Lives of the Engineers Part 12

On the following day, the engineer was subjected to a very severe examination. On that part of the scheme with which he was most practically conversant, his evidence was clear and conclusive. Now, he had to give evidence on the plans made by his surveyors, and the estimates which had been founded on such plans. So long as he was confined to locomotive engines and iron railroads, with the minutest details of which he was more familiar than any man living, he felt at home, and in his element. But when the designs of bridges and the cost of constructing them had to be gone into, the subject being in a great measure new to him, his evidence was much less satisfactory.

Mr. Alderson cross-examined him at great length on the plans of the bridges, the tunnels, the crossings of the roads and streets, and the details of the survey, which, it soon clearly appeared, were in some respects seriously at fault. It seems that, after the plans had been deposited, Stephenson found that a much more favourable line might be made; and he made his estimates accordingly, supposing that Parliament would not confine the Company to the precise plan which had been deposited. This was felt to be a serious blot in the parliamentary case, and one very difficult to be got over.

For three entire days was our engineer subjected to this cross-examination. He held his ground bravely, and defended the plans and estimates with remarkable ability and skill; but it was clear they were imperfect, and the result was on the whole damaging to the measure.

The case of the opponents was next gone into, in the course of which the counsel indulged in strong vituperation against the witnesses for the bill. One of them spoke of the utter impossiblity of making a railway upon so treacherous a material as Chat Moss, which was declared to be an immense ma.s.s of pulp, and nothing else. "It actually," said Mr.

Harrison, "rises in height, from the rain swelling it like a sponge, and sinks again in dry weather; and if a boring instrument is put into it, it sinks immediately by its own weight. The making of an embankment out of this pulpy, wet moss, is no very easy task. Who but Mr. Stephenson would have thought of entering into Chat Moss, carrying it out almost like wet dung? It is ignorance almost inconceivable. It is perfect madness, in a person called upon to speak on a scientific subject, to propose such a plan. Every part of this scheme shows that this man has applied himself to a subject of which he has no knowledge, and to which he has no science to apply." Then adverting to the proposal to work the intended line by means of locomotives, the learned gentleman proceeded: "When we set out with the original prospectus, we were to gallop, I know not at what rate; I believe it was at the rate of 12 miles an hour. My learned friend, Mr.

Adam, contemplated-possibly alluding to Ireland-that some of the Irish members would arrive in the waggons to a division. My learned friend says that they would go at the rate of 12 miles an hour with the aid of the devil in the form of a locomotive, sitting as postilion on the fore horse, and an honourable member sitting behind him to stir up the fire, and keep it at full speed. But the speed at which these locomotive engines are to go has slackened: Mr. Adam does not go faster now than 5 miles an hour. The learned serjeant (Spankie) says he should like to have 7, but he would be content to go 6. I will show he cannot go 6; and probably, for any practical purposes, I may be able to show that I can keep up with him _by the ca.n.a.l_. . . . Locomotive engines are liable to be operated upon by the weather. You are told they are affected by rain, and an attempt has been made to cover them; but the wind will affect them; and any gale of wind which would affect the traffic on the Mersey would render it _impossible_ to set off a locomotive engine, either by poking of the fire, or keeping up the pressure of the steam till the boiler was ready to burst." How amusing it now is to read these extraordinary views as to the formation of a railway over Chat Moss, and the impossibility of starting a locomotive engine in the face of a gale of wind!

