engineer and his courageous backers returned to the charge. A fresh survey was made, by which many of the difficulties which had been raised were overcome or circumvented; the Bill was re-deposited in the ensuing session of Parliament, and this time the enterprise of its promoters was rewarded by success. The Bill received the Royal assent on the 7th May, 1826; the works were at once vigorously proceeded with, and the railway was actually opened for public traffic on the 16th September, 1830. It was, however, of a very different construction to the well-appointed and perfectly equipped railways of the present day. It consisted, it is true, of a double line of rails; but those rails were of so light a description that they soon succumbed to heavy wear and tear, and large sums had afterwards to be expended in taking them up and replacing them with others of a more substantial character. Instead of the timber sleepers, now universally in use, the rails were laid upon huge stone blocks, soon to be found expensive and unsuitable. The passengers were conveyed, either in open cars, unsheltered from the weather, or in covered carriages only a degree less comfortless, and presenting a strong contrast to the luxuriously appointed vehicles in which the traveller of to-day is accommodated. The trains, at first, started at irregular intervals, and were few and far between, and it was not until after some time had elapsed that the time-table became a recognised institution. The journey between Liverpool and Manchester, which is now easily accomplished in forty-five minutes, occupied at that time an hour and a half. Of the engines employed, more will be said hereafter; but it will be readily believed that they were of an extremely primi-
