1S41.J 



THE CIVIL ENGINEER AND ARCHITECT'S JOURNAL. 



135 



is at Runcorn Gap, cause a swell, and it therefore flows to a greater perpen- 

 dicular lieight at Runcorn Docks than its natural level at Liverpool. This 

 effect has, as before stated, hceo limited to spring tides, the neaps being con- 

 trary. 



Jir. Batemans Report to the Company of Ri-oprkUirs nf the Mersey and Irwell 

 Navigation. 



Gentlemen— In my recent investigation at Runcorn, as to the best mcins 

 of improving the navigaiion there, I was led to the considfiation of tlie gene- 

 ral improvement of (he river Mersey, and particularly of that part which lies 

 between Runcorn and Warringion. A mode of eftecting this in a manner 

 •which appeared to me likely to be beneficial to every party interested, sug- 

 gested itself; and, in the beli.f that it is deserving your atteution and con- 

 sideration. I take the liberty of laying it before you. 



The improvement of the river for navigable purposes is a subject of great 

 importance to the proprietors of the navigation — to the town of Warrington, 

 and to all who can participate in the advantages which may be expected to 

 result. It is a subject which has frequently e.^cited the most serious atten- 

 tion, and it appears recently to have been taken up with a spirit from which 

 some practical and useful result may be confidently expected. 



The river possesses within itself the means of very great improvement ; and 

 I am convinced, that, if these resources were sufliciently investigated and de- 

 veloped, no great length of time would elapse before we should see vessels of 

 three or four times the present burden, unloading their cargoes at the quays 

 of Manchester. 



It is becoming of daily increasing importance, when we consider the vast 

 impetus which must be given to the trade of Manchester and its neighbour- 

 hood, by the many important railroads which are now constructing — the great 

 increase in the carriage of merchandise which may consequently be expected 

 — the important benelits which the Inland Bonding Bill, if suffered to pass 

 into a law, will confer upon the town, and the probable increase in the car- 

 riage from that cause also— with the necessity of carrying the facilities of 

 inland navigation to the highest pitch of perfection, in order to cope with 

 the powerful rivalry of callateral railroads. 



The river, as far as the navigation extends, may be considered as naturally 

 divided into three parts ; from Liverpool to Runcorn ; from Runcorn to War- 

 rington; and from Warrington to Manchester. 



The first is a wide and open estuary or inlet from the sea, navigable at high 

 water of all tiiles, for vessels of considerable burden ; and being from its na- 

 ture susceptible of little improvement beyond the deepening and .straightening 

 of the channels. At high water, it is for the most part from two to three 

 miles in width; but. at low water, the channel is generally not more than 

 200 or 300 yards, lipon this portion of the river, steamers ply regularly at 

 every tide, between Liverpool and the various canals which enter the river 

 near the tow n of Runcorn, for the conveyance of goods and passengers, and 

 fcfr tugging vessels ; and it forms the utmost extent to which the natural na- 

 vigation of the river, assisted by the tides, can be regularly and certainly 

 made. 



The second division forms the upper end of the estuary, separated from the 

 lower part by a uarmw strait called Runcorn Gap, where the opposite rocky 

 shores appro.ich to within about 400 yards of each other, projecting consider- 

 ably within the limits of high water, both above and below. It is nearly a 

 mile wide at the lower end, and terminates upwards in the ordinary channel 

 of the river, which is probably about a hundred yards in width. It is only 

 navigable at high water of spring tides, for vessels of more than 40 or 50 tons 

 burden, and has been found so beset with inconveniences and diffieulties, that 

 the navigation of it has been nearly abandoned, artificial canals having been 

 constructed inland, for the purpose of carrying on the communication. 



The third portion lies above the reach and influence of the tides, and is 

 strictly an artificial river navigation, having been rendered available for that 

 purpose by locks and weirs, to the town of Manchester, and shortened and 

 straightened in various parts by artificial cuts. It is only now, however, 

 capable of being used !>y vessels ordinarily about 40 or ,50 tons burden, draw- 

 ing about four feet of water. The depths of the pools vary considerably, 

 being in many cases 10 or II feet, and in others not more than four or five 

 fcft. 