Evidence was called to show that the house property pa.s.sed by the proposed railway would be greatly deteriorated-in some places almost destroyed; that the locomotive engines would be terrible nuisances, in consequence of the fire and smoke vomited forth by them; and that the value of land in the neighbourhood of Manchester alone would be deteriorated by no less than 20,000! Evidence was also given at great length showing the utter impossibility of forming a road of any kind upon Chat Moss. A Manchester builder, who was examined, could not imagine the feat possible, unless by arching it across in the manner of a viaduct from one side to the other. It was the old story of "nothing like leather." But the opposition mainly relied upon the evidence of the leading engineers-not like Stephenson, self-taught men, but regular professionals. One of these, Mr. Francis Giles, C.E., had been twenty-two years an engineer, and could speak with some authority. His testimony was mainly directed to the utter impossibility of forming a railway over Chat Moss. "_No engineer in his senses_," said he, "would go through Chat Moss if he wanted to make a railroad from Liverpool to Manchester. . . . In my judgment _a railroad certainly cannot be safely made over Chat Moss without going to the bottom __of the Moss_. The soil ought all to be taken out, undoubtedly; in doing which, it will not be practicable to approach each end of the cutting, as you make it, with the carriages. No carriages would stand upon the Moss short of the bottom.

My estimate for the whole cutting and embankment over Chat Moss is 270,000 nearly, at those quant.i.ties and those prices which are decidedly correct . . . It will be necessary to take this Moss completely out at the bottom, in order to make a solid road."

When the engineers had given their evidence, Mr. Alderson summed up in a speech which extended over two days. He declared Mr. Stephenson's plan to be "the most absurd scheme that ever entered into the head of man to conceive. My learned friends," said he, "almost endeavoured to stop my examination; they wished me to put in the plan, but I had rather have the exhibition of Mr. Stephenson in that box. I say he never had a plan-I believe he never had one-I do not believe he is capable of making one.

His is a mind perpetually fluctuating between opposite difficulties: he neither knows whether he is to make bridges over roads or rivers, of one size or of another; or to make embankments, or cuttings, or inclined planes, or in what way the thing is to be carried into effect. Whenever a difficulty is pressed, as in the case of a tunnel, he gets out of it at one end, and when you try to catch him at that, he gets out at the other." Mr. Alderson proceeded to declaim against the gross ignorance of this so-called engineer, who proposed to make "impossible ditches by the side of an impossible railway" upon Chat Moss; "I care not," he said, "whether Mr. Giles is right or wrong in his estimate, for whether it be effected by means of piers raised up all the way for four miles through Chat Moss, whether they are to support it on beams of wood or by erecting masonry, or whether Mr. Giles shall put a solid bank of earth through it,-in all these schemes there is not one found like that of Mr.

Stephenson's, namely, to cut impossible drains on the side of this road; and it is sufficient for me to suggest and to show, that this scheme of Mr. Stephenson's is impossible or impracticable, and that no other scheme, if they proceed upon this line, can be suggested which will not produce enormous expense. I think that has been irrefragably made out.

Every one knows Chat Moss-every one knows that the iron sinks immediately on its being put upon the surface. I have heard of culverts, which have been put upon the Moss, which, after having been surveyed the day before, have the next morning disappeared; and that a house (a poet's house, who may be supposed in the habit of building castles even in the air), story after story, as fast as one is added, the lower one sinks! There is nothing, it appears, except long sedgy gra.s.s, and a little soil to prevent its sinking into the shades of eternal night. I have now done, sir, with Chat Moss, and there I leave this railroad."

The case of the princ.i.p.al pet.i.tioners against the bill occupied many more days, and on its conclusion the committee proceeded to divide on the preamble, which was carried by a majority of only _one_-37 voting for it, and 36 against it. The clauses were next considered, and on a division the first clause, empowering the Company to make the railway, was lost by a majority of 19 to 13. In like manner, the next clause, empowering the Company to take land, was lost; on which the bill was withdrawn.

Thus ended this memorable contest, which had extended over two months-carried on throughout with great pertinacity and skill, especially on the part of the opposition, who left no stone unturned to defeat the measure. The want of a third line of communication between Liverpool and Manchester had been clearly proved; but the engineering evidence in support of the proposed railway having been thrown almost entirely upon Stephenson, who fought this, the most important part of the battle, single-handed, was not brought out so clearly as it would have been, had he secured more efficient engineering a.s.sistance-which he was not able to do, as the princ.i.p.al engineers of that day were against the locomotive railway. The obstacles thrown in the way of the survey by the landowners and ca.n.a.l companies, by which the plans were rendered exceedingly imperfect, also tended in a great measure to defeat the bill.

