THE MERSEY TUNNEL. 371 
of commercial interest, and possessing the finest docks and harbours in 
the world, still remain separated by the river Mersey, a deep tidal stream, 
some 1,300 yards in width, the interchange of traffic, amounting annually 
to about 26,000,000 of passengers and 750,000 tons of goods, being 
effected by means of steam ferries only. As long ago as 1865 it was felt 
that this condition of affairs seriously interfered with trade, and several 
proposals were put forward with a view to meeting the difficulty. A 
high-level bridge, and a railway tunnel crossing under the Mersey some 
distance above the towns, were alike considered and set aside, but, in the 
year 1866, the Mersey Railway Company was incorporated, with power 
to construct a pneumatic railway from Woodside, in Birkenhead, to 
Church Street, in Liverpool. Bya further Act in 1871 the pneumatic 
system was laid aside and an ordinary railway authorised, the powers 
being also extended from Woodside to a junction with the joint railway 
belonging to the London and North-Western and the Great Western 
Railway Companies at Green Lane, in Tranmere. In the year 1882 the 
point of junction was altered, and powers taken to extend in Liverpool 
from Church Street to Waterloo Place, in immediate contiguity with the 
Central station of the Cheshire Lines Committee, and, by an Act of the 
present session, further capital powers were granted to the Company. It 
was not until December 1879 that it was found possible practically to 
begin operations ; and, although the sinking of the shafts and driving of 
the heading hereinafter described was then commenced, the organisation 
of the company upon its present basis, with the Right Hon. Cecil Raikes, 
M.P., as chairman, the Right Hon. Edward Pleydell Bouverie, F.R.S., as 
deputy chairman, and Messrs. Boutcher, Hubbard, Mott, and Cavendish 
Taylor as directors, Major Isaac and John Waddell as contractors, Mr. 
James Brunlees and the author as engineers, and Mr. Archibald H. 
Irvine as resident engineer, was only effected in July 1881, since which 
time the works have been vigorously prosecuted. The authorised railway 
is 3 miles 8} chains in length, and will extend as a double line of railway 
from the junction with the joint railways at Tranmere to a terminal 
station in Waterloo Place, Liverpool, adjoining the Central station, with 
intermediate stations at Green Lane, Borough Road, and Hamilton 
Square, in Birkenhead, and at James Street, in Liverpool. Operations 
were commenced by sinking shafts on each side of the river, and just one 
mile apart, to such a depth, viz., about 180 feet below the level of the quay, 
as was necessary to ensure the efficient drainage of the lowest part of the 
tunnel. These shafts were both originally intended to be 15 feet in diameter 
when lined, but the Birkenhead shaft has been increased to 17 feet 6 inches 
in diameter. The Liverpool shaft passes for a short distance through made 
ground, and then through the red sandstone of the district, which at this 
point yields a considerable quantity of brackish water. At the bottom 
there is a pumping sump of 12 feet in depth, and a standage heading 33 
yards in length, to form a safety reservoir in case of any sudden accumu- 
lation of water in the workings. It has been found necessary to tub 
this shaft and the standage heading with cast-iron tubbing, which 
involved some difficult fitting where the shaft widens out for the clack 
and bucket doors of the pumps. The Birkenhead shaft, also provided 
with a sump and standage heading, passes through the solid sandstone 
rock, which only yields any considerable quantity of water for a short 
distance, which has been tubbed against wedging cribs, the remainder of 
the shaft being unlined. The shafts could not be placed upon the centre 
BB2 
