Liverpool and Manchester Railway. 325 



The locomotive carriages used at present on the railway are 

 of three kinds, and are called train, luggage, and bank engines. 

 The train engines average about thirty horses' power. They 

 weigh about eight tons, and cost about L. 900. The luggage 

 eno-ines are in general thirty-five horses' power, and weigh about 

 nine tons. They cost about L. 1000. There are only two bank 

 eno-ines, the " Goliah'' and the " Samson," which are used for 

 assisting the trains with passengers and luggage up the inclined 

 planes at Whiston and Sutton. They are about fifty horses' 

 power, weigh about twelve tons, and cost about L. 1100. The 

 cylinders of these different engines measure from eleven to four- 

 teen inches in diameter, and the length of stroke varies from six- 

 teen to twenty inches. The carriages used for conveying water 

 and fuel for the engines are called tenders; they have four 

 wheels, and are yoked behind the engines. They average when 

 loaded about four tons weight, and cost about L. 150 each. 



The technical names applied to the different parts of these 

 eno-ines, will be understood by referring to the letters in Plate 

 v., which is a view of one of Messrs Stephenson's patent lo- 

 comotive engines of forty horses' power. In this Plate, letter a 

 is \.\\e fire-box, h the boiler, c the smoke-box, d i\\e funnel, f the 

 cap, which is made of copper, and contains the end of the steam- 

 tube communicating with the cylinders, g the man-hole, k the 

 fire-door, m the framing, h the xvheels, and n the axles. 

 Fio-s. 4 and 5 of Plate IV. shew the principle on which the boil- 

 ers are constructed, which is simple, and at the same time very 

 efficient. For this invention, it is believed the Railway Com- 

 pany are indebted to their treasurer Mr Booth. The shell or 

 outside coating of these boilers consists of sheet-iron, half an 

 inch in thickness. Brass tubes, one-eighth of an inch in thick- 

 ness, and from one to three inches in diameter, are rivetted or 

 fixed into the end plates of the boiler, and being open at both 

 extremities, allow the fire to pass freely through them, as repre- 

 sented by the arrows in Fig. 4, which is a longitudinal section. 

 By this means a great surface of the water contained in the 

 boikr and surrounding the tubes is exposed to the heat, and 

 the steam is more quickly generated than in the common boilers. 

 Flo-. 5 is a cross section of the boiler, shewing the brass tubes 

 at letter i. Fig. 6 is an enlarged view, shewing the method of 