The rejection of the bill was probably the most severe trial George Stephenson underwent in the whole course of his life. The circ.u.mstances connected with the defeat of the measure, the errors in the levels, his rigid cross-examination, followed by the fact of his being superseded by another engineer, all told fearfully upon him, and for some time he was as much weighed down as if a personal calamity of the most serious kind had befallen him.

Stephenson had been so terribly abused by the leading counsel for the opposition in the course of the proceedings before the Committee-stigmatised by them as an ignoramus, a fool, and a maniac-that even his friends seem for a time to have lost faith in him and in the locomotive system, whose efficiency he nevertheless continued to uphold.

Things never looked blacker for the success of the railway system than at the close of this great parliamentary struggle. And yet it was on the very eve of its triumph.

The Committee of Directors appointed to watch the measure in Parliament were so determined to press on the project of a railway, even though it should have to be worked merely by horse-power, that the bill had scarcely been thrown out ere they met in London to consider their next step. They called their parliamentary friends together to consult as to future proceedings; and the result was that they went back to Liverpool determined to renew their application to Parliament in the ensuing session.

It was not considered desirable to employ Mr. Stephenson in making the new survey. He had not as yet established his reputation as an engineer beyond the boundaries of his own district; and the promoters of the bill had doubtless felt the disadvantages of this in the course of their parliamentary struggle. They therefore resolved now to employ engineers of the highest established reputation, as well as the best surveyors that could be obtained. In accordance with these views they engaged Messrs.

George and John Rennie to be the engineers of the railway; and Mr.

Charles Vignolles was appointed to prepare the plans and sections. The line which was eventually adopted differed somewhat from that surveyed by Mr. Stephenson. The princ.i.p.al parks and game-preserves of the district were carefully avoided. The promoters thus hoped to get rid of the opposition of the most influential of the resident landowners. The crossing of certain of the streets of Liverpool was also avoided, and the entrance contrived by means of a tunnel and an inclined plane. The new line stopped short of the river Irwell at the Manchester end, by which the objections grounded on an illegal interruption to the ca.n.a.l or river traffic were in some measure removed. The opposition of the Duke of Bridgewater's trustees was also got rid of, and the Marquis of Stafford became a subscriber for a thousand shares. With reference to the use of the locomotive engine, the promoters, remembering with what effect the objections to it had been urged by the opponents of the bill, intimated, in their second prospectus, that "as a guarantee of their good faith towards the public they will not require any clause empowering them to use it; or they will submit to such restrictions in the employment of it as Parliament may impose."

The survey of the new line having been completed, the plans were deposited, the standing orders duly complied with, and the bill went before Parliament. The same counsel appeared for the promoters, but the examination of witnesses was not nearly so protracted as on the previous occasion. The preamble was declared proved by a majority of 43 to 18.

On the third reading in the House of Commons, an animated, and what now appears a very amusing discussion took place. The Hon. Edward Stanley moved that the bill be read that day six months; and in his speech he undertook to prove that the railway trains would take _ten hours_ on the journey, and that they could only be worked by horses. Sir Isaac Coffin seconded the motion, and in doing so denounced the project as a most flagrant imposition. He would not consent to see widows' premises invaded; and "What, he would like to know, was to be done with all those who had advanced money in making and repairing turnpike-roads? What was to become of coach-makers and harness-makers, coach-masters and coachmen, inn-keepers, horse-breeders, and horse-dealers? Was the house aware of the smoke and the noise, the hiss and the whirl, which locomotive engines, pa.s.sing at the rate of 10 or 12 miles an hour, would occasion?

Neither the cattle ploughing in the fields or grazing in the meadows could behold them without dismay. Iron would be raised in price 100 per cent., or more probably exhausted altogether! It would be the greatest nuisance, the most complete disturbance of quiet and comfort in all parts of the kingdom, that the ingenuity of man could invent!"

