
of more than forty feet above the natural surface. The
lowest altitude is fifteen feet, and the breadth of the base

40

varies from sixty feet to forty-five yards. It was
raised with materials obtained in a still greater work,
which we shall presently have occasion to describe.

The lofty position of the railway along this embank-
ment gives us a commanding view of an extensive cam-
paign, interspersed in every direction with noble man-
sions. The dreary bogs of Knowsley and Kirby form
the extreme boundary northward; in the intervening
distance, the splendid domain of Knowsley, the seat of
the Earl of Derby, with its umbrageous park,—its race
course,—and its beautiful lake,—spreads far to the
north-east; while Croxteth Hall, and several smaller,
though beautiful, estates fill up the scene to the right.
On our left, the sea-like expanse of the Mersey is just
visible by its glistening in the dim distance; and the
intermediate space presents a pleasing variety of stream
and pasture.

At the termination of this embankment, we enter the
Olive Mount excavation. Here a passage for the rail-
way has been effected through the solid rock by a cut-
ting, seventy feet deep and about fifteen wide, bearing
slightly toward the north-west. The substance dug out
of this rocky ravine was used in forming the embank-
ment which we have just traversed. Several bridges are
thrown over to connect the opposite precipices, and
appear to the eye, as we move along the depth below,
like communications belonging to beings of another
sphere. The passage through the Olive Mount is nearly
two miles in length, and terminates in a deep marl cut-
ting. The entire remainder of the road to Liverpool,

41

is one continued excavation; the height of the bank on
each side, after we leave the great rock, varying from
four to forty feet.

The reflective mind enjoys a feeling of proud satis-
faction when contemplating such stupendous works of
art as the two portions of the road last mentioned. Such
objects present an emblem of enterprise and persever-
ance, in the eager pursuit of some great end, trampling
down every obstacle that rises in their path, and attempts
to obstruct their ardent career. We behold what mighty
efforts the human mind is capable of; and we feel proud
in this display of the elevated character of beings with
whom we claim kindred.

Across the marl cutting through which the railway
continues on emerging from the Olive Mount excava-
tion, several brick and some stone archways unite the
grounds on either side, and one of them affords a pas-
sage to a lane leading to the little village of Wavertree,
lying about half a mile to the left of the railway. The
Wavertree bridge is of stone, built upon abutments of
rock, and has an altitude of eighteen feet, with thirty-
seven and a half feet span. The gradual ascent in the
line of road continues for a quarter of a mile beyond this
lane: the excavation through this extent is very trifl-
ing; it then rapidly deepens until the natural surface
towers on each side of the passenger at an altitude of
thirty-five feet, the upper portion of the bank being
supported by a strong stone wall.

Through this cutting we approach,—by a slight curve,

42

but upon a perfect level,—to the grand entrance arch to Liverpool. This is a beautiful stuccoed structure in the Arabesque style of architecture, being surmounted by four embattlemented turrets, two of which project outward in the form of wings. The elevation of the arch from the railway is about forty feet, and its span about five and thirty. It is viewed to the greatest advantage from within. An ornamental termination of the line was not, however, the sole design in its erection; in the interior of the building the two fixed engines, used as the impulsive force along the tunnels, busily ply their assigned task. Immediately outside on the right, a dépôt for coke is excavated in the rock; and close to this is a water station, where the locomotive engines are supplied by the same process as that already described at Park-side. Here the locomotive power is discarded, and the carriages are attached to an endless chain worked by the engines in the archway. The station where the locomotive engines are kept stands at a little distance behind us, on the left side of the railway.

Passing underneath the arch, we enter a noble area dug out of the solid rock to a depth of forty feet below the natural surface of the ground. The plane of this area is perfectly level; and the sides and end are surmounted by massive brick walls, rising six feet above the summit of the excavation, and crowned by embattlemented stone copings assimilating with the turrets of the Moorish arch. The entire admeasurement is about one hundred and fifty feet long, seventy feet wide, and forty-six feet high from the base to the battlements. The north-east and south-east corners have each a flight of

43

steps projecting to a straight line with the sides of the great arch, and communicating with the road above; while, in each opposite corner, rises a handsome, spiral, brick column used as a chimney to the engine-house. At the farther extremity, the entrances to the several tunnels are displayed in three arches. The centre one is the mouth of the great tunnel, through which goods are conveyed to the Wapping warehouses; and it has an elevation of sixteen feet, with a span of twenty-two feet. The two side openings are each twelve feet high, and fifteen wide; that on the right hand leading to the office for passengers, in Crown-street, and the other being intended as a passage for coals. The *tout ensemble* of this grand entrance, as viewed from the interior, forms a spacious and beautifully proportioned rectangular parallelogram, and has an appearance worthy of the great work of which it is a prominent ornamental feature.

