178 



THE CIVIL ENGINEER AND ARCHITECTS JOURNAL. 



[May, 



e; 



town of Birmingham may be supplied witli coal from the extensive and 

 valuable mines at Bronnhills and Cannock Chase. — Wolverhampton 

 ( 7n'onfcit'. 



(iloncrstcr mirl Hereford Canal. — Abuut five luindrpd men rno now employed 

 in the cunliniiatioii of llu* c;inal from !jedi)iiry to llcrcfnrd. Nearly tlic 

 « hole of the first seven miles is in progress ; the works at present are confined 

 to this portion, because the siip]ily "f water will ho obtained liy il, not only 

 f(ir the new part. l->nt also f(ir the si\i|.en miles from Ledbury to Gloucester': 

 i( is therefore anticipated that tliis additional supply will cause a ecnisidirable 

 increase of revenue The most important works at present underhand are 

 the eml)anknicnl across the Leadon Valley, at Prior's Court and tlie deep 

 cutting at Ashberton. The weather has lately been verv favourable for the 

 work, and tlie jrreat pro^;ress already niaile has surprised many persons: part 

 of the line is f|uilc linished. and liglit boats constructed so as to be easily 

 moved fnuu place to place, are n(nv being used on the finished portion, for the 

 ^urpose of shifting soil and materials. Patent bricks for facing the locks are 

 leing made at Ledbury. The bricks are very superior to any before seen in 

 this country. They are moulded in the usua'l way. and when in a particular 

 slate of dryness they are forced by a heavy weight ir.to the metal mould, 

 which opcraticin not, nidy bruigs 'the brick' into a p rfectly true and square 

 shape, witli a fine smooth surface, hut also condenses the clay, thereby making 

 the brick stronger and more diuable. — Hrrefurri Times. 



Nelson Memoriai.. — On the |2d ull.. the following tenders were pre- 

 sented and opened by the Nelson Testimonial Connnittee, held at the National 

 Gallery, for the erection of Mr. Railton's colnnniin Trafalgar-square; Messrs. 

 Grissell and Peto, the builders, being the successful candidates. 



Messrs. Grissell and I'eto XI 7,860 



Messrs. Baker and Son --.--..- 17,940 



Mr. Jackson 18,200 



Mr. Cninily 19,700 



Mr. Hicks' 20.500 



Tdessrs. Malcott and Son 27,009 



Skew Bridge. — Workmen arc now actively engaged in the erection of one 

 of the most, perhaps the most c.vtraordinary iron viaducts connected with any 

 raUway, either finished or in the co\nse of completion, in Great Britain. The 

 viaduct in question will cross Fairfield-street, better known, jierbaps, as Travis- 

 street, Manchester, or the Manchester and Birmingham line of railway. The 

 great mass of substantial masonry against which the six ribs that compose the 

 arch are intended to abut, is surprising to behold; petha))S anything more 

 substantial, or work better executed, cannot be exhibited in the kingdom. The 

 weight of the iron consumed in this viaduct is .540 tons, and is comprised of 

 six ribs, each 12H feet sjian. The viaduct is also very remarkable for its acute 

 angle, such angle being 215 degrees; the width of the street being only 10 

 yards, or 48 feet. The only erection at all aiqiroacbing to this in tlie acnte- 

 ness of its angle is one on the London ami Binningham line, » Inch is 28 deg. 

 So very correct have the masomy and iron works been executed to the plan 

 and si)ceificalioii, that on fitting the last segment of the first rib it was found 

 impossible to introduce a sixpence between the joints — /'. e. before the screws 

 (hat connect the two adjoining segments were tightened. In attempting, 

 however, to fix the last segment in the first rib, before referred to, at noon 

 on the previous day, it was found to be fully three-eights of an inch too long, 

 caused, as it was afterwards proved, by expansion, arising from the heat of 

 the sun — for on the following morinng, early, and before the sun's rays could 

 have any decided effect on the iron, it was foiunl to fit its destined place with 

 the utmost possible precision. — Liver/mol Chronicle. 



FROaRESS OF RAII.'WAYS. 



LONDON AND BLACKWALL RAILM'AY. 