Mr. Huskisson and other speakers, though unable to reply to such arguments as these, strongly supported the bill; and it was carried on the third reading by a majority of 88 to 41. The bill pa.s.sed the House of Lords almost unanimously, its only opponents being the Earl of Derby and his relative the Earl of Wilton.

[Picture: Surveying on Chat Moss]

CHAPTER X.

CHAT MOSS-CONSTRUCTION OF THE RAILWAY.

The appointment of princ.i.p.al engineer to the railway was taken into consideration at the first meeting of the directors held at Liverpool subsequent to the pa.s.sing of the Act. The magnitude of the proposed works, and the vast consequences involved in their experiment, were deeply impressed upon their minds; and they resolved to secure the services of a resident engineer of proved experience and ability. Their attention was naturally directed to Mr. Stephenson; at the same time they desired to have the benefit of the Messrs. Rennie's professional a.s.sistance in superintending the works. Mr. George Rennie had an interview with the Board on the subject, at which he proposed to undertake the chief superintendence, making six visits in each year, and stipulating that he should have the appointment of the resident engineer.

But the responsibility attaching to the direction in the matter of the efficient carrying on of the works, would not admit of their being influenced by ordinary punctilios on the occasion; and they accordingly declined this proposal, and proceeded to appoint Mr. Stephenson their princ.i.p.al engineer at a salary of 1000 per annum.

He at once removed his residence to Liverpool, and made arrangements to commence the works. He began with the "impossible thing"-to do that which the most distinguished engineers of the day had declared that "no man in his senses would undertake to do"-namely, to make the road over Chat Moss! It was indeed a most formidable undertaking; and the project of carrying a railway along, under, or over such a material as that of which it consisted, would certainly never have occurred to an ordinary mind. Michael Drayton supposed the Moss to have had its origin at the Deluge. Nothing more impa.s.sable could have been imagined than that dreary waste; and Mr. Giles only spoke the popular feeling of the day when he declared that no carriage could stand on it "short of the bottom." In this bog, singular to say, Mr. Roscoe, the accomplished historian of the Medicis, buried his fortune in the hopeless attempt to cultivate a portion of it which he had bought.

Chat Moss is an immense peat bog of about twelve square miles in extent.

Unlike the bogs or swamps of Cambridge and Lincolnshire, which consist princ.i.p.ally of soft mud or silt, this bog is a vast ma.s.s of spongy vegetable pulp, the result of the growth and decay of ages. The spagni, or bog-mosses, cover the entire area; one year's growth rising over another,-the older growths not entirely decaying, but remaining partially preserved by the antiseptic properties peculiar to peat. Hence the remarkable fact that, although a semifluid ma.s.s, the surface of Chat Moss rises above the level of the surrounding country. Like a turtle's back, it declines from the summit in every direction, having from thirty to forty feet gradual slope to the solid land on all sides. From the remains of trees, chiefly alder and birch, which have been dug out of it, and which must have previously flourished upon the surface of soil now deeply submerged, it is probable that the sand and clay base on which the bog rests is saucer-shaped, and so retains the entire ma.s.s in position.

In rainy weather, such is its capacity for water that it sensibly swells, and rises in those parts where the moss is the deepest. This occurs through the capillary attraction of the fibres of the submerged moss, which is from 20 to 30 feet in depth, whilst the growing plants effectually check evaporation from the surface. This peculiar character of the Moss has presented an insuperable difficulty in the way of reclaiming it by any system of extensive drainage-such as by sinking shafts, and pumping up the water by steam power, as has been proposed.

Supposing a shaft of 30 feet deep to be sunk, it has been calculated that this would only be effectual for draining a circle of about 100 yards, the water running down an incline of about 5 to 1; for it was found in the course of draining the bog, that a ditch 3 feet deep only served to drain a s.p.a.ce of less than 5 yards on each side, and two ditches of this depth, 10 yards apart, left a portion of the Moss between them scarcely affected by the drains.