We now proceed along the right hand tunnel whose length is two hundred and ninety yards, with an ascent in the ratio of one in forty-eight : the whole rise, therefore, is eighteen feet. The sides are perpendicular for about five feet, supporting a semicircular arch whose radius is seven feet. The gloom of the interior is much diminished by its being painted white and illuminated with gas.

On emerging from the western opening of this tunnel, the termination of the rails and the presence of omnibuses denote that our excursion is ended. A canopy, or covered way, extends from the tunnel-mouth to the

44

railway office, which stands on the right. It is a com-
modious, and indeed handsome, stuccoed erection, con-
taining separate divisions for the several departments of
the establishment, and a waiting room for the passengers.
On alighting, we find by its clock that our journey has
occupied exactly one hour and twenty minutes.

There still, however, remains unseen one of the chief
features of this magnificent specimen of human labour,
which it will be necessary to explore on foot. Return-
ing to the open area along which we previously passed,
the centre arch, before mentioned, gives us access to the
great tunnel. This is an immense excavation, twenty
feet in width, and sixteen high, the sides of which rise
perpendicularly for five feet, and are surmounted by a
semicircular arch, with a radius of eleven feet. The in-
terior is painted white, and illuminated by gas lights
projecting from the centre of the arch. The strata,
through which it was cut, is principally a fine, red, sand-
stone, and in those parts the natural rock forms the roof;
but in other places, where a soft blue shale prevails,
artificial arching of masonry is erected. The whole
surface being whitened, prevents any idea of insecurity
in the mind of the passenger, arising from this variety of
substance. This cavern was constructed in several
separate lengths, by the boring of upright shafts, through
which the material excavated was conveyed in the same
manner as coal is taken from the pit. The extreme
nicety with which these several lengths are converted
into one complete whole, is an object demanding as con-
siderable present admiration as it created general interest
during the progress of the work. The thickness of the

45

superstrata, or depth from the roof to the open surface
of the ground, varies from five to seventy feet; the
greatest mass being in the vicinity of Hope-street and
Crabtree-lane. It required the utmost energy in those
who superintended the operations, to overcome the
many difficulties which the execution of this portion of
the undertaking presented. It not unfrequently oc-
curred that, while the workmen were penetrating the
soft shale, a stream of water would rush out; and the
apparent danger of their situation being magnified by
the glimmer of the candles, which constituted their only
light, a refusal to proceed was the consequence. On
one occasion, while passing under Crown-street, the
whole superincumbent mass of sand and earth of the
depth of thirty feet, fell in from the surface. The great
perseverance, however, displayed by the engineers en-
gaged in the work, eventually conquered every obstacle

From the entrance, the tunnel gradually descends in
a perfectly straight line for 1980 yards: the ratio of the
inclination is one in forty-eight, making the entire fall
one hundred and twenty-three feet. At the bottom of
this descent, the line curves to the left for about two
hundred and seventy yards; making the entire length of
the tunnel 2250 yards.

Emerging from the lower entrance, an open area, forty-
six feet wide and twenty-two feet deep, presents itself:
it is intersected by several massive pillars, that support
the flooring of the Wapping warehouses which are
erected over this excavation. The railway here branches
into four lines; and the rails are fixed upon moveable

wooden circles to afford a facility in turning the waggons.
The goods are hoisted from the waggons through hatch-
ways made in the flooring of the warehouses above.
This yard communicates immediately with the Mersey
and bounds the western termination of the LIVERPOOL
AND MANCHESTER RAILWAY; an undertaking that no
one, who associates and indentifies himself with the
glory and the splendour of his country, or who feels
his bosom glow at the name of Englishman, should
omit to visit.

FINIS.

THE DISYNTRECHON.

A mechanico-graphicamic view of the Liverpool Rail-road,
under the above title is open at the Bazaar in BAKER STREET,
PORTMAN SQUARE. The pictorial portion of this exhibition was
painted by artists of acknowledged talent, from sketches made
upon the spot, and presents a faithful delineation of all the
prominent and interesting features of the road: to this a real
Rail-way, traversed by locomotive engines and trains of carriages
of corresponding proportion with the view, is attached.

At the present moment, when the professional skill of engineers
is daily called into action to produce designs for this new and
wonderful mode of travelling, and when locomotive power is
rapidly superseding every other species of conveyance throughout
the Kingdom—perhaps it would not be exaggeration to say
throughout the civilized world, such a subject cannot fail to pre-
sent unequivocal claims to universal interest; the spectator being
enabled to form a correct acquaintance with an undertaking
whence all subsequent ones of the same nature emanate, without
the personal inconvenience and expenditure of time and money
that would be requisite to visit the original.

E. Colyer, Printer, 17, Fenchurch-street