1817
ARTES
SCIENTIA
VERITAS
LIBRARY
OF THE
UNIVERSITY OF MICHIGAN
Fucos
TCEROR
SL QUERIS PENINSULAM AMEENAM
CIRCUMSPICE
JVINJ
TRANSPORTATION
LIBRARY
Pin
DESCRIPTIVE CATALOGUE
OF THE
3
PADORA MA;
OF THE
X
MANCHESTER AND LIVERPOOL RAIL-ROAD.
Containing 10,000 square feet of Canvass,
NOW EXHIBITING
AT BAKEP STREET, PORTMAN SQUARE,
ILLUSTRATED WITH
TWELVE LITHOGRAPHIC VIEWS,
Taken on the spot, by Artists of acknowledged Talent:
TRANSPORTATION LIBRARY
Londont;
PRINTED BY E. COLYER, 17, FENCHURCH STREET.
1834,
CATALOGUE,ONE SHILLING.
Transportation
Library
HE
3020
,178
LONDON :
PRINTED BY E. COLYER, 17, PENCHURCH STREET.
9
tramp
§ 14-74
1069326-236
THE PADORAMA,
OR,
EXHIBITION
OF THE
MANCE ESTER AND LIVERPOOL
RAILWAY.
THE stupendous undertaking of establishing this
railway, has formed a new and remarkable era in re-
ducing the greatest agent of power with which man
is acquainted, into subservience to his convenience and
profit; and has, ever since its completion been an ob-'.
ject of intense curiosity to thousands of individuals of
every country, and of every class in life, ordinary as
well as scientific. All former modes of conveyance,
whether for the carrying of goods or passengers, have
been completely eclipsed by this bold and wonderful
work. The common public roads were in general of
a description, totally unfit for the transit of carriages
capable of containing heavy hurthens; and it is worthy
of remark, that though many vestiges of the ancient
military roads, made by the Romans, are still extant,
our ancestors never adopted from them the idea of con-
structing durable highways. The transportation of
produce and manufactures between Liverpool and
Manchester, in bulky or heavy goods, was principally
effected by the Mersey and Irwell navigation, and the
Duke of Bridgewater's Canal; the distance by which
is reckoned to be about fifty miles; but notwithstanding
all the accommodation the canals could afford, the
spinners and dealers were frequently obliged to cart
4
臺
​cotton on the public high road, a distance of upwards
of thirty miles, at an expence four times as great as
railway charges, and at a loss of at least treble the time.
It was therefore evident that another and more exten-
sive mode of conveyance was required, and that such
an undertaking could not fail to ensure so much of the
public patronage, as fully to remunerate the subscribers.
The Stockton and Darlington Railway was the first
that was constructed under the sanction of an Act of
Parliament, and was opened on the twenty-seventh of
September, 1825;-on applying to the legislature for
an act to form this road, the subscribers were vigor-
ously opposed by the adjacent land owners and coal
proprietors, who fancied their interests or estates would
be injured by it.
Early in the year 1825 application was made to
Parliament to obtain an act to authorise the Manchester
and Liverpool Company to purchase the Land, &c. for
the formation of the railway. A strenuous opposition
was made by the proprietors of the Duke of Bridge-
water's Canal, the Old Quay Company, and the Leeds
and Liverpool Canal, as well as the Earls of Derby and
Sefton who combined their interest on this occasion;
it was contended that the forming a road across Chat
Moss alone, could not be accomplished for a smaller
sum than £200,000; and finally it was argued, that in
consideration of the interest of the projectors them-
selves, the legislature ought not to pass an act to
sanction a scheme apparently so chimerical and imprac-
ticable ;-—the first clause, empowering the proprietors
to form the railway, being negatived by a majority of
nineteen to thirteen, the bill was withdrawn.
The efforts of men of science and enterprize whose
aim was the accomplishment of such an important
work, whereby hills were to be cut through, rocks and
5
mountains to be excavated, vallies and bogs filled
up, and wbich required much skill, patience, and per-
severance, and an enormous outlay of money.--such
men were not likely to be intimidated by the overthrow
of the first application to Parliament, aware as they
were of the interested or mistaken motives of hostility;
-the Committee therefore determined to renew their
application in the ensuing season, and under the aus-
pices of Mr. Huskisson, Mr. W.Y. Peel, and Mr. Spring
Rice, the bill was brought for the consideration of the
legislature on the seventh of February, 1826, and passed
on the first of May. Here it is deserving of notice, that
the expenses incurred by the parties engaged in the
contest have been estimated at upwards of £70,000.
In June, Mr. George Stephenson, of Newcastle-upon-
Tyne was appointed principal engineer to the Company,
and the satisfactory completion of the undertaking has
fully justified their choice. In March, 1834, a state-
ment to the following effect was laid before the House
of Commons; amount of expenditure in the construction
of the Way and Works, £1,089,818 17s. 70.; total
quantity of merchandize conveyed in the six months,
ending 31st December, 1833, was 98,247 tons, besides
32,304 tons of Coals to Liverpool, and 7,830 tons to
Manchester; the total number of passengers booked at
the Company's offices in this short period was 215,071 ;
the number of trips of 30 miles each performed by the
locomotive engines, with the passengers, 3253, and
with merchandize, 2,587 and the nett profit of the con-
cern for the half year, ending 31st December, 1833, was
£40,884 8s. 4d. From one extremity of the railway to
the other, there are no fewer than sixty-three bridges,
many of them of splendid and massive architecture, the
erection of which has cost nearly £100,000; and the
entire expense of the whole of this truly stupendous
6
work has been estimated at about £820,000. Its fortu-
nate completion reflects the highest credit on the pro-
jectors, whose most sanguine anticipations have been
fully realized; and when we reflect, that in consequence
of the locomotive steam-engine, which, through the
instrumentality of the railway, has been brought to a
degree of perfection not previously thought of, and by
means of which passengers are conveyed from Liver-
pool to Manchester in less than one-half the time for-
merly required by the coaches on the turnpike-road,
and at a considerably reduced fare, we must certainly
acknowledge, that the community has been greatly
benefited by the enterprising spirit of the parties who
planned and cạrried into effect the Liverpool and Man-
chester Railroad. The high premium which the shares
have so early attained affords evident demonstration of
the necessity there was for such an undertaking, as
well as of the success with which it has been attended.
Indeed, it forms a new and remarkable era in the
modes of conveyance by land, and is likely to lead to
the adoption of many similar roads; a circumstance
that must affect a change of no ordinary character, as
it respects the commerce and internal communication of
Great Britain. If we consider, that the general intro-
duction of railways, must certainly supersede the labour
of many thousands of horses which are now supported at
an immense expense of corn and grass, and that the land
which is at present appropriated to the production of
those articles, might be allotted to the growth of other
food, which would be capable of sustaining a much
greater number of the human species, we must candidly
confess, that a high meed of praise is due to the authors
of the scheme which has thus in so many ways conferred
distinguished benefits on their country.
1