TIn the first volume of the ./owrwn/, ]i;ige 109, are some comments by an 

 " Old Knginccr," felative to the proposed working of the above railway — we 

 tiow have an opportunity of giving the particulars as to how it is intended to 

 work the line, which we select from the report of the engineers, Mr. George 

 Stephenson and Mr. Bidder, read at the last half yearly meeting of the Pro- 

 prietors of the Company.] 



" In consequence of inquiries, which from time to time are made, we feel 

 that some explanation is desirable respecting the mode to be adopted in 

 ii'orl;iiig the railway, and we. therefore, trust, that a few <d)Servalions to ren- 

 der tills clear will not be out of place on the present occasion. 



" It is. we presume, generally known, that you intend to eslablisli several 

 intermediate stations between London and Blackwlill, although, by the direct 

 course of the railway, the dislanec is little more than tiu'ee miles and a half. 

 This accommodation could not be aflorded on so .short a line if worked by 

 locomotive engines, without either doing away with the velocity usually at- 

 tained on railways, or by having recourse to more lines of rails, which would, 

 of necessity, involve an increase of locomotive power, and add largely both 

 to the permanent and current cx|.enditure. By means. Iiow ever, of stationary 

 engines, the desirable object of working intermediate .stations for the con- 

 venience of pa.sseugers is easily secured. 



" The plan adopted to accomplish this, is as follows : — Assuming that be- 

 tween London :md Black wall I here .ire three stations. A, B, and C respectively, 

 then tlie trains starling from London, and drawn by the locomotive engine's, 

 would consist of at least four carriages ; the carriages might be more nume- 

 rous for every station, but, for the sake of perspicuity in the explanation, we 

 will assume for each one carriage only. 



" The fgreraost carriage nill Le that destined to go all the way to Blacks 



„.a)l_(liP second, that to station C— the third, that to station B— and the 

 fourth, that to s'aliou A. In the transit to Ulack«all, station A is first 

 reached, but previous to arriving at it. the last or fourth carriage is detached 

 from the tr.iin, and is stopped (i|iposite that station, whilst the rest of the 

 tram is still progressing. The third carriage is detached and stopped in like 

 manner at station B. and so on till the carriage for Rlackwall has arrivcil at 

 its ultimate destination. The engines then cease working, and the rope which 

 has been drawn from London, .oid is to be the means of rccmiveying the 

 C:irriages back, is in a state of rest. M'hile remaining so, the carriages at 

 their respective stations :ue loaded and attached for their return, so that in 

 due time when the rope is .set in motion by the London engines, all the car- 

 riages are started simultaneously. The carriage which was last in the train 

 towards Blackwall, thus becomes the first, and is attached to the rope a mile 

 or two nearer London than the most remote carriage ; and as they are iiU 

 attached to the same rope, they obviously travel at the same speed, though 

 at .such a distance apart. It then follows that the carriage from station A, 

 arrives first in London and occupies the furthest portion of the depot :— then 

 billows tlie carriage from station B, and so on until the last carriage frLm 

 Blackwall has arrived, when the engines again cease working, the cai-riages 

 being thus left in their proper relative positions for their next transit towards 

 Blackwall. 



■' To these arrangements the utmost effect will be given by the adoption of 

 the Klectric Telegraph of Professor Wheatstone and Mr. Cooke, similar to 

 that which has been for a considerable period in successful aciion on (he 

 (Jreat Western Railway. 



" It is expected that the Railway when completed will afford equal facilities 

 for the carriage of goods as of passengers ; but its capabilities for the former 

 description will not be fully developed, because until we Ii.ave the double ter- 

 minus in London, with the outlet on the one hand to the Dock M'arehouses 

 in Fenchurch .Street, and on the other to Cooper's Row, adjoining Tower 

 Hill, the conveyance of goods, confined as the discharge of them must be to 

 the limited depot in the Minories. might be calculated to embarrass and in- 

 terrupt, the passenger tratlie at that point." 