The navigation of this part is cajKible of being greatly improved, and may 

 be adapted at a reasonable expense to the conveyance of vessels of 150 tons 

 burden, or probably more. 



Several bridges would prevent the passage of high-masted vessels ; but all 

 steamers, and such vessels as could sufficiently lower their masts, mightmake 

 the entire navigation. This is perhaps now of less importance than it would 

 formerly have appeared, as, from the rapid progress steam navigation has 

 recently made, we may reasonably expect a very large proportion of the trade 

 will be carried on by that means ; while, to a considerable extent also, vessels 

 expressly adapted to the circumstances of the navigation, would no doubt be 

 constructed, A survey for the purpose of leporting the most effectual means 

 of accomplishing the improvement of this part of the river is now in progress, 

 and I have little doubt the'report will be of a very satisfactory nature. 



The main difficulty in the way of a general improvement to the town of 

 Manchester, so as to take [vessels of the size above mentioned, appears to 

 exist in the inconvenient state of the navigatiim between Runcorn and War- 

 rington ; and it is to the improvement of that portion of the river that my 

 attention has been particularly drawn, and to which 1 shall confine my ob- 

 servations. 



Whether any definite plan for the improvement of this part, or the removal 

 of its natural difficulties, has ever been proposed, I am not aware ; but from 

 the opposition with which all attempts to carry bridges over the estuary at or 

 above Runcorn Gap have been met with, and from the jealousy with which 

 any encroachment on the tideway has been watched, the general impression 



seems to have been th.at it was necessary to keep it in its present state, — that 

 of an open unobstructed tidil river, 



I rather think ihere has been generally a kind of vague idea, that some 

 imiiorlant jilan of improvement would sometime or other be projected, and 

 an apprehension that any alteration in the river might tend lo [irevent the 

 accnmplishnient of the anticipateil scheme; and, therefore, all parties have 

 been particularly anxious to keep it in its natural and originid state. 



The examination 1 have made of the river w ith information obtained respect 

 ing it, and a careful consideration of all the circumstances connected uith it- 

 have led me, however, to the conclusion that so lung as the river above Run- 

 corn remains an open estuary, washed over by the tide, it will be impossible 

 to efiect (except at an enormous expense) any advantageous or permanent 

 improvement. 



The main diRUultics under which this part of the navigations labours, are 

 want of siifficien' deiUh of water to carry vessels ot anv size up to Warring- 

 ton, except diiring high spring tides — the short period of time during which 

 it can even then be done — the circuitous and ever- changing channels — and 

 the constant alterations of the sandbanks which are operated on and shifted 

 both by tides and land floods. 



To remove these difficulties — to secure a constant and unchanging channel 

 of sufficient depth to allow nearly all vessels to go up to Warrington at any 

 state of the tide, that can reach Runcorn Gap — to give a longer period of 

 time during which the navigation can be made — to du a« ay with the danger 

 anil annoyance ot being neaped on sand banks, 'S at present — and to do all at 

 a reasonable and warrantable expense, and so as not to injure the navigation 

 of the port of Liverpool, nor injuriously to atlect any other interest, is the 

 end to be desired, and the end which, 1 hope to be able to show, the plan 1 

 have to suggest will be sufficient to attain, 



I have mentioned, that the w idth of the river at Runconi Gap is about 400 

 yards, and it is bounded at e.ach side by precipitous rocks. The tides here, 

 even when ])ressed by strong winds, never rise more than 20 or 21 feet; and 

 at low w ater the greatest portion of the channel is dry, there being little more 

 than a few feet of water in any part. 



The plan I have to propose is to throw an embankment across the river at 

 this place, w ith proper and sufficient locks and ilood gates to admit and dis- 

 charge the tidal waters under certain regulations. 