U
CALEDONIAN
ENGINE TENDNR & CARRIAGE.
E.Colyer, Licis 17. F'erachurch s'?
7
THE LOCOMOTIVE ENGINES.
Nearly two years had elapsed since the commence-
ment of the formation of the railway, without any
decision having been made as to what kind of motive
power ought to be adopted-a deputation was appointed
to inspect the engines employed in the vicinity of New-
castle and Darlington, and on the ninth of March, 1829,
they delivered to the Directors the report of their inves-
tigations and concluded by recommending the adop-
tion of fixed steam engines. This advice however was
not adopted, as a majority of the Directors had a pre-
possession in favor of the introduction of locomo-
tive engines, which opinion was also supported by
Mr. Stephenson, their engineer, who had previously ex-
pressed his conviction that this kind of power claimed
the preference both for convenience and economy. It
was likewise suggested by Mr. Harrison, that a reward
should be offered which might cause the mechanical
genius of the country, to be called into exertion on this
subject, and eventually lead to the invention of such an
engine as the Company required. This idea being ap-
proved of, the Directors resolved to offer a premium of
£500 to the person who could produce the best loco-
motive engine.
By the appointed time several engines designed to
compete for the prize were entered on the lists, and the
distance to be run over was seventy miles, to be accom-
plished by passing and re-passing forty times. The
unexampled speed obtained by the Rocket locomotive
engine excited the greatest surprise and delight : this
machine, which weighed four tons five hundred weight,
including the water in the boiler, drew a load of twelve
tons fifteen hundred weight, at the rate of eighteen and
sometimes more than twenty miles an hour. Several
engines competed for the prize, but the Rocket was left
triumphant, to the proprietors of which, was conse-
quently awarded the premium of £500.
8
THE PADORAMA.
At this period, when the application of the power of
steam to the purposes of locomotion in particular,
engrosses so much the attention of mankind, and when
projects are forming for railroads in so many parts of
the United Kingdom, that it is probable locomotive
power will speedily supersede every other species of
land conveyance, it is considered desirable that the
,
inhabitants of the metropolis, whose avocations may
prevent them from seeing the real rail-road itself, should
have an opportunity of forming a perfect judgment of it
by a faithful delineation. The engines and carriages
of this Exhibition are therefore correct models of those
in actual use, and the pictorial portion has been executed
by artists of acknowledged talent, from sketches made
on the spot; all the leading and prominent features
of the Manchester and Liverpool railroad, have been
selected ; a repetition of the views when the route is
uninteresting, has been avoided, and also many of the
dull portions of the road omitted, so that the artists do
not profess accuracy in distance between the parts
represented; though in other respects they throw them-
selves on the judgment of the public for the fidelity
of the views selected. To have given an uninterrupted
continuous representation would have occupied too
great a space, and would besides have been uninteresting
to the Public.
MANCHESTER.
Water Street; Dye-Houses, and Reservoir.
The commencement of the railroad from the Man-
chester end of the line was changed from the original
plan, for instead of the station being in Salford, agree-

