While searching for some details in old newspapers concerning the Sankey Viaduct, I read quite a few articles from 1824 onwards related to the efforts and construction of the LMR which help set the scene and show just some of the massive efforts made to its eventual opening.
There’s lots online about the Rainhill Trials and the Opening day which unfortunatly saw the accident and death of Mr Huskisson, but not so much about the lead up to the opening, the construction, or even that Mr Huskisson had already travelled on the railway previously, when reading the reports of his death, and the accident, you might think that this was the first ever time he had been in a railway carriage or around the rail tracks.
This is not an exhaustive list of the articles I read, but a few that progress through the years towards its completion and opening day.
PROJECTED COMMUNICATIONS BY RAILWAYS.
Wednesday 27 October 1824
In the year 1822, a project was formed for constructing a railway be tween Liverpool and Manchester, on which steam impelled carriages should travel both with merchandize and passengers at the rate of ten miles an hour. A number of gentlemen in Manchester and Liverpool, persuaded of the practicability of this design, entered into a subscription to defray the expenses of a survey, with a view to a Parliamentary application, and the requisite sum of 300 guineas was subscribed for the purpose.
In the autumn of that year, William James, Esq., an engineer, of London, executed the survey, and suggested a line of road, as marked upon the map accompanying this volume, from Manchester, by way of Eccles, Chat Moss, New Church, Newton, Rainhill, Huyton, and West Derby, to Liverpool, making a distance of thirty-one miles. Public notices were accordingly given of the intended application to Parliament, but the measure was not followed up, owing to an apprehended opposition from the whole body of inland navigation proprietors throughout the kingdom, and from other causes.
How long these causes will operate it is difficult to say; but if, as is asserted, the conveyance of goods between the two towns of Manchester and Liverpool can, by means of a railway, be effected at little more than half the pre sent charge for water-carriage, and in one-fourth of the time, the resistance of any body of men, however powerful, to so great a public improvement, will in the end prove as futile as was the resistance of the land-carriers of the last age to the construction of canals. – Bains’ History. Morning Chronicle
THE LIVERPOOL AND MANCHESTER RAIL-ROAD
Friday 19 November 1824
A prospectus of this intended undertaking has just been published. It is proposed that the line shall commence near the Prince’s Dock, Liverpool, thence to Vauxhall-road, through Bootle, Walton, Fazakerley, Croxteth, Kirkley, Knowsley, Eccleston, Windle, Sutton, Haydock, Newton, Makerfield, Golborne, Astley, Lowton, Worsley, Pendlebury, Salford, Hulme, to the neighbourhood of the westerly end of Water-street, Manchester, in the whole a distance of about 33 miles. The estimated expense of the Railway, including loco-motive machines, and other contingencies, is £400,000. – The London Star
LIVERPOOL AND MANCHESTER RAILROAD COMPANY.
Saturday 27 November 1824
COMMITTEE.
Charles Lawrence, Esq., Chairman. Lister Ellis, Esq., Robert Gladstone, Esq., Deputy Chairmen., John Moss, Esq., Joseph Sandars, Esq., Robert Benson, Adam Hodgson, H. H. Birley, Isaac Hodgson, Joseph Birley, Joseph Hornby, Henry Booth, John Kennedy, Thos. Shaw Brandreth, Welwood Maxwell, James Cropper, William Potter, John Ewart, William Rathbone, Peter Ewart, William Rotheram, William Garnett, John Ryle, Richard Harrison, Thomas Sharpe, Thomas Headlam, John Wilson, Esquires.
Parliamentary Agent – THOMAS MOULDEN SHERWOOD, ESQ.
Engineer – GEORGE STEPHENSON, ESQ.
Solicitors – Messrs. PRITT and CLAY.
Bankers – Messrs. MOSS, ROGERS and MOSS, Liverpool.
PROSPECTUS.
THE COMMITTEE of the LIVERPOOL and MANCHESTER RAIL ROAD COMPANY think it right to state, concisely, the grounds upon which they rest their claims to public encouragement and support.
The importance, to a Commercial State, of a safe and cheap mode of transit, for Merchandise, from one part of the Country to another, will be readily acknowledged. This was the plea, upon the first introduction of Canals—it was for the public advantage; and, although the new mode of conveyance interfered with existing and inferior modes, and was opposed to the feelings and prejudices of Landholders, the great principle of the Public good prevailed, and experience has justified the decision.
It is upon the same principle that the Rail Roads are now proposed to be established; as a means of conveyance manifestly superior to existing modes—possessing, moreover, this recommendation in addition to what could have been claimed in favour of Canals, namely, that the Rail Road scheme holds out to the Public not only a cheaper, but far more expeditious conveyance than any yet established.
The Liverpool and Manchester Rail Road is proposed to commence near the Prince’s Dock, Liverpool, thence to Vauxhall-Road, then through Bootle, Walton, Fazakerley, Croxteth, Kirby, Knowsley, Eccleston, Windle, Sutton, Haydock, Newton in Makerfield, Golborne, Lowton, Leigh, Pennington, Astley, Irlam, Worsley, Eccles, Pendlebury, Salford, Hulme, to the neighbourhood of the Westerly end of Water-street, Manchester—in the whole, a distance of about thirty-three miles. By a reference to the Plan it will be perceived that the Road does not approach within about a mile and a half of the residence of the Earl of Sefton, and that it traverses the Earl of Derby’s property over the barren mosses of Kirby and Knowsley, passing about two miles distance from the Hall. In deciding upon the proposed route, the Committee have been anxious, at considerable inconvenience and expense, to select a line which may not only be eligible, considered in itself, but may be as little objectionable as possible, with reference to individual and local interests.
The ground has been surveyed by eminent Engineers, and the estimated expense of a Rail Road, upon the most improved construction, including the charge for loco-motive engines, to be employed on the line, and other contingencies, is £400,000—which sum, it is proposed to raise in 4000 shares of £100 each.
The total quantity of Merchandise passing between Liverpool and Manchester is estimated, by the lowest computation, at One Thousand Tons per day. The bulk of this Merchandise is transported either by the Duke of Bridgewater’s Canal, or the “Mersey and Irwell Navigation.” By both of these conveyances goods must pass up the river Mersey, a distance of 16 or 18 miles, subject to serious delays from contrary winds, and not unfrequently, to actual loss and damage from tempestuous weather. The average length of passage, by these conveyances, including the customary detention on the wharfs, may be taken at thirty-six hours, longer or shorter, according to the favourable or unfavourable state of the winds and tides. The average charge upon Merchandise, for the last fourteen years, has been about 15s. per ton.
By the projected Rail Road, the transit of Merchandise between Liverpool and Manchester will be effected in four or five hours, and the charge to the Merchant will be reduced at least one-third. Here then will be accomplished an immense pecuniary saving to the Public, over and above what is perhaps still more important, the economy of time. Nor must we estimate the value of this saving merely by its nominal amount, whether in money or in time—it will afford a stimulus to the productive industry of the country, it will give a new impulse to the powers of accumulation, the value and importance of which can be fully understood, only by those who are aware how seriously Commerce may be impeded by petty restrictions, and how Commercial enterprise is encouraged and promoted by an adherence to principles of fair competition and free trade.
The Committee are aware that it will not immediately be understood by the Public, how the Proprietors of a Rail Road, requiring an invested capital of £400,000, can afford to carry goods at so great a reduction upon the charge of the present Water Companies. But the problem is easily solved. It is not that the Water Companies have not been able to carry goods on more reasonable terms, but that, strong in the enjoyment of their monopoly, they have not thought proper to do so. Against the most arbitrary exactions the Public have hitherto had no protection, and against the indefinite continuance or recurrence of the evil they have but one security; it is competition that is wanted; and the proof of this assertion may be adduced from the fact, that shares in the Old Quay Navigation, of which the original cost was £70, have been sold as high as £1250 each.