The three resident engineers selected by Mr. Stephenson to superintend the construction of the line, were Joseph Locke, William Allcard, and John Dixon. The last was appointed to that portion which lay across the Moss, neither of the other two envying his lot. On Mr. Dixon's arrival, about July, 1826, Mr. Locke proceeded to show him over the length he was to take charge of, and to instal him in office. When they reached Chat Moss, Mr. Dixon found that the line had already been staked out and the levels taken in detail by the aid of planks laid upon the bog. The cutting of the drains along each side of the proposed road had also been commenced; but the soft pulpy stuff had up to this time flowed into the drains and filled them up as fast as they were cut. Proceeding across the Moss, on the first day's inspection, the new resident, when about halfway over, slipped off the plank on which he walked, and sank to his knees in the bog. Struggling only sent him the deeper, and he might have disappeared altogether, but for the workmen, who hastened to his a.s.sistance upon planks, and rescued him from his perilous position. Much disheartened, he desired to return, and even thought of giving up the job; but Mr. Locke a.s.sured him that the worst part was now past; so the new resident plucked up heart again, and both floundered on until they reached the further edge of the Moss, wet and plastered over with bog-sludge. Mr. Dixon's companions endeavoured to comfort him by the a.s.surance that he might avoid similar perils, by walking upon "pattens,"

or boards fastened to the soles of his feet, as they had done when taking the levels, and as the workmen did when engaged in making drains in the softest parts of the Moss. The resident engineer was sorely puzzled in the outset by the problem of constructing a road for heavy locomotives, with trains of pa.s.sengers and goods, upon a bog which he had found incapable of supporting his own weight!

Mr. Stephenson's idea was, that such a road might be made to _float_ upon the bog, simply by means of a sufficient extension of the bearing surface. As a ship, or a raft, capable of sustaining heavy loads floated in water, so in his opinion, might a light road be floated upon a bog, which was of considerably greater consistency than water. Long before the railway was thought of, Mr. Roscoe had adopted the remarkable expedient of fitting his plough-horses with flat wooden soles or pattens, to enable them to walk upon the Moss land which he had brought into cultivation. These pattens were fitted on by means of a screw apparatus, which met in front of the foot and was easily fastened. The mode by which these pattens served to sustain the horse is capable of easy explanation, and it will be observed that the _rationale_ likewise explains the floating of a railway train. The foot of an ordinary farm-horse presents a base of about five inches diameter, but if this base be enlarged to seven inches-the circles being to each other as the squares of the diameters-it will be found that, by this slight enlargement of the base, a circle of nearly double the area has been secured; and consequently the pressure of the foot upon every unit of ground upon which the horse stands has been reduced one half. In fact, this contrivance has an effect tantamount to setting the horse upon eight feet instead of four.

Apply the same reasoning to the ponderous locomotive, and it will be found, that even such a machine may be made to stand upon a bog, by means of a similar extension of the bearing surface. Suppose the engine to be 20 feet long and 5 feet wide, thus covering a surface of 100 square feet, and, provided the bearing has been extended by means of cross sleepers supported on a matting of heath and branches of trees covered with a few inches of gravel, the pressure of an engine of 20 tons will be only equal to about 3 pounds per inch over the whole surface on which it stands.

Such was George Stephenson's idea in contriving his floating road-something like an elongated raft across the Moss; and we shall see that he steadily kept it in view in carrying the work into execution.