LE
T
Drawn by I. Wett.
I. Colper, Litho.17, Fenchurch St
WATER STREET & DYE-BLOUSES,

O
E. Colyer Litho. 17. Fenchurid St
Drawn by H. Wart.
URWELI BRIDGE
9
ably to the first plan, the road was constructed from
Water-street across the river Irwell; a situation in
every respect superior to the former one from its being
more contiguous to the centre of business; for every
plan has been carried into effect, as far as human saga-
city can suggest with reference to the increase of speed,
the comfort, security, and confidence of the passengers.
-Over Water-street is a neat iron bridge, supported
by a number of stone columns of the Doric order of
architecture, near which is the reservoir to supply the
engines with water raised from the river Irwell. The
warehouses of the Company are fine lofty brick build-
ings, faced in some parts with stone; and waggons can
be rolled through large gates on the second story, on a
level with the railway, and be there loaded or unloaded
at leisure; on the opposite side of the arch are some
extensive dye-houses belonging to Messrs. Harrison and
Co.; and opposite to these is the summit of an in-
clined plane leading to the streets below.
.
IRWELL BRIDGE.
The river Irwe'l marks the western boundary of
Manchester;—the railway between this point and the
eastern termination, is supported upon twenty-eight
brick arches ; over this stream, the Company in Septem-
ber, 1829, commenced the construction of a bold and
handsome stone bridge, consisting of two arches, each
sixty-five feet span, and about thirty feet above the
surface of the water, and the width between the para-
pets is fifty-three feet; the sum expended on this bridge
was £14,795. Leaving the Irwell we proceed through a
part of Salford, and enter the open road toward Liver-
pool. The traveller cannot fail to be astonished by
the rapidity of his conveyance, and the suddenness of
10
his transit from the large and bustling town of Man-
chester, which may with propriety be named the heart's
core of England. It is the spot upon her surface,
perhaps of all others, the least favored by nature; but
one in which may be traced many of the mighty sources
of her wealth, and of her honorable distinction in other
lands.
ODSALL LANE.
Odsall Lane is situated at Salford where gates are
erected to avoid the danger which might occur in the
sudden approach and fleet passage of the train; here
is the first police station, and the company has pru-
dently placed one at intervals of about a mile on the
whole line of road. The duties assigned to the police
are to guard the road, to prevent or give notice of any
obstruction, and to render assistance in the event of
accident; to do this effectually they keep up a con-
tinual line of communication; they are guided by a
code of regulations, and their directions to the engineer
are given by signal. When a passenger is waiting at
the station a red flag is hoisted by day, and a swinging
light exhibited at night. In travelling in the dark the
last carriage of every train has a revolving lamp, one
side of which is red, and the other blue. As long as
the train is in motion the red light presents itself to
whatever follows, but at the instant of stopping the blue
light is turned outward; the engineer of the next train
immediately perceives this change, and is enabled, by
checking the velocity of his engine, to avoid collision.
The fire of the engine is sufficient to give warning to
the policemen or to any one upon the road of the ap-
proach of a train.
The whole line of road has a remarkably smooth and
a
a

und
Drawn by . Wesz.
ODS ALL LANE near SALTORID.
E.Colyer Ittho. 17, Zenadurch SF