But it is not altogether on account of the exorbitant charges of the Water Carriers that a Rail Road is desirable. The present Canal Establishments are inadequate to the great and indispensable object to be accomplished, namely, the regular and punctual conveyance of goods at all periods and seasons. In summer time there is frequently a deficiency of water, obliging boats to go only half loaded, and thus occasioning great inconvenience and delay; while in winter, they are sometimes locked up with frosts for weeks together, to the manifest hindrance of business. From these impediments a Rail Road would be altogether exempt. There is still another ground of objection to the present system of carriage by Canals, namely, the pilferage, an evil for which there is seldom adequate redress, and for which the privacy of so circuitous and dilatory a passage affords so many facilities. Whereas a conveyance by Railway, effected in a few hours, and where every delay must be accounted for, may be expected to possess much of the publicity and consequent safety of the King’s high ways.
In addition to the transport of Goods between Liverpool and Manchester, an important branch of revenue may be expected to result to the Proprietors of the projected Road, from the conveyance of Coals from the rich mines in the vicinity of St. Helens; an advantage which the Water Companies do not possess, and which, from its importance and extent, may probably enable the Proprietors to reduce their rates of carriage still lower than now contemplated. These Coals at present pass along the Sankey Canal, and down the Mersey to Liverpool, a distance of about thirty miles. By the Railway, the distance will be shortened one-half, and the charge for transit very materially reduced.
Amongst the widely diffused benefits to be expected from the proposed Rail Road, must especially be enumerated no inconsiderable advancement in the commercial prosperity of Ireland. The latent energies of that country, her capabilities as a manufacturing power, will be developed by being brought into easy contact and communication with the manufacturing districts of this kingdom; while every article of her agricultural industry will experience an increased demand from the cheapness and facility with which it will be introduced into the populous counties of Lancaster and York. Whatever shortens the time of conveyance, practically diminishes the distance, and whatever is saved in the cost of carriage, is a gain to Ireland.
In the present state of trade and of commercial enterprise, dispatch is no less essential than economy. Merchandise is frequently brought across the Atlantic from New York to Liverpool, in twenty-one days; while, owing to the various causes of delay above enumerated, goods have, in some instances, been longer on their passage from Liverpool to Manchester. But this reproach must not be perpetual. The advancement in mechanical science renders it unnecessary; the good sense of the community makes it impossible. Let it not, however, be imagined, that were England to be tardy, other countries would pause in the march of improvement. Application has been made, on behalf of the Emperor of Russia, for models of the loco-motive engine; and other of the Continental Governments have been duly apprised of the important schemes for the facilitating of inland traffic, now under discussion by the British public. In the United States of America, also, they are fully alive to the important results to be anticipated from the introduction of Rail Roads; a Gentleman from the United States having recently arrived in Liverpool, with whom it is a principal object to collect the necessary information in order to the establishment of a Railway to connect the great rivers Potomac and Ohio.
The immediate and prominent advantages to be anticipated from the proposed Rail Road are, increased facilities to the general operations of commerce, arising out of that punctuality and dispatch which will attend the transit of Merchandise between Liverpool and Manchester, as well as an immense pecuniary saving to the trading community. But the inhabitants at large of these populous towns will reap their full share of direct and immediate benefit. Coals will be brought to market in greater plenty, and at a reduced price; and farming produce, of various kinds, will find its way from greater distances, and at more reasonable rates. To the landholders, also, in the vicinity of the line, the Rail Road offers important advantages in extensive markets for their mineral and agricultural produce, as well as in a facility of obtaining lime and manure at a cheap rate in return. Moreover, as a cheap and expeditious means of conveyance for Travellers, the Railway holds out the fair prospect of a public accommodation, the magnitude and importance of which cannot be immediately ascertained.
The Committee do not think it necessary to dwell upon probable and contingent sources of revenue to the proprietors, and of benefit to the community: but it is impossible entirely to overlook the tendency of increased economy and dispatch to extend the commercial intercourse, not only upon the immediate line of road, but diverging in ramifications to the north and the south, and especially towards the rich and populous town of Bolton; a short branch line being sufficient to bring that extensive manufacturing district into a rapid and direct communication with this port.
Such is a brief view of the scheme in which the Liverpool and Manchester Rail Road Company have embarked, and which, while it promises such manifold advantages to the public, the Committee feel confident will afford a fair and liberal return for the capital invested by the Proprietors.
CHARLES LAWRENCE, Chairman. Liverpool, 29th Oct. 1824.
Liverpool and Manchester Railway.
Thursday 23 June 1825
The Committee of the Liverpool and Manchester Rail, way have submitted to the subscribers large, the following narrative of their proceedings during the present Session of Parliament :— In January last, deputation from their body proceeded to London, to solicit an act the Legislature to authorize the construction of Hallway, with suitable work* and machinery, for the conveyance goods between Liverpool and Manchester. In their published prospectus, the Committee set forth the grounds of this application to Parliament, in the following propositions:-
1st. That by the several canal conveyances the charge for the transit of merchandise, for the last fourteen years, had been about 16s. per ton.
2nd. That the present establishments are quite inadequate to the great and Indispensable object to be accomplished, namely, the punctual and expeditious conveyance of goods between the two towns, at all periods and seasons.
3rd. That by the projected Railway the transit merchandise may effected in four or five hours, and the above charge to the merchant reduced at least one-third. After much preliminary detail, upon points of standing orders, the Committee of the House of Commons commenced its on the merits of the bill, on the 21st March, pursuing its laborious investigations for upwards of two mouths. result was, that the above propositions remained unimpeached; and accordingly, on the May, full committee upwards of seventy members, it was decided that the preamble of the bill, setting forth the great public advantages of the measure, had been proved. Not with-standing this decision, however on the following day, when the committee assembled to discuss the detail or the Wit, the two enacting clauses, empowering the company to establish the Railway, and to take land requisite for such purpose, were thrown out; the committee at the time consisting only of about half many members as were present on the previous day, when the preamble was declared to have been proved Placed this extraordinary position, the promote of the measure had option but to withdraw the bill for the present Session. Thus circumstanced, the committee of the Railway are opinion they shall best discharge their duty to the subscribers and the public, by concerting measures, forthwith, for a renewed application to Parliament, tie ensuing Session.
And on the subject of funds, they are happy be able to inform the subscribers, that considerable sum remains unappropriated, ready to meet the expenditure another year. – Leeds Intelligencer
LIVERPOOL AND MANCHESTER RAILWAY COMPANY.
Saturday 31 December 1825
THE NEW LINE.
COMMITTRE :
Chairman. Charles Lawrence, Esu.
Deputy Chairmen. Robert Gladstone, Esq. John .Moss, Esq. Joseph Sandars, Esq.
Robert Benson, Liverpool. – Isaac Hodgson, Liverpool. – H. H. Birley, Manchester. – Joseph Hornby, Liverpool. – Joseph Birley, Ditto. – John Kennedy, Manchester. – Henry Booth, Liverpool. – Aaron Lees, Ditto. – Thomas S, Brandreth, Ditto. – Wellwood Maxwell, Liverpool. – John Ewart, Ditto. – William Potter, Ditto. – Peter Ewart, Manchester. – William Rathbone, Ditto. – Robert H. Gregg, Ditto. – William Rotheram, Ditto. – Richard Harrison, Liverpool. – John Ryle, .Manchester. – Thomas Headlam, Ditto. – Thomas Sharpe, Ditto. – Adam Hodgson, Ditto. – John Wilson, Liverpool, Esqrs.
Parliamentary Agent – Thomas M. Sherwood, Esq.
Engineers – Messrs George and John
Solicitors – Messrs. Pritt and Clay.
Bankers – Messrs. Moss, Rogers and Moss, Liverpool.
CAPITAL £510,000.