The first thing done was to form a footpath of ling or heather along the proposed road, on which a man might walk without risk of sinking. A single line of temporary railway was then laid down, formed of ordinary cross-bars about 3 feet long and an inch square, with holes punched through them at the ends and nailed down to temporary sleepers. Along this way ran the waggons in which were conveyed the materials requisite to form the permanent road. These waggons carried about a ton each, and they were propelled by boys running behind them along the narrow iron rails. The boys became so expert that they would run the 4 miles across at the rate of 7 or 8 miles an hour without missing a step; if they had done so, they would have sunk in many places up to their middle. A comparatively slight extension of the bearing surface being found sufficient to enable the bog to bear this temporary line, the circ.u.mstance was a source of increased confidence and hope to our engineer in proceeding with the formation of the permanent roadway alongside.

The digging of drains had been proceeding for some time along each side of the intended line; but they filled up almost as soon as dug, the sides flowing in, and the bottom rising up. It was only in some of the drier parts of the bog that a depth of three or four feet could be reached.

The surface-ground between the drains, containing the intertwined roots of heather and long gra.s.s, was left untouched, and upon this was spread branches of trees and hedge-cuttings. In the softest places, rude gates or hurdles, some 8 or 9 feet long by 4 feet wide, interwoven with heather, were laid in double thicknesses, their ends overlapping each other; and upon this floating bed was spread a thin layer of gravel, on which the sleepers, chairs, and rails were laid in the usual manner.

Such was the mode in which the road was formed upon the Moss.

It was found, however, after the permanent way had been thus laid, that there was a tendency to sinking at those parts where the bog was softest.

In ordinary cases, where a bank subsides, the sleepers are packed up with ballast or gravel; but in this case the ballast was dug away and removed in order to lighten the road, and the sleepers were packed instead with cakes of dry turf or bundles of heath. By these expedients the subsided parts were again floated up to the level, and an approach was made towards a satisfactory road. But the most formidable difficulties were encountered at the centre and towards the edges of the Moss; and it required no small degree of ingenuity and perseverance on the part of the engineer successfully to overcome them.

The Moss, as already observed, was highest in the centre, and it there presented a sort of hunchback with a rising and falling gradient. At that point it was found necessary to cut deeper drains in order to consolidate the ground between them on which the road was to be formed.

But, as at other places, the deeper the cutting the more rapid was the flow of fluid bog into the drain, the bottom rising up almost as fast as it was removed. To meet this emergency, numbers of empty tar-barrels were brought from Liverpool; and as soon as a few yards of drain were dug, the barrels were laid down end to end, firmly fixed to each other by strong slabs laid over the joints, and nailed. They were then covered over with clay, and thus formed an underground sewer of wood instead of bricks. This expedient was found to answer the purpose intended, and the road across the centre of the Moss having been so prepared, it was then laid with the permanent materials.

The greatest difficulty was, however, experienced in forming an embankment upon the edge of the bog at the Manchester end. Moss as dry as it could be cut, was brought up in small waggons, by men and boys, and emptied so as to form an embankment; but the bank had scarcely been raised three or four feet in height, when the stuff broke through the heathery surface of the bog and sank out of sight. More moss was brought up and emptied with no better result; and for weeks the filling was continued without any visible embankment having been made. It was the duty of the resident engineer to proceed to Liverpool every fortnight to obtain the wages for the workmen employed under him; and on these occasions he was required to colour up, on a section drawn to a working scale suspended against the wall of the directors' room, the amount of excavation and embankment from time to time executed. But on many of these occasions, Mr. Dixon had no progress whatever to show for the money expended on the Chat Moss embankment. Sometimes, indeed, the visible work done was _less_ than it had appeared a fortnight or a month before!

The directors now became seriously alarmed, and feared that the evil prognostications of the eminent engineers were about to be fulfilled.

The resident engineer was even called upon to supply an estimate of the cost of forming an embankment of solid stuff throughout, as also of the cost of piling the roadway, and in effect constructing a four mile viaduct of timber across the Moss, from twenty to thirty feet high from the foundation. The expense appalled the directors, and the question arose, whether the work was to be proceeded with or _abandoned_!

Mr. Stephenson afterwards described the alarming position of affairs at a public dinner at Birmingham (23rd December, 1837), on the occasion of a piece of plate being presented to his son, upon the completion of the London and Birmingham Railway. He related the anecdote, he said, for the purpose of impressing upon the minds of those who heard him the necessity of perseverance.