Nmih Midland Railway.— Yieiwcun Derijy and Rotherham (and on to .Shef- 

 field by the Sheffield and Rotherham Railway ). the principal operation is 

 laying'the permanent road. A double line of iails is laid for a considerable 

 distance north and south of Chesterfield ; this part of the line will be opened 

 early in May next. The foUoiving contracts are all completed, or very nearly 

 so : — The Beighton. twelve miles north of (_'heslerlield ; the Eckington, M'liit- 

 tington, Chesterfield, Northwingfield. and Clay Cross. On the line north of 

 Beighton, and up to Rolhcrhaiii. the Staveley. Southwingfield, Lodge-hill 

 contracts, and dow n to Dcrb> . great exertions are being made to have a 

 double line lor the opening, ami a great portion of this distance is laid. The 

 only earthwork remaining on this part of the line is finishing the sides of 

 .sonie of the large excavations, and completing an embankment at Bull-bridge, 

 The stations will be completed .shortly, as most of them are now roofed in. — 

 yolts paper. 



Sheffield and Manchester liailwny. — We nnderstand that this important line 

 (d' Railway is at length about to I e proceeded with in earnest. It is expee ej 

 that the w hole of the distance between Manchester and Glossop w ill be under 

 contnict during the present summer, and we think that if the Directors are 

 supported in their efl'orts by the Shareholders, and supplied with funds to 

 enable them to press forward the works with energy ami s[iiril. they may 

 succeed in completing and opening to the public that portion of the line in 

 e ursc of the summer of 1841, and thus secure at once a large and profitable 

 traflTic between Manchester and the populous manufacturing districts of Asli- 

 tnn, .Staly Bridge. Mottram, filossop. fee, besides that which they will derive 

 by shortening the difl^cult road journey between Manchester and ShefField. — 

 Liverpool Standard. 



Lancaster and Preslon Railway. — We understand that the Galgate embank- 

 ment, which is.generally considered the heaviest work on the line, is at length 

 finished. Mr. Locke, the engineer of the line, accompanied by the secretary, 

 and other gentlemen, made a progress throughout the line, a day or two since, 

 and expressed the pleasure they felt at finding the works in so forward a 

 state. No doubt was expressed that the line would be opened for traffic early 

 in the month of .lune, or indeed even earlier than that if^ any special occasion 

 existed for the acceleration. Contrary to general report. Mr. Locke founrl 

 the works at the Preston terminus in a still more lorward state than any 

 other parts of the line. The shareholders of the railway are in high spirits 

 at the prospect held out by Mr. Justice Coleridge, of a return of a great por- 

 tion of the assize business to Lancaster from ^lancbester and other places 

 cast of Liverpool, as promising a material increase to their returns. — Lancas- 

 ter Guardian. 



Trarclling at the rale of Fifly-si.c lifilcs an Honr. — The teii-feet wheels 

 attached to the locomotive engines employed on the Great M'estern Raibvay, 

 not being found fully to answer the expectations of the directors, they have 

 altered their plan, and in future, wheels of seven feet diameter only are to be 

 employed. The result has been the attainment of the speed of fifty -six miles 

 an liour. On Saturday the 28lh March, the Fire Fly, a new engine on this 

 principle, manufactured by Messrs. .loues and Cunipany, of the Viaduct 

 r'ounilry, at Newton, made an experimental trip from Paddington to Reading, 

 and the following is a correct statement of her perlbnnance : — .She left the 

 station at Paddington at 13 minutes and 18 seconds past 11, a.m,, ami 

 reached Reading at 5'J minutes 43 seconds past 11, having past the 

 first mile post at 11 hours 15 minutes and 57 seconds, and the thirly-fifih at 

 11 hours 58 mniutes and 44 seconds, which is equiva'ent to one mile in one 

 minute and 15.\ .seconds, or nearly 48 miles an hour. During the journey one 

 of the tender .springs broke, and caused some additional Iricliou on the axles. 

 The load w.as two carriages and one truck. At 3 hours 19 minutes and 9 

 seconds the party starteiT on their return to London, with two carriages. 

 They stopped to take in water at Twyford, which detained them 14 minutes 

 and 44 seconds, and finally arrived at Paddington at 21 minutes and 3 sc- 

 cgnds past four o'clock, The tvventj- -ninth mile post Irom London iias 