PROSPECTUS: The Committee of the Liverpool and Manchester Railway, before entering upon the labours which a renewed application to Parliament will impose upon them, are desirous to advert to the causes which led to the unsuccessful termination of their late efforts ; and at the same time briefly explain the grounds upon which they rest their anticipations of success, in the ensuing Session. A very prominent objection taken by the opponents of the Bill, was founded on the errors in the Section and Levels, as exhibited before Parliament. These errors the Committee at once acknowledged, and regretted and to avoid all chance of similar complaint, in future, they have engaged the professional services most eminent Engineers, aided assistants of undoubted talents and activity, whose combined efforts justify the fullest assurance, not only of the correctness of the Plans and Sections, but that the whole Line will be laid down and arranged with that skill and conformity with the rules of mechanical science, which will equally challenge approbation, whether considered as a national undertaking of great public utility, or as a magnificent specimen of art.
A second objection to the measure, (which, however, was insisted upon, out doors, more than in Parliament was interruption and inconvenience anticipated from the Line Road crossing various streets in Liverpool and Manchester. This difficulty has been completely obviated. In the New Line, recommended by Messrs. Rennie, the Railway enters Liverpool, by means a Tunnel and an inclined Plane, thus effecting a direct and most desirable communication with the King and Queen’s without interfering with a single street. It docs not enter the town of Manchester at all; the Line remaining near the New Bailey Prison, in the township of Salford.
A third objection to the measure was taken by the Old Quay Company, on the ground that the Railway interfered with their navigation, by reason of bridge in the neighbourhood of Manchester, over the River Irwell. The Committee are happy to state that this difficulty is avoided, much as the New Line does not cross the Irwell at all.
A fourth manifestation of opposition was the part of the Leeds and Liverpool anal Company, on the ground that the Railway passed under their Canal, in its way to the Prince’s Dock. However futile such objection, it is satisfactory to enabled state that even this assumed ground of opposition altogether avoided, the Line does not go near the Canal in question.
Another and more plausible objection was founded on the employment of the Loco-motive Engine. It was contended, in the first place, that this new and peculiar power was incompetent to perform the task assigned to it; in the second place, that it was unsafe lastly, that in its operation it would prove public nuisance. By the evidence, however, it was proved that it was perfectly competent to perform all that was proposed to accomplished and, before the evidence was closed, the Counsel for the opponents of the Bill admitted that it was safe. Upon the third point of objection, the Committee are confident such improvements will DC made in the construction and application of this effective Machine, as will obviate all objection on the score of nuisance, and as a guarantee of their good faith towards the public, they will not require any clause empowering them to use it Parliament may impose for the satisfaction protection both of Proprietors the Line Road, and of the Public large.
The last, but not the least important objection which the Railway had encounter, was on the part of several Landowners on the Lines. Amongst their opponents, on this ground, the Committee regret they were obliged to number the Noble Earls of Derby and Sefton, whose Estates the Railway crossed for a considerable distance, well as others, whose Property the Line also unavoidably intersected.
The Committee most fully admit that the opinions and personal convenience of Proprietors on the Line of Road, are entitled to every consideration, and they have been most anxious by all practicable means to meet the w or to remove the objections of every Landowner on the Road. They are happy to be able to state, that they shall no longer, in this respect, find an opponent in Lord Sefton, as they do not, in the Line of Road they are arm it to apply for, cross any portion his Lordship’s Estate. with reference to the Earl of Derby, they conceive they are envied to apply the same observation, in as much as the New Line es ew detached fields of his Lordship’s Property, far removed from Knowsley Domain, and the great Turnpike Road from Liverpool to Manchester intervening.
With reference to the Landowners, generally, upon the New Line, the Committee had to state that they have spared no pains to accommodate the exact state to the wishes of Proprietors whose Estates they cross whether on the one hand, by removing the road to a distance from the mansions of the proprietors, and from those portions of Estates particularly appropriated to game preserves or on the other hand, by Introducing it more immediately into the vicinity of Districts abounding in Coal, which, by this means, will be brought into communication with the Liverpool and Manchester Markets and they are happy to state that their efforts in these respects have been in a great measure successful. In an important national undertaking, where a Road has to be carried through a populous country for 30 miles, it will hardly be expected that every Proprietor will assent, or that no individual will consider aggrieved. The Committee have used every effort to render the measures not only unobjectionable, but advantageous to every Landowner on the Line. In all cases they are prepared give a full value for the Land they may require; and should there be instances where unavoidable inconveniences are occasioned, they are most anxious to admit, peculiar damage must be met by peculiar compensation.
In regard to the existing means of conveyance, the committee are desirous to state that they arc actuated by hostile feeling to their interest and prosperity. They have felt that the increased and increasing trade of the two great towns of Manchester and Liverpool, and the rapidly increasing intercourse with Ireland, demanded additional facilities in the means of transit; and the professed and sincere desire of the Committee has been confined to supply this want. The Committee have the satisfaction of being able state, that in accordance with this feeling the opposition of the most powerful of the existing establishments has been removed by the .Marquis of Stafford having for himself and those of his family, who are beneficially interested in the profits of the Duke of Bridge-water’s Canal, become a Subscriber to the Railway to the extent of one thousand shares. Being satisfied that the proceedings of the last Session of Parliament have removed the misapprehensions which existed, both with regard to the nature and the management of the Bridgewater Canal, they felt it would be unfit to continue their opposition to the proposed measure in its improved form.
Having thus disposed the objections and difficulties which the Committee have had to encounter, they will briefly advert to those prominent and unequivocal advantages of the measure upon which they rest their claim to the fa\our of the public, and the sanction of Parliament.
In their prospectus of last year, the Committee stated the total quantity of Merchandise passing between Liverpool and Manchester at one thousand tons per day “This quantity it would seem under-rated, the whole traffic being admitted, on all hands, in Committee the House of Commons, to be tons per diem, which immense aggregate tonnage at present subject to all the delays incidental to the River Navigation.
The Committee of the Railway propose to effect the transit of Merchandise, in a few hours, with uniform regularity, and at such reduced rates, as will secure to the towns of Liverpool and .Manchester a pecuniary saving, which, whether estimated in proportion to the expenditure upon which it is effected, or with reference to the aggregate amount, has seldom been equalled, in scheme of improvement, submitted to the Public.
Neither is the immediate pecuniary saving to the towns of Liverpool and Manchester to be estimated with reference merely to the cost of conveying Merchandise between the respective towns. The travelling between Liverpool and Manchester is upon the most extensive scale and the economy to be effected in this branch of expenditure, though impossible to be estimated with accuracy, must be considered as most important, and, of itself, no small recommendation the undertaking.
The advantages, however, above enumerated, are only a part of the beneficial results which this scheme proposes. The line of Railway, now laid down, passes through a rich and extensive Coal district, in full working, for the supply of Liverpool, and requiring only a facility of transport to be brought into requisition for the supply of Manchester. A moderate computation, Liverpool requires for its local consumption 900 tons of Coal per day, besides what is required for foreign Commerce, and for the numerous Steam Packets which sail daily through the season between Liverpool and various ports in Ireland, Scotland, and Wales. An aggregate consumption of 500,000 tons per annum, may taken as under the mark. Ut this large quantity considerable proportion is brought to market by Land Carriage; extensive fields of Coal in the direct line of the Railway having no other means of access to Liverpool. With reference to Manchester, the ordinary consumption for domestic purposes may be considered the same as in Liverpool, and the quantity used in the extensive Factories of that town may be computed as equivalent to the demand for the Steam Vessels, and for the Export Trade at Liverpool—the aggregate consumption, therefore, of the two towns, may be estimated, with sufficient accuracy, at ONE MILLION of tons per annum.
The importance to the community of a moderate price to be paid for an article of such extensive and universal consumption is immediately apparent, and some idea of the benefit to be derived from such a facility of transport as may insure a more enlarged and effectual competition, may be formed from the circumstance that in Manchester the price of Coals was advanced 1s. 6d. per ton immediately upon the Railway Bill being withdrawn in the last Session of Parliament;—while in Liverpool, within the last 35 years, the price of the best Coal has been advanced upwards of 7s. per ton—that is nearly 100 per cent. But estimating the reduction of the price of this article at 2s. per ton, here is a saving of £100,000 per annum (an amount equal to the whole Assessed Taxes of the two towns,) effected upon a single article — not of luxury, and confined to the higher or mercantile classes of the community; but an article of the first necessity—of daily and hourly consumption, and forming no small item in the expenditure of every poor man’s family.