"After working for weeks and weeks," said he, "in filling in materials to form the road, there did not yet appear to be the least sign of our being able to raise the solid embankment one single inch; in short we went on filling in without the slightest apparent effect. Even my a.s.sistants began to feel uneasy, and to doubt of the success of the scheme. The directors, too, spoke of it as a hopeless task: and at length they became seriously alarmed, so much so, indeed, that a board meeting was held on Chat Moss to decide whether I should proceed any further. They had previously taken the opinion of other engineers, who reported unfavourably. There was no help for it, however, but to go on. An immense outlay had been incurred; and great loss would have been occasioned had the scheme been then abandoned, and the line taken by another route. So the directors were _compelled_ to allow me to go on with my plans, of the ultimate success of which I myself never for one moment doubted."

During the progress of this part of the works, the Worsley and Trafford men, who lived near the Moss, and plumed themselves upon their practical knowledge of bog-work, declared the completion of the road to be utterly impracticable. "If you knew as much about Chat Moss as we do," they said, "you would never have entered on so rash an undertaking; and depend upon it, all you have done and are doing will prove abortive. You must give up the idea of a floating railway, and either fill the Moss hard from the bottom, or deviate so as to avoid it altogether." Such were the conclusions of science and experience.

In the midst of all these alarms and prophecies of failure, Stephenson never lost heart, but held to his purpose. His motto was "Persevere!"

"You must go on filling in," he said; "there is no other help for it.

The stuff emptied in is doing its work out of sight, and if you will but have patience, it will soon begin to show." And so the filling in went on; several hundreds of men and boys were employed to skin the Moss all round for many thousand yards, by means of sharp spades, called by the turf cutters "tommy-spades;" and the dried cakes of turf were afterwards used to form the embankment, until at length as the stuff sank and rested upon the bottom, the bank gradually rose above the surface, and slowly advanced onwards, declining in height and consequently in weight, until it became joined to the floating road already laid upon the Moss. In the course of forming the embankment, the pressure of the bog turf tipped out of the waggons caused a copious stream of bog-water to flow from the end of it, in colour resembling Barclay's double stout; and when completed, the bank looked like a long ridge of tightly pressed tobacco-leaf. The compression of the turf may be imagined from the fact that 670,000 cubic yards of raw moss formed only 277,000 cubic yards of embankment at the completion of the work.

At the western, or Liverpool end of the Chat Moss, there was a like embankment; but, as the ground there was solid, little difficulty was experienced in forming it, beyond the loss of substance caused by the oozing out of the water held by the moss-earth.

At another part of the Liverpool and Manchester line, Parr Moss was crossed by an embankment about 1 mile in extent. In the immediate neighbourhood was found a large excess of cutting, which it would have been necessary to "put out in spoil-banks" (according to the technical phrase); but the surplus clay, stone, and shale, were tipped, waggon after waggon, into Parr Moss, until a solid but concealed embankment, from fifteen to twenty-five feet high, was formed, although to the eye it appears to be laid upon the level of the adjoining surface, as at Chat Moss.

The road across Chat Moss was finished by the 1st January, 1830, when the first experimental train of pa.s.sengers pa.s.sed over it, drawn by the "Rocket;" and it turned out that, instead of being the most expensive part of the line, it was about the cheapest. The total cost of forming the line over the Moss was 28,000, whereas Mr. Giles's estimate was 270,000! It also proved to be one of the best portions of the railway.

Being a floating road, it was smooth and easy to run upon, just as Dr.

Arnott's water-bed is soft and easy to lie upon-the pressure being equal at all points. There was, and still is, a sort of springiness in the road over the Moss, such as is felt in pa.s.sing along a suspended bridge; and those who looked along the line as a train pa.s.sed over it, said they could observe a waviness, such as precedes and follows a skater upon ice.