NETTIERTON TUNNEL. 263 February 7, 1860. GEORGE PARKER BIDDER, President, in the Chair. The following Candidates were balloted for, and duly elected : THOMASMASTERMAN HARDY JOHNSTON, EDWARD PUSSEE, JAMES LAURIERICKARDS, RICHARD JAMES WARD, FRANCIS WILLIAM ISHERWOOD WEST, AND EDWAKDLEADER JTILLIAMS, junior, as Members ; EDWARDMIDDLETON BAI~RY, EDWIN BARTON, FREDEMCKROBERT BROWNING, ANDREW CUTHELL, THOMAS BARNABASDAFT, ROCHPORT ASTLE SPERLING, and JAMESWIL- SON, as Associates. No. 1,017.--“ Description of the Works on the Netherton Tunnel Branch of the BirminghamCanal.” By JAMESRALPH WALKER, M. Inst. C.E. THEsystem of inland navigation was introduced into South Staf- fordshire at anearly period. Withoutthe facilities which it afforded for the conveyance of minerals and heavy goods, the mining and manufacturing industry of the district could not have been developed to its present extent. Thatits advantages have been appreciated may be inferred from the fact, thatthe Bir- mingham Canal Company now possesses 157 miles of canal, the ramifications of which reach nearly every colliery and ironwork in the district. Notwithstanding the construction of several railways, on which a large quantity of mineral produce is carried, the traffic on the canal continues to increase. In 1832, the total quantity of coal conveyed was 1,492,000 tons ; and in 1854, it had increased to 3,100,000 tons. The canal is onseveral levels, namedafter the chief towns situatedon them. The Wolverhampton Level is 524 miles in length, and 484 feet 3 inches above low water at Liverpool. The Birmingham Level is 34; miles in length, and l9 feet 104 inches below the Wolverhampton Level. The Walsall Level is 20 miles in length, and 45 feet below the Birmingham Level. There are also other levels, 50 miles in length. These levels are connected with each other, and with canals belonging to pther companies, by upwards of two hundred locks. The moat modern locks are75 feet 8 inches long between the gates, and 7 feet 3 inches wide between the quoins. The largest boats which navigate the canal :we 71 feet 3 inches, or, including therudder, 74 feet 3 inches Downloaded by [ UNIV OF TEXAS AT AUSTIN] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 264 NNTHERTON TUNNEL. in length, and 7 feet 1 inch in width. Their light draught is about 8 inches, andtheir loaded draught 3 feet 24 inches. Th<y carry about 33 tons ; but, owing to the system of measurement m use, they pay toll only on about 26& tons. The natural features of the country offer considerable difficulties inthe construction of canals. Through Rowley Regis,Dudley, and Sedgley, there extends a line of hills, portions of which rise to a height of more than 400 feet above the Wolverhampton Level. This range forms part of the watershed of England ; the drainage on the south side being into the Stour, which falls into the Severn, and on the north side into the Tame, and thence into the Trent. A passage through these hills, whether for a canal, or a railway, rendered the construction of a tunnel indispensable. Accommoda- tion had long been afforded by the Old Dudley Tunnel, but its small size andthe increase of the traffic, both conduced to renderit insufficient. The object of the works described in this Paper, was to effect such a communication as would meet the urgent requirements of the district. In the year 1768, an Act of Parliament was obtained, for the construction of a canal, on the north side of the hills, from Birmingham to the Staffordshire and IVorcestershire Canal at Autherley, near Wolverhampton. This was the first canalconstructed in the locality. According to the system adopted at that period, and for some time afterwards, it followed nearly a contour line along the slopes of the hills. The length of the canal, therefore, was 22 miles, although the actual distance, in a straight line, is only 13 miles. In 1824, Mr. Telford was engaged to improve this canal. By cutting off the bends, the length was reduced to 14 miles, and by making a deep cutting at Smethwick, the necessity for three locks at thatplace, was obviated; the same level bcing carried from Birmingham to Tipton. A tow- ing path was also formed on each side, and walls were substituted for the slopes, so that thewhole width of the canal was made avail- able. A sum of &2500,000was expended on these improvements, between Birmingham and Westbromwich. Although not immediately connected with the works which form the subject of this Paper, it may be mentioned, that in 1841-43, a canal had been constructed from Toll End to Gravelly Hill, near Birmingham, from the designs, and under the superintendence of Mr. Walker,(Past-President Inst. C.E.) It is called theTame Valley Canal, is about 8 miles in length, and has thirteen locks. Both from the magnitude of the works and the excellence of their execution, it isthe most remarkablepart of theBirmingham Canal. In 1776, a canal hcd been constructed, by the Dudley Canal Company, on the south side of the Hills, from theWorcester Canal, at Selly Oak, to theStourbridge Canal, at Brierly Hill. Downloaded by [ UNIV OF TEXAS AT AUSTIN] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. NETHERTON TUNNEL. 