Moreover, it would be to take a very narrow and imperfect view of the great question now under discussion to limit our consideration, to the immediate accommodation of the mercantile classes—to the pecuniary saving proposed to the travelling community—or even to the still more important saving to the consumers of Coals, and of every description of Goods conveyed between Liverpool and Manchester. The question demands a wider survey, and the consideration of more distant results. We must contemplate the important effects upon the Commerce of the Nation, which are to be anticipated, on the one hand, from affording, or on the other hand, from denying, facilities to the Commercial operations of this great county. Above all, we must look to Ireland, the natural Granary of the manufacturing districts of this country. To the sister kingdom, a facility of intercourse and conveyance between Liverpool and the interior of Lancashire and Yorkshire is of paramount importance; in the first place, for the cheap and regular transport of her agricultural produce—and, secondly, for the rapid transit of Cotton and Woollen Goods in different stages of their manufacture, which alone seems wanting to foster the growing industry of Ireland; to give to her some proportionate advantage for her cheap labour, and thus render her an auxiliary, and an helpmate, to the more stable manufacturing Establishments of this country.
But the subject does not end here. It becomes a question of serious import whether this country, which is indebted for so much of her wealth and power and greatness to the bold and judicious application of Mechanical Science, shall now pause in the career of Improvement, while it is notorious that other nations will adopt the means of aggrandisement which we reject – whether England shall relinquish the high advantage ground she at present possesses, not more with a reference to the direct operations of Commerce and Manufactures, than, generally, in the successful application of the most important principles of science and of art.
The Committee feel that it is unnecessary to dwell at greater length on the question they have thus brought before the public. They are about to apply for the sanction of the Legislature; and they are determined to relax no efforts on their part, to bring about the honourable and speedy accomplishment of the great work in which they have engaged.
CHARLES LAWRENCE, Chairman. – Manchester Courier – Liverpool, Dec. 26, 1825.
TO IRON MASTERS AND IRON WORKERS.
Saturday 23 September 1826
THE LIVERPOOL & MANCHESTER RAILWAY COMPANY, are ready to receive Tenders for 2000 Tons of ROLLED IRON RAILS, according to Specification annexed.—One hundred tons to be delivered within three months from the date of the Contract, and one hundred tons per month afterwards—The delivery to be made at Liverpool or Manchester, as may be agreed upon.—Payment of each Lot to become due on the delivery of the succeeding Lot, by Bills at three months date. The last Lot to be payable one month after delivery.
SPECIFICATION.
The Rail to be made exactly to a Pattern which will be furnished to the Contractor. The weight, thirty-five pounds per yard—length fifteen feet.—The bearing parts to be three feet asunder. A perfect bead to be rolled on one side of the Rail, running parallel with the thin part of the Rail. The ends to be undercut 1-16th of an inch, and to have a plain good face; the transverse section to be square to the side of the Rail—the general form of the Rail being similar to, but an improvement on the Darlington Rail.
The Rails are to be made of good No. 2 Bar Iron, remanufactured—that is, No. 2 Bars to be cut up, and faggotted, before being put through the rollers.
The Company’s Engineer, or his Agent to have liberty, at all times, to inspect the manufacture of the Rails during the process.
The Rails to undergo a test of Eighteen Tons, placed on a Four Wheeled Carriage, passing over them at the rate of 25 miles per hour, and all Rails bent or broken with this test to be rejected.
Application to be made to the Treasurer, at the Office of the Railway Company, Liverpool.
HENRY BOOTH, Treasurer. Liverpool, 14th Sept. 1826. – Bristol Times and Mirror.
LIVERPOOL AND MANCHESTER RAILWAY
Monday 30 April 1827
At the recent annual meeting of the Company, a report of the Directors was read, detailing the progress hitherto made and the state of the funds. The first object with the Directors was to appoint an engineer to superintend the operations, and after due inquiry, Mr. George Stephenson, of Newcastle-on-Tyne, a gentleman possessing great scientific knowledge, was appointed. The purchase of land was the next most important duty, and the Directors had either contracted for or made arrangements for the purchase of nearly one half of the whole line of road. The operations on Chat-moss, at the Manchester end of the line, the excavations in the tunnel at Liverpool, and the deep cutting through the high ground behind Wavertree, known by the name of Olive-mount, are now in full progress of execution. There has been a working railway on Chat-moss for some months, and great hopes are given that the roadway over that moss will be effected with much less difficulty than was expected. The cuttings at Edge-hill, Olive-mount, and Rainhill are going on satisfactorily.
The next proceeding in point of magnitude is the viaduct over the valley of the Sankey, which will consist of embankments and arches, for which purpose three millions of bricks are now making on Newton common, and the Directors hope to make considerable progress in the erection of the great pillars of the viaduct in the course of the ensuing summer.
In the iron department, upwards of 3000 tons of rails and chairs had been contracted for on much lower terms than the estimated cost. The Directors then alluded to the amended bill which received the Royal assent on the 12th inst. the principal objects of which were,
1st. to empower the Directors to borrow £100,000 from the Exchequer Loan Commissioners, which would enable them to proceed with the work without being obliged to call for large, or too frequent instalments;
2nd. to enable the Directors to charge interest upon all instalments in arrear;
3rd. to enable the Company to receive and divide interest at five per cent. on the capital expended until the railway is completed, such interest to be paid out of the surplus profit above 10s per share before any reduction of tonnage rates shall take place.
On the subject of the finances of the concern, the calls have been paid up in the most prompt and efficient manner, the amount of the arrears at present, out of instalments to the extent of 102,000s. being under 500s
The Directors conclude by assuring the Subscribers that their opinion of the Railway is unchanged, whether considered as a measure of great public utility or as a source of profit to the proprietors. – Gore’s Liverpool Advertiser.
LIVERPOOL AND MANCHESTER RAILWAY
Saturday 30 June 1827
For some weeks past, the miners could hear each other working, and each day increased the distinctness of the sounds, until at length they had the satisfaction of exchanging looks, and enjoying the pure air which immediately rushed from one shaft to the other.
The tunnels met exactly in the proper direction, as well as at the proper level, which, on account of the difficulties attending the survey, caused by the houses which obstructed the sight, had by some scarcely been expected.
The whole length excavated from these two shafts is about 500 yards, one-half of which has been driven the full size of the tunnel. It is expected that another communication will be made this week between the shaft in the delf, near Hope-street, and the one near Rathbone-street; the whole of which (with the exception of a few yards) is cut out of the solid rock, the roof being so good as not to require any artificial arching. The extent excavated from these two shafts is about 350 yards, and it is rather remarkable that the miners could hear each other working very distinctly, when at the distance of 40 yards from each other, although the rock was perfectly solid. The excavation at Olive Mount has now reached a considerable depth, and the stone which it produces is of a very good quality – better, we should think, than any in the neighbourhood of Liverpool; and the company are deriving a considerable profit from the sale of this stone, besides what they use for the purpose of the Railway.
From this place to Broad Green (a distance of more than a mile) a double line of Railway is in daily operation, removing stone, etc. to form the embankment in the low ground. A bridge of considerable dimensions (supplied from this place with stone) has been built at Broad Green in the short space of twelve days, so as to allow the waggons to pass over the arch. Excavations are also forming in the neighbourhood of Hnyton, Whiston, and Newton, and preparations are making for building the viaduct across the Sankey Valley and Canal. The road in this valley will have to be raised 60 feet from the ground, and it is intended to be effected by means of arches, which will be a great saving, as the ground on each side will not yield sufficient earth for raising a mound of the requisite height Turning our attention to Chat Moss. An embankment bas been made about 300 yards long, and 10 feet high, from some of the worst kind of Moss – the water has gradually drained off, and the embankment is now quite hard and firm, and the place from whence the Moss was excavated has not any of those alarming appearances which were originally anticipated.
