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long life, twenty years of which had now been directed to railway working and construction; he had nearly completed the works of the Stockton and Darlington Railway, which were the admiration of all who had seen them. There was, indeed, no other man in England to compare with him in point of practical railway knowledge and experience; and the Liverpool and Manchester directors would have neglected the duty which they owed to their proprietors, had they, out of personal regard or predilection for Mr. Rennie, selected him in preference to George Stephenson. In the course of his six visits in the year, he could have given but an intermittent attention to the works connected with the undertaking, the magnitude of which required the constant personal supervision of an engineer of practical ability. The result, indeed, amply justified the wisdom of the directors' selection. Mr. Stephenson was no sooner appointed engineer, than he removed his residence to Liverpool, and made arrangements to commence the works. He began with the “impossible"—to do that which the most distinguished engineers of the day had declared that “no man in his senses would undertake to do”—namely, to make the road over Chat Moss' The drainage of the Moss was commenced in June, 1826. It was, indeed, a most formidable undertaking; and the project of carrying a railway along, under, or over such a material as the Moss presented, would certainly never have occurred to an ordinary mind. Michael Drayton supposed Chat Moss to have had its origin at the Deluge. Nothing more impassable could have been imagined than that dreary waste; and Mr. Giles only spoke the popular feeling of the day when he declared that no carriage could stand on it “short of the bottom.” In this bog, singular to say, Mr. Roscoe, the accomplished historian of the Medicis, buried his fortune in the hopeless attempt to cultivate it.

When the survey of the line was made, only the edges of the Moss could be entered on, and that with difficulty. One gentleman, of considerable weight and rotundity, when endeavouring to obtain a stand for his theodolite or spiritlevel, felt himself suddenly sinking, when he immediately threw himself down, and rolled over and over until he reached the firm ground in a sorry mess. Other attempts were subsequently made to enter upon the Moss for the same purpose, but they were abandoned for the same reason, the want of a sufficiently solid stand for the theodolite.

The three resident engineers selected by Mr. Stephenson to superintend the construction of the line, were Mr. Joseph Locke, Mr. Allcard, and Mr. John Dixon. The last was appointed to that portion which included the proposed road across the Moss, and the other two were by no means desirous of exchanging posts with him. On Mr. Dixon's arrival, Mr. Locke proceeded to show him over the length he was to take charge of, and to instal him in office. On their arrival at Chat Moss, Mr. Dixon found that the line had already been staked out and the levels taken in detail by the aid of planks laid upon the bog. The cutting of the drains along each side of the proposed road had also been commenced; but the soft pulpy stuff had up to this time flowed into the drains and filled them up as fast as they were cut. Proceeding across the Moss, on the first day's inspection, the new resident, when about half way over, slipped off the plank on which he walked, and sank to his knees in the bog. Struggling only sent him the deeper, and he might have disappeared altogether, but that the workmen, upon planks, hastened to his assistance, and rescued him from his perilous position. Much disheartened, he desired to return, and even for the moment thought of giving up the job; but Mr. Locke assured him that the worst part was now past; so the new resident plucked up heart again, and

chap. xx.] SURVEY OF THE CHAT MOSS. 251

both floundered on until they reached the further edge of the moss, wet and plastered with bog sludge. Mr. Dixon's brother residents endeavoured to comfort him by the assurance that he might in future avoid similar perils, by walking with boards fastened to the soles of his feet, as they had done when taking the levels, and as the workmen did when engaged in making drains in the softest parts of the Moss. Still, the resident engineer could not help being puzzled by the problem of how to construct a road for a heavy locomotive, with a train of passengers or goods, upon a bog which he had found to be incapable of supporting his single individual weight! Mr. Stephenson's idea was, that such a road might be made to float upon the bog, simply by means of a sufficient extension of the bearing surface. As a ship, or a raft, capable of sustaining heavy loads floated in water, so, in his opinion, might a light road be floated upon a bog, which was of considerably greater consistency than water. Long before the railway was thought of, Mr. Roscoe of Liverpool had adopted the remarkable expedient of fitting his plough horses with flat wooden soles or pattens, to enable them to walk upon the Moss land which he had brought into cultivation. These pattens were fitted on by means of a screw apparatus, which met in front of the foot and was easily fastened. The mode by which these pattens served to sustain the horse is capable of easy explanation, and it will be observed that the rationale alike explains the floating of a railway train. The foot of an ordinary farm horse presents a base of about five inches diameter, but if this base be enlarged to seven inches—the circles being to each other as the squares of the diameters—it will be found that, by this slight enlargement of the base, a circle of nearly double the area has been secured; and consequently the pressure of the foot upon every unit of ground upon which the horse stands,

has been reduced one half. In fact, this contrivance has an effect tantamount to setting the horse upon eight feet instead of four. Apply the same reasoning to the ponderous locomotive, and it will be found that even such a machine may be made to stand upon a bog, by means of a similar extension of the bearing surface. Suppose the engine to be twenty feet long and five feet wide, thus covering a surface of a hundred square feet, and, provided the bearing has been extended by means of cross sleepers supported upon a matting of heath and branches of trees, covered with a few inches of gravel, the pressure of an engine of twenty tons will be only equal to about three pounds per inch over the whole surface on which it stands. Such was George Stephenson's idea in contriving his floating road, something like an elongated raft, across the Moss; and we shall see that he steadily kept it in view in carrying the work into execution. The first thing done was, to form a footpath of ling or heather along the proposed road, on which a man might walk across without risk of sinking. A single line of temporary railway was then laid down, formed of ordinary cross-bars about three feet long and an inch square, with holes punched through them at the end and nailed down to temporary sleepers. Along this way ran the waggons in which were conveyed the materials requisite to form the permanent road. The waggons carried about a ton each, and they were propelled by boys running behind them along the narrow bar of iron; and they became so expert that they would run the four miles across at the rate of seven or eight miles an hour without missing a step; if they had done so, they would have sunk in many places up to their middle. The slight extension of the bearing surface was thus sufficient to enable the bog to bear this temporary line, and this circumstance was a source of increased confidence and hope to


the engineer in proceeding with the formation of the permanent road alongside. The digging of drains had for some time been proceeding along each side of the intended railway; but they filled up almost as soon as dug, the sides flowing in, and the bottom rising up ; and it was only in some of the drier parts of the bog that a depth of three or four feet could be reached. The surface between the drains was left untouched, and upon that was spread branches of trees and hedge-cuttings; in the softest places rude gates or hurdles, some eight or nine feet long by four feet wide, interwoven with heather, were laid in double thicknesses, their ends overlapping each other; and upon this floating bed was spread a thin layer of gravel, on which the sleepers, chairs, and rails were laid in the usual manner. Such was the mode in which the road was formed upon the Moss. It was found, however, after the permanent road had been thus laid, that there was a tendency to sinking at some parts where the bog was the softest. In ordinary cases, where a bank subsides, the sleepers are packed up with ballast or gravel; but in this case the ballast was dug away and removed in order to lighten the road, and the sleepers were packed instead with cakes of dry turf or bundles of heath. By these expedients the subsided parts again floated up to the level, and an approach was made towards a satisfactory road. But the most formidable difficulties were encountered at the centre and towards the edges of the Moss; and it required no small degree of ingenuity and perseverance on the part of the engineer successfully to overcome them. The Moss, as has already been observed, was highest in the centre, and there presented a sort of hunchback with a rising and falling gradient. At that point it was found necessary to cut deeper drains, in order to consolidate the Moss between them on which the road was to be formed.

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