Were the question merely confined to the best means of improving the na- 

 vigation from Runcoin upwards, without reference to any effect to be pro- 

 duced below, a simple embankment or weir, with self-acting flood-gates to 

 admit and impound the high tide water, with such locks as might be necessary 

 for the navigation, would be all that would be required ; for by that means 

 you would have a pool constantly filled, deep enough to float vessels to and 

 from Warrington, at every hour of the day. drawing 12 or 14 fe t of water. 



Rut it becomes a question as to bow far the obstruction to the flow of so 

 much tidal water, with its scouring effect upon the channel during ebb tide, 

 would affect the entrance to the port of Liverpool, or the navigation from 

 Liverpool lo Runcorn ; and 1 am of opinion, that, unless measures were 

 adopted to prevent it, an embankment only, which would constantly keep up 

 the water, would have an injurious tendency. 



To prevent this, and for the purpose of always maintaining a deep channel 

 (and 1 believe in a more effectual manner than can now be dune), I would 

 propose the construction of sufficiently capacious flood-gates to discharge at 

 half-ebb of spring tides, when the most ellectual scour is going on, the wliole 

 Ixidy of water which is impounded, refilling the pool at the next tide. 



Having thus slated generally the nature of the plan, 1 will proceed to ex- 

 plain it more in detail, to point out what I ci-nsider its advantages, and to 

 investigate the objections which, it appears to me, may be urged against it. 



The average height of the tides at Liverpool over the old dock sill, is about 

 15 feet, — the highest being about 21 feet, and the lowest 10 feet. These mea- 

 sured from Ion water are respectively about 33 feet and 23 feet. 



All 18 feet tide at Liverpool, being an average spring tide, and about 30 

 feet in ihe river, will rise about 15 feet at Runcorn, and 8 feet at Bank Quay, 

 near M'airington. 



Such a tide will allow vessels drawing 13 feet to reach Runcorn, and such 

 as draw 8 feet, about 100 tons burden, to go forwards to Bank Quay, A neap 

 fide will scarcely bring a vessel draw ing 8 feet to Runcorn, and it will carry 

 nothing at all (but a flat, perhaps) to Warrington. 



The average of vessels drawing the greatest depth of water which reach 

 Runcorn, may probably be taken at 10 feet, varying from 100 to 200 tons 

 burden ; and this size includes nearly all the coasters, those engaged in the 

 Irish provision trade, and steamers. 



At present, such vessels can only get forward to Warrington, at the very 

 highest spring tides, perhaps two or three limes in the course of the year; 

 but, by the plan suggested, they will be able to do so as often as they can 

 reach Runcorn ; and, when once at Warrington, all steamers, and such ves- 

 sels as can lower their masts, may go on to Manchester, when the necessary 

 improvements on that portion of the river are effected. 



It seems that the difference in the depth of water between Runcorn and 

 Bank Quay at high tide, is about 7 feet. Of this I am inclined to think 4 or 

 5 feet IS attributable to the natural declivity of the ground, and the remain- 

 ing 2 or 3 feet to the fall in the surface ol the flood tide, which. 1 apprehend, 

 never attains the same relative height at Bank Quay as at Runecni. If i am 

 right in this conjecture, the eSecl of an embankment will be as tollows : — 



A tide rising 15 feet at Runcorn will (as I have showii before) give, as the 

 river is at present, 8 feet of water at high tide at Bank Quay ; but. suppo ing 

 this tide to be retained at Runcorn, and \irevented from flowing back, the 

 water would gradually level itself, by rising at Bank Quay, and falling at 

 Runcorn; and if the width of the river were the same from one end to the 

 other, and the ihflerence to begin with w as 3 feet, it would rise 1 foot 6 inches 

 at Bank Quay, making the depth of water there 9 feet 6 inches, and fall the 

 same amount, 1 fnot 6 inches at Runcorn, reducing that depth to 13 feet 6 

 inches. As the river, however, is much wider at the lower than the upper 

 end, the fall at Runcorn would be less than half the amount of the difference, 

 and the rise at Bank tjuay more than half,— making the depth there probably 

 10 feet. Suppose further, that the laud or river water was allowed to flow 