The work is also advancing in the neighbourhood of Worsley and Eccles, where two very neat bridges have been built. This is an experiment which is to prove whether Railways possess advantages superior to any other modes of conveyance ; and the result, we feel confident, will not only be advantageous to the subscribers, but of the greatest importance to the nation at large. Mr. Stevenson, the engineer, is entitled to great praise for the skill and science he has shewn in the direction of these important works. – Liverpool Paper.
RAILWAY AND TUNNEL
Thursday 04 October 1827
The progress which bas been made in this undertaking since we last noticed it, and the popularity it has acquired by the spirit with which it is directed, make us anxious to inform our readers of the present state of the work. That part which has ever excited the greatest curiosity and astonishment is the which may well be considered one of the greatest works of the present age, The numbers who have thrown aside all timidity, and have descended into this immense subterraneous passage, sufficiently prove the @nterest which it excites. The tunnel is now more than half completed, having been driven upwards of 1100 yards; and, considering only about eight or ten months since it was commenced, we cannot but be surprised at the progress which has been made in such a gigantic work. ‘the roof is properly secured, in such places as require it, with a strong brick arch, as the excavation proceeds; thus rendering the situation of the miners perfectly safe; and it is particularly gratifying to learn, that, in this part of the work, which bas ever been considered the most dangerous, there has not been the loss of a single life. It is expected, that, in a few weeks, two other shafts will be joined, which will open a communication of near 800 yards in length.
About a mile of permanent railway is now completed on the Wavertree road, a little beyond Edge-hill. The line is here not straight, but gently curved (we suppose to imitate the line of beauty), which has a very fine effect. The rails are firmly pinned down to large blocks of stone, which are placed three feet asunder, and the whole has an appearance of great durability and strength.
At Olive Mount the excavation has already been formed in the rock upwards of 30 feet deep, and here the scene is all activity.
In the neighbourhood of Newton, where the railway crosses the Sankey canal, three piling engines are busily at work driving piles, whereon to erect the great viaduct, which is to consist of a number of arches nearly 70 feet high, the stones and bricks for which are already prepared.
At Chat Moss every thing proceeds in the most satisfactory and the embankments made of the moss have acquired such a solidity, that the late rans have not been to affect them.
We understand, that @ deviation is to be made from the Parliamentary line, which will be a great saving of expense in cutting and embanking, as well as shorten the distance very considerably. Part of the new line was set out last week, and a perfectly straight line was obtained fur nearly tour miles, when completed will have a very fine effect. – Gore’s Liverpool General Advertiser
LIVERPOOL AND MANCHESTER RAILWAY
Sunday 07 October 1827
This stupendous work has already proceeded so far as to become an object of great interest, not only to the people of Liverpool, but also to strangers who visit the place. It enters the town by a tunnel upwards of 2000 yards in length, 22 feet wide, and 16 feet high, and terminates near Wapping, and thus obtains access to the docks without interfering with the streets or buildings. The entrance of the tunnel is near Edge-hill, about fifty feet below the surface, from thence the ground gradually falls, until the railway crosses Wavertree-lane at the level of the road. Soon after passing that road, the cuttings commence, which, at Olive Mount, are about sixty-six feet deep, and after about a mile and a half of excavation, of different depths.
The embankments commence at Broad Green, and continue for about a mile and a half, in some parts being elevated forty-five feet above the ground; from thence it proceeds with alternate excavations and embankments, but with a regular descent of four feet per mile from the mouth of the tunnel to the foot of the inclined plane at Whiston, passing over Rainhill by two inclined planes, of a mile and half each, three-eights of an inch to a yard; then going on a level about two miles, crosses the Sankey Canal near Newton Common, by a viaduct sixty feet high, of nineteen arches of fifty feet span each; from hence it declines six feet per mile to the edge of Chat Moss, over which it passes, rising four feet per mile, and after going over the Duke’s Canal, by a bridge a Patrickcroft, proceeds to Manchester on a level.
About one half the tunnel is already excavated, and the cutting has proceeded to a considerable depth at its entrance at Edge-hill. – Liverpool Mercury.
LIVERPOOL AND MANCHESTER RAILWAY
Monday 05 November 1827
The following particulars of the progress and present state of this extensive undertaking, are thus given in a recent number of the Liverpool Mercury : T his stupendous work has proceeded so far ns to become an object of great interest, not only to the people of Liverpool, but also to strangers who visit the place.
It enters the town by a tunnel upwards of two thousand yards in length, twenty two feet wide, and sixteen feet high, and terminates near Wapping, and thus obtains access to the docks without interfering with the streets or buildings. The entrance to the tunnel is near Edge-hill, about fifty feet below the surface; from thence the ground gradually falls until the railway crosses Wavertree-lane, at the level of the road. Soon after passing that road the cuttings commence, which at Olive Mount are about sixty feet deep, and after about a mile and a half of excavation, at different depths. embankments commence at Broad Green, and continue for about a mile and a half, some parts being elevated forty-five feet above the ground from thence proceeds with alternate excavations and embankments, but with regular descent of four feet per mile, from the mouth of the tunnel to the foot of the inclined plane at Whiston, passing over Rainhill by two inclined planes of a mile and a half each, three-eighths of an inch to yard; then going on a level about two miles, crosses the Sankey canal near Newton Common, a viaduct sixty feet high, nine arches of fifty feet span each; from hence it declines six feet per mile to the edge of Chat Moss, over which it passes, rising four feet per mile, and after going over the Duke’s canal, by a bridge Patricroft, proceeds to Manchester on a level. About one-half the tunnel is already excavated, and the cutting has proceeded to a considerable depth at its entrance at Edge-hill.
A short piece of the road is permanently laid on both sides the crossing of Wavertree-lane. The excavations the centre of Olive Mount are already thirty feet deep, and the embankment is carried considerable extent Broad Green, with two handsome stone bridges for the accommodation of the owners of the land.
Excavations and embankments are proceeding at Huyton and Whiston. The piling of the foundations for the piers and embankments are going on at the Sankey viaduct; from thence nothing is done to the edge of Chat Moss, where great and satisfactory progress has been made. The extensive embankments each side, made of the soft materials of the Moss, are interesting objects. The inspection of them, with walk across this once impassable barrier, soon dissipate from the mind of the observer all apprehensions of difficulty. Bridges, which are an ornament to the work, are built on each side of the Moss; the one over the brook near Bury-lane, is of brick, but that over the Duke’s canal at Patricroft, is of stone. After passing over this bridge, part of the road Ls permanently laid, and excavations are proceeding towards Eccles, where the works at that end at present terminate.
The most substantial proof of the utility of the undertaking is the revenue it will be likely to produce. The travelling or the conveyance goods, whether locomotive engines or horses are employed, may be at the rate of at least eight or ten miles per hour; at either speed they will go as little time as the coaches. Whatever difference of opinion may yet exist as to the cheapness of canal or railway conveyance for goods, there can be none about passengers ; for a horse on the railway will convey at least ten times the number. Just the same may be said of steam-carriages—if they answer on a common road, they will do much better on a railway.
The vast increase in travelling, wherever new facilities have been afforded, as on the Darlington railway, which has increased to at least ten times the number, has partly arisen from all persons making to the line, whose journey is to terminate on any part of it. Thus it is probable that the travelling from Liverpool to London will mostly be by way of Manchester, for though it is about ten miles round, there would be little loss of time and some saving of expense. If we make allowance for an increase by cheapness and facility, it would not be unreasonable expect per day; which, at 4s. each, would make £116,800 per annum. If two-thirds of the cattle, sheep, and pigs now arriving were to on the railway, the tolls, by act of Parliament, would be £12,000; and the tolls from Prescott could not be less than £10,000: so that making large allowances from these estimates, which are independent of any interference with canal conveyances, it would require very small proportion of the goods to make a dividend of £25 per share. far as can yet be ascertained, there is not much probability that the whole cost of the execution of the work will vary much from the estimate either way; though some things will cost more, and others will be done for less but this is of no great consequence to the proprietors; for the law now stands, it but a question, whether much shall be applied to pay the interest of loan, one were necessary, whether it given to the public in reduction of rates?