Drawn by H. West
E.Colyer, Litho.17, Fenchaimah St
BENT CLIT SNUFF MILLS
11
clean surface formed of small gravel, and the passen-
ger cannot possibly traverse it without being impressed
with the excellent and beautiful precision of every
part, as well as gratified by the vigilant care observed
to avoid accidents from casual negligence, or danger
from the intrusion of strangers, who are invariably
warned off by the policemen.
BENT-CLIFF SNUFF MILLS.
We now approach the Bent-Cliff Snuff Mills, which
form a picturesque feature in the scenery; and our
attention is forcibly attracted to the contrast between
the ancient method of creating rotary motion, and the
modern and enlightened application of steam to the
same purpose.
THE PATRICROFT TAVERN.
some
The Patricroft Tavern next claims notice, as
being the resort of the Manchester holiday makers
whom it supplies with excellent ale and the well
known Eccles cakes ;-after passing this tavern we
cross the Worsley Canal; on the banks of which an
immense cotton manufactory formerly reared its
towering height. It was destroyed by fire
time ago, and no symptoms of its restoration are
yet manifest.
Worsley Hall presents itself plea-
singly to the eye on a beautiful eminence; it was a
favorite residence of the late Duke of Bridgewater, and
is now in the occupation of R. H. Bradsbaw, Esq. his
Grace's trustee for the management of the Bridgewater
Canal. Chat Moss next appears. It is of a soft and
spongy nature, and none but men who where deter-
12
mined to surmount every difficulty which patience and
skill could accomplish, would have ever deemed it
practicable to form a road over so unsolid a substance.
-this immense bog covers an area of twelve square
miles. The soil varies in depth from ten to thirty-five
feet; and it is calculated that the whole comprises a
mass of sixty millions of tons of decomposed vegetable
matter; so pulpy a texture is this moss that a stone or
piece of iron will sink through by its own gravity, cattle
consequently cannot walk upon it. The railway runs
about five miles across this dreary mass of semifluid
substance over the northern side, and from its being
quite buoyant the transit over this part of the journey is
remarkably smooth and agreeable.
Some idea may be formed of the herculean difficulties
which this portion of the undertaking presented by the
following circumstance. A considerable inequality of
the surface at the eastern extremity of the bog rendered
it requisite to form an embankment of about half a mile
in extent. This embankment was raised twenty feet
above the natural level, but, in a short time, it entirely
disappeared, having pressed down the original surface ;
the accomplishment of this extraordinary piece of road
was at the immense sum of £27, 719, or upwards of
£5,500 per mile.
PARK SIDE.
This view has been selected, not from any peculiar
beauty in its feature, but as a place which must ever
have a melancholy interest from its being the spot
on which the justly celebrated and deeply lamented
Mr. Huskisson fell, when England lost one of the
brightest gems from her coronal of talent.

is
**
Al
Ꮮ ᎥᏆ ᏟᎡ ofᏛ ᎥᎪ ᎩᎬᎡᏕ .
1
1

Ek
by A. Wesi.
PARK - SIDE.
E-Colyer, bitno. 7. fonarurai.
13
The 15th of September, 1830, was the day appointed
for the first grand opening of the railway, a ceremony that
naturally excited an uncommon interest. Very many
thousand spectators had assembled, and the procession
was honored by the presence of the Duke of Wellington,
and many other noblemen, as well as men of science and
station from every part of the United Kingdom. At Park
Side the engine stopped to receive a fresh supply of water,
during which time many of the gentlemen had alighted;
Mr. Huskisson approached that part of the car in which
was the Duke of Wellington, and while they were con-
versing, the Rocket locomotive engine was observed to
be advancing. A general alarm for the safety of those
who were standing on the space between the two lines
of rails was instantly manifested by the cry from
thousands, at the same moment of “ get in ”; Mr. Has-
kisson unfortunately became confused, and in endea-
vouring to move round the edge of the door, got
entangled with it, and either stumbling in consequence
of missing his footing, or from some other cause not
clearly defined, he fell in such a position as to have his
leg and thigh on the rail, and at the same moment the
wheel passed over him. He was immediately raised by
his friends, to whom he said “I am dying, call Mrs.
Huskisson.” He was placed in a carriage as soon as
possible, and conveyed with great rapidity to the house
of the Rev. Mr. Blackburn, vicar of Eccles, and though
every assistance was afforded him, he expired with
great resignation at nine o'clock the same evening.
The funeral of this lamented statesman was solemnized
on the 24th of September, with every mark of respect,
and the body deposited in the Cemetry at the Mount.
14
NEWTON.
The railway is, here carried over a deep narrow
ravine by a handsome stone bridge of four arches, each
forty feet span, and twenty-seven in height, under which
the Newton and Warrington road passes, immediately
below this bridge stands an old corn mill, supplied by
a stream that rises in the grounds of Haydock Lodge
which is situated about a mile and a half north of
Newton—this town is the property of Colonel Legh, who
has erected a handsome and spacious building for the
purpose of an hotel. Only a small part of the in-
teresting little town of Newton* can be presented
to the view as the road intersects it; but the antique
mansions, with pointed gables and oak crossings,
,
which are visible in the picture, sufficiently prove the
architecture to be of Elizabeth's reign.
1
AYOLI EN
SANKEY VIADUCT,
There is no part of the whole line of road which
strikes the eye with more delight, or calls.forth more
universal praise than the Sankey Viaduct and its
Embankment, which was erected for the purpose of
supporting the Rail-road over the river Sankey. The
Viaduct is a splendid specimen of architecture; it is
composed of nine arches, each fifty feet span; the
height from the top of the battlements to the surface
of the water in the canal is seventy feet, and the width
of the road between the parapets is twenty-five feet.
It is principally built of brick, with stone facings.
The soil, being alluvial to the depth of thirty feet,
required that the foundation should be formed by driv-
* Newton before the passing of the Reform Act sent Two Members
to Parliament, but by that Act was placed in Schedule A.