265 This canal was on the Birmingham Level, and a communication was effected between it and with the Wolverhampton Level of the Birmingham Canal, at Dudley, by means of a tunnel, having three locks at the southend. In 1846, theDudley and Birmingham Canal Companies were amalgamated. The Dudley Tunnel is 3,200 yards in length. In the portions lined with brickwork, it is about 8 feet wide, and its height is 6 feet above the water level. There not being any towing path, the boats are propelled through it, by men lying on their backs and pushing with their feet againstthe sides and roof of the tunnel ; this process is called ' legging.' It is performed by two men, hired for the purpose, who are paid at the rate of three shillings and sixpence foreach boat. The time occupied in the operation is, usually, about three hours and a half. As, however, boats cannot pass one another in the tunnel, a certain number can only be admitted, alternately, at each end. Before the traffic was relieved by the construct,ion of the works described in this Paper, the delay at the entrances was very great, as many as one hundred boats being frequently detained therefor several hours,and insome cases, even for some days In dry seasons, when the water in the canal fell below the usual level, boats had to be partiallyunloaded before entering the tunnel, and the cargoes were thus exposed to pilfering, whichwas camed on, to a great extent.. The tunnel being placed on the summit, or ?Volverhampton Level, while all the canals at t,he south end, and most of those at the north end, were on lower levels, many of the boats had to ascend and descend three locks ; this would have been unnecessary hadthe tunnel been on the Birmingham Level. Notwithstanding these incon- veniences, this tunnel continued, for many years, tobe the only means of communication between the Birmingham and the Dudley Canals. In 1845, 25,916 boats;in 1553, 41,104 boats;and in 1854, 39,025 boats, carrying 435,000 tons, passed through it. The decreasein 1854 was caused by thedryness of the season, which rendered it impossible to maintain the proper depth of water in the canal. At length, the complaints of the coal and the iron trades, became so urgent, that the Committee of the Canal Company were com- pelled totake into consideration a plan which had frequently teen pressed upon them by Mr. Freeth, theirSecretary. This was the construction of a new canal and tunnel, on the Birmingham Level, from Nethertonto Dudley Port. It wasshown, thatthe distance between Nethertonand Birmingham might be thus reduced 4 miles, andthe ascent and descent of three locks be avoided ; while owing to the increased size of the proposed tunnel, the passage of bats through it, could be rendered as easy and expeditious as on any ot.her part of the canal. The highest ground Downloaded by [ UNIV OF TEXAS AT AUSTIN] on [21/09/16]. Copyright © ICE Publishing, all rights reserved. 266 NETIIERTON TUNNEL. on the route was 354 feet above the water in the canal. In 1854, Mr. Walker was consulted, and inthe following year, an Act authorisingthe construction of the works was carriedthrough Parliament,and received theRoyal assent in July,1855. The drawingsand specifications havingbeen prepared by Messrs. Walker, Burges, and Cooper, the contract for the execution of the whole of the works was let, in November, to Mr. George Meakin, of Birkenhead. The Author was appointedthe Resident En- gineer, having under him seven inspectors of works, the chief of whom was James Sager. A Committee, of which Sir G. Nicholls, Bart., was theChairman, had the direction of theundertaking. The first sod n7as turned by Lord Ward, at shaft No. 7, on the 28th of December,1855. On the 17th of January,1856, the sinking of the first shaft was commenced, and on the19th of March,1856, the excavation of thetunnel was begun, at shaft No. 15. Onthe 4th of April,the first brickin the tunnel was laid in the south side length, at shaft No. 15 ; and on the 25th of March, 1858, the last brick was laid by Mr. Walker, in the arch of the junction length, between shafts No. 7 and No. 8. On the 20th of August,1858, the whole of the workswere formally opened for traffic. The time occupied in the construction of the tunnel, from the commencement of sinking the first shaft, to laying the last brick, was two years and seven months.