This provision for reducing the rates, as the dividends advance, errata secures the public from high charges, and the proprietors from competition. Where there is such a vast communication as that between Liverpool and Manchester, it was right to take as direct a line possible; to cut through hills, and fill up valleys, without much regard to expense, and therefore the cost of this work is no criterion for others.
The cost of iron for a single line is only about £1,000 per mile, and in some favourable situations the land, making the road, with blocks and fences, would not exceed £2,000 more ; what the excavations and embankments might be would entirely depend on circumstances, but there may be cases where the whole would be completed for per mile, and for this 120 passengers per day, paying a toll of 1 1/2d per mile, would pay more than live percent, per annum, without any goods whatever, and these might be taken as low as the proprietors choose to charge, and far below what they are at present carried for on any canal whatever. it is considered that the expense of repairing railways is far less than that of common roads, and that the country might be relieved, in great measure, from highway levies, it is reasonable to expect their very general adoption. this is looked to the trial of a great experiment, it is well that the directors, are pushing it forward, as fast as possible, for it probably connected with changes in the country far greater than have hitherto been witnessed from any other recent improvement. – Liverpool Mercury
LIVERPOOL AND MANCHESTER RAILWAY.
Thursday 08 January 1829
The Liverpool and Manchester Railway is the most important and extensive enterprise which the nation has for a long time witnessed. The experiment is novel in many of its details. We are favoured with a communication from the engineer, which enables us to offer a complete account of the progress of these interesting works.
The total quantity of merchandise passing between Liverpool and Manchester is 1200 tons per day. This immense aggregate tonnage is at present subject to all the delays incidental to the river-navigation. The travelling between Liverpool and Manchester is upon the same extensive scale.
The line of railway passes through a rich and extensive coal-district, in full working, of which a great proportion is brought to market by land-carriage; the consumption of coal in Liverpool and Manchester is one million tons per annum. It thus appears that the means of affording employment to such a line of communication as the Liverpool and Manchester railway are altogether enormous; and when the rapidity and certainty of the conveyance by locomotive engines are added to the advantages of a shorter road even than that by which the mail travels, it is evident that the establishment of this railway between the great metropolis of the cotton manufacture and that port which receives a larger supply of the raw material than all the ports of the world put together, is an object, not only of local utility, but of the highest national importance.
The following is the interesting communication to which we have alluded::-
GEORGE STEPHENSON. LIVERPOOL
November 1, 1828.
Sir, I here send you as correct and curtailed an account of the state of our works as my limited time will admit.
I shall commence with the tunnel under the town of Liverpool, and proceed along the line towards Manchester, giving at each place where work is going on, a statement of the progress made, and also of that which remains to be completed.
The first shaft was commenced in October, 1826, but the excavating of the tunnel did not take place until January, 1827, and was completed in the early part of September 1828. It measures 16 feet high, 22 feet wide, and 2200 yards long. The total quantity of cubic yards excavated, including the extra quantity where artificial arching is required, amounts to 80,000 yards. The rock in which the tunnel is excavated belongs to the new red sandstone formation; it varies much in its hardness, texture, and colour; the varieties in the latter character are in some situations very striking.
In a considerable portion of the tunnel we found the rocks so hard and compact, as to render brick arching unnecessary; in other parts it was traversed ‘by slips’ which had shattered the adjacent rock. In these situations strong arching was adopted. In the length of the tunnel, at nearly equal distances, there are three of these slips remarkable for their magnitude. At each of them the strata have evidently fallen on the one side, or been elevated on the other, 40 from to 50 feet. From their relative positions it is probable that the surface of the ground at and near the Mersey has once been 120 feet higher than at present. The chasms or rents caused by these movements of the strata are filled with clay so compact as to be impervious to water.
At the lowest level in the tunnel we found a stratum of ‘blue shale,’ which exactly corresponds with another stratum at a much higher level, and similarly associated with the adjoining rock. This circumstance naturally leads to the conclusion above stated, with regard to the extent and direction in which the movements of the strata took place. Where we encountered much water, Roman cement was employed as mortar, which has fully answered my expectation in rendering the tunnel dry. We have commenced laying the permanent road in the tunnel, and it will in a few months be completed.
At the lower end of the tunnel, where the warehouses are to be situated, the excavation is 20 feet deep. The total quantity to be excavated is 40,000 cubic yards, of which 5000 are removed. At the higher entrance into the tunnel the cutting is 50 feet deep, two thirds of which is red sandstone, the remainder is marl. The contents of this excavation is 150,000 cubic yards; 112,000 have been removed.
Olive Mount excavation.—This is the most extensive excavation of rock in the whole line; it is upwards of two miles in length, the greatest depth is 70 feet, which is at that place entirely rock, of the same character as that in the tunnel. This work contains 480,000 cubic yards,—301,782 are removed. Sufficient stone has been obtained from this excavation to build all the necessary bridges and walls on this portion of the line, as also blocks for the rails.
Broad Green embankment.—This is nearly three miles long, and for a distance of 400 yards will average 45 feet in height; it is made up by the materials from the excavation last mentioned, and that of Huyton and Rainhill at the other end. The content is 550,000 cubic yards, 230,000 of which are completed.
Huyton excavation.—This work is now finished; it has produced 47,000 cubic yards, the greater part of which has been employed in forming the last-mentioned embankment. Suitable rock for building the necessary bridges and walls in this part of the line was obtained during the progress of this work.
Rainhill excavation.—The material from this has hitherto been removed to form embankments in its vicinity. We expect a sufficient quantity of stone will be furnished by this cutting for the masonry at and near it. The total content is 220,000 cubic yards; 141,260 have been removed.
Sutton excavation is situated two miles from Rainhill; its content is 144,000 cubic yards; 66,800 yet remain. The material from this situation is employed to fill up the lower parts of the line, towards the Sankey canal, a distance of three miles, passing over Parr Moss nearly on a level. This moss varies from 6 to 20 feet in depth, and extends in the direction of the line of railway three-quarters of a mile.
The plan adopted in crossing the Sankey valley is partly by a viaduct supported on arches, and partly by embankments. The viaduct is supported on 9 arches, each 50 feet span, and varying from 60 to 70 feet in height. The wingwalls, piers, and abutments are supported on piles, driven from 20 to 30 feet deep below the surface. Piling in this situation is required, from the bottom of the valley being made up entirely of sandy alluvium at least 20 feet in thickness, and consequently unfit for foundations in a work of this magnitude. The embankments which joins the viaduct attains the height of 60 feet, and will yet require 60,000 cubic yards,—140,000 are already embanked. There being no contiguous excavation of sufficient magnitude for forming this work, we have purchased land for supplying the deficiency.
Newton Bridge.—Near Newton the railway passes over the main post-road between Warrington and Bolton, and also a small river, at an elevation of 40 feet above the water. This bridge has four arches of 30 feet span each.
Kenyon excavation.—This work exceeds in magnitude any other on the line. It contains 700,000 cubic yards—nearly one-half is completed; the material, which consists of sand with a superstratum of clay, is in part required to form embankments on the low lands on approaching Chat Moss, and also towards Newton in the opposite direction.
Chat Moss extends four miles on the line of road; on each side of the Moss the land lies low; on the western side an embankment is formed of moss nearly a mile in length, and varying from 10 to 20 feet in height, which stands extremely well; the slopes of this embankment are a little more upright than the angle of 45, which, from our experience, stands better that if more inclined. It is now covered with a material from two or three feet thick, consisting of sand and gravel.
The permanent road is laid upon this covering, and remains very firm; the quantity of excavations made in the moss to form the embankments adjoining amount to 520,000 cubic yards. That portion of the Moss about three-quarters of mile from the western edge, called the ‘Flow Moss,’ from its extreme softness, is also covered with sand and gravel; underneath I have laid hurdles thickly interwoven with twisted heath, which forms a platform for the covering. Two years ago a person was not able to walk over this portion of the Moss, except in the dryest weather; at present we have horses travelling with loads of from six to twelve tons.