to
Drawn by E. West.
E. Colper, Licho.ng, Ferskurahi se
13*
NI WTON

estany
Drawn by.. West.
SANKRY VIADUCT
E.Colyer, Litho, 17. I'enshewraz S&
15
ing piles ; this was a work of great labour and expense,
and the whole cost of the structure, including the em-
bankment amounted to £46,608. The scene at this
spot is unique, and enlivened by the motion of barges
with full spread sails, traversing the canal in various
directions. Its interest is increased by the recollection
that the very canal which passes under these arches
was the first made in England; it was excavated in
the year 1755, to give a navigable communication be-
tween St. Helen's and the Mersey. The Manchester
and Liverpool Railway, takes the precedence of all
modes of public conveyance, and to what perfection
soever railways may hereafter be carried, it must ever
be conceded to the managers of this road that they have
surmounted many apparently impracticable difficulties,
and have established a laudable precedent.
THE MOORISH ARCHWAY.
Passing through an excavation that rapidly deepens
until the natural surface towers on each side of the
pas-
senger at an altitude of thirty-five feet, the upper
part of the bank surmounted by a strong stone wall;
we approach the grand entrance arch to Liverpool.
This beautiful structure with its 'embattled turrets, in
the Arabesque style of architecturé, forms an orna-
mental termination to the line of road. Its elevation
from the railway is about forty feet, and its span about
thirty-five. The traveller has now passed a distance
of thirty miles in the average period of less than one
hour and a half, and it may very reasonably be supposed
that every individual who reflects at all, must be asto-
nished at the ease, velocity, and safety of his journey.
Notwithstanding the vast improvements which have
already been effected by the power of steam, and the
a
16
accomplishment through its means of projects, which
our forefathers would have deemed visionary, it is still
the opinion of many scientific men that it is even yet in
its infancy. We ca inot attempt to calculate what it
may hereafter be applied to, but we may rejoice that
in our days so much has been achieved, and feel a
justifiable pride in the powers of the human under-
standing.
CONVEYANCE BY THE RAILWAY.
The Steam Carriages commence running from Manchester to
Liverpool, and vice-versa, at seven each morning, and continue at
various hours till half-past five each day. The fares are as follows:
8. d.
By first class train, four inside
6 6
Ditto six..
5 6
By second class train glass coaches..
5 6
Ditto open carriages
4 0
Charge for conveyance of four-wheel carriages.. 20 0
Ditto
two-wheel ditto...... 15 0
Horses-For one.. 10s..... Two.. 188..... Three.. 22s.
The weight of luggage allowed each passenger is sixty pounds, all
above that at the rate of 38. per cwt.
There are branches from Liverpool and Manchester to Warrington,
also to Wigan, to Bolton, to Runcorn Gap, and to St. Helen's.
Coaches and Omnibuses convey passengers and luggage from the
towns of Manchester and Liverpool to and from the starting-places,
and the fares are moderate and regulated by the local authorities.
E. COLYER, PRINTER, 17, FENCHURCH STREET.

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