A considerable embankment is completed near the centre of the moss, and resists pressure remarkably well. From the termination of the last work for a mile there is little required except draining, the surface being uniform, and nearly at the desired level. Thenceforward the surface descends, consequently an embankment is required which gradually increases until it attains the height of 20 feet or The foundation in this part being exceedingly soft, we have experienced some difficulty during its formation where the height is great, from the shrinking. Notwithstanding this, in the course of next summer we shall have a good road over this part. Much advantage has been derived by removing the heathy surface with a spade depth of the moss on each side of this embankment.
This expedient accelerates the drying of the substratum of moss, by presenting a surface to the atmosphere much more favourable to evaporation than the heath; indeed, the latter being a bad conductor of heat, tends much to keep the temperature of the moss below that of the air. The covering of moss, from the nature of the surface which it presented to the atmosphere, also materially assists in reducing the temperature of the subjacent moss by the rapid radiation of caloric.
Eccles excavation. – This work extends from Eccles to Manchester. 145,000 cubic yards are excavated, 150,000 remain to be removed; nearly the whole of the earth from this excavation is required to complete the embankment adjoining Chat Moss.
Manchester Bridge. – This bridge is not yet commenced; it will consist of two arches, each 58 feet span. The roadway will be raised 40 feet above the water of the Irwell over which it passes.
List of Bridges, with their dimensions, already erected on the line.
8 bridges, 12 feet span, 15 feet high, 37 feet long.
2 bridges, 12 feet span, 18 and 20 feet high, 50 feet long.
2 bridges, 22 feet span, 18 and 19 feet high, 30 feet long.
4 bridges, 30 feet span, 17 19 26 30 feet high, average 30 feet long.
1 bridge, 14 feet span, 12 feet high, 30 feet long.
1 bridge, 24 feet span, 12 feet high, 30 feet long.
2 bridges, 16 feet span, 16 & 18 feet high, average 30 feet long.
2 bridges, 7 feet span, 7 feet high, 50 feet long.
1 Compound bridge, wood and brick, 16 feet span, 24 feet high, and 25 feet long.
1 Sankey valley, 9 arches, 50 feet span, and averaging 65 feet high.
1 Newton, 4 arches, 30 feet span, and 40 feet high.
25 Total.
35 Culverts of large dimensions, with several others of a smaller size.
Gore’s Liverpool General Advertiser
Liverpool and Manchester Railroad
Thursday 19 February 1829
At a meeting of the commissioners of police at Manchester on Wednesday the 11th inst. Mr. Bellhouse, Sen. stated to the meeting, that the surveyors of the highways had been applied to on the preceding Friday, by the proprietors of the Manchester and Liverpool Railway for permission to throw the railway over Water street, at the height of 16 feet.
The application did not specify the exact description of arch which they proposed to throw over the street, but merely stated that it would be 16 feet in height at the centre, without specifying the height at the sides of the street.
The street is fourteen yards wide, and an arch of the central height of sixteen feet could be made as high as ten feet at each side; but the greater the curvature of the arch, of course, the lower would the sides be. The surveyors were of opinion, that a height of 16 feet was too low; and they also thought that the commissioners of police were the proper parties to take the matter into their consideration, as the new police act gave them power over all projections, obstructions, and nuisances.
He had written to Chester, to ascertain the height of the archways of the city gates, and it appeared that the highest of these was nineteen feet four inches. He had also ascertained the height of the entrances to the different carriers’ warehouses throughout the town, and he found that they varied from 13 feet up to 17 feet 10½ inches, which was the height of the Rochdale Canal Company’s gateway – Gore’s Liverpool General Advertiser
Mr Huskisson visits Liverpool
Friday 21 August 1829
On Friday next Mr. Huskisson will inspect the tunnel and other most remarkable parts of the works on the railway. He will visit the Sankey viaduct, the elliptical bridge at Rainhill, the cutting at Olive Mount, and will conclude his trip by passing through the tunnel about three o’clock, and will dine with Charles Lawrence, Esq., at Waterloo-hall, in the evening. On Saturday he will be entertained by Thomas Tobin, Esq., and on Sunday he leaves and will become the guest of Sir John Tobin, at Oakhill, where he will remain till his departure. On Monday he will dine with Charles Horsfall, Esq., at Everton; on Tuesday with Sir John Tobin; and on Wednesday, the 26th instant, we understand, it is the intention of the right honourable gentleman to set off for Storrs, the seat of John Bolton, Esq., on the banks of Windermere. – Liverpool Courier.
Mr Huskisson’s Inspection of the Works Completed
Thursday 27 August 1829
On Friday, Mr. Huskisson, attended by the Mayor, and a great body of the Directors of the railway and Proprietors, with their Engineer, set off to the great viaduct which is to carry the railway over the valley and canal in the neighbourhood of Newton.
The party arrived on the spot about twelve o’clock and after viewing this magnificent structure from the distance proceeded in the other carriages of which they found already completed, and the remaining part of it in an advanced state of forwardness.
After expressing their admiration of the work which forms one of the most prominent features of the great whole, they returned to Rainhill where the Manchester road is carried over the railway by a very oblique arch. After inspecting its peculiarly constructed arch, an object of great curiosity, the party arrived at the far-famed bank-work, near the half-past twelve.
After having viewed the waggons, and upwards of twenty took seats in railway waggons, and after being provided for them, the party was drawn by the locomotive carriage was drawn away to Broad-green through the deep cutting at Olive-mount.
The carriage which conveyed Mr. Huskisson, with the party who attended him, was placed in front of the engine, and eight waggons containing upwards of 100 of the workmen were attached behind; with this load the engine moved off, maintaining a speed of 9 or 10 miles an hour, arrived at the front of the district where the whole of the workmen in that district had collected, who with three hearty cheers welcomed their distinguished visitors.
A little after three o’clock, Mr. Huskisson arrived at the mouth of the tunnel, in one of the carriages designed for the conveyance of passengers on the Railway. It was a light car, open at the sides, but covered with a canopy of green cloth. It was propelled in the manner of a velocipede, by two men, who sat on cushions fixed on bars of iron projecting behind the carriage. It maintained a rapid motion, being occasionally assisted by persons pushing at the sides. Besides the Right Honourable Gentleman, the Mayor, Mr. Foster, Mr. Stephenson, Charles Lawrence, Esq., and other gentlemen, were in the car, and two waggons filled with gentlemen, followed, being drawn by horses.
The Right Hon. Gentleman was received with three hearty cheers. After a short delay, Mr. Huskisson, the Mayor, and several other gentlemen, took their stations in a waggon which had been partly reserved for them, the other part being occupied by ladies.
Five other well-filled waggons, one occupied by the band, were then pushed forward, and the whole cavalcade descended the inclined-plane at the rate of about 18 miles an hour.
As the waggon entered the arch, the spectators again loudly cheered, in which they were heartily joined by the gentlemen in the waggons.
After passing through the tunnel, Mr. Huskisson was received with loud cheers by a considerable number of persons assembled in the yard of the Railway Company, at Wapping. The Right Hon. Gentleman then proceeded through a yard into Park-lane, where carriages were in waiting for the party, in which they returned to the Town-hall.
We understand Mr. Huskisson expressed the greatest gratification at the Rail-road; and at once conveyed his high admiration for the work, and in which he held the talents of the engineer, by saying, that he “envied Mr. Stephenson the fame of the completion of such an undertaking. – Gore’s Liverpool General Advertiser
MANCHESTER AND LIVERPOOL RAILWAY
Monday 19 April 1830
A complete line of communication is now opened between Liverpool and Newton, along the railway. On Friday last, two or three parties passed along in carriages, drawn by a locomotive engine, without interruption, as far as the viaduct at that place, and afterwards went on, with two or three interruptions, as far as Manchester. The Newton viaduct is finished, with the exception of the parapet walls, and is one of the finest erections of the kind in the kingdom, indeed the whole railway, when completed, will be one of the noblest and most useful works in the world.- Chester Chronicle.
LIVERPOOL AND MANCHESTER RAILWAY
Tuesday 15 June 1830
In consequence of its having been publicly announced for a week or two in the newspapers, that the directors of the Liverpool and Manchester railway intended yesterday to proceed in a carriage propelled by a locomotive engine from Liverpool along the whole length of the line, to hold their first board in Manchester, a great concourse of people assembled about the bridge at Oldfield Road, the Cross Lane Bridge, and elsewhere, near the Manchester end of the line, to welcome them. Had the weather been at all favourable, there would, no doubt, have been a vast assemblage, so great is the interest felt in this stupendous undertaking.
At five minutes past eleven, the directors and some of their friends, with the resident engineers, in all about forty, arrived in two carriages and were received with the loudest acclamations by the assembled multitude at the bridge crossing Oldfield Road, where they alighted. Of the directors present, we noticed Charles Lawrence, Esq., chairman of the board, Joseph Sandars, Esq., Robert Gladstone, Esq., Hardman Earle, Esq., James Bourne, Esq., David Hodgson, Esq., James Cropper, Esq., Rd. Harrison, Esq., Charles Tayleure, Esq., Wm. Wallace Currie, Esq.—Rotherham, Esq.; and Henry Booth, Esq., the company’s secretary.
On alighting from the carriages—a very accurate description of which will be found in another paragraph—several of the directors shook Mr. Stephenson, the engineer of the railway, by the hand, and very warmly congratulated him on the success of his efforts, observing that their passage had exceeded their most sanguine expectations.
The engine used on the occasion was a new one, constructed by Messrs. Stephenson, and designated the Arrow. In addition to its own weight, with its appendages for the supply of water, &c., 7 tons, it drew behind it seven waggons laden with stones, weighing 27 tons; behind these were stationed two coaches containing the directors and their friends, weighing 5 tons more, making a total weight of 39 tons. With this weight, the engine compassed the distance (rather more than 30 miles) in two hours and one minute, exclusive of 19 minutes taken up in stoppages for the necessary supply of fuel and water.
The directors started from the Liverpool end of the line at a quarter before nine, having breakfasted in Liverpool, and not as had been represented in the public prints to the intention, and alighted at the Oldfield Road Bridge at five minutes past eleven. From there, they proceeded to the counting-house of Gilbert Winter, Esq., one of the progress of the company where the railway bridge over the Irwell; the viaduct over Water-street; and the warehouses now erecting by Mr. David Bellhouse, jun., perfectly satisfied.
The directors afterwards partook of a cold collation at Mr. Winter’s, and at five o’clock again attended the carriages at the Oldfield Lane Bridge. It had been arranged that they were to have departed about three o’clock, but some trifling repairs being required by the engine, it was not until five o’clock that it was ready to convey them. After clearing the Cross Lane Bridge, to which place they proceeded at a very moderate rate, the engine, which was not now encumbered with the waggons of stone, dashed along at an almost terrific rate, amidst loud cheers and waving of hats and handkerchiefs from the assembled multitude.
It was confidently expected that the journey back would be completed in about an hour and twenty minutes. The inclemency of the weather, a continuance of which at this season of the year is scarcely within our recollection, detracted very much from this otherwise very interesting scene. – Manchester Mercury
PARTIAL OPENING OF THE LIVERPOOL RAILWAY.
Saturday 19 June 1830
VISIT OF THE RAILWAY DIRECTORS TO MANCHESTER.
In consequence of the notice which had been given of the intention of the Directors of the Railway to visit Manchester yesterday morning, a great number of persons assembled at the Railway Works, notwithstanding the very unfavourable state of the weather, to see them take their departure. At a quarter before nine o’clock the Directors, consisting of Chas. Lawrence, John Moss, Joseph Sandars, R. Gladstone, W. Rotherham, R. Harrison, H. Earle, James Bourne, D. Hodgson, and W. W. Currie, Esqrs., and Henry Booth, Esq., the Treasurer, took their seats in two of the new coaches which had been provided for them, in which were also Charles Tayleur, Esq., John Cropper, Jun., Esq., &c. &c.; and after passing through the small tunnel, seven carriages laden with stone were attached to the engine. The weight of the two coaches, with passengers, was about 5 tons.
Seven stone waggons: 27 tons
Engine, tender and water: 7 tons
Gross weight: 39 tons.
At the above-named hour (quarter before nine) the order for starting was given, and the procession moved slowly towards Wavertree-lane, where the speed was increased. The carriages passed through the deep cutting at a rapid rate, the bridges and sides of the slopes being lined with spectators, who had thronged to see the partial opening of this magnificent work. On arriving at the foot of the inclined plane, an assistant locomotive engine was attached to the carriages, and the train ascended to Rainhill at a steady pace. At the end of the ascent, the assistant engine was detached, and the “Arrow” proceeded forward at the rate of sixteen or seventeen miles an hour.
On arriving at the Sankey viaduct the speed was decreased, on account of the present unfinished state of the embankment adjoining the bridge which is not yet sufficiently consolidated. The engine then moved rapidly past Newton to the Kenyon excavation, where a fresh supply of water was taken in, occupying about seven minutes; afterwards proceeding at about seventeen miles an hour across Chat Moss, where the road is in such excellent order as to call forth the admiration of the Directors, who pronounced it to be as perfect as any other part of the road; and after taking in another supply of water at Eccles, the engine proceeded to Manchester, where it arrived at six minutes past eleven.
The whole time occupied on the journey being two hours twenty-one minutes, which, after deducting twenty minutes for taking in water, &c., leaves two hours and one minute for the time of performing the journey (distance 31 miles).
The Directors examined the bridge and other works constructing in the neighbourhood of Manchester, after which they held a special meeting at the house of Gilbert Winter, Esq. Amongst the proceedings of that meeting the following resolution was unanimously passed:-
Manchester, 14th June, 1830.
At a special meeting of the Directors of the Liverpool and Manchester Railway, held here, on their arrival this day, by the “Arrow,” locomotive engine, from Liverpool,
Resolved:- That the Directors cannot allow this opportunity to pass, without expressing their strong sense of the great skill and unwearied energy displayed by their Engineer, Mr. George Stephenson, which have so far brought this great national work to a successful termination; and which promise to be followed by results so beneficial to the country at large, and to the Proprietors of this concern.
(Signed) CHARLES LAWRENCE, Chairman.
Having partaken of a cold collation, the Directors returned to Oldfield-lane, where the carriages were in readiness to receive them, and after having been greeted by the many thousands of individuals who had collected from the surrounding neighbourhood, they left Manchester on their return to Liverpool. The procession started with two coaches, containing from 40 to 50 persons, which darted through the dense mass of individuals who thronged the railway, passing Chat Moss at the rate of about 22 miles an hour, and arriving at Edge-hill, Liverpool, (after deducting seven minutes for stoppages) in one hour and thirty-four minutes!
On arriving at Edge-hill, the railway exhibited a very animated scene; both sides of the cutting were crowded with a mass of persons who had been brought to witness this novel and extraordinary sight. The Directors, along with Mr. Stephenson, alighted at Wavertree-lane, and proceeded to the house of Charles Lawrence, Esq., the active and respected chairman, who had provided a dinner for his fellow-labourers in this great undertaking.
It is scarcely possible to over-estimate the importance of these experiments. Wonderful and gratifying as were the results of the previous trials, they were far less satisfactory than the experiments of yesterday.—The whole distance between Liverpool and Manchester has now been accomplished in two hours and one minute, with an immense load, and in one hour and thirty-six minutes with a load of a more moderate description. The power of the engines to keep up a rapid motion for a long distance has been fully established. The average speed on the return from Manchester was twenty miles an hour, and in passing over Chat Moss the carriages proceeded for a time at the rate of 27 miles! The engine is on the same principle as the Rocket, which gained the prize at Rainhill, in October last—the principle by Henry Booth, Esq. and the manufacture by Messrs R. Stephenson and Co. of Newcastle.
The Directors expressed themselves highly gratified with the state of the works, and the performance of the engine.- Liverpool Times.
